Самолеты (сортировка по:)
Страна Конструктор Название Год Фото Текст

Nieuport Nieuport-10

Страна: Франция

Год: 1915

Истребитель

Nieuport - seaplane - 1913 - Франция<– –>Nieuport - Nieuport-11/16/18 Bebe - 1915 - Франция


В.Кондратьев Самолеты первой мировой войны


Nieuport 10

  Самолет разработан в начале 1914 года известным французским авиаконструктором Густавом Деляжем, незадолго до этого поступившим на фирму "Сосьете дес Этаблиссментс Ньюпор" (Societe des Etablissements Nieuport). За основу был взят фюзеляж моноплана "Ньюпор-IV", который Деляж снабдил новыми несущими поверхностями оригинальной полуторапланной схемы с очень узким нижним крылом и V-образными межкрыльевыми стойками. Узкое нижнее крыло способствовало улучшению обзора вперед-вниз для наблюдателя, поскольку самолет создавался как армейский разведчик.
  Поначалу аэроплан был двухместным и строился серийно в двух модификациях: Nie-10AV, в которой летнаб сидел в передней кабине, и Nie-10AR, где летнаб размещался позади пилота. Обе модификации имели одинаковую цельнодеревянную конструкцию с полотняной обшивкой и оснащались 80-сильными двигателями "Рон".
  Полуторапланы "Ньюпор-10AV", пока еще без вооружения, начали поступать во французские разведывательные эскадрильи весной 1915 года. Однако уже через несколько месяцев большинство из них было переделано в одноместные истребители. При этом переднюю кабину летнаба заделывали, а над верхним крылом устанавливали курсовой пулемет "Льюис", стрелявший поверх диска вращения винта. Эта модификация получила обозначение Nie-10C.1. Во второй половине 1915 года многие "десятки" уже изначально выпускались в одноместном варианте.
  Помимо Франции, "Ньюпоры-10" и -12 выпускались серийно и состояли на вооружении в Италии, Великобритании, и России. Кроме того, на "десятках" французской постройки летали бельгийские и американские летчики. Отдельные экземпляры попали в Португалию, Бразилию, Японию, Таиланд и некоторые другие страны.
  Английская морская авиация получила 169 "Ньюпоров-10" и -12, из которых 50 штук были построены в Великобритании на фирме "Бердмор Компани". Итальянская фирма "Ньюпор-Макки" построила 260 таких самолетов, а московский завод "Дукс" - примерно 100 "Ньюпоров-10" в одноместном (истребительном) и двухместном вариантах.
  "Ньюпоры" фирмы "Бердмор" имели слегка видоизмененное вертикальное оперение с небольшим килем, по форме напоминавшим киль"Ньюпора-24".
Российские "Ньюпоры-10" и -12 использовались на русско-германском фронте вплоть до прекращения там боевых действий, а несколько десятков из них еще успели принять участие в гражданской войне.
  Всего в 1915-16 годах выпущено более 1000 "Ньюпоров-10", -12 и -12bis.
  Кроме того, японские фирмы "Накадзима" и "Токоросава" выпускали разработанные на базе "Ньюпора-10" учебные самолеты Ko-2, которые применялись в летных школах до конца 20-х годов.


  
ОСНОВНЫЕ ИСТРЕБИТЕЛЬНЫЕ МОДИФИКАЦИИ
  
  "Ньюпор" 10 двухместный; вооружение - 2 несинхронных пулемета "Кольт" или "Льюис". Один - на турели или на шкворневой установке у летнаба и один - курсовой над верхним крылом, стреляющий поверх винта.
  "Ньюпор" 10 одноместный; вооружение - 1 несинхр. пулемет "Кольт" или "Льюис" над верхним крылом. На российских "Ньюпорах" пулемет иногда устанавливали на фюзеляже перед кабиной под углом вверх.
  


А.Шепс Самолеты Первой мировой войны. Страны Антанты


"Ньюпор-10" 1915 г.

