Amiot 110-S

{{Distinguish|Amiot 110}}  {{Infobox aircraft | name = Amiot 110-S | logo = | logo_size = | image = Amiot 110-S L'Aerophile December 1932.jpg | alt = | caption = | long_caption = | other_names = | aircraft_type = Marine reconnaissance and medium bomber flying boat and | aim = | outcome = | related = | national_origin = France | manufacturer = S.E.C.M. (S.G.A.) | design_group = | designer = | builder = | issuer = | status = | owners = | primary_user = | more_users = | service = | major_applications = | proposals = | prototypes = | number_built = | construction_number = | civil_registration = | military_serial = | radio_code = | requirement = | aircraft_carried = | flights = | total_hours = | total_distance = | construction_date = | introduction = | retired = | first_flight = 12 December 1931 | initiated = | in_service = | last_flight = | expected = | developed_from = | variants = | developed_into = | preservation = | fate = | predecessors = | successors = | concluded = }}

The '''Amiot 110-S''' was an all-metal, amphibious military flying boat built in France in the 1930s. It was intended as a maritime reconnaissance and medium bomber aircraft but only two were built.

==Design== Jean Latham's aircraft were built in a factory at Caudebec-en-Caux, initially by the Société Latham and two years later by Usines de Caudebec. The works were then purchased by the Société d'Emboutissage et de Constructions Méchaniques (S.E.C.M.), part owned by Félix Amiot and a part of the Société Generale Aéronautique (S.G.A.).<ref name=Lailes1/> One minor consequence of these changes of ownership was that the flying boat first known as the '''Latham 110''' went under several other names, including '''Latham-S.E.C.M. 110''', '''S.E.C.M. 110''', '''S.E.C.M. (S.G.A.) 110''' and '''Amiot S.E.C.M. 110-S'''. When Amiot's name was included an S was added to distinguish it from the unrelated Amiot 110 fighter.

Design studies for the single-engine maritime reconnaissance flying boat were under way in the spring of 1930, including a decision to use a similar wing construction method to that of the S.E.C.M. 140.<ref name=Lailes1/> Particular attention was also paid to the hydrodynamics of the planing hull and to the riveting techniques required to make this all-metal aircraft watertight.<ref name=Lailes4/>

The Amiot 110-S had a thick-section wing with a constant-chord centre section, occupying about one-third of the span, and tapered, blunt-tipped outer sections. They were mounted on the top of the fuselage with about 4° of dihedral. The wing structure was a development of the torsion-resistant box spars used in high-performance gliders, with three spars, built out of interconnected steel tubes, forming the central torsion boxes. The wings were duralumin-skinned, riveted to the substructure with separate enclosed leading edge sections which were bolted onto the central box, and the rear parts of the wing were similarly constructed. All sections were individually watertight with the leading edges housing the fuel tanks. The outer sections had high-aspect-ratio ailerons along their trailing edges.<ref name=Lailes4/><ref name=AvPop/>

A {{convert|650|hp|kW|abbr=on|order=flip}} Hispano-Suiza 12Nbr water-cooled, geared V-12 engine was mounted in a pusher position over the wing within a cowling which had an airfoil section in plan but which followed the contours of the cylinder heads.<ref name=Lailes4/><ref name=AeroP/> Radiators were positioned under the wings. Initially the engine was supported by N struts with additional lateral bracing struts.<ref name=Lailes4/><ref name=Lailes3/> It was then redesigned as a single streamlined column.<ref name=Lailes2/><ref name=AeroP/> Early plans show a four-bladed propeller<ref name=Lailes4/> but a two-bladed one was fitted.<ref name=AeroP/>

The slender fuselage, which had a maximum width of only {{convert|1500|mm|in|abbr=on|1}}, was built around a strong longitudinal double beam which, together with other lighter longitudinal beams, located transverse frames with forked lower parts. The skin was riveted duralumin, like the wings. The 110-S's planing hull was a V with deeply concave sides, deepest at the nose then rapidly becoming more shallow rearwards approaching a small, single step.<ref name=Lailes4/> Stability on the water was provided by a pair of V-bottomed floats, strut-mounted from the outer central section.<ref name=Lailes4/><ref name=AeroN/> There was an open cockpit in the extreme nose for an observer, who was also responsible for navigation, radio communication and bomb dropping, fitted with a pair of machine guns on a flexible mount. {{convert|75|kg|lb|abbr=on}} bombs were held under the wing. There was a similarly armed cockpit just aft of the wing. The pilots' open cockpit was just ahead of the leading edge of the wing, with side-by-side seating and dual controls. At the rear the tail was conventional, with an almost triangular fin blending, at its top, into a vertical-edged balanced rudder which extended down to the keel. The tailplane was positioned well clear of the spray, over halfway up the fin and braced with struts from the lower fuselage. It carried separate, straight-edged, balanced elevators.<ref name=Lailes4/>

Although the Amiot 110-S was primarily intended as a seaplane, it could be configured as an amphibian by the addition of a retractable wheeled undercarriage. Each single wheel was mounted on a V-strut from the fuselage side near the waterline. A vertical leg to the wheel hub was fitted with a shock absorber. On retraction the wheel was lifted into the wing underside. There was a leaf spring tailskid.<ref name=Lailes4/><ref name=AeroN/>

