Dornier Komet

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Dornier - Do.A Libelle / Spatz - 1921 - Германия Dornier - Do.H Falke - 1922 - Германия

Dornier Komet

Страна Country: ГерманияGermany

Год Year: 1921

Варианты Variants

Dornier - Komet - 1921 - ГерманияGermany
Dornier - Merkur / Komet III - 1924 - ГерманияGermany

Dornier Do C Delphin I, II и III и Komet I и II

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В 1921 году взлетел самолет Do C III Komet I, по сути, являвшийся сухопутным вариантом Delphin I, у которого корпус лодки заменили обычным фюзеляжем, и сохранивший много общего со своим прародителем. Машина имела высокий фюзеляж, неубирающееся шасси, подкосное оперение, крыло с постоянной хордой, подкрепленное подкосами. Двигатель был перемещен в носовую часть фюзеляжа. Сначала на самолете был установлен мотор BMW IIIa мощностью 185 л. с. (138 кВт), но из-за этого потолок машины оказался больше, чем допускалось условиями Версальских соглашений. По требованию Контрольной комиссии силовую установку заменили на BMW III мощностью 180 л.с. (134 кВт). Четыре пассажира размещались в закрытой кабине под крылом, а пилот сидел в открытой кабине сверху фюзеляжа, сразу за задней кромкой крыла. Сохранившиеся документы не позволяют судить о количестве построенных машин, но известно, что некоторые из них были впоследствии доработаны до стандарта Merkur. Известно несколько экземпляров Komet I, служивших сначала в авиакомпании "Deutsche Luft-Reederei", затем в "Deutsche Aero Lloyd" и, наконец, в "Deutsche Luft Hansa" (DLH), организованной в 1926 году.
Усовершенствованный вариант, Komet II, взлетевший 9 октября 1922 года, выпускался в больших количествах и служил на авиалиниях в Колумбии, Испании, Швейцарии и СССР, а также в Германии. Он имел удлиненный фюзеляж, вмещавший то же количество пассажиров, но экипаж состоял из двух человек. Самолет был оснащен двигателем BMW IV мощностью 250 л. с. (186 кВт).

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История конструкций самолетов в СССР до 1938 г.

"Комета" I. Цельнометаллический подкосный высокоплан с двигателем БМВ-IIIа в 185 л. с. и очень низким шасси. Под крылом - четырехместная пассажирская кабина, перед крылом - открытая кабина летчика и механика. Дюралевые листы были применены только гладкие, что значительно утяжелило конструкцию по сравнению с гофрированной. Взлет был тяжелый, разбег продолжительный, летные качества невысокие. Самолет применялся недолгое время на аэролиниях Харьков-Киев и Харьков-Одесса.

"Комета" II - тот же самолет, но меньших размеров при том же двигателе, с меньшей массой и несколько лучшими летными качествами. Применялся в Укрвоздухпути.

Самолет <Дорнье-Комета> I/<Дорнье-Комета> II/<Дорнье-Комета> III/<Дорнье-Меркур>
Год выпуска 1922/1922/1933/1926
Двигатель , марка БМВ-IIIa/БМВ-IIIa/Роллс-Ройс <Игл>/БМВ-VI
мощность, л. с. 185/185/360/450 600
Длина самолета, м 10,2/9,1/12,3/12,4
Размах крыла, м 17/17/19,6/19,6
Площадь крыла, м2 50/47/62/62
Масса пустого, кг 1410/1200/2200/2300
Масса топлива+ масла, кг 160/210/?/?
Масса полной нагрузки, кг 650/700/900/1500
Полетная масса, кг 2060/1900/3100/3800
Удельная нагрузка на крыло, кг/м2 41/38,9/50/55
Удельная нагрузка на мощность, кг/лс 11,1/10,3/8,6/7,7
Весовая отдача,% 31,5/37/29/30
Скорость максимальная у земли, км/ч 145/160/170/195
Время набора высоты 1000м, мин 10,5/8/8/6
Время набора высоты 2000м, мин 28/20/20/?
Время набора высоты 3000м, мин ?/45/?/25
Потолок практический, м 3000/3500/3500/5500
Продолжительность полета, ч. 3,7/4,5/4,5/?

