В.Кондратьев Самолеты первой мировой войны

Nieuport 12/12bis

   На базе "Ньюпора-10AR" Деляж разработал улучшенную модификацию - "Ньюпор-12", оснащенную 110-сильным мотором "Рон" 9J или "Клерже" 9Z той же мощности. На некоторые машины поздних серий ставили 130-сильные "Клерже" 9B. Самолет имел слегка увеличенные размеры, но главным внешним отличием от предшественника стали межкрыльевые стойки, установленные с "развалом" наружу. Благодаря более мощным моторам летные данные машины заметно улучшились. В задней кабине летнаба обычно устанавливался подвижный пулемет "Льюис" на простой шкворневой установке.
   В 1916 году выпускалась двухместная модификация "Ньюпор-12bis" с улучшенной аэродинамикой (круглый капот, вместо подковообразного, и более плавные переходы от капота к плоским бортам фюзеляжа, аналогичные тем, что были у "Ньюпора-17"). Основное вооружение составлял пулемет "Льюис" на турели "Этев" в задней кабине.
   "Ньюпоры-12" активно применялись французскими летчиками в качестве разведчиков и двухместных истребителей до зимы 1916-17 годов, после чего их вывели из состава фронтовых эскадрилий, разоружили и переквалифицировали в учебные машины. В этом качестве они прослужили до конца войны.
   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.

А.Шепс Самолеты Первой мировой войны. Страны Антанты

"Ньюпор-12", "Ньюпор-14" 1915 г.

   Создавая новый истребитель, фирма продолжала совершенствовать двухместный вариант разведчика. Новая машина была немногим меньше, чем "Ньюпор10", двигательная установка была аналогичной "Ньюпор-11". Конструктивных отличий практически не было. Пулемет "Льюис" на турели у наблюдателя и синхронный "Виккерс" перед кабиной пилота составляли вооружение самолета. Для обеспечения обзора пилоту верх центроплана имел прозрачную целлулоидную обшивку. В отличие от "Ньюпор-10", элероны сужались к концам крыльев, а стойки монтировались с некоторым развалом. Вариант с двигателем "Клерже" (110 л. с.) получил обозначение "Ньюпор12бис". На базе разведчика фирма выпустила учебный самолет "Ньюпор13B" с двигателем "Рон" (80 л. с.) и двойным управлением. Все эти самолеты выпускались небольшими сериями, так как основные мощности фирмы были направлены на обеспечение фронта истребителями "Ньюпор-11", а позднее - "Ньюпор-17". Для достижения лучших летных качеств самолета фирма построила на базе "Ньюпор-12" разведчик "Ньюпор-14" с рядным двигателем "Испано-Сьюиза" HS-8A (150 л. с.) или HS-8Aa (175 л. с.). Скорость возросла, но машина оказалась перетяжеленной, приобрела переднюю центровку, была строга в управлении и склонна к срыву в штопор. Распространения не получила.
  
  
   Показатель "Ньюпор-12" "Ньюпор-13В"
   1915г. 1915г.
   Размеры, м:
   длина 7,30 7,10
   размах крыльев 9,15/7,8 9,0/7,8
   высота 2,8 2,8
   Площадь крыла, м2 23,0 23,0
   Вес, кг:
   максимальный взлетный 920 880
   пустого 550 550
   Двигатель: "Клерже" "Клерже"
   мощность, л. с. 110 110
   Скорость, км/ч 146 144
   Дальность полета, км 320 300
   Время набора высоты
   2000 м., мин 19,0
   Потолок, м 4700 4300
   Экипаж, чел. 2 2
   Вооружение 2 пулемета

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

"Ньюпор-XII" - двухместный разведчик несколько больших размеров, но той же схемы. Вооружение - один неподвижный пулемет с синхронизатором и один подвижный на турели. По внешнему виду отличался от одноместных "Ньюпоров" прозрачной целлулоидной обшивкой центроплана, суженными на концах элеронами и слегка наклонными (при виде спереди) стойками коробки крыльев. Имелся в нескольких импортных экземплярах, в России не строился. Двигатель - "Клерже" в 110 л. с. Два экземпляра с двигателями "Клерже" в 130 л. с. назывались "Ньюпор-XII бис". Был еще учебный вариант под названием "Ньюпор-XIII-B" с двигателем "Рон" в 80 л. с. и двойным управлением, приобретенный в одном экземпляре. Подобный же двухместный разведчик "Ньюпор-XIV" с двигателем "Испано-Сюиза" в 150 и 175 л. с. был приобретен, но на фронте не был.


