The Armstrong Whitworth F.K.8 was a British two-seat general-purpose biplane built by Armstrong Whitworth during the First World War. The type served alongside the better known R.E.8 until the end of the war, at which point 694 F.K.8s remained on RAF charge.
Early production F.K.8 showing original undercarriage, cowling and radiators
The type was fitted with basic dual controls for the observer to control the aircraft if the pilot became incapacitated.[3] The first example, A411, flew in May 1916 and was delivered to the Royal Flying CorpsCentral Flying School at Upavon on 16 June.[2] Because its rival, the Royal Aircraft Factory R.E.8 was an unknown quantity, it was decided that fifty of the Armstrong Whitworth design, renamed the F.K.8., would be ordered for the RFC.[2]
The production aircraft were identical in most respects to A411, with the addition of a forward-firing .303in (7.7mm) Vickers machine gun to port of and slightly behind the engine. The Armstrong Whitworth gun synchronising mechanism was incomplete at the time the first example A2636 arrived in France and some early production F.K.8s may have used the Arsiad interrupter gear instead. The Armstrong Whitworth mechanism (like other early mechanical synchronising systems) proved unreliable and was later replaced by the Constantinescu gear.[4] From the fifth production aircraft, the rudder balance was shortened and the shape of the fin was modified.[5]
The cockpit placement of the F.K.8
The type had several teething troubles: the oleo undercarriage was unable to withstand rough use on the front line airfields, tail skids frequently broke and the original radiators blocked up quickly.[4] Following instructions issued on 30 April 1917, some F.K.8s were refitted with simplified vee-undercarriages from Bristol F.2 Fighters. This soon led to a temporary shortage of these undercarriages and the practice had to be discontinued until May 1918, after which several F.K.8s were fitted with revised undercarriages.[6] Most production F.K.8s had modifications to the wings, gunner's seat and the exhaust system. The tall inverted vee radiators incorporated improved tubes which reduced the blockages. On later aircraft the nose cowling was redesigned[7] and smaller box radiators were standardised.
In service the F.K.8 (nicknamed the "Big Ack") proved to be effective and dependable, being used for reconnaissance, artillery spotting, ground-attack, contact-patrol and day and night bombing.[1] It was reputedly easier to fly than the R.E.8 and was sturdier but its performance was even more pedestrian and it shared the inherent stability of the Royal Aircraft Factory types. While the pilot and observer were placed reasonably close together, communication between the two lacked the "tap on the shoulder" intimacy of the Bristol Fighter (or the R.E.8 for that matter).
The F.K.13 seems to have been the name of a reconnaissance version of the F.K.8 but it may have been no more than a project.[8] A total of 1,650 of the standard F.K.8 were built.
Operational history
Late production F.K.8 showing modified undercarriage, cowling, and radiators, as well as the final long exhausts
The first squadron to take the type to France was 35 Squadron RFC, in January 1917. The type eventually served with several squadrons on operations in France, Macedonia, Palestine and for home defence, proving more popular in service than its better known contemporary the R.E.8. The F.K.8 was principally used for corps reconnaissance but was also used for light bombing, being capable of carrying up to six 40lb (20kg) phosphorus smoke bombs, up to four 65lb (29kg) bombs or two 112lb (51kg) bombs on underwing racks.[9]
In 1918 operators in aircraft Nos. 5082 & 5117, under the charge of Captain Tate, R.A.F., controlled unmanned boats by radio through obstacles in trials at Dover.
With the R.E.8, the F.K.8 was scheduled to be replaced for corps reconnaissance by a version of the Bristol Fighter with a Sunbeam Arab engine. Unfortunately the engine was unsatisfactory and this version of the Bristol never saw service. Like the R.E.8, the F.K.8 was quickly discarded with the end of the war – the last squadron, No. 150 Squadron RAF, being disbanded at Kirec in Greece on 18 September 1919.[10]
One F.K.8 was purchased by a pilot named Sydney Stewart in the early 1920s, who took the aircraft to Buenos Aires and gave flying lessons. There he met Francisco Cusmanich, a Paraguayan pilot. Stewart and Cusmanich offered their services to the Paraguayan government during the Revolution of 1922. The F.K.8 was taken to Paraguay by ship and called "Presidente Ayala" in honor of the President of Paraguay, Dr. Eusebio Ayala. Both pilots flew several reconnaissance and light bombing sorties over the rebel positions. In one of those sorties, the F.K.8 was hit several times with ground fire causing an explosion on board, killing Stewart and Cusmanich instantly.[11][12]
Civil service
Eight aircraft were civil-registered after the war with two aircraft being used in Australia by the Queensland and Northern Territory Aerial Services (later QANTAS, then Qantas Airways Ltd.).[13]
Andersson, Lennart (July–August 2004). "Wings Over the Desert: Aviation on the Arabian Peninsula: Part One Saudi Arabia". Air Enthusiast. No.112. pp.39–43. ISSN0143-5450.
Bruce, J. M. (1982). The Aeroplanes of the Royal Flying Corps (Military Wing). London: Putnam and Company. ISBN0-370-30084-X.
Hagedorn, Dan; Sapienza, Anonio L. (1997). Aircraft of the Chaco War 1928–1935. Algen, Pennsylvania, USA: Schiffer Publishing. ISBN0-7643-0146-2.
Mason, Francis K. (1994). The British Bomber Since 1914. London: Putnam Aeronautical Books. ISBN0-85177-861-5.
Munson, Kenneth (1967). Aircraft of World War I. London: Ian Allan. ISBN0-7110-0356-4.
Tapper, Oliver (1988). Armstrong Whitworth Aircraft since 1913. London: Putnam. ISBN0-85177-826-7.
Taylor, John W. R. (1969). "Armstrong Whitworth F.K.8.". Combat Aircraft of the World from 1909 to the present. New York: G.P. Putnam's Sons. ISBN0-425-03633-2.
Prins, François (Spring 1994). "Pioneering Spirit: The QANTAS Story". Air Enthusiast. No.53. pp.24–32. ISSN0143-5450.
Sapienza, Antonio Luis (April 1999). "Le role de aviation lors de la révolution de 1922 au Paraguay" [The Role of Aircraft during the 1922 Paraguayn Revolution]. Avions: Toute l'aéronautique et son histoire (in French) (73): 24–26. ISSN1243-8650.
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