Книги
Flying Machines
J.Davilla, A.Soltan
French Aircraft of the First World War
1108
J.Davilla, A.Soltan - French Aircraft of the First World War /Flying Machines/
Farman F.40
Foreign Service
Belgium
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The basic F.40 design was modified by the Belgian military aviation workshop under the direction of Lieutenant Georges Nelis. The changes introduced included a simplified landing gear and the shape of the nacelle was altered. The Jero firm produced six basic types:
GN 1: modified nacelle and Gnome Rhone engine.
GN 2: streamlined ("tadpole") nacelle; Gnome Rhone engine.
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Foreign Service
Belgium
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The basic F.40 design was modified by the Belgian military aviation workshop under the direction of Lieutenant Georges Nelis. The changes introduced included a simplified landing gear and the shape of the nacelle was altered. The Jero firm produced six basic types:
GN 1: modified nacelle and Gnome Rhone engine.
GN 2: streamlined ("tadpole") nacelle; Gnome Rhone engine.
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Farman F.40
Foreign Service
Belgium
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The basic F.40 design was modified by the Belgian military aviation workshop under the direction of Lieutenant Georges Nelis. The changes introduced included a simplified landing gear and the shape of the nacelle was altered. The Jero firm produced six basic types:
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GN 3: 220-hp Hispano-Suiza engine with radiators on either side of the central nacelle. It was used as a night fighter and mounted two machine guns in the nose.
GN 4: Vickers machine gun mounted on the central nacelle; 220-hp Hispano-Suiza engine.
GN 5: 220-hp Hispano-Suiza engine and a circular radiator mounted in the nose of the nacelle.
GN 6: frontal radiator; 220-hp Hispano-Suiza engine.
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Foreign Service
Belgium
<...>
The basic F.40 design was modified by the Belgian military aviation workshop under the direction of Lieutenant Georges Nelis. The changes introduced included a simplified landing gear and the shape of the nacelle was altered. The Jero firm produced six basic types:
<...>
GN 3: 220-hp Hispano-Suiza engine with radiators on either side of the central nacelle. It was used as a night fighter and mounted two machine guns in the nose.
GN 4: Vickers machine gun mounted on the central nacelle; 220-hp Hispano-Suiza engine.
GN 5: 220-hp Hispano-Suiza engine and a circular radiator mounted in the nose of the nacelle.
GN 6: frontal radiator; 220-hp Hispano-Suiza engine.
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In 1913 the Breguet firm acquired the rights to produce the Bristol-Coanda two-seat aircraft under license. Aircraft No.228, shown here, was delivered to Douai in May 1914. However, no Bristol-Coanda two-seaters were built by Breguet.
Short Bomber
A single example of the RNAS Short Bomber was obtained by the STAe. On 31 July 1918 this plane (no.9311) was given the STAe designation Short B2. It was evaluated in the B2 day bomber role, intended to replace the outdated M.F.11s and Voisin 5s. However, the Sopwith 1 1/2 Strutter was selected to fill the B2 requirement and no further Short Bombers were purchased.
A single example of the RNAS Short Bomber was obtained by the STAe. On 31 July 1918 this plane (no.9311) was given the STAe designation Short B2. It was evaluated in the B2 day bomber role, intended to replace the outdated M.F.11s and Voisin 5s. However, the Sopwith 1 1/2 Strutter was selected to fill the B2 requirement and no further Short Bombers were purchased.
Sopwith 1 1/2 Strutter (Sop 1 A2, 1 B1, and 1 B2)
The Aviation Militaire faced a dual crisis in 1916. The army cooperation escadrilles were equipped with ineffective Caudron G.4s and Farman F.40s, while the bomber escadrilles were still using obsolescent M.F.11s and Voisin 5s. French-built replacements for both categories were planned, but these would not become available until mid-1917. What was needed was a proven type that would be immediately available for mass production and fill the gap until more modern types could enter service.
The French decided to build British Sopwith 1 1/2 Strutters under license until more sophisticated types, such as the Breguet 14 A2s and B2s, could enter front-line service. While waiting for full-scale production to begin, the French acquired nine single-seat and two-seat examples of the Sopwiths from No.3 Wing RNAS. The first was a two-seater with serial number 9413. The other eight were single-seat bombers with serials 9651, 9655, 9657, 9661, 9664, 9666, 9720, and 9742.
French production was, yet again, to fall far behind the optimistic projections of the manufacturers. These delays may have had more to do with national pride than any major flaws in the aircraft or manufacturing process. The French claimed to have found numerous deficiencies in the design and insisted that it was structurally unsafe. The latter opinion was based on an incident in February 1917 when a bomber flown by a French pilot disintegrated in mid-air. The British felt that the machine had been over-stressed by the pilot; the French believed structural failure was to blame. Since the type was now being built by the French, it is not surprising that the modifications were introduced, causing further production delays. A GQG memo dated 22 November 1916 reported that tests of the French-built 1 1/2 Strutters had been completed. The upper wings could withstand a weight of 5,680 kg with a load coefficient of 7.25. These results were "comparable to those attained by those aircraft built by the English." The pilots were warned that, although these tolerances were acceptable for an army cooperation plane, they were unacceptable for fighters. The message was clearly given that the Sopwith pilots were not to treat their new machines as fighters.
The engines used were the 135-hp Clerget 9Ba or Bb, 145-hp Clerget 9Bc, or 135-hp Le Rhone 9Jby. Performance data is given below. The STAe designation was Sop. 1 A2 for the reconnaissance machine and Sop 1 B1 or B2 for the bomber.
A major modification to the 1 1/2 Strutter was the fitting of a smaller empennage. This resulted in improved performance, as noted below. It is not known how many of the modified 1 1/2 Strutters were built, but while the modified Sopwiths had a superior performance at low altitude, at high altitude they were less effective than the standard model.
A total of approximately 4,200 Sopwiths were built in France by Amiot, Bessoneau, Darracq, Liore et Oliver, Hanriot, Sarazin, S.E.A., and R.E.P. Floatplane versions of the Sopwith 1 1/2 Strutter were built by Hanriot. A total of 17 floatplane versions of the Sopwith 1 1/2 Strutter were delivered between January and September 1917.
Operational Service
Army Cooperation
There seems to have been a tremendous amount of excitement on the part of the army cooperation escadrilles about receiving the new planes. First priority was given to reconnaissance units, then fighter escadrilles (to use as reconnaissance planes), followed by artillery aviation units. The fighter and artillery escadrilles were to receive either four Sopwith 1 1/2 Strutters or Morane Saulnier Type Ps, and the Sopwiths were to be given to only the best pilots in each army cooperation escadrille. The 1 1/2 Strutters seemed to have performed well, although a GQG memo dated 30 August 1917 called for the undercarriage axle to be strengthened.
The Sopwiths manufactured in France did not become available until the spring of 1917, by which time the type was obsolescent. By 1 August 1917 there were 142 Sopwith 1 B1 and B2 and 243 Sopwith 1 A2 aircraft in service. Eighteen reconnaissance escadrilles used the Sopwith P/2 1A2s.
By late 1917 the appearance of the Breguet 14, Salmson 2, and SPAD 11 permitted the units at last to receive more modern equipment.
Artillery Cooperation Escadrilles
Forty-one artillery escadrilles used the Sopwith 1 1/2 1 A2s.
Bombing
The Sopwith 1 B1s and 1 B2s were supplied to 11 bomber units in the spring of 1917. Two Farman units, F 29 and MF 123, received Sopwiths in September 1916. A Caudron escadrille, C 66, was re-equipped with 1 1/2 Strutters in 1917. A single escadrille that used the deficient P.S.7 bombers, PS 128, finally received Sopwiths in July 1917. Three Voisin 8 units reequipped with Sopwiths: VB 107, VB 108, and VC 111. Finally, four new escadrilles were formed on Sopwiths in mid-1917 - SOP 129, 131, 132, and 134. These escadrilles were assigned these Groupes d'Bombardement:
GB 1: SOP 66 and SOP 111.
GB 3: SOP 29, SOP 107, SOP 108, SOP 128, and SOP 129.
GB 4: SOP 123, SOP 131, SOP 132, and SOP 134.
GB 1 was the first Groupe d'Bombardement to receive the Sopwith 1 1/2 Strutters. GB 1 had two Voisin units and a single Caproni escadrille, which gave it a limited ability to undertake daylight bombing. The Sopwiths of SOP 66 and SOP 111 restored that capability. Both were equipped with both the single-seat (1 B1) and two-seat bomber versions (1 B2). The latter provided fighter escort for the single-seat bombers, which carried no defensive armament. In the 1 B1 variant the rear gunner's compartment was deleted to permit the internal storage of bombs. They were dropped through four bomb bay doors in the floor of the aircraft.
SOP 66 and 111 were active over the Aisne front in April 1917, bombing barracks, train stations, and marshaling yards. During these early raids it was common for several attacking aircraft to turn back, reportedly due to engine trouble. In May these attacks continued with escort provided by SPAD 7s. June was also a busy month for the units but, again, many aircraft returned due to mechanical difficulties; on 7th June 50 percent of the attacking force was forced to abort a bombing mission. Daytime attacks continued against train stations in July but now the Sopwiths were also being used for night missions. On 12 August SOP 66 and 111 were detached from GB 1 to serve on the Verdun front, assigned to support the troops who would be participating in that offensive. Aerial activity intensified as the date of the battle approached. The Sopwiths bombed train stations and camps along the front and encounters with German fighters occurred frequently. Night attacks were coordinated with the daylight raids so that German camps could be attacked around the clock. In September Sopwiths accompanied Voisin 8s on night missions. Attacks were launched against Frankfurt, but because the Sopwith bombers did not carry a second crew member to do the navigating, they often had difficulty finding the target, especially in bad weather. By 6 October both SOP 66 and 111 were re-equipped with Breguet 14 bombers.
GB 3, based at Cambrai, received two Sopwith escadrilles, SOP 107 and 108, in June/July 1917. From June through August the units usually had only between six and ten aircraft because of combat attrition and equipment failure. Frequently the single- and two-seat versions of the 1 1/2 Strutters would fly in mixed formation with the two-seaters doing the navigating and providing air cover. The mechanics of GB 3 found the supply and performance of the engines were adequate; however, the airframes were too fragile. Furthermore, the bomb load was too small to do much damage. GB 3 moved from Cambrai to Laon at the beginning of August and from this new base bombed train stations at Roules and targets near Houthulst. PS 128 retired its P.S.7 bombers and received Sopwiths by September. All three Sopwith escadrilles continued attacks on train stations in the vicinity of Cambrai. In October SOP 108 was detached to GB 1; the other two units continued attacks on train stations. SOP 128 switched to Breguet 14s in November, thus leaving SOP 127 the sole Sopwith 1 1/2 Strutter unit attached to GB 3. SOP 127 continued to fly sorties until January 1918 when it, too, was equipped with the new Breguet 14s.
GB 4 received Sopwith 1 1/2 Strutters in March 1917 when F 29 and 123 converted to the type. In April both escadrilles concentrated on targets at Colmar and in May also attacked Sieren and the airfield at Habsheim. GB 4 continued the practice of sending out mixed formations of single- and two-seat Sopwiths. Beginning on 11 July GB 4's units began a series of attacks on German airfields that continued during August. GB 4 was reinforced that month when SOP 129 joined the group.
Reinforced by SOP 129, both SOP 29 and 123 staged a large number of raids in September. French records claim that aircraft of GB 4 attacked German airship L.45 on 20 September; German sources, however, do not support this assertion. Raids on train stations continued for the remainder of the month.
November was to be an even busier month, with the units attempting to complete as many sorties as possible before winter weather brought an end to operations. In December depots and airfields were bombed. SOP 132 and SOP 134 joined GB 4 in January 1918, thus raising the number of Sopwith 1 1/2 Strutter escadrilles to six. GB 4 moved to Luxeuil in mid-January. Gradually, however, the Sopwith units began to receive Breguet 14s and between January and April they frequently flew mixed formations of Sopwiths and Breguets. Targets attacked in January and February included Baden, Wurttemberg, the Mauser factory at Oberndorff, the gunpowder factory at Rottweil, the poison gas factory at Ludwigshafen, and airfields. By March the Sopwiths had been withdrawn from service and GB 4 became an all-Breguet 14 unit.
France's Aviation Maritime acquired several 1 1/2 Strutters from the Aviation Militaire. Apparently four of them (probably with floats) were assigned to the Centre de Corfu and it is likely that others were assigned to naval bases. Floatplane versions of the Sopwith 1 1/2 Strutter were built by Hanriot. A total of 17 floatplane versions of the Sopwith 1 1/2 Strutter were delivered from January to September 1917. Postwar, some of these planes were initially assigned to the naval base at Saint Raphael as part of escadrille AR 2. It was obvious that the machines were too obsolescent to form an operational unit but they proved to be useful for training. The Sopwiths were apparently easier to fly than the Salmson 2s and thus became the first aircraft to be assigned to the carrier Bearn in October 1920. The Sopwiths were replaced by Breguet 14s in 1922.
Foreign Service
Belgium
The Belgian air service purchased a number of Sopwith 1 1/2 Strutters, at least three of them French-built machines. They were assigned to the 2nd, 3rd, and 4th Squadrons from 1916 through 1917. They were withdrawn from operational squadrons in October 1921.
Brazil
Three French-built Sopwith 1 1/2 Strutters were sent to Brazil in 1918. They were used by the Escola de Aviacao Militar for liaison and army cooperation. They had serial numbers 3061, 3514, and 3633.
Japan
In 1917 Japan purchased a number of Sopwith 1 1/2 Strutters built by the Liore et Olivier firm. The army arsenals at Tokyo built 18 1 1/2 Strutters under license.
Netherlands
A single French-built 1 1/2 Strutter was interned on 22 April 1917. It had been built by Hanriot and carried serial number 115. It is believed that it was assigned to SOP 111. It was given the Dutch serial LA-45, changed to S-701 in 1918.
Russia/Soviet Union
Although most of the Sopwith 1 1/2 Strutters used by the Russian air service and the RKKVF (Worker's and Peasant's Red Air Fleet) came from England, a few were license-built French versions. The Siberian Air Fleet of Admiral Kolchak had six 1 1/2 Strutters on strength in 1919. The Siberian Air Fleet of the Far Eastern Republic had three 1 1/2 Strutters in 1920; they had serial numbers 5, 6, and 7.
Ukraine
A single Sopwith 1 A2 was obtained by the Ukrainians (presumably from Russia) in 1918. It carried serial number 1136.
United States
The Sopwith bomber had been the primary French day bomber for almost exactly one year, but as the Breguet 14s became available the French supplied the older Sopwiths to the American air service. The United States purchased 514 1 1/2 Strutters in the spring of 1918. A total of 384 reconnaissance versions and 130 single-seat bombers were obtained. The reconnaissance (A2) machines had either 150-hp Le Rhone 9Jby engines (236 examples) or the 130-hp Clerget 9Bc (148 examples). The single-seat bomber version had a 135-hp Clerget 9Ba (130 examples). Both versions were assigned to the 19th, 88th, and 99th Aero Squadrons, which were posted to the 4th, 3rd, and 5th Corps Observation Groups respectively. All the groups were assigned to the 1st Army. Apparently, none of the Sopwith bombers were assigned to the day bombardment groups. The Sopwiths were intensely disliked by the Americans, who felt they were obsolete and underpowered. They were quickly replaced by more modern types.
The U.S. Navy purchased at least four Sopwith 1 1/2 Strutters directly from France. These had been built under license by the Hanriot firm. The only modifications to them was the addition of hydrovanes to the landing gear to make water landings safer. The Sopwiths were based at Moutchic and used for training. Two were subsequently sent to the base at Pauillac. One of these was sent to the United States, where it was given serial A 5660. After the war an additional 21 French-built Sopwiths were obtained from the U.S. Army. They were given serials A 5725-A 5728 and A 5734-A 5750 and used for observation. One was carried by the battleship USS Texas during 1919 maneuvers in the Caribbean.
Sopwith 1 1/2 Strutter 1B1 Single-Seat Bomber with 135-hp Clerget 9Ba or Bb
Span 10.2 m; length 7.7 m; height 3.125 m; wing area 32.25 sq. m
Empty weight 592 kg; loaded weight 975 kg
Maximum speed:
1,000 m 160 km/h
2,000 m 156 km/h
3,000 m 147 km/h
4,000 m 136 km/h
Climb:
1,000 m 5 minutes 40 seconds
2,000 m 15 minutes 20 seconds
3,000 m 18 minutes 50 seconds
4,000 m 31 minutes
Ceiling 4,725 m; endurance 3 hours 45 minutes
Armament: one fixed, synchronized 7.7-mm Vickers machine gun and 150 kg of bombs
Between 4,200 and 4,500 Sopwith 1 1/2 Strutters of all types were built in France
Sopwith 1 1/2 Strutter 1A2 Two-Seat Reconnaissance Aircraft with 135-hp Clerget 9Ba or Bb
Span 10.2 m; length 7.7 m; height 3.125 m; wing area 32.25 sq. m
Empty weight 597 kg; loaded weight 1,062 kg
Maximum speed: 158 km/h at 3,050 m; climb to 1,980 m in 12 minutes 40 seconds; ceiling 3,960 m
Armament: a fixed, synchronized 7.7-mm Vickers machine gun and a 7.7-mm machine gun on a swivel mount
Sopwith 1 1/2 Strutter 1B1 Single-Seat Bomber with 135-hp Le Rhone 9Jby
Span 10.2 m; length 7.7 m; height 3.125 m; wing area 32.25 sq. m
Empty weight 626 kg; loaded weight 926 kg
Maximum speed: 156 km/h at 3,000 m; climb to 2,000 m in 11 minutes; climb to 3,000 m in 18 minutes; ceiling 3,960 m
Armament: a fixed, synchronized 7.7-mm Vickers machine gun and 150 kg of bombs
Sopwith 1 1/2 Strutter with Smaller Empennage and 135-hp Clerget 9Ba or Bb
Span 10.2 m; length 7.7 m; height 3.125 m; wing area 32.25 sq. m
Maximum speed:
2,000 m 165 km/h
3,000 m 157 km/h
4,000 m 146 km/h
Climb:
1,000 m 5 minutes
2,000 m 12 minutes 20 seconds
3,000 m 22 minutes 50 seconds
4,000 m 38 minutes 10 seconds
Ceiling: 4,880 m
Sopwith 1 1/2 Strutter 1A2 Two-Seat Reconnaissance Aircraft with 145-hp Clerget 9Bc
Span 10.2 m; length 7.7 m; height 3.125 m; wing area 32.25 sq. m
Empty weight 626 kg; loaded weight 926 kg
Maximum speed: 161 km/h at 3,000 m; 150 km/h at 4,000 m; climb to 3000 m in 24 minutes; climb to 4,000 m in 41 minutes; ceiling 3,960 m
Armament: one fixed, synchronized 7.7-mm Vickers machine gun and a 7.7-mm machine gun on a swivel mount
The Aviation Militaire faced a dual crisis in 1916. The army cooperation escadrilles were equipped with ineffective Caudron G.4s and Farman F.40s, while the bomber escadrilles were still using obsolescent M.F.11s and Voisin 5s. French-built replacements for both categories were planned, but these would not become available until mid-1917. What was needed was a proven type that would be immediately available for mass production and fill the gap until more modern types could enter service.
The French decided to build British Sopwith 1 1/2 Strutters under license until more sophisticated types, such as the Breguet 14 A2s and B2s, could enter front-line service. While waiting for full-scale production to begin, the French acquired nine single-seat and two-seat examples of the Sopwiths from No.3 Wing RNAS. The first was a two-seater with serial number 9413. The other eight were single-seat bombers with serials 9651, 9655, 9657, 9661, 9664, 9666, 9720, and 9742.
French production was, yet again, to fall far behind the optimistic projections of the manufacturers. These delays may have had more to do with national pride than any major flaws in the aircraft or manufacturing process. The French claimed to have found numerous deficiencies in the design and insisted that it was structurally unsafe. The latter opinion was based on an incident in February 1917 when a bomber flown by a French pilot disintegrated in mid-air. The British felt that the machine had been over-stressed by the pilot; the French believed structural failure was to blame. Since the type was now being built by the French, it is not surprising that the modifications were introduced, causing further production delays. A GQG memo dated 22 November 1916 reported that tests of the French-built 1 1/2 Strutters had been completed. The upper wings could withstand a weight of 5,680 kg with a load coefficient of 7.25. These results were "comparable to those attained by those aircraft built by the English." The pilots were warned that, although these tolerances were acceptable for an army cooperation plane, they were unacceptable for fighters. The message was clearly given that the Sopwith pilots were not to treat their new machines as fighters.
The engines used were the 135-hp Clerget 9Ba or Bb, 145-hp Clerget 9Bc, or 135-hp Le Rhone 9Jby. Performance data is given below. The STAe designation was Sop. 1 A2 for the reconnaissance machine and Sop 1 B1 or B2 for the bomber.
A major modification to the 1 1/2 Strutter was the fitting of a smaller empennage. This resulted in improved performance, as noted below. It is not known how many of the modified 1 1/2 Strutters were built, but while the modified Sopwiths had a superior performance at low altitude, at high altitude they were less effective than the standard model.
A total of approximately 4,200 Sopwiths were built in France by Amiot, Bessoneau, Darracq, Liore et Oliver, Hanriot, Sarazin, S.E.A., and R.E.P. Floatplane versions of the Sopwith 1 1/2 Strutter were built by Hanriot. A total of 17 floatplane versions of the Sopwith 1 1/2 Strutter were delivered between January and September 1917.
Operational Service
Army Cooperation
There seems to have been a tremendous amount of excitement on the part of the army cooperation escadrilles about receiving the new planes. First priority was given to reconnaissance units, then fighter escadrilles (to use as reconnaissance planes), followed by artillery aviation units. The fighter and artillery escadrilles were to receive either four Sopwith 1 1/2 Strutters or Morane Saulnier Type Ps, and the Sopwiths were to be given to only the best pilots in each army cooperation escadrille. The 1 1/2 Strutters seemed to have performed well, although a GQG memo dated 30 August 1917 called for the undercarriage axle to be strengthened.
The Sopwiths manufactured in France did not become available until the spring of 1917, by which time the type was obsolescent. By 1 August 1917 there were 142 Sopwith 1 B1 and B2 and 243 Sopwith 1 A2 aircraft in service. Eighteen reconnaissance escadrilles used the Sopwith P/2 1A2s.
By late 1917 the appearance of the Breguet 14, Salmson 2, and SPAD 11 permitted the units at last to receive more modern equipment.
Artillery Cooperation Escadrilles
Forty-one artillery escadrilles used the Sopwith 1 1/2 1 A2s.
Bombing
The Sopwith 1 B1s and 1 B2s were supplied to 11 bomber units in the spring of 1917. Two Farman units, F 29 and MF 123, received Sopwiths in September 1916. A Caudron escadrille, C 66, was re-equipped with 1 1/2 Strutters in 1917. A single escadrille that used the deficient P.S.7 bombers, PS 128, finally received Sopwiths in July 1917. Three Voisin 8 units reequipped with Sopwiths: VB 107, VB 108, and VC 111. Finally, four new escadrilles were formed on Sopwiths in mid-1917 - SOP 129, 131, 132, and 134. These escadrilles were assigned these Groupes d'Bombardement:
GB 1: SOP 66 and SOP 111.
GB 3: SOP 29, SOP 107, SOP 108, SOP 128, and SOP 129.
GB 4: SOP 123, SOP 131, SOP 132, and SOP 134.
GB 1 was the first Groupe d'Bombardement to receive the Sopwith 1 1/2 Strutters. GB 1 had two Voisin units and a single Caproni escadrille, which gave it a limited ability to undertake daylight bombing. The Sopwiths of SOP 66 and SOP 111 restored that capability. Both were equipped with both the single-seat (1 B1) and two-seat bomber versions (1 B2). The latter provided fighter escort for the single-seat bombers, which carried no defensive armament. In the 1 B1 variant the rear gunner's compartment was deleted to permit the internal storage of bombs. They were dropped through four bomb bay doors in the floor of the aircraft.
SOP 66 and 111 were active over the Aisne front in April 1917, bombing barracks, train stations, and marshaling yards. During these early raids it was common for several attacking aircraft to turn back, reportedly due to engine trouble. In May these attacks continued with escort provided by SPAD 7s. June was also a busy month for the units but, again, many aircraft returned due to mechanical difficulties; on 7th June 50 percent of the attacking force was forced to abort a bombing mission. Daytime attacks continued against train stations in July but now the Sopwiths were also being used for night missions. On 12 August SOP 66 and 111 were detached from GB 1 to serve on the Verdun front, assigned to support the troops who would be participating in that offensive. Aerial activity intensified as the date of the battle approached. The Sopwiths bombed train stations and camps along the front and encounters with German fighters occurred frequently. Night attacks were coordinated with the daylight raids so that German camps could be attacked around the clock. In September Sopwiths accompanied Voisin 8s on night missions. Attacks were launched against Frankfurt, but because the Sopwith bombers did not carry a second crew member to do the navigating, they often had difficulty finding the target, especially in bad weather. By 6 October both SOP 66 and 111 were re-equipped with Breguet 14 bombers.
GB 3, based at Cambrai, received two Sopwith escadrilles, SOP 107 and 108, in June/July 1917. From June through August the units usually had only between six and ten aircraft because of combat attrition and equipment failure. Frequently the single- and two-seat versions of the 1 1/2 Strutters would fly in mixed formation with the two-seaters doing the navigating and providing air cover. The mechanics of GB 3 found the supply and performance of the engines were adequate; however, the airframes were too fragile. Furthermore, the bomb load was too small to do much damage. GB 3 moved from Cambrai to Laon at the beginning of August and from this new base bombed train stations at Roules and targets near Houthulst. PS 128 retired its P.S.7 bombers and received Sopwiths by September. All three Sopwith escadrilles continued attacks on train stations in the vicinity of Cambrai. In October SOP 108 was detached to GB 1; the other two units continued attacks on train stations. SOP 128 switched to Breguet 14s in November, thus leaving SOP 127 the sole Sopwith 1 1/2 Strutter unit attached to GB 3. SOP 127 continued to fly sorties until January 1918 when it, too, was equipped with the new Breguet 14s.
GB 4 received Sopwith 1 1/2 Strutters in March 1917 when F 29 and 123 converted to the type. In April both escadrilles concentrated on targets at Colmar and in May also attacked Sieren and the airfield at Habsheim. GB 4 continued the practice of sending out mixed formations of single- and two-seat Sopwiths. Beginning on 11 July GB 4's units began a series of attacks on German airfields that continued during August. GB 4 was reinforced that month when SOP 129 joined the group.
Reinforced by SOP 129, both SOP 29 and 123 staged a large number of raids in September. French records claim that aircraft of GB 4 attacked German airship L.45 on 20 September; German sources, however, do not support this assertion. Raids on train stations continued for the remainder of the month.
November was to be an even busier month, with the units attempting to complete as many sorties as possible before winter weather brought an end to operations. In December depots and airfields were bombed. SOP 132 and SOP 134 joined GB 4 in January 1918, thus raising the number of Sopwith 1 1/2 Strutter escadrilles to six. GB 4 moved to Luxeuil in mid-January. Gradually, however, the Sopwith units began to receive Breguet 14s and between January and April they frequently flew mixed formations of Sopwiths and Breguets. Targets attacked in January and February included Baden, Wurttemberg, the Mauser factory at Oberndorff, the gunpowder factory at Rottweil, the poison gas factory at Ludwigshafen, and airfields. By March the Sopwiths had been withdrawn from service and GB 4 became an all-Breguet 14 unit.
France's Aviation Maritime acquired several 1 1/2 Strutters from the Aviation Militaire. Apparently four of them (probably with floats) were assigned to the Centre de Corfu and it is likely that others were assigned to naval bases. Floatplane versions of the Sopwith 1 1/2 Strutter were built by Hanriot. A total of 17 floatplane versions of the Sopwith 1 1/2 Strutter were delivered from January to September 1917. Postwar, some of these planes were initially assigned to the naval base at Saint Raphael as part of escadrille AR 2. It was obvious that the machines were too obsolescent to form an operational unit but they proved to be useful for training. The Sopwiths were apparently easier to fly than the Salmson 2s and thus became the first aircraft to be assigned to the carrier Bearn in October 1920. The Sopwiths were replaced by Breguet 14s in 1922.
Foreign Service
Belgium
The Belgian air service purchased a number of Sopwith 1 1/2 Strutters, at least three of them French-built machines. They were assigned to the 2nd, 3rd, and 4th Squadrons from 1916 through 1917. They were withdrawn from operational squadrons in October 1921.
Brazil
Three French-built Sopwith 1 1/2 Strutters were sent to Brazil in 1918. They were used by the Escola de Aviacao Militar for liaison and army cooperation. They had serial numbers 3061, 3514, and 3633.
Japan
In 1917 Japan purchased a number of Sopwith 1 1/2 Strutters built by the Liore et Olivier firm. The army arsenals at Tokyo built 18 1 1/2 Strutters under license.
Netherlands
A single French-built 1 1/2 Strutter was interned on 22 April 1917. It had been built by Hanriot and carried serial number 115. It is believed that it was assigned to SOP 111. It was given the Dutch serial LA-45, changed to S-701 in 1918.
Russia/Soviet Union
Although most of the Sopwith 1 1/2 Strutters used by the Russian air service and the RKKVF (Worker's and Peasant's Red Air Fleet) came from England, a few were license-built French versions. The Siberian Air Fleet of Admiral Kolchak had six 1 1/2 Strutters on strength in 1919. The Siberian Air Fleet of the Far Eastern Republic had three 1 1/2 Strutters in 1920; they had serial numbers 5, 6, and 7.
Ukraine
A single Sopwith 1 A2 was obtained by the Ukrainians (presumably from Russia) in 1918. It carried serial number 1136.
United States
The Sopwith bomber had been the primary French day bomber for almost exactly one year, but as the Breguet 14s became available the French supplied the older Sopwiths to the American air service. The United States purchased 514 1 1/2 Strutters in the spring of 1918. A total of 384 reconnaissance versions and 130 single-seat bombers were obtained. The reconnaissance (A2) machines had either 150-hp Le Rhone 9Jby engines (236 examples) or the 130-hp Clerget 9Bc (148 examples). The single-seat bomber version had a 135-hp Clerget 9Ba (130 examples). Both versions were assigned to the 19th, 88th, and 99th Aero Squadrons, which were posted to the 4th, 3rd, and 5th Corps Observation Groups respectively. All the groups were assigned to the 1st Army. Apparently, none of the Sopwith bombers were assigned to the day bombardment groups. The Sopwiths were intensely disliked by the Americans, who felt they were obsolete and underpowered. They were quickly replaced by more modern types.
The U.S. Navy purchased at least four Sopwith 1 1/2 Strutters directly from France. These had been built under license by the Hanriot firm. The only modifications to them was the addition of hydrovanes to the landing gear to make water landings safer. The Sopwiths were based at Moutchic and used for training. Two were subsequently sent to the base at Pauillac. One of these was sent to the United States, where it was given serial A 5660. After the war an additional 21 French-built Sopwiths were obtained from the U.S. Army. They were given serials A 5725-A 5728 and A 5734-A 5750 and used for observation. One was carried by the battleship USS Texas during 1919 maneuvers in the Caribbean.
Sopwith 1 1/2 Strutter 1B1 Single-Seat Bomber with 135-hp Clerget 9Ba or Bb
Span 10.2 m; length 7.7 m; height 3.125 m; wing area 32.25 sq. m
Empty weight 592 kg; loaded weight 975 kg
Maximum speed:
1,000 m 160 km/h
2,000 m 156 km/h
3,000 m 147 km/h
4,000 m 136 km/h
Climb:
1,000 m 5 minutes 40 seconds
2,000 m 15 minutes 20 seconds
3,000 m 18 minutes 50 seconds
4,000 m 31 minutes
Ceiling 4,725 m; endurance 3 hours 45 minutes
Armament: one fixed, synchronized 7.7-mm Vickers machine gun and 150 kg of bombs
Between 4,200 and 4,500 Sopwith 1 1/2 Strutters of all types were built in France
Sopwith 1 1/2 Strutter 1A2 Two-Seat Reconnaissance Aircraft with 135-hp Clerget 9Ba or Bb
Span 10.2 m; length 7.7 m; height 3.125 m; wing area 32.25 sq. m
Empty weight 597 kg; loaded weight 1,062 kg
Maximum speed: 158 km/h at 3,050 m; climb to 1,980 m in 12 minutes 40 seconds; ceiling 3,960 m
Armament: a fixed, synchronized 7.7-mm Vickers machine gun and a 7.7-mm machine gun on a swivel mount
Sopwith 1 1/2 Strutter 1B1 Single-Seat Bomber with 135-hp Le Rhone 9Jby
Span 10.2 m; length 7.7 m; height 3.125 m; wing area 32.25 sq. m
Empty weight 626 kg; loaded weight 926 kg
Maximum speed: 156 km/h at 3,000 m; climb to 2,000 m in 11 minutes; climb to 3,000 m in 18 minutes; ceiling 3,960 m
Armament: a fixed, synchronized 7.7-mm Vickers machine gun and 150 kg of bombs
Sopwith 1 1/2 Strutter with Smaller Empennage and 135-hp Clerget 9Ba or Bb
Span 10.2 m; length 7.7 m; height 3.125 m; wing area 32.25 sq. m
Maximum speed:
2,000 m 165 km/h
3,000 m 157 km/h
4,000 m 146 km/h
Climb:
1,000 m 5 minutes
2,000 m 12 minutes 20 seconds
3,000 m 22 minutes 50 seconds
4,000 m 38 minutes 10 seconds
Ceiling: 4,880 m
Sopwith 1 1/2 Strutter 1A2 Two-Seat Reconnaissance Aircraft with 145-hp Clerget 9Bc
Span 10.2 m; length 7.7 m; height 3.125 m; wing area 32.25 sq. m
Empty weight 626 kg; loaded weight 926 kg
Maximum speed: 161 km/h at 3,000 m; 150 km/h at 4,000 m; climb to 3000 m in 24 minutes; climb to 4,000 m in 41 minutes; ceiling 3,960 m
Armament: one fixed, synchronized 7.7-mm Vickers machine gun and a 7.7-mm machine gun on a swivel mount
Sopwith 1A2 Strutter of SOP 43 undergoing gun testing. SOP 43 was assigned to the 47th D.I., and was based at Bulainville in April 1917.
Sopwith 1 1/2 Strutter (French designation Sopwith 1A2). By the time French-built examples reached the front in 1917 (nearly a year after British Strutters reached operations), the type was obsolescent. Significant numbers of the type were still operational in French service into the spring of 1918. This example demonstrates the five-color camouflage scheme applied to later production aircraft.
Sopwith 1A2. Armament was a fixed, synchronized 7.7-mm Vickers machine gun and a 7.7-mm Lewis machine gun on a swivel mount. Renaud.
Sopwith 1A2 Strutter of SOP 216. SOP 216 was assigned to the 6th Armee and was based at Saint-Amand.
Sopwith 1A2 Strutter of the Japanese air service in 1920. In 1917 Japan purchased a number of Sopwith 1 1/2 Strutters which had been built by the Liore et Olivier firm.
A lineup of Sopwith 1B1 Strutters of SOP 111 in July 1917. In the 1B1 variant the rear gunner's compartment was deleted to permit internal bomb storage.
Sopwith 1A2 floatplane. Floatplane versions of the Sopwith 1 1/2 Strutter were built by Hanriot. A total of 17 Sopwith 1 1/2 Strutter floatplanes were delivered from January to September 1917.
Sopwith 1B1 showing the bomb rack, which was placed where the observer's cockpit was located in the 1A2.
Sopwith Dauphin
The French were pleased with the performance of the 300-hp Hispano-Suiza 8F engine and for the C1 specification of 1918 a number of aircraft were designed to use it (SPAD 18, 20, 21, and 22; SAB 1, Moineau, Semenaud, De Marcay 2, Descamps 27, Nieuport 29, and the Hanriot Dupont HD.7). The French had learned that the British were planning to place the engine in a Sopwith Dolphin and ordered an example of the Mark 2 Dolphin for evaluation. If the type proved satisfactory it was planned to produce it under license for use by the French and Americans.
The Dolphin (in French Dauphin) was a single-seat fighter with negatively staggered, two-bay wings. The Mark 1 was powered by a 200-hp Hispano-Suiza engine and an example (D 3615) was provided with the 300-hp Hispano-Suiza 8F in 1918. This aircraft was designated Dolphin 2 and featured a rounder cowling enclosing twin Vickers machine guns. Auxiliary mid-bay flying wires were fitted to the upper wing in the inboard bracing bay. An adjustable tailplane was also fitted.
The aircraft was test flown by the French and had excellent performance, but the war ended before the type could be combat tested. In any event, the Nieuport 29, which used the same engine, was selected for series production. At least one Sopwith Dolphin was built by the French firm SACA (Societe Anonyme de Constructions Aeronautiques), presumably for evaluation, and, therefore, merits inclusion in this volume. The S.F.A. number of the French-built machine, 007, suggests that possibly as many as seven Dolphins were built by the French, but this cannot be confirmed. It had been anticipated that the SACA was to build as many as 2,194 Dolphin 2s for the American Expeditionary Force. However, the SACA failed to produce any machines before the Armistice and the American order was subsequently canceled.
A Sopwith Dauphin was possibly the first plane to fly with a 220-hp Hispano-Suiza engine fitted with a Rateau supercharger. It attained a speed of 210 km/h at 2,650 m and 192 km/h at sea level.
Sopwith Dauphin Single-Seat Fighter with 300-hp Hispano-Suiza 8F
Height 2.6 m; wing area 24.5 sq. m
Empty weight 710 kg; loaded weight 1,072 kg
Maximum speed: at 10,000 feet was 140 mph; climb to 10,000 feet in 8 minutes 20 seconds; ceiling 24,600 feet
Armament: two 7.7-mm Vickers machine guns
One example acquired by the French for evaluation; at least one was built by the SACA firm
The French were pleased with the performance of the 300-hp Hispano-Suiza 8F engine and for the C1 specification of 1918 a number of aircraft were designed to use it (SPAD 18, 20, 21, and 22; SAB 1, Moineau, Semenaud, De Marcay 2, Descamps 27, Nieuport 29, and the Hanriot Dupont HD.7). The French had learned that the British were planning to place the engine in a Sopwith Dolphin and ordered an example of the Mark 2 Dolphin for evaluation. If the type proved satisfactory it was planned to produce it under license for use by the French and Americans.
The Dolphin (in French Dauphin) was a single-seat fighter with negatively staggered, two-bay wings. The Mark 1 was powered by a 200-hp Hispano-Suiza engine and an example (D 3615) was provided with the 300-hp Hispano-Suiza 8F in 1918. This aircraft was designated Dolphin 2 and featured a rounder cowling enclosing twin Vickers machine guns. Auxiliary mid-bay flying wires were fitted to the upper wing in the inboard bracing bay. An adjustable tailplane was also fitted.
The aircraft was test flown by the French and had excellent performance, but the war ended before the type could be combat tested. In any event, the Nieuport 29, which used the same engine, was selected for series production. At least one Sopwith Dolphin was built by the French firm SACA (Societe Anonyme de Constructions Aeronautiques), presumably for evaluation, and, therefore, merits inclusion in this volume. The S.F.A. number of the French-built machine, 007, suggests that possibly as many as seven Dolphins were built by the French, but this cannot be confirmed. It had been anticipated that the SACA was to build as many as 2,194 Dolphin 2s for the American Expeditionary Force. However, the SACA failed to produce any machines before the Armistice and the American order was subsequently canceled.
A Sopwith Dauphin was possibly the first plane to fly with a 220-hp Hispano-Suiza engine fitted with a Rateau supercharger. It attained a speed of 210 km/h at 2,650 m and 192 km/h at sea level.
