А.Шепс Самолеты Первой мировой войны. Страны Антанты

"Ньюпор-11 "Бебе”" (Bebe) 1915 г.

   Было ясно, что нужна для борьбы с самолетами противника маневренная скоростная машина. Фирма "Ньюпор", взяв за основу свою предыдущую машину, сумела в короткий срок создать самолет, отвечающий требованиям военных.
   Внешне новый самолет в основном напоминал своего предшественника, но был гораздо меньших размеров. На верхнем крыле был установлен пулемет "Льюис" на подвижной установке с небольшим сектором обстрела, двигательная установка осталась такой же, что и на "Ньюпоре-10". Это был компактный одностоечный полутораплан цельнодеревянной конструкции. Фюзеляж прямоугольного сечения с небольшим гаргротом, имел каркас из ясеневого бруса и обтягивался полотном. Капот двигателя, открытый снизу, с небольшими треугольными щеками изготавливался из металла. Топливный бак размещался между двигателем и кабиной пилота. Последняя находилась за задней кромкой верхнего крыла, в которой был специальный вырез для улучшения обзора. Двухлонжеронное крыло изготавливалось из дерева и также обтягивалось полотном.
   Нижнее крыло, гораздо меньшего размаха, имело очень маленькую хорду (всего 0,6 м). V-образные стойки крыла изготавливались из стальных труб и имели деревянные обтекатели, растяжки - из стального троса. Оперение обычного типа, имело каркас из стальных труб и обтягивалось полотном. Киль отсутствовал. Руль поворота имел весовую роговую компенсацию. Управление рулями и элеронами тросовое, от ручки управления и педалей.
   Шасси обычное, со сплошной осью на деревянных V-образных стойках. Костыль подрессорный.
   Вооружение, как уже отмечалось, устанавливалось над верхним крылом, а позднее, с появлением синхронизатора, - на фюзеляже перед кабиной пилота. Двигатель 7-цилиндровый, воздушного охлаждения, ротативный, звездообразный "Гном" мощностью 80 л. с., позднее - "ГномМоносупап" (100 л. с.), "Рон" (100 л. с.), "Клерже" (80 или 100 л. с.).
   Самолет строился крупными сериями не только французской, но и итальянской фирмой "НьюпорМакки" и российским заводом "Дукс". На российских машинах ставилась пулеметная установка В. В. Иордана.
   На французских машинах последних серий устанавливался капот двигателя, подобный капоту "Ньюпор17", и кок винта, что несколько улучшило аэродинамику. Поскольку обстрел дирижаблей из пулемета при их огромном объеме был неэффективен, некоторое количество "Ньюпор-11" оборудовалось шестью пусковыми установками зажигательных ракет "Ле Прие", которые вызывали взрыв водорода, заполнявшего баллон дирижабля.


ЛЕТНО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ
  
   Ньюпор-11 Ньюпор-16
   1915г. 1915г.
   Размах, м 7,52 8,02/7,76
   Длина, м 5,90 5,8
   Высота, м 2,4 2,4
   Площадь крыла, кв.м 13,3 14,7
   Сухой вес, кг 345 375
   Взлетный вес, кг 480 550
   Двигатель: "Рон" "Рон"
   мощность, л. с. 80 110
   Скорость максимальная, км/ч 152 165
   Скорость подъема на высоту
   2000 м, мин.сек 11,0 5,50
   Дальность полета, км 300 300
   Потолок, м 4570 4800
   Экипаж, чел. 1 1
   Вооружение 1 пулемет 1 пулемет

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

"Ньюпор-XI" ( "Ньюпор-11" , "Бебё"). При той же одноместной схеме самолет имел наименьшие из всех "Ньюпоров" размеры и площади. Центроплана не было и верхние крылья стыковались по оси самолета. К фюзеляжу они крепились на четырех стойках, причем две передние были жестко закреплены на лонжеронах фюзеляжа и между ними были тросовые расчалки. Капот двигателя "Рон" в 80 л. с. - снизу открытый. Масса пустого самолета - от 320 кг (французский образец) до 350 кг (образец завода "Дукс"). Перетяжеление получалось из-за применения вместо спруса - сосны и вместо полушелкового полотна - льняного и т. д. Был сделан подголовник-обтекатель головы летчика, чего не было во французских экземплярах.

   Вооружение самолета состояло из одного легкого пулемета, установленного довольно высоко над центропланом параллельно оси двигателя для стрельбы вне диска винта. Пулемет мог откидываться почти в вертикальное положение и им можно было пользоваться как шкворневым для ведения огня снизу вверх. Получалась своеобразная пулеметная установка, в которой была осуществлена комбинация неподвижного пулемета с подвижным. К. К. Арцеулов с успехом применял ее в воздушных боях. Эта конструкция также принадлежала В. В. Иордану.

   "Ньюпор-XV" - одноместный истребитель с двигателем "Рон" в 80 л. с. или "Гном-Моносупап" в 100 л. с. с синхронным пулеметом. Был в одном экземпляре.

   "Ньюпор-XVl" - вариант известного "Ньюпора-XVII" с двигателем "Рон" в 110 л. с. Отличался неполным, открытым снизу капотом. Строился на заводе "Дукс" в немногих экземплярах.