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Flight, March 1921

A NEW GERMAN ALL-METAL MACHINE
The Dornier C3, 185 B.M.W. Engine

   IN our issue of December 16, 1920, we published a description of the Zeppelin Dornier machines built at Lindau. This series of "Milestones" included the latest monoplane flying boat produced at the Zeppelin works at Lindau, and it was mentioned that the products of Herr Claude Dornier, chief designer of the firm, were well worth watching. At the time we also promised to keep our readers informed of any new developments that might come along. An opportunity of keeping this promise has now occurred, the Zeppelin factory having produced a new and highly interesting monoplane to the designs of Herr Dornier. There is, we believe, quite a keen competition going on between the Zeppelin works at Lindau and those at Staaken (the chief designer at the latter factory being Herr Rohrbach) to see who can first produce a really successful commercial machine. The Zeppelin Staaken four-engined monoplane was described and illustrated in our issue of March 17, when we also reproduced the first photograph to be published in this country of a wind channel model of the new twin-engined Staaken monoplane which is now under construction. While Herr Rohrbach seems to devote his attentions to fairly large machines, Herr Dornier at Lindau now appears to specialise more in the smaller, single-engined type, the latest of his productions being the C3 monoplane illustrated herewith. For the illustrations and data relating to this machine we are indebted to the German aviation journal Illustrierte Flug-Woche.
   The Do.C3, as the new machine is styled, is an all-metal monoplane with fairly thick wing section. A peculiarity, which the Do.C3 shares with the previous monoplane flying boat, is that, although the wing is of deep section, it is tapered neither in chord nor in depth. The consequence is that it has not, apparently, been found possible to make it a true cantilever wing, it having a pair of struts on each side to support it. Aerodynamically it is an advantage to taper the wing, as a fairly high L/D ratio can then be obtained while still retaining a fairly high maximum lift. Such a tapered wing, however, is more expensive to build thin is a parallel one, and possibly it is this fact which has influenced Herr Dornier in his choice of wing form.
   Constructionally the wing of the Do.C3 is interesting on account of the fact that it is built of metal throughout. The framework of the wing is in steel, while the covering is stated to be sheet Duralumin. Although this covering does undoubtedly strengthen the wing, no account of this has been taken in stressing the machine, and the covering is merely intended to act as a means of maintaining the exact curvature of the wing, it having been found that in high-lift wings quite minute changes in curvature may sometimes have extraordinarily great influence upon the aerodynamic properties. The wing is without dihedral, and is built in one complete unit from tip to tip, the centre of the wing resting on the top of the cabin. Bracing is by means of four streamline section steel tubes, two on each side, running to the lower longerons of the fuselage. Owing to the considerable depth of the body, the angle of the bracing tubes is very good. Small ailerons are fitted near the tips, and the cranks, etc., for operating the ailerons are buried inside the wing.
   The tail plane is also of approximately rectangular plan form, and is a cantilever structure of similar construction to that of the main plane. The elevator is divided and unbalanced. The rudder, on the other hand, has a balance portion projecting forward above the fixed vertical fin. Tail planes and control surfaces are also covered with aluminium alloy.
   The fuselage is a steel structure covered with Duralumin, and is very deep in front, the engine being mounted fairly high, and the centre of thrust only slightly below the level of the wing. The cabin is aft of the engine, from which it is separated by a fireproof bulkhead. Seating accommodation is provided for six passengers, who enter the cabin through a door in the starboard side, direct from the ground, without needing any steps, the floor of the fuselage being exceptionally low over the ground. Windows are provided in each side of the cabin, and as the wing is above the cabin the passengers obtain an unobstructed view of the ground. It is pointed out that as the machine is intended to a great extent for use over the beautiful scenery of Switzerland, this is a great advantage. Great attention has been paid to the prevention of fire on board, all fuel tanks being situated in the wings, outside the body.
   The pilot is placed aft of the cabin, his cockpit being located just aft of the trailing edge of the wing. Here, it is claimed, he obtains a very good view, as he is on a level with the trailing edge, and can thus look over or under the wing at will.
   Perhaps one of the most interesting features of the Do.C3 is the undercarriage. This, it will be seen from the accompanying illustrations, is in the form of two short wing roots totally enclosing the wheel axle, with a disc wheel at each end. It would be difficult to imagine a simpler undercarriage, and although the structure is probably fairly heavy, as it almost necessarily must be in order to take the loads from the wheels at the ends of the two short cantilever wing roots, the resistance should be quite small.
   The engine fitted to this machine is a 185 h.p. B.M.W. over-dimensioned, high-compression six-cylindered motor, which is one of the best examples of modern German engine design. It is very economical in fuel, even when running throttled, while the effect of the design is to enable the engine to maintain its full power up to a height of about 10,000 ft. The normal power for cruising is 200 h.p. at 1,400 r.p.m., while for short periods, such as for getting off, the engine can be revved up to 1,500 r.p.m., when it develops about 240 h.p. As the machine is fairly lightly loaded per square foot of wing surface, she is said to get off well and to have a good climb, while requiring only a short run for getting off.
   The following are the main data relating to the Do.C3 :- Span, 55 ft. 9 ins.; length o.a., 29 ft. 10 ins.; height, 8 ft. 3 ins.; chord, 9 ft. 10 ins.; wing area, 506 sq. ft.; weight, empty, 2,420 lbs.; useful load, 1,600 lbs.; weight, fully loaded, 4,020 lbs.; load per sq. ft., 7.95 lbs.; load per h.p. (on 200 h.p. basis), 20 lbs.; maximum speed, 105 m.p.h.; cruising speed, 80 m.p.h.; ceiling, 16,500 ft.; fuel consumption, .45 lb./h.p./hour; oil consumption, .022 lb./h.p./hour; range, about 400 miles.