Sopwith Dauphin Single-Seat Fighter with 300-hp Hispano-Suiza 8F
Height 2.6 m; wing area 24.5 sq. m
Empty weight 710 kg; loaded weight 1,072 kg
Maximum speed: at 10,000 feet was 140 mph; climb to 10,000 feet in 8 minutes 20 seconds; ceiling 24,600 feet
Armament: two 7.7-mm Vickers machine guns
One example acquired by the French for evaluation; at least one was built by the SACA firm
Vickers F.B.24G
The Vickers F.B.24 was a design of the British Vickers firm intended to serve in the fighter and armed reconnaissance role. Although designed to use the Hart engine, the failure of that engine resulted in the aircraft being fitted with a variety of others. One airframe was fitted with a 375-hp Lorraine-Dietrich engine by the French firm of S.A. Darracq and designated the F.B.24G. Its top wing was attached directly to the top of the fuselage. It was listed as a contender for the C2 category of 1918 but did not fly until alter the war and was not selected lor production.
The Vickers F.B.24 was a design of the British Vickers firm intended to serve in the fighter and armed reconnaissance role. Although designed to use the Hart engine, the failure of that engine resulted in the aircraft being fitted with a variety of others. One airframe was fitted with a 375-hp Lorraine-Dietrich engine by the French firm of S.A. Darracq and designated the F.B.24G. Its top wing was attached directly to the top of the fuselage. It was listed as a contender for the C2 category of 1918 but did not fly until alter the war and was not selected lor production.
Morane-Saulnier Types L and LA
Foreign Service
Germany
The Pfalz Flugzeugwerke built the Type L (and Type H) under license. Designated E.Is (and E.IIs when given more powerful engines and longer wings), the Type Hs saw front-line service.
Foreign Service
Germany
The Pfalz Flugzeugwerke built the Type L (and Type H) under license. Designated E.Is (and E.IIs when given more powerful engines and longer wings), the Type Hs saw front-line service.
SVA number 6764 with Italian Nieuport 27s serial numbers 5345 and 5313 in the background. Via Alan Durkota.
Caproni Bombers (License-Built)
The 1915 concours to select a heavy bomber had failed to produce a satisfactory plane, and the French now realized that they were behind the other combatants in developing this type. As the Voisin 3s then in service were inadequate, being deficient in both range and bomb load, it now became necessary for the Aviation Militaire to equip bomber escadrilles with a foreign design.
In the fall of 1915 the French accepted an offer from the chief ol the Italian air service (Aviazione Militaire) to examine Italian aircraft design and manufacturing techniques. The French were aware of the Caproni bombers being developed and were interested in concluding an agreement for license production of these aircraft in France.
The members of the French team examined the Caproni factory as well as the Fiat (which built the engines) and Pirelli (which produced the tires) plants. They were also taken to the airfield at Pordenone where operational Caproni squadrons were based.
It was decided to arrange for license production of the Caproni 1 and 3 (in the text wartime Italian designations are used for these planes; the postwar designations were Caproni 32 and Caproni 33). They were to be built by the R.E.P. (Robert Esnault-Pelterie) firm. The engines were to be supplied by both the Canton-Unne and Le Rhone factories. The French had intended to purchase Fiat engines but the Italians initially retained these engines for use in their own planes.
The French designations for the Capronis are especially confusing. Unfortunately, some sources have compounded the difficulties by misidentifying the Italian designations. The correct designations are given in the following table:
Wartime Postwar
Caproni Designation Caproni Designation STAe Designation Engines
Caproni 1 Caproni 31 CAP. 1 B2 (Italian) Three Fiat 100-hp A-10
Caproni 1 Caproni 31 C.E.P.1 B2 (French) One 130-hp Canton-Unne and Two 80-hp Le Rhones
Caproni 3 Caproni 33 CAP.2 B2 (Italian) Three Isotta Fraschini 150-hp V4A/B
Caproni 3 Caproni 33 C.E.P.2 B2 (French) Three Isotta Fraschini 150-hp V4A/B
Caproni 5 Caproni 44 CAP.3 BN3 (Italian) Three Fiat A-12/A-12bis 200-hp
Caproni 5 Caproni 44 C.E.P.3 BN3 (French) Three Fiat A-12/A-12bis 200-hp
The first produced under license by the R.E.P. was a Caproni 1 (Ca.32) and was designated the C.E.P.1 132. The initials C.E.P. stood for Caproni Esnault Pelterie.
Twin booms each held an 80-hp Le Rhone in a tractor configuration on a stamped metal plate. The booms had a quadrangular cross-section consisting of four ash longerons braced with wire and covered with fabric. Each boom was attached to the lower wing and held fuel and oil tanks behind the motor. Each boom had an articulated tail skid.
The horizontal stabiliser crossed the top of the booms. The stabiliser was a tubular metal structure braced with sheet metal struts. The outer vertical stabilisers were completely articulated, and only the center rudder had a fixed fin. All three stabilisers were connected to ensure they moved in unison. The rudders were made of metal tubing braced with wood.
The tricycle landing gear consisted of two pairs of wheels suspended beneath each boom by struts attached directly to the lower wing by metal attachments. A pair of nosewheels were attached to the extreme nose. Bungee cords attached the axles to the struts and served as shock absorbers. The nose wheels prevented the aircraft from nosing over when landing. Skids were located at each wingtip and at the end of each fuselage boom. The fuselage skids were flexible, while those at the wing tips were fixed.
Armament consisted of a machine gun mounted in the nose on a transverse mounting. A second machine gun was carried in a mobile mount inside a cupola attached to the top wing. A carbine could be fired beneath the floor of the central nacelle. The bombs were carried inside the central nacelle behind the fuel tanks. A Bowden bomb release system was used.
Due to the unavailability of Fiat engines, various combinations of others were tried, including Lorraine-Dietrich AMs and Canton-Unnes. However, it was eventually decided that production aircraft would be fitted with a single 130-hp Canton-Unne mounted as a pusher and two 80-hp Le Rhones. Test results included a climb to 1.000 m in 12 min. 50 sec, and to 2,000 m in 33 min. 15 sec. Maximum speed was 110 km/h.
This compared poorly with the Fiats of the Italian-built Capronis which provided horsepower almost double that of the French engines. Tests of the Caproni C.E.P.1 B2s at Amberieu-en-Bugey revealed that it was severely underpowered. Not surprisingly, only 14 examples were built. It is unlikely any of these saw operational service. An order was initially placed with R.E.P. for 50 aircraft but according to correspondence with the SFA dated 12 August 1915, both the Aviation Militaire and the manufacturer agreed that before large-scale production could ensue, a version with more powerful motors would be needed. This aircraft became the C.E.P.2.
R.E.P. next produced a version of the Caproni 3 (Ca.33) powered by three Italian 150-hp Isotta Fraschini V4A engines. Production of the C.E.P.2 B2 began in 1916 and they soon entered operational service. Later. Caproni-built versions were obtained directly from Italy; these were designated CAP.2 B2.
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It was originally anticipated that three Capronis a month would be built, but production quickly fell behind schedule. In 1915 a total of 14 C.E.P.1 B2s were built. It is believed that 41 aircraft were built in 1916, although one source suggests as many as 59; all these would have been C.E.P.2 B2s. In 1917 only six C.E.P.2 B2s were built. However, by 1917 it had become apparent that R.E.P. and SAIB (Societe Anonyme d'Application Industrielle du Bois) were unable to produce the requisite number of bombers, and arrangements were made to obtain Caproni 3s directly from Italy. As these arrived the Caproni escadrilles changed their designation from CEP to CAP. In 1918 a total of 28 Capronis were obtained. Some of these may have been C.E.P.3 BN3s built by the SAIB. However, official documents show that 20 Caproni 5s (CAP.3 BN 3s) were obtained directly from Italy in early 1918. These were configured to carry two 75-kg and nine 25-kg bombs.
A school was opened at Amberieu-en-Bugey to train French pilots on the Capronis. The instructor was a pilot named Banderieu who would later be responsible for test-flying the Capronis built by SAIB. He had considerable experience with four-engined aircraft, having test-flown the Bleriot 67. The first aircraft used at the center were supplied directly from Italy.
Operational Service
The first unit to receive Caproni C.E.P.2 B2s was CEP 115, formed in February 1916. Alter a period of training it was assigned to GB 1 in March 1916. GB 1 was based at Malzeville. The unit had initially had 20 C.E.P.2 B2s on strength.
In March CEP 115 participated in night attacks on communication centers and rail lines in the Meuse Valley. During most missions a crew of only two was carried; the gunner's position was eliminated because he was not needed for night operations. The crews of CEP 115 continued training for night missions throughout the summer months. Flights at night were quite hazardous and required highly skilled crews. Accidents were frequent and often had tragic consequences. For example, on the night of 15/16 August a Caproni crashed during takeoff because of engine failure. The aircraft was destroyed and one crewman killed.
A large number of night raids could be carried out beginning in September, for by then most of the unit's crews had been trained for night missions. Furthermore, the longer nights permitted more sorties. Bombers were sent out individually to widely separated targets in order to minimize the chances of mid-air collisions. While this policy was safer, it prevented the planes from concentrating their bombs on a single target.
CEP 115 was also active in October, when it attacked a number of targets including railway stations and the Thyssen ironworks. In retaliation for attacks on its airfield, CEP 115 bombed the airfield at Frescaty on the night of 6/7 November. Bad weather hampered operations in December. Only one major raid was flown the entire month, when on 27 December CEP 115 dropped 150 bombs on various targets.
Inclement weather also prevented CEP 115 from flying any sorties the entire month of January 1917. The unit had mixed results on 9/10 February when four aircraft attacked Mazieres; the raid was successful but one aircraft was lost when a bomb, which had become hung up during the raid, detached while the aircraft was landing. The resulting explosion destroyed the bomber as well as two aircraft inside an adjacent hangar.
CEP 115 was detached from GB 1 on 7 April and assigned to GB 2 at Malzeville. Soon after its re-assignment CEP 115 began to receive the new Caproni 3s (CAP.2 B2s) from Italy and was redesignated CAP 115. The CAP designation indicated that the unit was equipped with the Italian-built Capronis. CAP 115 attacked railway stations, factories, barracks, and enemy airfields.
CAP 115 was considerably less active during the summer months as, once again, the shorter nights meant fewer missions could be flown. Ludwigshafen and Phalsbourg were attacked in July.
The success of CAP 115 resulted in the formation of a second unit in August 1917. It was also equipped with the new CAP.2 B2s and designated CAP 130. It was also assigned to GB 2. At this time both CAP 115 and 130 received new insignia. It seems that while ferrying the CAP.2 B2s across the Alps the pilots had become intrigued by the eagles indigenous to that area. It was decided that both units would be given an eagle emblem; CAP 115's was a green eagle and CAP 130's was blue. The new CAP.2 B2s were very satisfactory and could carry an impressive bomb load. They served alongside the older Caproni C.E.P.2 B2s.
As 1918 began GB 2 moved from Malzeville to Gundrecourt, a move necessitated by persistent German attacks on the former airfield. CAP 115 and 130 attacked Ludwigshafen on 1 February 1918 and again on 25 March. Other targets attacked early in 1918 included Luxemborg and Laon.
GB 2 received direct support from the Italians themselves when 18 Gruppo was transferred to the Western Front. This unit consisted of three squadriglia: the 5a, 14a, and 15a. Each squadriglia had only four operational Capronis. The combination of GB 2 and 18 Gruppo (which was designated GB 18 by the French) was designated Groupement Villome, after the unit's commander. It completed 56 missions and dropped 164 tons of bombs on various targets in the Sarre Valley and the city of Ludwigshafen. The Italians had a total of 12 operational aircraft and ten in reserve. The latter were intended to form part of the Inter-Allied Independent Air Force, along with British and American bomber units.
Groupement Villome attacked a large number of railway stations during the spring of 1918. The German attack at Champagne resulted in the unit moving to les Ferme-des-Greves in April. From this new base GB 2 could attack transportation targets in an attempt to stem the flow of German reinforcements.
In response to the German offensive at Ansfeldhe, units of Groupement Villome attacked train stations along the Champagne front. In May GB 2 joined British squadrons in attacks on the German airfields at Montcornet, Ville-au-Bois, and Clement-les-Fermes. During May GB 2 was performing quick strikes against targets located by photo reconnaissance aircraft. In many cases these raids were launched as soon as the film had been developed and analyzed.
GB 2 moved to Chateau-Thierry on 28 May. CAP 115 and 130 had a total of 30 Capronis on strength at this time. From 10 to 18 July these Capronis were used to attack German troops advancing in the area of Reims.
During the Battle of Ile-de-France (18 July to 4 August) GB 2 bombed train stations from Guignicourt to Laon and Aisne to Laon. The escadrilles flew up to three sorties per aircraft each night.
The Battle of Santerre (8 to 30 August) saw the Caproni units attacking iron works, troop concentrations, and railroad targets along the Strasburg-Thionville-Hirson line.
Groupement Villome returned to Epiez for the Battle of Saint Michele (12 September to 30 September). During the Champagne-Argonne offensive (25 September to 11 November) Groupement Villome remained at Epiez. Since February 1916 CAP 115 had flown 289 sorties and dropped 387 tons of bombs. CAP 130, formed in August 1917, flew 371 sorties and dropped 213 tons of bombs.
The Caproni units rapidly replaced their aircraft after the war ended. CAP 115 reequipped with Caudron 23s; CAP 130 became Escadrille 211 postwar and soon received Farman F.60 Goliaths.
Caproni C.E.P.1 B2 (Ca.1) Heavy Bomber with Two Crew, a Single 130-Hp Canton-Unne Mounted as a Pusher, and Two 80-Hp Le Rhone Engines
Span 22.20 m; length 10.90 m; height 3.70 m; wing area 100 sq. m
Empty weight 2,000 kg; loaded weight 3,000 kg; bomb load 275 kg
Maximum speed 110 km/h; climb to 1,000 m in 13 minutes; climb to 2.000 m in 26 minutes; endurance seven hours.
Approximately 14 built
Caproni C.E.P.2 B2 (Ca.3) Heavy Bomber with Two Crew and Three 150-Hp Isotta Fraschini V4a Engines
Span 22.20 m; length 10.90 m; height 3.70 m; wing area 100 sq. m
Empty weight 2,000 kg; loaded weight 3,000 kg: bomb load 455 kg
Maximum speed: 120 km/h; climb to 1,000 m in 8 minutes; climb to 4,000 m in 40 minutes; endurance five hours.
Between 50 and 71 built by R.E.P.
The 1915 concours to select a heavy bomber had failed to produce a satisfactory plane, and the French now realized that they were behind the other combatants in developing this type. As the Voisin 3s then in service were inadequate, being deficient in both range and bomb load, it now became necessary for the Aviation Militaire to equip bomber escadrilles with a foreign design.
In the fall of 1915 the French accepted an offer from the chief ol the Italian air service (Aviazione Militaire) to examine Italian aircraft design and manufacturing techniques. The French were aware of the Caproni bombers being developed and were interested in concluding an agreement for license production of these aircraft in France.
The members of the French team examined the Caproni factory as well as the Fiat (which built the engines) and Pirelli (which produced the tires) plants. They were also taken to the airfield at Pordenone where operational Caproni squadrons were based.
It was decided to arrange for license production of the Caproni 1 and 3 (in the text wartime Italian designations are used for these planes; the postwar designations were Caproni 32 and Caproni 33). They were to be built by the R.E.P. (Robert Esnault-Pelterie) firm. The engines were to be supplied by both the Canton-Unne and Le Rhone factories. The French had intended to purchase Fiat engines but the Italians initially retained these engines for use in their own planes.
The French designations for the Capronis are especially confusing. Unfortunately, some sources have compounded the difficulties by misidentifying the Italian designations. The correct designations are given in the following table:
Wartime Postwar
Caproni Designation Caproni Designation STAe Designation Engines
Caproni 1 Caproni 31 CAP. 1 B2 (Italian) Three Fiat 100-hp A-10
Caproni 1 Caproni 31 C.E.P.1 B2 (French) One 130-hp Canton-Unne and Two 80-hp Le Rhones
Caproni 3 Caproni 33 CAP.2 B2 (Italian) Three Isotta Fraschini 150-hp V4A/B
Caproni 3 Caproni 33 C.E.P.2 B2 (French) Three Isotta Fraschini 150-hp V4A/B
Caproni 5 Caproni 44 CAP.3 BN3 (Italian) Three Fiat A-12/A-12bis 200-hp
Caproni 5 Caproni 44 C.E.P.3 BN3 (French) Three Fiat A-12/A-12bis 200-hp
The first produced under license by the R.E.P. was a Caproni 1 (Ca.32) and was designated the C.E.P.1 132. The initials C.E.P. stood for Caproni Esnault Pelterie.
Twin booms each held an 80-hp Le Rhone in a tractor configuration on a stamped metal plate. The booms had a quadrangular cross-section consisting of four ash longerons braced with wire and covered with fabric. Each boom was attached to the lower wing and held fuel and oil tanks behind the motor. Each boom had an articulated tail skid.
The horizontal stabiliser crossed the top of the booms. The stabiliser was a tubular metal structure braced with sheet metal struts. The outer vertical stabilisers were completely articulated, and only the center rudder had a fixed fin. All three stabilisers were connected to ensure they moved in unison. The rudders were made of metal tubing braced with wood.
The tricycle landing gear consisted of two pairs of wheels suspended beneath each boom by struts attached directly to the lower wing by metal attachments. A pair of nosewheels were attached to the extreme nose. Bungee cords attached the axles to the struts and served as shock absorbers. The nose wheels prevented the aircraft from nosing over when landing. Skids were located at each wingtip and at the end of each fuselage boom. The fuselage skids were flexible, while those at the wing tips were fixed.
Armament consisted of a machine gun mounted in the nose on a transverse mounting. A second machine gun was carried in a mobile mount inside a cupola attached to the top wing. A carbine could be fired beneath the floor of the central nacelle. The bombs were carried inside the central nacelle behind the fuel tanks. A Bowden bomb release system was used.
Due to the unavailability of Fiat engines, various combinations of others were tried, including Lorraine-Dietrich AMs and Canton-Unnes. However, it was eventually decided that production aircraft would be fitted with a single 130-hp Canton-Unne mounted as a pusher and two 80-hp Le Rhones. Test results included a climb to 1.000 m in 12 min. 50 sec, and to 2,000 m in 33 min. 15 sec. Maximum speed was 110 km/h.
This compared poorly with the Fiats of the Italian-built Capronis which provided horsepower almost double that of the French engines. Tests of the Caproni C.E.P.1 B2s at Amberieu-en-Bugey revealed that it was severely underpowered. Not surprisingly, only 14 examples were built. It is unlikely any of these saw operational service. An order was initially placed with R.E.P. for 50 aircraft but according to correspondence with the SFA dated 12 August 1915, both the Aviation Militaire and the manufacturer agreed that before large-scale production could ensue, a version with more powerful motors would be needed. This aircraft became the C.E.P.2.
R.E.P. next produced a version of the Caproni 3 (Ca.33) powered by three Italian 150-hp Isotta Fraschini V4A engines. Production of the C.E.P.2 B2 began in 1916 and they soon entered operational service. Later. Caproni-built versions were obtained directly from Italy; these were designated CAP.2 B2.
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It was originally anticipated that three Capronis a month would be built, but production quickly fell behind schedule. In 1915 a total of 14 C.E.P.1 B2s were built. It is believed that 41 aircraft were built in 1916, although one source suggests as many as 59; all these would have been C.E.P.2 B2s. In 1917 only six C.E.P.2 B2s were built. However, by 1917 it had become apparent that R.E.P. and SAIB (Societe Anonyme d'Application Industrielle du Bois) were unable to produce the requisite number of bombers, and arrangements were made to obtain Caproni 3s directly from Italy. As these arrived the Caproni escadrilles changed their designation from CEP to CAP. In 1918 a total of 28 Capronis were obtained. Some of these may have been C.E.P.3 BN3s built by the SAIB. However, official documents show that 20 Caproni 5s (CAP.3 BN 3s) were obtained directly from Italy in early 1918. These were configured to carry two 75-kg and nine 25-kg bombs.
A school was opened at Amberieu-en-Bugey to train French pilots on the Capronis. The instructor was a pilot named Banderieu who would later be responsible for test-flying the Capronis built by SAIB. He had considerable experience with four-engined aircraft, having test-flown the Bleriot 67. The first aircraft used at the center were supplied directly from Italy.
Operational Service
The first unit to receive Caproni C.E.P.2 B2s was CEP 115, formed in February 1916. Alter a period of training it was assigned to GB 1 in March 1916. GB 1 was based at Malzeville. The unit had initially had 20 C.E.P.2 B2s on strength.
In March CEP 115 participated in night attacks on communication centers and rail lines in the Meuse Valley. During most missions a crew of only two was carried; the gunner's position was eliminated because he was not needed for night operations. The crews of CEP 115 continued training for night missions throughout the summer months. Flights at night were quite hazardous and required highly skilled crews. Accidents were frequent and often had tragic consequences. For example, on the night of 15/16 August a Caproni crashed during takeoff because of engine failure. The aircraft was destroyed and one crewman killed.
A large number of night raids could be carried out beginning in September, for by then most of the unit's crews had been trained for night missions. Furthermore, the longer nights permitted more sorties. Bombers were sent out individually to widely separated targets in order to minimize the chances of mid-air collisions. While this policy was safer, it prevented the planes from concentrating their bombs on a single target.
CEP 115 was also active in October, when it attacked a number of targets including railway stations and the Thyssen ironworks. In retaliation for attacks on its airfield, CEP 115 bombed the airfield at Frescaty on the night of 6/7 November. Bad weather hampered operations in December. Only one major raid was flown the entire month, when on 27 December CEP 115 dropped 150 bombs on various targets.
Inclement weather also prevented CEP 115 from flying any sorties the entire month of January 1917. The unit had mixed results on 9/10 February when four aircraft attacked Mazieres; the raid was successful but one aircraft was lost when a bomb, which had become hung up during the raid, detached while the aircraft was landing. The resulting explosion destroyed the bomber as well as two aircraft inside an adjacent hangar.
CEP 115 was detached from GB 1 on 7 April and assigned to GB 2 at Malzeville. Soon after its re-assignment CEP 115 began to receive the new Caproni 3s (CAP.2 B2s) from Italy and was redesignated CAP 115. The CAP designation indicated that the unit was equipped with the Italian-built Capronis. CAP 115 attacked railway stations, factories, barracks, and enemy airfields.
CAP 115 was considerably less active during the summer months as, once again, the shorter nights meant fewer missions could be flown. Ludwigshafen and Phalsbourg were attacked in July.
The success of CAP 115 resulted in the formation of a second unit in August 1917. It was also equipped with the new CAP.2 B2s and designated CAP 130. It was also assigned to GB 2. At this time both CAP 115 and 130 received new insignia. It seems that while ferrying the CAP.2 B2s across the Alps the pilots had become intrigued by the eagles indigenous to that area. It was decided that both units would be given an eagle emblem; CAP 115's was a green eagle and CAP 130's was blue. The new CAP.2 B2s were very satisfactory and could carry an impressive bomb load. They served alongside the older Caproni C.E.P.2 B2s.
As 1918 began GB 2 moved from Malzeville to Gundrecourt, a move necessitated by persistent German attacks on the former airfield. CAP 115 and 130 attacked Ludwigshafen on 1 February 1918 and again on 25 March. Other targets attacked early in 1918 included Luxemborg and Laon.
GB 2 received direct support from the Italians themselves when 18 Gruppo was transferred to the Western Front. This unit consisted of three squadriglia: the 5a, 14a, and 15a. Each squadriglia had only four operational Capronis. The combination of GB 2 and 18 Gruppo (which was designated GB 18 by the French) was designated Groupement Villome, after the unit's commander. It completed 56 missions and dropped 164 tons of bombs on various targets in the Sarre Valley and the city of Ludwigshafen. The Italians had a total of 12 operational aircraft and ten in reserve. The latter were intended to form part of the Inter-Allied Independent Air Force, along with British and American bomber units.
Groupement Villome attacked a large number of railway stations during the spring of 1918. The German attack at Champagne resulted in the unit moving to les Ferme-des-Greves in April. From this new base GB 2 could attack transportation targets in an attempt to stem the flow of German reinforcements.
In response to the German offensive at Ansfeldhe, units of Groupement Villome attacked train stations along the Champagne front. In May GB 2 joined British squadrons in attacks on the German airfields at Montcornet, Ville-au-Bois, and Clement-les-Fermes. During May GB 2 was performing quick strikes against targets located by photo reconnaissance aircraft. In many cases these raids were launched as soon as the film had been developed and analyzed.
GB 2 moved to Chateau-Thierry on 28 May. CAP 115 and 130 had a total of 30 Capronis on strength at this time. From 10 to 18 July these Capronis were used to attack German troops advancing in the area of Reims.
During the Battle of Ile-de-France (18 July to 4 August) GB 2 bombed train stations from Guignicourt to Laon and Aisne to Laon. The escadrilles flew up to three sorties per aircraft each night.
The Battle of Santerre (8 to 30 August) saw the Caproni units attacking iron works, troop concentrations, and railroad targets along the Strasburg-Thionville-Hirson line.
Groupement Villome returned to Epiez for the Battle of Saint Michele (12 September to 30 September). During the Champagne-Argonne offensive (25 September to 11 November) Groupement Villome remained at Epiez. Since February 1916 CAP 115 had flown 289 sorties and dropped 387 tons of bombs. CAP 130, formed in August 1917, flew 371 sorties and dropped 213 tons of bombs.
The Caproni units rapidly replaced their aircraft after the war ended. CAP 115 reequipped with Caudron 23s; CAP 130 became Escadrille 211 postwar and soon received Farman F.60 Goliaths.
Caproni C.E.P.1 B2 (Ca.1) Heavy Bomber with Two Crew, a Single 130-Hp Canton-Unne Mounted as a Pusher, and Two 80-Hp Le Rhone Engines
Span 22.20 m; length 10.90 m; height 3.70 m; wing area 100 sq. m
Empty weight 2,000 kg; loaded weight 3,000 kg; bomb load 275 kg
Maximum speed 110 km/h; climb to 1,000 m in 13 minutes; climb to 2.000 m in 26 minutes; endurance seven hours.
Approximately 14 built
Caproni C.E.P.2 B2 (Ca.3) Heavy Bomber with Two Crew and Three 150-Hp Isotta Fraschini V4a Engines
Span 22.20 m; length 10.90 m; height 3.70 m; wing area 100 sq. m
Empty weight 2,000 kg; loaded weight 3,000 kg: bomb load 455 kg
Maximum speed: 120 km/h; climb to 1,000 m in 8 minutes; climb to 4,000 m in 40 minutes; endurance five hours.
Between 50 and 71 built by R.E.P.
C.E.P.2. Except for possibly a few Caproni 45s, the Caproni escadrilles were entirely equipped with C.E.P.2s.
"Капрони" Са.2 французских ВВС.
Caproni C.E.P.2 with revised gunner's mount which was changed from the over-wing position in the C.E.P.1. Renaud.
Caproni C.E.P.2 with revised gunner's mount which was changed from the over-wing position in the C.E.P.1. Renaud.
Unlike the two outer rudders which were fully movable, the center vertical surface had a fixed stabilizer portion in addition to the rudder.
Caproni C.E.P.1. The initial production aircraft were fitted with a single 130-hp Canton-Unne mounted as a pusher and two 80-hp Le Rhone engines.
Caproni C.E.P.1; despite the fact that this aircraft carried serial number 36, only 14 examples were built because of the aircraft's poor performance. USAF Museum.
Caproni C.E.P.2 of CEP 115. While ferrying the C.E.P.2s across the Alps the pilots had become intrigued by the eagles which were indigenous to that area. It was decided that CAP 115's aircraft would be marked with a green eagle while CAP 130 would use a blue one.
Caproni C.E.P.1. The gunner's cupola on upper wing was unique to the C.E.P.1 and was abandoned on the C.E.P.2. Renaud.
Caproni Bombers (License-Built)
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The final version of the bomber used by the French was the Italian-built Caproni 5 (Ca.44). At the insistence of the French government these aircraft had been equipped with three 260-hp Fiat A-12bis engines. Most CAP.3 BN3s, as they were designated, were obtained directly from Italy in mid-1918. However, a small number of Caproni 5s were built at Lyon by R.E.P. The first plane, C.E.P.3 BN3, was sent to Villacoublay for testing but broke down at Chalon and could not get beyond Dijon. The second crashed and was destroyed at Corbeil. The third was tested but was not found to offer a significant improvement over the C.E.P.2 B2s and CAP.2 B2s already in service. General Duval reported there were numerous problems with the C.E.P.3 BN3s including an insufficient bomb load, exhaust flames exiting too close to the fuel tanks, and the fact that the type was difficult to fly because it was nose heavy. It seems likely that problems with the first batch of bombers from R.E.P. convinced the STAe that the Caproni firm in Italy would be a more reliable source. Only a handful of CAP.3 BN3s were used by the French escadrilles, and all these had been built in Italy.
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Caproni C.E.P.3 BN3 (Ca.5) Heavy Bomber with Three Crew and Three 200-Hp Fiat A-12 Engines
Span 3.4 m; length 12.6 m; height 4.48 m; wing area 150 sq. m
Empty weight 3,000 kg; loaded weight 5,200 kg
Max speed: 138 km/h; climb to 2,000 m in 14 minutes; ceiling 5,000 m; range 560 km
Armament: two 75-kg and nine 25-kg bombs.
At least 20 obtained directly from Italy
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The final version of the bomber used by the French was the Italian-built Caproni 5 (Ca.44). At the insistence of the French government these aircraft had been equipped with three 260-hp Fiat A-12bis engines. Most CAP.3 BN3s, as they were designated, were obtained directly from Italy in mid-1918. However, a small number of Caproni 5s were built at Lyon by R.E.P. The first plane, C.E.P.3 BN3, was sent to Villacoublay for testing but broke down at Chalon and could not get beyond Dijon. The second crashed and was destroyed at Corbeil. The third was tested but was not found to offer a significant improvement over the C.E.P.2 B2s and CAP.2 B2s already in service. General Duval reported there were numerous problems with the C.E.P.3 BN3s including an insufficient bomb load, exhaust flames exiting too close to the fuel tanks, and the fact that the type was difficult to fly because it was nose heavy. It seems likely that problems with the first batch of bombers from R.E.P. convinced the STAe that the Caproni firm in Italy would be a more reliable source. Only a handful of CAP.3 BN3s were used by the French escadrilles, and all these had been built in Italy.
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Caproni C.E.P.3 BN3 (Ca.5) Heavy Bomber with Three Crew and Three 200-Hp Fiat A-12 Engines
Span 3.4 m; length 12.6 m; height 4.48 m; wing area 150 sq. m
Empty weight 3,000 kg; loaded weight 5,200 kg
Max speed: 138 km/h; climb to 2,000 m in 14 minutes; ceiling 5,000 m; range 560 km
Armament: two 75-kg and nine 25-kg bombs.
At least 20 obtained directly from Italy
Caproni 3 (serial CAP 502) with elevated gunner's mount and Eteve stand. At least three Caproni 3s were built by R.E.P.
Maurice Farman M.F.11
Italy
A total of 601 M.F.11s (which were known as Farman 1914s in Italy) were built under license by the Societa Construzioni Aeronautiche "Savoia" at Bovisio-Mombello beginning in May 1914. The Fiat firm at Torino also built them under license beginning in mid-1915. The Fiat-built machines were powered by 100-hp Fiat A-10 engines and carried the designation F.5b while the Savoia M.F.11s had 110-hp Colombo D.110 engines. Finally, the Societa Nieuport-Macchi built 50 M.F.11s.
The Savoia F5.bs were subject to a number of modifications closely resembling those of the Farman F.40s, and the Savoia design may have been inspired by that type. The Savoia Pomilio firm created copies of the M.F.11s designated S.P.1, 2, 3, and 4. The S.P.1 was essentially a license-built M.F.11. The S.P.2 was also similar to the standard M.F.11 but was more streamlined for better aerodynamics and strengthened so that it could carry the more powerful 260-hp A 12 engine. This meant that the empty weight of the standard S.P.2 was twice that of the standard M.F.11 but the increase in engine power more than compensated for this change. The S.P.2 was now able to carry a camera as well as a Fiat machine gun mounted in the nose. Approximately ten S.P.2s were fitted with 25-mm Fiat cannons; these planes were designated S.P.2bis. A total of 402 S.P.2s was built. However, because of the increase in weight the S.P.2s were found to be unstable in flight and poorly maneuverable. A lightened version with a smaller wing was introduced in the hope of correcting these problems. This version was designated S.P.3 and was found to be marginally faster and more maneuverable. Production of the S.P.3 began in 1917 and a total of 300 were built. However, the S.P.3 was still no match for Austro-Hungarian and German fighters and became known by its pilots as a "coffin for two." Finally, a twin-engine version of the S.P. series was built in 1916; it was a M.F.11 airframe fitted with two Isotta Fraschini V.4b engines mounted as tractors. The A.E.R. firm at Orbassano, near Torino, built 152 examples. The S.P.4 entered service with front-line squadriglias in the fall of 1917 and remained in service until the end of the war.
The M.F.11s equipped 12 squadriglias in November 1916. These units were:
Gruppo 1 (3rd Armata): Squadriglias 27a and 28a. Gruppo 2 (2nd Armata): Squadriglias 29a and 30a. Gruppo 3 (1st Armata): Squadriglias 31a and 37a. Gruppo 4 (2nd Armata): Squadriglias 47a.
Gruppo 7 (1st Armata): Squadriglias 46a (Verona and Asiaso) assigned to the 1st Army, 48 (Belluno) assigned to the 1st Army, and 49a assigned to the 1st Army.
Defense of Udine: Squadriglia 33a.
Albania: Squadriglia 36a (Valona) assigned to the 16th Army in Albania.
Initially the M.F.11s and F5bs were used as bombers, but their light bomb loads resulted in only modest success in this role, and they were shifted to reconnaissance missions.
By 1917 there were 15 Squadriglias which still used M.F.11s and F.5bs. These were:
Gruppo 1 (3rd Armata): Squadriglia 36a.
Gruppo 2 ( 2nd Armata, 4th Armata): Squadriglias 27a, 30a, and 41a. Gruppo 3 (1st Armata): Squadriglia 31a.
Gruppo 4 (2nd Armata, 4th Armata): Squadriglias 29a and 45a.
Gruppo 7 (6th Armata, 1st Armata): Squadriglia 32a.
Gruppo 8 (Albania): Squadriglia 34a.
Gruppo 9 (1st Armata): Squadriglia 37a.
Independent Squadriglias 101a (Bari), 102a (Ancona), 104a (Bengasi), 12a (Bengasi), and 7a.
The M.F.11s were withdrawn from front-line service in 1918 and assigned to training units. Some of the S.P. series of M.F.11s remained in Italian service until 1922 and provided support for Italian colonial troops during attacks against rebels.
Italian-Built Variants of the M.F.11:
Type Engine Span Length Area Weight Empty Weight Loaded Max Speed Climb Ceiling Endur. Built
SP 1 FA 10, 100-hp 16.13 m 9.19 m 56 sq. m 640 kg 920 kg 108 km/h - - - -
SP 2 A-12, 260-hp 16.74 m 10.70 m 67 sq. m 1250 kg 1700 kg 135 km/h 3,000 m in 26 min. 5,000 m 4 hours 402
SP 3 A-12, 260-hp 14.71 m 10.50 m 60 sq. m 1233 kg 1683 kg 145 km/h 3,000 m in 25 min. 5,000 m 4 hours 300
SP 4 IF V4b, 190-hp 19.80 m 10.70 m 78 sq. m 1700 kg 2500 kg 151 km/h 3,000 m in 18 min. 4,500 m 4 hours 52
Italy
A total of 601 M.F.11s (which were known as Farman 1914s in Italy) were built under license by the Societa Construzioni Aeronautiche "Savoia" at Bovisio-Mombello beginning in May 1914. The Fiat firm at Torino also built them under license beginning in mid-1915. The Fiat-built machines were powered by 100-hp Fiat A-10 engines and carried the designation F.5b while the Savoia M.F.11s had 110-hp Colombo D.110 engines. Finally, the Societa Nieuport-Macchi built 50 M.F.11s.
The Savoia F5.bs were subject to a number of modifications closely resembling those of the Farman F.40s, and the Savoia design may have been inspired by that type. The Savoia Pomilio firm created copies of the M.F.11s designated S.P.1, 2, 3, and 4. The S.P.1 was essentially a license-built M.F.11. The S.P.2 was also similar to the standard M.F.11 but was more streamlined for better aerodynamics and strengthened so that it could carry the more powerful 260-hp A 12 engine. This meant that the empty weight of the standard S.P.2 was twice that of the standard M.F.11 but the increase in engine power more than compensated for this change. The S.P.2 was now able to carry a camera as well as a Fiat machine gun mounted in the nose. Approximately ten S.P.2s were fitted with 25-mm Fiat cannons; these planes were designated S.P.2bis. A total of 402 S.P.2s was built. However, because of the increase in weight the S.P.2s were found to be unstable in flight and poorly maneuverable. A lightened version with a smaller wing was introduced in the hope of correcting these problems. This version was designated S.P.3 and was found to be marginally faster and more maneuverable. Production of the S.P.3 began in 1917 and a total of 300 were built. However, the S.P.3 was still no match for Austro-Hungarian and German fighters and became known by its pilots as a "coffin for two." Finally, a twin-engine version of the S.P. series was built in 1916; it was a M.F.11 airframe fitted with two Isotta Fraschini V.4b engines mounted as tractors. The A.E.R. firm at Orbassano, near Torino, built 152 examples. The S.P.4 entered service with front-line squadriglias in the fall of 1917 and remained in service until the end of the war.
The M.F.11s equipped 12 squadriglias in November 1916. These units were:
Gruppo 1 (3rd Armata): Squadriglias 27a and 28a. Gruppo 2 (2nd Armata): Squadriglias 29a and 30a. Gruppo 3 (1st Armata): Squadriglias 31a and 37a. Gruppo 4 (2nd Armata): Squadriglias 47a.
Gruppo 7 (1st Armata): Squadriglias 46a (Verona and Asiaso) assigned to the 1st Army, 48 (Belluno) assigned to the 1st Army, and 49a assigned to the 1st Army.
Defense of Udine: Squadriglia 33a.
Albania: Squadriglia 36a (Valona) assigned to the 16th Army in Albania.
Initially the M.F.11s and F5bs were used as bombers, but their light bomb loads resulted in only modest success in this role, and they were shifted to reconnaissance missions.
By 1917 there were 15 Squadriglias which still used M.F.11s and F.5bs. These were:
Gruppo 1 (3rd Armata): Squadriglia 36a.
Gruppo 2 ( 2nd Armata, 4th Armata): Squadriglias 27a, 30a, and 41a. Gruppo 3 (1st Armata): Squadriglia 31a.
Gruppo 4 (2nd Armata, 4th Armata): Squadriglias 29a and 45a.
Gruppo 7 (6th Armata, 1st Armata): Squadriglia 32a.
Gruppo 8 (Albania): Squadriglia 34a.
Gruppo 9 (1st Armata): Squadriglia 37a.
Independent Squadriglias 101a (Bari), 102a (Ancona), 104a (Bengasi), 12a (Bengasi), and 7a.
The M.F.11s were withdrawn from front-line service in 1918 and assigned to training units. Some of the S.P. series of M.F.11s remained in Italian service until 1922 and provided support for Italian colonial troops during attacks against rebels.