==Development== The Amiot 110-S made its first flight on 12 December 1931<ref name=avfr1/> but was not mentioned in contemporary publications until shortly before it was displayed at the Paris Salon the following December. During August 1933 minor modifications were made to the hull to improve take-off performance and replacement of the Hispano-Suiza engine by a Gnome-Rhône 14K radial engine in a NACA cowling was considered.<ref name=Lailes6/> In 1935 a new engine was installed but this was a {{convert|860|hp|kW|abbr=on|order=flip}} Hispano-Suiza 12Ydrs V-12 mounted in tractor configuration and driving a three-blade propeller. Despite the 32% increase in power, its maximum speed of {{convert|215|km/h|mph kn|abbr=on}} was only 6% faster.<ref name=avfr2/>

Two Amiot 100-S were built,<ref name=avfr1/> both of which were re-engined.<ref name=avfr2/>

==Specifications (Hispano-Suiza 12Nbr engine)== {{Aircraft specs |ref=Les Ailes, May 1933<ref name=Lailes4/> |prime units?=met  |genhide=

|perfhide=

|max speed kmh=203 |max speed note= at sea level |cruise speed kmh=180 |cruise speed note= |stall speed kmh= |stall speed mph= |stall speed kts= |stall speed note= |never exceed speed kmh= |never exceed speed mph= |never exceed speed kts= |never exceed speed note= |minimum control speed kmh= |minimum control speed mph= |minimum control speed kts= |minimum control speed note= |range km=1000 |range note= |endurance= |ceiling m=4000 |ceiling note= practical |g limits= |roll rate= |glide ratio= |climb rate ms= |climb rate ftmin= |climb rate note= |time to altitude=7 min to {{convert|1500|m|ft|abbr=on}} |lift to drag= |wing loading kg/m2= |wing loading lb/sqft= |wing loading note= |fuel consumption kg/km= |fuel consumption lb/mi= |power/mass=

|avionics= }}

==References== {{reflist|2|refs= <ref name=Lailes1>{{cite journal |last=Victor |first=Maurice |date=May 1930 |title=Visite à S.E.C.M.-Latham|journal=Les Ailes |issue=467 |pages=4|url=http://gallica.bnf.fr/ark:/12148/bpt6k6553734x/f4 }}</ref> <ref name=Lailes2>{{cite journal |date=1 December 1932 |title=Chez S.E.C.M Latham (S.G.A.) |journal=Les Ailes|issue=598 |pages=12|url=http://gallica.bnf.fr/ark:/12148/bpt6k65601969/f12 }}</ref> <ref name=Lailes3>{{cite journal |date=4 December 1932 |title=Le Salon (centre image)|journal=Les Ailes|issue=598 |pages=3|url=http://gallica.bnf.fr/ark:/12148/bpt6k6560197q/f3 }}</ref> <ref name=Lailes4>{{cite journal |last=Rabion |first=Renée |date=6 May 1933 |title=L'hydravion de surveillance Amiot S.E.C.M. 110-S|journal=Les Ailes |issue=616 |pages=3|url=http://gallica.bnf.fr/ark:/12148/bpt6k65568435/f3 }}</ref> <ref name=Lailes6>{{cite journal |date=2 August 1933 |title=Notules techniques ... L'hydravion S.E.C.M. 110|journal=Les Ailes|issue=633 |pages=3|url=http://gallica.bnf.fr/ark:/12148/bpt6k6556860p/f3 }}</ref> <ref name=AeroP>{{cite journal |date=January 1933 |title=L'amphibie d'observation S.E.C.M. (S.G.A.)|journal=L'Aérophile| volume=41|issue=1 |pages=9|url=http://gallica.bnf.fr/ark:/12148/bpt6k6553547v/f15 }}</ref> <ref name=AeroN>{{cite journal |date=December 1932|title=S.E.C.M. (S.G.A.) 110|journal=L'Aéronautique |issue=103|pages=425|url=http://gallica.bnf.fr/ark:/12148/bpt6k65548869/f62 }}</ref> <ref name=AvPop>{{cite journal |date=April 1934|title=Amiot flying boat presents novel features|journal=Popular Aviation|volume=XIV|issue=4 |page=222|url=https://books.google.com/books?id=2O3ZUGQKHdoC&pg=PA222}}</ref> <ref name=avfr1>{{cite web |url=http://www.aviafrance.com/amiot-110s-aviation-france-1148.htm|title=Amiot 110S |author=Bruno Parmentier |date=30 August 1999 |accessdate=22 January 2016}}</ref> <ref name=avfr2>{{cite web |url=http://www.aviafrance.com/amiot-110s-modifie-aviation-france-4996.htm|title=Amiot 110S modifié |author=Bruno Parmentier |date=30 August 1999|accessdate=22 January 2016}}</ref> }}

==Bibliography== {{Commons category}} *{{cite journal |last1=Passingham|first1=Malcolm|title=Latham's 'Boats: Pictorial History of the Designs of Jean Latham |journal=Air Enthusiast |date=November–December 1999|issue=84|pages=22–27 |issn=0143-5450}}

110-S Category:Latham aircraft Category:Flying boats Category:Amphibious aircraft Category:1930s French military reconnaissance aircraft Category:Single-engined pusher aircraft Category:Aircraft first flown in 1931