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

"Ньюпор-IV" ( "Ньюпор с ложкой"). Этот самолет был одним из популярных начиная с 1912 г., несмотря на то, что он не имел определенного военного назначения, редко нес стрелковое вооружение и имел несколько необычное управление. В военных действиях он применялся лишь как разведчик до 1916 г.; потом до 20-х годов самолет служил как учебный. Схема "Ньюпора-IV" - расчалочный среднеплан, одноместный, но с возможностью посадки второго человека непосредственно за спиной летчика ("в затылок"). Оба сиденья расположены были на бензобаке. Своеобразным было рессорное шасси, снабженное впереди противокапотажной "ложкой" под винтом.

   Управление самолетом было необычным и больше нигде не встречалось. Перекашиванне крыльев, заменявшее действие элеронов, производилось ногами; повороты - отклонением ручки в сторону, управление рулем высоты - той же ручкой. В 1911 г. такая система управления получила признание ввиду большого распространения "Ньюпоров". Была даже мысль ввести такую схему управления на всех самолетах, но позднее, когда элероны повсеместно вытеснили перекашивание, она потеряла свое значение.

   Первые экземпляры самолетов "Ньюпор- IV" с двигателем "Гном" в 50 л. с. появились во Франции в конце 1911 г. и прибыли в Россию в 1912 г. Здесь они строились и совершенствовались. Всего было выпущено около 300 экземпляров. Были следующие его модификации.

   "Ньюпор-IVГ" с двигателем "Гном" в 50 л. с. Самолет имел несколько иные очертания. В сложенном виде его габаритные размеры 7,1х1,8х2,8 м. Был в нескольких экземплярах. Отмечены случаи постановки на "Ньюпор-IV" двигателей РЕП в 50 л. с., "Гном" в 60 л. с. и "Кавалькини" в 60 л. с.

   "Ньюпор-IV-Эспанэ"- двухместный самолет французской постройки, отличался тем, что его крылья обычной для "Ньюпора-IV" формы в плане, имели S-образный профиль и более редкий набор нервюр (на две меньше в каждом крыле), благодаря чему их перекашивание требовало меньших усилий 1. В 1915 г. строилось 80 таких самолетов на заводе Щетинина и, кроме того, 50 пар крыльев было изготовлено заводом Анатра в 1915-1916 г.г, возможно, для замены крыльев обычного типа на других "Ньюпорах-IV". Обычно ставился двигатель "Гном" в 50 л. с., но в одном случае был установлен тот же двигатель в 80 л. с.

   "Ньюпор-IV" завода "Дукс" (Моноплан "Дукс") 1912 г. Этот вариант с двигателем "Гном" в 70 л. с. был построен специально для конкурса военных аэропланов 1912 г. Максимальная скорость, показанная на конкурсе, была 104,2 км/ч, минимальная 89,5 км/ч, разбег 95 м., пробег 77 м. Самолет занял третье место. В серии не строился, так как был принят указанный ниже типовой французский образец.

   "Ньюпор-IV" с двигателем "Гном" в 70 л.с. (Моноплан "Дукс") стал основным, строившимся серийно на заводах "Дукс" и Щетинина. На таком самолете П. Н. Нестеров выполнил 27 августа 1913 г. первую в мире мертвую петлю ("петлю Нестерова"). После П. Н. Нестерова на нем петель не делали. Применялся как военный в 1912-1915 гг. и использовался в учебных целях до 1925 г. На нем совершили перелеты Нестеров, Дыбовский, Андреади и другие летчики.

   На нескольких самолетах завода "Дукс" был установлен двигатель "Гном-Моносупап" в 100 л. с.

   "Ньюпор-IV" с двигателем "Гном" в 80 л. с. или "Клерже" в 80 л. с. - самолет "увеличенного типа завода "Дукс" 1914 г. Несмотря на большую мощность и увеличенный размах крыльев, этот вариант получился не лучше, чем с двигателем "Гном" в 70 л. с. Строился также на заводе Щетинина.

   Кроме этих модификаций было еще четыре более радикальных, сделанных русскими конструкторами, в одном экземпляре каждая. На всех стоял двигатель "Гном" в 70 л. с. Это были "Ньюпор-IV" П. Н. Нестерова (1913 г.), В. В. Дыбовского (1913 г.), В. А. Слесарева (1914 г.) и В. В. Слюсаренко (1916 г.). В 1920 г. была еще одна аналогичная модификация, выполненная на заводе в Симферополе конструкторами А. А. Крыловым и Д. Д. Федоровым. В двух последних самолетах были сделаны элероны, ручка управления ими и педаль. Все самолеты хорошо летали.


Самолет||/////
Год выпуска||1911/1912/1912/1912/1912/1912
Двигатель, марка||/////
   мощность, л.с.||50/50/50/70/70/80
Длина самолета, м||7,5/7,5/7,5/8/7,8/7,8
Размах крыла, м||11,5/11/10,7/12,3/12/12,3
Площадь крыла, м2||23,5/23,5/22/22,5/23,5/23
Масса пустого, кг||325/325/320/422/420/145
Масса топлива+ масла, кг||100+20/23+17/23+17/64+26/64+26/96+36
Масса полной нагрузки, кг||275/200/200/238/240/275
Полетная масса, кг||600/525/520/660/660/720
Удельная нагрузка на крыло, кг/м2||25,6/22,3/23,6/29,3/28,1/31,3
Удельная нагрузка на мощность, кг/лс||12/10,5/10,4/9,4/9,4/9
Весовая отдача,%||40/38/38/36/36/38
Скорость максимальная у земли, км/ч||90/95/105/104/110/110
Время набора высоты 1000 м, мин||20/17/16/15/15/12
Время набора высоты 2000 м, мин||?/?/?/?/?/40
Потолок практический, м||2000/2000/2000/2000/2000/2300
Продолжительность полета, ч.||6/2/2/3/3/2,6

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

Societe Anonyme des Etablissements Nieuport

<...>
  Nieuport's most successful aircraft was the Type 4G. Powered by a 50 hp Gnome rotary engine, a Type 4N placed first in the Gordon Bennett Trophy Race in July 1911; Charles Nieport, flying a similar machine, placed third. The Type 4 was used by ten countries and was built under license in Russia.
  Charles Nieport died in a plane crash in January 1913. The company continued to prosper, however, with Gustave Delage serving as chief engineer. The Nieuport 6 seaplane and the Nieuport 10 reconnaissance plane were both produced in 1914 and saw active service during the first year of the war.