Самолет||
Год выпуска||1916
Двигатель, марка||
   мощность, л.с.||110
Длина самолета, м||7,1
Размах крыла, м||9
Площадь крыла, м2||23
Масса пустого, кг||550
Масса топлива+ масла, кг||107
Масса полной нагрузки, кг||325
Полетная масса, кг||875
Удельная нагрузка на крыло, кг/м2||38
Удельная нагрузка на мощность, кг/лс||8
Весовая отдача,%||37
Скорость максимальная у земли, км/ч||144
Время набора высоты||
   1000 м, мин||4,5
   2000 м, мин||10,5
   3000 м, мин||20
   4000 м, мин||35
Потолок практический, м||4300
Продолжительность полета, ч.||2,5

O.Thetford British Naval Aircraft since 1912 (Putnam)

Nieuport Two-Seater

   In common with the Nieuport Scout, which it closely resembled in general configuration, the Nieuport two-seater was widely used by the RNAS as well as the RFC.
   The early Nieuport 10 two-seater was followed by the larger, improved Nieuport 12. Both types were, as might be expected, of somewhat larger overall dimensions than the Scout and accommodated pilot and observer in closely-coupled cockpits, the pilot being seated immediately beneath the centre section and the observer-gunner level with the trailing edge. Some Nieuport 10s in RNAS service, however, dispensed with the rear gunner and were flown as single-seaters from the rear cockpit, a single Lewis gun being mounted above the top wing to fire above the airscrew disc, as on the normal Scouts. It was a Nieuport of this type (No.3172) that was being flown by Squadron Commander Bell Davies on 19 November 1915 when he won his Vc.
   The original batches of Nieuport two-seaters in British service were purchased from the French industry, but later the type was built in Britain. The British-built Nieuports differed from the earlier model (shown in the three-view drawing) in having a fixed fin and a fully circular cowling instead of the cutaway type. Fifty were built for the Admiralty by Beardmore in 1916, the serial numbers being 9201 to 9250. Later, some of these aircraft (Nos.9213 to 9232) were transferred to the RFC as A5183 to 5202. Altogether the RNAS received 194 Nieuport two-seaters: 72 had the 130 hp Clerget engine and the remainder the 110 hp Clerget.
   The Nieuport two-seaters did some good work with the Dunkirk Wing in combat with German aircraft along the Belgian coast. A typical engagement was that of 14 December 1915 when F/Sub-Lt C W Graham, with Sub-Lt A S Ince as observer, shot down in flames a German seaplane which was attempting to bomb an Allied merchant steamer stranded on a sandbank. The Nieuport crew were forced down in the sea, but were rescued by the mine-sweeper Balmoral.

UNITS ALLOCATED
   NO.1 Wing, RNAS, Dunkirk; No.2 Wing, RNAS, Imbros; No.3 Wing, RNAS, Dardanelles; No.5 Wing, RNAS, Petite Synthe; No.7 (Naval) Squadron, Petite Synthe; No.10 (Naval) Squadron, 5t Pol.