Самолет|| ()/
Год выпуска||1916/1916
Двигатель, марка||/
   мощность, л.с.||80/110
Длина самолета, м||5,6/5,8
Размах крыла, м||7,5/8,02(7,76)
Площадь крыла, м2||13,5/14,7
Масса пустого, кг||350/375
Масса топлива+ масла, кг||45+12/65
Масса полной нагрузки, кг||175/160
Полетная масса, кг||525/535
Удельная нагрузка на крыло, кг/м2||38,9/36,2
Удельная нагрузка на мощность, кг/лс||6,6/4,9
Весовая отдача,%||33/30
Скорость максимальная у земли, км/ч||152/173
Время набора высоты||
   1000 м, мин||4/2,8
   2000 м, мин||10/6,4
   3000 м, мин||19/10
   4000 м, мин||33/16,5
   5000 м, мин||?/25
Потолок практический, м||4500/6300
Продолжительность полета, ч.||2/2

J.Davilla, A.Soltan French Aircraft of the First World War (Flying Machines)

Nieuport 11

  The Nieuport 11 was a petite fighter that would become widely known as Bebe by its French pilots. The Nieuport 10 two-seat reconnaissance aircraft had been quite successful in the fighter role when it was flown as a single-seater. The Aviation Militaire needed an aircraft to replace the makeshift Morane-Saulnier L and LA series of fighters and the Nieuport firm readily provided such a machine by the simple expedient of producing a smaller, single-seat derivative of the Nieuport 10.
  Both the Nieuport 10 and 11 were sesquiplanes with the top wing larger than the lower wing. Gustav Delage felt this layout permitted the aircraft to have the maneuverability of a biplane and the strength of a monoplane. The lower wing had a wooden spar and had a 6-degree dihedral that could be adjusted on the ground depending on the weight of the machine and the type of engine that was fitted. This machine retained the V-shaped struts, which permitted the lower wing to be pivoted along its axis. The lower wing had a chord of 0.70 m. The top wing had no dihedral and a chord of 1.20 m. It had two main spars and was placed ahead of the lower wing by 0.60 m at an angle of 17 degrees. Ailerons were fitted to the top wing. The tail had horizontal stabilizers 0.45 m deep with a maximum span of 3.25 m attached to the fuselage sides. The rudder was 0.55 m deep; it had no fixed portion. The undercarriage consisted of two simple V-struts with the rear strut canted forward; the wheels were separated by a single axle. The undercarriage track was 1.60 m which proved to be sufficient to ensure stability when taking off or landing. The tail skid was a steel spring that served to brake the aircraft when it landed.
  While the Nieuport 11 was in many ways a modern lightweight fighter, its armament was clearly obsolescent. Because the French did not possess an adequate synchronization system, a single Hotchkiss or Lewis machine gun was fixed to the top wing along the centerline and fired above the arc of the propeller. The gun was fitted with a circular ammunition drum containing 97 cartridges and was mounted on a hinged platform so the pilot could tip it backward to replace the cartridges. Some aircraft were fitted with twin Lewis machine guns (one of these machines was used by the Belgian ace Jan Olieslagers). The pilots of the Nieuport 11 were also issued a Mauser pistol.
  The engine was either a 50-, 60-, or 80-hp Gnome or Le Rhone 9C rotary. They endowed the aircraft with an impressive performance, but the aircraft was quite dangerous in a lateral skid. Many pilots who had been trained at the Aviation Militaire schools with the stable Caudron G.3 and Bleriot 11 would find the Nieuport 11 an unforgiving aircraft to fly and accidents were frequent. The lower wing tended to fracture under stress, which resulted in many fatalities.
  The name Bebe may have arisen from the Nieuport 11's SFA designation as a Class B (light fighter) with a biplane (B) wing. This equaled a Type BB; hence, the Bebe name. Other sources suggest the name originated because of the Nieuport 11's small size.


Variants

  A modified Nieuport 11 had standard fuselage and tail but was fitted with a horseshoe-style cowling over the 80-hp Le Rhone 9C engine. It had a widened undercarriage track and the V-interplane struts were canted outward. Aside from a wing area of 13.00 sq. m, no dimensions are available. The type did not enter production. Some sources referred to it as a Type 18, but this designation was applied to another Nieuport design.
  On 22 February 1916 a Nieuport fighter was tested with the new 150-hp Hispano-Suiza engine by pilot Albert Eteve. The engine was a success but it was decided to use it on the new SPAD 7, and therefore the Nieuports retained their rotary engines. (It is possible the aircraft was actually a Nieuport 14.)