  В 1913 году Густав Деляж начал проектирование одностоечного биплана для участия в гонках на кубок Гордона Беннета.
  Начавшаяся война не позволила участвовать в гонках, и фирма предложила почти готовую машину военным. После ряда доработок в начале 1915 года самолет совершил свой первый вылет, и сразу же началось серийное производство. Конструкция этой машины определила конструкцию всех машин фирмы "Ньюпор", строившихся в Первую мировую войну. Подробно о ней рассказано в описании самолета "Ньюпор-11".
  Отметим только отличия. "Ньюпор-10" был более крупньм двухместным разведчиком и первоначально не нес вооружения. Следом за Францией его серийное производство начали заводы "Дукс" и Лебедева в России, где самолет получил большое распространение. Было выпущено несколько вариантов, отличавшихся двигателями и конструкцией капота, машина не была ни полноценным разведчиком, ни истребителем (малый радиус действия), и стала как бы переходной к знаменитому истребителю "Ньюпор11".

  
Модификации
  "Ньюпор-9" - разведчик с двигателем "Рон" (80л. с.). Наблюдатель располагался на переднем месте. Вставая, он вылезал в круглое отверстие в центроплане и мог вести огонь из карабина.
  "Ньюпор-10" - получил большое распространение. Самолет с тем же двигателем. Наблюдатель находился на заднем месте и мог вести огонь из пулемета-ружья "Мадсен" над верхним крылом. Но жесткое крепление оружия ограничивало сектор обстрела.
  "Ньюпор-10-бис" - вариант с двигателем "Гном-Моносупап" (100л. с.). Открытый снизу капот имел 5 отверстий в лобовой части и по одному отверстию по бокам для лучшего охлаждения.
  "Ньюпор-10-бис" - одноместный вариант с двигателем "Рон". Капот как у "Ньюпор 10".
  "Ньюпор-10-бис Дукс" - на нескольких машинах установили более мощные двигатели "Рон" (110 и 120 л. с.). Капот большего диаметра.
  
  
  
  
ЛЕТНО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ
  
   "Ньюпор-10" "Ньюпор-10-бис"
   1915г. 1915г.
  Размах, м 8,2/7,8 8,2/7,8
  Длина, м 7,1 7,1
  Высота, м 2,8 2,8
  Площадь крыла, кв.м 17,6 17,6
  Сухой вес, кг 409 455
  Взлетный вес, кг 658 630
  Двигатель: "Рон" "Гном-Моносупап"
   мощность, л. с. 80
  Скорость максимальная, км/ч 125 138
  Скорость подъема на высоту
   2000 м, мин.сек 20,0
  Дальность полета, км 250 250
  Потолок, м 3600 4200
  Экипаж, чел. 2 2
  Вооружение карабин карабин или ручной пулемет


В.Шавров История конструкций самолетов в СССР до 1938 г.


"Ньюпор-X" ("Ньюпор-10" ). Выпущенный в 1915 г. и доставленный в Россию в конце того же года этот самолет первоначально был двухместным разведчиком с двигателем "Рон" в 80 л. с. При этом было два его варианта: с сиденьем летчика сзади и впереди.

   Первый тип называли у нас "Ньюпор-IX". Наблюдатель-стрелок, становясь на переднее сиденье, мог вылезать почти до пояса в круглое отверстие центроплана и в таком положении стрелять из ружья. Пулемета на самолете тогда еще не было.

   В самолете типа "Ньюпор-X" наблюдатель помещался сзади и мог уже пользоваться пулеметом, но положение его для стрельбы было неудобным и сектор обстрела получался очень ограниченным. В обоих случаях самолет не удовлетворял назначению ни истребителя, ни разведчика.

   Поэтому двухместный "Ньюпор-X", поступивший на фронт, сразу же стал подвергаться переделкам в одноместный, часто в порядке инициативы летчиков, и в таком виде получил распространение как истребитель. Самолет строился на заводах "Дукс" и Лебедева с конца 1915 г. в двух одноместных вариантах - с двигателем "Рон" в 80 л. с. (несколько экземпляров) и "Гном-Моносупап" в 100 л. с. (рис. 164, б) (десятки экземпляров). В обоих вариантах он назывался "Ньюпор-X бис" с добавлением марки двигателя. На нескольких экземплярах самолета завода "Дукс" в 1917 г. были также установлены двигатели "Рон" в 110 и 120 л. с.

