Azur 1/72 Farman (SNCAC)
NC 223.1, NC 223.3 & NC 223.4
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NOTE: Alain Breton and Roger Holden provided extremely valuable assistance
with this review and Jim Schubert originally edited the text and provided
some of the graphics.
History
In the great book of aviation history, Farman must surely be the champion
of ugliness. Angular lines, blunt noses, square fuselages are Farman trademarks.
They were nevertheless good airplanes and some of them - the Goliath and
the F.190 - are well known for their accomplishments.
The Farman NC 223 series, the subjects of these three kits, were the
successors of the F.220/2200 series of four engined monoplanes. There
is some confusion in the numbering of this series. It began with the 1936
merger of Farman and Hanriot to form Societe' Nationale de Constructions
Aeronautiques du Centre (SNCAC) leading to the designations being mixed
in use. For example, Azur use NC 223.1 and others use F.2231 for the same
plane. The same is true of the other two in this series. They could be
easily distinguished from their predecessors by their trapezoidal wing
shape and their slender fuselages. They had, relatively, cleaner lines,
improved performance and greater range.
There was only one NC 223.1, c/n 01, F-APUZ. It participated to the
Istres - Paris - Damascus race of 1937 where it finished 9th, being completely
outclassed by the Italian SM.79s, which placed 1st, 2nd and 3rd. After
the race the plane was named Chef-Pilot L. Guerrero. It was then used
for an outstanding flight to South America; Paris - Istres - Dakar - Natal
- Buenos Aires - Santiago. Its military career was short; it crashed while
taking off from Dakar on its way to South America where it was supposed
to begin military operations.
During the construction of the NC 223.1, Farman was already designing
a long range heavy bomber of the Bn5 class, the NC 223.3. The prototype
was first powered by radial engines but subsequently vee-12 Hispano-Suiza
12Y29 engines powered the series.
The Battle of France was well on its way when eight of these bombers
were finally accepted by the Armee de l'Air . The prototype was captured
by the German forces. Some flew away to the colonies and came back later
and one was destroyed at Rabat by Wildcats of VF-9. The military careers
of the NC 223.3s was consequently very short. Air France then obtained
authorization to use four of them as liaison aircraft between France and
French Middle East territories for the Vichy government; they later operated
with the Lignes Aeriennes Militaires.
As for the Farman 223.4, it was first designated F.2230 (then NC.2230)
and was conceived as a transatlantic postal aircraft using the wings,
with the addition of Goodrich-Colombes de-icer boots, and the engines
of the 223.3 but with an entirely new fuselage and a new tail. Three aircraft
were built and named Camille Flammarion, F-AQJM, Le Verrier, F-AROA and
Jules Verne, F-ARIN.
Too late to undertake North Atlantic postal operations, they were modified
for use as bombers and taken over by the French Navy. Le Verrier was shot
down - by mistake - by Italian fighters over the Mediterranean the 27th
of November 1940 claiming the lives of the legendary air mail pilot Henri
Guillaumet and his crew. Camille Flammarion made many flights between
Marseille - Tunis - Beirut and Marseille - Algiers - Damascus between
November 1940 and January 1941 but was then scrapped, due to lack of spare
parts after it broke its tailwheel at Beirut. Jules Verne has the distinction
of being the first allied aircraft to have bombed Berlin. It was also
used in the search for the Graf Spee and the Admiral Scheer. Jules Verne
was finally destroyed by the French resistance the 29th of November 1943
so it would not be captured by the advancing German forces.
The Three Kits
NOTE: As this is a long review of three large kits, we have
chosen to illustrate the box, parts, and decals of only one, the NC 223.1,
as typical of all three.
 Each
of the three 1/72 AZUR multi-engine Farman kits comes in an 8" x 14" (20
cm x 34 cm) cardboard box. The box art is quite attractive and the box
bottoms show color profiles of the decal options. Inside, you find a big
plastic bag the size of the box containing around 130 medium gray styrene
parts and around ten clear parts (the number varying with each particular
version), from two to six resin parts plus one (NC 223.3) or two (NC 223.1
& .4) decal sheet(s).
These are big beasts, slightly larger than the classic Boeing B-17 or
Avro Lancaster. There is little noticeable flash and the panel lines are
finely engraved. It looks strange (a purely personal opinion) to see these
big Farmans without any rivets because they were quite apparent on the
real machines. Probably it is better this way because I'll bet these rivets
would have been overscale anyway.