Prewar Nieuport Aircraft
<...>
   7. Nieuport 4G - single-seater with 50-hp Gnome engine.
   8. Nieuport 5 - unknown.
<...>



Nieuport 4M and 6M

  The Nieuport 6M was the first Nieuport design to see combat; it was, in fact, one of the first aircraft in history to fly wartime reconnaissance missions. Nieport designed the Nieuport 4M for the military contours of 1911. The aircraft was derived from the Nieuport 2 series but had a 100-hp Gnome engine and a larger wing span. These changes permitted a crew of three to be carried. A version of the type 4 was produced with floats and crew of one or two. The 1911 concours specified the following criteria:
   1. The entire aircraft, including the engine, had to be made in France.
   2. The aircraft was to carry a crew of three and a payload ol 300 kg over a 300-km distance at a speed of 60 km/h.
   3. It had to be capable of taking off from and landing on a variety of airfields.
   4. It had to be easily disassembled and reassembled to permit transport by road.
   5. Dual controls for pilot and observer were strongly recommended.
  The aircraft were required to make three flights from a series of airfields chosen by the organizers of the concours. They were to climb to 500 meters in less than 15 minutes.
  Despite these challenging goals, the Nieuport 4M was able to finish first in the competition with a top speed of 116 km/h, well ahead of its nearest competitor. The Nieuport was also far more expensive than its nearest competitor (a Breguet design). The Nieuport cost a steep 780,000 F, more than twice as much as Breguet's aircraft. This amount included the cost of the prototype (100,000 F), ten examples of the Nieuport 4M (40,000 F each), and a bonus of 280,000 F for having a top speed that was 6 km/h above the 60 km/h specified for the concours. The military agreed to these prices and ten Nieuport 6Ms (the designation for military Nieuport 4Ms) were ordered.
  Nieuport 6Ms used as trainers were sometimes fitted with a skid attached to the landing gear to prevent nosing over. Wing warping was controlled by foot pedals, and turning was accomplished by a handle mounted on the side of the cockpit which controlled the elevators and rudder.
  The aircraft purchased were formed into a single escadrille, designated N 12. This unit was formed in 1912 at Reims. Initially, the unit's Nieuports had 50-hp Gnome engines, but these were gradually replaced by 80-hp Gnomes. Under the command of Capitaine Aubry, the unit moved to Stenay on 8 August 1914. N 12, with four other escadrilles, was placed under the command of the 5th Armee. For the first few days of the war the aircraft of N 12 carried out routine reconnaissance missions with the observer taking notes on what was seen (no photographic equipment was carried). The aircraft did not usually fly below 1,000 meters because they were vulnerable to ground fire (which was often effective up to 1,500 meters). Reconnaissance missions were usually confined to the enemy's front lines, although on occasion the aircraft of N 12 flew as far as 50 km behind them. N 12 participated in the Battle of Guise on 29 August and the Battle of the Aisne on 15 September, flying missions over Craonne and Brimont. By 28 February 1915 the unit was based at Chalons-sur-Vesles. In combats with German aircraft victories were claimed by pilots Pelletier-Doisy, Navarre, Chambe, and Robere. The GQG had by now concluded that the Nieuport 6Ms were as unsatisfactory as the other monoplanes then in service. It was felt that the shoulder-mounted wings of most monoplanes severely restricted the observer's view of the ground. Furthermore, the climb rate and payload of the monoplanes then in service were unsatisfactory. N 12 re-equipped with Morane Saulnier L parasol monoplanes and N 12 was re-designated MS 12. The Nieuport 6Ms were subsequently sent to training units.


Foreign Service

Argentina
  Argentina purchased a Nieuport 2G and a Nieuport 4G (dubbed La Argentina) in 1912. Both aircraft served with the Escuela de Aviacion Militar.

Greece
  A Nieuport 4G owned by E. Argyropoulos and christened Alkyon was the first airplane flown in Greece. It first flew on 2 August 1912 and was subsequently assigned to the 1st Flying Squadron at Larissa during the First Balkan War. It is believed to have been destroyed in 1912.

Italy
  Italy had purchased several Nieuports based on the Type 4; these aircraft were designated Type 6Ms. Italy had acquired its first examples in 1911 for use with the Expeditionary Corps in Libya. They were assigned to the 1st Flottiglia Aeroplani (Tripoli) and flew some of the first reconnaissance and bombing missions in history. The Italians were impressed enough with the type to arrange for it to be produced under license by the Societa Nieuport-Macchi at Varese. At the beginning of the First World War the Nieuport 6Ms were assigned to the 5th, 6th, 7th, and 8th Squadriglias. However, by mid-1915 they had been replaced.

Japan
  Japan acquired a single Nieuport (probably a Type 6M) when a Japanese army officer who had been trained to fly in France purchased a machine in 1913. It was a two-seater with a 100-hp Gnome engine. In 1914 it was sent (along with four M.F.7s) to Tsingtao as part of the Provisional Air Corps Unit and flew reconnaissance missions.

Russia
  Russia acquired approximately 50 Nieuport 2s and 3s. They were used as trainers, never operationally. The Nieuport 4 was also built under license in Russia and approximately 300 were constructed. These served in the reconnaissance role as late as 1916 and were used by training units until 1920.
  There were five basic versions built in Russia:
   1. Nieuport 4G - 50-hp Gnome or R.E.P. engines, 60-hp Gnome or Kavalkin engines.
   2. Nieuport 4 Espane - 80 built by the Shchetinin plant in 1915; powered by a 50-hp Gnome engine. The wings had an S-shaped cross-section and two fewer ribs in each wing half. One aircraft had an 80-hp Gnome.
   3. Nieuport 4 "Dux" - Small numbers built in 1912 by the Dux plant; 70-hp Gnome. It was intended to compete in the 1912 military airplane competition.
   4. Nieuport 4/6M - Also built at the Shchetinin and Dux plants, this airplane was used by operational units from 1912 through 1915 and served as a trainer from 1915 to 1925. P.N. Nesterov was flying one of these aircraft when he became the first pilot to perform a loop. Engines were either a 70-hp Gnome or a 100-hp Gnome Monosoupape.
   5. Nieuport 4 "1914" - Featured a longer wing span and a more powerful 80-hp Gnome or Clerget engine. Built by the Shchetinin plant, this airplane's performance was equivalent to that of the standard Nieuport 4G.
  Finally, there were several other Nieuports which were heavily modified by their pilots. These men were N.P. Nesterov (1913), V.V. Dybovsky (1913), V.A. Slesarev (1914), V.V. Slyusarenko (1916), and A.A. Krylov/D.D. Fedorov (1920). All types used 70-hp Gnome engines. None of these airplanes was, however, selected for series production.