   Двухместный "Ньюпор-X" применялся довольно долго как учебный с одиночным и с двойным управлением и в 1916-1917 гг. строился небольшими сериями, просуществовав в строю до 20-х годов. Одноместные "Ньюпоры-X" строились еще в начале 1918 г.

   При переделке "Ньюпора-X" в одноместный заднее сиденье сохранялось, переднее - закрывалось, управление смещалось к заднему сиденью. Неподвижный пулемет устанавливался на этом самолете без синхронизатора, поэтому ось ствола была направлена вне диска винта.

   Установку пулеметов на русских "Ньюпорах-X" и последующих выполнил в 1915-1917 гг. киевский конструктор Василий Владимирович Иордан - начальник авиационной базы VIII армии, который сконструировал и построил до десятка удачных оригинальных установок. Заслуживает внимания пулеметная установка, выполненная им для летчика А. А. Козакова в начале 1916 г. Объем переднего сиденья на самолете был использован для помещения 700 патронов, пулемет был установлен под углом 24° вверх к оси двигателя. Ось ствола проходила в 100 мм над диском винта (рис. 165, а). Успех этой установки в бою был полный, хотя самолет с двигателем "Рон" в 80 л. с. и не обладал высокими летными качествами. В других установках В. В. Иордана пулемет помещался над центропланом, а патроны с лентами - под пулеметом или рядом с ним под обтекателем.

   "Ньюпор-X бис" с двигателем "Моносупап" в 100л. с. ("Ньюпор-X-Моносупап" в 100 л. с., "Нюдес"). Самолет отличался тем, что в его передней стенке капота было сделано пять больших круглых отверстий и в боковых стенках по одному большому отверстию для лучшего охлаждения двигателя. Пулемет ставился над центропланом.

   "Ньюпор-X-бис" с двигателем "Рон" в 80 л. с. Самолет имел капот спереди без отверстий, закрывавший двигатель только сверху и с боков. Характерным признаком, отличавшим "Ньюпоры-IX, -X и -XI" от других типов были треугольные выступы-щеки в задней кромке капота.

   "Ньюпоры-X" с двигателем "Рон" в 110 и 120 л. с. были построены заводом "Дукс" в 1917 г. Капоты не имели отверстий, как при двигателе "Рон" в 80 л. с., но были большего диаметра.


Самолет <Ньюпор-IX> (X) с <Ньюпор-IX> <Ньюпор-X бис> c <Ньюпор-X бис> c <Ньюпор-X Дукс> c
Год выпуска 1915 1915 1916 1916 1917
Двигатель, марка <Рон> <Рон> <Рон> <Гном-Моносупап> <Рон>
   мощность, л.с. 80 80 80 100 110
Длина самолета, м 7,1 7,1 7,1 7,1 7,1
Размах крыла, м 9 9 8,2 8,2 8,2
Площадь крыла, м2 17,6 17,6 17,6 17,6 17,6
Масса пустого, кг 430 430 430 455 435
Масса топлива+ масла, кг 45+12 45+12 45+12 60+20 64+22
Масса полной нагрузки, кг 250 175 175 175 175
Полетная масса, кг 680 605 605 630 610
Удельная нагрузка на крыло, кг/м2 38,6 34,4 34,4 35,8 34,7
Удельная нагрузка на мощность, кг/лс 8,5 7,6 7,6 6,3 5,6
Весовая отдача,% 37 29 29 28 28
Скорость максимальная у земли, км/ч 138 140 135 138 145
Время набора высоты 1000 м, мин 6 5 7 5,5 3,5
Время набора высоты 2000 м, мин 13 12 18 12 8
Время набора высоты 3000 м, мин 28 23 38 24 15
Время набора высоты 4000 м, мин 40 44 25
Потолок практический, м 3800 4200 3600 4200 4800
Продолжительность полета, ч. 2 2 2 2 2


L.Opdyke French Aeroplanes Before the Great War (Schiffer)


Deleted by request of (c)Schiffer Publishing


O.Thetford British Naval Aircraft since 1912 (Putnam)


NIEUPORT 10

  This was the first of all the historic Nieuport biplanes to enter service with the RNAS early in 1915. Although a two-seater, it was often flown as a single-seater (with the front seat removed) and a machine-gun on the top wing. Fifty were supplied to the RNAS (3163-3186,3920-3921, 3962-3973 and 8516-8517) and they served with NO.1 Wing RNAS at Dunkirk and No.2 Wing in the Agean including the Dardanelles campaign. One 80 hp Gnome engine. Maximum speed, 87 l/2 mph. Climb, 16 min to 6,500 ft. Span, 25 ft 11 in. Length, 22 ft 11 in.