Operational Service

  The first Nieuport 11 arrived at the front on 5 January 1916. By February there were 90 in service with the Aviation Militaire. The aircraft enabled the French escadrilles to regain air superiority from the German units flying the Fokker E.III. While it was a difficult and even potentially dangerous aircraft to fly, the Nieuport 11 was an effective fighter when flown by a skilled pilot. However, aiming was difficult because the gun was situated far above the pilot's head, which required him to angle the aircraft to ensure the bullets struck their target. Still, many of France's greatest aces scored their first victories while flying these aircraft.
  However, by early 1916 the records of N 38 show that the Nieuport units were still having to use their Nieuport 10s in the fighter role as there were not enough Nieuport 11s available. For this reason Nieuport 11s were initially supplied only to the unit’s most experienced pilots, which, considering how difficult the aircraft was to fly in combat, was probably fortunate. For the Somme offensive N 38 had only five Nieuport 11s available, N 31 had three by October 1916, and N 49 had seven in late March 1916.
  The Battle of Verdun began on 21 February, 1916. Nine Nieuport 11 escadrilles were sent to that front in order to achieve local air superiority. Initially, these units (N 3, N 15, N 23, N 31, N 37, N 48, N 57, N 65, and N 69) remained under the direct control of the various Groupes d'Armee. This meant that they spent much of their time escorting reconnaissance and bomber units assigned to the same Groupe d'Armee. Also, the Nieuport units were still required to perform reconnaissance missions, drop leaflets, and drop spies behind the enemy lines. These duties were in addition to fighter patrols and attacking enemy balloons. However, the French would soon realize that it would be more effective to concentrate fighter units into a single group and use them to achieve air superiority over areas of the front. In preparation for the coming Battle of the Somme the Groupement de Combat de la Somme was formed in April 1916: N 3, N 26, N 37, N 62, N 65, N 73, and N 103 all served with this unit during its existence. The mission of this group was to inhibit German reconnaissance aircraft and balloons from detecting the French movement of troops and supplies to the front before the battle began in late June.
  By mid-1916 the Nieuport 11s were being replaced by the more powerful Nieuport 16s. It appears that by late 1916 most Nieuport 11s had been withdrawn from front-line service, although many escadrilles retained some on strength. In the field some Nieuport 11s were fitted with 110-hp Le Rhone engines, and some sources indicate that these re-engined aircraft were designated Nieuport 11 Cs. N 38's records show that the escadrille's mechanics were cited in the orders of the escadrille for replacing all the 80-hp Le Rhones in the unit's Nieuport 11s with the new 110-hp Le Rhones. As new airplanes arrived with a unit, the older types were usually retained in service. The heterogeneous nature of the fighter escadrille's equipment can be illustrated by the aircraft roster of N 49. In late March 1916 the escadrille had seven Nieuport 11s, five Nieuport 12s, one Nieuport 10, and one SPAD A.2 on strength. Two months later there were five Nieuport 11s, six Nieuport 12s, and one Nieuport 16.
  Alter their retirement from service with the front-line units, the Nieuport 11s were assigned to the training units. In the 1916-17 curriculum a pilot would progress from the M.F.11 to the Voisin 3, to the Caudron G.3, and, finally to the Nieuport 11.
  The Nieuport 11 had given France its first modem fighter and enabled the Aviation Militaire to gain ascendancy over the Fokker E.lll. At Verdun and the Somme it was the Nieuport 11s that permitted the French air service to control the skies over the battlefield.


Foreign Service

Belgium
  The Belgian air service had discovered that the Nieuport 10s were unsatisfactory in the fighter role and they were replaced in 1916 with Nieuport 11s. It appears that Nieuport 11s were assigned to the reconnaissance units (1st, 5th, and 6th Escadrilles) to supply fighter escort for the slower army cooperation aircraft. In September 1916 the 5th Escadrille became a dedicated fighter unit and was assigned to provide escort for the reconnaissance aircraft of the 1st Escadrille.

Czechoslovakia
  When the Czechoslovakian air service was formed in 1919 it incorporated a number of Russian aircraft. A small number of Nieuport 11s were among these Russian machines and these were employed operationally.

