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Abiplane is afixed-wing aircraft with two mainwings stacked one above the other. The first powered, controlledaeroplane to fly, theWright Flyer, used a biplane wing arrangement, as did many aircraft in the early years ofaviation. While a biplane wing structure has a structural advantage over amonoplane, it produces moredrag than a monoplane wing. Improved structural techniques, better materials and higher speeds made the biplane configuration obsolete for most purposes by the late 1930s.
Biplanes offer several advantages over conventionalcantilever monoplane designs: they permit lighter wing structures, low wing loading and smaller span for a given wing area. However, interference between the airflow over each wing increases drag substantially, and biplanes generally need extensive bracing, which causes additional drag.
Biplanes are distinguished fromtandem wing arrangements, where the wings are placed forward and aft, instead of above and below.
The term is also occasionally used inbiology, to describe thewings of someflying animals.
In a biplane aircraft, two wings are placed one above the other. Each provides part of the lift, although they are not able to produce twice as much lift as a single wing of similar size and shape because the upper and the lower are working on nearly the same portion of the atmosphere and thus interfere with each other's behaviour. In a biplane configuration with no stagger from the upper wing to the lower wing, thelift coefficient is reduced by 10 to 15 percent compared to that of a monoplane using the same airfoil andaspect ratio.[1]
The lower wing is usually attached to thefuselage, while the upper wing is raised above the fuselage with an arrangement ofcabane struts, although other arrangements have been used. Either or both of the main wings can supportailerons, while flaps are more usually positioned on the lower wing. Bracing is nearly always added between the upper and lower wings, in the form ofinterplane struts positioned symmetrically on either side of the fuselage and bracing wires to keep the structure from flexing, where the wings are not themselvescantilever structures.
The primary advantage of the biplane over amonoplane is its ability to combine greater stiffness with lower weight. Stiffness requires structural depth and where early monoplanes had to have this provided with external bracing, the biplane naturally has a deep structure and is therefore easier to make both light and strong. Rigging wires on non-cantilevered monoplanes are at a much sharper angle, thus providing less tension to ensure stiffness of the outer wing. On a biplane, since the angles are closer to the ideal of being in direct line with the forces being opposed, the overall structure can then be made stiffer. Because of the reduced stiffness, wire braced monoplanes often had multiple sets of flying and landing wires where a biplane could easily be built with one bay, with one set of landing and flying wires. The extra drag from the wires was not enough to offset the aerodynamic disadvantages from having two airfoils interfering with each other however. Strut braced monoplanes were tried but none of them were successful, not least due to the drag from the number of struts used.[citation needed]
The structural forces acting on the spars of a biplane wing tend to be lower as they are divided between four spars rather than two, so the wing can use less material to obtain the same overall strength and is therefore lighter. A given area of wing also tends to be shorter, reducing bending moments on the spars, which then allow them to be more lightly built as well.[2] The biplane does however need extra struts to maintain the gap between the wings, which add both weight and drag.
The low power supplied by the engines available in the first years of aviation limited aeroplanes to fairly low speeds. This required an even lowerstalling speed, which in turn required a lowwing loading, combining both large wing area with light weight. Obtaining a large enough wing area without the wings being long, and thus dangerously flexible was more readily accomplished with a biplane.[citation needed]
The smaller biplane wing allows greatermaneuverability. Following World War I, this helped extend the era of the biplane and, despite the performance disadvantages, mostfighter aircraft were biplanes as late as the mid-1930s. Specialist sportsaerobatic biplanes are still made in small numbers.[citation needed]
Biplanes suffer aerodynamic interference between the two planes when the high pressure air under the top wing and the low pressure air above the lower wing cancel each other out.[dubious –discuss] This means that a biplane does not in practice obtain twice the lift of the similarly-sized monoplane. The farther apart the wings are spaced the less the interference, but the spacing struts must be longer, and the gap must be extremely large to reduce it appreciably.