TECHNICAL DATA (NIEUPORT 12)
   Description: Two-seat fighting, reconnaissance and bombing aircraft. Wooden structure, fabric covered.
   Manufacturers: Soc Anonyme des Etablissements Nieuport, Issy-Ie-Moulineaux (Seine), France. Sub-contracted by Wm Beardmore & Co Ltd, Dalmuir, Dumbartonshire.
   Power Plant: One 110 hp or 130 hp Clerget.
   Dimensions: Span, 29 ft 7 1/2 in. Length, 23 ft 11 1/4 in. Height, 8 ft 9 in. Wing area, 236 1/2 sq ft.
   Weights: Empty, 1,210 lb. Loaded, 2,026 lb.
   Performance: Maximum speed, 78 mph at 5,000 ft. Climb, 14 min to 6,500 ft. . Endurance, 3 hr. Service ceiling, 13,000 ft.
   Armament: Single free-mounted Lewis gun in rear cockpit for observer or single fixed Lewis gun above top wing when flown as single-seaters.

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

NIEUPORT 12 France

A larger, more powerful derivative of the Nie 10, the Nie 12 was conceived as a two-seat reconnaissance fighter. Soon after its service debut with the Aviation Militaire it was successfully operated as an escort fighter. Powered by a 110 hp Clerget 9B rotary, the Nie 12 had an armament comprising a single machine gun on a ring mounting in the rear cockpit, this sometimes being supplemented by a forward-firing gun braced to the upper wing. Produced in considerable numbers in France for the escort role and supplied to the Imperial Russian Air Service, the Nie 12 was also licence-built in the UK by William Beardmore for the RNAS. The Beardmore-built Nie 12s featured an extended lower wing, some having full engine cowlings and fixed fin and plain rudder replacing the Nieuport balanced rudder. Forty Nie 12s were transferred to the Royal Flying Corps. In 1916, an improved two-seat fighter version, the Nie 12bis with a 130 hp Clerget 9, was introduced by the Aviation Militate. The following data relate to the 110 hp model.

Max speed, 91 mph (146 km/h) at 6,560 ft (2 000 m).
Time to 6,560 ft (2 000 m), 14.25 min.
Empty weight, 1,213 lb (550 kg).
Loaded weight, 1,874 lb (850 kg).
Span, 29 ft 6 in (9,00 m).
Length, 22 ft 11 1/2 in (7,00 m).
Height, 8 ft 10 1/4 in (2,70 m).
Wing area, 236.81 sq ft (22,00 m2).


NIEUPORT 20 France

   By mid-1916, the RFC in France possessed a small number of Nieuport two-seaters in which the 110 hp Le Rhone engine had replaced the 110 hp Clerget of the standard Nie 12. This version of the two-seat fighter was apparently built in small numbers only for the RFC with the SFA designation Nie 20. By early August 1916, 30 had been allotted to the RFC by the French authorities, the first two production aircraft being delivered on 15 September 1916. Anxiety to secure as many Nieuport single-seaters as possible led to a reduction in Nie 20 deliveries, only 21 being supplied to the RFC, with which the type saw limited operational use.

Max speed, 98 mph (157 km/h) at sea level.
Time to 6,560 ft (2 000 m), 12.05 min.
Empty weight, 999 lb (453 kg).
Loaded weight, 1,658 lb (752 kg).
Span, 29 ft 6 in (9,00 m).
Length, 22 ft 11 1/2 in (7,00 m).
Height, 8 ft 10 1/4 in (2,70 m).
Wing area, 236.8 sqft (22,00 m2).

G.Swanborough, P.Bowers United States Military Aircraft Since 1909 (Putnam)

NIEUPORT 2-SEAT TRAINERS

The Nieuport Model 10 was one of the first armed tractor two-seaters, with the gunner in the front cockpit standing up with his shoulders through a hole in the upper wing in the pre-synchronized gun days of 1914/15. The famous single-seat Model 11 “Bebe” followed and the Model 12 was a typical armed two-seater of 1915/16, with the gunner in the rear cockpit. Three trainers derived from the Model 12 were procured in quantity by the A.E.F.:- 147 model 80E-2 two-cockpit single control, 173 81D-2 two-cockpit dual control (D meant “double command”, or dual control) and 244 83E-2 with semi-dual controls in a single two-seat “Buddy” cockpit. All used the 80-h.p. Le Rhone 9-C engine.