Italy
  Italy used large numbers of Nieuport 11s to supplement and later replace the Nieuport 10s. The Macchi-Nieuport firm built the type under license and 450 were built by that firm as well as an additional 93 (out ol 200 originally ordered) by the Officine Elettro-Ferroviarie in Milano.
  The Nieuport 11s began to appear in Italian fighter units during 1916 and 70 Squadriglia, based at Santa Caterina, was probably the first squadron to receive them. The unit subsequently moved to Udine, where the supreme command was located. While based in this area 70a Squadriglia flew offensive patrols along the front lines. By the end of 1916 most of the 56 enemy airplanes destroyed by Italian fighters had been dispatched by Nieuport 11s. At this time the main complaint about the Nieuport 11 concerned the Lewis gun, which was difficult to reload in flight, and the Nieuport 11s could only carry a small number of additional rounds. By late 1916 some of the Italian Nieuport 11s were fitted with the Le Prieur rocket system for use against enemy balloons.
  There were four squadriglias using Nieuport 11s during 1916. These were organized as:
   Supreme Command - 70a Squadriglia at Santa Canterina;
   9th Gruppo (1st Armata) - 71a and 75a Squadriglias; and
   2nd Gruppo (2nd Armata) - 76a Squadriglia.
  By early 1917 the following units were equipped with Nieuport 11s:
   1 Gruppo (3rd Armata ) - 77a and 80 Squadriglias.
   2nd Gruppo (2nd Armata, 4th Armata) - 76a and 81a Squadriglias.
   7th Gruppo (6th Armata, 1st Armata) - 79a Squadriglia.
   9th Gruppo (1st Armata) - 71a, 75a, and 78a Squadriglias.
   10th Gruppo (Supreme Command) - 70a and 82a Squadriglias.
  Independent units: Sezione (section) 83a Squadriglia at Kremain (Macedonia), 85a Squadriglia at Piskupi (Albania), and the Sezione Nieuport at Belluno.
  During 1916 and early 1917 the output of Nieuports from the Macchi-Nieuport firm was between 35 and 45 a month; most of these were Nieuport 11s. However, by early 1917 the Nieuport 11s were being superseded on the production lines by the improved Nieuport 17. By October 1917 only nine squadriglias still had Nieuport 11s on strength:
   10th Gruppo (Supreme Command) - 70a, 78a, and 82a Squadriglias.
   3rd Gruppo (1st Armata) - 72a Squadriglia.
   7th Gruppo (1st Armata) - 79a Squadriglia.
   9th Gruppo (1st Armata) - 71a and 75a Squadriglias.
   2nd Gruppo (4th Armata) - 76a Squadriglia; and 85a Squadriglia at Piskupi (Albania).
  Only six squadriglias were still using Nieuport 11s at the end of 1917:
   3rd Gruppo (1st Armata) - 72a Squadriglia.
   9th Gruppo (1st Armata) - 71a and 75a Squadriglias.
   10th Gruppo (1st Armata) - 82a and 91a Squadriglias.
   2nd Gruppo (4th Armata) - 76a Squadriglia; and 85a Squadriglia at Piskupi (Albania).
  The Nieuport 11 had by 1918 been eclipsed by the Nieuport 17. As these newer airplanes reached front-line units, the Nieuport 11s were reassigned to training units. By February 1918 there were only 22 Nieuport 11s still in service. The last unit to have them on strength was 85a Squadriglia in Albania which flew the Type 11 until 4 November 1918.
  
Netherlands
  On 2 February 1917 a Nieuport 11 of A-Squadron Number 1 Wing of the RNAS landed at Cadzand in the Netherlands. The Dutch authorities purchased it from the British and changed its serial from 3981 to LA 40 (the serial was subsequently changed to N 213 and then N 230). Based on their evaluation of the Nieuport 11, the Dutch ordered additional examples of the type be built by the NV Dutch Motor Car and Airplane Factory at Trompenberg. Five aircraft arrived in 1918 and these remained in service until 1925. These five Nieuport 11s were given serials N-215 through N-219. Later in 1918 an additional 20 Nieuport 11s were ordered and given serials N-230 to N-249. Apparently only an additional 12 were completed and these were accepted by October 1918. However, all 12 had been so poorly constructed that they were never flown.

Romania
  In 1916 28 Nieuport 11s were transferred from the RNAS to Romania. Eight of these were assigned to Grupul 3 as the Escadrilla Nieuport (Franco/Romana). Eventually four fighter units were equipped with Nieuport 11s:
   1st Romanian Army:
   Grupul 1 - 1st and 14th Fighter Squadrons based at Cioara.
   Grupul 2 - 3rd Fighter Squadron (based at Cioara) and the 14th Fighter Squadron.
   2nd Romanian Army:
   Grupul 1 - 1st Fighter Squadron based at Borzesti and 6th Russian Army.
   Grupul 3 - 11th Fighter Squadron based at Galati.
  The Nieuport 11s supplied air cover for Bucharest and the Russian army at Braila. By 15 December 1916 only 12 Nieuport 11s were still in service, with six undergoing repairs and an additional eight no longer serviceable. The Nieuport 11s were replaced by Nieuport 17s as 1917 progressed.

Russia
  The Imperial Russian Air Service had concluded that the Nieuport 10 was only marginally effective as a fighter and found that the Nieuport 11 was a marked improvement. The Nieuport 11s were initially imported from France but a large number were later built in Russia. An order for 200 was placed with the Dux factory. The firm introduced several modifications to the design. For example, pine was used instead of spruce, and flax was used for covering instead of silk. These changes resulted in the Dux-built Nieuport 11s being 30 kg heavier than French-built machines. Unfortunately, the Dux machines were of very poor quality. According to the commander of the Eighth Fighter Unit the Dux Nieuport 11s "...could not be assembled because the parts did not fit and ... the bolts fixing the struts with the spars broke into pieces." The Nieuport 11 was later built under license by the Mosca, Anatra, and Shchetinin factories. Seventy were built during 1916.
  As those Nieuport 11s received from France were unarmed, many pilots in front-line squadrons had to supply their own armament in the form of pistols or rifles. However, V.V. Jordan designed a machine gun mount that permitted a weapon to be carried. Although the gun had to be angled so that it fired over the propeller, the mount enabled it to be swiveled vertically.
  On 1 March 1917 the disposition of the 37 Nieuport 11s at the front was as follows: northern front (10), western front (5), southwestern front (16), Romanian front (5), the Caucasus front (1).
  In April 1917 there were 70 Nieuport 11s in service. By June 1917 48 Nieuport 11s were in service with squadrons on the northern front (12), western front (4), southwestern/Romanian fronts (25), Caucasus front (7).
  Although the Nieuport 11 had proved to be a significant improvement over the Nieuport 10, it was quickly replaced in Russian fighter units by the superior Nieuport 17.
  A total of 18 Nieuport 11s were in service as trainers as late as December 1921. Three were with the 2nd Military School of Pilots and the 1st Higher School of Military Pilots in June 1923. The last was struck off charge in 1924.
  