Siam
  Siam purchased four Nieuport 4Gs in 1914. They were based at Don Muang airfield and served as trainers.

Spain
  Spain had one Nieuport 2N and two Nieuport 2Gs in service with the flying school at Cuatro Vientos in 1912; they were in operation until 1914. In April 1913 five Nieuport 4Gs were purchased and assigned to the Escuela Nieuport de Peu, given serial numbers 4 through 8. The Nieuport 4Gs were used for training flights between Cuatro Vientos and Villalvenga. When the first operational Spanish escuadra was formed at Tetuan on 22 October 1913 it had three Nieuport 4Gs. The escuadra moved to Zezulan in May 1914. The Nieuport 4Gs remained in service until 1917.

Sweden
  Sweden purchased two Nieuport 4Gs, one in 1912 and the second in 1913. They were the first airplanes supplied to the Flygkompaniet and were assigned serials 1 and 3. Nieuport No.1 was struck off charge in April 1918 and No.3 crashed on 29 May 1916. One Nieuport (possibly a Type 3) was purchased by the Marine Flygvasende in 1913. Assigned serial N 1, it was struck off charge in 1916.

United Kingdom
  England purchased five two-seat Nieuport monoplanes beginning in 1911. However, none was operational at the beginning of the First World War.
  The RNAS had a single Nieuport 4G on strength in 1912. Assigned serial M3 (later 13), it was later sent to the CFS.


Nieuport 6M Two-Seat Reconnaissance Aircraft with 80-hp Gnome
   Span 11.00 m; length 8.4 in; height 2.6 m; wing area 21 sq. m
   Armament: none fitted
   Approximately ten built for the Aviation Militaire

Macchi-Nieuport 6M Two-Seat Reconnaissance Aircraft with 80-hp Gnome
   Span 12.27 m; length 7.70 m; height 2.62 m; wing area 26 sq. m
   Empty weight 390 kg; loaded weight 650 kg
   Maximum speed: 110 km/h; climb to 1,000 m in 12 minutes; climb to 2,000 m in 30 minutes; range 330 km
   Armament: none carried
   Approximately 56 built

Japanese Nieuport G Two-Seat Reconnaissance Aircraft with 100-hp Gnome
   Span 10.9 m; length 7.8 m; height 2.45 m; wing area 21 sq. m
   Empty weight 350 kg; loaded weight 650 kg
   Maximum speed: 110 km/h; endurance 4 hours
   Armament: none carried
   One acquired by Japan

Nieuport 4 Espane Two-Seat Reconnaissance Aircraft with a 50-hp Gnome Built in Russia by Shchetinin
   Span 10.7 m; length 7.5 m; height 2.45 m; wing area 22 sq. m
   Empty weight 320 kg; loaded weight 520 kg
   Maximum speed: 105 km/h; climb to 1,000 m in 16 minutes; ceiling 2,000 m; endurance 4 hours
   Armament: none carried
   80 built

Nieuport 4 "Dux" Two-Seat Reconnaissance Aircraft with a 70-hp Gnome Built in Russia by Dux
   Span 12.3 m; length 8.0 m; height 2.45 m; wing area 22.5 sq. m
   Empty weight 422 kg; loaded weight 660 kg
   Maximum speed: 104 km/h; climb to 1,000 m in 15 minutes; ceiling 2,000 m; endurance 3 hours
   Armament: none carried

Nieuport 4/6M Two-Seat Reconnaissance Aircraft with a 70-hp Gnome Monosoupape Built in Russia by Shchetinin and Dux
   Span 12.0 m; length 7.8 m; height 2.45 m; wing area 23.5 sq. m
   Empty weight 420 kg; loaded weight 660 kg
   Maximum speed: 110 km/h; climb to 1,000 m in 15 minutes; ceiling 2,000 m; endurance 3 hours
   Armament: none carried

Nieuport 4 "1914" Two-Seat Reconnaissance Aircraft with a 80-hp Gnome Monosoupape Built in Russia by Shchetinin
   Span 12.3 m; length 7.8 m; height 2.45 m; wing area 23 sq. m
   Empty weight 445 kg; loaded weight 720 kg
   Maximum speed: 110 km/h; climb to 1,000 m in 12 minutes; climb to 2,000 m in 40 minutes; ceiling 2,300 m; endurance 2 hours 10 minutes
   Armament: none carried

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

Jane's All The World Aircraft 1913

NIEUPORT. Etablissements Nieuport, 9 rue de Seine, Suresnes (Seine). Established 1910 by the late Edouard Nieuport. Approximate capacity of works: about 100 machines a year. Chief designer during 1911 was Pagny, who has now joined the Hanriot firm.

Model and date. II N. II G. IV G. 1912-13. IV M, 1912-13. 1913. 1913. 1913. 1913.
Monoplanes. 1912. 1912. 2-seater. 3-seater. 2-seater. 1-seater. 1-seater. Hydro 3-seater.

Length........ feet(m.) 23-2/3 (7.20) 23-2/3 (7.20) 25-2/3 (7.80) 25-2/3 (7.80) 26-1/4 (8) 21-3/4 (6.60) 23 (7) 29 (8.80)
Span ........ feet(m.) 28-1/3 (8.65) 28-1/3 (8.65) 36 (10.9) 39-1/3 (12.10) 36 (11) 28-1/3 (8.70) 27-2/3 (8.40) 40 (12.20)
Area ......sq.feet(m?.) ... ... ... ... 231 (21-1/2) 140 (13) 156 (14-1/2) 242 (22-1/2)
Weight, machine lbs. (kgs.) 529 (240) 683 (310) 771 (350) 1058 (480) 771 (350) 573 (260) 573 (260) 1230 (558)
Weight, useful lbs. (kgs.) ... ... ... ... ... ... ... ...
Motor ... ... ... h.p. 30 Nieuport Gnome Gnome Gnome Gnome 50 Gnome 30 Nieuport 100 Gnome
Speed, max. m.p.h. (km.) 75 (120) 87 (140) 72 (117) 72 (117) 69 (110) 78 (125) 69 (110) 72 (117)
Speed, min. m.p.h. (km.) ... 75 (120) 69 (110) ... ... ... ... ...
Number built during 1912... ... ... ... ... ... ... ... ...