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Описание:Description:

Dornier Do C Delphin I, II и III и Komet I и II
История конструкций самолетов в СССР до 1938 г.
Flight, March 1921
A NEW GERMAN ALL-METAL MACHINE

Air-Britain Archive 2003-04 / J.Meaden - Dornier - pioneer and survivor /Head-On View/ (9)

Самолет Dornier Komet I - конкурент для Junkers F-13
The prototype Komet, with three windows each side showing the position of the passenger cabin. The exhaust is of the type used on a wartime military biplane.
Flight 1921-03 / Flight

THE ZEPPELIN DORNIER C3: Three-quarter front view.
Flight 1921-03 / Flight

THE ZEPPELIN DORNIER C3: Front view.
Air-Britain Archive 2003-04 / J.Meaden - Dornier - pioneer and survivor /Head-On View/ (9)

This rear view of the prototype shows the pilot's cockpit behind the wing, a deep rudder and divided elevator and the narrow track undercarriage with wheels close to the fuselage sides. The raised instrument panel can be seen forward of and to the right of the cockpit.
Air-Britain Archive 2003-04 / J.Meaden - Dornier - pioneer and survivor /Head-On View/ (9)

A close-up of the prototype's cockpit with the instruments outside on special individual mountings. On the right wing and out of reach of the pilot is a fuel cock and contents gauge. The pilot is not smiling.

Air-Britain Archive 2003-04 / J.Meaden - Dornier - pioneer and survivor /Head-On View/ (9)

To allow the pilot's cockpit to be moved forward behind the engine, the cabin and its windows have been moved back. The rudder has been cut away to allow a larger one-piece elevator. With the same short fuselage this aircraft may be a rebuild of the prototype.
Flight 1923-07 / Flight

The Dornier "Komet," a medium-powered commercial limousine monoplane, mainly of metal construction.
Мировая Авиация 43

31 декабря 1922г.: Dornier Komet компании "Deutsche Luft-Reederei" стал первым немецким самолетом, приземлившимся после Первой мировой войны в Великобритании (на аэродроме Лимпн).
Air-Britain Archive 2004-01 / J.Meaden - Dornier - pioneer and survivor /Head-On View/ (9)

The 4-blade propeller made from two 2-bladers seen here is a right hand tractor for the BMW engine. This early production Komet II is the same aircraft as that seen on pp.2003/182 and 183 but the 'radio mast' is actually a mounting for a venturi pipe used during test flights.
Air-Britain Archive 2003-04 / J.Meaden - Dornier - pioneer and survivor /Head-On View/ (9)

The production model Komet II with 2 ft 7fi in longer fuselage. This particular aircraft has a radio mast, a rarity at the time, a four-blade propeller and wide radiator.
Air-Britain Archive 2003-04 / J.Meaden - Dornier - pioneer and survivor /Head-On View/ (9)