Serbia
  The Serbians received extensive support from France's Aviation Militaire and three French escadrilles equipped with Nieuport 11s were active in Serbia in 1916. These units were N 387 (a combined Franco-Serbian unit), N 391 (an all-French unit), and a Nieuport escadrille under the direct control of the Serbian high command. The latter unit was used for reconnaissance and to transport spies behind enemy lines. The Nieuport escadrilles used a combination of Nieuport 10s and 11s.
  N 387 was later assigned to the Serbian Second Army and performed reconnaissance over the right bank of the Erna River and the left bank of the Vardar River. It also provided escort for the MF 382.
  By March 1917 four Nieuport 12s and Nieuport 11s were assigned to the First Serbian Army. A section of Nieuports was also assigned to the Serbian Second Army. N 387 was now based at Vertekop and was under the direct control of the Serbian high command. By mid-1917 SPAD 7s had supplanted the Nieuports on the Serbian front.

Siam
  Siam acquired at least two Nieuport 11s postwar; they were used as trainers until 1933. Serials were 4 and 23.

Ukraine
  A single Nieuport 11 (c/n 1057) was obtained by the Ukrainian People's republic Air Force in 1918.

United Kingdom
  The Royal Naval Air Service acquired Nieuport 11s. Serials allotted included Nos.3975-3978; and Nos.3980-3994. These airplanes were assigned to No. 1 Wing at St.-Pol, and to Nos.1, 2, and 4 Wings. Nos.3975 and 3978 were eventually sent to Romania.
  It was planned to provide the RFC with six of the RNAS Nieuport 11s. These were given serial numbers A8738-8743 (corresponding with RNAS serials 3956, 3957, 3958, 3986, 8750, and 8751) but none ever served with the RFC.


Nieuport 11 Single-Seat Fighter with 80-hp Le Rhone 9C
   Span 7.520 m; length 5.50 m; height 2.40 m; wing area 13.3 sq. m
   Empty weight 320 kg; loaded weight 480 kg
   Maximum speed: 162 km/h at 2,000 m; climb to 2,000 m in 8.50 minutes; climb to 3,000 m in 15 minutes; ceiling 5,000 m; range 250 km; endurance 2.5 hours
   Armament: a single Hotchkiss or Lewis machine gun

Macchi-Nieuport 11 Single-Seat Fighter with 80-hp Le Rhone:
   Span 7.65 m; length 5.69 m; height 2.40 m; wing area 13 sq. m
   Empty weight 352 kg; loaded weight 515 kg
   Maximum speed: 155 km/h; climb to 2,000 m in 8.30 minutes; endurance 2 hours and 30 minutes
   Armament: a single Hotchkiss or Lewis machine gun
   450 were built by Macchi-Nieuport and an additional 93 by the Officine Elettro-Ferroviarie in Milano

Nieuport 11 Single-Seat Fighter with 80-hp Le Rhone 9C Built by the NV Dutch Motor Car and Airplane Factory
   Span 7.46 m; length 5.80 m; wing area 13 sq. m
   Empty weight 320 kg; loaded weight 480 kg
   Maximum speed: 155 km/h; climb to 2,000 m in 8 minutes 30 seconds; endurance 1.5 hours
   Armament: a single 7.7-mm Lewis machine gun
   17 were built

Nieuport 11 Single-Seat Fighter with 80-hp Le Rhone 9C Built in Russia by Dux, Mosca, Anatra, and Shchetinin
   Span 7.5 m; length 5.6m; wing area 13.5 sq. m
   Empty weight 350 kg; loaded weight 525 kg
   Maximum speed: 152 km/h; climb to 1,000 m in 4.0 minutes; climb to 2,000 m in 10 minutes; climb to 3,000 m in 19 minutes; climb to 4,000 m in 33 minutes; ceiling 4,500 m; endurance 2 hours.
   Armament: one machine gun on a mount designed by V.V.Iordan
   Approximately 200 were built by Dux, Mosca, Anatra, and Shchetinin



Nieuport 16

  The Nieuport 16 was virtually identical to the Nieuport 11 aside from the fact that the Type 16 used a 110-hp Le Rhone 9J engine. As 1916 progressed at least some escadrilles fitted their Nieuport 11s with the newer engines in the field. N 38's mechanics, for example, replaced the 80-hp Le Rhones on all their Nieuport 11s with the newer 110-hp Le Rhones. It is not clear if these aircraft were ever redesignated as Type 16, or if this designation was only applied to those aircraft shipped from the factory with the 110-hp engines in place. Dimensionally, the Nieuport 16 was nearly identical to the Nieuport 11. Both aircraft used the same wing, which meant that the Nieuport 16 had a higher wing loading. The fuselage remained essentially unchanged.
  The aircraft began to appear in early 1916 and production was facilitated by the fact that the Nieuport 16's construction differed so little from that of its predecessor. By mid-1916 the Nieuport 16s were supplementing the Nieuport 11s already in service. N 49, for example reported that in mid-May, it had a single Nieuport 16 on strength.
  Nieuport 16s were usually fitted with the same Lewis gun as the Nieuport 11s; these were mounted in the top wing. However, when the Alkan gun synchronization gear became available it permitted some Nieuport 16s to be fitted with a forward-firing Lewis gun mounted on the top decking of the fuselage. The Nieuport 16 could also be fitted with Le Prieur rockets for use against balloons; four of these rockets were fitted to each strut. The aircraft certainly had a better performance than the Nieuport 11; however, it was nose heavy and an engine failure would result in the machine nosing over in a crash landing. It also was sluggish during aerial maneuvers. An obvious solution to these problems was to provide increased wing area, which would make the machine less nose heavy and therefore easier to control. These modifications were applied to the next fighter that would come from the Nieuport firm - the Nieuport 17.