Notes.--Early types had a Hanriot style landing carriage; the 1913 models revert to a Bleriot type. Warping wings. Fuselage entirely enclosed, rectilineal with rounded nose.

J.Forsgren Swedish Military Aircraft 1911-1926 (A Centennial Perspective on Great War Airplanes 68)

Nieuport IVG

  Built at Suresnes outside Paris, the Nieuport IVG (c/n 138) was air tested at Villacoublay on May 28, 1912. The Nieuport IVG was then shipped to Axvall, Sweden, where it was assembled on July 16. It eventually became known as M 1, ie Monoplane 1. Before actively taking part in the Army exercises, several things, such learning to operate the airplane under different conditions and devising tactics, had to be learned. However, heavy winds prevented all aerial activities until July 21, when Gosta von Porat made two flights:
  “About a week after the biplane (ie the B 1) had crashed, it was time for the debut of the monoplane. I had adjusted the wings as best as could through the Mark One Eyeball (there weren’t any other method), with the engine running like clockwork when groundrun, although not particularly fast - about 1,000 rpm instead of the desireable 1,100 a 1,200. Very early one Sunday morning, I think about 4 a.m., in calm sunny weather, I first made a so-called belly jump over the aforementioned hollow in a vain attempt to, during the few seconds the flight lasted, try to get a feel on how the airplane “layed” on the wings. After landing I turned round, took off again and flew a few turns over the plain - five maybe ten minutes - but sufficient enough to wake everyone in the neighborhood. When I landed, lots of people were swarming around the barracks and living quarters - with most having rushed out into the night in their pajamas. When I jumped out of the machine, I was treated to a round of applause, one of the very few I’ve received in my life!”
  Daily flights were made until August 8, when bad weather once again grounded the Nieuport. Flights resumed the following day, with a new fuel pump being fitted. On August 28-29, the Gnome engine was dismantled and cleaned.
  Although a few problems had been experienced the engine, the Nieuport IVG showed itself to be a capable airplane. A few passenger flights were made, the first with Allan Jungner July 27, with another flight lasting 51 minutes.
  On September 30, the engine lost rpm during take-off, resulting in a damaged landing skid.
  The first "proper” reconnaissance flight took place on October 3,1912. In poor weather, von Porat and the observer Beck-Friis attempted to spot the ’enemy’ forces. Spotting a field through the low clouds, von Porat chose to land. The Nieuport IVG overturned on landing, and splintering the propeller and slightly damaging the engine. While von Porat inspected the airplane and Beck-Friis attempted to locate a telephone, the enemy’ forces arrived. The officer in charge declared his intention to destroy the "enemy airplane”, to which von Porat immediately replied that he had already seen to that.
  In the event, the airplane was dismantled and transported to Stockholm for storage with the regiment Ing 3, the parent unit of the flying school.
  Between July 21 and October 3, the Nieuport IVG had accumulated a total of nine hours and 54 minutes in the air during 45 flights.
  With repairs effected, the Nieuport IVG took part in the February 2 - March 12, 1913 winter exercises, held at Lidingo near Stockholm. A temporary base was set near the home of inventor Carl Richard Nyberg, who ten years earlier had constructed a half-scale steam-powered airplane named Flugan (The Fly). Flights were conducted almost on a daily basis, with both the Nieuport IVG and Breguet C.U-1 flying from the icy surface.
  When the ice began to thaw, the airplanes were dismantled, and transported to Malmen outside Linkoping. On May 19, the Royal Army Flying School was established at Malmen. A hangar was erected on May 23, with the airplane making a brief hop on the same day. Most importantly, a workshop shed was erected on May 26.
  For the next couple of weeks, the Gnome engine proved troublesome. On July 12, a test flight was conducted, with von Porat taking off for Stockholm three days later. On July 22, von Porat made a non-stop flight from Stockholm to Malmen, remaining airborne for two hours and 14 minutes. An 80 h.p. Gnome engine was subsequently fitted, substantially increasing performance. The first flight with the more powerful engine took place on July 27. While taking off from Axvall on August 28, von Porat collided with a powerline. The right wing was damaged beyond repair, but quickly replaced, with von Porat flying to Gothenburg on August 30.
  On February 2,1914, the two Nieuport IVG’s (M 1 and M 2) and the Breguet C.U-1 (B 1) were deployed to Lidingo. However, due to bad weather, very little flying took place. The three airplanes and staff were then transported by train to Ostersund for winter trials. A specially constructed ski landing gear was fitted, with the M 1 making the first flight on skis on March 23. (This was possibly the world’s first flight with a ski-equipped airplane.)
  Tests with dropping 2 kg bombs were also conducted at Ostersund, with so-called Balloon Grenades being dropped through vertical tubes. The gear, including 30 bombs, had been acquired from the Danish company Defenseur Ltd. Originally designed to be dropped from balloons, each bomb was fitted with a small parachute. Both the M I and the SAK-built M II were used during these trials. By April 8, the Farman HF 22 (B 2) had arrived at Ostersund.
  When the armed forces were mobilized on August 6, 1914, the Nieuport IVG was based at Malmen, with von Porat being its regular pilot.
  With the delivery of higher performance airplanes, the Nieuport IVG was gradually reduced to second-line duties. Nevertheless, it was not struck off charge until April 1919. The Nieuport IVG is preserved with Flygvapenmuseum.

Nieuport IVG Technical Data and Performance Characteristics
   Engine: 1 x 50 - 80 h.p. Gnome
   Length: 7,80 m
   Wingspan: 10,90 m
   Height: 2,50 m
   Wing area: n/a
   Empty weight: n/a
   Maximum weight: 450 kg
   Maximum speed: 90 km/h
   Armament: (see above)