W.Green, G.Swanborough The Complete Book of Fighters


NIEUPORT 10 France

  Founded in 1910 by Edouard Nieuport, the Etablissements Nieuport became responsible for a series of fighting aircraft to the designs of Gustave Delage that was to extend over a quarter-century. The first of this distinguished line, the Nie 10, was allegedly derived from a racing biplane intended for the Gordon-Bennett contest and appeared before the end of 1914 as a military two-seater. At first, the French authorities evinced little interest, but subsequent to the British Royal Naval Air Service ordering 24, the Nie 10 was purchased in quantity. Initially, there were two versions: the Nie 10 AV (avant) in which the observer occupied the front seat and the Nie 10 AR (arriere) in which he occupied the rear seat. These were mostly converted to single-seat configuration for the fighting role, with a single machine gun mounted above the upper wing. Of orthodox wood-and-fabric construction, the Nie 10 was of sesquiplane configuration, the narrow-chord lower wing having less than half the area of the upper wing, and was powered by an 80 hp Gnome or Le Rhone rotary engine. It entered service with both France’s Aviation Militaire and the Royal Naval Air Service in May 1915, and was licence-built by Nieuport-Macchi in Italy, and by Dux and Lebedev in Russia, where production continued until 1920. Some Russian-built single-seaters were powered by the 100 hp Monosoupape or 110 hp and 120 hp Le Rhone engines, and were referred to as the Nie 10bis. The following data relate to the 80 hp single-seat version.

Max speed, 91 mph (146 km/h) at sea level.
Time to 6,560 ft (2 000 m), 16.5 min.
Empty weight, 904 lb (410 kg).
Loaded weight, 1,455 lb (660 kg).
Span, 25 ft 11 in (7,90 m).
Length, 22 ft 11 1/2 in (7,00 m).
Height, 8 ft 10 1/4 in (2,70 m).
Wing area, 193.76 sq ft (18,00 m2).


Журнал Flight


Flight, March 19, 1915.

A TWO-SEATER NIEUPORT BIPLANE.

  IN the accompanying photographs is seen a biplane which has been recently issued from the Nieuport works. Hitherto the Nieuport firm have chiefly concentrated their energies on machines of the monoplane type, and with the exception of the extra pair of wings their new machine follows very closely on the lines of the monoplanes that made the late Nieuport brothers famous, and it will be noted that everything has been done with the object of improving the views from both pilot's and passenger's seats and to give a gunner as far as possible a free range of firing in any direction.
  Generally speaking, this Nieuport military tractor biplane follows standard practice as regards the general arrangement, but upon closer examination several original ideas are noticed.
  From the photographs it will be seen that only one pair of struts on each side of the fuselage separates the two planes, and these struts, instead of being parallel to one another, as is usually the case, run to a point on the bottom plane. The reason for this is that the lower plane has only a single spar, which takes the form of a steel tube round which the wing pivots. The upper plane is fitted with two spars in the usual manner, to the rear one of which are hinged the two ailerons. For lateral control a hand lever in front of the pilot operates simultaneously the ailerons on the upper planes, whilst warping, or, more correctly speaking, pivoting, the corresponding half of the lower plane. This system undoubtedly provides ample lateral control. In fact we should imagine that the ailerons on the top plane would alone be sufficient for the maintenance of lateral stability, and the chief advantage in having such a small chord to the lower plane would lie in the fact that it only obscures the downward view to a very slight extent.
  As for the arrangement of the gunner's quarters, his seat is placed in the usual manner in front of that of the pilot, and when sitting down inside his cockpit a very wide range of vision is obtained in a downward and forward direction.
  In order that the propeller may be avoided when firing forward, there is a circular opening in the top plane through which the gunner can pass the upper portion of his body when standing in his seat. In this position, the muzzle of the gun or rifle is above the circumference described by the tip of the propeller, so that the gun can be fired straight forward, or in an upward direction. Altogether the Nieuport firm is to be congratulated on the machine.