Operational Service

  It does not appear that the Nieuport 16s were ever used in large numbers and served only as an interim type between the Nieuport 11 and 17. N 49 had only one Nieuport 16 in May 1916 (serving with five type 11s and six type 12s). N 31 did not receive its first Nieuport 16s until October 1916. The Nieuport 16s-equipped escadrilles were active on the Somme front. The Groupement de Combat de la Somme had been formed in April to provide local air superiority over the front. The escadrilles assigned to this Group were N 3 (assigned in May 1916), N 26 (June), N 73 (July), and N 103 (June). Other units that used the type during the Battle of the Somme (24 June to 13 November, 1916) included the seven escadrilles assigned to the Groupement de Chasse Cachy; they were N 15 (10th Armee), N 23 (2nd Armee), N 37 (3rd Armee), N 62 (6th Armee), N 65, N 67, and N 69 (10th Armee). Other escadrilles using Nieuport 16s during the latter half of 1916 probably included N 12 (2nd Armee), N 23 (2nd Armee), N 31 (1st Armee), N 48 (2nd Armee), N 49 (7th Armee), N 57 (10th Armee), N 68, N 73 (7th Armee), N 75 (D.A.L.), N 77 (8th Armee), N 102 (3rd Armee, 4th Armee), N 112 (3rd Armee, 4th Armee), and N 124 (based at Luxeuil). For further details of these escadrilles see the entries under Nieuport 11 and 17.
  GC Somme was assigned to support the 6th Armee during the battle. When the Somme offensive began the group acted in the avions d'infanterie role, participating in ground attack as well as attempting to control the skies over the battlefield. When the Germans sent additional aircraft to the Somme front, the Aviation Militaire sent the seven escadrilles of Groupement Cachy to ensure continued air superiority. GC Cachy's primary mission was to provide air cover for the reconnaissance and bombing units assigned to the Somme sector.
  However, the Nieuport 16s were soon replaced by the safer and more effective Nieuport 17s. While a few escadrilles, such as N 38, continued to use Nieuport 16s until early 1917, it seems likely that by late 1916 most units had replaced their Type 16s entirely.


Foreign Service

Belgium
  Belgium purchased a single Nieuport 16. It was assigned to the 1st Escadrille at Coxyde, where it supplemented the Nieuport 11s already used by that unit.

Russia
  Russia purchased several examples of the Nieuport 16 and a few were built in Russia by the Dux plant. Examples purchased had 110-hp Le Rhone 9J engines. A single Nieuport 16 with an 80-hp Le Rhone was used as a trainer.

United Kingdom
  The RNAS purchased several Nieuport 16s in early 1916 and assigned them to the naval base at Dunkerque. These aircraft were allocated serials 9154 through 9200. However, because of the RFC's desperate need for fighters, these airplanes were transferred directly to the RFC.
  Their RFC serials were A 116-A 118, A 121, A 125-126, A 130-131, A 133-136, A 164-165, A 184, A 187, A 208, A 210-214, A216, and A 223-225. The Nieuport 16s were considered to be far superior to the D.H.2 fighters then in service, and Nieuport 16s were assigned to Nos.1, 3, 11, 29, 60, and 64 Squadrons. Armament of the British Nieuport 16s consisted of a Lewis machine gun on a flexible mount; some Nieuport 16s were equipped with the Alkan synchronization system. The Nieuport 16s were soon replaced by Nieuport 17s. The last example to be retired was probably A 131 of No.29 Squadron, withdrawn in April 1917. Many Nieuport 16s were subsequently sent to the Scout School at No. 1 Aircraft Depot at St.-Omer.