These kits are of the short-run variety with slightly rough finish
to the parts. There are some items which will have to be scratchbuilt
and some window apertures will have to be opened up. The fit of the parts
is generally good, but the wings have no locating tongues.
The positions of the struts are indicated on both engine halves, which
is a bit confusing. The struts joining the engine nacelles to the fuselage
are well rendered except the forward upper diagonal strut requires modification
of its streamlined fairing with the fuselage to a smooth concave section
merging with the fuselage skin rather than a convex one like the other
struts.
 No
details are given concerning the bracing wires between the engine nacelle
struts. On the 223.3 and 223.4, there are two sets of bracing wires between
the nacelles and the fuselage. The lower pair are quite unusual, because
one of the wires is doubled, with one wire vertically above the other,
sandwiching the other single wire. The upper pair  is
made of single wires. The 223.1 only has a single lower X of wires.
You should also thin the landing gear doors as they are a bit thick.
You will have to make a small pitot tube and install it at mid-length
on the right wing strut. Engine nacelles have their radiator air intakes
divided in two by a molded baffle (resin part). This solid splitter in
the intake is not correct. Instead, it was a metal rod fixed behind the
base of the spinner and the upper intake lip. The box art of NC 223.3
shows this reinforcing rod very clearly. You will also have to add reinforcing
rods inside the radiator outlets. You must check the nacelles for all
the small gizmos visible all around.
The propeller blades are molded separately so you will have to take
great care to give the same pitch to all of them. Note that all four propellers
were turning in the same direction, the front engines turning anti-clockwise
and the rear engines being installed in the opposite direction turning
clockwise when seen by an observer posted at rear of the aircraft and
looking forward. In the 223.1 kit specifically reviewed, the 12 propeller
blades were of varying lengths!
The ailerons should have different chords on upper and lower surfaces
and they must have visible hinges on the underside with the hinge line
well back from the lower leading edge as these are Friese type ailerons.
The underside aileron chord should also be a bit greater than the chord
of the simple hinged flaps. You must consequently correct the scribing
of these parts. The trim tabs, mass balances, all hinges and actuators
are also missing.
The fuel tank wing stiffeners under the wings must be sanded away and
new ones glued in place. There are none on the NC 223.4 and they are different
for the NC 223.1 and .3. Refer to the individual kit reviews here below
for more explanations. It was impossible to find close-up photos showing
the wing upper surface but there were surely fuel caps, inspection panels,
fuel vents, lifting lugs etc. Clearly, further research is required. The
kits lack lots of little details, especially on the engine nacelles and
the landing gear necessitating a thorough study of photos from every angle
possible which will keep you busy for many weeks if you add them all.
The same wheels are provided in all three kits, which is not correct.
They are almost correct for the 223.1 but lack the brake drums, but the
223.3 and .4 had more complicated wheels with slots in the center. With
such heavy aircraft it will be important to flatten the tires to avoid
a "tip toe" effect. The two vertical struts holding the rear of the mudguards
are OK for the NC 223.1 but the NC 223.3 and .4 had only one vertical
strut instead of the two shown on the instruction diagram.
Internal detail is good but sparse for the nose sections of the three
kits. The thick transparencies are a big disappointment and greatly inferior
to the vacuforms AZUR have provided hitherto. All the fuselage windows
are moulded solid and must be cut out and your own furnished or use Clear
Fix or a similar product for other small hand drilled openings.
The 13 page instruction booklet comprises a short history, nine pages
of parts layout and assembly notes which are illustrated by 14 assembly
steps and three pages of detailed decal instruction drawings. Nevertheless,
the instructions are not all that clear but will not cause major problems.
The colors referenced are all Gunze Sangyo. The suggested cockpit color
is bleu nuit, a dark blue. There is a controversy about the cockpit color
used on French aircraft of this period. A slightly pinkish beige color
was also used in this period on military aircraft. The choice is up to
you but take care of the scale effect and darken the beige slightly if
you choose this color.
Each kit provides markings for three aircraft. The decals are very
well printed, being sharp, clear and in register but on the NC 223.4 they
present some accuracy problems. The documentation on these big machines
is not exactly abundant. Please consult the bibliography at the end of
this article for sources of information. Most of the sources are in French
but happily photos speak for themselves.
The Farman NC 223.1
Only one aircraft of this version was built which eases the research
quite a bit. Nevertheless, the aircraft changed during its life and you
must pay attention to these modifications to build an accurate model.