C.Owers Beardmore Aircraft of WW1 (A Centennial Perspective on Great War Airplanes 69)

The Beardmore Nieuport 12

  The admiralty placed a contract with Beardmore for 50 Nieuport 12 two-seat sesquiplanes in 1915 (9201-9250). A sample Nieuport without engine, A8967, was sent to the factory as a pattern aircraft in lieu of complete plans. In 1916
the RFC ordered 20 Nieuports from Beardmore (A5183 - A5202). A. Dunkerfield Jones flew the first Nieuport on 10 May 1916, at the Dalmuir airfield. That year Gen Trenchard asked the RNAS for aircraft for the coming Battle of the Somme. Beardmore Nieuports were transferred direct to the RFC. (See Table of Serial numbers).
  Starting on 1 July 1916, the Admiralty agreed that, if possible, three Beardmore Nieuport 2 seater 110 Clerget machines per week, but not less than 2 per week up to a total of 20 machines be supplied to the RFC. These were included with a total of 20 Sopwith 1 1/2 Strutters and 20 Bristol Scouts. In response to a further request that spare parts for the Beardmore Nieuports be supplied with these machines, the Admiralty agreed, but indicated that there would be a delay in providing the spare landing chassis.
  The spares that accompanied the Beardmore Nieuports were:
   Spare Propellers and Packing Cases for same. 2 per machine.
   Sets of Main Planes. 1 per 5 machines.
   Landing Chassis complete with wheels. 1 per 2 machines.
   Tail units. 1 per 5 machines.
   Skid units. 1 per 5 machines.
  No.46 Squadron in France received its first Beardmore Nieuport (A3282) on 5 October 1916. This was carried out before a CFS report condemning the Beardmore Nieuport was finalized. In this report the Nieuport was said to be dangerous to fly when carrying a full reconnaissance load.
  Beardmore built Nieuport A3288 was subject of a report from the Central Flying School, Upavon in October 1916. This machine was fitted with 110-hp Clerget engine No. 344 A.G.
  Listed under instruments were the Rev counter Elliott Mk. II, pressure gauge, watch, compass, inclinometer, aneroid S&M, Airspeed Indicator, Fire extinguisher and the Nieuport “Spider” Gun Mounting.
  The machine was considered as having good features for reconnaissance but unsuitable for bomb dropping.
  The gunner’s facilities were very good upwards, only fair over the side and downwards and very good to the rear. The pilot had a fixed Vickers with Scarff timing gear.
  Lateral stability was good, but longitudinally and directionally it was unstable. It vibrated badly in the air. It was considered tiring to fly due to the cramped position of the pilot. The pilot’s view was not good on account of the high fairing round his cockpit.
  When carrying full reconnaissance load it is so heavily loaded as to be not only useless in the matter of performance, but dangerous to fly, whole in any case it is much too bad in climb and speed to be any use as a fighter.
  It was estimated that the aircraft took only 150 yards to unstick and pull up. Landing was considered very difficult in a confined space as there was not sufficient elevator control to get the tail properly down.
  Under ‘Remarks’ the pilot’s position as again criticized as being very cramped, the rudder bar being much too close. The switch was awkward to reach and would be better positioned on the instrument board. The fine adjustment was difficult to reach and operate. The throttle was placed too near the pilot. The tail plane was much too small. The machine tended to stall with the engine on and dive with the engine off.
  Owing to the very bad performance of this machine, it appears that no alterations practicable would render it fit for service overseas.
  Prior to this condemnation of the Beardmore machines, there was trouble experienced with those already delivered.
  A 25 June 1916, ‘Report on Beardmore Nieuport Machines’ from RNAS Dunkerque, lists complaints about the Beardmore Nieuport 12 fighters. These machines are, in general, very badly turned out and are not fit for service without a lot of work being put into them. In particular, the steelwork of the machine is very inferior to that of the French Nieuports. The woodwork and the fabric and method of attachment to the ribs was considered superior to the French machines.
  The fuselage and empennage were out of true. In many cases the turnbuckles were screwed home permitting no