Nieuport 16 Single-Seat Fighter with I10-hp Le Rhone 9J
Span 7.52 m; length 5.64 m; height 2.40 m; wing area 13.30 sq. m Empty weight 375 kg; loaded weight 550 kg
Maximum speed: 165 km/h at sea level; 156 km/h at 2,000 m; climb to 2,000 m in 5 minutes 50 seconds; climb to 3,000 m in 10 minutes 10 seconds; ceiling 4,800 m; endurance 2 hours
Armament: one (sometimes synchronized) 0.303 Lewis machine gun; up to eight Le Prieur rockets
Nieuport 16 Single-Seat Fighter with 110-hp Le Rhone 9J Built by Dux
Span 8.02 m; length 5.8 m; wing area 14.7 sq. m
Empty weight 375kg; loaded weight 535 kg
Maximum speed: 173 km/h; climb to 1,000 m in 2.8 minutes; climb to 2,000 m in 6.4 minutes; climb to 3,000 m in 10 minutes; climb to 4,000 m in 16.5 minutes; climb to 5,000 m in 25 minutes; ceiling 6,300 m; endurance 2 hours
Armament: one (sometimes synchronized) 0.303 Lewis machine gun

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

NIEUPORT 11 France

   One of the outstanding landmarks in the history of fighter evolution, the Nie 11, promptly christened the Bebe by its pilots, was a scaled-down refinement of the Nie 10. The first operational Nie 11 was delivered to the Aviation Militaire on 5 January 1916, and within a month there were 90 at the Front. Relatively fast and highly manoeuvrable, the Nie 11 soon outfought and contained the Fokker monoplanes. Armed with an overwing Hotchkiss or Lewis machine gun and powered by an 80 hp Le Rhone rotary, it was supplied to the Royal Naval Air Service in some numbers and was licence-built by Dux in Russia and by Nieuport-Macchi and Elettro-Ferroviarie in Italy. The former Italian company built 450 and the latter 93. Twenty were also built in the Netherlands. In addition to the gun, some Nie 11s carried eight Le Prieur rockets attached to the interplane struts. Although the Nie 11 was referred to as a sesquiplane, its lower wing had exactly half the area of the upper wing. Its main weakness was in the lower wing, which tended to twist and break under stress.

Max speed, 104 mph (167 km/h) at sea level.
Time to 9,840 ft (3 000 m), 15 min.
Empty weight, 705 lb (320 kg).
Loaded weight, 1,058 lb (480 kg).
Span, 24 ft 8 in (7,52 m).
Length, 18 ft 6 in (5,64 m).
Height, 7 ft 10 1/2 in (2,40 m).
Wing area, 143.16 sq ft (13,30 m2).


NIEUPORT 16 France

   Fundamentally the Nie 11 adapted to take the more powerful Le Rhone 9J rotary engine of 110 hp, the Nie 16 was faster, but, retaining the wing area of its predecessor, its higher wing loading adversely affected its handling characteristics and it was nose heavy. The standard overwing Lewis gun remained the normal armament, but some Nie 16s had the gun mounted on the forward decking and synchronised by the Alkan mechanism to fire through the propeller. Additionally, eight Le Prieur rockets could be carried on the interplane struts. The Nie 16 began to appear in the early spring of 1916, supplementing and then replacing the Nie 10s and 11s. It was ordered by the RNAS, which transferred 17 of the Nie 16s to the RFC from 18 March 1916, the latter subsequently ordering more and taking at least 28 into its inventory. Small numbers were delivered to Belgium and it was licence-built by Dux in Russia. Its service life was comparatively brief as it was soon succeeded by the superior Nie 17.

Max speed, 103 mph (165 km/h) at sea level.
Time to 9,840 ft (3 000 m), 10.16 min.
Empty weight, 827 lb (375 kg).
Loaded weight, 1,213 lb (550 kg).
Span, 24 ft 8 in (7,52 m).
Length, 18 ft 6 in (5,64 m).
Height, 7 ft 10 1/2 in (2,40 m).
Wing area, 143.16 sq ft (13,30 m2).


NIEUPORT 18 France

   Despite being assigned an official SFA designation, the Nie 18 single-seat fighter sesquiplane powered by an 80 hp Le Rhone 9C rotary apparently failed to attain service status and little is recorded of this type. Its external appearance suggested that it was a derivative of the Nie 11, the fuselage and tail assembly of the earlier type being mated with a wider-track undercarriage and a wing cellule with revised bracing geometry, the V-type interplane struts having a pronounced outward rake. A contemporary manual quoted the wing area of the Nie 18 as 13,00 m2 (139.9 sq ft) which was possibly a rounded figure.

O.Thetford British Naval Aircraft since 1912 (Putnam)

NIEUPORT 11 SCOUT

   The Nieuport 17bis Scouts were preceded in RNAS service by the Nieuport 11 (sometimes known as the Bebe), a slightly smaller machine with a lower-powered (80 hp Le Rhone) engine. Nieuport 11s entered service early in 1916 and took part in some historic operations with the RNAS NO.1 Wing at Dunkirk and NO.2 Wing in the Aegean theatre. They also equipped one flight of the famous 'Naval Eight' Squadron for a few months in 1916, flying alongside Sopwith Pups. RNAS serial numbers were 3974-3994. Maximum speed, 97 mph at sea level. Climb, 5 min to 3,280 ft, 18 min to 9,800 ft. Service ceiling, 18,000 ft. Span, 24 ft 9 in. Length, 18 ft 8 in.