The same aircraft. The production undercarriage has a much wider track than that of the prototype.
Air-Britain Archive 2003-04 / J.Meaden - Dornier - pioneer and survivor /Head-On View/ (9)

An early Dornier photograph of a BMW-powered Komet II viewed from astern showing the low undercarriage, fuselage stiffener rib and square-tipped wings with multi-ribbed dural skin.
Aeroplane Monthly 1984-01 / J.Stroud - Wings of Peace

Probably the prototype Komet II. It has a much smaller rudder than the prototype Komet I. The aileron balance surface can be seen in this view.
A late production Komet II with a larger radiator and high fully-enclosed engine cowling which probably hides the more powerful 250 hp BMW IV engine.
Air-Britain Archive 2003-04 / J.Meaden - Dornier - pioneer and survivor /Head-On View/ (9)

Another view of the Komet II seen in the previous photograph showing the larger radiator. This was deeper but less wide than the earlier model, giving the pilot a better view forward alongside the cowling.
Air-Britain Archive 2003-04 / J.Meaden - Dornier - pioneer and survivor /Head-On View/ (9)

In the air, an early production Komet II with longer fuselage. Prominent features are the square wingtips and tailplane.
История Авиации 2003-02 / С.Корж - Коммерческая авиация /Ретроспектива/ (7)
Регистрационный номерRegistry number: D-223 [3]
"Комета II" "Дойче Люфт Рэдэрай" над берлинским аэропортом Темпельхольф. Борт В 223 стал первым самолетом, выполнившим посадку в Англии после окончания Первой Мировой войны.
Air-Britain Archive 2003-04 / J.Meaden - Dornier - pioneer and survivor /Head-On View/ (9)
Регистрационный номерRegistry number: D-223 [3]
D-223 c/n 3/24 of DLR landed at Lympne 31.12.22 and went on to Croydon
Aeroplane Monthly 1989-03 / J.Stroud - Wings of Peace
Регистрационный номерRegistry number: D-223 [3]
The DLR Dornier Komet II D-223 at Rotterdam.
Aeroplane Monthly 1984-01 / J.Stroud - Wings of Peace
Регистрационный номерRegistry number: D-248 [3]
D-248 at a later date as "Dusseldorf" of DAL now has a much taller exhaust pipe exiting from ahead of the front cylinder, probably as a result of pilot complaints about fumes from the earlier installation being detected in the cockpit.
Air-Britain Archive 2003-04 / J.Meaden - Dornier - pioneer and survivor /Head-On View/ (9)
Регистрационный номерRegistry number: D-248 [3]
Komet II D-248 c/n 5/30 seen at an early stage in its career with Dornier's title "Dornier Komet" just visible on the side of the nose and with a short exhaust stub by the rear cylinder riskily close to the pilot's cockpit.
Air-Britain Archive 2003-04 / J.Meaden - Dornier - pioneer and survivor /Head-On View/ (9)
Регистрационный номерRegistry number: D-396
Komet II D396 c/n 15/52 has just had the propeller of its RollsRoyce Eagle engine swung (without chocks) by the man on the left. Its downward-pointing exhaust stubs eject below the wing, clear of the cockpit, the position of which atop the wing is indicated by the pilot's head showing behind the small windscreen.
Air-Britain Archive 2004-01 / J.Meaden - Dornier - pioneer and survivor /Head-On View/ (9)
Регистрационный номерRegistry number: D-400
The Dornier D c/n 57 single-window freighter demonstrated to the Japanese in 1925 is seen with the last Komet II D400, indicating the many differences in its larger airframe.

Другие самолёты на фотографии: Another planes on the photo: Dornier Merkur / Komet III - ГерманияGermany - 1924
Aeroplane Monthly 1984-01 / J.Stroud - Wings of Peace
Регистрационный номерRegistry number: CH-50
The first Komet II c/n 2/23 CH50 was with Ad Astra Aero in 1921. Fitted with a 185hp BMW IIIa it has a 2-blade wood propeller and the pilot's cockpit is close behind the engine in the wing leading edge.
CH 50, a Dornier Komet I operated by Ad Astra Aero AG of Zurich. The windshield can be seen mounted on the wing leading edge. The aeroplane in the background is a Sablatnig P III.