Italian-Built Variants of the M.F.11:
Type Engine Span Length Area Weight Empty Weight Loaded Max Speed Climb Ceiling Endur. Built
SP 1 FA 10, 100-hp 16.13 m 9.19 m 56 sq. m 640 kg 920 kg 108 km/h - - - -
SP 2 A-12, 260-hp 16.74 m 10.70 m 67 sq. m 1250 kg 1700 kg 135 km/h 3,000 m in 26 min. 5,000 m 4 hours 402
SP 3 A-12, 260-hp 14.71 m 10.50 m 60 sq. m 1233 kg 1683 kg 145 km/h 3,000 m in 25 min. 5,000 m 4 hours 300
SP 4 IF V4b, 190-hp 19.80 m 10.70 m 78 sq. m 1700 kg 2500 kg 151 km/h 3,000 m in 18 min. 4,500 m 4 hours 52
Maurice Farman M.F.11
Italy
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Finally, a twin-engine version of the S.P. series was built in 1916; it was a M.F.11 airframe fitted with two Isotta Fraschini V.4b engines mounted as tractors. The A.E.R. firm at Orbassano, near Torino, built 152 examples. The S.P.4 entered service with front-line squadriglias in the fall of 1917 and remained in service until the end of the war.
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Italian-Built Variants of the M.F.11:
Type Engine Span Length Area Weight Empty Weight Loaded Max Speed Climb Ceiling Endur. Built
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SP 4 IF V4b, 190-hp 19.80 m 10.70 m 78 sq. m 1700 kg 2500 kg 151 km/h 3,000 m in 18 min. 4,500 m 4 hours 52
Italy
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Finally, a twin-engine version of the S.P. series was built in 1916; it was a M.F.11 airframe fitted with two Isotta Fraschini V.4b engines mounted as tractors. The A.E.R. firm at Orbassano, near Torino, built 152 examples. The S.P.4 entered service with front-line squadriglias in the fall of 1917 and remained in service until the end of the war.
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Italian-Built Variants of the M.F.11:
Type Engine Span Length Area Weight Empty Weight Loaded Max Speed Climb Ceiling Endur. Built
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SP 4 IF V4b, 190-hp 19.80 m 10.70 m 78 sq. m 1700 kg 2500 kg 151 km/h 3,000 m in 18 min. 4,500 m 4 hours 52
Voisin 5 (LAS)
Foreign Service
Russia
At least one Voisin 5 was sent to the air service, a Type 5 being attached to the 26th Air Group. It was modified by a pilot named Petr Ivanov and became known as the Ivanov Voisin. These changes performed at the 6th Aviapark included a new plywood gondola, a machine gun mounted in the nose and fired by the observer, and an aluminum bulkhead to separate the fuel tank from the engine. The fuel tank was self-sealing. The wings and tail were made of steel tubes with wooden fairings. The aircraft was test flown on 6 April 1916 with excellent results; it was 20 km/h faster than the standard Voisin despite being powered by the same 150-hp Salmson P9 engine. The Anatra plant was ordered to stop building standard Voisins and instead produced 125 Ivanov Voisins. Production began in late 1916 and by 1917 no fewer than 150 airplanes had been built. These remained in service as late as 1922, and some saw service in the civil war.
Voisin 5 (LBS) Two-Seat Reconnaissance Airplane with 160-hp Salmson Built in Russia
Span 15.70 m; length 9.5 m; height 2.95 m; wing area 47.00 sq. m
Empty weight 975 kg; loaded weight 1,325 kg;
Maximum speed: 105 km/h at 2,000 m; climb to 1,000 m in 10 minutes; climb to 2,000 m in 22 minutes; climb to 3,000 m in 40 minutes; ceiling 3,500 m; endurance 4 hours
Foreign Service
Russia
At least one Voisin 5 was sent to the air service, a Type 5 being attached to the 26th Air Group. It was modified by a pilot named Petr Ivanov and became known as the Ivanov Voisin. These changes performed at the 6th Aviapark included a new plywood gondola, a machine gun mounted in the nose and fired by the observer, and an aluminum bulkhead to separate the fuel tank from the engine. The fuel tank was self-sealing. The wings and tail were made of steel tubes with wooden fairings. The aircraft was test flown on 6 April 1916 with excellent results; it was 20 km/h faster than the standard Voisin despite being powered by the same 150-hp Salmson P9 engine. The Anatra plant was ordered to stop building standard Voisins and instead produced 125 Ivanov Voisins. Production began in late 1916 and by 1917 no fewer than 150 airplanes had been built. These remained in service as late as 1922, and some saw service in the civil war.
Voisin 5 (LBS) Two-Seat Reconnaissance Airplane with 160-hp Salmson Built in Russia
Span 15.70 m; length 9.5 m; height 2.95 m; wing area 47.00 sq. m
Empty weight 975 kg; loaded weight 1,325 kg;
Maximum speed: 105 km/h at 2,000 m; climb to 1,000 m in 10 minutes; climb to 2,000 m in 22 minutes; climb to 3,000 m in 40 minutes; ceiling 3,500 m; endurance 4 hours
Sikorsky Bomber
Igor Sikorsky arrived in France in 1917 alter the Russian Revolution had begun. Supplied with a letter of introduction from the chief of the French military mission to Russia, Sikorsky met with the representatives of STAe. He was asked to use his talent for producing large aircraft (such as the Ilya Muromets) to design one capable of carrying a 1,000-kg bomb load (BN class). It has been reported that Sikorsky examined parts of German bombers that had been shot down over Paris, searching for any technical advances over his earlier designs.
The final design was to have been powered by two 400-hp Liberty engines, although another source states that four 300-hp Hispano-Suizas were planned. Probably due to the unavailability of these engines, Sikorsky was ordered to use four 180-hp Hispano-Suizas.
Five aircraft were ordered but the Armistice ended the urgent need for a night bomber. The project was terminated before a single aircraft could be completed, and Sikorsky left for the United States a few months later.
Model: S-23V (#167) S-24G-1 S-25G-2 S-25G-3 S-26D-1 S-26D-2 S-27E
Year: 1915 1916 1916 1916 1916 1916 1917
Engine(s) type: 150hp R-BVZ x4 160hp Sunbeam x4 160hp Beardmore x4 220hp Renault x2 150hp R-BVZ x2 150hp Sunbeam x4 150hp Sunbeam x4 220hp Renault x4
Length, m: 27.5 17.1 17.1 17.1 15.5 17 18.8
WingSpan, m: top/bottom 29.8/21 30.87/22 30.87/22 30.87/22 24.9/17.6 29.7/29.7 34.5/26.6
Wing Area, m2: 125 148 159.6 159.6 132 148 220
Wt. empty, kg: 3500 3800 3800 3800 3150 3800 5000
Wt. fuel/ oil, kg: 600 650 686 656 690 540 920
Wt. load, kg: 1500 1560 1700 1500 1250 1400 2460
Wt. flying, kg: 5000 5400 5500 5300 4400 5200 7460
Wingload, kg/m2: 40 36.5 34.5 33.2 33.2 35.5 34.2
Powerload, kg/hp: 8.3 8.4 8.6 7.1 7.3 8.5 8.5
Speed, km/h: 120 135 137 120 120 110 130
Igor Sikorsky arrived in France in 1917 alter the Russian Revolution had begun. Supplied with a letter of introduction from the chief of the French military mission to Russia, Sikorsky met with the representatives of STAe. He was asked to use his talent for producing large aircraft (such as the Ilya Muromets) to design one capable of carrying a 1,000-kg bomb load (BN class). It has been reported that Sikorsky examined parts of German bombers that had been shot down over Paris, searching for any technical advances over his earlier designs.
The final design was to have been powered by two 400-hp Liberty engines, although another source states that four 300-hp Hispano-Suizas were planned. Probably due to the unavailability of these engines, Sikorsky was ordered to use four 180-hp Hispano-Suizas.
Five aircraft were ordered but the Armistice ended the urgent need for a night bomber. The project was terminated before a single aircraft could be completed, and Sikorsky left for the United States a few months later.
Model: S-23V (#167) S-24G-1 S-25G-2 S-25G-3 S-26D-1 S-26D-2 S-27E
Year: 1915 1916 1916 1916 1916 1916 1917
Engine(s) type: 150hp R-BVZ x4 160hp Sunbeam x4 160hp Beardmore x4 220hp Renault x2 150hp R-BVZ x2 150hp Sunbeam x4 150hp Sunbeam x4 220hp Renault x4
Length, m: 27.5 17.1 17.1 17.1 15.5 17 18.8
WingSpan, m: top/bottom 29.8/21 30.87/22 30.87/22 30.87/22 24.9/17.6 29.7/29.7 34.5/26.6
Wing Area, m2: 125 148 159.6 159.6 132 148 220
Wt. empty, kg: 3500 3800 3800 3800 3150 3800 5000
Wt. fuel/ oil, kg: 600 650 686 656 690 540 920
Wt. load, kg: 1500 1560 1700 1500 1250 1400 2460
Wt. flying, kg: 5000 5400 5500 5300 4400 5200 7460
Wingload, kg/m2: 40 36.5 34.5 33.2 33.2 35.5 34.2
Powerload, kg/hp: 8.3 8.4 8.6 7.1 7.3 8.5 8.5
Speed, km/h: 120 135 137 120 120 110 130
Astoux-Vedrines
The Astoux-Vedrines triplane was tested at the Belgian aerodrome of Etampes during the First World War. The Etampes field, which had previously been used by the Farman and Bleriot firms to evaluate aircraft, was used by the French to test fly a number of unusual designs. The plane was designed by Astoux and test-flown by Jules Vedrines and so has become known as the Astoux-Vedrines triplane.
The aircraft had three wings of narrow chord with a single interplane strut on each side connecting all three wings. The wings were staggered so that the top wing was foremost and the bottom was at the extreme rear. An unusual aspect of the design was that the incidence of the wings could be varied in flight. A large spinner helped to give the fuselage a streamlined silhouette. A small fixed fin extended above and below the tail and a large rudder was attached to the fin. A tailskid extended from the lower fin. The engine was a 130-hp Clerget.
Jules Vedrines decided to adopt a careful test program and would set the wing incidence on the ground before flying the aircraft. Another pilot, named Simon, destroyed the aircraft in a crash, possibly due to failure of the variable incidence wing. It does not seem that the triplane was rebuilt or that the design was developed further.
Astoux-Vedrines Triplane Experimental Aircraft with 130-hp Clerget
One built
The Astoux-Vedrines triplane was tested at the Belgian aerodrome of Etampes during the First World War. The Etampes field, which had previously been used by the Farman and Bleriot firms to evaluate aircraft, was used by the French to test fly a number of unusual designs. The plane was designed by Astoux and test-flown by Jules Vedrines and so has become known as the Astoux-Vedrines triplane.
The aircraft had three wings of narrow chord with a single interplane strut on each side connecting all three wings. The wings were staggered so that the top wing was foremost and the bottom was at the extreme rear. An unusual aspect of the design was that the incidence of the wings could be varied in flight. A large spinner helped to give the fuselage a streamlined silhouette. A small fixed fin extended above and below the tail and a large rudder was attached to the fin. A tailskid extended from the lower fin. The engine was a 130-hp Clerget.
Jules Vedrines decided to adopt a careful test program and would set the wing incidence on the ground before flying the aircraft. Another pilot, named Simon, destroyed the aircraft in a crash, possibly due to failure of the variable incidence wing. It does not seem that the triplane was rebuilt or that the design was developed further.
Astoux-Vedrines Triplane Experimental Aircraft with 130-hp Clerget
One built
The Astra Societe de Constructions Aeronautique produced a series of airships before the war. In 1909 it obtained a license from the Wright Brothers to build modified Wright Flyers. The company later built several military biplanes, including the Type C of 1912 and the Type CM of 1913. The main differences between the two designs was that the Type C was constructed of wood while the CM was made of metal (hence the M designation). Three of the CMs were ordered by the Royal Naval Air Service but were never delivered.
Astra Bomber
The Astra firm produced a heavy bomber which, it was hoped, would meet the requirements of the 1916 concours puissant. Little is known about this plane and it does not seem that any photographs of it have survived. It is known that the Astra bomber was powered by three 220-hp Renault engines. Its configuration was much like the Caproni bomber, with a twin fuselage and an abbreviated central fuselage. A pair of wheels was located under all three fuselage sections. There was a machine-gun position in the nose and one on each boom.
The Astra bomber did not meet the specifications of the concours and was not selected for production. It appears that further development of the type was abandoned.
The Astra firm continued to produce aircraft under license during the First World War and in 1921 merged with Nieuport to become Nieuport-Astra.
Astra Heavy Bomber with Three 220-hp Renault Engines
Span: 25.5m; length 14.2 m; wing area 140 sq. m
Empty weight 2/300 kg; loaded weight 3/500 kg
Maximum speed: 125 km/h; ceiling 3,800 m; climb to 2,000 m in 24 minutes
One built
The Astra firm produced a heavy bomber which, it was hoped, would meet the requirements of the 1916 concours puissant. Little is known about this plane and it does not seem that any photographs of it have survived. It is known that the Astra bomber was powered by three 220-hp Renault engines. Its configuration was much like the Caproni bomber, with a twin fuselage and an abbreviated central fuselage. A pair of wheels was located under all three fuselage sections. There was a machine-gun position in the nose and one on each boom.
The Astra bomber did not meet the specifications of the concours and was not selected for production. It appears that further development of the type was abandoned.
The Astra firm continued to produce aircraft under license during the First World War and in 1921 merged with Nieuport to become Nieuport-Astra.
Astra Heavy Bomber with Three 220-hp Renault Engines
Span: 25.5m; length 14.2 m; wing area 140 sq. m
Empty weight 2/300 kg; loaded weight 3/500 kg
Maximum speed: 125 km/h; ceiling 3,800 m; climb to 2,000 m in 24 minutes
One built
Astra-Paulhan Flying Boat
The Astra firm produced a flying boat which had twin-engines and twin-fuselages. In many respects it was similar to the preceding Astra bomber. The aircraft was tested at the Saint Raphael naval base in 1919. No further details, aside from the two photographs shown, are available.
The Astra firm produced a flying boat which had twin-engines and twin-fuselages. In many respects it was similar to the preceding Astra bomber. The aircraft was tested at the Saint Raphael naval base in 1919. No further details, aside from the two photographs shown, are available.
Audenis E.P.2 and C2
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Later in 1916 Audenis designed, built, and tested another aircraft. It was intended to meet the C2 category and was a two-seat biplane with equal-span wings. The lower wing was set well below the fuselage by a series of struts. There was a single bay of I-shaped interplane struts. The engine was probably a 130-hp Clerget. The aeroplane appears to have had a single synchronized machine gun fired by the pilot, while the observer had a ring mount. The rear fuselage was sharply tapered. The maximum speed was 180 km/h. The type was not accepted by the Aviation Militaire and Audenis returned to his regular duties with MF 1 (now AR 1). He subsequently helped design the B.A.J. C2 fighter of 1918.
Audenis C2 Two-Seat Fighter
Maximum speed: 180 km/h
One built
<...>
Later in 1916 Audenis designed, built, and tested another aircraft. It was intended to meet the C2 category and was a two-seat biplane with equal-span wings. The lower wing was set well below the fuselage by a series of struts. There was a single bay of I-shaped interplane struts. The engine was probably a 130-hp Clerget. The aeroplane appears to have had a single synchronized machine gun fired by the pilot, while the observer had a ring mount. The rear fuselage was sharply tapered. The maximum speed was 180 km/h. The type was not accepted by the Aviation Militaire and Audenis returned to his regular duties with MF 1 (now AR 1). He subsequently helped design the B.A.J. C2 fighter of 1918.
Audenis C2 Two-Seat Fighter
Maximum speed: 180 km/h
One built
Audenis E.P.2 and C2
Charles Audenis was a pioneer French aviator who, with the collaboration of his friend, Jean Jacob, designed and built two training aircraft before the First World War. Audenis subsequently worked for Ihe Voisin firm and was eventually accepted as a pilot by Ihe Aviation Militaire. He served as a flying instructor for about a year and then was posted to MF 1. Sometime during the course of the war Audenis and Jacob built a two-seat plane with a single-bay wing. It was designated the type E.P.2 and was intended for use as a trainer. It was powered by a single 80-hp Le Rhone engine, although an 80-hp Clerget, a 120-hp Le Rhone, or a 130-hp Clerget engine could be filled. The single bay biplane wings were of equal span. The wings were constructed in three sections with the center section supported by N-shaped cabane struts. The fuselage was in two parts to facilitate disassembly and transportation. The from of the fuselage was fabric covered, while the rear section was of monocoque construction. The vertical tail was triangular with elliptical elevators and rudders. The landing gear was made of poplar with a duralumin axle. There were dual controls with the student seated in the front seat.
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E.P.2 Primary Trainer with 80-hp Le Rhone
Span 10.20 m; length 7.65 m; height 2.80 m; wing area 21 sq. m
Empty weight 460 kg; loaded weight 714 kg
One built
Charles Audenis was a pioneer French aviator who, with the collaboration of his friend, Jean Jacob, designed and built two training aircraft before the First World War. Audenis subsequently worked for Ihe Voisin firm and was eventually accepted as a pilot by Ihe Aviation Militaire. He served as a flying instructor for about a year and then was posted to MF 1. Sometime during the course of the war Audenis and Jacob built a two-seat plane with a single-bay wing. It was designated the type E.P.2 and was intended for use as a trainer. It was powered by a single 80-hp Le Rhone engine, although an 80-hp Clerget, a 120-hp Le Rhone, or a 130-hp Clerget engine could be filled. The single bay biplane wings were of equal span. The wings were constructed in three sections with the center section supported by N-shaped cabane struts. The fuselage was in two parts to facilitate disassembly and transportation. The from of the fuselage was fabric covered, while the rear section was of monocoque construction. The vertical tail was triangular with elliptical elevators and rudders. The landing gear was made of poplar with a duralumin axle. There were dual controls with the student seated in the front seat.
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E.P.2 Primary Trainer with 80-hp Le Rhone
Span 10.20 m; length 7.65 m; height 2.80 m; wing area 21 sq. m
Empty weight 460 kg; loaded weight 714 kg
One built
B.A.J. C2
The B.A.J. was a two-seat fighter designed to meet the C2 specifications of 1918. The C2 category was for an aircraft armed with a 7.7- or 11-mm machine gun synchronized to fire through the propeller arc, two machine guns (or a single cannon) in a turret controlled by the gunner, and a machine gun firing through the underside. The aircraft was to have a payload of 375 kg, a maximum ceiling of 8000 m, a cruising altitude of 5000 m, and a maximum speed of 220 km/h.
The aircraft submitted to meet the C2 specification included a number of types which used the Hispano-Suiza 8Fb of 300-hp. These were the Hanriot-Dupont HD.5, the Borel-Boccacio type 3000, and the B.A.J. C2.
In 1916 Charles Audenis had designed two military aircraft that were not accepted for production. His next design appeared in 1918 and was designated B.A.J. C2, the initials B.A.J. standing for Boncoun-Audenis-Jacob. Jacob was a lieutenant with AR 1 who had been killed during the war; the inclusion of his name in the designation implies that before his death he collaborated with Audenis on the design.
The aircraft was powered by a 300-hp Hispano-Suiza 8Fb and had a two-bay wing. The upper wing had a slight dihedral; the lower wing had none. Single interplane struts braced the wings. The interplane bracing wires were attached to the spars. The wing bracing proved satisfactory during static testing; the wings did not fail until a load factor of nine had been reached. The ailerons were horn-balanced (as were the rudder and elevators) and were on the lower wings only. Armament was a synchronized 7.7-mm Vickers machine gun fired by the pilot and two 7.7-mm Lewis guns on a T.O.3 ring mount for the observer.
The B.A.J. C2 was completed by 1 May 1918 and arrived for testing at Villacoublay in late November of that year. However, it was not flown until 28 January 1919. A second prototype was also subsequently tested at Villacoublay. The type was not adopted by the Aviation Militaire.
B.A.J. C2 Two-Seat Fighter with 300-hp Hispano-Suiza 8Fb
No known specifications
Armament: a synchronized 7.7-mm Vickers machine gun and two 7.7-mm Lewis guns on a T.O.3 ring
Two built
The B.A.J. was a two-seat fighter designed to meet the C2 specifications of 1918. The C2 category was for an aircraft armed with a 7.7- or 11-mm machine gun synchronized to fire through the propeller arc, two machine guns (or a single cannon) in a turret controlled by the gunner, and a machine gun firing through the underside. The aircraft was to have a payload of 375 kg, a maximum ceiling of 8000 m, a cruising altitude of 5000 m, and a maximum speed of 220 km/h.
The aircraft submitted to meet the C2 specification included a number of types which used the Hispano-Suiza 8Fb of 300-hp. These were the Hanriot-Dupont HD.5, the Borel-Boccacio type 3000, and the B.A.J. C2.
In 1916 Charles Audenis had designed two military aircraft that were not accepted for production. His next design appeared in 1918 and was designated B.A.J. C2, the initials B.A.J. standing for Boncoun-Audenis-Jacob. Jacob was a lieutenant with AR 1 who had been killed during the war; the inclusion of his name in the designation implies that before his death he collaborated with Audenis on the design.
The aircraft was powered by a 300-hp Hispano-Suiza 8Fb and had a two-bay wing. The upper wing had a slight dihedral; the lower wing had none. Single interplane struts braced the wings. The interplane bracing wires were attached to the spars. The wing bracing proved satisfactory during static testing; the wings did not fail until a load factor of nine had been reached. The ailerons were horn-balanced (as were the rudder and elevators) and were on the lower wings only. Armament was a synchronized 7.7-mm Vickers machine gun fired by the pilot and two 7.7-mm Lewis guns on a T.O.3 ring mount for the observer.
The B.A.J. C2 was completed by 1 May 1918 and arrived for testing at Villacoublay in late November of that year. However, it was not flown until 28 January 1919. A second prototype was also subsequently tested at Villacoublay. The type was not adopted by the Aviation Militaire.
B.A.J. C2 Two-Seat Fighter with 300-hp Hispano-Suiza 8Fb
No known specifications
Armament: a synchronized 7.7-mm Vickers machine gun and two 7.7-mm Lewis guns on a T.O.3 ring
Two built
Bassan-Gue BN4 Bomber
The Aviation Militaire, interested in obtaining a strategic night bomber in the same class as the RAF's Handley Pages, issued the BN4 specification in August 1918.
The B 3/4 requirement was for a heavy bomber to be used for night attacks, which meant that it would need little, if any, defensive armament. It was to carry a crew of three or four and have a 1,200-kg bomb load. Projected date for entry into service was 1919. The Bassan-Gue bomber was one of the aircraft designed to meet the specification.
The Bassan-Gue was to have been a triplane powered by three 450-hp Renault engines. However, the STAe had decided to reserve these engines for use on fighters; strategic bombers were not being given top priority for engine production. Instead it was asked that the design accept Hispano engines of only 300 hp. This meant the Bassan-Gue bomber would have been underpowered by 33 percent or would have had to been modified to accept four engines. It is not surprising, therefore, that the design was abandoned before it ever left the drawing board.
The Aviation Militaire, interested in obtaining a strategic night bomber in the same class as the RAF's Handley Pages, issued the BN4 specification in August 1918.
The B 3/4 requirement was for a heavy bomber to be used for night attacks, which meant that it would need little, if any, defensive armament. It was to carry a crew of three or four and have a 1,200-kg bomb load. Projected date for entry into service was 1919. The Bassan-Gue bomber was one of the aircraft designed to meet the specification.
The Bassan-Gue was to have been a triplane powered by three 450-hp Renault engines. However, the STAe had decided to reserve these engines for use on fighters; strategic bombers were not being given top priority for engine production. Instead it was asked that the design accept Hispano engines of only 300 hp. This meant the Bassan-Gue bomber would have been underpowered by 33 percent or would have had to been modified to accept four engines. It is not surprising, therefore, that the design was abandoned before it ever left the drawing board.
Bernard A.B.1, A.B.2, A.B.3, and A.B.4
The Bernard firm had produced SPAD 13s and 16s under license and in 1918 responded to the BN2 specification for a medium night bomber. The aircraft, designated A.B.1, was in competition with the Breguet 16, Farman F.50, and Voisin 11.
The A.B.1 was a biplane powered by two 180-hp Hispano-Suiza engines. The fuselage was made of wood and had a rectangular cross-section. The engines were suspended between the upper and lower wings with the two propellers positioned only inches from the pilot's cockpit. A set of M- shaped struts supported the engines from the top wing and a set of W-shaped struts supported them from the bottom wing. The undercarriage consisted of a pair of wheels below each of the engines. The tail was of conventional configuration with a single rudder and horizontal tailplane. The wing had two bays of struts outboard of each engine. The top wing was longer than the lower and there were ailerons on both the upper and lower wings. Protection was provided by a gunner/bombardier in the nose firing a single 7.7-mm machine gun. As all raids were to take place at night, this was considered an adequate defense.
The Farman F.50 and Breguet 16 were selected for production. However, the Bernard design had compared favorably in terms of speed and bomb load, and an order was placed for ten aircraft. None of the Bernard A.B.1s was ever used operationally, and it appears that none was ever assigned to an escadrille.
In an attempt to improve the aircraft's performance, Bernard substituted two Hispano-Suiza engines of 200-hp. Despite the improvement in performance created by the new engines, the Bernard A.B.2, as it was designated, was not chosen for production.
Postwar, the company attempted to sell the machine as a postal aircraft designated A.B.3 or a postal/passenger carrier designated A.B.4. Both types could use either two 180-hp or 200-hp Hispano-Suiza engines. The 1919 company brochure assured prospective customers that the all-wood construction insured a sturdy airframe which would withstand great stresses in any climate. Furthermore, the Hispano-Suiza engines were touted as having the distinct advantage of being available in large numbers at low prices.
The A.B.3 was to be used as a mailplane and could carry 905 kg of cargo. Only a single A.B.3 was built.
The A.B.4 was an airliner version of the projected A.B.2 bomber and could carry up to seven passengers. Only a single example was built.
Bernard A.B.1 Bn2 Night Bomber with Two 180-hp Hispano-Suiza Engines
Span 18.95 m; length 11.30 m; height 3.65 m; wing area 83 sq. m
Empty weight 1,660 kg; loaded weight 2,895 kg
Maximum speed: 161 km/h at 2000 m; ceiling 4,900 m; climb to 4,000 m in 15 minutes 45 second
Armament: one 7.7-mm machine gun
Ten built
Bernard A.B.2 Bn2 Night Bomber with Two 200-hp Hispano-Suiza Engines
Data as A.B.1 except: Empty weight 1,640 kg; loaded weight 3,084 kg; bomb load 640 kg
Maximum speed: 180 km/h
One built
Bernard A.B.3 Mail Plane with Two 180-hp or 200hp Hispano-Suiza Engines
Data as A.B.1 except: Span 19.47 m; wing area 83 sq. m
Empty weight (180-hp HS) 1,570 kg; empty weight (200-hp HS) 1,660 kg; loaded weight (180-hp HS) 2,923 kg; loaded weight (200-hp HS) 3,163 kg
Maximum speed: 160 km/h at 2,000 m; climb to 2,000 min 14 minutes; climb to 4,000 min 40 minutes; ceiling 4,900 m
One built
Bernard A.B.4 Airliner with Two 200-hp Hispano-Suiza Engines
Dimensions identical to A.B.3
Empty weight (180-hp HS) 1,600 kg, empty weight (200-hp HS) 1,690 kg; loaded weight (180-hp HS) 2,953kg; loaded weight (200-hp HS) 3,193 kg
Maximum speed: 165 km/h at 2,000 m; climb to 2,000 m in 16 minutes, climb to 4,000 min 49 minutes; ceiling 5,300 m
One built
The Bernard firm had produced SPAD 13s and 16s under license and in 1918 responded to the BN2 specification for a medium night bomber. The aircraft, designated A.B.1, was in competition with the Breguet 16, Farman F.50, and Voisin 11.
The A.B.1 was a biplane powered by two 180-hp Hispano-Suiza engines. The fuselage was made of wood and had a rectangular cross-section. The engines were suspended between the upper and lower wings with the two propellers positioned only inches from the pilot's cockpit. A set of M- shaped struts supported the engines from the top wing and a set of W-shaped struts supported them from the bottom wing. The undercarriage consisted of a pair of wheels below each of the engines. The tail was of conventional configuration with a single rudder and horizontal tailplane. The wing had two bays of struts outboard of each engine. The top wing was longer than the lower and there were ailerons on both the upper and lower wings. Protection was provided by a gunner/bombardier in the nose firing a single 7.7-mm machine gun. As all raids were to take place at night, this was considered an adequate defense.
The Farman F.50 and Breguet 16 were selected for production. However, the Bernard design had compared favorably in terms of speed and bomb load, and an order was placed for ten aircraft. None of the Bernard A.B.1s was ever used operationally, and it appears that none was ever assigned to an escadrille.
In an attempt to improve the aircraft's performance, Bernard substituted two Hispano-Suiza engines of 200-hp. Despite the improvement in performance created by the new engines, the Bernard A.B.2, as it was designated, was not chosen for production.
Postwar, the company attempted to sell the machine as a postal aircraft designated A.B.3 or a postal/passenger carrier designated A.B.4. Both types could use either two 180-hp or 200-hp Hispano-Suiza engines. The 1919 company brochure assured prospective customers that the all-wood construction insured a sturdy airframe which would withstand great stresses in any climate. Furthermore, the Hispano-Suiza engines were touted as having the distinct advantage of being available in large numbers at low prices.
The A.B.3 was to be used as a mailplane and could carry 905 kg of cargo. Only a single A.B.3 was built.
The A.B.4 was an airliner version of the projected A.B.2 bomber and could carry up to seven passengers. Only a single example was built.
Bernard A.B.1 Bn2 Night Bomber with Two 180-hp Hispano-Suiza Engines
Span 18.95 m; length 11.30 m; height 3.65 m; wing area 83 sq. m
Empty weight 1,660 kg; loaded weight 2,895 kg
Maximum speed: 161 km/h at 2000 m; ceiling 4,900 m; climb to 4,000 m in 15 minutes 45 second
Armament: one 7.7-mm machine gun
Ten built
Bernard A.B.2 Bn2 Night Bomber with Two 200-hp Hispano-Suiza Engines
Data as A.B.1 except: Empty weight 1,640 kg; loaded weight 3,084 kg; bomb load 640 kg
Maximum speed: 180 km/h
One built
Bernard A.B.3 Mail Plane with Two 180-hp or 200hp Hispano-Suiza Engines
Data as A.B.1 except: Span 19.47 m; wing area 83 sq. m
Empty weight (180-hp HS) 1,570 kg; empty weight (200-hp HS) 1,660 kg; loaded weight (180-hp HS) 2,923 kg; loaded weight (200-hp HS) 3,163 kg
Maximum speed: 160 km/h at 2,000 m; climb to 2,000 min 14 minutes; climb to 4,000 min 40 minutes; ceiling 4,900 m
One built
Bernard A.B.4 Airliner with Two 200-hp Hispano-Suiza Engines
Dimensions identical to A.B.3
Empty weight (180-hp HS) 1,600 kg, empty weight (200-hp HS) 1,690 kg; loaded weight (180-hp HS) 2,953kg; loaded weight (200-hp HS) 3,193 kg
Maximum speed: 165 km/h at 2,000 m; climb to 2,000 m in 16 minutes, climb to 4,000 min 49 minutes; ceiling 5,300 m
One built
The Bernard A.B.1 was powered by two 180-hp Hispano-Suiza engines. This aircraft has the standard four-bladed propellers. Renaud.
Bernard S.A.B. C1 Fighter
To meet the C1 specification calling for a fighter powered by a 300-hp engine, Adolphe Bernard, Louis Bechereau, Marc Birkigt, and Louis Bleriot designed a two-bay biplane. Designated the Quatre B, or Fourth B (after the fact that its four creators' last names all began with B) it later received the more prosaic appellation S.A.B. (Societe Avions Bernard) C1. The new fighter had a 300-hp Hispano-Suiza liquid-cooled engine and was a two-bay biplane with a corpulent but streamlined fuselage.
The S.A.B. C1 did not fly until 11 November, 1918, the day of the Armistice. Five examples were built by the Levasseur firm. These featured an annular radiator just behind the propeller cone. However, the mediocre performance of the S.A.B. C1, combined with the Armistice, meant that no further examples beyond the original five were produced.
Bernard S.A.B. C1 Fighter with 300-hp Hispano-Suiza
Span 9.30 m; length 6.90 m; height 2.55 m; wing area 28.90 sq. m
Empty weight 783 kg; loaded weight 1,122 kg
Maximum speed 210 km/h; climb to 2,000 min 5.78 min.
Five built.
To meet the C1 specification calling for a fighter powered by a 300-hp engine, Adolphe Bernard, Louis Bechereau, Marc Birkigt, and Louis Bleriot designed a two-bay biplane. Designated the Quatre B, or Fourth B (after the fact that its four creators' last names all began with B) it later received the more prosaic appellation S.A.B. (Societe Avions Bernard) C1. The new fighter had a 300-hp Hispano-Suiza liquid-cooled engine and was a two-bay biplane with a corpulent but streamlined fuselage.
The S.A.B. C1 did not fly until 11 November, 1918, the day of the Armistice. Five examples were built by the Levasseur firm. These featured an annular radiator just behind the propeller cone. However, the mediocre performance of the S.A.B. C1, combined with the Armistice, meant that no further examples beyond the original five were produced.
Bernard S.A.B. C1 Fighter with 300-hp Hispano-Suiza
Span 9.30 m; length 6.90 m; height 2.55 m; wing area 28.90 sq. m
Empty weight 783 kg; loaded weight 1,122 kg
Maximum speed 210 km/h; climb to 2,000 min 5.78 min.
Five built.
Marcel Besson obtained his pilot's license in 1910 specifically for the purpose of flight-testing his own designs. His first was a canard monoplane. It was flight-tested at the Champagne aerodrome in 1911. The fuselage was of steel tubing and control was via wing warping with the assistance of ailerons. The 70-hp engine originally filled proved troublesome and was subsequently replaced by a more reliable Gnome rotary. Besson became interested in maritime aviation and designed an amphibian version of his canard (with three floats and a retractable undercarriage) and a flying boat with folding wings. Neither was built. Shortly before the war, Besson designed a triplane flying boat.
Bille S.A.C.A.N.A. Triplane Bombers
Among the diverse firms that submitted designs to meet the BN 3/4 specifications of 1918, the Bille (S.A.C.A.N.A.) firm submitted three triplanes in early 1918. Two seem to have been identical except that one was to have six 400-hp Lorraine engines and the other to have six 400-hp Liberty engines. This dual design was probably necessitated by the difficult engine availability situation in 1918; many of the better engines were being reserved for fighters. Both aircraft had a combined wing surface area of 500 sq. m, fuel for 12 hours endurance, a maximum speed of 160 km/h at 4.000 m. and could climb to 4,000 m in one hour.
The third design was also a huge triplane with a combined wing area of 600 sq. m. Power was to have been supplied by six S.A.N.A. engines of 700-hp each. The estimated weights were equally impressive and included an empty weight of 16,032 kg, loaded weight of 25,054 kg, and a payload of 5,000 kg. Enough fuel was to be carried for 12 hours endurance. The estimated maximum speed at 4,000 m was 160 km/h. and climb to 4,000 m was to take 60 minutes. This design also remained an unbuilt project.
Among the diverse firms that submitted designs to meet the BN 3/4 specifications of 1918, the Bille (S.A.C.A.N.A.) firm submitted three triplanes in early 1918. Two seem to have been identical except that one was to have six 400-hp Lorraine engines and the other to have six 400-hp Liberty engines. This dual design was probably necessitated by the difficult engine availability situation in 1918; many of the better engines were being reserved for fighters. Both aircraft had a combined wing surface area of 500 sq. m, fuel for 12 hours endurance, a maximum speed of 160 km/h at 4.000 m. and could climb to 4,000 m in one hour.
The third design was also a huge triplane with a combined wing area of 600 sq. m. Power was to have been supplied by six S.A.N.A. engines of 700-hp each. The estimated weights were equally impressive and included an empty weight of 16,032 kg, loaded weight of 25,054 kg, and a payload of 5,000 kg. Enough fuel was to be carried for 12 hours endurance. The estimated maximum speed at 4,000 m was 160 km/h. and climb to 4,000 m was to take 60 minutes. This design also remained an unbuilt project.
Bleriot Aeronautique
Louis Bleriot had an inauspicious start to his aviation career when, in 1908, he constructed an ornithopter that never flew.
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Louis Bleriot had an inauspicious start to his aviation career when, in 1908, he constructed an ornithopter that never flew.
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Bleriot Aeronautique
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In 1904 he built a floatplane glider that crashed and sank on its first flight.
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In 1904 he built a floatplane glider that crashed and sank on its first flight.
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Bleriot Aeronautique
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The next aircraft was built by Gabriel Voisin for Bleriot. It too was a floatplane but was powered by two Antoinette 25-hp engines and had ring-shaped wings. Despite numerous modifications (including fitting a single 50-hp Antoinette in place of the two smaller engines) the aircraft never flew. It was one of the earliest to be fitted with ailerons.
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The next aircraft was built by Gabriel Voisin for Bleriot. It too was a floatplane but was powered by two Antoinette 25-hp engines and had ring-shaped wings. Despite numerous modifications (including fitting a single 50-hp Antoinette in place of the two smaller engines) the aircraft never flew. It was one of the earliest to be fitted with ailerons.
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Bleriot Aeronautique
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Bleriot designed his next aircraft (the fifth) himself - a canard monoplane with swept-back wings. It was covered with paper and powered by a 24-hp Antoinette engine. It, too, proved incapable of flight.
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Bleriot designed his next aircraft (the fifth) himself - a canard monoplane with swept-back wings. It was covered with paper and powered by a 24-hp Antoinette engine. It, too, proved incapable of flight.
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Bleriot Aeronautique
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Undeterred, Bleriot built still another craft. Named Dragonfly, it was a monoplane with tandem wings and also used the 24-hp Antoinette engine. Its longest flight was 80 meters.
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Undeterred, Bleriot built still another craft. Named Dragonfly, it was a monoplane with tandem wings and also used the 24-hp Antoinette engine. Its longest flight was 80 meters.
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Bleriot Aeronautique
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The Bleriot 7 was built in 1907 and was a tractor monoplane. It had a hinged rudder and elevators that could move in opposite directions for roll control. The longest flight was 180 meters.
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The Bleriot 7 was built in 1907 and was a tractor monoplane. It had a hinged rudder and elevators that could move in opposite directions for roll control. The longest flight was 180 meters.
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Bleriot Aeronautique
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The Bleriot 9 was a monoplane with an extraordinarily slender fuselage and radiators fixed to the undercarriage. Built in 1908, it never flew.
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The Bleriot 9 was a monoplane with an extraordinarily slender fuselage and radiators fixed to the undercarriage. Built in 1908, it never flew.
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Bleriot Aeronautique
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The Bleriot 8 had a lattice-like fuselage and used ailerons for control. Modifications were made by Bleriot when he had the opportunity to see the Wrights fly in 1908. Partly due to these changes, Bleriot was able to complete a 28-km cross-country flight.
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The Bleriot 8 had a lattice-like fuselage and used ailerons for control. Modifications were made by Bleriot when he had the opportunity to see the Wrights fly in 1908. Partly due to these changes, Bleriot was able to complete a 28-km cross-country flight.
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Bleriot Aeronautique
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The Bleriot 10 was a biplane quite similar to Gabriel Voisin's canard designs. It apparently was unsuccessful and never flew.
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The Bleriot 10 was a biplane quite similar to Gabriel Voisin's canard designs. It apparently was unsuccessful and never flew.
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Bleriot Aeronautique
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Bleriot returned to the monoplane layout for his next, and far more successful, design - the Bleriot 11 in which he made his famous flight across the English Channel. This resulted in his being swamped with orders for his aircraft. Small numbers of the Bleriot 11s were used during the first few months of the war. However, Bleriot's subsequent designs, especially his heavy bombers, were far less successful. During the war Bleriot produced aircraft under license for other manufacturers, particularly the SPAD firm.