H.Nowarra, G.Duval Russian Civil and Military Aircraft 1884-1969

Problems concerning aircraft armament were not confined to enemy types, however, for the first examples of the Nieuport 11 ‘Bebe’ arrived in Russia without guns. As the Russians did not possess, or could not obtain aircooled machine-guns at the time, to arm the Nieuports, a solution had to be found. Some pilots bowed to the inevitable, and took their machines into the air with a carbine or pistol in the cockpit, but not Cavalry Captain A. A. Kazakov, Russia’s leading ace, whose personal ‘Bebe’ was specially modified after the failure of attempts to obtain one of the highly-prized and very rare Lewis guns from the ‘Ilya Muromets’ Squadron. An engineer named V. V. Jordan, fellow-student of Sikorski at Kiev, and now on the staff of Russo-Baltic, heard of Kazakov’s plea and undertook to fit the ‘Bebe’ with a water-cooled Maxim machinegun. A triangular piece of the upper wing leading edge was cut out and the gun installed in the fuselage, between engine and cockpit, angled upwards so that the line of fire cleared the propeller. To use this weapon, Kazakov had to attack from below, without direct aim at his target. The fact that he added to his considerable number of victories - officially 17, but unofficially double that figure - while using the Maxim gives further indication of his ability.

E.Hauke, W.Schroeder, B.Totschinger Die Flugzeuge der k.u.k. Luftfahrtruppe und Seeflieger 1914-1918

00. Versuchs- und Beuteflugzeuge (Опытные и трофейные самолеты)
00.24 Nieuport 11 (russisch) Rh 80
00.27 Nieuport 11 Ni 1615 (italienisch) Rh 110

J.Davilla Italian Aviation in the First World War. Vol.3: Aircraft M-W (A Centennial Perspective on Great War Airplanes 75)

Nieuport 11

  Italy used large numbers of Nieuport 11s to supplement and later replace the Nieuport 10s. The Macchi-Nieuport firm built the type under license and 450 were built by that firm as well as an additional 93 (out of 200 originally ordered) by the Officine Elettro-Ferroviarie in Milano.
  The Nieuport 11s began to appear in Italian fighter units during 1916 and 70a Squadriglia, based at Santa Caterina, was probably the first unit to receive them. The unit subsequently moved to Udine, where the Comando supremo was located. While based in this area 70a Squadriglia flew offensive patrols along the front lines. By the end of 1916 most of the 56 enemy airplanes destroyed by Italian fighters had been dispatched by Nieuport 11s. At this time the main complaint about the Nieuport 11 concerned the Lewis gun, which was difficult to reload in flight, and the Nieuport 11s could only carry a small number of additional rounds. By late 1916 some of the Italian Nieuport 11s were fitted with the Le Prieur rocket system for use against enemy balloons.
  There were four Squadriglias using Nieuport 11s during 1916. These were organized as:
  Comando Supremo
   70a Squadriglia at Santa Canterina
   IX Gruppo (1st Armata) - 71a and 75a Squadriglias;
   II Gruppo (2nd Armata) - 76a Squadriglia.

  By early 1917 the following units were equipped with Nieuport 11s:
  I Gruppo (3rd Armata ) - 77a and 80a Squadriglias.
  II Gruppo (2nd Armata, 4th Armata) - 76a and 81a Squadriglias.
  VII Gruppo (6th Armata, 1st Armata) - 79a Squadriglia.
  IX Gruppo (1st Armata) - 71a, 75a, and 78a Squadriglias.
  X Gruppo (Comando supremo) - 70a and 82a Squadriglias.
  Independent units:
   83a Squadriglia at Kremain (Macedonia)
   85a Squadriglia at Piskupi (Albania) Sezione Nieuport at Belluno.

  During 1916 and early 1917 the output of Nieuports from the Macchi-Nieuport firm was between 35 and 45 a month; most of these were Nieuport 11s. However, by early 1917 the Nieuport Ils were being superseded on the production lines by the improved Nieuport 17. By October 1917 only nine Squadriglias still had Nieuport Ils on strength:
  II Gruppo (4a Armata) - 76a Squadriglia
  III Gruppo (1a Armata) - 72a Squadriglia.
  VII Gruppo (1a Armata) - 79a Squadriglia.
  IX Gruppo (1a Armata) - 71a and 75a Squadriglias
  X Gruppo (Comando supremo) - 70a, 78a, and 82a Squadriglias
  85a Squadriglia at Piskupi (Albania).

Only six squadriglias were still using Nieuport 11s at the end of 1917:
  II Gruppo (4a Armata) - 76a Squadriglia Ill Gruppo (1a Armata) - 72a Squadriglia.
  IX Gruppo (1a Armata) - 71a and 75a Squadriglias.
  X Gruppo (1st Armata) - 82a and 91a Squadriglias.
  85a Squadriglia at Piskupi (Albania).

  The Nieuport 11 had by 1918 been eclipsed by the Nieuport 17. As these newer airplanes reached front-line units, the Nieuport 11s were reassigned to training units. By February 1918 there were only 22 Nieuport 11s still in service. The last unit to have them on strength was 85a Squadriglia in Albania which flew them until 4 November 1918.


Nieuport-Macchi 11 Single-Seat Fighter with One 80-hp Le Rhone Engine
  Wingspan 7.40 m; length 5.57 m; height 2.45 m; wing area 13 sq m
  Empty weight 3540 kg; loaded weight 500 kg
  Maximum speed 144 km/h; ceiling 4,800 m; endurance 2 hours 30 minutes, range 350 km