An important modification will have to be made to the upper aft fuselage
because the upper corners of the 223.1 fuselage aft of the wing should
be radiused, not sharp. Fortunately the plastic is thick enough for you
to deal with this. There should also be sliding hatches and their rails
over the nose and behind the cockpit.
The kit gives only one pilot seat while there were two seats in reality.
Also no mention is made in the kit instructions of the fact that the 223.1
had only one row of windows around the lower nose in the Istres-Damascus
-Paris- race but two in its Chef-Pilot L. Guerrero guise. The box top
art shows this correctly.
The kit has the correct number, seven, of fuel tank stiffeners under
the wing but they must be sanded away and new ones glued in place because
they aren't the correct shape on the kit and should be narrower and deeper
than they have been moulded.
You must also add single X bracing wires to the lower engine-to-fuselage
struts (an arrangement which is different from the 223.3 and .4). No mention
is made of these wires in the instructions. There is also no mention of
the aerials, D/F loop and wind-driven generator on the Air France Chef
Pilote L. Guerrero. You should also add a landing light just under the
nose.
 The
kit provides markings for three aircraft: one in the Istres - Damascus
- Paris race of August 1937, one when in service with Air France and a
camouflaged Aeronavale machine. I disagree with the ivory color suggested
for the civil machines. I think they were painted silver but this is only
a personal opinion.
It is also suggested to paint the front and back of the propeller blades
in black which is correct for the military machine but wrong for the civil
version. The spinners and the fronts of the blades were silver and only
the backs of the propeller blades were painted black; the propellers manufacturer's
logos go on the front side of all the blades.
The Aeronavale color scheme suggested is inexact. I found only three
photos of the camouflaged machine in Avions No.134 but we can clearly
see a different camouflage pattern from the one suggested. The underside
of the military bomber was not repainted and should be silver rather than
the suggested light blue-gray. The registration was not repainted on the
wing upper surfaces as indicated; at least not on the photos I have seen
. Don't forget to add an antenna mast over the cockpit.
Since there was only one NC 223.1 built, there are not a lot of color
possibilities . If you want to be original, I would suggest you to modify
your Farman like it appeared during its series of high altitude tests.
Some modifications were brought to the aircraft, the most important being
the installation of Hispano-Suiza 12 X-13 and 12 X-14 enignes in different
and more streamlined engine nacelles. The top and fuselage sides and the
wings were maroon and the engine nacelles silver.
The Farman NC 223.3 kit
Like the NC 223.1, the 223.3 must be modified so as to have a radiused
upper rear fuselage behind the wing trailing edge, the angular lower corners
being grossly incorrect. Here, as on the 223.1 you need to add hatches
and their rails over the nose and behind the cockpit. The kit has the
wrong number of fuel tank stiffeners under the wing and those moulded
are too wide and are not deep enough. You will have to sand them away
and add 11 new ones made of fine styrene strips.
You must also add the two sets of bracing wires between the nacelles
and fuselage. All the NC 223.3 seem to have nacelles where the upper profile
of the nacelle is a smooth curve, without a prominent step behind the
radiator flaps, as later on the NC 223.4, which seems to have been originally
built with the smooth top nacelle also. The NC 223.3 nacelles, therefore,
require modification to give this smooth top shape. The later stepped
nacelles surely gave a better airflow through the radiator.
If you installed the flush spinners on your model, as seen on the S.
Lieutenant Casse machine, you must drill a circular hole on the forward
part of the engine nacelle just under and behind each propeller spinner.
This hole replaces the annular opening around the smaller spinner. These
openings were suggested by the engine manufacturer to help cooling and
can be seen on numerous aircraft equipped with Hispano-Suiza engine between
1937-39. You must also add a lot of scoops and holes all around the nacelles.
Don't forget to add the two small symmetrical air intakes behind the spinner
which are peculiar to the 223.3
As was mentioned in the general review, the transparencies are rather
thick and this is particularly true for the dorsal turret which must be
vacuformed. There are no interior parts for the upper turret and you will
have to add all the interior details which will be quite visible once
the model is finished. I found no details for the lower turret, presumably
it was a retractable "dustbin" type, so it is best to model it retracted.
You must add the lower nose window protection grill inside the bomber
position.