Flight, October 22, 1915.

EDDIES.

<...>
  In another photo, is seen a batch of French avions, which includes M. Farmans, Caudrons, Morane "parasols," and Nieuport scouts. The latter, of which we published illustrations and particulars some months ago, are, I believe, proving highly successful, a fact which, as they are modelled on the lines of our scouts, is no mean compliment to the Sopwith Aviation Co., who were the first to demonstate the high value of this type of machine as long ago as the summer of 1913.


Flight, October 19, 1916.

THE NIEUPORT BIPLANE-SCOUT.

  "SOMEWHERE in France" there is a little band of Americans, known as the American Escadrille, who are doing good work at the Front in the French flying service. The Nieuport "one-and-a-half-plane" is used by these American pilots, and we are indebted to our contemporary, Aerial Age, for the following description of this machine, the first model of which was illustrated in "FLIGHT" for March 19th, 1915.
  The top plane has a span of 24 ft. 6 ins. and a chord of 3 ft. 11 ins., whilst the lower plane is 23 ft. span and 2 ft. 4 ins. chord. The narrow lower plane allows a good range of vision, and the trailing edges of top and bottom planes being in line produces the effect of staggered planes. Both planes are slightly swept back, and thу lower one has a dihedral of about 8 ins. The upper plane, in two sections, is built up on two main spars 34 ins. apart. Above the pilot's seat the plane is cut away so that the pilot can easily reach the cockpit and also obtain a good view above to locate other aircraft or fire a machine gun. The ailerons, recessed in the upper plane only, are attached to tubes - indicated in the drawing by dotted lines - which run through the plane behind the rear spar to arms mounted above the fuselage. These arms are connected by rods passing inside the fuselage to a cross bar on the control column. This arrangement is shown in the accompanying diagram. The gap between the rear spar and the leading edge of the aileron is covered by an extension of the plane-covering. Each section of the lower plane is 10 ft. 5 ins. span, and has a single spar situated 9 ins. from the leading edge at the centre of pressure, the inner extremity forming the attachment to the fuselage. The attachment consists of a pivoted joint whereby the angle of incidence of the plane may be varied by rotating the spar by means of suitably arranged cranks and a hand lever.
  Top and bottom planes are separated by one pair of struts on either side of the fuselage. Each pair, it will be seen, is in the form of a V, the struts converging at the bottom in a single strut-socket, which is so clamped around the spar that the latter may turn in it. The vertical member of the inclined V is 3 ft. 6 ins. in length, 4 ins. wide, with its upper end attached to the rear spar of the top plane. The inclined member is 3 1/2 ins. wide, and has its upper end attached to the front spar of the top plane. The struts are streamlined and bound at 1 ft. intervals with silk fabric. Struts supporting the top plane above the fuselage are oval-section steel tube.
  The tail plane consist of a non -lifting stabilizing surface 1 ft. 5 ins chord by 7 ft. 9 ins. mean span, two elevator flaps of about 15 sq. ft. area, and a large vertical rudder. The stabilising plane is stayed by steel tubes from the bottom of the stern-post, and its trailing edge, to which the elevator are hinged, consists of a steel tube. The rudder is also a steel tube, and is hinged to the fuselage stern-post.
  Tile usual girder box construction is employed for the fuselage, which has flat sides and bottom, a turtle-deck top following the curve of the engine cowel which is 40 ins diameter. Vertical members are light, T section, and the covering is fabric back of the pilot's cockpit and three-ply veneer forward. The seat is a few inches from the fuselage bottom and the wide cockpit allows for free movement of the arms. The fuselage is 33 ins, deep and 32 ins wide at the cockpit, tapering to 12 ins. deep at the stern post, whilst at the leading edge of the stabilising plane it is 8 ins. wide.
  A V-type landing chassis is used, with a steel axle, sprung on rubber shock absorbers, carrying two 36 in disc wheels spaced 5 ft. 4 ins. apart. The streamline chassis struts are 4 ins. wide and 1 ins. thick, strongly braced with cable. The tail skid, which is of ash with a steel plate shoe is enclosed in a streamline shield of veneer. The control consists of a single vertical column in the centre of the cockpit operating the ailerons and the elevators by a side to side and forward-and-backward movement respectively, and a pivoted foot bar operating the rudder. The ailerons may also be operated by means of foot bat entirely separate from the rudder bar. All openings in the fuselage for control cables are reinforced with aluminium rings, 2 ins. diameter, riveted to the fabric. Where the elevator cables go through the tail plane there are slots, 6 ins. long, with aluminium edges. Small and easily removable doors are located at either side of the fuselage permitting inspection and adjustment of the control levers, &c.
  An 80 h.p. Rhone engine is used, coupled direct to an 8 ft. Levasseur tractor screw The fuel tanks are situated at the rear of the engine in the top of the fuselage.
  The following are the main characteristics, of this machine : Span, top plane. 24 ft. 6 ins.; bottom plane. 23 ft.; chord, top, 3 ft. 11 ins.; bottom, 2 ft. 4 ins.; supporting area, 145 sq. ft.; gap, 4 ft. 2 ins. (centre), 3 ft. 5 ins. (tips); length overall, 18 ft. 6 ins.