SAK Nieuport IVG

  Formed on March 30 1913, the Svenska Aeroplankonsortiet (Swedish Airplane Consortium, SAK) was founded by Lars Fjallback, Allan Jungner, Gosta von Porat and Tord Angstrom, with funding being provided by the wholesaler Gosta Fraenkel. The intention was to construct a copy of the Nieuport IVG, which at the time was stored in Stockholm. The airplane was built in a basement in central Stockholm, being finished in September 1913. The airplane was sold to the Army for 4,300 kronor, with funds being allocated from the Bjorkqvist National Defense Fund Raising. The Nieuport IVG arrived at Axvall in mid-September, with the first flight, with von Porat at the helm, taking place on September 23.
  Although the SAK Nieuport IVG closely resembled its French-built predecessor, the former was somewhat larger, being powered by a 80 h.p. Gnome rotary engine, which required widening the fuselage. A fin was also fitted, according to von Porat: "mostly or the sake of appearance”. Designated as the M 2 (ie Monoplane No. 2, later becoming serial number 3), the SAK Nieuport IVG was used during the February-April 1914 winter exercises at Ostersund, regularly flying on skis.
  On June 16,1914, the M 2 was severely damaged in a take-off accident at Skillingaryd. Gosta von Porat: ’’Early the following morning, we were to take off and continue our flight southward. The fuel tanks of the airplane had been topped up, and the machine itself having been pulled as far as possible into a corner. As usual, I was hoping that the field would prove suitable for taking off. But, either it wasn’t, or I acted stupidly - during the take-off the opposing wooded area was coming dangerously close after I had lifted a metre or so from the ground. I then turned slightly to the left, which appeared safer, but all of a sudden, a telephone pole appeared in front of me, which I judged would be impossible to climb over. An attempt to turn failed, the left wing struck the ground and we ended up in a pile.
  The big main tank came loose, and fell on my left leg - I cannot recall if I felt any pain when the femur snapped off, but I heard the bang. Luckily, the tank did not burst, so the scrapheap did not catch fire. The accompanying observer, Lieutenant (Reserves) Allan Hygerth, suffered only slight injuries.”
  Gosta von Porat was hospitalized for nearly one year before returning to service. The airplane was rebuilt, eventually being written off in a crash on May 29,1916.

SAK Nieuport IVG Technical Data and Performance Characteristics
   Engine: 1 x 80 h.p. Gnome
   Length: 8,4 m
   Wingspan: 11,00 m
   Height: 2,30 m
   Wing area: 23,40 m2
   Empty weight: 350 kg
   Maximum weight: 450 kg
   Maximum speed: 95 km/h
   Armament: -


Preservation

Nieuport IVG

  The first Army monoplane, the Nieuport IVG, has, through a series of lucky circumstances, survived. Having been struck off charge in 1919, several contemporary documents state that: "the M 1 has now been scrapped”. It would appear the airplane was consigned to storage at Malmen, most likely due to the intervention of Gosta von Porat (the airplane’s first pilot), instead of ending up on a bonfire.
  Prior to 1923’s ILUG event, the airplane was, according to von Porat: "dug out (...) from storage, quickly refurbished, becoming an item in the display section for has beens.”
  In 1937, when von Porat was Commander of Wing F 3 at Malmen, he discovered to his joy that his old airplane still existed in very good condition. In the summer of 1945, the Nieuport IVG was displayed at an F 3 airshow, alongside an RAF Avro Lancaster and Lockheed Hudson as well as various former Luftwaffe airplanes.
  During the Flygvapnet 25th Anniversary celebrations in 1951, the airplane was put on display in central Stockholm, together with the Phonix D.III and one of the prototype SAAB 29 jet fighters. That same year, the Commander of Wing F 3, Colonel Hugo Beckhammar, allocated a storage hut for a number of old airplanes. This collection was to be the foundation for the future Flygvapenmuseum (Air Force Museum). Beckhammar was determined to save the old airplanes for posterity, despite the complete lack of support from Flygvapnet High Command, and, in particular, its Commander-in-Chief, General Bengt Nordenskiold.
  In early 1962, rumors began to spread that the Nieuport IVG was to be restored to flying condition in anticipation of the Swedish Military Aviation 50th Anniversary airshow, due to be held on September 1 and 2 at Malmen. As it turned out, the rumor was true, with the work of getting the old Nieuport back into the air being assigned to the Wing F 3 workshop.
  Work commenced in April 1962, with the whole airplane being dismantled and the fabric removed from the fuselage, wings, stabilizer, elevators and rudder. The original propeller was removed and used as a template for a new propeller. The wheels were also temporarily replaced with new units. The control system was modified, with the wing warping (no ailerons were fitted) control being moved to the control column. A temporary foot pedal for rudder control was also fitted, along with a newly manufactured propeller. These measures were, of course, made for safety reasons. (After the Nieuport’s airshow appearance, the original control system was reinstalled, as was the original propeller.) The 50 h.p. Gnome engine was overhauled and installed in the uncovered fuselage. The engine was ground run for about two hours.
  As for who would receive the honor of flying the Nieuport, Fritz Crona, then Commander of Flight Operations at Wing F 3, pulled rank. He, and no-one else, was going to fly this airplane. Crona had lengthy discussions with Gosta von Porat, who had flown the Nieuport IVG back in 1912, about the flight and handling qualities (or lack thereof) of the airplane.
  After making a series of hops, Crona made the first lengthy flight in the Nieuport: ”(It is) a brilliant day with even and moderate winds, when the airplane is let loose by the ’mech(anic)s’, with the engine being well adjusted to maximum revs. The pulse of the pilot is most likely also at maximum revs. The airplane climbs elegantly to an altitude of about 40 metres. The revs drops somewhat. Certain lack of roll control appear to point to too low speed. Push the stick forward. Adjust throttle and fuel mixture levers. The revs increase somewhat. The airplane maintains altitude. The runway threshold is getting closer... and passed - that’s a lost opportunity! We have to get higher up. Adjusting the engine again - same revs. Perhaps we’ve climbed a few metres. If I turn, we might lose altitude. It would perhaps be best to land straight ahead on one of the fields. A few people alongside a tractor are waving at my contraption.
  That field seems suitable. No, the crops are too high. If I turn back toward the field I will lose too much altitude. With a tailwind, things will happen fast. That field looks nice, I should be able to get down in one piece. The comes the forest, followed by the entire province of Smaland. That field is the last chance. Oh well, it’s time to turn. Carefully! Wonder if I’ll be able to maintain altitude? Things appear to work out rather nicely. And then, we’re on our way back to the airfield. I do believe my heart will settle back in my stomach for the time being. With the tailwind, things are proceeding fast. We’ve lost some altitude. Landing in a tailwind does not appear to be a great idea. Have to turn into the wind when we get back to the airfield. I do believe we’ve regained some altitude. Here comes the airfield. Now, a careful turn. It actually appears to be working. Nose straight into the wind, more than a kilometre of grass airfield in front of me. Things could not be better. It’s just a question of reducing altitude, cut the engine, and land. We made it, but why did we not get any higher? When inspecting the engine, it was discovered that an exhaust nozzle had got stuck in an open position. Apparently, six out of seven working cylinders provide the exact amount of power required the maintain level flight.”
  Crona subsequently made several more flights in the Nieuport IVG, accumulating two hours and 20 minutes in the (then) fifty-year old airplane. The longest flight lasted 28 minutes, with Crona reaching the respectable altitude of 600 metres. During the 50th Anniversary airshow, the Nieuport IVG only appeared on Saturday, September 1, 1962, with poor weather preventing its participation on Sunday.
  Since 1984, the unique Nieuport IVG has been on display at Flygvapenmuseum.