As engine power and speeds rose late inWorld War I, thick cantilever wings with inherently lower drag and higher wing loading became practical, which in turn made monoplanes more attractive as it helped solve the structural problems associated with monoplanes, but offered little improvement for biplanes.[citation needed]
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The default design for a biplane has the wings positioned directly one above the other. Moving the upper wing forward relative to the lower one is calledpositive stagger or, more often, simply stagger. It can increase lift and reduce drag by reducing the aerodynamic interference effects between the two wings by a small degree, but more often was used to improve access to the cockpit. Many biplanes have staggered wings. Common examples include thede Havilland Tiger Moth,Bücker Bü 131 Jungmann andTravel Air 2000.
Alternatively, the lower wing can instead be moved ahead of the upper wing, giving negative stagger, and similar benefits. This is usually done in a given design for structural reasons, or to improve visibility. Examples of negative stagger include theSopwith Dolphin,Breguet 14 andBeechcraft Staggerwing.[3][4] However, positive (forward) stagger is much more common.
The space enclosed by a set ofinterplane struts is called abay (much asthe architectural form is used), hence a biplane ortriplane with one set of such struts connecting the wings on each side of the aircraft is asingle-bay biplane. This provided sufficient strength for smaller aircraft such as theFirst World War-eraFokker D.VII fighter and theSecond World Warde Havilland Tiger Moth basic trainer.[5]
The larger two-seatCurtiss JN-4 Jenny is atwo bay biplane, the extra bay being necessary as overlong bays are prone to flexing and can fail. TheSPAD S.XIII fighter, while appearing to be a two bay biplane, has only one bay, but has the midpoints of the rigging braced with additional struts; however, these are not structurally contiguous from top to bottom wing.[6] TheSopwith 1½ Strutter has a W shape cabane, however as it does not connect the wings to each other, it does not add to the number of bays.[7]
Large transport andbombing biplanes often needed still more bays to provide sufficient strength. These are often referred to asmulti-bay biplanes. A small number of biplanes, such as theZeppelin-Lindau D.I have no interplane struts and are referred to as beingstrutless.[8]
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Because most biplanes do not havecantilever structures, they require rigging wires to maintain their rigidity. Early aircraft used simple wire (either braided or plain), however during the First World War, the BritishRoyal Aircraft Factory developed airfoil section wire named RAFwire in an effort to both increase the strength and reduce the drag. Four types of wires are used in the biplane wing structure. Drag wires inside the wings prevent the wings from being folded back against the fuselage, running inside a wing bay from the forward inboard corner to the rear outboard corner.[9] Anti-drag wires prevent the wings from moving forward when the aircraft stops and run the opposite direction to the drag wires.[10] Both of these are usually hidden within the wings, and if the structure is sufficiently stiff otherwise, may be omitted in some designs. Indeed many early aircraft relied on the fabric covering of the wing to provide this rigidity, until higher speeds and forces made this inadequate. Externally, lift wires prevent the wings from folding up, and run from the underside of the outer wing to the lower wing root.[11] Conversely, landing wires prevent the wings from sagging, and resist the forces when an aircraft is landing, and run from the upper wing centre section to outboard on the lower wings.[12] Additional drag and anti-drag wires may be used to brace the cabane struts which connect the fuselage to the wings, and interplane struts, which connect the upper and lower wings together.