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Bleriot returned to the monoplane layout for his next, and far more successful, design - the Bleriot 11 in which he made his famous flight across the English Channel. This resulted in his being swamped with orders for his aircraft. Small numbers of the Bleriot 11s were used during the first few months of the war. However, Bleriot's subsequent designs, especially his heavy bombers, were far less successful. During the war Bleriot produced aircraft under license for other manufacturers, particularly the SPAD firm.
Prewar Bleriot Planes 1910-1914
1. Type 12 - 50-hp Gnome G or 35-hp or 60-hp ENV engine or a 40-hp ANV engine: two-seat trainer. Five built in 1909-1910.
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1. Type 12 - 50-hp Gnome G or 35-hp or 60-hp ENV engine or a 40-hp ANV engine: two-seat trainer. Five built in 1909-1910.
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Prewar Bleriot Planes 1910-1914
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3. Type 14 - 50-hp Omega Gnome monoplane. Two built in late 1910.
4. Type 15 - 100-hp Gnome double Omega. Project only.
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Bleriot 11
Variants (Military)
Type 11bis - side-by-side seating; equipped with a "pigeon" tail and oval rudder. Appeared in February 1910. Powered by 50-hp or 70-hp Gnome engines. Exported to the Netherlands, Russia, and Japan.
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3. Type 14 - 50-hp Omega Gnome monoplane. Two built in late 1910.
4. Type 15 - 100-hp Gnome double Omega. Project only.
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Bleriot 11
Variants (Military)
Type 11bis - side-by-side seating; equipped with a "pigeon" tail and oval rudder. Appeared in February 1910. Powered by 50-hp or 70-hp Gnome engines. Exported to the Netherlands, Russia, and Japan.
Prewar Bleriot Planes 1910-1914
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2. Type 13 - 100-hp Gnome double Omega engine; four-seater built in December 1910. On one flight the type 13 carried ten persons.
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2. Type 13 - 100-hp Gnome double Omega engine; four-seater built in December 1910. On one flight the type 13 carried ten persons.
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Bleriot 11
At the beginning of the First World War no fewer than eight escadrilles were using the Bleriot 11 - an aircraft little changed from the machine in which Bleriot crossed the English Channel.
It was a shoulder-wing monoplane with a small, balanced rudder. Construction was of wood and fabric. The fuselage was assembled as a box girder of rectangular cross-section; its forward portion was covered with plywood or fabric. The wings had two ash spars with ribs made of poplar. The wing tips were curved, and roll control was via wing warping. The one-piece rudder was completely moveable, with no fixed fin, and the stabilizers had variable incidence. All versions of the Bleriot 11 featured a raised, spindly undercarriage. The split-axle landing gear was made of wood reinforced by steel cable. The landing gear wheels were 1.60 meters apart.
Cutouts in the rear part of the wings were intended to improve the pilot's downward vision - poor downward vision was a major problem with other aircraft with shoulder mounted wings. Unfortunately, the observer was seated in front of the pilot and over the center of the wing; in this location, his view of the ground was very poor. Although they were initially unarmed, some Bleriot 11s were later modified to carry a modest bomb load.
Variants (Military)
Type 11 1912 - 50-hp Gnome engine. Reinforced wings and landing gear struts. Movable tail.
Type 11 1913 - 60-hp Clerget, otherwise same as Bleriot 11 1912, except for the deletion of the landing gear reinforcement.
Type 11 Ecole Militaire - Powered by a 30-hp Anzani engine, this version was designed for training and was used by both civilian schools and the military aviation school at Etampes. It featured double tail skids.
Type 11 Artillerie - Bleriot 11 with modifications to facilitate disassembly and assembly for ease of transport.
Type 11 Penguin - Powered by a 35-hp Anzani; used for ground instruction only.
Type 11-1 Artillerie - 50-hp Gnome, single-seater with modified rudder and elevator. This version was designed with a collapsible fuselage easily disassembled for transport.
Type 11-2 Artillerie - 70-hp Gnome engine, two-seater parasol with a modified undercarriage and rudder.
Type 11bis - side-by-side seating; equipped with a "pigeon" tail and oval rudder. Appeared in February 1910. Powered by 50-hp or 70-hp Gnome engines. Exported to the Netherlands, Russia, and Japan.
Type 11-2 Genie - 70-hp Gnome, two-seater with modified landing gear. This variant participated in the military maneuvers in September 1912. One was later displayed at the Salon de Paris equipped with a Hotchkiss machine gun. For further details see the section on operational use.
Type 11-2 Hydro-Floatplane version of the Bleriot 11-2 with a 80-hp Gnome or 80-hp Le Rhone engine. Tandem two-seater with three floats built in October 1913. Another version, with only two floats, had a rudder that was enlarged and extended below the aircraft. The floats could be replaced with wheels.
Type 11-3-A 100-hp Gnome double Omega, three-seater with a balanced elevator; this aircraft carried serial number 14. A second example of this type (serial number 26) was fitted with a 140-hp Gnome double Gamma engine. Both were entered in the military concours of 1911 and both were damaged during the trials. Further development of the Type 11-3 was abandoned because it was unstable and the landing gear was too fragile.
Type 11-Brevet Gouin - a parasol design powered by a 60-hp or 80-hp Gnome engine. It was designed by a Lieutenant Gouin in February 1914. The parasol configuration was intended to enhance the crew's downward vision. It participated in the 1914 concours securite. The rudder was split into two parts and could be used as an air brake. Twenty examples were ordered by the War Ministry on 15 October 1914. Many more were built by Bleriot Aircraft Limited in England and in Italy by S.I.T.
A tandem two-seater with an 80-hp Le Rhone or a 100-hp Gnome was built in July 1914, but none was ordered.
Operational Service
Bleriot lis played a significant part in the development of the Aviation Militaire. In 1909 there were two in military service: a single-seater and a two-seater. Four additional Bleriot 11s were offered to the army by the journal Le Temps in 1910.
Two Bleriot 11s participated in the maneuvers at Picardie in September 1910. Pleased by the results of these early trials, the artillery ordered 20 Bleriot 11s: 17 two-seaters and three single-seaters. BL 3, based at Pau, was formed in 1911 and was equipped with Bleriot 11-2s.
The Bleriot 11s were being constantly developed in response to military needs. The Commission du Genie (Commission of Engineers) at Vincennes recommended many modifications to the Bleriot 11-2. Named the Bleriot 11-2 Genie, the new design had cutouts in the wing roots to facilitate downward view, a modified tail wheel to improve landing characteristics, and streamlining of the upper fuselage. Another Bleriot 11-2 Genie was fitted with a rifle and carried grenades. In 1910, a Bleriot 11 single-seater was equipped with a 37-mm cannon with five shells that could be fired through the propeller hub. The shock of the cannon fire ruptured the motor shaft and further trails were abandoned. In 1912 a Hotchkiss machine gun was installed on a Bleriot 11-2, fitted on a tripod to fire over the propeller. Lieutenant Bellenger successfully conducted trials with this
weapon in December 1912.
In February 1912 four Bleriot 11s were sent to Morocco to assist the army. They flew reconnaissance missions.
A modified Bleriot 11 with a 50-hp Gnome engine and owned by Roland Garros was offered to the government on 12 September 1912. Flown by a Lieutenant Rose, it participated in military maneuvers on 16 September 1912. His information proved to be extremely valuable and enabled the cavalry to surprise the opposing division.
At the start of the war the following escadrilles used the standard Bleriot 11 with the shoulder-mounted wing:
BL 3, formed in July 1912 under the command of Lieutenant Bellenger. The unit participated in the 1912 maneuvers and was subsequently based at Belfort. At the beginning of the war it was assigned to l'Armee d'Alsace. BL 3 was active in the actions around Mulhouse and its missions included bombing German troops near the Vosges. In August 1914 BL 3 moved to the 6th Armee sector in defense of Paris. During the Battle of ihe Marne BL 3 was assigned to General Foch's 9th Armee. In September BL 3 moved to the 6th Armee sector. Early in 1915 Morane-Saulnier Ls replaced the Bleriot 11s.
BL 9, formed in 1912, participated in the 1913 maneuvers at Toulouse. At the beginning of the war BL 9 was assigned to the 1st Armee at Epinal. Operating a mix of Bleriot 11s and M.F.7s, the unit was active in the Battles at Alsace, Sarrebourg, Mortagne, Flirey, and Woevre. In August 1915 BL 9 re-equipped with Caudron G.4s.
BL 10, formed in 1912 and active during the 1913 maneuvers. At the beginning of the war, it was based at Belfort under the command of Capitaine Zaparoff. It was assigned to the 1st Armee. In September 1915 BL 10 was assigned to the 9th Armee and participated in the battle of the Marne and at Alsace. It reequipped with Caudron G.3s in April 1915.
BL 18, formed in 1913 at Dijon and at the beginning of the war assigned to the 1st Armee, based at Epinal. The unit was subsequently based at Nancy, Toul, and Verdun. At the end of 1914 BL 18 experimented with night bombing of rail stations at Metz and Arnaville. In February the unit re-equipped with Caudron G.3s.
BL 30, formed in September 1914 and initially under the command of Lieutenant Illac. Later Lieutenant Van der Vaero assumed command, and BL 30 was assigned to the 6th Armee on the Aisne front. In January 1915 it re-equipped with Caudron G.3s.
The Bleriot 11 Artillerie were assigned to the following escadrilles:
BLC 2, attached to the 2nd Cavalry Division and subsequently the 2nd Armee.
BLC 4, formed before the outbreak of war. It was assigned to the 4th Cavalry Division. The Bleriot 11s were unsatisfactory because they were prone to engine failure, and the unit was disbanded in January 1915.
BLC 5, formed in June 1914. It was assigned to the 5th Cavalry Division and was based at Reims. A short time later it was assigned to the Corps de Cavalerie Sordert. The unit was active over Belgium and then moved to Maubeuge, where it supported the French troops at the Somme. The escadrille was also active over the Marne near de Peronne and Saint-Quentin. BLC 5 was based at Lys in October, Dunkerque in December, and Arras in January 1915. It was assigned to the 1st Cavalry Corps. It moved to Champagne in February, and later to Hauls de Meuse. Saint-Dizier, and Picardie. BLC 5 was disbanded in August 1915.
The Bleriot 11s were most frequently used for reconnaissance missions. The early escadrilles were often shifted around the battlefield as situations changed. For example, from early September to 4 November 1914 BL 3 moved to seven locations along the front.
On occasion the Bleriot 11s of BL 3 were used as makeshift bombers. Usually steel darts, called flechettes, were dropped in groups of 500 from boxes attached to the side of the aircraft. Bombs, usually modified 75-mm shells, were also dropped. The first aerial night bombardment of the war was undertaken by Bleriot 11s from BL 18 when Captain Maz Boucher attacked German factories at Metz.
Aerial combat was rare and usually inconclusive. BL 3's first combat occurred on 4 November when a Bleriot 11 was fired upon by a German aircraft armed with a carbine. Neither plane was damaged.
The Bleriot 11s were soon eclipsed by the more modern M.F.11s. Caudron G.3s and Morane-Saulnier Type Ls arriving at the front. For the rest of 1914 and into early 1915, the Bleriot 11 escadrilles were relegated to artillery spotting. In 1915 the Bleriot 11 was recognized as being decidedly obsolete and its lack of downward visibility for the observer was recognized as being particularly troublesome. The 1st Armee commander complained of the Bleriot 11’s poor climb and gliding characteristics. For all these reasons, Bleriot 11 escadrilles were rapidly converted to other aircraft. BL 3 converted to Morane-Saulnier L's to become MS 3 in March 1915, while BL 9, BL 10, BL 18, and BL 30 re-equipped with Caudron G.3's and G.4s during the winter of 1915.
The pilots who flew the Bleriot 11 Artillerie for artillery spotting liked it because it was easy to disassemble for transport. However, the BLC units were disbanded in 1915 and their Bleriots were turned over the aviation schools for use as trainers. The Bleriot 11s were used at the schools at Amberieu, Chartres, Chateauroux, Istres, Crotoy, and Pau.
The Bleriot 11 was the only Bleriot design to see service in any significant numbers during the war. After the orders for Bleriot 11s were completed the Bleriot firm manufactured Caudron G.3s and G.4s under license.
Foreign Service
Argentina
A single Bleriot 11 with a 50-hp Omega engine was obtained lor the Escuela de Aviation Militar in 1922.
Australia
A single Bleriot 11 was used by the Australian Central Flying School in 1914. It was given serial CFS 6 and was used for ground instruction.
Belgium
The Belgium air service obtained a single Bleriot 11 at the beginning of the war when two private citizens, Jan Olieslagers and a pilot named Tyck, placed themselves and their machine at the disposal of the army. It was assigned to the 5th Escadrille. On 20 August 1914 the French sent two Bleriot 11 trainers to Antwerp. These served until February 1915.
Bulgaria
Bulgaria purchased a number of Bleriot 11s. They were used against the Romanian air service (also equipped with Bleriot 11s) during the Second Balkan War, but they were unarmed and overmatched by Romanian Bleriot 11s fitted with machine guns.
Chile
Chile acquired seven Bleriot 11s in 1913. These had a variety of different engines: two of 35-hp, three of 50-hp, and two of 80-hp.
Denmark
The Danish air service purchased one Bleriot 11 in 1915. It was probably used by the Haerens Flyveskole but was no longer in use by the end ol the year.
Greece
A single Turkish Bleriot 11 was captured in October 1912. It was used for reconnaissance flights over Thessalonica until it crashed on 4 April 1913.
Guatemala
The Escuela de Aviacion has a single Bleriot 11-2 on strength in July 1914. It was destroyed by an American instructor shortly after it arrived.
Italy
The Italian Air Service used Bleriot 11s early in the war, having purchased five in 1910. These were:
1. 50-hp Gnome - one two-seater and one single-seater.
2. 35-hp Gnome - one single-seater.
3. 25-hp Gnome - two single-seat trainers.
Other examples were later purchased and were supplied to the training units at Aviano and Cascina Malpensa.
The Italians used four main types of Bleriot 11s, all built under license by S.I.T. (the Societa Italiana Transaerea). They were:
1. Bleriot 11 Monoposto - a single-seater with a 50-hp Gnome engine, it was soon discovered to be of little use in wartime.
2. Bleriot 11 "Parasol” - 70-hp Gnome; this saw widespread use with the squadriglias.
3. Bleriot 11 "Idro” - seaplane version of the 11 with a 90-hp Le Rhone engine, twin floats and a tail float. Only one example produced.
4. Bleriot 11-2 - two-seat trainer with an 80-hp Gnome engine. Beginning in April 1914 47 examples were purchased
In 1911 two Bleriot 11s served alongside Nieuport 4s in Libya as part of the 1st Flottiglia di Aeroplani de Tripolia, which consisted of nine machines that undertook reconnaissance, bombing, and even leaflet-dropping operations during the Turko-Italian War. What was probably history’s first wartime reconnaissance flight by a heavier-than-air machine was performed on 22 October 1911 by Capitano Carlo Piazza in a Bleriot 11.
When Italy entered the First World War, Bleriot 11s served with Squadriglias 1a, 2a, 3a, 4a, 13a, and 14a. They were assigned as follows:
1st Gruppo: 1a, 2a, 3a, 13a, and 14a Squadriglias.
3rd Gruppo: 4a Squadriglia.
In 1915 the 1st Gruppo was assigned to the 3rd Armata, while the 4a Squadriglia was attached to the Venice Fortified Harbor Headquarters.
Thirty Bleriot 11s were assigned to the front but had been withdrawn as being unserviceable by 1 December 1915.
Japan
Japan purchased a single Bleriot 11-2 trainer in 1911. Powered by a 50-hp Gnome N 1 engine, it was delivered to the Tokorosawa army airfield in March 1911, but on 13 March it disintegrated in flight, killing the pilot and his passenger - the first men in Japan to die in an aviation accident.
New Zealand
A Bleriot 11-2 became New Zealand's first military plane in 1913. Purchased by the Imperial Air Fleet Committee in Britain and arriving in New Zealand in September 1913, it was named Britannia. At the start of the First World War it was donated to the RFC and sent to Brooklands in late 1914.
Romania
In 1911 George Bibescu purchased four Bleriot trainers for use at his flying school at the Cotorceni aerodrome. These machines were subsequently given to the War Ministry, which had reestablished a flying school in April 1912. The syllabus called for students to begin training on Farmans and then advance to Bleriot 11s. Four additional trainers were purchased from France in 1912. By the autumn of that year the military school had seven Bleriot two-seat trainers with 80-hp engines and two single-seaters with 50-hp engines.
In 1912, six Romanian Bleriot 11s equipped with machine guns established aerial superiority over the unarmed Bulgarian air force during the Second Balkan War.
The Romanian air service still had six Bleriot 11s on strength in the autumn of 1915 when it entered the war. All were assigned to Grupul 3. However, it appears they were used for only a limited time in the reconnaissance role for by 1916 the unit had re-equipped with other types.
Russia
The Imperial Russian Air Service purchased and later built a large number of Bleriot 11s. Twenty were purchased for the flying schools in 1910 and remained in service until 1915. Engines fitted to these planes included 25-hp Anzanis, 40-hp ENV ("Labor"), and 50-hp Gnomes.
The Bleriot 11 was built under license by the Dux plant from 1911 through 1912; these planes were initially used lor reconnaissance and later assigned to flying schools. They were also built under license by RBVZ and Shchetinin beginning in 1911. These were withdrawn from front-line service by 1916.
A few Bleriot 11-2bis trainers with side-by-side seating were also used by the flying schools (as were a few of the Bleriot 21s) from 1911 through 1912. The Russians also had a single Bleriot 11-3bis. a three-seater with a 100-hp Gnome engine, a single Bleriot 12, a few Bleriot 21s, and a single Bleriot 27.
Serbia
The first Serbian military pilots were trained in France, many at the Bleriot schools. When these pilots returned to Serbia in late 1912 they took with them a Bleriot 11 powered by a 50-hp Gnome (which was dubbed Orlic or Eagle} and two 70-hp Bleriot 11 two-seaters. One of the Bleriot 11s was supplied to the escadrille assigned to support the Serbian army near Skadar during the Second Balkan War. While flying a Bleriot 11 on a reconnaissance mission, Sgt. Tomic encountered a Bulgarian machine. As neither aircraft was armed the pilots saluted each other - both were alumni at the Bleriot School. On 13 .July 1914 Tomic took his Bleriot 11 to Valjevo. A few days later a second Bleriot 11 (also from the Bleriot school) was assembled. These with other machines of the air service, were assigned to the 3rd Serbian Army when the First World War began. However, by mid-August there had been significant attrition due to crashes and the Serbian air service then had only three planes - one Bleriot 11 and two Deperdussins. On 17 August the lone Bleriot 11 made a reconnaissance flight over the Veliki-Bosnak area. Another Bleriot 11 was added to the force when the repair shop at Nish was able to assemble a second machine; it was flown by a Greek volunteer. Around this time the Serbian air service decided to buy two Bleriot two-seaters (probably Bleriot 11-2s or 2bis) and arm them with machine guns. The French readily agreed to the purchase in August 1914. However, when French units arrived on 24 March 1915 they brought with them M.F.11s, and it was this type that was supplied to the Serbians.
Sweden
The Swedish Aviation Company purchased five Bleriot 11s. Four were assigned serials 7, 11, 13, and 17. The fifth was used as a "penguin" and did not receive a serial number.
Switzerland
The Swiss air service purchased two Bleriot 11s in August 1914 from their private owners. Lieutenant Lurgin and Oskar Bider. The Bleriot 11s were initially used for reconnaissance and later as trainers. The machines were given numbers 22 and 23. One was struck off charge in 1917.
Turkey
An Ottoman air service began to form in 1911 when Yuzbasi (Captain) Fesa and Ustegmen (Lieutenant) Kenan were sent to the Bleriot flight school at Pau. Some Bleriot 11-2s were acquired and these flew numerous reconnaissance missions during the First Balkan War, which began on 6 November 1912. By 1913 there were three 11-2 Genies with 70/80-hp Gnome engines on strength. The Turkish Army subsequently received two new Bleriot 11s, one being named Osmanli. The air service also functioned after Turkey entered the Second Balkan War (30 June - 10 August 1913).
In July 1914 the Turks received three 35-hp Bleriot Penguins lor use as ground trainers. Long-range flights were attempted in a Bleriot 11 named Ertugrul. It crashed in Palestine but was recovered and repaired. Alter Turkey entered World War One this aircraft was sent to Canakkale on the Dardanelles for reconnaissance missions. It was retired on 22 March 1915 and is believed to have been scrapped at Constantinople.
A U.S. War Department report dated 29 October 1914 (the date that Turkey entered the war) stated that the Turkish inventory at the Yesilkoy flying school included two Bleriot monoplanes and three Penguins. Turkish records listed two Bleriot 11-2s named Edremit and Tarik Ibn Ziyad.
The Turks tried to send two Bleriot 11s to the Caucus front, but on 6 November 1914 the three-ship convoy including the vessel carrying the aircraft was intercepted by a Russian naval squadron and sunk. The two Turkish pilots were plucked from the water and became prisoners.
The surviving Bleriot 11s continued in the reconnaissance role, but were soon replaced by more up-to-date German aircraft. One Bleriot was reportedly shot down by a Russian warship, but this cannot be confirmed.
United Kingdom
A Bleriot 11-2 was entered in the 1912 military trials. It was adopted by the RFC and given the serial 221. On 28 January 1913 Bleriot 11-2 No.219 was presented to the War Office by the International Correspondence School. The aircraft remained in service until August 1914 when it was transferred to the Central Flying School. It was destroyed four months later.
Another Bleriot that participated in the trials was a Type 21. Unlike the 11-2, which had tandem seating, the 21 had side-by-side seating. It seems that this aircraft was the property of a Lt. R.A. Cammell, who operated it from the camp at Larkhill on Salisbury Plain. It was subsequently used by the air battalion, which designated it the B2. By 12 October 1912 it was in service with No.3 Squadron and was renumbered 251. It was planned to equip the aircraft with a rotary engine, and it was sent to the Royal Aircraft Factory. However, these plans were abandoned in October 1913 and the aircraft did not re-enter service.
An additional Bleriot 11 was obtained in September 1912 and served with No.3 Squadron in 1912 and 1913. It crashed in October 1913 and was struck off charge two months later.
More of the Bleriot 11s were ordered in 1913 and it appears that nine of them with 80-hp Gnomes and four with 50-hp Gnomes were in service before the war. Aircraft with 50-hp Gnomes included 293, 297, 298, (all with No.3 Squadron), and 323 (No 6 Squadron), 573, 574, 621 (impressed), and 673. Those with 70-hp or 80-hp engines included 271, 292 (No.3 Squadron), 296 (No.3 Squadron), 374 (No.3 Squadron), 374 (No.3 Squadron), 375 (No.3 Squadron), 388, 389, 473, 570, 571, 572, 606, 619 (impressed), 626 (impressed), 647, 662, 681, and 706.
Of the Bleriot 11s on strength only three (serial numbers 608, 619, and 626) were sent to the continent with the BEF at the start of war. Additional Bleriot 11s were ordered by the RFC. Bleriot Aeronautics, which built Bleriot aircraft in Britain under license, produced three Type 11s and nine were acquired from Bleriot in France. These were supplied to No.3 Squadron. An additional 18 Bleriot 11s were obtained later; all had 70-hp or 80-hp Gnome engines. Ten more Bleriot 11s, with various engines, were obtained by the RFC during the first few months of the war.
The Bleriots served with Nos.3, 6, 9, and 16 Squadrons; all were active on the Western Front. The aircraft were used lor reconnaissance but their relatively light construction resulted in numerous mechanical failures and the last one (1811 of No.3 Squadron) was struck off charge on 10 June 1915.
The remaining Bleriot 11s were retired to the training units and, for this purpose, additional aircraft were obtained in May 1916. Surprisingly, the Bleriot 11 was not declared obsolete until the autumn of 1918.
The RNAS also ordered Bleriot 11s. They were assigned serials 39, 908, 3214-3238, 3890-3893, and 3947-3952. All but the 3947-3952 had 80-hp Gnome engines, the latter having 70- hp Gnomes. They were assigned primarily to the Eastchurch station and No. 1 Wing RNAS.
A single example of a Bleriot Parasol (in England) was impressed at the outbreak of the war. It was flown to Farnborough and given the serial 616. The machine was assigned to No.3 Squadron and was one ol the few Bleriots sent to France. It was powered by an 80-hp Gnome, but had the tail surfaces of a 50-hp machine. After 616 was damaged it was fitted with the tail of an 80-hp machine. The aircraft was used for reconnaissance and even bombing raids carrying 16 hand grenades, two bombs on the fuselage racks, and a Melinite bomb. It subsequently saw service with No.5 Squadron and was struck off charge in May 1915.
Apparently the Bleriot parasol gave satisfactory service and additional examples were obtained from Bleriot Aeronautics in England. These were given serials 575 (Aircraft Park at St. Omer), 576-579 (No.9 Squadron), 580-586, 616, 2861, and 2862. The last to be struck off charge was 576, which served until 1 June 1915.
After retirement from front-line squadrons, the parasols found their way to the training units, including Reserve Plane Squadrons 2, 4, and 13 and the 4th Wing at Netheravon. The parasols served with these units until late 1915.
Fifteen Bleriot 11 Brevet Gouin Parasols were ordered by the RNAS. Equipped with a variety ol Gnome engines (70-hp, 80-hp, or 90-hp), they served with Eastchurch Station and Nos. 1 and 3 Wings.
Bleriot 11 1912 Reconnaissance Plane with 50-hp Gnome
Span 8.90 m; length 7.65 in; wing area 15 sq. in
Empty weight 240 kg; loaded weight 370 kg
Max speed; 90 km/h
Bleriot 11 Artillerie Reconnaissance Plane with 50-hp Gnome
As above but with length increased to 8.00 m
Bleriot 11 1913 Reconnaissance Plane with 60-hp Clerget
Span 8.90 m; length 7.75 in; wing area 16 sq. m
Empty weight 265 kg; loaded weight 415 kg
Max speed: 100 km/h
Bleriot 11-2 (French) Two-Seat Reconnaissance Plane with 70-hp Gnome
Span 9.70 m; length 8.45 m; height 2.50 m; wing area 18 sq. m Empty weight 335 kg; loaded weight 585 kg
Maximum speed: 100 km/h; climb to 1,000 m took 12 minutes; range 330 km
Armament: Winchester carbines, flechettes, and bombs
Bleriot 11 Two-Seat Reconnaissance Plane with 60-hp Gnome
Span 8.94 m, length 7.12 m, height 3.10 m, wing area 15 sq. m Empty weight 280 kg; loaded weight 450 kg
Maximum speed: 110 km/h, climb to 1,000 m took 7 minutes; range 330 km
Armament: Winchester carbines, flechettes, and bombs
Bleriot 11 - Artillerie Two-Seat Reconnaissance Plane with 70-hp Gnome
Span 8.90 m, length 7.80 m, height 2.10 m, wing area 1 5 sq. m Empty weight 280 kg; loaded weight 400 kg
Maximum speed 90 km/h
Armament: Winchester carbines, flechettes, and bombs
Bleriot 11 - Brevet Gouin (Parasol) Two-Seat Reconnaissance Plane with 60-hp Gnome
Span 9.20 m. length 7.80 m, wing area 18 sq. m
Empty weight 310 kg; loaded weight 420 kg
Maximum speed: 115 km/hr
Armament: Winchester carbines, flechettes, and bombs 100 built
Bleriot 11bis Two-Seat Reconnaissance Plane or Trainer with 50 or 70-hp Gnome
Span 11.00 m: length 8.50 m; wing area 25 sq. m
Empty weight 350 kg
Bleriot 11-2 Hydro Seaplane with Three Floats and 80-hp Gnome or Le Rhone (Specifications for 11-2 Hydro with Two Floats in Parenthesis)
Span 11.10 m (11.05 m); length 8.875 m (9.00 m); wing area 19.00 sq. m (21 sq. m)
Empty weight 360 kg (500 kg); loaded weight 560 kg (750 kg)
Bleriot 11-2 Type Genie Reconnaissance Plane with 70-hp Gnome
Span 9.70 m; length 8.30 m; wing area 18 sq. m
Empty weight 320 kg; loaded weight 550 kg
Maximum speed: 120 km/h
Bleriot 11-3 Type Reconnaissance Plane with 100-hp Gnome Double Gamma
Span 11.70 m; length 8.70 rn; wing area 25 sq. m
Empty weight 475 kg; loaded weight 975 kg
Max speed: 100 km/h
Approximately 700 Bleriot 11s were built, plus an additional 100 Bleriot Gouins.
S.I.T.-built Bleriot 11 Monoposto Single-Seater with 50-hp Gnome
Span 8.90 m; length 7.80 m; height 2.10 m; wing area 15 sq. m Empty weight 280 kg; loaded weight 400 kg
Maximum speed: 90km/h
S.I.T.-built Bleriot 11 Parasol with 70-hp Gnome
Span 9.20 m; length 7.80 m; height 2.95 m: wing area 18 sq. m Empty weight 310 kg; loaded weight 480 kg
Maximum speed: 110 km/h
S.I.T.-built Bleriot 11 Idro Floatplane with 90-hp Le Rhone
Span 11.05 m; length 9.00 m; height 3.0 m; wing area 24 sq. m Empty weight 500 kg; loaded weight 740 kg
Maximum speed: 95 km/h
One built
S.I.T.-built Bleriot 11-2 (Italian) Two-Seat Reconnaissance Plane with 70-hp Gnome
Span 10.30 m, length 8.40 m, height 2.45 m, wing area 20.33 sq. m
Empty weight 345 kg; loaded weight 585 kg
Maximum speed: 95 km/h; endurance 3 hr 30 min
Armament Winchester carbines for the crew, flechettes, and bombs
47 built
Bleriot 11bis Two-Seat Reconnaissance Plane with 50-hp Gnome built in Russia by RBVZ, Shchetinin, and Dux
Span 8.9 m, length 7.75 m, wing area 14.5 sq. m
Empty weight 240 kg; loaded weight 370 kg
Maximum speed: 95 km/h
Bleriot 11 Two-Seat Reconnaissance Plane with 50-hp Gnome built in Russia by Dux
Span 8.9 m, length 7.20 m, wing area 20.9 sq. m
Empty weight 295 kg; loaded weight 440 kg
Maximum speed: 90 km/h
At the beginning of the First World War no fewer than eight escadrilles were using the Bleriot 11 - an aircraft little changed from the machine in which Bleriot crossed the English Channel.
It was a shoulder-wing monoplane with a small, balanced rudder. Construction was of wood and fabric. The fuselage was assembled as a box girder of rectangular cross-section; its forward portion was covered with plywood or fabric. The wings had two ash spars with ribs made of poplar. The wing tips were curved, and roll control was via wing warping. The one-piece rudder was completely moveable, with no fixed fin, and the stabilizers had variable incidence. All versions of the Bleriot 11 featured a raised, spindly undercarriage. The split-axle landing gear was made of wood reinforced by steel cable. The landing gear wheels were 1.60 meters apart.
Cutouts in the rear part of the wings were intended to improve the pilot's downward vision - poor downward vision was a major problem with other aircraft with shoulder mounted wings. Unfortunately, the observer was seated in front of the pilot and over the center of the wing; in this location, his view of the ground was very poor. Although they were initially unarmed, some Bleriot 11s were later modified to carry a modest bomb load.
Variants (Military)
Type 11 1912 - 50-hp Gnome engine. Reinforced wings and landing gear struts. Movable tail.
Type 11 1913 - 60-hp Clerget, otherwise same as Bleriot 11 1912, except for the deletion of the landing gear reinforcement.
Type 11 Ecole Militaire - Powered by a 30-hp Anzani engine, this version was designed for training and was used by both civilian schools and the military aviation school at Etampes. It featured double tail skids.
Type 11 Artillerie - Bleriot 11 with modifications to facilitate disassembly and assembly for ease of transport.
Type 11 Penguin - Powered by a 35-hp Anzani; used for ground instruction only.
Type 11-1 Artillerie - 50-hp Gnome, single-seater with modified rudder and elevator. This version was designed with a collapsible fuselage easily disassembled for transport.
Type 11-2 Artillerie - 70-hp Gnome engine, two-seater parasol with a modified undercarriage and rudder.
Type 11bis - side-by-side seating; equipped with a "pigeon" tail and oval rudder. Appeared in February 1910. Powered by 50-hp or 70-hp Gnome engines. Exported to the Netherlands, Russia, and Japan.
Type 11-2 Genie - 70-hp Gnome, two-seater with modified landing gear. This variant participated in the military maneuvers in September 1912. One was later displayed at the Salon de Paris equipped with a Hotchkiss machine gun. For further details see the section on operational use.
Type 11-2 Hydro-Floatplane version of the Bleriot 11-2 with a 80-hp Gnome or 80-hp Le Rhone engine. Tandem two-seater with three floats built in October 1913. Another version, with only two floats, had a rudder that was enlarged and extended below the aircraft. The floats could be replaced with wheels.
Type 11-3-A 100-hp Gnome double Omega, three-seater with a balanced elevator; this aircraft carried serial number 14. A second example of this type (serial number 26) was fitted with a 140-hp Gnome double Gamma engine. Both were entered in the military concours of 1911 and both were damaged during the trials. Further development of the Type 11-3 was abandoned because it was unstable and the landing gear was too fragile.
Type 11-Brevet Gouin - a parasol design powered by a 60-hp or 80-hp Gnome engine. It was designed by a Lieutenant Gouin in February 1914. The parasol configuration was intended to enhance the crew's downward vision. It participated in the 1914 concours securite. The rudder was split into two parts and could be used as an air brake. Twenty examples were ordered by the War Ministry on 15 October 1914. Many more were built by Bleriot Aircraft Limited in England and in Italy by S.I.T.
A tandem two-seater with an 80-hp Le Rhone or a 100-hp Gnome was built in July 1914, but none was ordered.
Operational Service
Bleriot lis played a significant part in the development of the Aviation Militaire. In 1909 there were two in military service: a single-seater and a two-seater. Four additional Bleriot 11s were offered to the army by the journal Le Temps in 1910.
Two Bleriot 11s participated in the maneuvers at Picardie in September 1910. Pleased by the results of these early trials, the artillery ordered 20 Bleriot 11s: 17 two-seaters and three single-seaters. BL 3, based at Pau, was formed in 1911 and was equipped with Bleriot 11-2s.
The Bleriot 11s were being constantly developed in response to military needs. The Commission du Genie (Commission of Engineers) at Vincennes recommended many modifications to the Bleriot 11-2. Named the Bleriot 11-2 Genie, the new design had cutouts in the wing roots to facilitate downward view, a modified tail wheel to improve landing characteristics, and streamlining of the upper fuselage. Another Bleriot 11-2 Genie was fitted with a rifle and carried grenades. In 1910, a Bleriot 11 single-seater was equipped with a 37-mm cannon with five shells that could be fired through the propeller hub. The shock of the cannon fire ruptured the motor shaft and further trails were abandoned. In 1912 a Hotchkiss machine gun was installed on a Bleriot 11-2, fitted on a tripod to fire over the propeller. Lieutenant Bellenger successfully conducted trials with this
weapon in December 1912.
In February 1912 four Bleriot 11s were sent to Morocco to assist the army. They flew reconnaissance missions.
A modified Bleriot 11 with a 50-hp Gnome engine and owned by Roland Garros was offered to the government on 12 September 1912. Flown by a Lieutenant Rose, it participated in military maneuvers on 16 September 1912. His information proved to be extremely valuable and enabled the cavalry to surprise the opposing division.
At the start of the war the following escadrilles used the standard Bleriot 11 with the shoulder-mounted wing:
BL 3, formed in July 1912 under the command of Lieutenant Bellenger. The unit participated in the 1912 maneuvers and was subsequently based at Belfort. At the beginning of the war it was assigned to l'Armee d'Alsace. BL 3 was active in the actions around Mulhouse and its missions included bombing German troops near the Vosges. In August 1914 BL 3 moved to the 6th Armee sector in defense of Paris. During the Battle of ihe Marne BL 3 was assigned to General Foch's 9th Armee. In September BL 3 moved to the 6th Armee sector. Early in 1915 Morane-Saulnier Ls replaced the Bleriot 11s.
BL 9, formed in 1912, participated in the 1913 maneuvers at Toulouse. At the beginning of the war BL 9 was assigned to the 1st Armee at Epinal. Operating a mix of Bleriot 11s and M.F.7s, the unit was active in the Battles at Alsace, Sarrebourg, Mortagne, Flirey, and Woevre. In August 1915 BL 9 re-equipped with Caudron G.4s.
BL 10, formed in 1912 and active during the 1913 maneuvers. At the beginning of the war, it was based at Belfort under the command of Capitaine Zaparoff. It was assigned to the 1st Armee. In September 1915 BL 10 was assigned to the 9th Armee and participated in the battle of the Marne and at Alsace. It reequipped with Caudron G.3s in April 1915.
BL 18, formed in 1913 at Dijon and at the beginning of the war assigned to the 1st Armee, based at Epinal. The unit was subsequently based at Nancy, Toul, and Verdun. At the end of 1914 BL 18 experimented with night bombing of rail stations at Metz and Arnaville. In February the unit re-equipped with Caudron G.3s.
BL 30, formed in September 1914 and initially under the command of Lieutenant Illac. Later Lieutenant Van der Vaero assumed command, and BL 30 was assigned to the 6th Armee on the Aisne front. In January 1915 it re-equipped with Caudron G.3s.
The Bleriot 11 Artillerie were assigned to the following escadrilles:
BLC 2, attached to the 2nd Cavalry Division and subsequently the 2nd Armee.
BLC 4, formed before the outbreak of war. It was assigned to the 4th Cavalry Division. The Bleriot 11s were unsatisfactory because they were prone to engine failure, and the unit was disbanded in January 1915.
BLC 5, formed in June 1914. It was assigned to the 5th Cavalry Division and was based at Reims. A short time later it was assigned to the Corps de Cavalerie Sordert. The unit was active over Belgium and then moved to Maubeuge, where it supported the French troops at the Somme. The escadrille was also active over the Marne near de Peronne and Saint-Quentin. BLC 5 was based at Lys in October, Dunkerque in December, and Arras in January 1915. It was assigned to the 1st Cavalry Corps. It moved to Champagne in February, and later to Hauls de Meuse. Saint-Dizier, and Picardie. BLC 5 was disbanded in August 1915.
The Bleriot 11s were most frequently used for reconnaissance missions. The early escadrilles were often shifted around the battlefield as situations changed. For example, from early September to 4 November 1914 BL 3 moved to seven locations along the front.
On occasion the Bleriot 11s of BL 3 were used as makeshift bombers. Usually steel darts, called flechettes, were dropped in groups of 500 from boxes attached to the side of the aircraft. Bombs, usually modified 75-mm shells, were also dropped. The first aerial night bombardment of the war was undertaken by Bleriot 11s from BL 18 when Captain Maz Boucher attacked German factories at Metz.
Aerial combat was rare and usually inconclusive. BL 3's first combat occurred on 4 November when a Bleriot 11 was fired upon by a German aircraft armed with a carbine. Neither plane was damaged.
The Bleriot 11s were soon eclipsed by the more modern M.F.11s. Caudron G.3s and Morane-Saulnier Type Ls arriving at the front. For the rest of 1914 and into early 1915, the Bleriot 11 escadrilles were relegated to artillery spotting. In 1915 the Bleriot 11 was recognized as being decidedly obsolete and its lack of downward visibility for the observer was recognized as being particularly troublesome. The 1st Armee commander complained of the Bleriot 11’s poor climb and gliding characteristics. For all these reasons, Bleriot 11 escadrilles were rapidly converted to other aircraft. BL 3 converted to Morane-Saulnier L's to become MS 3 in March 1915, while BL 9, BL 10, BL 18, and BL 30 re-equipped with Caudron G.3's and G.4s during the winter of 1915.