The cockpit needs some attention too. I think the big bomber was equipped
with pilot and co-pilot seats but I found no photo to prove this. In fact,
this was the standard arrangement for the French night bombers of this
period like the Bloch 200 and 210, the Farman 2222 etc., of which the
223 series are the descendants.
The NC 223.3 has extra parts for the S. Lieutenant Casse - the larger
more pointed flush spinners, long exhaust pipes for the front engines
and one side fuselage intake) which is shown in the instructions and which
was shown on the pre-production box art, but this is not now one of the
three options in the kit decals!? AZUR probably changed their mind at
the last minute to propose a different livery.
If you want to build the S. Lieutenant Casse aircraft anyway, you must
install a side fuselage intake on both sides and there is only one offered
in the kit. Fortunately this part is also provided, but not used, in the
223.1 kit. This intake is probably an oil cooler with the same function
as the cylindrical nacelle intake seen on the civil 223.3.
There is no mention of the civil aircraft registered FL-AFM in the
constructional part of the instructions. It should use the NC 223.1 nose
piece (which is included with the NC 223.3 kit) but you must scrape and
sand the frames of the top window row which was metal skinned on the real
aircraft. There is no circular piece to fill the upper turret hole but
surprisingly this piece (# H8) was provided in the NC 223.1 kit!
The "Free France" livery looks ok but remember that modifications were
made to the markings with the passage of time. As an example, the Cross
of Lorraine adorning each wingtip was not always there and at the end
of the war the wing and tail struts were repainted a dark color, most
probably black. The FAFL aircraft was equipped with D/F antenna, a long
pitot boom in the nose and other antenna masts over and under the fuselage.
You must also add a big cylindrical scoop on the outboard side and
more or less in the middle of each engine. These scoops are probably oil
coolers which may have been added for service in desert regions (probably
by some local workshop) and are seen only on the aircraft with smooth
top nacelles.
There is also an additional lump visible on top of each nacelle with
the installation of these big scoops which you must make by hand. Curiously,
we can see the oil cooler on the painting illustrating the back of the
box but the part is not offered in the kit. All these modifications are
not indicated on the instruction sheet.
Since this aircraft has been transformed to accommodate passengers
there were also many small rectangular windows each side of the fuselage
that must be drilled out and small scoops added. It is difficult to find
photos showing all the windows because they are hidden by the engine nacelles.
There is possibly a different door arrangement on the right side but the
photos I have aren't clear on this point. I didn't find any photos of
the passenger seat arrangement. Air Magazine No. 22 indicates the installation
of eight seats and Icare No.102 reports that up to 30 passengers were
sometimes transported without any comfort! The windows being small, no
one will see inside a fuselage painted dark gray anyway.
The Farman NC 223.4 kit
This is my favorite version but unhappily AZUR completely missed it.
The kit looks very attractive at first sight but it was not long before
my collaborators, Roger Holden and Alain Breton, and I noted many flaws
which raised our eyebrows many centimeters. There are many problems common
to all versions mentioned in the general review of the kits but there
are also many others specific to this version.
 You
don't have to study the NC 223.4 shapes very long to find out many major
mistakes. The most flagrant is the entire fuselage profile, forward of
the trailing edge of the wing which is wrong - see attached sketch. The
nose is definitely too streamlined. In particular, the belly should be
a straight line from just forward of the wing trailing edge to just behind
the nose windows. The kit is curved, with the result that the underside
of the nose sweeps up too much. The top line of the nose also slopes down
too steeply. The incorrect nose means that the flat window in the underside
of the nose is at the wrong angle completely and is also too wide.
It means major nose surgery is required and it also means you will
have to vacuform new clear parts for the nose or do some research and
finish your aircraft with a solid nose like seen at the beginning of its
career. If you do this, you must add a landing light at the tip of the
solid nose version; the landing light is just behind the transparent nose
for the other planes.
You must drill out and install home made transparencies for the two
molded-in side-by-side windows located half way on the left side of the
fuselage between the nose and the cockpit at the radio operator's station.
Contrary to the kit moulding, there was only one window on the right side,
which is not identical in shape on all the machines. You must also add
a top hatch with a two-part window on the forward part of the nose which
doesn't appear on the kit; unlike the previous planes these hatches were
side hinged. There is also a top hatch with a two-part window just behind
the cockpit.