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

Nieuport 4G & 6M

  Italy bought its first Nieuport 4Gs in France in 1911. In August 1911 two two-seater Nieuports (with one in reserve) participated in the Monferrato maneuvers.
  Three aircraft, all with the 50-hp Gnome engines, were sent to Libya on 12 October on the Enrichetta. They were assigned to the Corpi di spezione Libya (Expeditionary Corps in Libya) where they were assigned to the la Flottiglia Aeroplani (Tripoli) (1st Airplane Flotilla (Tripoli)) where they performed excellent service.
  On 23 October Moizo made a 40-minute reconnaissance sortie along the Tripoli-Azizia road: it was the second war flight in history.
  Later it was decided to build it under license in Italy and for this purpose the Nieuport-Macchi Company was established in Varese at the end of 1912. A total of 56 were ordered, almost all built by the Nieuport-Macchi Company.
  The Nieuport, while proving to be the best aircraft of the conflict, needed more powerful engines to operate safely as a two-seater, hence the transition to Nieuport 6M (Militaire). Wolsit of Legnano and Macchi of Varese competed to produce the type under license; the rights went to Macchi which established Societa Anonima Nieuport Macchi (Nieuport Macchi Anonymous Company) on 1 May 1913. The prototypes and the 42 of the Macchi series aircraft had 80-hp Gnome rotary engines. There is no confirmation of orders for nine and six machines to Wolsit and Asteria.
  Six examples with 70-hp Gnome rotaries were imported from France in June 1912 and some probably went to the 5a Squadriglia at Torini 3 June 1913, and partly to the Tripoli squadriglia, which received a 100-hp Nieuport on November 6. The unit was disbanded soon after and returned in December.
  Nieuport-Macchi equipped four squadriglias from September 1913, each with five operational aircraft and two in reserve. These units were:
  - 5a Squadriglia from Busto Arsizio, which also supported the blue forces in that year’s cavalry maneuvers, at Taliedo,
  - 6a Squadriglia at Padua
  - 7a Squadriglia
  - 8a Squadriglia at Bologna
  Possibly also 9a Squadriglia had some at Padova.
  At the beginning of the conflict they equipped 5a, 6, 7a, and 8a Squadriglias. All these units were disbanded in mid-1915. 5a and 7a Squadriglias were reformed on Voisin 3s, 6a with M.F.11s and 8a with Nieuport 10s.
  Before the end of 1913, the Nieuport monoplane had provided a platform for some of the earliest experiments in wireless telegraphy, with Morse code signals exchanged between the aircraft and its base.

Operational Service

  Nieuport-Macchi built 56 Nieuport 10s as well as the 42 Macchi-Parasols which were indigenous derivatives of the Nieuport 6Ms (see entry under Macchi for details).
  The Nieuports were assigned to 5a, 6a, 7a, and 8a Squadriglias Despite the facility of their machines, this small cadre undertook reconnaissance, artillery spotting, and bombing missions, They even engaged in aerial combat with Austro-Hungarian aircraft.
  By the Summer of 1915, it was clear the Nieuport 4s were no longer suitable for combat, and they were withdrawn from service.

  Between 31 July and 24 September 1915 the Nieuport squadriglias were disbanded and the Nieuports sent to the scuola at Malpensa. There were four school types:
  50-hp Gnome single-seaters - eight (Alegi suggests that this may have included the three used in Libya)
  20-hp Anzani engines three examples
  25-hp Anzani engines seven examples
  30-hp Anzani engines five examples


Nieuport 6M Two-Seat Reconnaissance Aircraft with One 80-hp Gnome Engine
  Wingspan 12.27 m (8 m for the 50-hp single seaters); length 7.70 m (7 m); height 2.80 m; wing area 26 m2 (14 sq m)
  Empty weight 395 kg; total weight 650 kg; payload 260 kg
  Maximum speed 112 km/ h (65 km/h); climb to 1,000 m 12 min; climb to 2,000 in 30 minutes; ceiling 2.000 m; range 330 km
  56 built

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)
00.08 Nieuport VI M Nr. 457 (russisch) Gn 80
00.09 Nieuport VI M Nr. 383 (russisch) Gn 80
00.10 Nieuport VI M Nr. 467 (russisch) Gn 80
00.33 Nieuport VI M (russisch) Gn 80
00.34 Nieuport VI M (russisch) Gn 80
00.35 Nieuport VI M (russisch) Gn 80

Журнал Flight

Flight, October 7, 1911.

THE NIEUPORT TWO-SEATER MONOPLANE.