Другие самолёты на фотографии: Another planes on the photo: Sablatnig P.III - ГерманияGermany - 1919
Air-Britain Archive 2004-01 / J.Meaden - Dornier - pioneer and survivor /Head-On View/ (9)
Регистрационный номерRegistry number: J7276 [3]
Komet II c/n 13/50 was used by the RAF as J7276 to test its 'ribbed sheet' metal construction. The early fixed 'park bench' aileron balance tabs and elevators without tabs of the Komet II are noticeable here.
Air-Britain Archive 2003-04 / J.Meaden - Dornier - pioneer and survivor /Head-On View/ (9)
Регистрационный номерRegistry number: J7276 [3]
C/n 13/50, re-assembled by Handley Page with RAF serial J7276 for testing by the A&AEE and by RAE Farnborough where it was photographed on 12.9.24.
Aeroplane Monthly 1984-02 / Skywriters
Регистрационный номерRegistry number: J7276 [3]
Дорнье «Комет II», самолеты этого типа летали в СССР в организации «Укрвоздухпуть»
In his article on the Dornier Komet, John Stroud makes a passing reference to the Komet I tested in the UK as J7276. The enclosed photograph of it at Martlesham Heath during those trials may be of interest. The picture is dated September 12, 1924, but this is not necessarily the date that it was taken.
Air-Britain Archive 2003-02

Another head-on view to identify. Strut braced high wing, unusual low undercarriage with fuselage close to the ground, two 2-blade propellers at right angles for liquid-cooled engine with high frontal radiator.
Air-Britain Archive 2004-01 / J.Meaden - Dornier - pioneer and survivor /Head-On View/ (9)
Регистрационный номерRegistry number: M-AAIA
"Correo" (Spanish for Courier or Postman) with CETA in Spain carries the registration M-AAIA and is powered by a 185 hp BMW IIIa engine. The c/n of this early Komet is thought to be 23.
Air-Britain Archive 2004-01 / J.Meaden - Dornier - pioneer and survivor /Head-On View/ (9)
Регистрационный номерRegistry number: M-AIAA [3]
In this head-on view the square-tipped early Komet wing clearly shows the registration M-AIAA on the underside. This engine installation and radiator, with 4-blade propeller, shows no detail similarity to any other Komet engine installation and like many early applications must be thought of as experimental.
Air-Britain Archive 2004-01 / J.Meaden - Dornier - pioneer and survivor /Head-On View/ (9)
Регистрационный номерRegistry number: M-AIAA [3]
This close-up of M-AIAA shows the engine to be a liquid-cooled vee. The one-piece 4-blade metal propeller was not adopted for production Komet 4-bladers which used two 2-blade wood propellers mounted at right angles.
Air-Britain Archive 2004-01 / J.Meaden - Dornier - pioneer and survivor /Head-On View/ (9)
Регистрационный номерRegistry number: M-AIAA [3]
More of M-AIAA can be seen in this side view, released in 1924, which enables the engine to be identified as a 280 hp Rolls-Royce Falcon. The 360 hp R-R Eagle, also a water-cooled V12 was used in production Komets.
Air-Britain Archive 2003-04 / J.Meaden - Dornier - pioneer and survivor /Head-On View/ (9)
Регистрационный номерRegistry number: RR-16
Самолет Komet II (заводской номер 6/34) на Ходынском аэродроме в Москве
C/n 6/34 in delivery marks RR16.
Air-Britain Archive 2003-04 / J.Meaden - Dornier - pioneer and survivor /Head-On View/ (9)
Регистрационный номерRegistry number: RR-17 [4], RR-18 [2], R-RUAC [4]
RR17 and RR18 c/ns 4/29 and 9/26 presumably at the time of delivery to the Ukrainian state airline Ukrvozdukhput' in 1923 and in whose blue and yellow colours they are seen.
Air-Britain Archive 2003-04 / J.Meaden - Dornier - pioneer and survivor /Head-On View/ (9)
Регистрационный номерRegistry number: RR-17 [4], RR-18 [2], R-RUAC [4]
RR18 c/n 9/46 behind another Komet II, probably RR17 as in the previous photo.
АэроХобби 1994-04 / Р.Мараев - Украинское акционерное общество воздушных сообщений "Укрвоздухпуть" /В небе Украины/ (1)
Регистрационный номерRegistry number: R-RUAA [3]
Передача "Укрвоздухпути" самолета Komet-II "Донец-железнодорожник"
Air-Britain Archive 2003-04 / J.Meaden - Dornier - pioneer and survivor /Head-On View/ (9)
Регистрационный номерRegistry number: R-RUAA [3]
Самолет Komet II "Донец-железнодорожник" на лыжном шасси
RRUAA c/n 7/35 seen hangared with ski undercarriage fitted and named "Donets Zheleznodorozhnik" after the Donets railway workers. It will be noted that these early Russian registrations used the prefix RR (for Rossiiskaya Respublika = Russian Republic) without a hyphen, though the spacing was sometimes irregular.
Авиация и Время 1995-02 / Р.Мараев, Л.Андерссон - Украинское акционерное общество воздушных сообщений "Укрвоздухпуть" /В небе Украины/ (3)
Регистрационный номерRegistry number: R-RUAA [3]
Самолет Komet II RRUAA с мотором Rolls-Royce Falkon
Air-Britain Archive 2003-04 / J.Meaden - Dornier - pioneer and survivor /Head-On View/ (9)
Регистрационный номерRegistry number: R-RUAC [4], RR-17 [4]
Самолет Komet-II "Харьковский металлист"
C/n 4/29 as RRUAC with Ukrvozdukhput.
Air-Britain Archive 2003-04 / J.Meaden - Dornier - pioneer and survivor /Head-On View/ (9)
Регистрационный номерRegistry number: R-RUAE
B Ral Komet II c/n 10/47 RRUAE in close-up. The Cyrillic inscription below the cabin windows reads "Khar'kovskii Proletarii" - the Khar'kov workers' union which presented the aircraft to Ukrvozdukhput on 18.11.23.
Авиация и Время 1995-01 / Р.Мараев, Л.Андерссон - Украинское акционерное общество воздушных сообщений "Укрвоздухпуть" /В небе Украины/ (2)
Регистрационный номерRegistry number: R-RUAF [2]
Самолет Komet II RRUAF в Елисаветграде, 1924г.
Авиация и Время 1995-05 / Р.Мараев, Л.Андерссон - Украинское акционерное общество воздушных сообщений "Укрвоздухпуть" /В небе Украины/ (4)
Регистрационный номерRegistry number: R-RUAC [4], R-RUAF [2], RR-17 [4]
"Кометы" на Харьковском аэродроме. В 1925г. самолеты УВП получили единую окраску: черный нос и светло-серые фюзеляж, оперение и плоскости
Air-Britain Archive 2003-04 / J.Meaden - Dornier - pioneer and survivor /Head-On View/ (9)
Регистрационный номерRegistry number: СССР-118
C/n 14/51 as CCCP-118 of Dobrolet in an icy landscape was equipped for aerial photography.