The cross-section of the forward fuselage is also wrong. The bottom
should not be flat, but a curve. Furthermore, the transition point between
the very lightly curved dorsal fuselage line and the straight rear fuselage
dorsal spine is located back at 2/3rd of the wing chord on the kit while
the break must be located at the wing trailing edge. All these gross errors
will be unpleasant to correct.
Curiously only one pilot seat is given in the kit which is doubtful.
Yvon Yonnet, the pilot of Jules Verne, described the aircraft as being
equipped with two pilot's seats, the pilot being on the left and the co-pilot
(normally the commanding officer) on the right.
Furthermore, it is mentioned in Icare No.157, p.97, that there were
seats for the captain and his assistant and the aircraft was equipped
with an autopilot but the controls were not duplicated. This is quite
surprising and may be this was only correct for the prototype. Once again,
it will be up to you to decide to add a second control column or not but
I think there were two control columns as there were two seats.
It is very important to move the cockpit bulkhead (part #B8) forward.
The bulkhead must be located just forward of the small round fuselage
window that you drilled out behind the cockpit. This small window was
for light in the mechanical compartment. If you don't move the bulkhead
you will be able to see the cockpit through the small round window, which
is not correct.
As emphasized before, the main wheels are not correct and must be modified
to show slots in the center and brake drums. There is no sign of the octagonal
retractable navigation turret (an astrodome where the navigator could
use his sextant) in the upper rear fuselage.
There are also a good number of corrections to make to the tail. The
lower portions of the 223.4 fins, below the stabilizer, are completely
wrong in shape and the trim tabs and actuators on the elevator are missing.
Jules Verne did not have the lower part of the fin and AZUR has correctly
given an alternate set of fins and warned the modeler of this particularity
on the instruction sheet. Curiuously the box art shows Jules Verne with
the extended (wrong) fins!
The Alkan bomb shackles on the underside of Jules Verne's bomber fuselage
are missing. Also missing from Jules Verne are the bombsight installed
in the nose and the 7.5 mm Darne machine gun installed in the right rear
access door. By the way, don't forget to scribe this "Horse Race Track"
shaped door, which does not appear on the kit part. You must also make
a small rectangular window in this door. Note that this door was hinged
to the rear cabin bulkhead to swing inside the airplane.
The wing undersurface external reinforcement stringers located at the
wing root must be sanded away. AZUR kept them on the NC 223.4 while they
are not supposed to appear there because on this version the fuel tanks
had been moved inside the fuselage. The NC 223.4 was originally designed
as a transatlantic postal plane and the empty fuselage fuel tanks were
intended to help the airplane to float in the unpleasant event of a ditching.
AZUR omitted the nine longitudinal fuselage fuel tank stringers which
must be represented with thin plastic strips. The highest stringers are
in-line with the nacelle strut attachment points on the fuselage and were
used as the demarcation line for the upper and lower camouflage colors
on Jules Verne.
I can't ascertain the exact shape of the gondola under the rear fuselage
(absent on the prototype). Perhaps it contains flares or water safety
equipment. Add a mast under the forward fuselage and add the lead weight,
a tiny drop of white glue, at the end for the trailing antenna. There
was also a mast fixed over the cockpit with antenna wires going to each
fin.
The engine nacelles are correctly shaped but need some detailing. You
must add, amongst other things, the transmission shaft cooling air intake
on the left side of each nacelle for the forward Hispano 12X or 12Y just
under the first exhaust pipe. The same air intake is located on the right
side of each rear engine towards the rear of the nacelle. Don't forget
to add the two sets of peculiar X bracing wires between the engine nacelles
and the fuselage (see the general remarks at the beginning of the article).
All the precedent comments are of a general nature. Each of the 223.4s
had small differences (engine nacelles, nose etc.) from the others and
other changes took place during their respective careers. Be careful and
check all your sources very thoroughly.
Markings are provided for three aircraft. Those for Jules Verne are
military, while the other two have very colorful civil liveries. The 1942
date for the Le Verrier markings is not correct but the aircraft was indeed
wearing this scheme when it was shot down over the Mediterranean in November
1940. The yellow areas for Vichy government civil aircraft were only introduced
in 1941 so it is not certain that Le Verrier wore the yellow markings.
Camille Flammarion probably wore them in the last few weeks of its life.
Note also, there are many differences between the three aircraft in
the marking changes which took place. Originally, they had the Seagull
logo of Air France Transatlantique, which was disbanded in late 1940 and
thereafter replaced by the standard "Crevette" (Shrimp) of Air France.