   IN the process of evolution of his present machine from its extremely primitive prototype, M. Edouard Nieupoit, who has for years been known to the motoring community as a manufacturer of ignition specialities, has kept the three features of simplicity, efficiency and speed as keystones of his design.
   He has been eminently successful, for the Nieuport monoplane of to-day is an embodiment of all these features in a most original design. It is in fact, perhaps, the simplest-looking aeroplane that has yet been produced.
   To illustrate its speediness, it is only necessary to recall Weymann's victory in the Gordon-Bennett race on a machine of this make. Its efficiency is vouched for by the fact that at one time a Nieuport held the speed record with a 30-h.p. twin-cylinder motor, the speed itself being higher than that made by Grahame White with a 100-h.p. monoplane at Belmont Park last year. As for its simplicity of construction, this can be gathered, in a measure, from the following description, but better still from a glance at the actual machine.
   Nieuport's study of the reduction of head resistance has contributed largely to the efficiency of his machine. The wings are double-surfaced, of a section closely analagous to that advocated by Horatio Phillips, and they taper towards the tips.
   The under surface about the entering edge has a convex curve where it passes the main spar. The trailing edge, too, is given a slightly upward turn, instead of forming a more or less tangential continuation of the cambered portion of the plane, as in the Bleriot and most other wings. The maximum camber is about 3 3/4 ins.
   It is this particular wing curve, together with the fact that the machine has little head resistance, and flies with an extremely small angle of incidence, that decide its great speed.
   Steel enters largely into the construction, the undercarriage, with its central skid and leaf-spring "axle," being made entirely of this material, while the tail members, all of which are perfectly flat, consist of steel tubular frames covered on both sides with fabric.
   The body is of wood on the ordinary square girder principle, a few struts in the fore part, however, being steel tubes similar to those used in the undercarriage. The body is unusually deep in the region of the pilot's seat, in order that his whole body may be enclosed, while its shape is such that it can cleave through the air with a minimum of resistance.
   A slight dihedral angle is given to the wings, and an interesting feature in their construction is that the I-section main spars of ash are not of even section along their entire length, but vary in thickness according to the strains imposed. Thus it has been found that the greatest strength is necessary at a point situated a few feet from the inner end of the spar, the tie wires being taken into account in this calculation. The main spars are braced well forward to the skid, and stranded-wire cables, previously subjected to a 3-ton test, are employed for this purpose. Above the planes, the tie wires are solid and, of course, much lighter, as there is not so much strain.
   On the particular machine here described, which belongs to the two-seater military type, the control is unusual, in that wing-warping is accomplished by the feet, the rudder movement as well as the action of the elevating planes being under the control of a hand-lever. This application of foot-control to the wings is not new, but is decidedly uncommon, and in the opinion of Mr. Maurice Ducrocq, the well-known aviator who represents the Nieuport machines in this country, it is, perhaps, a more natural action on the part of the pilot in an emergency. It is, of course, arranged that an upward tilt of one plane is corrected by pressure on that side of the foot-lever. Exactly how this movement is transmitted can be gathered from a reference to the accompanying sketches, wherein it will be seen that a cross-bar is permanently fixed to the upper extremity of a rock-shaft which passes diagonally through the floor of the body to the skid, terminating in a small crank to which the two sets of warping-wires are attached. The movement is thus effected in a simple manner without the use of pulleys and with the minimum amount of friction.
   The hand-lever is mounted by a swivel-joint on a short shaft that lies along the floor inside the body, having bearings in two tubular cross-members. A forward and backward movement of this lever operates the elevator through the agency of wires passing round pulleys at both ends of the short rock-shaft. A lateral motion of the lever actuates the rudder wires by means of a crank, which is really formed by an extension of the rear pulley sheave, and is, of course, fixed permanently to the rock-shaft.
   It might easily be supposed, owing to the great depth of the body and the low portion of the seats, that the pilot's view would be somewhat restricted; but in this connection it must be remembered that the pilot's seat is very little behind the leading edge of the wings, and that the machine flies with the tail unusually high.
   A 50-h.p. Gnome motor coupled to an 8 ft. 4 in. Integrale propeller is fitted, and with this power-plant the machine is capable of maintaining a speed of 63 m.p.h.


Flight, October 21, 1911.

CLAUDE GRAHAME-WHITE IN THE UNITED STATES.

To Miss B. Grahame-White, the famous aviator's sister, who has just returned from America, where she has accompanied her brother on his tour, we are indebted for the following interesting information :#
On their arrival in New York, the first four days were spent in the company of Commodore Benedict, who had invited them to join a cruising expedition on his 400-ton steam yacht. Unfortunately this pleasant interlude had to be cut short owing to the urgency of being present at the commencement of the Boston meet at Squanturn, whit her his 70-h.p. two-seater Nieuport had been shipped direct from France.
The weather during the week was so utterly impossible # there was no flying whatever for the first four days # that an extension of a further seven days was decided upon. For the reason that the arrival of Grahame-White's "Baby" biplane had been delayed by the dock strikes in Liverpool, he was unable to compete in the bomb dropping and alighting events.
However, there was not another machine that could approach his where speed and rate of ascent was concerned, so he had little difficulty in capturing those prizes. His first real flight on the Nieuport was the double trip around the Boston Light, a course for the most part above the waters of Boston Harbour. Before starting he had only made two short trips on the new machine, and so was far from being absolutely au fait with the pedal-controlled wing warping and lever-operated elevator and rudder peculiar to the Nieuport control. Probably owing to his minute attention to the new controls, and, perhaps, to the fact that in the same competition in the previous year no preliminary circuit of the aerodrome was conditioned, Grahame-White set straight off for the Light and completed two laps, each of 33 miles. He was accompanied by his engineer, Reginald Carr.
On his return to the Squanturn field, he found the alighting ground impeded by the presence of two biplanes, and to indicate the necessity of their removal he continued to circle the aerodrome, signalling the while. No one seemed to understand his signals, and he was obliged to land on unsuitable marshy ground, into which the machine promptly buried its nose, with disastrous results to the latter. In addition to this mishap, he had the misfortune of learning that, although he had made fastest time over the course, he had been disqualified for not making a preliminary circuit. Somewhat reminiscent of the Statue of Liberty trouble!
At the Boston meeting the trick "stunts" were performed by Beachey and Ely, Grahame-White leaving these items severely alone. As he wisely remarks, "It's better to be a live man than a dead hero." It is a good sign to see that the Americans are losing their desire for sensational flying, and are becoming more appreciative of that steady kind of flying work which really does further the science, for at the Nassau Boulevard meet at New York such dangerous flying was definitely forbidden.
During the meet he cabled Nieuport for speedier wings, and the latter replied in what was probably the last cablegram he ever sent, declining to make them, as their use would probably introduce some danger. Within 24 hours poor Nieuport met with his fatal accident.
Up to the present time Grahame-White has not made a feature of passenger flights, and the only flights he has yet given were to his personal friends, Mr. James Blake and Baron von Hechwaechter, and also to his engineer, Carr. As a matter of fact, the latter nearly always accompanies him, as Grahame-White finds the machine considerably steadier with two up.
The "Baby" had arrived in time for the Nassau Boulevard meeting, and it proved slightly faster than the Wrights'. This miniature biplane's quickness and latitude of control was as much admired as the Nieuport's blunt-nosed spark-like appearance and enormous speed.
Grahame-White had the misfortune to incur a second mishap while starting away to visit the scene of Sopwith's accident. The latter, accompanied by a passenger on his Wright biplane, had, while wanting to alight on the beach, misjudged his distance, with the result that he feel into the sea, happily without personal injury. As for Grahame-White, he in getting away from the aerodrome ran foul of another machine, and was obliged to make for a ditch, 10 ft. deep, at such a speed that the resultant impact did little to improve the appearance of the machine.
However, he suffered no injury beyond a bruise on the lip, for his sister had that morning sent him a thick pad to fix over the edge of the metal wind screen.


Flight, November 11, 1911.

AEROPLANES AT TRIPOLI.