А.Шепс - Самолеты Первой мировой войны. Страны Антанты
Учебный самолет/разведчик/истребитель "Ньюпор-9" авиаотряда русской VIII армии (1916г.). На самолете смонтирована пулеметная установка В.В.Иордана
А.Шепс - Самолеты Первой мировой войны. Страны Антанты
Разведчик/корректировщик/истребитель "Ньюпор-10" авиации русской армии (1915г.)
В.Кондратьев - Самолеты первой мировой войны
Ньюпор 10, ВМФ России, 1916г.
В.Кондратьев - Самолеты первой мировой войны
Российский одноместный "Ньюпор-10" постройки московского завода "Дукс", вооруженный курсовым несинхронным пулеметом "Виккерс-Максим" в обтекателе над верхним крылом, 1916г.
J.Bruce - Nieuport Fighters /Albatros/
"Ньюпор" 10 в начале войны. Единственное оружие - винтовка.
Primogenitor of the historic line of Nieuport fighting biplanes was the Type XB, initially flown and produced as a two-seater with the observer in the forward seat, on which he had to stand to take up his firing position, the upper wing about his waist, as seen here. Later two-seat Type XBs had the pilot in front, but the single-seat conversions of this design were more readily made from the basic type. This is believed to be the, or a, prototype, devoid of any markings, and powered by an 80-hp Gnome engine.
W.Green, G.Swanborough - The Complete Book of Fighters
The early two-seat version of the Nie 10 sesquiplane.
Журнал - Flight за 1915 г.
View from above of the Nieuport two-seater biplane, showing the hole in the top plane for the gunner when he wishes to fire in an upward or forward direction.
В.Шавров - История конструкций самолетов в СССР до 1938 г.
"Ньюпор-IX"
В.Шавров - История конструкций самолетов в СССР до 1938 г.
Пулеметная установка В. В. Иордана на самолете "Ньюпор-IX";
O.Thetford - British Naval Aircraft since 1912 /Putnam/
H.Cowin - Aviation Pioneers /Osprey/
The cockade on the rudder of this Nieuport 10A.2 reconnaissance two seater, along with the uniforms of the attendant personnel positively identify it as belonging to an RFC unit, but the aircraft was also operated by the RNAS and it was this service that took a more muscular attitude in its deployment of the type, sometimes replacing the second seat with a .303-inch Lewis gun to give the machine a more agressive role. Powered by an 80hp Gnome or Le Rhone rotary, the top level speed was 90mph at sea level. The machine was used by France, both British services, the Italians, who also deployed it as a single-seat fighter, and Belgium
Форум - Breguet's Aircraft Challenge /WWW/
This is a Nieuport 10 (or XB as it was also known at the time) captured by the Germans. Clearly can be seen the man-'hole' in the wing, where the observer could use the machine gun that was mounted on top of the wing, firing over the propeller. These were the days before or in the beginning from the interrupter gear, which allowed shooting through the propeller.
J.Bruce - Nieuport Fighters /Albatros/
N209 was a typical single-seat conversion of the Nieuport XB, armed with an overwing Lewis gun. The forward centre-section struts, of inverted-V form, were characteristic of the type, and photographic evidence suggests that, in common with later Nie.10 two-seaters, the single-seat variant had its 80-hp Le Rhone engine on an overhung mounting and with the cut-away cowling seen here. The early Nie.10s had had fore-and-aft engine mountings.
Журнал - Flight за 1916 г.
Three-quarter rear view of the Nieuport scouting biplane.
Журнал - Flight за 1915 г.
A fleet of avions at an air station "somewhere in France."
Журнал - Flight за 1916 г.