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Thesesquiplane is a type of biplane where one wing (usually the lower) is significantly smaller than the other.[13][14] The word, from Latin, means "one-and-a-half wings". The arrangement can reducedrag and weight while retaining the biplane's structural advantages. The lower wing may have a significantly shorter span, or a reducedchord.[13]
Examples include the series ofNieuport military aircraft—from theNieuport 10 through to theNieuport 27 which formed the backbone of the Allied air forces between 1915 and 1917.[15] The performance of the Nieuport sesquiplanes was so impressive that theIdflieg (the German Inspectorate of flying troops) requested their aircraft manufacturers to produce copies, an effort which was aided by several captured aircraft and detailed drawings; one of the most famed copies was theSiemens-Schuckert D.I.[16] TheAlbatros D.III andD.V, which had also copied the general layout from Nieuport, similarly provided the backbone of the German forces during the First World War.[17] The Albatros sesquiplanes were widely acclaimed by their aircrews for their maneuverability and high rate of climb.[18]
Duringinterwar period, the sesquiplane configuration continued to be popular, with numerous types such as theNieuport-Delage NiD 42/52/62 series,Fokker C.Vd & e, andPotez 25, all serving across a large number of air forces. In the general aviation sector, aircraft such as theWaco Custom Cabin series proved to be relatively popular.[19] TheSaro Windhover was a sesquiplane with the upper wing smaller than the lower, which was a much rarer configuration than the reverse.[20] ThePfalz D.III also featured a somewhat unusual sesquiplane arrangement, possessing a more substantial lower wing with two spars that eliminated the flutter problems encountered by single-spar sesquiplanes.[17]
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The stacking of wing planes was suggested bySir George Cayley in 1843.[21]Hiram Maxim adopted the idea for his steam-powered test rig, which lifted off but was held down by safety rails, in 1894.[22]Otto Lilienthal designed and flew two different biplanehang gliders in 1895,[23] though he is better known for his monoplanes.[24] By 1896 a group of young men in the United States, led byOctave Chanute, were flyinghang gliders including biplanes and concluded that the externally braced biplane offered better prospects for powered flight than the monoplane. In 1903, theWright Flyer biplane became the first successful powered aeroplane.[25]
Throughout the pioneer years, both biplanes and monoplanes were common, but by the outbreak of theFirst World War biplanes had gained favour after several monoplane structural failures resulted in theRFC's "Monoplane Ban" when all monoplanes in military service were grounded,[26] while the French also withdrew most monoplanes from combat roles and relegated them to training. Figures such as aviation author Bruce observed that there was an apparent prejudice held even against newly-designed monoplanes, such as theBristol M.1, that caused even those with relatively high performance attributes to be overlooked in favour of 'orthodox' biplanes, and there was an allegedly widespread belief held at that time that monoplane aircraft were inherently unsafe during combat.[27][28]
Between the years of 1914 and 1925, a clear majority of new aircraft introduced were biplanes; however, during the latter years of the First World War, the Germans had been experimenting with a new generation of monoplanes, such as theFokker D.VIII, that might have ended the biplane's advantages earlier had the conflict not ended when it had.[29] The French were also introducing theMorane-Saulnier AI, a strut-bracedparasol monoplane, although the type was quickly relegated to the advanced trainer role following the resolution of structural issues.[30]Sesquiplane types, which were biplanes with abbreviated lower wings such as the FrenchNieuport 17 and GermanAlbatros D.III, offered lower drag than a conventional biplane while being stronger than a monoplane.
During theInterwar period, numerous biplane airliners were introduced. The Britishde Havilland Dragon was a particularly successful aircraft, using straightforward design to could carry six passengers on busy routes, such as London-Paris services.[31] During early August 1934, one such aircraft, namedTrail of the Caribou, performed the first non-stop flight between the Canadian mainland and Britain in 30 hours 55 minutes, although the intended target for this long distance flight had originally beenBaghdad,Iraq.[32][33] Despite its relative success, British production of the Dragon was quickly ended when in favour of the more powerful and elegantde Havilland Dragon Rapide, which had been specifically designed to be a faster and more comfortable successor to the Dragon.[34]