The pilots who flew the Bleriot 11 Artillerie for artillery spotting liked it because it was easy to disassemble for transport. However, the BLC units were disbanded in 1915 and their Bleriots were turned over the aviation schools for use as trainers. The Bleriot 11s were used at the schools at Amberieu, Chartres, Chateauroux, Istres, Crotoy, and Pau.
The Bleriot 11 was the only Bleriot design to see service in any significant numbers during the war. After the orders for Bleriot 11s were completed the Bleriot firm manufactured Caudron G.3s and G.4s under license.
Foreign Service
Argentina
A single Bleriot 11 with a 50-hp Omega engine was obtained lor the Escuela de Aviation Militar in 1922.
Australia
A single Bleriot 11 was used by the Australian Central Flying School in 1914. It was given serial CFS 6 and was used for ground instruction.
Belgium
The Belgium air service obtained a single Bleriot 11 at the beginning of the war when two private citizens, Jan Olieslagers and a pilot named Tyck, placed themselves and their machine at the disposal of the army. It was assigned to the 5th Escadrille. On 20 August 1914 the French sent two Bleriot 11 trainers to Antwerp. These served until February 1915.
Bulgaria
Bulgaria purchased a number of Bleriot 11s. They were used against the Romanian air service (also equipped with Bleriot 11s) during the Second Balkan War, but they were unarmed and overmatched by Romanian Bleriot 11s fitted with machine guns.
Chile
Chile acquired seven Bleriot 11s in 1913. These had a variety of different engines: two of 35-hp, three of 50-hp, and two of 80-hp.
Denmark
The Danish air service purchased one Bleriot 11 in 1915. It was probably used by the Haerens Flyveskole but was no longer in use by the end ol the year.
Greece
A single Turkish Bleriot 11 was captured in October 1912. It was used for reconnaissance flights over Thessalonica until it crashed on 4 April 1913.
Guatemala
The Escuela de Aviacion has a single Bleriot 11-2 on strength in July 1914. It was destroyed by an American instructor shortly after it arrived.
Italy
The Italian Air Service used Bleriot 11s early in the war, having purchased five in 1910. These were:
1. 50-hp Gnome - one two-seater and one single-seater.
2. 35-hp Gnome - one single-seater.
3. 25-hp Gnome - two single-seat trainers.
Other examples were later purchased and were supplied to the training units at Aviano and Cascina Malpensa.
The Italians used four main types of Bleriot 11s, all built under license by S.I.T. (the Societa Italiana Transaerea). They were:
1. Bleriot 11 Monoposto - a single-seater with a 50-hp Gnome engine, it was soon discovered to be of little use in wartime.
2. Bleriot 11 "Parasol” - 70-hp Gnome; this saw widespread use with the squadriglias.
3. Bleriot 11 "Idro” - seaplane version of the 11 with a 90-hp Le Rhone engine, twin floats and a tail float. Only one example produced.
4. Bleriot 11-2 - two-seat trainer with an 80-hp Gnome engine. Beginning in April 1914 47 examples were purchased
In 1911 two Bleriot 11s served alongside Nieuport 4s in Libya as part of the 1st Flottiglia di Aeroplani de Tripolia, which consisted of nine machines that undertook reconnaissance, bombing, and even leaflet-dropping operations during the Turko-Italian War. What was probably history’s first wartime reconnaissance flight by a heavier-than-air machine was performed on 22 October 1911 by Capitano Carlo Piazza in a Bleriot 11.
When Italy entered the First World War, Bleriot 11s served with Squadriglias 1a, 2a, 3a, 4a, 13a, and 14a. They were assigned as follows:
1st Gruppo: 1a, 2a, 3a, 13a, and 14a Squadriglias.
3rd Gruppo: 4a Squadriglia.
In 1915 the 1st Gruppo was assigned to the 3rd Armata, while the 4a Squadriglia was attached to the Venice Fortified Harbor Headquarters.
Thirty Bleriot 11s were assigned to the front but had been withdrawn as being unserviceable by 1 December 1915.
Japan
Japan purchased a single Bleriot 11-2 trainer in 1911. Powered by a 50-hp Gnome N 1 engine, it was delivered to the Tokorosawa army airfield in March 1911, but on 13 March it disintegrated in flight, killing the pilot and his passenger - the first men in Japan to die in an aviation accident.
New Zealand
A Bleriot 11-2 became New Zealand's first military plane in 1913. Purchased by the Imperial Air Fleet Committee in Britain and arriving in New Zealand in September 1913, it was named Britannia. At the start of the First World War it was donated to the RFC and sent to Brooklands in late 1914.
Romania
In 1911 George Bibescu purchased four Bleriot trainers for use at his flying school at the Cotorceni aerodrome. These machines were subsequently given to the War Ministry, which had reestablished a flying school in April 1912. The syllabus called for students to begin training on Farmans and then advance to Bleriot 11s. Four additional trainers were purchased from France in 1912. By the autumn of that year the military school had seven Bleriot two-seat trainers with 80-hp engines and two single-seaters with 50-hp engines.
In 1912, six Romanian Bleriot 11s equipped with machine guns established aerial superiority over the unarmed Bulgarian air force during the Second Balkan War.
The Romanian air service still had six Bleriot 11s on strength in the autumn of 1915 when it entered the war. All were assigned to Grupul 3. However, it appears they were used for only a limited time in the reconnaissance role for by 1916 the unit had re-equipped with other types.
Russia
The Imperial Russian Air Service purchased and later built a large number of Bleriot 11s. Twenty were purchased for the flying schools in 1910 and remained in service until 1915. Engines fitted to these planes included 25-hp Anzanis, 40-hp ENV ("Labor"), and 50-hp Gnomes.
The Bleriot 11 was built under license by the Dux plant from 1911 through 1912; these planes were initially used lor reconnaissance and later assigned to flying schools. They were also built under license by RBVZ and Shchetinin beginning in 1911. These were withdrawn from front-line service by 1916.
A few Bleriot 11-2bis trainers with side-by-side seating were also used by the flying schools (as were a few of the Bleriot 21s) from 1911 through 1912. The Russians also had a single Bleriot 11-3bis. a three-seater with a 100-hp Gnome engine, a single Bleriot 12, a few Bleriot 21s, and a single Bleriot 27.
Serbia
The first Serbian military pilots were trained in France, many at the Bleriot schools. When these pilots returned to Serbia in late 1912 they took with them a Bleriot 11 powered by a 50-hp Gnome (which was dubbed Orlic or Eagle} and two 70-hp Bleriot 11 two-seaters. One of the Bleriot 11s was supplied to the escadrille assigned to support the Serbian army near Skadar during the Second Balkan War. While flying a Bleriot 11 on a reconnaissance mission, Sgt. Tomic encountered a Bulgarian machine. As neither aircraft was armed the pilots saluted each other - both were alumni at the Bleriot School. On 13 .July 1914 Tomic took his Bleriot 11 to Valjevo. A few days later a second Bleriot 11 (also from the Bleriot school) was assembled. These with other machines of the air service, were assigned to the 3rd Serbian Army when the First World War began. However, by mid-August there had been significant attrition due to crashes and the Serbian air service then had only three planes - one Bleriot 11 and two Deperdussins. On 17 August the lone Bleriot 11 made a reconnaissance flight over the Veliki-Bosnak area. Another Bleriot 11 was added to the force when the repair shop at Nish was able to assemble a second machine; it was flown by a Greek volunteer. Around this time the Serbian air service decided to buy two Bleriot two-seaters (probably Bleriot 11-2s or 2bis) and arm them with machine guns. The French readily agreed to the purchase in August 1914. However, when French units arrived on 24 March 1915 they brought with them M.F.11s, and it was this type that was supplied to the Serbians.
Sweden
The Swedish Aviation Company purchased five Bleriot 11s. Four were assigned serials 7, 11, 13, and 17. The fifth was used as a "penguin" and did not receive a serial number.
Switzerland
The Swiss air service purchased two Bleriot 11s in August 1914 from their private owners. Lieutenant Lurgin and Oskar Bider. The Bleriot 11s were initially used for reconnaissance and later as trainers. The machines were given numbers 22 and 23. One was struck off charge in 1917.
Turkey
An Ottoman air service began to form in 1911 when Yuzbasi (Captain) Fesa and Ustegmen (Lieutenant) Kenan were sent to the Bleriot flight school at Pau. Some Bleriot 11-2s were acquired and these flew numerous reconnaissance missions during the First Balkan War, which began on 6 November 1912. By 1913 there were three 11-2 Genies with 70/80-hp Gnome engines on strength. The Turkish Army subsequently received two new Bleriot 11s, one being named Osmanli. The air service also functioned after Turkey entered the Second Balkan War (30 June - 10 August 1913).
In July 1914 the Turks received three 35-hp Bleriot Penguins lor use as ground trainers. Long-range flights were attempted in a Bleriot 11 named Ertugrul. It crashed in Palestine but was recovered and repaired. Alter Turkey entered World War One this aircraft was sent to Canakkale on the Dardanelles for reconnaissance missions. It was retired on 22 March 1915 and is believed to have been scrapped at Constantinople.
A U.S. War Department report dated 29 October 1914 (the date that Turkey entered the war) stated that the Turkish inventory at the Yesilkoy flying school included two Bleriot monoplanes and three Penguins. Turkish records listed two Bleriot 11-2s named Edremit and Tarik Ibn Ziyad.
The Turks tried to send two Bleriot 11s to the Caucus front, but on 6 November 1914 the three-ship convoy including the vessel carrying the aircraft was intercepted by a Russian naval squadron and sunk. The two Turkish pilots were plucked from the water and became prisoners.
The surviving Bleriot 11s continued in the reconnaissance role, but were soon replaced by more up-to-date German aircraft. One Bleriot was reportedly shot down by a Russian warship, but this cannot be confirmed.
United Kingdom
A Bleriot 11-2 was entered in the 1912 military trials. It was adopted by the RFC and given the serial 221. On 28 January 1913 Bleriot 11-2 No.219 was presented to the War Office by the International Correspondence School. The aircraft remained in service until August 1914 when it was transferred to the Central Flying School. It was destroyed four months later.
Another Bleriot that participated in the trials was a Type 21. Unlike the 11-2, which had tandem seating, the 21 had side-by-side seating. It seems that this aircraft was the property of a Lt. R.A. Cammell, who operated it from the camp at Larkhill on Salisbury Plain. It was subsequently used by the air battalion, which designated it the B2. By 12 October 1912 it was in service with No.3 Squadron and was renumbered 251. It was planned to equip the aircraft with a rotary engine, and it was sent to the Royal Aircraft Factory. However, these plans were abandoned in October 1913 and the aircraft did not re-enter service.
An additional Bleriot 11 was obtained in September 1912 and served with No.3 Squadron in 1912 and 1913. It crashed in October 1913 and was struck off charge two months later.
More of the Bleriot 11s were ordered in 1913 and it appears that nine of them with 80-hp Gnomes and four with 50-hp Gnomes were in service before the war. Aircraft with 50-hp Gnomes included 293, 297, 298, (all with No.3 Squadron), and 323 (No 6 Squadron), 573, 574, 621 (impressed), and 673. Those with 70-hp or 80-hp engines included 271, 292 (No.3 Squadron), 296 (No.3 Squadron), 374 (No.3 Squadron), 374 (No.3 Squadron), 375 (No.3 Squadron), 388, 389, 473, 570, 571, 572, 606, 619 (impressed), 626 (impressed), 647, 662, 681, and 706.
Of the Bleriot 11s on strength only three (serial numbers 608, 619, and 626) were sent to the continent with the BEF at the start of war. Additional Bleriot 11s were ordered by the RFC. Bleriot Aeronautics, which built Bleriot aircraft in Britain under license, produced three Type 11s and nine were acquired from Bleriot in France. These were supplied to No.3 Squadron. An additional 18 Bleriot 11s were obtained later; all had 70-hp or 80-hp Gnome engines. Ten more Bleriot 11s, with various engines, were obtained by the RFC during the first few months of the war.
The Bleriots served with Nos.3, 6, 9, and 16 Squadrons; all were active on the Western Front. The aircraft were used lor reconnaissance but their relatively light construction resulted in numerous mechanical failures and the last one (1811 of No.3 Squadron) was struck off charge on 10 June 1915.
The remaining Bleriot 11s were retired to the training units and, for this purpose, additional aircraft were obtained in May 1916. Surprisingly, the Bleriot 11 was not declared obsolete until the autumn of 1918.
The RNAS also ordered Bleriot 11s. They were assigned serials 39, 908, 3214-3238, 3890-3893, and 3947-3952. All but the 3947-3952 had 80-hp Gnome engines, the latter having 70- hp Gnomes. They were assigned primarily to the Eastchurch station and No. 1 Wing RNAS.
A single example of a Bleriot Parasol (in England) was impressed at the outbreak of the war. It was flown to Farnborough and given the serial 616. The machine was assigned to No.3 Squadron and was one ol the few Bleriots sent to France. It was powered by an 80-hp Gnome, but had the tail surfaces of a 50-hp machine. After 616 was damaged it was fitted with the tail of an 80-hp machine. The aircraft was used for reconnaissance and even bombing raids carrying 16 hand grenades, two bombs on the fuselage racks, and a Melinite bomb. It subsequently saw service with No.5 Squadron and was struck off charge in May 1915.
Apparently the Bleriot parasol gave satisfactory service and additional examples were obtained from Bleriot Aeronautics in England. These were given serials 575 (Aircraft Park at St. Omer), 576-579 (No.9 Squadron), 580-586, 616, 2861, and 2862. The last to be struck off charge was 576, which served until 1 June 1915.
After retirement from front-line squadrons, the parasols found their way to the training units, including Reserve Plane Squadrons 2, 4, and 13 and the 4th Wing at Netheravon. The parasols served with these units until late 1915.
Fifteen Bleriot 11 Brevet Gouin Parasols were ordered by the RNAS. Equipped with a variety ol Gnome engines (70-hp, 80-hp, or 90-hp), they served with Eastchurch Station and Nos. 1 and 3 Wings.
Bleriot 11 1912 Reconnaissance Plane with 50-hp Gnome
Span 8.90 m; length 7.65 in; wing area 15 sq. in
Empty weight 240 kg; loaded weight 370 kg
Max speed; 90 km/h
Bleriot 11 Artillerie Reconnaissance Plane with 50-hp Gnome
As above but with length increased to 8.00 m
Bleriot 11 1913 Reconnaissance Plane with 60-hp Clerget
Span 8.90 m; length 7.75 in; wing area 16 sq. m
Empty weight 265 kg; loaded weight 415 kg
Max speed: 100 km/h
Bleriot 11-2 (French) Two-Seat Reconnaissance Plane with 70-hp Gnome
Span 9.70 m; length 8.45 m; height 2.50 m; wing area 18 sq. m Empty weight 335 kg; loaded weight 585 kg
Maximum speed: 100 km/h; climb to 1,000 m took 12 minutes; range 330 km
Armament: Winchester carbines, flechettes, and bombs
Bleriot 11 Two-Seat Reconnaissance Plane with 60-hp Gnome
Span 8.94 m, length 7.12 m, height 3.10 m, wing area 15 sq. m Empty weight 280 kg; loaded weight 450 kg
Maximum speed: 110 km/h, climb to 1,000 m took 7 minutes; range 330 km
Armament: Winchester carbines, flechettes, and bombs
Bleriot 11 - Artillerie Two-Seat Reconnaissance Plane with 70-hp Gnome
Span 8.90 m, length 7.80 m, height 2.10 m, wing area 1 5 sq. m Empty weight 280 kg; loaded weight 400 kg
Maximum speed 90 km/h
Armament: Winchester carbines, flechettes, and bombs
Bleriot 11 - Brevet Gouin (Parasol) Two-Seat Reconnaissance Plane with 60-hp Gnome
Span 9.20 m. length 7.80 m, wing area 18 sq. m
Empty weight 310 kg; loaded weight 420 kg
Maximum speed: 115 km/hr
Armament: Winchester carbines, flechettes, and bombs 100 built
Bleriot 11bis Two-Seat Reconnaissance Plane or Trainer with 50 or 70-hp Gnome
Span 11.00 m: length 8.50 m; wing area 25 sq. m
Empty weight 350 kg
Bleriot 11-2 Hydro Seaplane with Three Floats and 80-hp Gnome or Le Rhone (Specifications for 11-2 Hydro with Two Floats in Parenthesis)
Span 11.10 m (11.05 m); length 8.875 m (9.00 m); wing area 19.00 sq. m (21 sq. m)
Empty weight 360 kg (500 kg); loaded weight 560 kg (750 kg)
Bleriot 11-2 Type Genie Reconnaissance Plane with 70-hp Gnome
Span 9.70 m; length 8.30 m; wing area 18 sq. m
Empty weight 320 kg; loaded weight 550 kg
Maximum speed: 120 km/h
Bleriot 11-3 Type Reconnaissance Plane with 100-hp Gnome Double Gamma
Span 11.70 m; length 8.70 rn; wing area 25 sq. m
Empty weight 475 kg; loaded weight 975 kg
Max speed: 100 km/h
Approximately 700 Bleriot 11s were built, plus an additional 100 Bleriot Gouins.
S.I.T.-built Bleriot 11 Monoposto Single-Seater with 50-hp Gnome
Span 8.90 m; length 7.80 m; height 2.10 m; wing area 15 sq. m Empty weight 280 kg; loaded weight 400 kg
Maximum speed: 90km/h
S.I.T.-built Bleriot 11 Parasol with 70-hp Gnome
Span 9.20 m; length 7.80 m; height 2.95 m: wing area 18 sq. m Empty weight 310 kg; loaded weight 480 kg
Maximum speed: 110 km/h
S.I.T.-built Bleriot 11 Idro Floatplane with 90-hp Le Rhone
Span 11.05 m; length 9.00 m; height 3.0 m; wing area 24 sq. m Empty weight 500 kg; loaded weight 740 kg
Maximum speed: 95 km/h
One built
S.I.T.-built Bleriot 11-2 (Italian) Two-Seat Reconnaissance Plane with 70-hp Gnome
Span 10.30 m, length 8.40 m, height 2.45 m, wing area 20.33 sq. m
Empty weight 345 kg; loaded weight 585 kg
Maximum speed: 95 km/h; endurance 3 hr 30 min
Armament Winchester carbines for the crew, flechettes, and bombs
47 built
Bleriot 11bis Two-Seat Reconnaissance Plane with 50-hp Gnome built in Russia by RBVZ, Shchetinin, and Dux
Span 8.9 m, length 7.75 m, wing area 14.5 sq. m
Empty weight 240 kg; loaded weight 370 kg
Maximum speed: 95 km/h
Bleriot 11 Two-Seat Reconnaissance Plane with 50-hp Gnome built in Russia by Dux
Span 8.9 m, length 7.20 m, wing area 20.9 sq. m
Empty weight 295 kg; loaded weight 440 kg
Maximum speed: 90 km/h
Bleriot 11. The presence of the mounted officers suggests that this aircraft may have been assigned to a Bleriot escadrille de cavalerie: BLC 2, BLC 4, or BLC 5. Renaud.
Bleriot 11
Variants (Military)
Type 11-3-A 100-hp Gnome double Omega, three-seater with a balanced elevator; this aircraft carried serial number 14. A second example of this type (serial number 26) was fitted with a 140-hp Gnome double Gamma engine. Both were entered in the military concours of 1911 and both were damaged during the trials. Further development of the Type 11-3 was abandoned because it was unstable and the landing gear was too fragile.
Bleriot 11-3 Type Reconnaissance Plane with 100-hp Gnome Double Gamma
Span 11.70 m; length 8.70 rn; wing area 25 sq. m
Empty weight 475 kg; loaded weight 975 kg
Max speed: 100 km/h
Variants (Military)
Type 11-3-A 100-hp Gnome double Omega, three-seater with a balanced elevator; this aircraft carried serial number 14. A second example of this type (serial number 26) was fitted with a 140-hp Gnome double Gamma engine. Both were entered in the military concours of 1911 and both were damaged during the trials. Further development of the Type 11-3 was abandoned because it was unstable and the landing gear was too fragile.
Bleriot 11-3 Type Reconnaissance Plane with 100-hp Gnome Double Gamma
Span 11.70 m; length 8.70 rn; wing area 25 sq. m
Empty weight 475 kg; loaded weight 975 kg
Max speed: 100 km/h
Prewar Bleriot Planes 1910-1914
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5. Type 20 - 50-hp Gnome Omega; experimental landplane. One built January 19 11.
6. Type 21 - 70-hp Gnome Lambda; two-seat reconnaissance machine. Twelve were built in 1911. Bleriot produced a floatplane version of the Type 21 with an 80-hp Gnome Lambda in 1913.
7. Type 22 - two-seat plane with an 80-hp Gnome Lambda. One built in 1911.
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5. Type 20 - 50-hp Gnome Omega; experimental landplane. One built January 19 11.
6. Type 21 - 70-hp Gnome Lambda; two-seat reconnaissance machine. Twelve were built in 1911. Bleriot produced a floatplane version of the Type 21 with an 80-hp Gnome Lambda in 1913.
7. Type 22 - two-seat plane with an 80-hp Gnome Lambda. One built in 1911.
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Prewar Bleriot Planes 1910-1914
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8. Type 23 - 100-hp Gnome double Omega racing aircraft. Three built in May 1911. Two participated in the Gordon Bennet Cup races.
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8. Type 23 - 100-hp Gnome double Omega racing aircraft. Three built in May 1911. Two participated in the Gordon Bennet Cup races.
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Prewar Bleriot Planes 1910-1914
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9. Type 24 - 100-hp Gnome double Omega or 140-hp double Gamma, five-seater. Built September 1911.
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9. Type 24 - 100-hp Gnome double Omega or 140-hp double Gamma, five-seater. Built September 1911.
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Prewar Bleriot Planes 1910-1914
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10. Type 25 - 50-hp Gnome Omega, canard design. One built in 1911. The Type 26 was a triplane development.
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10. Type 25 - 50-hp Gnome Omega, canard design. One built in 1911. The Type 26 was a triplane development.
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Prewar Bleriot Planes 1910-1914
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11. Type 27 - 50-hp Gnome Omega or 70-hp Gnome Gamma; racing plane. Two built August 1911.
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11. Type 27 - 50-hp Gnome Omega or 70-hp Gnome Gamma; racing plane. Two built August 1911.
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Prewar Bleriot Planes 1910-1914
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12. Type 28 - 30-hp Anzani 3 A2; two-seater. Built in 1911.
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12. Type 28 - 30-hp Anzani 3 A2; two-seater. Built in 1911.
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Prewar Bleriot Planes 1910-1914
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13. Type 29 - 70-hp Gnome Gamma; reconnaissance plane. 1911 project; never built.
18. Type 37 - 80-hp Gnome Lambda or 100-hp Gnome Delta side-by-side two-seater with the engine in the rear of the fuselage. One built in 1913.
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13. Type 29 - 70-hp Gnome Gamma; reconnaissance plane. 1911 project; never built.
18. Type 37 - 80-hp Gnome Lambda or 100-hp Gnome Delta side-by-side two-seater with the engine in the rear of the fuselage. One built in 1913.
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Prewar Bleriot Planes 1910-1914
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14. Type 30 - 80-hp Anzani; four-seater; never built.
15. Type 32 - Bleriot engine 1912 project; never built.
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14. Type 30 - 80-hp Anzani; four-seater; never built.
15. Type 32 - Bleriot engine 1912 project; never built.
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Prewar Bleriot Planes 1910-1914
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16. Type 33 - 70-hp Gnome Gamma or 80-hp Gnome Lambda; two-seater with a canard configuration. One built in July 1912.
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16. Type 33 - 70-hp Gnome Gamma or 80-hp Gnome Lambda; two-seater with a canard configuration. One built in July 1912.
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Prewar Bleriot Planes 1910-1914
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17. Type 36 - 80-hp Gnome Lambda; armored two-seater built in October 1912. Named La Torpille.
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Bleriot 36 and La Vache
In 1912 Bleriot produced the Type 36 to meet the specification for a two-seat, armored long-range reconnaissance machine. It was powered by an 80-hp Lambda engine but was not adopted because the armor restricted the performance.
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17. Type 36 - 80-hp Gnome Lambda; armored two-seater built in October 1912. Named La Torpille.
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Bleriot 36 and La Vache
In 1912 Bleriot produced the Type 36 to meet the specification for a two-seat, armored long-range reconnaissance machine. It was powered by an 80-hp Lambda engine but was not adopted because the armor restricted the performance.
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Bleriot 36. This lightly-armored airplane could withstand ground-fire from an altitude as low as 500 meters. The crew of two was seated side by side.
Prewar Bleriot Planes 1910-1914
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19. Type 40 - 80-hp Gnome 7A. One built in 1913 and presented to the French army at Buc for evaluation.
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19. Type 40 - 80-hp Gnome 7A. One built in 1913 and presented to the French army at Buc for evaluation.
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Prewar Bleriot Planes 1910-1914
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20. Type 41 - 80-hp Gnome Lambda; canard layout. One built in 1913.
21. Type 42 - 80-hp Gnome Lambda; canard design. Built in 1913.
22. Type 46 - 80-hp Gnome Lambda; single-seater designed in 1914. Never built.
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20. Type 41 - 80-hp Gnome Lambda; canard layout. One built in 1913.
21. Type 42 - 80-hp Gnome Lambda; canard design. Built in 1913.
22. Type 46 - 80-hp Gnome Lambda; single-seater designed in 1914. Never built.
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Bleriot 43
The Bleriot 43 was a derivative of the Type 36. The main differences were that the Type 43 had a monocoque fuselage and an 80-hp Gnome 7A engine. The crew was seated in tandem with the observer located behind the wing; a large porthole provided him with an excellent view of the ground. A speaking tube facilitated communication between pilot and observer. The fuselage was constructed of wood and cloth; it does not appear that it was armored. The Bleriot 43 was probably intended to meet the same long-range reconnaissance specification as the Type 36, but without the excessive weight of the armor. However, its performance was not significantly changed.
Bleriot 43 Two-Seat Reconnaissance Aircraft with 80-hp Gnome 7A
Span 10.10 m, length 6.12 m; height 3.10 m, wing area 19.3 sq. m
Empty weight 350 kg; loaded weight 625 kg
Maximum speed 120 km/h
One built
The Bleriot 43 was a derivative of the Type 36. The main differences were that the Type 43 had a monocoque fuselage and an 80-hp Gnome 7A engine. The crew was seated in tandem with the observer located behind the wing; a large porthole provided him with an excellent view of the ground. A speaking tube facilitated communication between pilot and observer. The fuselage was constructed of wood and cloth; it does not appear that it was armored. The Bleriot 43 was probably intended to meet the same long-range reconnaissance specification as the Type 36, but without the excessive weight of the armor. However, its performance was not significantly changed.
Bleriot 43 Two-Seat Reconnaissance Aircraft with 80-hp Gnome 7A
Span 10.10 m, length 6.12 m; height 3.10 m, wing area 19.3 sq. m
Empty weight 350 kg; loaded weight 625 kg
Maximum speed 120 km/h
One built
Bleriot 44
Built in 1914, the Bleriot 44 was a single-seat artillery cooperation aircraft powered by an 80-hp Gnome 7A engine. The pilot's position was behind the wing to improve his field of vision. The engine and fuel tank were situated in the nose to counteract the weight of the pilot who was in the rear. While the new arrangement provided a better view for the pilot than the standard Bleriot 11, the Type 44 was not selected by the military, and only the single prototype was built.
Bleriot 44 Single-Seat Artillery Cooperation
Aircraft with 80-hp Gnome 7A
No specifications known
One built
Bleriot 45
The Bleriot 45 was an unorthodox single-seat aircraft intended for reconnaissance. The attempt to solve the problem of pilot vision took an approach directly opposite that tried in the Type 44 by putting the pilot in the nose of the plane well ahead of the wing. The engine was located within the fuselage, the propeller shaft passing between the pilot's legs. The propeller was placed at the extreme nose. The six cylinders of the engine were accommodated in cutouts in the rear of the fuselage, the tail and rudder were identical to that used on the Bleriot 44. The Bleriot 45 was not selected for use.
Bleriot 45 Single-Seat Artillery Cooperation Aircraft with 80-hp Gnome 7A
No specification known
One built
Built in 1914, the Bleriot 44 was a single-seat artillery cooperation aircraft powered by an 80-hp Gnome 7A engine. The pilot's position was behind the wing to improve his field of vision. The engine and fuel tank were situated in the nose to counteract the weight of the pilot who was in the rear. While the new arrangement provided a better view for the pilot than the standard Bleriot 11, the Type 44 was not selected by the military, and only the single prototype was built.
Bleriot 44 Single-Seat Artillery Cooperation
Aircraft with 80-hp Gnome 7A
No specifications known
One built
Bleriot 45
The Bleriot 45 was an unorthodox single-seat aircraft intended for reconnaissance. The attempt to solve the problem of pilot vision took an approach directly opposite that tried in the Type 44 by putting the pilot in the nose of the plane well ahead of the wing. The engine was located within the fuselage, the propeller shaft passing between the pilot's legs. The propeller was placed at the extreme nose. The six cylinders of the engine were accommodated in cutouts in the rear of the fuselage, the tail and rudder were identical to that used on the Bleriot 44. The Bleriot 45 was not selected for use.
Bleriot 45 Single-Seat Artillery Cooperation Aircraft with 80-hp Gnome 7A
No specification known
One built
Bleriot 39 Armored Monoplane
In 1913 General Bernard formulated a requirement for two types of armored aircraft: a two-seater with a maximum speed of 100 km/h to be used for longer-range reconnaissance and a single-seater for high-speed (120 km/h) reconnaissance. Bleriot, along with Breguet, Dorand, Ponnier, Deperdussin, Clement-Bayard, Morane-Saulnier, and Voisin, built a machine to meet these specifications. While the Bleriot 36 had been intended to fill the long-range reconnaissance role, the Bleriot 39 was a single-seater designed to meet the latter specification. It had a shorter fuselage than the standard Type 11 but had a larger wing with increased span, presumably to allow it to carry the heavy armor. The engine was an 80-hp Gnome. However, the armored aircraft program was a complete failure because the aircraft engines of the time were not powerful enough to overcome the weight of the armor. The Bleriot 39 was not used operationally by the Aviation Militaire.
Bleriot 39 Single-Seat Armored Reconnaissance Aircraft with 80-hp Gnome
Wing span 10.10 m, length 6.15 m, wing area 19.00 sq. m
Empty weight 440 kg, loaded weight 615 kg
Maximum speed 120 km/h, climb rate 100 meter /minute
One built
In 1913 General Bernard formulated a requirement for two types of armored aircraft: a two-seater with a maximum speed of 100 km/h to be used for longer-range reconnaissance and a single-seater for high-speed (120 km/h) reconnaissance. Bleriot, along with Breguet, Dorand, Ponnier, Deperdussin, Clement-Bayard, Morane-Saulnier, and Voisin, built a machine to meet these specifications. While the Bleriot 36 had been intended to fill the long-range reconnaissance role, the Bleriot 39 was a single-seater designed to meet the latter specification. It had a shorter fuselage than the standard Type 11 but had a larger wing with increased span, presumably to allow it to carry the heavy armor. The engine was an 80-hp Gnome. However, the armored aircraft program was a complete failure because the aircraft engines of the time were not powerful enough to overcome the weight of the armor. The Bleriot 39 was not used operationally by the Aviation Militaire.
Bleriot 39 Single-Seat Armored Reconnaissance Aircraft with 80-hp Gnome
Wing span 10.10 m, length 6.15 m, wing area 19.00 sq. m
Empty weight 440 kg, loaded weight 615 kg
Maximum speed 120 km/h, climb rate 100 meter /minute
One built
Bleriot 11
Variants (Military)
Type 11-2 Hydro-Floatplane version of the Bleriot 11-2 with a 80-hp Gnome or 80-hp Le Rhone engine. Tandem two-seater with three floats built in October 1913. Another version, with only two floats, had a rudder that was enlarged and extended below the aircraft. The floats could be replaced with wheels.
Foreign Service
Italy
The Italians used four main types of Bleriot 11s, all built under license by S.I.T. (the Societa Italiana Transaerea). They were:
3. Bleriot 11 "Idro” - seaplane version of the 11 with a 90-hp Le Rhone engine, twin floats and a tail float. Only one example produced.
Bleriot 11-2 Hydro Seaplane with Three Floats and 80-hp Gnome or Le Rhone (Specifications for 11-2 Hydro with Two Floats in Parenthesis)
Span 11.10 m (11.05 m); length 8.875 m (9.00 m); wing area 19.00 sq. m (21 sq. m)
Empty weight 360 kg (500 kg); loaded weight 560 kg (750 kg)
S.I.T.-built Bleriot 11 Idro Floatplane with 90-hp Le Rhone
Span 11.05 m; length 9.00 m; height 3.0 m; wing area 24 sq. m Empty weight 500 kg; loaded weight 740 kg
Maximum speed: 95 km/h
One built
Variants (Military)
Type 11-2 Hydro-Floatplane version of the Bleriot 11-2 with a 80-hp Gnome or 80-hp Le Rhone engine. Tandem two-seater with three floats built in October 1913. Another version, with only two floats, had a rudder that was enlarged and extended below the aircraft. The floats could be replaced with wheels.
Foreign Service
Italy
The Italians used four main types of Bleriot 11s, all built under license by S.I.T. (the Societa Italiana Transaerea). They were:
3. Bleriot 11 "Idro” - seaplane version of the 11 with a 90-hp Le Rhone engine, twin floats and a tail float. Only one example produced.
Bleriot 11-2 Hydro Seaplane with Three Floats and 80-hp Gnome or Le Rhone (Specifications for 11-2 Hydro with Two Floats in Parenthesis)
Span 11.10 m (11.05 m); length 8.875 m (9.00 m); wing area 19.00 sq. m (21 sq. m)
Empty weight 360 kg (500 kg); loaded weight 560 kg (750 kg)
S.I.T.-built Bleriot 11 Idro Floatplane with 90-hp Le Rhone
Span 11.05 m; length 9.00 m; height 3.0 m; wing area 24 sq. m Empty weight 500 kg; loaded weight 740 kg
Maximum speed: 95 km/h
One built
Bleriot 36 and La Vache
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In 1913 Cmdt. Lucas-Gerardville ordered a modified Bleriot 36 powered by a considerably more powerful 160-hp Double Lambda; it was probably hoped that the new engine would provide a more acceptable performance. Originally intended to destroy enemy airships, the new airplane first flew in July 1914.
It was assigned to the famous French aviator Jules Vedrines, who was serving with 3 at that time. It appears that Vedrines was the only pilot who flew the aircraft, and that he performed a number of reconnaissance missions, usually with volunteer observers. Vedrine named the craft La Vache (The Cow) and had the name painted in large red letters on the fuselage. The mediocre performance of the type despite it powerful engine and cooling problems ensured that only the single example was built.
Bleriot La Vache Two-Seat Armored Reconnaissance Plane with 160-hp Double Lambda
Wing span 10.22 m; length 8.33 m
One built
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In 1913 Cmdt. Lucas-Gerardville ordered a modified Bleriot 36 powered by a considerably more powerful 160-hp Double Lambda; it was probably hoped that the new engine would provide a more acceptable performance. Originally intended to destroy enemy airships, the new airplane first flew in July 1914.
It was assigned to the famous French aviator Jules Vedrines, who was serving with 3 at that time. It appears that Vedrines was the only pilot who flew the aircraft, and that he performed a number of reconnaissance missions, usually with volunteer observers. Vedrine named the craft La Vache (The Cow) and had the name painted in large red letters on the fuselage. The mediocre performance of the type despite it powerful engine and cooling problems ensured that only the single example was built.
Bleriot La Vache Two-Seat Armored Reconnaissance Plane with 160-hp Double Lambda
Wing span 10.22 m; length 8.33 m
One built
Bleriot with 160-hp Gnome Double Lambda of Jules Vedrines named LA VACHE (The Cow). This version was also armored. It carried a crew of two in tandem, and its landing gear was extensively modified to handle the greater weight. Renaud.
Bleriot 11
Variants (Military)
Type 11-2 Artillerie - 70-hp Gnome engine, two-seater parasol with a modified undercarriage and rudder.
Type 11-Brevet Gouin - a parasol design powered by a 60-hp or 80-hp Gnome engine. It was designed by a Lieutenant Gouin in February 1914. The parasol configuration was intended to enhance the crew's downward vision. It participated in the 1914 concours securite. The rudder was split into two parts and could be used as an air brake. Twenty examples were ordered by the War Ministry on 15 October 1914. Many more were built by Bleriot Aircraft Limited in England and in Italy by S.I.T.
Foreign Service
Italy
The Italians used four main types of Bleriot 11s, all built under license by S.I.T. (the Societa Italiana Transaerea). They were:
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2. Bleriot 11 "Parasol” - 70-hp Gnome; this saw widespread use with the squadriglias.
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United Kingdom
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A single example of a Bleriot Parasol (in England) was impressed at the outbreak of the war. It was flown to Farnborough and given the serial 616. The machine was assigned to No.3 Squadron and was one ol the few Bleriots sent to France. It was powered by an 80-hp Gnome, but had the tail surfaces of a 50-hp machine. After 616 was damaged it was fitted with the tail of an 80-hp machine. The aircraft was used for reconnaissance and even bombing raids carrying 16 hand grenades, two bombs on the fuselage racks, and a Melinite bomb. It subsequently saw service with No.5 Squadron and was struck off charge in May 1915.
Apparently the Bleriot parasol gave satisfactory service and additional examples were obtained from Bleriot Aeronautics in England. These were given serials 575 (Aircraft Park at St. Omer), 576-579 (No.9 Squadron), 580-586, 616, 2861, and 2862. The last to be struck off charge was 576, which served until 1 June 1915.
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Bleriot 11 - Brevet Gouin (Parasol) Two-Seat Reconnaissance Plane with 60-hp Gnome
Span 9.20 m. length 7.80 m, wing area 18 sq. m
Empty weight 310 kg; loaded weight 420 kg
Maximum speed: 115 km/hr
Armament: Winchester carbines, flechettes, and bombs 100 built
S.I.T.-built Bleriot 11 Parasol with 70-hp Gnome
Span 9.20 m; length 7.80 m; height 2.95 m: wing area 18 sq. m Empty weight 310 kg; loaded weight 480 kg
Maximum speed: 110 km/h
Variants (Military)
Type 11-2 Artillerie - 70-hp Gnome engine, two-seater parasol with a modified undercarriage and rudder.
Type 11-Brevet Gouin - a parasol design powered by a 60-hp or 80-hp Gnome engine. It was designed by a Lieutenant Gouin in February 1914. The parasol configuration was intended to enhance the crew's downward vision. It participated in the 1914 concours securite. The rudder was split into two parts and could be used as an air brake. Twenty examples were ordered by the War Ministry on 15 October 1914. Many more were built by Bleriot Aircraft Limited in England and in Italy by S.I.T.
Foreign Service
Italy
The Italians used four main types of Bleriot 11s, all built under license by S.I.T. (the Societa Italiana Transaerea). They were:
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2. Bleriot 11 "Parasol” - 70-hp Gnome; this saw widespread use with the squadriglias.
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United Kingdom
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A single example of a Bleriot Parasol (in England) was impressed at the outbreak of the war. It was flown to Farnborough and given the serial 616. The machine was assigned to No.3 Squadron and was one ol the few Bleriots sent to France. It was powered by an 80-hp Gnome, but had the tail surfaces of a 50-hp machine. After 616 was damaged it was fitted with the tail of an 80-hp machine. The aircraft was used for reconnaissance and even bombing raids carrying 16 hand grenades, two bombs on the fuselage racks, and a Melinite bomb. It subsequently saw service with No.5 Squadron and was struck off charge in May 1915.