The American Escadrille and some of the Nieuport Scouts "somewhere" in France. - Reading from left to right are :- Lieut, de Laage, Sergt. C. C. Johnson (New York), Capt. Lawrence Rumsey (Buffalo), Sergt. J . R. McConnell (Carthage), Lieut. William Thaw (Pittsburgh). Sergt. R. Lufhery (New Haven, Conn.). Sergt. Kiffin Rockwell (Atlanta), Adjt. Didier Masson (Los Angeles), Sergt. Norman Prince (Boston), who has since died from wounds received last week, and Adjt. Bert Hall (Galveston).
O.Thetford - British Naval Aircraft since 1912 /Putnam/
No.2 Wing, RNAS at Imbros in 1915: the aeroplanes are Henry Farman F.27s and Nieuport 10 two-seaters.
В.Кондратьев - Самолеты первой мировой войны
Российский "Ньюпор-10" без вооружения.
В.Шавров - История конструкций самолетов в СССР до 1938 г.
"Ньюпор-Х бис" с двигателем "Гном-Моносупап"
В.Кондратьев - Самолеты первой мировой войны
Российская одноместная истребительная модификация "Ньюпора-10" с надкрыльевой установкой курсового пулемета "Максим" в обтекателе.
В.Шавров - История конструкций самолетов в СССР до 1938 г.
"Ньюпор-Х" двухместный
J.Bruce - Nieuport Fighters /Albatros/
Known single-seat conversions in the second RNAS batch of Nie.10s were 3964-3966. The first of these was delivered to Eastchurch on September 30 1915, and was initially flown as a two- seater. Its conversion to single-seat form probably took place in early 1916.
J.Bruce - Nieuport Fighters /Albatros/
The Nie.10 single-seater was used by several Allied flying services. This one wears Belgian markings, and its Lewis gun evidently could be swivelled. This aspect of the aircraft provides a clear impression of the type’s characteristic proportions.
J.Bruce - Nieuport Fighters /Albatros/
N.188 was another of Belgium’s Nie.10s. It had a more substantial mounting for its Lewis gun.
J.Bruce - Nieuport Fighters /Albatros/
Disappointing though the quality of this photograph is, it is of interest because its subject, No.3168 of the RNAS, was an example of a single-seat conversion of an aircraft of the first batch of Nie.10s to be supplied to that Service. Initially delivered, doubtless as a two-seater, to No.l (Naval) Squadron, St-Pol, by mid-May 1915, No.3168 was soon shipped to Mudros, and was with No.3 Wing at Tenedos by late July. Although reported missing on December 20 1915, it was evidently recovered and repaired by May 1917. Perhaps the repair process included conversion to the single-seat form seen here. The Nieuport was with ‘G’ Squadron of No.2 Wing by August 1917, and was finally deleted, damaged beyond repair, on October 2 1917.
K.Delve - World War One in the Air /Crowood/
The French Nieuport company established a reputation for developing a series of fighters that were among the leading designs of the day. This Nieuport 10 ('8517) served with 2 Squadron RNAS and was one of 50 such taken on charge from 1915.
H.Cowin - Aviation Pioneers /Osprey/
Charles Rumney Samson, born in 1883, came to epitomise the pugnacious spirit of early British naval aviation. Samson entered the Royal Naval College, Greenwich, as a cadet in 1898 and left as a sub-lieutenant in 1904. On 4 April 1910, Samson received the Aero Club Aviator's Certificate No 71 and from this time on, for the next eight years, Samson's destiny was bound up with naval aviation and its development. Samson, a born leader of men, remained an active pilot throughout this period, some of the highlights of which included his making the world's second only take-off from a warship, on 10 January 1912, and then in May 1918, when nearly losing his life attempting to fly the unforgiving Sopwith Camel from off a destroyer-towed lighter. Although destined never to down an enemy in combat, Samson's disciplined aggression was to have a profound impact on his foes, wherever he and his men where to go. Samson was in command of the RNAS's Eastchurch Wing at the start of the war, from where he moved