As the available engine power and speed increased, the drag penalty of external bracing increasingly limited aircraft performance. To fly faster, it would be necessary to reduce external bracing to create an aerodynamically clean design; however, early cantilever designs were either too weak or too heavy. The 1917Junkers J.I sesquiplane utilizedcorrugated aluminum for all flying surfaces, with a minimum of struts; however, it was relatively easy to damage the thin metal skin and required careful handling by ground crews.[35] The 1918Zeppelin-Lindau D.I fighter was an all-metal stressed-skinmonocoque fully cantilevered biplane, but its arrival had come too late to see combat use in the conflict.[8]
By the 1930s, biplanes had reached their performance limits, and monoplanes become increasingly predominant, particularly in continental Europe where monoplanes had been increasingly common from the end ofWorld War I. At the start ofWorld War II, several air forces still had biplane combat aircraft in front line service but they were no longer competitive, and most were used in niche roles, such as training or shipboard operation, until shortly after the end of the war. The BritishGloster Gladiator biplane, the ItalianFiat CR.42 Falco and SovietI-153 sesquiplane fighters were all still operational after 1939.[36][37] According to aviation author Gianni Cattaneo, the CR.42 was able to achieve success in the defensivenight fighter role against RAF bombers that were striking industrial targets throughout northern Italy.[38][39]
The BritishFleet Air Arm operated theFairey Swordfishtorpedo bomber from its aircraft carriers, and used the type in theanti-submarine warfare role until the end of the conflict, largely due to their ability to operate from the relatively compact decks ofescort carriers. Its low stall speed and inherently tough design made it ideal for operations even in the often severe mid-Atlantic weather conditions.[40] By the end of the conflict, the Swordfish held the distinction of having caused the destruction of a greater tonnage ofAxis shipping than any other Allied aircraft.[41]
Both the GermanHeinkel He 50 and the SovietPolikarpov Po-2 were used with relative success in the nightground attack role throughout the Second World War. In the case of the Po-2, production of the aircraft continued even after the end of the conflict, not ending until around 1952.[42] A significant number of Po-2s were fielded by theKorean People's Air Force during theKorean War, inflicting serious damage during night raids onUnited Nations bases.[43] The Po-2 is also the only biplane to be credited with a documented jet-kill, as oneLockheed F-94 Starfire was lost while slowing down to 161 km/h (100 mph) – below its stall speed – during an intercept in order to engage the low flying Po-2.[44]
Later biplanetrainers included thede Havilland Tiger Moth in theRoyal Air Force (RAF),Royal Canadian Air Force (RCAF) and others and theStampe SV.4, which saw service postwar in the French and Belgian Air Forces. TheStearman PT-13 was widely used by theUnited States Army Air Force (USAAF) while the US Navy operated theNaval Aircraft Factory N3N. In later civilian use in the US, the Stearman became particularly associated with stunt flying such aswing-walking, and with crop dusting, where its compactness worked well at low levels, where it had to dodge obstacles.
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Modern biplane designs still exist in specialist roles such asaerobatics andagricultural aircraft with the competition aerobatics role and format for such a biplane well-defined by the mid-1930s by theUdet U 12 Flamingo andWaco Taperwing. ThePitts Special dominated aerobatics for many years after World War II and is still in production.
The vast majority of biplane designs have been fitted withreciprocating engines. Exceptions include theAntonov An-3 andWSK-Mielec M-15 Belphegor, fitted withturboprop andturbofan engines respectively. Some older biplane designs, such as theGrumman Ag Cat are available in upgraded versions with turboprop engines.
The two most produced biplane designs were the 1913 BritishAvro 504 of which 11,303 were built, and the 1928 SovietPolikarpov Po-2 of which over 20,000 were built, with the Po-2 being the direct replacement for the Soviet copy of the Avro 504. Both were widely used as trainers. TheAntonov An-2 was very successful too, with more than 18,000 built.
Although mostultralights are monoplanes, the low speeds and simple construction involved have inspired a small number of biplane ultralights, such as Larry Mauro'sEasy Riser (1975–). Mauro also made a version powered with solar cells driving an electric motor called theSolar Riser. Mauro'sEasy Riser was used by "Father Goose",Bill Lishman.[45]
Other biplane ultralights include the Belgian-designedAviasud Mistral, the GermanFK12 Comet (1997–), theLite Flyer Biplane,[46][47] theSherwood Ranger, and theMurphy Renegade.
Thefeathered dinosaurMicroraptor gui glided, and perhaps even flew, on four wings, which may have been configured in a staggered sesquiplane arrangement. This was made possible by the presence of flight feathers on both forelimbs and hindlimbs, with the feathers on the forelimbs opening to a greater span. It has been suggested that the hind limbs could not have opened out sideways but in flight would have hung below and slightly behind the fore limbs.[48]