Sometimes they had the national "F" on the outer fins, sometimes not.
There are differences in the Nord Centre lettering on top of the rudders.
Sometimes they had a vertical fuselage stripe, sometimes roundels. The
aircraft names are in different positions/styles. Le Verrier, had "Air
France Transatlantique" surrounding the logo, the others didn't . Camille
Flammarion had the aircraft designation on the forward fuselage, the others
didn't. Once again, be careful.
Finally, there is also a problem with the Air France Transatlantique
logo. The land areas of the logo should be beige not the dark green provided.
There is a good illustration of this logo in Icare No.157. I have also
seen the logo with the land painted in yellow on Gerard Hartmann's site
(Internet address in the bibliography section). The Air France logo has
the "Crevette" (the flying seahorse nicknamed "shrimp") in purple on a
yellow background. It is possible; but blue seems more probable but I
don't want to be dogmatic.
The leading edges of the wings and tail must be painted flat black
to represent the Goodrich-Colombes de-icing boots. The instruction sheet
suggests painting the lower part of the fuselage in black but some people
around me think it could have been painted "standard" Air France dark
blue instead . It is possible but I think black is the right color but
the explanation is too long to go into here. French color schemes are
enduringly controversial and it is consequently up to you to do your homework.
A big job is waiting you with this kit and what is really disturbing
is to realize that the box top painting of Jules Verne is much more correct,
except for the tail, than the kit!
Conclusion
AZUR must be congratulated to for releasing limited run kits of these
loveable, ugly, unusual four-engined beasts, which were used in both military
and civil roles. While the kits are impressive, they would have benefited
from more serious research. The kits appear to be based on the inaccurate
plans published in Air Magazine Nos. 21 and 22 . The factory plan published
on p.26 of Air Magazine No. 22 shows a more accurate profile but this
was evidently not used by AZUR.
I think it is possible to obtain very satisfying results with the Farman
NC 223.1 and NC 223.3 kits if you take the time to correct the little
flaws and to add the numerous small missing details. The clear parts will
have to be vacuformed if you want a first class model. The NC 223.4 is
very problematic and involves a major surgery. I recommend this kit only
for those who like big challenges.
I would have expected a better quality product for such expensive (US$66.50)
kits. It is true that these three Farman models are very similar in appearance
at first sight but, in reality, they are quite different. The commonality
of the components is only apparent, and not actual, in many cases. AZUR
probably wanted to reduce its production costs but has done so at the
expense of accuracy. With such expensive kits, the purchasers are entitled
to better accuracy.
Ironically, the two main reference sources used to review these products
are Air Magazine Nos.21 and 22 ,which are published by the manufacturer
to promote the sales of the kits! Nevertheless, these kits are a happy
change from the classical warbirds and F-whatever kits flooding the market.
They are very original subjects worth considering for inclusion in your
collection if you are ready to invest money, time and effort - especially
effort.
Bibliography
1. Air Magazine No. 21, September 2004 - article on NC 223.1 with many
photos.
2. Aero Journal No.15, October/November 2000 - Right side view of NC
223.3, S. Lieutenant Casseí.
3. Aero Journal No.18, April/May 2001 - Jules Verne's bombing missions
and a good color profile.
4. Aeroplane Monthly, May 1991, pp 305 - 309, NC.223.1, NC 223.4, text
and photos
5. Air magazine No. 22 , November 2004 - article on the NC 223.3 and.4
with many photos.
6. Avions magazine No.134 (date unknown)- article on the NC 223.1 with
photos.
7. European Transport Aircraft Since 1910: John Stroud, Putnam, London,1966,
Library of Congress #66-28846. pp125, 126, 127 - NC 223.1 and NC 223.4,
text and photos.
8. Icare No.102, pp 52, 90, 101, 102, 107, 116 - NC 223.3.
9. Icare No.157, pp 42, 43, 44, 70, 71, 82, 83, 86, 96 - 99, 160 -
NC 223.1, NC 223.4, text and photos.
10. Icare No.162, pp138,142 - three big photos of NC.223.4.
11. Les Avions Farman, Docavia No. 21, 1984, by Jean Liron (NC 223.1,
.3 and .4 with photos.
12. War Planes of the Second World War - Bombers and Reconnaissance
Aircraft, Voume 8: William Green, Doubleday, New York, 1967.
13. Avions magazine No. 30, September 1995, pp 36-43 - mainly about
the NC 223.4.
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