the unit to its new base at Ostend within a matter of weeks. It was from here that Samson and his unit fought a valiant series of harrying actions against the might of the German army, using both his aeroplanes and the world's first fleet of improvised armoured cars, assembled and converted with the help of his brother Felix. From here on through the ill-fated Gallipoli Campaign of 1915 and his continuing 1916 Middle East forays with the seaplane tender, HMS Ben-My-Chree, Samson's resolve never flagged. From May 1917 and back in Britain, the indefatigable Samson turned his mind to countering the dual threat of Zeppelins and U-boats. Absorbed into the newly formed RAF from April 1918, with the rank of Lieutenant Colonel, Samson was given command of No 4 Group, precursor of RAF Coastal Command. Samson retired from the RAF in 1929 as an Air Commodore. Samson is seen here in the cockpit of a Nieuport 10, while operating from the island of Tenedos in the Aegean Sea during 1915.
J.Bruce - Nieuport Fighters /Albatros/
An RNAS Nie.10 single-seater armed with two Lewis guns. It is not clear whether the side-mounted gun had any range of movement.
Сайт - Pilots-and-planes /WWW/
This Nieuport 10 single seater, wearing French colors, carries the number 237 on the rudder. The V struts can be seen between the upper and lower wing. Armament is a single, centrally mounted, overwing Lewis gun
Сайт - Pilots-and-planes /WWW/
237 has a French roundel painted on the fuselage side, highly unusual for a French aircraft. Another Nie.10 stands in the background
Сайт - Pilots-and-planes /WWW/
A Nieuport 10 N237 in French Service. French Nieuports usually did not carry roundels on the fuselage
J.Bruce - Nieuport Fighters /Albatros/
This photograph of Nie.10 N237 indicates that the Lewis gun mounting was a simple affair. The presence of a roundel on the fuselage side was unusual in a French-operated aircraft.
Сайт - Pilots-and-planes /WWW/
A carry over from the days of the two seater, the Nieuport 10 has the characteristic look of an elongated two seater fuselage
Сайт - Pilots-and-planes /WWW/
J.Bruce - Nieuport Fighters /Albatros/
This single-seat Nie.10 was the first Nieuport biplane to go into Italian service; it was the first of a batch of six (Ni.383-388). By September 18 1915, it was with the Squadriglia Biplani Nieuport, and was flown by Tenente Francesco Baracca, who went on to become Italy’s leading ace. The Nie.10 was produced in Italy by Macchi, who built 240. Many survived the war to serve as trainers.
J.Bruce - Nieuport Fighters /Albatros/
The Finnish air service acquired several Nieuports of various types from Russia; most, if not all, had been built by the Duks concern. Two were aquired direct from Russia and a third was captured from the Bolsheviks. Here a Nie.10 is pushed out at Lappeenrannassa in 1918.
Сайт - Pilots-and-planes /WWW/
Журнал - Flight за 1916 г.
Diagram showing the controls for the ailerons and lower planes on the Nieuport scouting biplane.
J.Bruce - Nieuport Fighters /Albatros/
Diagrammatic illustrations from French Patent No. 477.457. The large drawing is of the variable-incidence installation for the lower mainplane of the Nie.XB; this was to be actuated by the impressive lever on the starboard side of the cockpit. ‘Fig. 10’ is a section through the ball-and-socket joint at the root end of the lower-wing spar; 'Figs 11 and 12’ are side and front elevations of the V-strut attachment point on that spar, in which the annular fitting is clearly seen.
W.Green, G.Swanborough - The Complete Book of Fighters
The definitive single-seat version of the Nie 10 sesquiplane.
Журнал - Flight за 1916 г.
THE NIEUPORT SCOUTING BIPLANE. - Plan, side and front elevation to scale.