Apparently the Bleriot parasol gave satisfactory service and additional examples were obtained from Bleriot Aeronautics in England. These were given serials 575 (Aircraft Park at St. Omer), 576-579 (No.9 Squadron), 580-586, 616, 2861, and 2862. The last to be struck off charge was 576, which served until 1 June 1915.
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Bleriot 11 - Brevet Gouin (Parasol) Two-Seat Reconnaissance Plane with 60-hp Gnome
Span 9.20 m. length 7.80 m, wing area 18 sq. m
Empty weight 310 kg; loaded weight 420 kg
Maximum speed: 115 km/hr
Armament: Winchester carbines, flechettes, and bombs 100 built
S.I.T.-built Bleriot 11 Parasol with 70-hp Gnome
Span 9.20 m; length 7.80 m; height 2.95 m: wing area 18 sq. m Empty weight 310 kg; loaded weight 480 kg
Maximum speed: 110 km/h
Bleriot Twin-Engine Aircraft (Bleriot 53)
Built for reconnaissance missions in 1915, this unusual plane had two 80-hp Le Rhone engines in nacelles mounted between the wings. The fuel tanks were located directly behind the engines. The forward fuselage was conventional, while the rear portion appears to have been left partially without fabric covering. There was a rectangular rudder and biplane horizontal stabilizers. The three-bay wings appear to have been of equal span. It is believed that tests were later conducted with two 100-hp Anzani engines. The type, which may have been designated the Bleriot 53, was not selected for production.
Bleriot Army Cooperation Aircraft with Two 80-hp Le Rhone engines
Span 13.50 m; length 9 m; wing area 27 sq. m
Maximum speed 95 km/h
One built
Built for reconnaissance missions in 1915, this unusual plane had two 80-hp Le Rhone engines in nacelles mounted between the wings. The fuel tanks were located directly behind the engines. The forward fuselage was conventional, while the rear portion appears to have been left partially without fabric covering. There was a rectangular rudder and biplane horizontal stabilizers. The three-bay wings appear to have been of equal span. It is believed that tests were later conducted with two 100-hp Anzani engines. The type, which may have been designated the Bleriot 53, was not selected for production.
Bleriot Army Cooperation Aircraft with Two 80-hp Le Rhone engines
Span 13.50 m; length 9 m; wing area 27 sq. m
Maximum speed 95 km/h
One built
Bleriot 53. It is believed that the twin-engine aircraft was intended to meet the same specification as the Caudron G.4. The twin engines were intended to improve the aircraft's performance compared to the Caudron G.3 and M.F.11, which could not be flown in poor weather. Louis Bleriot.
Bleriot Four-Engine Bomber
The next Bleriot design was an enlarged version of the Type 53 army cooperation plane. The four-engine bomber carried a crew of four and its engines, mounted between the four-bay upper and lower wings, were 120-hp Anzani 10A4s. The aircraft flew at Buc in 1915 or 1916, and it may have been intended to enter it in the 1916 concours puissant. In any event, the Bleriot bomber was not selected for service use.
Bleriot Heavy Bomber with Four 120-hp Anzani 10A4 Engines
No specifications known
One built
The next Bleriot design was an enlarged version of the Type 53 army cooperation plane. The four-engine bomber carried a crew of four and its engines, mounted between the four-bay upper and lower wings, were 120-hp Anzani 10A4s. The aircraft flew at Buc in 1915 or 1916, and it may have been intended to enter it in the 1916 concours puissant. In any event, the Bleriot bomber was not selected for service use.
Bleriot Heavy Bomber with Four 120-hp Anzani 10A4 Engines
No specifications known
One built
Bleriot four-engine bomber. This aircraft may have been a scale-up of the preceding Bleriot 53. Louis Bleriot.
Bleriot Monoplane
In 1915 Bleriot proposed a military monoplane with a large, shoulder mounted wing. However, Bleriot proposed having an additional set of wings of shorter span and much reduced chord; one wing would be mounted above the fuselage, the other suspended beneath the fuselage. This gave the appearance of a triplane, but Bleriot termed the new design as a monoplane with auxiliary surfaces. The fuselage terminated in a conventional rudder with no fixed fin. As with the preceding Type 53, there were biplane stabilizers. However the ends of the stabilizers were covered by large fins. Bleriot's proposed design was given brevet 79988 in November 1915, but apparently it was never built.
Bleriot 65
The Bleriot 65 was a proposal for a two-seat biplane fighter. The aircraft was to have been a biplane powered by a 200-hp Anzani engine. Armament was to have consisted of two machine guns; one mounted fore the other aft. Historian Jean Devaux has suggested that this plane would have been in the same category as the SPAD SA.3 two-seat fighter and the Ponnier P.1. It is not known if the aircraft was ever built.
Bleriot Two-Seat Fighter with 200-hp Anzani (all data provisional)
Length 7.845 m; height 3 m; wing area 32 sq. m
Loaded weight 1100 kg
Armament: two machine guns
In 1915 Bleriot proposed a military monoplane with a large, shoulder mounted wing. However, Bleriot proposed having an additional set of wings of shorter span and much reduced chord; one wing would be mounted above the fuselage, the other suspended beneath the fuselage. This gave the appearance of a triplane, but Bleriot termed the new design as a monoplane with auxiliary surfaces. The fuselage terminated in a conventional rudder with no fixed fin. As with the preceding Type 53, there were biplane stabilizers. However the ends of the stabilizers were covered by large fins. Bleriot's proposed design was given brevet 79988 in November 1915, but apparently it was never built.
Bleriot 65
The Bleriot 65 was a proposal for a two-seat biplane fighter. The aircraft was to have been a biplane powered by a 200-hp Anzani engine. Armament was to have consisted of two machine guns; one mounted fore the other aft. Historian Jean Devaux has suggested that this plane would have been in the same category as the SPAD SA.3 two-seat fighter and the Ponnier P.1. It is not known if the aircraft was ever built.
Bleriot Two-Seat Fighter with 200-hp Anzani (all data provisional)
Length 7.845 m; height 3 m; wing area 32 sq. m
Loaded weight 1100 kg
Armament: two machine guns
Bleriot 67
Many companies responded to the request for a well-protected strategic bomber capable of raiding German cities. Along with seven other manufactures, Bleriot entered such an aircraft in the 1916 concours puissant.
The competition emphasized that the aircraft should not only have adequate range and bomb load, but it also had to be able to defend itself against enemy fighters. It had been discovered in 1915 that the Caudron, Farman, and Voisin bombers carried inadequate defensive armament and were suffering heavy losses to German fighters.
Louis Bleriot had been interested in producing a heavy bomber for the concours puissant and in February 1916 had created three designs for such a machine, two were quadraplanes, the third was a biplane. All featured two engines above the fuselage and two below. They were closely grouped near the centerline where, should an engine fail, the effects of asymmetric thrust would be less pronounced. None of these projects advanced beyond the drawing board, but the unique engine arrangement was used in Bleriot's next heavy bomber, the type 67.
The Bleriot 67 was designed with the aid of an engineer named Touillet. In addition to being heavily armed with machine guns fore and aft, the Type 67 had to fill the other requirements, including a range of 600 km and a speed of 140 km/h at 2,000 meters. The narrow fuselage was positioned between the two wings. The engines were closely grouped around the centerline, with one each on the port upper, starboard upper, port lower, and starboard lower wings. Unfortunately, the large number of struts and wires needed to brace the fuselage and wings created excessive drag, and this eroded the aircraft's performance. The engines were four Gnome 9Bs of 100-hp. The undercarriage consisted of two pairs of wheels located beneath each of the lower engines. There was a biplane tail with three fins and rudders. A crew of three was carried.
Like most of the other entries, the Bleriot 67 was unable to meet the specifications of the competition and no production orders were placed. Only one was built, and it crashed in September 1916 while undergoing flight testing at Buc.
Bleriot 67 Heavy Bomber with Four 100-hp Gnome 9B Engines
Wing span 19.40 m; length 11.80 m; wing area 89 sq m
Empty weight 1,800 kg; loaded weight 3.500 kg
One built
Bleriot 71
The failure of the Bleriot 67 to fulfill the requirements of the 1916 contours forced Bleriot to redesign his strategic bomber. The resulting aircraft was intended to meet the BN 3 specification for a heavy bomber. It also was designed by engineer Touillet. Initially, it was intended to place the fuselage on the lower wing, but at some point before construction the type was redesigned so that the fuselage was suspended between the upper and lower wings. The craft was similar to the Bleriot 67, but much larger and powered by four 220-hp Hispano-Suiza 8B engines generating considerably more power. It featured a similar tail with a biplane stabilizer. The original design had three sets of rudders but this was changed to two sets. Only one aircraft was built. The Bleriot 71 was damaged on 15 May 1918 at Villacoublay when a Breguet 14 B1 sustained an engine failure and while landing dead stick, caused the Bleriot 71 to crash into a ditch in the center of the airfield. The fuselage was fractured. It appears that the plane was not rebuilt, probably because it had not been selected by the Aviation Militaire for series production. The Farman F.50 and Caudron C.23 were instead chosen for the BN 3 specification.
Bleriot 71 Heavy Bomber with Four 220-hp Hispano-Suiza 8B Engines
Wing span 26.30; length 14 m; height 6 m; wing area 140 sq. m
Empty weight 3,200 kg; gross weight 6,530 kg
Maximum speed at ground level: 140 km/h
Endurance 6 hours 40 minutes
One built
Many companies responded to the request for a well-protected strategic bomber capable of raiding German cities. Along with seven other manufactures, Bleriot entered such an aircraft in the 1916 concours puissant.
The competition emphasized that the aircraft should not only have adequate range and bomb load, but it also had to be able to defend itself against enemy fighters. It had been discovered in 1915 that the Caudron, Farman, and Voisin bombers carried inadequate defensive armament and were suffering heavy losses to German fighters.
Louis Bleriot had been interested in producing a heavy bomber for the concours puissant and in February 1916 had created three designs for such a machine, two were quadraplanes, the third was a biplane. All featured two engines above the fuselage and two below. They were closely grouped near the centerline where, should an engine fail, the effects of asymmetric thrust would be less pronounced. None of these projects advanced beyond the drawing board, but the unique engine arrangement was used in Bleriot's next heavy bomber, the type 67.
The Bleriot 67 was designed with the aid of an engineer named Touillet. In addition to being heavily armed with machine guns fore and aft, the Type 67 had to fill the other requirements, including a range of 600 km and a speed of 140 km/h at 2,000 meters. The narrow fuselage was positioned between the two wings. The engines were closely grouped around the centerline, with one each on the port upper, starboard upper, port lower, and starboard lower wings. Unfortunately, the large number of struts and wires needed to brace the fuselage and wings created excessive drag, and this eroded the aircraft's performance. The engines were four Gnome 9Bs of 100-hp. The undercarriage consisted of two pairs of wheels located beneath each of the lower engines. There was a biplane tail with three fins and rudders. A crew of three was carried.
Like most of the other entries, the Bleriot 67 was unable to meet the specifications of the competition and no production orders were placed. Only one was built, and it crashed in September 1916 while undergoing flight testing at Buc.
Bleriot 67 Heavy Bomber with Four 100-hp Gnome 9B Engines
Wing span 19.40 m; length 11.80 m; wing area 89 sq m
Empty weight 1,800 kg; loaded weight 3.500 kg
One built
Bleriot 71
The failure of the Bleriot 67 to fulfill the requirements of the 1916 contours forced Bleriot to redesign his strategic bomber. The resulting aircraft was intended to meet the BN 3 specification for a heavy bomber. It also was designed by engineer Touillet. Initially, it was intended to place the fuselage on the lower wing, but at some point before construction the type was redesigned so that the fuselage was suspended between the upper and lower wings. The craft was similar to the Bleriot 67, but much larger and powered by four 220-hp Hispano-Suiza 8B engines generating considerably more power. It featured a similar tail with a biplane stabilizer. The original design had three sets of rudders but this was changed to two sets. Only one aircraft was built. The Bleriot 71 was damaged on 15 May 1918 at Villacoublay when a Breguet 14 B1 sustained an engine failure and while landing dead stick, caused the Bleriot 71 to crash into a ditch in the center of the airfield. The fuselage was fractured. It appears that the plane was not rebuilt, probably because it had not been selected by the Aviation Militaire for series production. The Farman F.50 and Caudron C.23 were instead chosen for the BN 3 specification.
Bleriot 71 Heavy Bomber with Four 220-hp Hispano-Suiza 8B Engines
Wing span 26.30; length 14 m; height 6 m; wing area 140 sq. m
Empty weight 3,200 kg; gross weight 6,530 kg
Maximum speed at ground level: 140 km/h
Endurance 6 hours 40 minutes
One built
Side view of the Bleriot 67 showing reinforcement of the trailing edges of the upper and lower wings.
Bleriot 67 at Buc. The engines were grouped near the centerline so asymmetric thrust effects would be reduced should an engine fail.
The Bleriot 71 was similar to the Bleriot 67, but much larger and was powered by four 220-hp Hispano-Suiza 8B engines generating considerably more power than the four 100-hp engines of the Bleriot 67. Louis Bleriot.
The Bleriot 71 was damaged in an accident on 15 May 1918 at Villacoublay when a Breguet 14 B1 suffered an engine failure and crashed into the Bleriot 71. Louis Bleriot.
Bleriot Twin-Fuselage Monoplane
In 1916 Bleriot proposed to the Ministere de la Guerre a project for a twin-fuselage monoplane. This study would later form the basis for the Bleriot 77. The design did not pass beyond the wind tunnel model stage. Based on the model it is known that this was to have been a pusher with engine behind the crew. The crew of two was seated side by side in the central nacelle. Estimated wing area was 40 sq. m.
Bleriot 77
Although this aircraft was developed in the early 1920s it warrants mention here because it stems from a 1916 design by Louis Bechereau. Proposed by Bechereau to the Ministry of War in 1916, it was an unusual monoplane with two separate fuselages. It was only at the end of the war, however, that detailed study of the design (under the Type 77 Bn4 designation) was begun. The graceful fuselage was similar to the later Bleriot 125. The monoplane wing had no external bracing and the internal structure was to be made of wood and lined with cloth. In 1921 a model of the Bleriot 77 was tested by the Laboratory Eiffel, but the aircraft did not progress beyond the project stage.
In 1916 Bleriot proposed to the Ministere de la Guerre a project for a twin-fuselage monoplane. This study would later form the basis for the Bleriot 77. The design did not pass beyond the wind tunnel model stage. Based on the model it is known that this was to have been a pusher with engine behind the crew. The crew of two was seated side by side in the central nacelle. Estimated wing area was 40 sq. m.
Bleriot 77
Although this aircraft was developed in the early 1920s it warrants mention here because it stems from a 1916 design by Louis Bechereau. Proposed by Bechereau to the Ministry of War in 1916, it was an unusual monoplane with two separate fuselages. It was only at the end of the war, however, that detailed study of the design (under the Type 77 Bn4 designation) was begun. The graceful fuselage was similar to the later Bleriot 125. The monoplane wing had no external bracing and the internal structure was to be made of wood and lined with cloth. In 1921 a model of the Bleriot 77 was tested by the Laboratory Eiffel, but the aircraft did not progress beyond the project stage.
Bleriot 7L "High Seas" Flying Boat
The "high seas" specification issued by the Aviation Maritime in 1918 was intended to provide the navy with a flying boat comparable to the British Felixstowe series. The specification called for an aircraft with a crew of four, a T.S.F. wireless, a 75mm cannon with 35 rounds, and two machine guns. A large number of firms submitted designs.
The Bleriot 7L was to have been a biplane with a single-step hull powered by four 220-hp Hispano-Suiza engines. The two wings had a combined surface area of 135 sq m. Estimated performance data include a payload of 2,000 kg; maximum speed of 150 km/h at 2,000 meters, and ability to climb to 2,000 m in 30 minutes. The aircraft was still being designed in April 1918. It does not appear that it was ever built, remaining a project only.
The "high seas" specification issued by the Aviation Maritime in 1918 was intended to provide the navy with a flying boat comparable to the British Felixstowe series. The specification called for an aircraft with a crew of four, a T.S.F. wireless, a 75mm cannon with 35 rounds, and two machine guns. A large number of firms submitted designs.
The Bleriot 7L was to have been a biplane with a single-step hull powered by four 220-hp Hispano-Suiza engines. The two wings had a combined surface area of 135 sq m. Estimated performance data include a payload of 2,000 kg; maximum speed of 150 km/h at 2,000 meters, and ability to climb to 2,000 m in 30 minutes. The aircraft was still being designed in April 1918. It does not appear that it was ever built, remaining a project only.
Bleriot 73/74/75/76
The failure of the French industry to produce an adequate bomber had forced the Aviation Militaire to have Italian Caproni bombers built under license by the R.E.P. firm. In the meantime, the French manufacturers started work on a whole set of new designs to produce an acceptable night bomber of the BN 3 (Bombardment Nuit 3, night bomber with a crew of three) category. The follow up to the Bleriot 71 day bomber was the Bleriot 73, designed from the outset as a night bomber.
The Bleriot 73, again designed by Touillet, was a large biplane with four 300-hp Hispano-Suiza 8Fb engines in a similar layout to that of the Bleriot 67. The bottom wing was attached directly lo the top of the fuselage, which had an upswept tail and was constructed like that of a flying boat hull. This aircraft also had a biplane tail with three fins and rudders. The undercarriage consisted of a four-wheel bogie under each of the lower engines; this arrangement allowed for efficient weight distribution. Another feature of the undercarriage was a nose wheel to prevent the aircraft from nosing over (a common problem when landing at night). Aileron balances were of the Constatin vane style and greatly eased the work of the pilot in controlling the aircraft. Bombs were carried in racks mounted on the lower wing and fuselage sides.
Flight testing was conducted at Buc in July 1918. On the first flight the test pilot (named Poullet) was killed when the Bleriot 73 crashed on landing when a gust ol wind blew the aircraft off its landing path. Testing was completed in January of 1920; but the war's end ensured further development was abandoned.
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Bleriot 73 Heavy Bomber with Four 300-hp Hispano-Suiza 8Fb Engines
Span 28 m; length 14.50 m; height 6.15 tn; wing area 148 sq. m
Empty weight 3,200 kg; loaded weight 6,880 kg
Maximum speed: 130 km/h, endurance 6 hours 40 minutes
One built
The failure of the French industry to produce an adequate bomber had forced the Aviation Militaire to have Italian Caproni bombers built under license by the R.E.P. firm. In the meantime, the French manufacturers started work on a whole set of new designs to produce an acceptable night bomber of the BN 3 (Bombardment Nuit 3, night bomber with a crew of three) category. The follow up to the Bleriot 71 day bomber was the Bleriot 73, designed from the outset as a night bomber.
The Bleriot 73, again designed by Touillet, was a large biplane with four 300-hp Hispano-Suiza 8Fb engines in a similar layout to that of the Bleriot 67. The bottom wing was attached directly lo the top of the fuselage, which had an upswept tail and was constructed like that of a flying boat hull. This aircraft also had a biplane tail with three fins and rudders. The undercarriage consisted of a four-wheel bogie under each of the lower engines; this arrangement allowed for efficient weight distribution. Another feature of the undercarriage was a nose wheel to prevent the aircraft from nosing over (a common problem when landing at night). Aileron balances were of the Constatin vane style and greatly eased the work of the pilot in controlling the aircraft. Bombs were carried in racks mounted on the lower wing and fuselage sides.
Flight testing was conducted at Buc in July 1918. On the first flight the test pilot (named Poullet) was killed when the Bleriot 73 crashed on landing when a gust ol wind blew the aircraft off its landing path. Testing was completed in January of 1920; but the war's end ensured further development was abandoned.
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Bleriot 73 Heavy Bomber with Four 300-hp Hispano-Suiza 8Fb Engines
Span 28 m; length 14.50 m; height 6.15 tn; wing area 148 sq. m
Empty weight 3,200 kg; loaded weight 6,880 kg
Maximum speed: 130 km/h, endurance 6 hours 40 minutes
One built
This view of the Bleriot 73 shows the four-wheel bogie landing gear and the upswept tail.
The Bleriot 73 heavy bomber was designed as a heavy night bomber. Powered by four 300 hp Hispano-Suiza engines, it had a robust undercarriage and odd upswept fuselage. No production was undertaken
The Bleriot 73 heavy bomber was designed as a heavy night bomber. Powered by four 300 hp Hispano-Suiza engines, it had a robust undercarriage and odd upswept fuselage. No production was undertaken
Bleriot 73. Bombs were to be carried in racks mounted the lower wing and fuselage sides. Louis Bleriot
The Bleriot 73 was powered by four 300-hp Hispano-Suiza 8Fb engines in a layout similar to that used on the Bleriot 67. Louis Bleriot.
Bleriot 73/74/75/76
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The Bleriot 74 was initially planned as yet another attempt to meet the requirements for a night bomber. Other aircraft produced to meet this requirement included the Voisin 12, Letord 9, Farman F.50 and F.60, Caudron C.23, Breguet 16 Bn2, S.I.A. Bn2, and the Sikorsky Bn2.
Like its predecessors, the Type 74 was powered by four 300-hp Hispano Suiza 8Fb engines closely grouped around the fuselage to reduce asymmetric thrust problems with one engine out. The fuselage was mounted on the lower wing. The landing gear of the types 71 and 73 was retained. The bombardier was to be seated in the bottom of the aircraft with a trapdoor underneath the aircraft to permit maximum visibility. A machine gun was also to be located in this position. A machine gun turret was to be located beneath the rear of the aircraft. There was extensive use of duralumin in the support structure which reduced the weight of the aircraft. The end of the war resulted in the Bleriot firm's decision to redesign it as an airliner. Andre Herbemont took the wings of the proposed Bleriot 74 and designed an entirely new fuselage partly of biconvex shape and accommodating 56 passengers.
During testing at Villacoublay on 22 January 1920 oscillations ruptured the tail and the Bleriot 74 crashed, killing its pilot, Armand Berthelot, an ace with 11 victories.
The Type 75, also called the Aerobus, was the same plane as the Bleriot 74 but had a new wing that had a pronounced dihedral. The fuselage was lengthened by 3 meters over the Type 74 and the center vertical tail surface was enlarged. Tested by Jean Casale, it had a good performance. However, no orders were forthcoming from the airlines because of the availability of far cheaper war surplus planes.
The Bleriot 76, although under study in 1920, warrants mention here because it was designed to meet the wartime BN 4 specification and was a development of the Bleriot 75. The bomber had the same engine arrangement as the Types 67, 71, 73, and 74, but the lower engines were located farther outboard than the upper engines. The Type 76 had slightly swept-back wings and a much thicker monocoque fuselage. The engines were the same four 300-hp Hispano Suiza 8Fbs. The undercarriage consisted of a pair of massive wheels; apparently Herbemont had planned later to modify the undercarriage so that it would be retractable. As with so many of the BN 3/4 bomber designs, the Bleriot 76 design was not selected for production and remained a project only.
Bleriot 74 Heavy Bomber/Airliner with Four 300-hp Hispano-Suiza 8Fb Engines
Span 27 m; length 15.40 m; height 6.40 m; wing area 148.6 sq. m
Empty weight 3,800 kg, payload 2,250 kg, loaded weight 7,550 kg, including 1,600 liters of fuel and 120 liters of oil
Maximum speed: 140 km/h, endurance 6 hours 20 minutes One built
Bleriot 75 Airliner with Four 300-hp Hispano-Suiza 8Fb Engines
Span 27 m„ length 18.3 m, height 6.4 m, wing area 144 sq. m
Empty weight 3,800 kg. loaded weight 7,500 kg
Maximum speed: 155 km/h. ceiling 4,000 m
One built
Bleriot 76 Heavy Bomber Project with Four 300-hp Hispano-Suiza 8Fb Engines
Estimated wing span 27.0 m, length 20.85 m, height 6.75 m
Project only
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The Bleriot 74 was initially planned as yet another attempt to meet the requirements for a night bomber. Other aircraft produced to meet this requirement included the Voisin 12, Letord 9, Farman F.50 and F.60, Caudron C.23, Breguet 16 Bn2, S.I.A. Bn2, and the Sikorsky Bn2.
Like its predecessors, the Type 74 was powered by four 300-hp Hispano Suiza 8Fb engines closely grouped around the fuselage to reduce asymmetric thrust problems with one engine out. The fuselage was mounted on the lower wing. The landing gear of the types 71 and 73 was retained. The bombardier was to be seated in the bottom of the aircraft with a trapdoor underneath the aircraft to permit maximum visibility. A machine gun was also to be located in this position. A machine gun turret was to be located beneath the rear of the aircraft. There was extensive use of duralumin in the support structure which reduced the weight of the aircraft. The end of the war resulted in the Bleriot firm's decision to redesign it as an airliner. Andre Herbemont took the wings of the proposed Bleriot 74 and designed an entirely new fuselage partly of biconvex shape and accommodating 56 passengers.
During testing at Villacoublay on 22 January 1920 oscillations ruptured the tail and the Bleriot 74 crashed, killing its pilot, Armand Berthelot, an ace with 11 victories.
The Type 75, also called the Aerobus, was the same plane as the Bleriot 74 but had a new wing that had a pronounced dihedral. The fuselage was lengthened by 3 meters over the Type 74 and the center vertical tail surface was enlarged. Tested by Jean Casale, it had a good performance. However, no orders were forthcoming from the airlines because of the availability of far cheaper war surplus planes.
The Bleriot 76, although under study in 1920, warrants mention here because it was designed to meet the wartime BN 4 specification and was a development of the Bleriot 75. The bomber had the same engine arrangement as the Types 67, 71, 73, and 74, but the lower engines were located farther outboard than the upper engines. The Type 76 had slightly swept-back wings and a much thicker monocoque fuselage. The engines were the same four 300-hp Hispano Suiza 8Fbs. The undercarriage consisted of a pair of massive wheels; apparently Herbemont had planned later to modify the undercarriage so that it would be retractable. As with so many of the BN 3/4 bomber designs, the Bleriot 76 design was not selected for production and remained a project only.
Bleriot 74 Heavy Bomber/Airliner with Four 300-hp Hispano-Suiza 8Fb Engines
Span 27 m; length 15.40 m; height 6.40 m; wing area 148.6 sq. m
Empty weight 3,800 kg, payload 2,250 kg, loaded weight 7,550 kg, including 1,600 liters of fuel and 120 liters of oil
Maximum speed: 140 km/h, endurance 6 hours 20 minutes One built
Bleriot 75 Airliner with Four 300-hp Hispano-Suiza 8Fb Engines
Span 27 m„ length 18.3 m, height 6.4 m, wing area 144 sq. m
Empty weight 3,800 kg. loaded weight 7,500 kg
Maximum speed: 155 km/h. ceiling 4,000 m
One built
Bleriot 76 Heavy Bomber Project with Four 300-hp Hispano-Suiza 8Fb Engines
Estimated wing span 27.0 m, length 20.85 m, height 6.75 m
Project only
SPAD 18
The SPAD 18 was a large single-seat monocoque design with a 300-hp Hispano-Suiza 8G fitted with a 37-min Putueax cannon firing through a hollow hub. However, it was found that because of excessive vibration the Hispano-Suiza 8G was unusable. The airframe ol the SPAD 18 (which was apparently never equipped with the cannon) was fitted with a version of the 300-hp Hispano Suiza 8Fb engine that did not have a cannon. This aircraft was designated the SPAD 20. The SPAD 18 had the option of a rear gunner, hence the Ca.1-2 designation.
SPAD 18 Single-Seat or Two-Seat Fighter with 300-hp Hispano-Suiza 8G (never fitted)
Span 9.70 ni; length 7,30 m; height 2.80 in; wing area 10 sq. in
Intended armament was a 37-mm Putueax cannon (never fitted)
One built (but never flown with Hispano-Suiza 8G)
SPAD 20
The SPAD 20 was produced in response to the C2 requirement of 1918 calling for a crew of two, a useful load of 375 kg, a maximum ceiling of 8,000 m, a service ceiling of 5,000 m, and a maximum speed of 220 km/h. The aircraft offered in the C2 category included the SEA 4, the Hanriot-Dupont HD.3, and the SPAD 20.
The SPAD 20 was developed from the SPAD 18, which had failed because the Hispano-Suiza engine fitted with a cannon had proved unsuccessful. The SPAD 20 incorporated many of the features that Herbemont would include in his postwar designs. These included a monocoque fuselage of molded wood, an upper wing which had a slight sweepback, a straight lower wing fitted with ailerons, thick I-shaped interplane struts, and wooden construction with fabric covering. The tail surfaces were quite large and the tail section was molded in the same way as the fuselage. The engine was a 300-hp Hispano-Suiza 8Fb. A notable feature was that the engine attachments were designed so that it was easily accessible and could be removed quickly in the field. The fuel tanks were protected to prevent fire from breaking out should they be damaged.
Because single-seat aircraft were vulnerable to attack from the rear, the C2 requirement called for a rear gunner. On the SPAD 20 the gunner was provided with one 7.7-mm Vickers machine gun on a T.O.3 mounting, although on early examples a Lewis gun was used. The pilot had two synchronized 7.7-mm Vickers machine guns.
On 7 August 1918, the SPAD 20 was flown by test pilot Sadi Lecointe at Buc airfield. During testing Lecointe set a world altitude record of 8,900 meters. By the beginning of September the prototype was sent to the CIACB at Villacoublay for military trials. These revealed some shortcomings, and changes were mandated for the armament and the fuel tanks. After these modifications, the STAe ordered 300 SPAD 20s. However, after the war ended the order was reduced (on 2 October 1920) to 100, of which 95 were actually delivered.
The aircraft delivered in 1920 were armed with two synchronized Vickers machine guns and a single Lewis gun on a ring mount. The performance was comparable to the single-seat Nieuport 29s then in service.
One major variant was the SPAD 20bis, which had twin rear guns. The wing surface area was augmented by 1.50 square meters and the fin and rudder were enlarged slightly to compensate for the additional rear gun. The first flight took place on 7 July 1921. Two prototypes were constructed, but development was not pursued.
The SPAD 20s were flown before delivery at Bourget by four pilots drawn from the 1st and 2nd Aviation Regiments. They praised the machine's maneuverability and rapid climb. The aircraft served with the 2nd Air Regiment at Strasbourg, the 32nd Regiment Mixte at Dijon (5th and 6th Escadrilles, fighter units assigned to the Groupe d'Chasse), the 3rd Regiment d'Aviation de Chasse at Chateauroux, which consisted of the 1st Groupe d'Chasse (1st, 2nd, and 3rd Escadrilles), and the 2nd Groupe d'Chasse (5th, 6th, and 7th Escadrilles).
Foreign Service
Japan
A pair of SPAD 20bis were sold to the Japanese, who dissected them to learn the latest French manufacturing techniques. They were designated Hei 2.
Paraguay
A few SPAD 20s were reportedly obtained by Paraguay postwar. These were used during the 1922 civil war.
SPAD 20 Prototype with 300-hp Hispano-Suiza (Data Refers To Performance When Flown as a Single-Seater)
Span 9.7720 m; length 7.200 m; height 2.87 m; wing area 30 sq. m
Empty weight 850 kg; loaded weight 1,310 kg
Maximum speed: 237 km/h at sea level; 201 km/h at 6,000 m; 195 km/h at 7,000 m; 193 km/h at 7,500 m; climb to 5,000 m in 15 minutes 25 seconds; climb to 6,000 m in 21 minutes 24 seconds; ceiling 8,900 m
SPAD 20 Two-Seat Fighter with 300-hp Hispano-Suiza 8Fb
Span 9.80 m; length 7.34 m; height 2.87 m; wing area 29 sq. m
Empty weight 867 kg; loaded weight 1,106 kg
Maximum speed; 242 km/h at sea level; 229 km/h at 2,000 m; climb to 2,000 m in 4.6 minutes; ceiling 8,900 m
Armament: two synchronized 7.7-mm Vickers machine guns and a single 7.7-mm Lewis gun on a ring mount
A total of 95 were built
The SPAD 18 was a large single-seat monocoque design with a 300-hp Hispano-Suiza 8G fitted with a 37-min Putueax cannon firing through a hollow hub. However, it was found that because of excessive vibration the Hispano-Suiza 8G was unusable. The airframe ol the SPAD 18 (which was apparently never equipped with the cannon) was fitted with a version of the 300-hp Hispano Suiza 8Fb engine that did not have a cannon. This aircraft was designated the SPAD 20. The SPAD 18 had the option of a rear gunner, hence the Ca.1-2 designation.
SPAD 18 Single-Seat or Two-Seat Fighter with 300-hp Hispano-Suiza 8G (never fitted)
Span 9.70 ni; length 7,30 m; height 2.80 in; wing area 10 sq. in
Intended armament was a 37-mm Putueax cannon (never fitted)
One built (but never flown with Hispano-Suiza 8G)
SPAD 20
The SPAD 20 was produced in response to the C2 requirement of 1918 calling for a crew of two, a useful load of 375 kg, a maximum ceiling of 8,000 m, a service ceiling of 5,000 m, and a maximum speed of 220 km/h. The aircraft offered in the C2 category included the SEA 4, the Hanriot-Dupont HD.3, and the SPAD 20.
The SPAD 20 was developed from the SPAD 18, which had failed because the Hispano-Suiza engine fitted with a cannon had proved unsuccessful. The SPAD 20 incorporated many of the features that Herbemont would include in his postwar designs. These included a monocoque fuselage of molded wood, an upper wing which had a slight sweepback, a straight lower wing fitted with ailerons, thick I-shaped interplane struts, and wooden construction with fabric covering. The tail surfaces were quite large and the tail section was molded in the same way as the fuselage. The engine was a 300-hp Hispano-Suiza 8Fb. A notable feature was that the engine attachments were designed so that it was easily accessible and could be removed quickly in the field. The fuel tanks were protected to prevent fire from breaking out should they be damaged.
Because single-seat aircraft were vulnerable to attack from the rear, the C2 requirement called for a rear gunner. On the SPAD 20 the gunner was provided with one 7.7-mm Vickers machine gun on a T.O.3 mounting, although on early examples a Lewis gun was used. The pilot had two synchronized 7.7-mm Vickers machine guns.
On 7 August 1918, the SPAD 20 was flown by test pilot Sadi Lecointe at Buc airfield. During testing Lecointe set a world altitude record of 8,900 meters. By the beginning of September the prototype was sent to the CIACB at Villacoublay for military trials. These revealed some shortcomings, and changes were mandated for the armament and the fuel tanks. After these modifications, the STAe ordered 300 SPAD 20s. However, after the war ended the order was reduced (on 2 October 1920) to 100, of which 95 were actually delivered.
The aircraft delivered in 1920 were armed with two synchronized Vickers machine guns and a single Lewis gun on a ring mount. The performance was comparable to the single-seat Nieuport 29s then in service.
One major variant was the SPAD 20bis, which had twin rear guns. The wing surface area was augmented by 1.50 square meters and the fin and rudder were enlarged slightly to compensate for the additional rear gun. The first flight took place on 7 July 1921. Two prototypes were constructed, but development was not pursued.
The SPAD 20s were flown before delivery at Bourget by four pilots drawn from the 1st and 2nd Aviation Regiments. They praised the machine's maneuverability and rapid climb. The aircraft served with the 2nd Air Regiment at Strasbourg, the 32nd Regiment Mixte at Dijon (5th and 6th Escadrilles, fighter units assigned to the Groupe d'Chasse), the 3rd Regiment d'Aviation de Chasse at Chateauroux, which consisted of the 1st Groupe d'Chasse (1st, 2nd, and 3rd Escadrilles), and the 2nd Groupe d'Chasse (5th, 6th, and 7th Escadrilles).
Foreign Service
Japan
A pair of SPAD 20bis were sold to the Japanese, who dissected them to learn the latest French manufacturing techniques. They were designated Hei 2.
Paraguay
A few SPAD 20s were reportedly obtained by Paraguay postwar. These were used during the 1922 civil war.
SPAD 20 Prototype with 300-hp Hispano-Suiza (Data Refers To Performance When Flown as a Single-Seater)
Span 9.7720 m; length 7.200 m; height 2.87 m; wing area 30 sq. m
Empty weight 850 kg; loaded weight 1,310 kg
Maximum speed: 237 km/h at sea level; 201 km/h at 6,000 m; 195 km/h at 7,000 m; 193 km/h at 7,500 m; climb to 5,000 m in 15 minutes 25 seconds; climb to 6,000 m in 21 minutes 24 seconds; ceiling 8,900 m
SPAD 20 Two-Seat Fighter with 300-hp Hispano-Suiza 8Fb
Span 9.80 m; length 7.34 m; height 2.87 m; wing area 29 sq. m
Empty weight 867 kg; loaded weight 1,106 kg
Maximum speed; 242 km/h at sea level; 229 km/h at 2,000 m; climb to 2,000 m in 4.6 minutes; ceiling 8,900 m
Armament: two synchronized 7.7-mm Vickers machine guns and a single 7.7-mm Lewis gun on a ring mount
A total of 95 were built
SPAD 20 (S.880). The SPAD 20 incorporated many of the features which Herbemont would include in his postwar aircraft designs: a monocoque fuselage of molded wood, an upper wing which had a slight sweepback, a straight lower wing, thick l-shaped interplane struts, and wooden construction with fabric covering.
SPAD 22
The SPAD 22 was a radically re-designed SPAD 17. Bechereau left the fuselage and engine unchanged, but the upper wing was strengthened by three main spars. The lower wing was still braced by the landing gear struts. The upper wing (as would appear on many of Herbemont's SPAD designs) had a pronounced sweepback. The lower wings were actually swept forward with an inverse taper toward the root. Because of the changes lo the wing, the single-bay interplane bracing was extensively modified. Only the upper wing was fitted with ailerons. The elevators and tailplane were also modified, incorporating horn-balanced elevators and braced by inverted V-struts.
The reason for these changes is not totally clear; it may have been hoped that the new wings would provide the pilot with a better field of vision than the SPAD 13. The SPAD 22 was tested in 1919, but only a single example was built.
SPAD 22 Single-Seat Fighter with 300-hp Hispano-Suiza 8Fb
Span 8.08 m; length 6.25 m; wing area 20.20 sq. in
Armament: two 7.7-mm Vickers machineguns
One built
SPAD 23
The SPAD 23 was a project for single-seat biplane that was to have been fitted with a Rateau turbocharger. It was ordered by the Aviation Militaire in December 1918 but it appears that it was never completed.
The SPAD 22 was a radically re-designed SPAD 17. Bechereau left the fuselage and engine unchanged, but the upper wing was strengthened by three main spars. The lower wing was still braced by the landing gear struts. The upper wing (as would appear on many of Herbemont's SPAD designs) had a pronounced sweepback. The lower wings were actually swept forward with an inverse taper toward the root. Because of the changes lo the wing, the single-bay interplane bracing was extensively modified. Only the upper wing was fitted with ailerons. The elevators and tailplane were also modified, incorporating horn-balanced elevators and braced by inverted V-struts.
The reason for these changes is not totally clear; it may have been hoped that the new wings would provide the pilot with a better field of vision than the SPAD 13. The SPAD 22 was tested in 1919, but only a single example was built.
SPAD 22 Single-Seat Fighter with 300-hp Hispano-Suiza 8Fb
Span 8.08 m; length 6.25 m; wing area 20.20 sq. in
Armament: two 7.7-mm Vickers machineguns
One built
SPAD 23
The SPAD 23 was a project for single-seat biplane that was to have been fitted with a Rateau turbocharger. It was ordered by the Aviation Militaire in December 1918 but it appears that it was never completed.
The SPAD 22. The upper wings were swept back and the lower wings were swept forward with an inverse taper towards the root.