Flight 1921-05 / Flight

A NEW ZEPPELIN-DORNIER TWIN-ENGINED AEROPLANE: The keen competition between the Friedrichshafen and Staaken Zeppelin works appears to continue. In our issue of March 17 we published a photograph of the wind-tunnel model of a Staaken twin-engined monoplane. Above is seen the model of Herr Claude'Dornier's reply. This machine, it will be seen, has a fuselage practically identical to that of the single-engined land machine shown in our issue of March 31, 1921, and single-engined flying boat published on April 21, 1921. The new machine is characterised by a very low position of the engines, in fact one would imagine that they are placed too low. They are mounted on the ends of the usual Dornier wing roots growing out of the sides of the fuselage. From the outer lower corners of the engine nacelles bracing tubes run to the monoplane wing. Each of the landing wheels is enclosed in a streamline casing.
Flight 1921-05 / Flight

THE NEW ZEPPELIN-DORNIER TWIN-ENGINED MONOPLANE: This front view of the wind-tunnel model gives a good idea of the clean appearance of the machine.
Aeroplane Monthly 1984-01 / J.Stroud - Wings of Peace
Регистрационный номерRegistry number: D-248 [3]
KEITH WOODCOCK’S painting of Komet I D-248 Dusseldorf. This aircraft served with Deutsche Luft-Reederei and passed to Deutscher Aero Lloyd before becoming Luft Hansa’s Jaguar in 1926. The crane emblem, still used by Lufthansa, appears on the rudder.
Flight 1921-03 / Flight

Zeppelin-Dornier C3 monoplane

ФотографииPhotos

Фотографии Photos