   MR. QUINTO POGGIOLI, who will be remembered by our readers as having taken his pilot's certificate in England under the Royal Aero Club's regulations, sends us some interesting details of the practical work being carried out in Tripoli in connection with the Italian-Turkish War. Mr. Poggioli writes :-
   "On the 25th Oct. Capt. Piazza with his Bleriot, and Capt. Moizo on his Nieuport, observed three advancing columns of Turks and Arabs of about 6,000 men. The Italians, after receiving this information, could successfully calculate distances and arrange for their defence.
   "On the day following, the 26th Oct., the battle of Sciara-Sciat took place, resulting in the loss to the Turkish Army of 3,000 men. During the battle two aeroplanes, Lieut. Gavotti with his Etrich and Capt. Piazza, were circling the air. The flights took place above the line of fire, so as to be able to direct the firing of the big guns from the battleship 'Carlo Alberto,' and also of the mountain artillery. The aeroplanes were often shot at by the guns of the enemy, but with no result. The only difficulty they had was caused by the currents of air caused by the firing of the big guns.
   "Previously, on the 22nd Oct., Capt. Moizo when reconnoitering passed over an oasis, and, in order to observe better the movements of the enemy, descended to an altitude of about 200 metres, and in consequence the wings of his machine were pierced by bullets in six or seven places, and also a rib was broken.
   "On November 1st Lieut. Gavotti (Etrich) flew over the enemy, carrying four bombs, carried in a leather bag; the detonator he had in his pocket.
   "When above the Turkish camp, he took a bomb on his knees, prepared it and let it drop. He could observe the disastrous results. He returned and circled over the camp, until he had thrown the remaining three bombs. The length of his flight was altogether about 100 kiloms.
   "The bombs used contained picrato of potassa, type Cipelli."

   THE first official communication by one of the belligerents, in regard to the use of aeroplanes in actual warfare, has been issued by the Italian authorities, dated November 5th, from Tripoli. As a matter of historical record we reproduce the text in extenso as follows :-
   "Yesterday Captains Moizo, Piazza, and De Rada carried out an aeroplane reconnaissance, De Rada successfully trying a new Farman military biplane. Moizo, after having located the position of the enemy's battery, flew over Ain Zara, and dropped two bombs into the Arab encampment. He found that the enemy were much diminished in numbers since he saw them last time. Piazza dropped two bombs on the enemy with effect. The object of the reconnaissance was to discover the headquarters of the Arabs and Turkish troops, which is at Sok-el-Djama."


Flight, January 6, 1912.

PARIS AERO SHOW.

Nieuport.

   OCCUPYING one of the central stands in the Grand Palais were three Nieuport monoplanes, a 28-h.p. twin-cylinder school-type machine, and two 50-h,p. two-seater military machines. One of these latter was the identical machine on which the celebrated pilot Helen won the Coupe Michelin. No new features are evident in the machines on exhibition, they being similar in every respect to the models which have competed so successfully in all the contests of the past year.

Principal dimensions :-

School-type monoplane-
Length 24 ft.
Span 28 ,,
Area 176 sq.
Weight 550 lbs.
Speed 70 m.p.h.
Motor 28-h.p. Nieuport
Price L720.

Two-seater military -
Length 26 ft.
Span 36 "
Area 250 sq. ft.
Weight 700 lbs.
Speed 70 m.p.h.
Motor 50-h.p. Gnome
Price L1,040.


Flight, February 17, 1912.

242 Miles by Barrington-Kennett.

STARTING from Bulford Camp, Salisbury, on Wednesday, Lieut. Barrington-Kennett, on his Nieuport monoplane, more than doubled his previous record for the Mortimer-Singer Army prize by covering 242 miles. He was accompanied by Corporal Ridd.


Flight, March 16, 1912.

AEROPLANE UNDERCARRIAGES.
By G. DE HAVILLAND.

   Nieuport Monoplane.-As the keynote of this machine is high aerodynamic efficiency, the design of the undercarriage has naturally been governed by the same principle, therefore head resistance has been reduced to a minimum. This is accomplished by the use of oval steel struts rigidly fixed to a centre steel tube skid, while the wheels are mounted at the end of a transverse laminated spring, which is attached to the skid in a position well forward of the centre of gravity. The result is a very rigid construction, while tie wires are almost entirely dispensed with, and the various parts likely to be damaged can easily be replaced. The wheels are fairly small in diameter, and have a comparatively narrow track, and this sometimes causes the machine to cant over laterally until the wing tip comes into contact with the ground. The ends of the wings, however, are constructed to withstand these strains, and therefore, materially assist the duty of the undercarriage, without adding extra head resistance or weight. The after end of the central skid takes the place of the more usual tail skid, but carries a large proportion of the total weight. A short base of support is generally to be discouraged, as it does not make for good fore and aft stability on uneven ground, but in this case some advantage is gained by the breaking effect given by the heavily loaded skid when pulling up after landing. When starting away, the propeller thrust is sufficient to take most of the weight off the skid, so that the speed is not seriously damped. As regards simplicity and cleanness of design, the Nieuport gear is probably ahead of any other, and from this point of view will no doubt have influence on future designs. The use of the wings themselves as lateral skids may also lead to development in further simplifying the main under carriage.
   The efficiency of its primary function as a landing gear has often been doubted, but from practical results it would seem to be better than usually supposed. I have to thank Lieut. Barrington-Kennett, of the Air Battalion, R.E., for some of the notes on this machine.


Flight, October 29, 1915.

CONSTRUCTIONAL DETAILS.-VIII.

<...>
   In the double skid type of chassis illustrated in our last issue the suspension is generally fairly simple, since it is possible to sling the wheel axle by means of strands of rubber from the two skids. When a single, central skid is employed it is no longer possible to solve the problem of elastic suspension quite so simply. There are, however, two or three alternative ways of providing the necessary flexibility. One of these is to make the axle itself flexible. This is generally obtained either by building up the axle in the form of a transverse laminated steel spring which carries on its extremities the two wheels, or by mounting the wheels on two short stub axles, which are then in turn connected at their outer ends to a transverse spring mounted immediately above the axles. In one of the accompanying pages of illustrations will be found two examples of the transverse laminated spring axle. One is the French Nieuport monoplane, and the other the older type Avro biplane. These two undercarriages are similar in type, but differ somewhat in detail. The construction will, we think, be clear from the sketches without needing any explanation, except that in both cases the chassis struts are streamline steel tubes. In the Nieuport the central skid is a steel tube, whereas in the Avro this member is made of ash.
<...>