Societe Anonyme des Etablissements Borel
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Borel's factory at Mourmelon was closed shortly after the war began because its workers were drafted into the army. However, with the realization that the war would not be over quickly, the army released workers with aviation skills and Etablissements Borel was able to reopen in 1915. Although Borel eventually opened four factories, most of the planes they produced were license-built versions of Caudron G.3s and G.4s, Nieuports, and SPAD fighters. In 1916 Paul Boccaccio designed a bomber with two coupled Hispano-Suiza engines which remained unbuilt. However, a limited number of Borel's designs did see operational service. In 1918 the Etablissements Borel became SGCIM (Societe Generale des Constructions Industrielles et Mecaniques). Shortly after the war ended SGCIM ceased aircraft production.
Borel Floatplane
The Borel floatplane was the only prewar Borel design to see operational service. It was a small monoplane with twin floats attached to the lower fuselage and a third float on a fin that extended beneath the rear fuselage. Control was by wing warping, and there was a large angular rudder. The engine was a 70-hp Gnome rotary, and a crew ol two was carried. The aircraft were built in 1911 and most were used by the Aviation Maritime's training centers at La Vidamee and Buc. They also participated in maneuvers in western France in 1912. While it does not appear that the aircraft were operational with the French navy at the outbreak of the war, some may still have been in use as trainers.
Foreign Service
Brazil
Brazil purchased a single Borel floatplane in 1917. It was given Brazilian naval air service serial number 4 and remained operational until 1919.
United Kingdom
The RNAS acquired eight examples in 1912; these were given serial numbers 37, 48, 83, 84, 85, 86, 87, and 88. Some were in service with the RNAS when the First World War began. These were:
37 - Acquired in 1913, Isle of Grain on 11 March 1913; crashed 18 March 1913.
48 - From March to July 1913 aboard cruiser UMS Hermes. Wrecked by bad weather in July. Repaired and used for training. Fitted with a wheel undercarriage and stationed at the Isle of Grain. SOC December 1914.
83 - On strength at Calshot in late July 1913. New wings fitted early December 1913. Remained at Calshot until September 1913 by which time it was converted to a landplane and was based at Eastchurch. SOC December 1914.
84 - Based at the Isle of Grain in August 1914.
85 - Based at Cromarty in July 1913. To Fort George in November 1913. In September it was at Eastchurch and had been converted to a landplane. It was SOC in December 1914.
86 - Based at Leven in July 1913. Flew in the naval maneuvers of September 1913. It subsequently was stationed at Port Laing. In February 1914 it was based at Dundee and was at Leven on 25 March. The next month it was returned to Dundee. In September it was at Eastchurch and had been converted to a landplane. SOC in December 1914.
87 - Delivered to Isle of Grain 25 August 1913; deleted June 1914.
88 - Delivered to the Isle of Grain in August 1913. Crashed in late 1913 and was SOC.
Borel Floatplane with 70-hp Gnome Rotary
Span 9.6 m, length 6.7 m, height 2.5 m
Max speed: 90 km/h
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Borel's factory at Mourmelon was closed shortly after the war began because its workers were drafted into the army. However, with the realization that the war would not be over quickly, the army released workers with aviation skills and Etablissements Borel was able to reopen in 1915. Although Borel eventually opened four factories, most of the planes they produced were license-built versions of Caudron G.3s and G.4s, Nieuports, and SPAD fighters. In 1916 Paul Boccaccio designed a bomber with two coupled Hispano-Suiza engines which remained unbuilt. However, a limited number of Borel's designs did see operational service. In 1918 the Etablissements Borel became SGCIM (Societe Generale des Constructions Industrielles et Mecaniques). Shortly after the war ended SGCIM ceased aircraft production.
Borel Floatplane
The Borel floatplane was the only prewar Borel design to see operational service. It was a small monoplane with twin floats attached to the lower fuselage and a third float on a fin that extended beneath the rear fuselage. Control was by wing warping, and there was a large angular rudder. The engine was a 70-hp Gnome rotary, and a crew ol two was carried. The aircraft were built in 1911 and most were used by the Aviation Maritime's training centers at La Vidamee and Buc. They also participated in maneuvers in western France in 1912. While it does not appear that the aircraft were operational with the French navy at the outbreak of the war, some may still have been in use as trainers.
Foreign Service
Brazil
Brazil purchased a single Borel floatplane in 1917. It was given Brazilian naval air service serial number 4 and remained operational until 1919.
United Kingdom
The RNAS acquired eight examples in 1912; these were given serial numbers 37, 48, 83, 84, 85, 86, 87, and 88. Some were in service with the RNAS when the First World War began. These were:
37 - Acquired in 1913, Isle of Grain on 11 March 1913; crashed 18 March 1913.
48 - From March to July 1913 aboard cruiser UMS Hermes. Wrecked by bad weather in July. Repaired and used for training. Fitted with a wheel undercarriage and stationed at the Isle of Grain. SOC December 1914.
83 - On strength at Calshot in late July 1913. New wings fitted early December 1913. Remained at Calshot until September 1913 by which time it was converted to a landplane and was based at Eastchurch. SOC December 1914.
84 - Based at the Isle of Grain in August 1914.
85 - Based at Cromarty in July 1913. To Fort George in November 1913. In September it was at Eastchurch and had been converted to a landplane. It was SOC in December 1914.
86 - Based at Leven in July 1913. Flew in the naval maneuvers of September 1913. It subsequently was stationed at Port Laing. In February 1914 it was based at Dundee and was at Leven on 25 March. The next month it was returned to Dundee. In September it was at Eastchurch and had been converted to a landplane. SOC in December 1914.
87 - Delivered to Isle of Grain 25 August 1913; deleted June 1914.
88 - Delivered to the Isle of Grain in August 1913. Crashed in late 1913 and was SOC.
Borel Floatplane with 70-hp Gnome Rotary
Span 9.6 m, length 6.7 m, height 2.5 m
Max speed: 90 km/h
Societe Anonyme des Etablissements Borel
Gabriel Borel opened a flying school at Mourmelon in 1910 and produced a series of aircraft before 1914. Numbered 1 through 19, they were for the most part single-engined monoplanes intended for private use. However, in 1912 Borel turned his attention to military aviation and developed a fighter for use against airships. It was a single-engine pusher monoplane with a 80-hp Gnome-Rhone engine. The forward nacelle had side-by-side seating for the two crew members, and two windows were placed in the nose to improve the downward view. The fuel tank was located behind the cockpit and the engine behind the fuel tank. The rudder and horizontal stabilizer were supported by twin booms made of wood. The landing gear was exceptionally tall and the lower portion of the twin booms attached directly to the undercarriage skids. The aircraft was test-flown by a pilot named Daucourt in 1913, and although it displayed excellent flight characteristics, it was not selected for service with the Aviation Militaire.
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Gabriel Borel opened a flying school at Mourmelon in 1910 and produced a series of aircraft before 1914. Numbered 1 through 19, they were for the most part single-engined monoplanes intended for private use. However, in 1912 Borel turned his attention to military aviation and developed a fighter for use against airships. It was a single-engine pusher monoplane with a 80-hp Gnome-Rhone engine. The forward nacelle had side-by-side seating for the two crew members, and two windows were placed in the nose to improve the downward view. The fuel tank was located behind the cockpit and the engine behind the fuel tank. The rudder and horizontal stabilizer were supported by twin booms made of wood. The landing gear was exceptionally tall and the lower portion of the twin booms attached directly to the undercarriage skids. The aircraft was test-flown by a pilot named Daucourt in 1913, and although it displayed excellent flight characteristics, it was not selected for service with the Aviation Militaire.
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Borel C1
The Borel C1 was designed to meet the C1 specification of 1918, which called for a single-seat fighter to be armed with two machine guns (either 7.7-mm or 11-mm) synchronized to fire though the propeller. An alternative armament of a machine gun and a 37-mm cannon was acceptable. Two additional machine guns (which were to be mounted in a turret and manned by a second crewman) were considered desirable. This later version was called a single-seat protege. A photographic reconnaissance version was planned.
Two aircraft were designed to meet this specification: the SPAD 20 and the Borel C1 Flandre. The Borel design was to have been powered by a 300-hp Hispano-Suiza 8F. The aircraft was under development at the time of the Armistice. Shortly thereafter a decision was made to delay work on the type until the Borel-Boccaccio C2 (Type 3000) had been flight tested. However, it seems that development of the Borel C1 was never completed.
Borel-Boccaccio Type 3000 (C2)
The C2 specification of 1918 called for a two-seat fighter carrying a single synchronized machine gun or cannon, two machine guns in a turret behind the pilot, and a machine gun fitted to fire downward. The payload as to be 375 kg, maximum ceiling was to be 8,000 meters with a service ceiling of 5,000 meters, and a maximum speed of 220 km/h was required. There were many aircraft submitted to meet this specification, three of which used the 300-hp Hispano-Suiza 8Fb engine: the Hanriot-Dupont HD.5, the B.A.J. C1, and the Borel-Boccaccio C2.
Work on the Borel design was completed by March 1918, wind-tunnel models having been used to help develop the basic shape. The aircraft was not completed until 1919.
The Borel-Bocaccio Type 3000 was a two-bay biplane with dihedral on the upper wing only. The interior structure included a latticework arrangement for strength. The leading edges of the wings were covered in plywood and the trailing edge was made of wire. Ailerons were on the lower wing only. The engine mount consisted of two supports made of walnut and were padded with leather to decrease vibrations. The motor supports were reinforced by sheet metal. An Odier starter was mounted on the engine. A large access panel allowed the carburetor, magnetos, starter, and plugs to be easily serviced.
The fuselage was comprised of four longerons of ash and spruce interconnected by a latticework of spruce and piano wire. There were two fuel tanks which could be jettisoned in the event of a fire. The oil tank held 15 liters and was exposed to the air. The rear of the fuselage was made entirely of wood and the tailskid was made of ash. There was a ventral radiator between the landing gear struts. The aircraft had space tor two cameras under the pilot's seat. When the aircraft was flown as a single sealer the guns of the rear turret would have two machine guns fitted and could be fixed to fire to the front of the aircraft, above the wing. The fuselage was streamlined, and the Hispano-Suiza 8Fb and the fixed Vickers 7.7-mm machine gun were closely faired. A large spinner was fitted. There were prominent cutouts on the trailing edges of both the upper and lower wings to facilitate the crew's view. Armament consisted of one Vickers 7.7-mm machine gun (with the option for a second). There was a T.O.3 ring mount to which two 7.7-mm Lewis guns could be fitted. A third Lewis could be fitted to fire through the floor. Thus the Borel-Boccaccio Type 3000 met the armament requirement lor the C2 class. Static testing revealed that the airframe was quite sturdy with a load factor of seven.
Modifications after initial flight testing included replacing the ventral radiator with two Lamblin radiators mounted on the undercarriage. The exhaust manifolds were shortened, and the tailplane bracing was strengthened by the addition of two struts.
The type performed well and easily exceeded the C2 requirements. However, the SPAD 20 had been completed earlier (having been flown in August 1918) and was chosen for series production.
Borel-Bocaccio Type 3000 Two-Seat Fighter with 300-hp Hispano-Suiza 8Fb
Span 11.4 m; length 7.095 m; height 2.65 m; wing area 33 sq. m
Empty weight 897 kg; loaded weight 1,315 kg
Maximum speed:
sea level 242 km/h
1,000 m 260 km/h
2,000 m 237 km/h
4,000 m 230 km/h
Climb to:
1,000 m 2 min. 47 sec.
2,000 m 6 min. 29 sec.
4,000 m 15 min.
6,000 m 25 min. 53 sec.
Ceiling 7,500 m; range 500 km; endurance 3 hours
Armament: two fixed 7.7-mm Vickers machine guns; one or two 7.7-mm Lewis guns on a T.O.3 gun mount.
One built
The Borel C1 was designed to meet the C1 specification of 1918, which called for a single-seat fighter to be armed with two machine guns (either 7.7-mm or 11-mm) synchronized to fire though the propeller. An alternative armament of a machine gun and a 37-mm cannon was acceptable. Two additional machine guns (which were to be mounted in a turret and manned by a second crewman) were considered desirable. This later version was called a single-seat protege. A photographic reconnaissance version was planned.
Two aircraft were designed to meet this specification: the SPAD 20 and the Borel C1 Flandre. The Borel design was to have been powered by a 300-hp Hispano-Suiza 8F. The aircraft was under development at the time of the Armistice. Shortly thereafter a decision was made to delay work on the type until the Borel-Boccaccio C2 (Type 3000) had been flight tested. However, it seems that development of the Borel C1 was never completed.
Borel-Boccaccio Type 3000 (C2)
The C2 specification of 1918 called for a two-seat fighter carrying a single synchronized machine gun or cannon, two machine guns in a turret behind the pilot, and a machine gun fitted to fire downward. The payload as to be 375 kg, maximum ceiling was to be 8,000 meters with a service ceiling of 5,000 meters, and a maximum speed of 220 km/h was required. There were many aircraft submitted to meet this specification, three of which used the 300-hp Hispano-Suiza 8Fb engine: the Hanriot-Dupont HD.5, the B.A.J. C1, and the Borel-Boccaccio C2.
Work on the Borel design was completed by March 1918, wind-tunnel models having been used to help develop the basic shape. The aircraft was not completed until 1919.
The Borel-Bocaccio Type 3000 was a two-bay biplane with dihedral on the upper wing only. The interior structure included a latticework arrangement for strength. The leading edges of the wings were covered in plywood and the trailing edge was made of wire. Ailerons were on the lower wing only. The engine mount consisted of two supports made of walnut and were padded with leather to decrease vibrations. The motor supports were reinforced by sheet metal. An Odier starter was mounted on the engine. A large access panel allowed the carburetor, magnetos, starter, and plugs to be easily serviced.
The fuselage was comprised of four longerons of ash and spruce interconnected by a latticework of spruce and piano wire. There were two fuel tanks which could be jettisoned in the event of a fire. The oil tank held 15 liters and was exposed to the air. The rear of the fuselage was made entirely of wood and the tailskid was made of ash. There was a ventral radiator between the landing gear struts. The aircraft had space tor two cameras under the pilot's seat. When the aircraft was flown as a single sealer the guns of the rear turret would have two machine guns fitted and could be fixed to fire to the front of the aircraft, above the wing. The fuselage was streamlined, and the Hispano-Suiza 8Fb and the fixed Vickers 7.7-mm machine gun were closely faired. A large spinner was fitted. There were prominent cutouts on the trailing edges of both the upper and lower wings to facilitate the crew's view. Armament consisted of one Vickers 7.7-mm machine gun (with the option for a second). There was a T.O.3 ring mount to which two 7.7-mm Lewis guns could be fitted. A third Lewis could be fitted to fire through the floor. Thus the Borel-Boccaccio Type 3000 met the armament requirement lor the C2 class. Static testing revealed that the airframe was quite sturdy with a load factor of seven.
Modifications after initial flight testing included replacing the ventral radiator with two Lamblin radiators mounted on the undercarriage. The exhaust manifolds were shortened, and the tailplane bracing was strengthened by the addition of two struts.
The type performed well and easily exceeded the C2 requirements. However, the SPAD 20 had been completed earlier (having been flown in August 1918) and was chosen for series production.
Borel-Bocaccio Type 3000 Two-Seat Fighter with 300-hp Hispano-Suiza 8Fb
Span 11.4 m; length 7.095 m; height 2.65 m; wing area 33 sq. m
Empty weight 897 kg; loaded weight 1,315 kg
Maximum speed:
sea level 242 km/h
1,000 m 260 km/h
2,000 m 237 km/h
4,000 m 230 km/h
Climb to:
1,000 m 2 min. 47 sec.
2,000 m 6 min. 29 sec.
4,000 m 15 min.
6,000 m 25 min. 53 sec.
Ceiling 7,500 m; range 500 km; endurance 3 hours
Armament: two fixed 7.7-mm Vickers machine guns; one or two 7.7-mm Lewis guns on a T.O.3 gun mount.
One built
Borel C1. This version was called a monoplace protege; it could be flown as a single-seater with a second crewman for rear protection.
The Borel-Boccaccio Type 3000 appears to be almost identical to the C1 except for the cabane struts, which have been modified. This suggests that the wing was moved to the rear, perhaps to compensate for an altered center of gravity.
Borel-Boccaccio Type 3000 C2; only the upper wings had dihedral.
In its definitive form the Boccaccio-designed Borel-built Type 3000 fighter underwent various modifications during 1919 trials.
In its definitive form the Boccaccio-designed Borel-built Type 3000 fighter underwent various modifications during 1919 trials.
Borel-Boccaccio Type 3000 C2. The fuselage was well streamlined with a 300-hp Hispano-Suiza 8Fb engine.
The rear gunner's position of the Borel-Boccaccio Type 3000 C2 could be fitted with either one or two Lewis machine-guns.
Borel-Odier B.O.2
The Eiffel Laboratories made a number of experiments using models ol floatplanes in 1915 and 1916. One result was a large twin-float aircraft intended for use as a torpedo carrier. The aircraft was designed by the Etablissements Borel and built by Antoine Odier; it incorporated much of the knowledge accumulated by the Eiffel studies.
The Borel-Odier B.O.2 was intended to meet the naval requirement for a patrol plane and torpedo bomber. This called for a maximum speed of 140 km/h, which was slightly above the Borel-Odier's maximum. The Coutant flying boat, G.L.40 HB 2, Tellier T.4, and Donnet-Denhaut D.D.10 were also designed to meet this specification and all were selected for production.
Borel's aircraft was a large three-bay biplane with the upper wing longer than the lower. The engines used on the production machines where 220-hp Hispano-Suiza 8Bs. The aircraft had a triple tail unit that may have been intended to make it easier to maneuver on the water. The torpedo was housed in a bay beneath the wing close to the wing/fuselage joint. Armament was two 7.7-mm Lewis machine guns on flexible mounts and one 650-kg torpedo.
The aircraft was tested at St. Raphael but was destroyed during its first flight in August 1916. ft appears that it had two 160-hp Salmson engines but subsequent machines had the Hispano-Suizas mentioned above. Tests with another Borel-Odier torpedo plane subsequently showed that the aircraft could carry a useful load of more than 1,200 kg in rough sea conditions. It could take off after a run of about 18 meters and could fly for 114 minutes with one engine shut down.
The performance was apparently enough to satisfy the navy and 90-92 aircraft were ordered. Deliveries did not begin until August 1917 and only a small number were in service at the time of the Armistice. Some B.O.2s were used at P.C. Nice for postal service between France and Corsica. Because of poor performance and numerous accidents few B.O.2s saw service. Postwar it was used to carry mail. A transport version designed to carry ten passengers was developed in 1919; it was destroyed during testing.
Borel-Odier B.O.2 Torpedo Floatplane with Two 220-hp Hispano-Suiza 8Ba Engines
Span 20.0 m: length 11.23 m; height 3.93 m; wing area 80 sq. m
Empty weight 1.200 kg, loaded weight 2,400 kg
Maximum speed at sea level: 124 km/h; range 520 km
Armament; two 7.7 mm Lewis guns on flexible mounts and one 650 kg torpedo.
90-92 built
Borel Twin-Engine Floatplane
In mid-1918 Borel had a twin-engine floatplane under construction. It was to have been powered by two 400-hp Liberty engines and to have carried a crew of three. It is not known if this was to have been an entirely new design, or if it was a development of the Borel-Odier floatplane. It is not known if construction was ever completed.
Borel Twin-Engine, Three-Seat Floatplane with Two 400-hp Liberty Engines (all data estimated)
Wing area 140 sq. m
Payload 2.000 kg
Maximum speed: 150 km/h at 2.000 m
Borel High Seas Flying Boat
The decision of the French navy in 1918 to issue a request for a large, multi-engine flying boat comparable to the British Felixstowe series resulted in an extraordinarily large number of submissions from the aviation industry. The specification called lor a flying boat equipped with a T.S.F. wireless, a 75-mm cannon with 35 rounds, and two machine guns.
The Borel firm submitted a design for a biplane with twin floats, three engines, and a crew of three. The engines were to have been 400-hp Lorraines or Libertys. No other projected specifications are known: it seems likely that the aircraft remained an unbuilt project.
The Eiffel Laboratories made a number of experiments using models ol floatplanes in 1915 and 1916. One result was a large twin-float aircraft intended for use as a torpedo carrier. The aircraft was designed by the Etablissements Borel and built by Antoine Odier; it incorporated much of the knowledge accumulated by the Eiffel studies.
The Borel-Odier B.O.2 was intended to meet the naval requirement for a patrol plane and torpedo bomber. This called for a maximum speed of 140 km/h, which was slightly above the Borel-Odier's maximum. The Coutant flying boat, G.L.40 HB 2, Tellier T.4, and Donnet-Denhaut D.D.10 were also designed to meet this specification and all were selected for production.
Borel's aircraft was a large three-bay biplane with the upper wing longer than the lower. The engines used on the production machines where 220-hp Hispano-Suiza 8Bs. The aircraft had a triple tail unit that may have been intended to make it easier to maneuver on the water. The torpedo was housed in a bay beneath the wing close to the wing/fuselage joint. Armament was two 7.7-mm Lewis machine guns on flexible mounts and one 650-kg torpedo.
The aircraft was tested at St. Raphael but was destroyed during its first flight in August 1916. ft appears that it had two 160-hp Salmson engines but subsequent machines had the Hispano-Suizas mentioned above. Tests with another Borel-Odier torpedo plane subsequently showed that the aircraft could carry a useful load of more than 1,200 kg in rough sea conditions. It could take off after a run of about 18 meters and could fly for 114 minutes with one engine shut down.
The performance was apparently enough to satisfy the navy and 90-92 aircraft were ordered. Deliveries did not begin until August 1917 and only a small number were in service at the time of the Armistice. Some B.O.2s were used at P.C. Nice for postal service between France and Corsica. Because of poor performance and numerous accidents few B.O.2s saw service. Postwar it was used to carry mail. A transport version designed to carry ten passengers was developed in 1919; it was destroyed during testing.
Borel-Odier B.O.2 Torpedo Floatplane with Two 220-hp Hispano-Suiza 8Ba Engines
Span 20.0 m: length 11.23 m; height 3.93 m; wing area 80 sq. m
Empty weight 1.200 kg, loaded weight 2,400 kg
Maximum speed at sea level: 124 km/h; range 520 km
Armament; two 7.7 mm Lewis guns on flexible mounts and one 650 kg torpedo.
90-92 built
Borel Twin-Engine Floatplane
In mid-1918 Borel had a twin-engine floatplane under construction. It was to have been powered by two 400-hp Liberty engines and to have carried a crew of three. It is not known if this was to have been an entirely new design, or if it was a development of the Borel-Odier floatplane. It is not known if construction was ever completed.
Borel Twin-Engine, Three-Seat Floatplane with Two 400-hp Liberty Engines (all data estimated)
Wing area 140 sq. m
Payload 2.000 kg
Maximum speed: 150 km/h at 2.000 m
Borel High Seas Flying Boat
The decision of the French navy in 1918 to issue a request for a large, multi-engine flying boat comparable to the British Felixstowe series resulted in an extraordinarily large number of submissions from the aviation industry. The specification called lor a flying boat equipped with a T.S.F. wireless, a 75-mm cannon with 35 rounds, and two machine guns.
The Borel firm submitted a design for a biplane with twin floats, three engines, and a crew of three. The engines were to have been 400-hp Lorraines or Libertys. No other projected specifications are known: it seems likely that the aircraft remained an unbuilt project.
Borel-Odier B.O.2 taxiing. The aircraft had a triple tail unit which may have been intended to make the aircraft easier to maneuver while taxiing. Reairche collection.
Borel-Odier B.O.2. The engines used on the production machines were 220-hp Hispano-Suiza 8Bs. Reairche collection.
Societe des Avions Louis Breguet
The first Breguet design was a helicopter. Louis and Jacques Breguet, in collaboration with Professor Charles Richet, built the Breguet-Richet Gyroplane in 1906. In September 1907 it made what may have been the first vertical take off and landing of a heavier-than-air machine. Although it flew, the helicopter was unstable in flight and development was abandoned.
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The first Breguet design was a helicopter. Louis and Jacques Breguet, in collaboration with Professor Charles Richet, built the Breguet-Richet Gyroplane in 1906. In September 1907 it made what may have been the first vertical take off and landing of a heavier-than-air machine. Although it flew, the helicopter was unstable in flight and development was abandoned.
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Societe des Avions Louis Breguet
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A second, more sophisticated, machine was built in 1908 but it, too, was unstable. It was destroyed in a hurricane in 1909.
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A second, more sophisticated, machine was built in 1908 but it, too, was unstable. It was destroyed in a hurricane in 1909.
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Societe des Avions Louis Breguet
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The first Breguet fixed-wing plane was built in 1908. The Breguet 1 flew in June of that year, it was a biplane which employed wing-warping for control and had a biplane tail with twin rudders. Power was initially supplied by a 50-hp Renault engine, and in August 1910 the Breguet 1 set a record by carrying six persons. The Societe des Avions Louis Breguet was formed the next year.
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Other prewar Breguet aircraft include:
1. Number 1 (1909) with 50-hp Levavasseur engine. Many modifications to basic airframe; later a Gobron-Brillie engine was fitted.
2. Type L1 (1909) with Renault 50-hp engine
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The first Breguet fixed-wing plane was built in 1908. The Breguet 1 flew in June of that year, it was a biplane which employed wing-warping for control and had a biplane tail with twin rudders. Power was initially supplied by a 50-hp Renault engine, and in August 1910 the Breguet 1 set a record by carrying six persons. The Societe des Avions Louis Breguet was formed the next year.
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Other prewar Breguet aircraft include:
1. Number 1 (1909) with 50-hp Levavasseur engine. Many modifications to basic airframe; later a Gobron-Brillie engine was fitted.
2. Type L1 (1909) with Renault 50-hp engine
Societe des Avions Louis Breguet
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Another machine was built in 1912 - a tractor biplane with wing warping for control and a large cockpit seating three. The aircraft had a tricycle undercarriage, and the entire tail could be rotated for pitch control. The engine was either a 90-hp Salmson radial (which was water-cooled) or a 100-hp Gnome.
Another variant of the basic Breguet tractor biplane was fitted with floats and won the Grand Prix at Monaco in March 1913. It had a single float under the fuselage and a single stabilizing float under each wing and the tail.
The sequence for allotting a designation to an aircraft was as shown in the following table:
Type Number
1 2 2bis 3 4
Engine Make
G: Gnome 50/60-hp 70-hp 80-hp 100-hp 140/160-hp
R: R.E.P. 50/60-hp - - - -
L: Renault 50/60-hp 70-hp 100-hp - -
C:Chenu 40-hp 80-hp - - -
D: Dansette 55-hp 110-hp - - -
U: Canton-Unne 70/80-hp 110-hp/130-hp - - 200-hp
O: Le Rhone 50-hp 80-hp - - -
Thus the Breguet designation Type G3 No.24 indicates the 24th example of a Breguet design powered by a 100-hp Gnome.
Other prewar Breguet aircraft include:
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3. Type G1 (1910) with 50-hp Gnome. Set a world speed record with one passenger (86.3 km/h on 19 January 1911) and two passengers (79.7 km/on 6 March 1911). In September 1911 an example was fitted with an 80-hp Canton-Unne engine and flew with the pilot and one passenger from Casablanca to Fez in Morocco.
4. Type L1 and Type G1 (June 1910) were built in response to a request by Colonel Hirschauer for an aircraft for artillery spotting. Both types were similar to the Breguet G1 of 1910 and both were built in the winter of 1910. The Types L1 and G1 were tractor biplanes with four-wheeled undercarriages. The Type L1 had a 50-hp Renault engine while the Type G1 had a 60-hp Gnome engine. Using the Type L1, Louis Breguet participated in the 1910 maneuvers in Picardie carrying Captain Madiol as an observer. Both types were so successful that Breguet was nominated for the Legion d'Honneur. Two each of the Type L1 and G1 were built for the Aviation Militaire.
In the autumn of 1911 the British War Office purchased a single Breguet L1; by October 1911 the aircraft had arrived in England. It was initially given the serial B3, later changed to 202. The aircraft was described as being difficult to fly and requiring enormous strength to steer. By June 1912 it was based at Farnborough. It was destroyed in a crash landing and formally struck off charge in December 1913.
5. Type L2 bis (1910) with 90-hp Renault; built lor Leon Bathiat.
6. Type R1 (1910) with 70-hp R.E.P. engine; entered in Coupe Michelin; carried three persons.
7. Type G (1911) with 90-hp Gnome engine; two examples built and given company numbers 8 and 10. Later modified into an R1 with a 50/60-hp R.E.P. engine.
8. Type U1 (1911) 80-hp Canton-Unne; company number 14. A single example was ordered by the RFC in 1913. It served with No.4 Squadron until being deleted in January 1914.
9. Type L1 (1911) 55-hp Renault ; company number 23.
10. Type G3 (191 1) 90-hp or 100-hp Gnome. Set a record by carrying 11 persons. Company number 24. Two examples built.
11. Type L2 (1911) 115-hp Renault. Participated in military concours at Reims. The RFC acquired two:
a) No.212 - Breguet L2 with 70-hp Renault. Assigned to No.2 Squadron; in April 1913 the Renault was replaced by an 85-hp Salmson. In December 1912 assigned to No.4 Squadron. SOC December 1913.
b) No.213 - Breguet L2 with a 70-hp Renault. Assigned to No.2 Squadron. Assigned to No.4 Squadron in December 1912. SOC in January 1914.
12. Type L1 (1912). 50/60-hp Renault: purchased by British. French, and Swedish air services.
13. Type HU3 (1912), 200-hp Canton-Unne; seaplane version of G3 with a large central float, a tail float, and an additional float under each wingtip. Two examples built.
14. Type U2 (1912), 115-hp Canton-Unne M 9; a seaplane version built in 1912 with floats was designated HU 2. (See below.)
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16. Type L3 (1912). 115-hp Renault.
17. Type G2bis Militaire (1912), 80-hp Gnome. Built in February 1912.
18. Type G3 Colonial (September 1912), variant of G2 with 100-hp Gnome: One G 3 was sent to Argentina to serve with the Escuela de Aviacion Militar in 1912.
Three G3s were used by the RFC:
a) No.210 - Breguet G3 with a 100-hp Gnome. Initially assigned to No.2 Squadron, later to No.4 Squadron. SOC Dec. 1913.
b) No.211 - Breguet G3 with a 100-hp Gnome. Initially assigned to No.2 Squadron, later to No.4 Squadron. SOC Dec. 1913.
c) There was a third Breguet G 3 (No.214) assigned to the RFC; however, no other details have been found.
The Breguets were never used by the RFC in France: they spent their entire service lives in England.
19. Type J (1912), 110-hp Salmson engine. One purchased by Sweden and designated B1. Three were purchased by the Siamese Ministry of War in 1913 and assigned to the army air service. A fourth machine was donated to the service by a private citizen.
20. Type HU2 (1912), 110-hp Canton-Unne: floatplane.
21. The RNAS purchased a single "Breguet Tractor Biplane" in 1912. It was powered by an 80-hp Chenu engine and was based at Eastchurch. Assigned serial T6, later No.6.
22. Type HU 4 (1912). The RNAS ordered three HU 4 seaplanes in 1913. Serials 110, 111, and 112 were assigned. The first (No.110) was delivered from France in August 1912. It had a 200-hp Canton-Unne engine and was tested primarily at Calshot. It does not appear that it was ever used operationally and numbers 111 and 112 were never delivered.
23. Unidentified Breguet - A Breguet tractor bomber was purchased by the RNAS from the French in 1915. It had a 225-hp Sunbeam engine. Assigned serial No.3888, it served with No.1, later No.5 Wings. This may have been a misidentified BM 2.
Breguet U2
The Breguet U2s of 1913 were tractor biplanes whose unusual shape and aluminum covering led to their being labeled (although only by the British Breguet Plane Limited Company) 'tin whistles.’ The fuselage, of circular cross-section, had aluminum skin and terminated in a cruciform all-flying tail assembly. Most U2s in service in 1914 had a 110-hp Canton-Unne engine, but some were fitted with a 130-hp engine. The two-bay biplane wing had a single spar and flexed easily. For this reason it was described in contemporary French reports as having I'ailes souples (flexible wings). Twin radiators were stacked vertically on either side of the forward fuselage. The pilot and observer were located well aft, and the occupant of the rear cockpit must have had a particularly limited field of vision because of his location between the wings.
The Breguet U2s were posted to Escadrille BR 17, which was formed on 2 August 1914 and assigned to the 1st Armee in October 1914. The Breguets saw limited service on the Alsace front. A letter from the 1st Armee commander (which had been assigned BR 17) dated 16 August 1914 complained that the type was "incapable ol war service" and was flown by its pilots with "great apprehension." He demanded the Breguets be replaced by the more suitable Voisins. The unit re-equipped with Voisin 3s to become VB 2 on 17 November 1914.
Breguet U2 Two-Seat Reconnaissance Plane with 110-hp Canton-Unne
Span 1 3.50 m; length 8.55 m; wing area 36 sq. m
Empty weight 560 kg (some sources say 798 kg); loaded weight 960 kg (some sources say 1.098 kg)
Maximum speed: 110 km/h
With no further orders for planes, the Breguet factory turned to building Voisins and Morane-Saulniers under license.
Foreign Service
Chile
Four Breguet biplanes were obtained by Chile in 1913. These may have been Type U2s; however, most were powered by 80-hp engines and only one by the customary 110-hp engine of the Type U2. They were based at the Escuela de Aeronautica Militar at IJO Espeilo and were used for training.
United Kingdom
Two Breguet U2s (one built by British Breguet) were evaluated by the RFC in the military trials of 1912. Neither type was selected for service with the RFC. Later an additional Breguet U2 was purchased by the RFC. Given serial no.310, it had been built by British Breguet. It may have served with No.4 Squadron and was struck off charge in January 1914.
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Another machine was built in 1912 - a tractor biplane with wing warping for control and a large cockpit seating three. The aircraft had a tricycle undercarriage, and the entire tail could be rotated for pitch control. The engine was either a 90-hp Salmson radial (which was water-cooled) or a 100-hp Gnome.
Another variant of the basic Breguet tractor biplane was fitted with floats and won the Grand Prix at Monaco in March 1913. It had a single float under the fuselage and a single stabilizing float under each wing and the tail.
The sequence for allotting a designation to an aircraft was as shown in the following table:
Type Number
1 2 2bis 3 4
Engine Make
G: Gnome 50/60-hp 70-hp 80-hp 100-hp 140/160-hp
R: R.E.P. 50/60-hp - - - -
L: Renault 50/60-hp 70-hp 100-hp - -
C:Chenu 40-hp 80-hp - - -
D: Dansette 55-hp 110-hp - - -
U: Canton-Unne 70/80-hp 110-hp/130-hp - - 200-hp
O: Le Rhone 50-hp 80-hp - - -
Thus the Breguet designation Type G3 No.24 indicates the 24th example of a Breguet design powered by a 100-hp Gnome.
Other prewar Breguet aircraft include:
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3. Type G1 (1910) with 50-hp Gnome. Set a world speed record with one passenger (86.3 km/h on 19 January 1911) and two passengers (79.7 km/on 6 March 1911). In September 1911 an example was fitted with an 80-hp Canton-Unne engine and flew with the pilot and one passenger from Casablanca to Fez in Morocco.
4. Type L1 and Type G1 (June 1910) were built in response to a request by Colonel Hirschauer for an aircraft for artillery spotting. Both types were similar to the Breguet G1 of 1910 and both were built in the winter of 1910. The Types L1 and G1 were tractor biplanes with four-wheeled undercarriages. The Type L1 had a 50-hp Renault engine while the Type G1 had a 60-hp Gnome engine. Using the Type L1, Louis Breguet participated in the 1910 maneuvers in Picardie carrying Captain Madiol as an observer. Both types were so successful that Breguet was nominated for the Legion d'Honneur. Two each of the Type L1 and G1 were built for the Aviation Militaire.
In the autumn of 1911 the British War Office purchased a single Breguet L1; by October 1911 the aircraft had arrived in England. It was initially given the serial B3, later changed to 202. The aircraft was described as being difficult to fly and requiring enormous strength to steer. By June 1912 it was based at Farnborough. It was destroyed in a crash landing and formally struck off charge in December 1913.
5. Type L2 bis (1910) with 90-hp Renault; built lor Leon Bathiat.
6. Type R1 (1910) with 70-hp R.E.P. engine; entered in Coupe Michelin; carried three persons.
7. Type G (1911) with 90-hp Gnome engine; two examples built and given company numbers 8 and 10. Later modified into an R1 with a 50/60-hp R.E.P. engine.
8. Type U1 (1911) 80-hp Canton-Unne; company number 14. A single example was ordered by the RFC in 1913. It served with No.4 Squadron until being deleted in January 1914.
9. Type L1 (1911) 55-hp Renault ; company number 23.
10. Type G3 (191 1) 90-hp or 100-hp Gnome. Set a record by carrying 11 persons. Company number 24. Two examples built.
11. Type L2 (1911) 115-hp Renault. Participated in military concours at Reims. The RFC acquired two:
a) No.212 - Breguet L2 with 70-hp Renault. Assigned to No.2 Squadron; in April 1913 the Renault was replaced by an 85-hp Salmson. In December 1912 assigned to No.4 Squadron. SOC December 1913.
b) No.213 - Breguet L2 with a 70-hp Renault. Assigned to No.2 Squadron. Assigned to No.4 Squadron in December 1912. SOC in January 1914.
12. Type L1 (1912). 50/60-hp Renault: purchased by British. French, and Swedish air services.
13. Type HU3 (1912), 200-hp Canton-Unne; seaplane version of G3 with a large central float, a tail float, and an additional float under each wingtip. Two examples built.
14. Type U2 (1912), 115-hp Canton-Unne M 9; a seaplane version built in 1912 with floats was designated HU 2. (See below.)
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16. Type L3 (1912). 115-hp Renault.
17. Type G2bis Militaire (1912), 80-hp Gnome. Built in February 1912.
18. Type G3 Colonial (September 1912), variant of G2 with 100-hp Gnome: One G 3 was sent to Argentina to serve with the Escuela de Aviacion Militar in 1912.
Three G3s were used by the RFC:
a) No.210 - Breguet G3 with a 100-hp Gnome. Initially assigned to No.2 Squadron, later to No.4 Squadron. SOC Dec. 1913.
b) No.211 - Breguet G3 with a 100-hp Gnome. Initially assigned to No.2 Squadron, later to No.4 Squadron. SOC Dec. 1913.
c) There was a third Breguet G 3 (No.214) assigned to the RFC; however, no other details have been found.
The Breguets were never used by the RFC in France: they spent their entire service lives in England.
19. Type J (1912), 110-hp Salmson engine. One purchased by Sweden and designated B1. Three were purchased by the Siamese Ministry of War in 1913 and assigned to the army air service. A fourth machine was donated to the service by a private citizen.
20. Type HU2 (1912), 110-hp Canton-Unne: floatplane.
21. The RNAS purchased a single "Breguet Tractor Biplane" in 1912. It was powered by an 80-hp Chenu engine and was based at Eastchurch. Assigned serial T6, later No.6.
22. Type HU 4 (1912). The RNAS ordered three HU 4 seaplanes in 1913. Serials 110, 111, and 112 were assigned. The first (No.110) was delivered from France in August 1912. It had a 200-hp Canton-Unne engine and was tested primarily at Calshot. It does not appear that it was ever used operationally and numbers 111 and 112 were never delivered.
23. Unidentified Breguet - A Breguet tractor bomber was purchased by the RNAS from the French in 1915. It had a 225-hp Sunbeam engine. Assigned serial No.3888, it served with No.1, later No.5 Wings. This may have been a misidentified BM 2.
