Though by the mid-1930s
monoplanes were replacing biplanes, a
CAMS analysis suggested that the needs of French maritime air power were better met with the older design, not least because it was thought to be more resistant to battle damage. It followed the layout of their 1928
CAMS 55 flying boat. It had equal span, single
bay wings mounted without
stagger and joined on each side by a pair of parallel, vertical
interplane struts. Bracing wires completed the structure. The upper wing was in three parts, a thick, rectangular centre section and two outer panels with parallel
chord over about their inner halves, narrowing to long, semi-elliptical tips. The outer parts had only about 1° of
dihedral. The lower wing was similar; joined to the upper
fuselage, its thick centre section was shorter than that of the upper one and shared the greater (3.5°) dihedral of its outer panels. There were
balanced ailerons on the outer, curved
trailing edges of both upper and lower wings, each split into two adjacent sections. The wing structure was wooden with two
spruce box
spars which were parallel in the centre sections but converged outboard. The
leading edge was
plywood skinned, as were other stressed areas, and the rest
fabric covered. The CAMS 110's twin
push-pull configuration Hispano-Suiza 12Ybrs liquid-cooled
V12 engines were enclosed within a single nacelle together with the
radiator and mounted close to the underside of the upper wing on two
streamlined duralumin N-form struts from the lower wing roots, assisted by transverse X-struts. Short, outward-leaning struts from the engine frame supported the centre of the upper wing and N-form struts braced the lower centre section to the fuselage. The forward
propeller was well ahead of the leading edge but the rear one was close to the trailing edge. The upper centre section housed both fuel and oil tanks, with more fuel stored in the lower centre section. In contrast to its wooden wings, the
hull of the CAMS 110 was all metal. It was built from transverse and longitudinal light alloy frames and covered with
védal, duralumin with an outer layer of
aluminium for protection from sea-water. The planing bottom had two steps, one under the trailing edge of the wing and the other further aft. Longitudinal stability was assured by wing floats of similar construction to the hull. The CAMS 110 was intended for long flights and carried five or six crew, all in enclosed accommodation. The commander, who was navigator, observer and bomb-aimer was housed in the nose in a cabin with three windows on each side and provided with a chart table. He could also operate one of the two machine guns on mounts just aft of the windows or use a position in the roof from which, behind a folding glass windscreen, he could observe in the open air. On top of the fuselage, offset to port, was a long glazed cabin which seated two pilots in
tandem, provided with dual control. Below, on the other side of the fuselage was the flight engineer's position and behind him the radio operator's post. Machine gun mounts allowed a gunner to cover either side. Further aft there was a sleeping compartment, a kitchen and a toilet. The wooden
empennage was conventional, with a wire braced, constant chord
tailplane mounted around one third
fin height; its construction was similar to that of the wing. A photograph from mid-1934, at about the time of its first flight, shows the 110 with a trapezoidal fin, similar to that of the earlier CAMS 55. Both the vertical-edged rudder and
elevators had full-span, Flettner type
servo tabs. ==Development==