further movement but the wires were slack. The bolts were left long and not burred, nor otherwise secured. In one case the bolt holding down the tailplane to the side of the fuselage had no nut on it. In most cases the plate fittings are not bent at the correct angle so that when any stress comes on the wire, the fitting would straighten out and the bracing becomes slacker.
  An upper plane, a top centre section and a lower plane were opened up for inspection. The bracing wires were slack. The bracket on both sides of the aileron tube had been insecurely welded and could not be relied onto take any severe stress. The extensions of the aileron cranks were of 17 gauge not 12 gauge as on the French Nieuports. On one machine the aileron jammed in the air owing to lateral weakness, gravely endangering the pilot’s life.
  It was considered that the workmanship of the steel fittings on these machines is very inferior and that the inspection is not carried out in a proper manner.
  The machines had been erected incorrectly. Machine No. 9204 was the example used. The wings were at the wrong angle of incidence, in some cases being 2° in error.
  With regard to the engine, it had been found that the Gibaut Magnetos have always proved unreliable and are most inconvenient to examine. It was suggested that they be eliminated from these aircraft. K.L.G. Plugs, type “P” are the only suitable plugs yet known for the 110 HP Clerget engine.
  The lugs on the engine cowlings had been drilled too far outboard, allowing the lower portion of the cowl to vibrate when the engine was running, causing the cowl to crack.
  It was considered that the centre section, in all cases, should be covered with transparent material. The gun mountings in the rear cockpit require some method of locking and do not work so freely and unfirmly as they should do.
  The wind screen was considered far too big as it detracts greatly from the performance of the machine.
  I Section of the Admiralty’s Air Department visited Beardmore’s works during the W/E 7 October 1916. The officer reported that the first 80 HP Sopwith machine, of which the firm has an order for 50, is now complete and going through its trials. Progress on the Nieuport Contract is extremely slow and the firms progress with regard to the construction of aircraft cannot be considered at all satisfactory. The matter was gone into with the firm, their finances looked into roughly, and it was pointed out that at their present rate of production they were losing between £2,000 and £4,000 a year on their Aviation Dept. Further, it was shown that the earning capacity per man per annum was only of the order of 50% of what is should be and is in certain other firms. The firm appeared convinced that their whole method of production wanted reorganizing and promised to go thoroughly into the matter before my next visit.
  The situation with Beardmore Nieuports led to the issuing of Technical Memorandum No. 100 - Defects in 2-seater Nieuport Aeroplanes (Beardmore & Co.)
  Tests in the air which have been made recently disclose a weakness in the method of securing the main spar of the lower plane to the base of the interplane strut in the 2-seater Nieuport machines (110 Clerget) built by Messrs. Beardmore & Co. Ltd.
  When dived fairly steeply, all the incidence at the left-hand bottom plane’s wing tip, which is 5° at this point normally, washed out and becomes a neutral incidence (0°).
  The cause of the defect is the shrinkage of the wood packing of the main spar, thus allowing the main spar to twist. This may be remedied by letting in a brass plate and fitting a cap.
  These faults were probably due to the lack of plans and trained personnel. Beardmore added a fin to their later Nieuport 12 trainers.


Delivery of Beardmore Nieuports Nos. 9201-9250 (110-hp Clerget)
Contract No, Engine
15.05.16. 1 delivered
17.07.16. 12 delivered
25.09.16. 32 delivered.
06.11.16. 41 delivered.
12.02.17. 44 delivered.
19.02.17. 45 delivered.
23.04.17. 49 delivered.
Source: Notes from TNA AIR1/152/15/119. RAF Museum J.M. Bruce Collection Box 24.


Nieuport 12 manufactured by Sir William Beardmore & Co Ltd
Contract No. Engine Serials Notes
C.P.150907/15 110-hp Clerget 9Z 9201-9250. 20 (9213-9232 were transferred to RFC(1))
87A1162 - A5183-A5202 RFC trainers.
  Notes: (1) RNAS 9214-9219 became RFC A3270-A33275; RNAS 92113 became RFC A3281 and RNAS 9220-9232 became RFC A3282-A3294.