Breguet U2
The Breguet U2s of 1913 were tractor biplanes whose unusual shape and aluminum covering led to their being labeled (although only by the British Breguet Plane Limited Company) 'tin whistles.’ The fuselage, of circular cross-section, had aluminum skin and terminated in a cruciform all-flying tail assembly. Most U2s in service in 1914 had a 110-hp Canton-Unne engine, but some were fitted with a 130-hp engine. The two-bay biplane wing had a single spar and flexed easily. For this reason it was described in contemporary French reports as having I'ailes souples (flexible wings). Twin radiators were stacked vertically on either side of the forward fuselage. The pilot and observer were located well aft, and the occupant of the rear cockpit must have had a particularly limited field of vision because of his location between the wings.
The Breguet U2s were posted to Escadrille BR 17, which was formed on 2 August 1914 and assigned to the 1st Armee in October 1914. The Breguets saw limited service on the Alsace front. A letter from the 1st Armee commander (which had been assigned BR 17) dated 16 August 1914 complained that the type was "incapable ol war service" and was flown by its pilots with "great apprehension." He demanded the Breguets be replaced by the more suitable Voisins. The unit re-equipped with Voisin 3s to become VB 2 on 17 November 1914.
Breguet U2 Two-Seat Reconnaissance Plane with 110-hp Canton-Unne
Span 1 3.50 m; length 8.55 m; wing area 36 sq. m
Empty weight 560 kg (some sources say 798 kg); loaded weight 960 kg (some sources say 1.098 kg)
Maximum speed: 110 km/h
With no further orders for planes, the Breguet factory turned to building Voisins and Morane-Saulniers under license.
Foreign Service
Chile
Four Breguet biplanes were obtained by Chile in 1913. These may have been Type U2s; however, most were powered by 80-hp engines and only one by the customary 110-hp engine of the Type U2. They were based at the Escuela de Aeronautica Militar at IJO Espeilo and were used for training.
United Kingdom
Two Breguet U2s (one built by British Breguet) were evaluated by the RFC in the military trials of 1912. Neither type was selected for service with the RFC. Later an additional Breguet U2 was purchased by the RFC. Given serial no.310, it had been built by British Breguet. It may have served with No.4 Squadron and was struck off charge in January 1914.
Breguet Militaire Type 1912; this airplane was passed to BR 17 from the Breguet military school in late 1913 at Etampes.
Breguet U2 with Canton-Unne 130-hp at La Brayelle, April 1913. This may be the No 45 described in the text.
Societe des Avions Louis Breguet
Other prewar Breguet aircraft include:
15. Marseillaise (1912), 120-hp Canton-Unne CU. Canard design.
Other prewar Breguet aircraft include:
15. Marseillaise (1912), 120-hp Canton-Unne CU. Canard design.
Breguet 13/X/AG 4
The Breguet 13 first appeared in 1913 (hence the "13" designation which was bestowed by the aviation press). It was powered by a 100-hp Gnome 9J and had a tractor layout. It was tested at Reims in September 1913 but was not adopted for military service. A second version, powered by a 160-hp Gnome engine, was named the Type "X" by Breguet. The press thought the X was a roman numeral so labeled it the Type 10. It was this variant that led to the AG 4.
Louis Breguet had a new design under construction in 1914: it had a 160-hp Gnome and, as mentioned above, appears to have been a development of the preceding Type X . The new plane was a two-bay tractor biplane with wings of equal span, ailerons on both the upper and lower wings, and a four-wheel undercarriage. The end of the fuselage was a steel tube on which the elevator and rudder were carried. There was a small rudder located at the end of the fuselage, and a large fin extended below the fuselage. Because of the lower fin a skid had to be placed in the middle of the fuselage to prevent damage to the fin during landing.
During the German advance on Paris, Breguet moved this machine to Villacoublay and made a voluntary reconnaissance flight during which he detected a change in the advance of the German troops as they turned to the east of Paris. This information was confirmed by aircraft of REP 15 and MF 16, and the 6th Armee attacked the German flank. This resulted in the Battle of the Marne, a major victory for the Allies. Perhaps because of this historic mission, the French officially adopted Breguet's new plane later in 1914. It was later designated the AG 4, which stood for A (tractor), G (Gnome) 4 (160-hp engine). It was given the serial BR 52. Modifications to the aircraft included fitting a much larger fin and rudder. These modifications were carried out by Rene Moineau and were intended to improve directional control. In addition to these changes, a rack to carry flechettes was mounted on the rear cockpit, and the aircraft was armed with a Hotchkiss machine gun fired by the observer (who sat in the rear cockpit). The aircraft was assigned to BR 17 in September 1914.
A second version of the new tractor was built and given serial BR 53. It, too, was armed with a Hotchkiss machine gun. BR 52 had been struck off charge before the end of 1914; BR 53 made air defense patrols from Le Bourget until it crashed on 26 December 1914.
The AG 4 (serial BR 52) was despised by those who flew it. A letter dated 25 October 1914 from the commander of BR 17 (Capitaine Benoist) stated that the BR 52 was unusable. He cited the fact that the engine had to have five cylinders replaced alter only three hours flying time. Bares responded on 20 October 1914 by reassuring the pilots of BR 17 that assigning the type to the unit was an "unfair experiment" and promised the aircraft would be replaced. A letter to Bares from Louis Breguet stated that he believed that the AG 4 project could be salvaged if it were fitted with a new 200-hp engine, and possibly by replacing the wing. It is not known if Breguet carried out these modifications, but no further AG 4s were purchased by the military.
Breguet AG 4 Two-Seat Fighter with 160-hp Gnome
Span 15.35 m: length 8.25 m; height 3.30 m
Empty weight 950 kg; loaded weight 1,350 kg.
Maximum speed: 100 km/h; climb to 500 m in 12 minutes; ceiling 1,500 m
Armament one Hotchkiss machine gun and flechettes
Two built
The Breguet 13 first appeared in 1913 (hence the "13" designation which was bestowed by the aviation press). It was powered by a 100-hp Gnome 9J and had a tractor layout. It was tested at Reims in September 1913 but was not adopted for military service. A second version, powered by a 160-hp Gnome engine, was named the Type "X" by Breguet. The press thought the X was a roman numeral so labeled it the Type 10. It was this variant that led to the AG 4.
Louis Breguet had a new design under construction in 1914: it had a 160-hp Gnome and, as mentioned above, appears to have been a development of the preceding Type X . The new plane was a two-bay tractor biplane with wings of equal span, ailerons on both the upper and lower wings, and a four-wheel undercarriage. The end of the fuselage was a steel tube on which the elevator and rudder were carried. There was a small rudder located at the end of the fuselage, and a large fin extended below the fuselage. Because of the lower fin a skid had to be placed in the middle of the fuselage to prevent damage to the fin during landing.
During the German advance on Paris, Breguet moved this machine to Villacoublay and made a voluntary reconnaissance flight during which he detected a change in the advance of the German troops as they turned to the east of Paris. This information was confirmed by aircraft of REP 15 and MF 16, and the 6th Armee attacked the German flank. This resulted in the Battle of the Marne, a major victory for the Allies. Perhaps because of this historic mission, the French officially adopted Breguet's new plane later in 1914. It was later designated the AG 4, which stood for A (tractor), G (Gnome) 4 (160-hp engine). It was given the serial BR 52. Modifications to the aircraft included fitting a much larger fin and rudder. These modifications were carried out by Rene Moineau and were intended to improve directional control. In addition to these changes, a rack to carry flechettes was mounted on the rear cockpit, and the aircraft was armed with a Hotchkiss machine gun fired by the observer (who sat in the rear cockpit). The aircraft was assigned to BR 17 in September 1914.
A second version of the new tractor was built and given serial BR 53. It, too, was armed with a Hotchkiss machine gun. BR 52 had been struck off charge before the end of 1914; BR 53 made air defense patrols from Le Bourget until it crashed on 26 December 1914.
The AG 4 (serial BR 52) was despised by those who flew it. A letter dated 25 October 1914 from the commander of BR 17 (Capitaine Benoist) stated that the BR 52 was unusable. He cited the fact that the engine had to have five cylinders replaced alter only three hours flying time. Bares responded on 20 October 1914 by reassuring the pilots of BR 17 that assigning the type to the unit was an "unfair experiment" and promised the aircraft would be replaced. A letter to Bares from Louis Breguet stated that he believed that the AG 4 project could be salvaged if it were fitted with a new 200-hp engine, and possibly by replacing the wing. It is not known if Breguet carried out these modifications, but no further AG 4s were purchased by the military.
Breguet AG 4 Two-Seat Fighter with 160-hp Gnome
Span 15.35 m: length 8.25 m; height 3.30 m
Empty weight 950 kg; loaded weight 1,350 kg.
Maximum speed: 100 km/h; climb to 500 m in 12 minutes; ceiling 1,500 m
Armament one Hotchkiss machine gun and flechettes
Two built
Breguet Pusher Summary
Breguet Type Designation Engine Manufacturer Role
1 BLC 220-hp Renault Breguet Fighter
2 BLM 220-hp Renault Breguet, Michelin Bomber
3 BAM 230-hp Salmson A9 Breguet Bomber
4 BM IV 250-hp Renault Michelin Bomber Escort
5 Gamma 250-hp Renault Breguet, Darracq Fighter
6 Gamma 230-hp Salmson A9 Breguet Fighter
7 BUC 220-hp Salmson 2.M7 Breguet Fighter
8 BC 200-hp Sunbeam Breguet Fighter
9 BAC? 230-hp Salmson A9 Breguet Fighter
10 BUM 220-hp Salmson 2.M7 Breguet, Michelin Bomber Trainer
11 Delta 3 x 220-hp Renault Breguet Bomber
12 BR Xll 250-hp Renault Breguet Bomber with Cannon
Breguet-Michelin BUM/BLM/BAM
The Breguet-Michelin series of bombers were to become famous because of their participation in the earliest French bombing raids. The series began with the prototype BU 3. It was intended to meet a requirement issued by General Bernard in 1913 for a biplane, with a pusher layout, for reconnaissance and army-cooperation duties. However, Breguet decided that his new design could be better utilized as a fighter. The BU 3 was under construction in early 1914 but it did not fly until later in the year because the area where the prototype was to have been tested had to be evacuated because of the rapid German advance through northeast France. The completed aircraft was moved by road to the test center at Villacoublay. The BU 3 later served as the prototype for a new bomber for the Aviation Militaire, completely abandoning the lighter role for which it had been originally designed. (See entry under BU 3/BUC/BLC for further details).
The BU 3 was a three-bay pusher biplane with straight, unstaggered wings. The engine, a 200-hp Canton-Unne 2M7, was mounted as a pusher at the rear of the central nacelle. The crew of two and the main fuel tank were located in the nacelle, which was set on the lower wing. Although Breguet would have preferred to use a tractor layout as on the preceding U2 and AG 4, the Aviation Militaire felt that the pusher layout optimized the gunner's field of fire and improved the view lor both crew members. The tailplane and rudder were supported by four booms that extended from the upper and lower wings. Armament was either a Hotchkiss or Lewis machine gun. Bombs were carried on underwing racks capable of holding up to 455 kg. The distinctive undercarriage of the series was first used on the prototype; this consisted of a pair of large main wheels at the rear and two smaller from wheels. At least one aircraft had a 200-hp Canton-Unne A 9 engine; it was designated BAM by Breguet and BM 3 by the STAe. A note dated 20 July 1915 gave details of flight test on BM 2 serial BM 101. The aircraft was tested with a payload of 880 kg. This aircraft could climb to 500 m in 8 min. 35 sec.; 1,000 m in 17 min.: 1.500 m in 27 min. 20 sec.; 2,000 m in 43 min.; and 2,500 m in 60 min. This performance was adequate but changes were suggested for the series. These included: placing a metal screen between the engine and fuel tank, a lever in the cockpit to shut down fuel flow, and changes in the fuselage structure to isolate the fuel pipe from the engine. Problems with engine fires did, in fact, occur in operational service as gas fumes exiting near the engine could ignite. Excessive engine vibration was also suspected as causing the fuel pipes to loosen and leak.
The Michelin brothers were French patriots who wished to aid their country. They offered to produce 100 bombers for the Aviation Militaire and chose to manufacture the Breguet prototype. As noted above, Breguet had originally intended that it be employed as a fighter, but the Michelin brothers insisted that a bomber would be of more use. Breguet, also in a patriotic-gesture, granted the Michelin firm rights to build the type under license free of charge. Production was initiated at the factory in Clermont-Ferrand on February 1915. Fifty planes were built and received the designation BUM (B = Pusher. U = Canton-Unne engine, M = Michelin). Subsequently, the aircraft were designated as Breguet-Michelin 10s by the STAe.
Fifteen were used to form a training school al Camp d'Avord on 20 September 1915. However, there were complaints that they were underpowered. It was noted that the takeoff roll was excessively long and engine failures were frequent. For these reasons, a development of the Breguet BUM employing the same airframe as the BUM but using a more reliable 220-hp Renault 8Gd engine was produced. External changes to the aircraft, designated BLM (L = Renault), included the removal of the fuel tank from the center nacelle, the fuel now being housed in two underwing tanks on either side of the fuselage. The performance of the BLMs was clearly superior to the BUMs. However, there were reportedly two serious accidents, possibly due to the relocation of the fuel tanks resulting in a change in the center of gravity. It was also noted that the absence of shock absorbers on the wheels may have contributed to these accidents. Approximately 50 BLMs were built at the Michelin factory at Clermont-Ferrand and these retained the STAe designation BM 2.
Many of the BLMs produced served with units attached to GBM 5; details ol operational missions are given under the entry for the Breguet-Michelin 4. (Some accounts tend to confuse the BUM/BLM series with the Breguet-Michelin 4, but they were different aircraft).
BLM (BM 2) Two-Seat Bomber with 220-hp Renault 8Gd
Wing area 70.5 sq. m
Empty weight 3,042 kg; loaded weight 2,142 kg; payload 455 kg
Maximum speed: 128 km/h; climb to 2000 m in 27 min; range 760 km
Armament: a Hotchkiss or Lewis machine gun, a Winchester carbine, and 455 kg of bombs
Approximately 50 built
BUM (BM 10) Two-Seat Bomber with 200-hp Canton-Unne
Wing area 70.5 sq. m
Empty weight 1,315 kg; loaded weight 2,115 kg
Maximum speed: 124 km/h; climb to 2000 m in 40 minutes; range 730 km
Armament: a Hotchkiss or Lewis machine gun and 455 kg of bombs
Approximately 50 built
Breguet SN 3
The Breguet SN 3, a further development of the BUM/BLM series, was intended to participate in the 1915 concours puissant. The aim of this competition was to produce an aircraft capable of bombing the city of Essen - hence the "SN" designation. The specifications called for a craft capable of carrying 200 kg of bombs over a 600 km radius (the distance from Nancy to Essen). Speed was to be 120 km/h with a ceiling of 2.000 meters.
The main alteration made to the SN 3 was the change to the unequal span wings, which resulted in a decrease in wing area from 70.5 sq. m (for the BUM/BLM series) to 54 sq. in. The power plant was the same as for the BLM, a 250-hp Renault 8Gd. The aircraft was fitted with a Michelin bomb sight, a mechanical intervalometer, and bomb racks for 30 bombs of 8 kg each.
Only the Paul Schmitt and the Breguet designs were able to meet the requirements of the competition, both being able to fly the required course (Villacoublay-Chartres-etampes-Villacoublay) in four minutes 30 seconds at 132 km/h. The Breguet was preferred because the pusher layout permitted the bombardier/gunner a better view and because its performance was clearly superior to that of the Paul Schmitt.
Although the Breguet SN 3 placed first in the competition, it was not ordered into production because it was felt to be too poorly defended for day attacks and lacked sufficient range. Instead, Breguet began work on an improved SN 3 intended lor series production; this would become the Breguet-Michelin 4.
Breguet SN 3 Two-Seat Bomber with 250-hp Renault 8Gd
Wing area 54 sq. m
Empty weight 1,350 kg; loaded weight 2,150 kg
Maximum speed: 135 km/h at 2,000 m; climb to 2,000 m in 28 minutes, range 800 km
Armament: a flexible machine gun and 240 kg of bombs
One built
Breguet-Michelin 4 (BM 4)
Developed from the previous SN 3 (which had won the 1915 concours puissant) the BM 4 had a protracted development period that prevented it from entering service until 1916. Even worse, after the aircraft reached the front they were plagued with numerous problems that had to be overcome before they could become operational.
Although intended to be an improvement over the SN 3, the BM 1 was of similar configuration with a Renault 8Gd engine of the same power (250-hp). While the speed was the same as the SN 3, the range and the bomb load were actually reduced. However, the area of the three-bay biplane wing was increased to 66.8 sq. m as compared with 54.0 sq. m for the SN 3. Two hundred of these planes were built at the Michelin factory from April 1916 until May 1917.
After a prolonged development period the aircraft reached the front in April 1916. They were formed into their own bomb group - GBM 5. Some also served in GB 4 along with some of the earlier BUM/BLMs. The philosophy of putting all these aircraft into one unit was, in addition to simplifying logistics, to provide a mobile strike force capable of being sent to areas of critical importance. Such a group was to combine power with mobility. Unfortunately, the BM 2s and BM 4s would provide neither.
The Breguet-Michelins proved unsatisfactory as either day or night bombers, and the type was not well liked by crews. Pilots found the aircraft more difficult to fly than the Voisins. Also, the takeoff and landing runs were still considered too long. Another complaint was that the defensive armament was inadequate for daylight missions.
Operational Service
Originally, 200 Breguet bombers were ordered. These were to be divided into either two or three escadres. each with five escadrilles of ten aircraft each. The usual composition was nine or ten Breguets - eight BM 2s or BM 4s and one or two BUC, BLC, or Breguet 5 fighters (see below). By 21 September 1915 GBM 5 had received 24 Breguet bombers (probably BM 2s) with serials 101-117, 120-121, BR 60-62, and BR 65-66.
GBM 5 was divided into three escadres, each with 30 aircraft, and was commanded by Lieutenant Dutertre. The 1st Escadre (GBM 5) was commanded by Capitaine Yence and was based near Champagne. It consisted initially ol three escadrilles: BM 117, BM 118, and BM 119. GBM 5 was supported by aviation park GBM 105. The 2nd Escadre was commanded by Capitaine Gouin and was formed in February 1916 with Escadrilles BM 120, BM 121, and BM 122. It was supported by aviation park BM 106. The 3rd Escadre was never formed because no further aircraft were ordered. Furthermore, BM 122 was never equipped with Breguet bombers; instead, it was formed in 1916 on Caudron G.4s.
In September 1915 the 1st Escadre left Avord for Oiry. However, the escadrilles were all at about half strength. The first raid was made on 30 September. 1915 when two aircraft of BM 115 attacked Guignicourt. The units attempted a number of raids but were soon frustrated by the numerous shortcomings of their aircraft. Usually several aircraft would set out for a target, but only one or two would reach it; most turned back because of engine difficulties. Nevertheless, many railway stations were attacked in October and November. On 1 December 1915 the 1st Escadre moved to Ochey. Engine troubles still plagued the BM 2s. In fact, engine troubles forced the aircraft of Lieutenant Dutertre down close to Metz. After this, the unit returned to control of GBM 5.
The Breguet-Michelin units of GB 4 saw action in the major battles of 1916. On 26 January 1916 a detachment of BM 120 was assigned to GB 4 at Belfort and placed under the control of Capitaine Happe, who also commanded MF 29. Hall of the unit's aircraft were fighters (BUC/BLC) and hall bombers (BM 2s). The fighters proved to be virtually useless in the escort role and were soon switched to bombing. For example, on 8 March, six M.F.11s ol MF 29 bombing the enemy aerodrome at Ensisheim were escorted by BUC/BLC escort fighters. However, the BUC/BLC fighters proved to be slower than the M.F.11s they were assigned to protect, and were therefore consigned to the hangars as useless. The BUC/BLCs were later converted to bombers. Three Breguet-Michelin bombers participated in other raids made by MF 29 and MF 123 but were now escorted by Caudron G.4s of C 34 and C 61. By October the BM 120 unit under Happe's control had 12 aircraft: six bombers (BM 4s)and six fighters (Breguet 5s). GB 4's raid on the Mauser factory at Rothweil on 12 October 1916 consisted of six F.40s of F 29, six F.40s of F 124, and 14 BM 4s and Breguet 5s of BM 120. Despite protection provided by G.4s and Nieuport 11s, BM 120 suffered heavy losses. Three BM 4s and three Breguet 5s were destroyed and an additional BM 4 had to be written off after it limped back to GB 4's base. Thus, almost 60 per cent of BM 120's planes had been destroyed in one raid. After this GB 4, along with its few remaining BM 4s and Breguet 5s, switched to night bombing.
GBM 5 was also active throughout 1916. BM 2s and BM 4s bombed railway stations at Brieulles, Metz, and Thionville in April. However, many were damaged by German anti-aircraft fire. By the end of the month only three to live were reaching the target. The main problem was the Canton-Unne engines of the BM 2s. When GBM 5 at last began to receive the Renault-engined Breguets, serviceability improved dramatically. On 14 May 1916 one plane of GBM 5 dropped 11 75-kg bombs on the airship hangar at Metz-Frescaty. Railway stations were bombed during May; heavy anti-aircraft fire was encountered.
On 16 June 1916 GBM 5 reported it had a total of 22 BM 2s and BM 4s; there were 22 pilots available and 26 in training. By 20 June 18 aircraft could be sent out nightly to attack the Metz and Arnaville stations. The BM 4s were preferred (or night missions, being easier to fly than the BM 2 and Breguet 5 fighters; as a result, it was requested that only BM 4s be supplied to the escadrilles of GBM 5.
On 1 July 1916 GBM 6 was disbanded because of the lack of availability (and the poor efficacy) of the Breguet-Michelin series. The groupe's aircraft and pilots were transferred to GBM 5, including aviation park BM 106.
In July BM 117 of GBM 5 bombed train stations. In August GBM 5 continued its campaign against railway stations. For example, on the night of 9/10 August, aircraft of GBM 5 bombed Guny and Apilly; four Breguet 5s with cannon joined the bombers and used their 37-mm guns to attack searchlights.
By early autumn, BM 119 joined BM 117 in attacks on enemy bivouacs and barracks. GBM 5 was now being used primarily as a night-bombing unit, attacking camps, aerodromes, railway stations, and supply depots. Poor weather inhibited sorties in December.
By 1917, the GBM 5 had three escadrilles (BM 117, BM 118, and BM 119) equipped primarily with Breguet-Michelin 4s. BM 120 was still attached to GB 4 but rejoined GBM 5 on 14 April, as did the fifth and final unit, BM 121.
Winter weather continued to inhibit the activity of the bomb groups as 1917 began. GBM 5 made sporadic attacks on German airfields, factories, and railway stations.
By spring, the activity of the escadrilles attached to GBM 5 continued to decline. This may have been because production ol the BM 4s and Breguet 5s was being terminated, and the older planes were probably becoming difficult to maintain. In any event, few raids were flown as the Breguet-Michelin escadrilles prepared to receive new aircraft.
In September 1917 the units began to re-equip with the Breguet 14 B2. BM 117 and BM 120 were the first to obtain the new aircraft. Meanwhile, the BM 4s participated in raids against railway stations, the airfields at Chambley, factories in the Moselle valley, and the power plant at Le Couteulx.
By the end of 1917 three ol the live Breguet-Michelin escadrilles had taken on the Breguet 14 B2 and one had adopted the Voisin 10. The last unit to give up the Breguet-Michelin 4 was BM 121, which adopted the Voisin 10 in May 1918.
Foreign Service
Romania
Romania acquired a number ol Breguet-Michelin 4s and Breguet 5s during the war. On 15 December 1916, there were six available for front-line service. On 9 January 1917 these were organized into Escadrila BM-8. based at Iasi and commanded by Locotenant Armand Delas. It was under the administrative control of the Grand Headquarters of the Romanian Army along with Escadrila F 7. Up until June 1917 it was manned exclusively by French aircrew. On 21 January 1917 there were a total of 12 Breguet-Michelin 4 ami Breguet 5s available at the front. As with its French counterpart, Escadrila BM-8 was to be used as a mobile strike force being moved from front to front as needed to supplement the other air units. BM-8 was especially active in the sector of the Russian 6th Army.
BM-8 moved to Galati on 20 March 1917. On 31 March BM- 8 attacked warships at Braila Harbor with 16-kg bombs (each aircraft carried five bombs). One warship was claimed as being sunk. Troops and an ammunition depot were attacked on the 31st and 1 April.
Subsequently the aircraft of BM-8 were used for long range reconnaissance missions. On one such flight the crew succeeded in forcing a German airplane to land near Braila. On 1 May BM 8 bombed railway stations, during which a French crew shot down an L.V.G. On 19 May the Breguets were used to attack ships sailing on the Danube and bombed the enemy camp near Ianea.
One of BM-8's most successful raids was on 25 May when Braila harbor was bombed. Hits were scored on an ammunition depot and on an enemy warship.
On 7 July BM-8 moved to Vanatori to escape the attention of German artillery. That same day, the German airfield at Foscani was bombed.
In August 1917 Escadrila BM-8 was assigned to Grupul 3. It continued to support the Russian 6th Army units in the Dobdrudja sector. On 21 August there were night attacks on the railway station and airfield at Foscani; from the 22nd through the 24th BM-8 bombed troops at Marasesti and the airfield at Foscani. Reconnaissance missions were flown along the 1st Army front, accompanied by the aircraft of F 7. On 26 August BM-8 dropped 40 Michelin lance bombs on bivouacs south of Focsani.
In September BM-8 continued its series of raids on Focsani, these missions were flown on the 2nd, 4th. 5th, and 22nd. On 1 October BM-8 bombed enemy barracks at Clipicesti; they were accompanied by Nieuport 11s. On the 15th enemy troops were bombed at Burca, again the Breguets were accompanied by Nieuport 11s. Other missions in October included dropping two "Gros" bombs on a warehouse at Faurei (25th), and attacks on the cantonments at Burca (28th, 29th, and 30th).
November was the last month the B.M.4s and Breguet 5s were active over the Romanian front. On the 5th there was a raid on enemy positions at Clipicesti, and two days later the enemy supply depot at Faurei and barracks at Focsani were bombed. Enemy warehouses and cantonments were attacked on the 12th. The last recorded mission by BM-8 was on 18 November when eight "Gros" bombs were dropped on the German cantonments at Clipicesti.
It seems that none of the 12 Breguet-Michelin 4s or Breguet 5s obtained by Romania survived the war. Known serial numbers include 193, 252, 256, 267, 572, 580, and 587.
Russia
A single example of a Breguet-Michelin 4 was obtained by the Imperial Russian Air Service. The type was felt to be slow and to carry an inadequate bomb load; for this reason only one was purchased. The aircraft was attached to the EVK in the latter half of 1917.
United Kingdom
A Breguet "Tractor" Bomber was obtained from the French in 1915. It had a 225-hp Sunbeam engine. Assigned serial No.3888 it served with No. 1. later No.5 Wings. This may have been a mis-identified Breguet 4 bomber.
Breguet BM 4 Two-Seat Bomber with 220-hp Renault 8Gd
Span 18.8 m; length 9.9 m; height 3.9 m; wing area 66.8 sq. m
Empty weight 1,435 kg; loaded weight 2,112 kg; payload 377 kg
Maximum speed: 135 km/h; climb to 2000 m in 28 minutes; ceiling 3,900 m; range 675 km
Armament: 320 kg of bombs, a Hotchkiss 8-mm machine gun, and a Winchester carbine
Approximately 200 built
Breguet BU 3/BUC/BLC/BC
The Breguet-Michelin bombers were not very successful in the strategic bombing role, in part because German single-seat fighters inflicted severe losses on the bomber formations. There is some irony, then, that Breguet's original intention had been to use his plane as a fighter. The prototype of the entire Breguet pusher series was designated BU 5 and was completed and flown in late 1914. The crew of two were seated in tandem with the gunner behind the pilot - he had to stand to fire his gun over the pilot's head. The fuselage nacelle was mounted on the lower of the three bay wings. Twin booms extended from the top and bottom wings, their ends joined by the elevators. On early examples the booms were covered with fabric; later the fabric was removed and two fins added to the elevator. The rudder was mounted in the center of the elevators. The engine was a 200-hp Canton-Unne 2M7 water-cooled radial. The speed of the BU 3 was 125 km/h, impressive considering that the nacelle was armor-plated. The BU 3 was completed in late 1914 and evaluated by Louis Breguet at the C.R.P. It was given serial BR 54. However, as the Michelin brothers specified that they wished to produce a bomber, Breguet converted his design to meet the requirements of the 1915 concours puissant (see BUM/BLM entry).
Aircraft BR 68 was tested at Villacoublay on 22 June 1915. It carried a payload of 380 kg. Flight tests revealed a maximum speed of 138 km/h and climb rates as follows: 500 m in 3 min.; 1.000 m in 6 min. 30sec.; 1.500 m in 10 min. 20 sec.; 2,000 m in 15 min.; 2,500 m in 19 min. 40 sec.; and 3,000 m in 5 min.
The suggestion for re-converting the Breguet bomber into a fighter came from the commander of the Breguet-Michelin bomber unit. He wanted a heavily armed aircraft which could accompany his bombers to and from their objective. Breguet used the preceding BU 3 as the basis for a light-weight fighter design. To save weight he decreased the size of the aircraft and lightened the structure. The plane was to be armed with a 37-mm Hotchkiss cannon.
The new prototype was designated the BUC (Breguet with Canton-Unne 200-hp engine; C = Chasse = fighter). It was smaller than the BUM bomber with a two-bay (instead of three-bay) wing. The lower wing was shorter and had a smaller chord than the upper. The undercarriage was simplified from four wheels (two fore and two aft) to a tricycle arrangement. The nacelle was altered so that the gunner, who now sat in front of the pilot, had a clear field of fire. The STAe designation was Breguet 7.
The availability of a new and more powerful engine resulted in a 220-hp Renault 8Gd engine replacing the Canton-Unne. The aircraft was re-designated BLC (L for Renault). This new engine resulted in the fuel tank being removed from the fuselage nacelle; the fuel on the BUC and most BLCs was in external tanks mounted between the wings. The armament used was either the previously mentioned 37-mm Hotchkiss cannon or a machine gun. These were mounted on movable stands to permit the gunner to fire in all directions. The STAe designation was Breguet 1.
It is unclear how many BUCs and BLCs were produced and it is not known if they had any successes in aerial combat. There were 11 Breguet fighters in service on 1 February 1916, but it is likely that most were Breguet 5s. It is safe to conclude that in 1916 the aircraft were obsolete designs using an outdated form of armament and were quickly withdrawn from service. (For further details see the operational section under BM 4).
United Kingdom
The Royal Naval Air Service obtained some aircraft to escort its bombers. By early 1916 15 Breguets de Chasse were on order for that service. All had been delivered by the end of April 1916.
Most were powered by a 225-hp Sunbeam engine. On those the fuel tank was again placed in the fuselage nacelle which had flank radiators on either side. The armament was usually a single Lewis machine gun. The aircraft were called Breguet de Chasse and were designated Breguet 8s by the STAe. Nos. 1390-1394 were assigned to both No.1 Wing (at St. Pol) and to No.3 Wing. Aircraft Nos. 3209-3213 and 3883-3887 were initially assigned to No.5 Wing RNAS at Dunkerque. As with the French, the RNAS found the Breguets too obsolete for use as either fighters or escorts. Some were armed with bombs and at least one was armed with a two-pounder Davis recoilless gun. The aircraft had outlived their usefulness only three months after entering service, and were withdrawn in June 1916.
Two-Seat Cannon or Machine-Gun Armed Fighter
Specification BUC (Breguet 7) BLC (Breguet 1) BC (Breguet 8)
Engine 200-hp Canton-Unne 2M7 220-hp Renault 8Gd 225-hp Sunbeam
Span, m: 17.95 16.40 -
Wing area, sq. m: - 54 -
Length, m: 9.2 9.5 -
Height, m: 3.5 3.7 -
Empty weight, kg: - 1,160 -
Loaded weight, kg: - 1,600 -
Maximum speed, km/h: 120 138 125
Climb to 1,000 m: - 6 min. 30 sec. 8 min. 30 sec.
Climb to 2,000 m: - 16 min. 30 sec. 20 min.
Ceiling, m: 3,000 3,700 3,000
Endurance: 3 hours 3 hours 3 hours
Armament: one machine gun 37-mm Hotchkiss or one 7.7-mm Lewis 7.7-mm Lewis or two-pounder Davis gun & six 112-lb bombs
Breguet 5/6/9/12
The rise of the cannon-armed fighter in France led many manufacturers to turn bombers into fighters by the addition of cannon. Cannon-armed aircraft were seen as being particularly useful in a long-range escort role, and many of these were converted from bombers in service with the Groupes de Bombardement. This meant that the aircraft had comparable performance to those they would be protecting and thus could escort the bombers all the way to the target and back while maintaining station with them. In addition, the cannon-armed aircraft were expected to intercept incoming fighters and airships, attack ground targets, and even destroy enemy searchlights at night.
The cannon-armed version of the Breguet-Michelin bombers that appeared toward the end of 1915 was designated the Breguet 5. Power was supplied by a 220-hp Renault 12Fb engine. Armament was either 20 120-lb bombs or a single 37-mm cannon. There was also provision for a rearward-firing machine gun located on the leading edge of the top wing. Endurance was six hours on the prototype and three hours on production aircraft.
Two hundred Breguet 5s were built in 1916 and 1917. They were built exclusively at the Breguet plant, and not at the Michelin factory; this explains why the BM designation was not assigned to the Type 5 by the STAe. Approximately 11 Breguet 5s were in service on 1 February 1916.
Many cannon-armed Breguet 5s were sent to GBM 5, which was composed entirely of Breguet-Michelin escadrilles; however, they were a failure in their intended role. It was quickly discovered that the Breguet 5s were slower than the BM 4s they were escorting, especially after the bombers had dropped their payload. Furthermore, the cannons were found to be of limited usefulness in air-to-air combat. On some occasions the Breguet 5s were flown without the cumbersome cannon, and this necessitated the addition of ballast to the nose for the aircraft to maintain its center of gravity. Fatal crashes occurred when the aircraft was flown without this additional weight. (For further details see the operational section under BM 4).
After it was realized that the aircraft were unable to function as escort fighters, some were used as bombers. Also, the cannon-armed aircraft were employed in the ground attack role.
To prevent shortages ol the 220-hp Renault 12 Fb engines, one Breguet 5 was modified to accept a 225-hp Salmson A9. The re-engined aircraft, which was designated the Breguet 6, had an angular cowling completely enclosing the Salmson A9 and which was studded with cooling louvers. Some of the Breguet 6s were also fitted with a 37-mm Hotchkiss cannon. Fifty Breguet 6s were built. A version with a 230-hp Salmson A9 was designated BAC; the STAe designation was Breguet 9.
After the disastrous Oberndorf raid of 1916. the French bomber arm switched to night operations. The remaining Breguet 5s (and possibly 6s) were converted to night attack configuration; this meant widening the undercarriage back to a four-wheeled arrangement to make the aircraft easier to land and taxi at night. This modification resulted in the aircraft receiving a new designation as the Breguet 12. As with the other Breguet-Michelin variants, it could also carry the 37-mm Hotchkiss cannon. One Breguet 12 was fitted with a searchlight on the right side of the cannon. This aircraft was intended to provide defense against night raids by German airships. The Breguet 12 was assigned to the DCA (air defense units) of the Aviation Militaire defending Paris. These units included Escadrilles 393, 394, 395, 396, and 397. It is not known if aerial victories were obtained, but it is not likely; German airships did not attack Paris in 1916. The last Breguet 12 was in service as late as the summer of 1917.
United Kingdom
The RNAS purchased 59 Breguet 5s. They were assigned serials 1398-1399, 3946, 9175-9200, and 9426-9455 (ordered from the Grahame-White Aviation Co. of Hendon - only ten were built). All but Nos.9175-9200 had 250-hp Rolls Royce engines; the others had 225-hp Renaults. The aircraft were assigned to Nos.3 and 5 Wings.
Type 5 Two-Seat Escort Fighter with 220-hp Renault 12Fb
Span 17.5 m; length 9.9 m; height 3.9 m; wing area 57.7 sq. m
Empty weight 1,350 kg; loaded weight 1.890 kg
Climb to 2,000 m in 22 min.; ceiling 3, 700 m; endurance 3.5 hrs
Type 5 Cannon Two-Seat Escort Fighter with 220-hp Renault 12Fb
Dimensions: as Type 5
Empty weight 1,394 kg, loaded weight 1,934 kg
Maximum speed:
ground level 131 km/h
2,000 m 128 km/h
3,000 m 124km/h
Climb to 2.000 m in 15 min. 30 sec., ceiling 4,300 m, endurance 3.5 hrs
Armament: 37-mm Hotchkiss cannon and 7.7-mm Lewis machine gun
200 Breguet 5s were built
Breguet Type Designation Engine Manufacturer Role
1 BLC 220-hp Renault Breguet Fighter
2 BLM 220-hp Renault Breguet, Michelin Bomber
3 BAM 230-hp Salmson A9 Breguet Bomber
4 BM IV 250-hp Renault Michelin Bomber Escort
5 Gamma 250-hp Renault Breguet, Darracq Fighter
6 Gamma 230-hp Salmson A9 Breguet Fighter
7 BUC 220-hp Salmson 2.M7 Breguet Fighter
8 BC 200-hp Sunbeam Breguet Fighter
9 BAC? 230-hp Salmson A9 Breguet Fighter
10 BUM 220-hp Salmson 2.M7 Breguet, Michelin Bomber Trainer
11 Delta 3 x 220-hp Renault Breguet Bomber
12 BR Xll 250-hp Renault Breguet Bomber with Cannon
Breguet-Michelin BUM/BLM/BAM
The Breguet-Michelin series of bombers were to become famous because of their participation in the earliest French bombing raids. The series began with the prototype BU 3. It was intended to meet a requirement issued by General Bernard in 1913 for a biplane, with a pusher layout, for reconnaissance and army-cooperation duties. However, Breguet decided that his new design could be better utilized as a fighter. The BU 3 was under construction in early 1914 but it did not fly until later in the year because the area where the prototype was to have been tested had to be evacuated because of the rapid German advance through northeast France. The completed aircraft was moved by road to the test center at Villacoublay. The BU 3 later served as the prototype for a new bomber for the Aviation Militaire, completely abandoning the lighter role for which it had been originally designed. (See entry under BU 3/BUC/BLC for further details).
The BU 3 was a three-bay pusher biplane with straight, unstaggered wings. The engine, a 200-hp Canton-Unne 2M7, was mounted as a pusher at the rear of the central nacelle. The crew of two and the main fuel tank were located in the nacelle, which was set on the lower wing. Although Breguet would have preferred to use a tractor layout as on the preceding U2 and AG 4, the Aviation Militaire felt that the pusher layout optimized the gunner's field of fire and improved the view lor both crew members. The tailplane and rudder were supported by four booms that extended from the upper and lower wings. Armament was either a Hotchkiss or Lewis machine gun. Bombs were carried on underwing racks capable of holding up to 455 kg. The distinctive undercarriage of the series was first used on the prototype; this consisted of a pair of large main wheels at the rear and two smaller from wheels. At least one aircraft had a 200-hp Canton-Unne A 9 engine; it was designated BAM by Breguet and BM 3 by the STAe. A note dated 20 July 1915 gave details of flight test on BM 2 serial BM 101. The aircraft was tested with a payload of 880 kg. This aircraft could climb to 500 m in 8 min. 35 sec.; 1,000 m in 17 min.: 1.500 m in 27 min. 20 sec.; 2,000 m in 43 min.; and 2,500 m in 60 min. This performance was adequate but changes were suggested for the series. These included: placing a metal screen between the engine and fuel tank, a lever in the cockpit to shut down fuel flow, and changes in the fuselage structure to isolate the fuel pipe from the engine. Problems with engine fires did, in fact, occur in operational service as gas fumes exiting near the engine could ignite. Excessive engine vibration was also suspected as causing the fuel pipes to loosen and leak.
The Michelin brothers were French patriots who wished to aid their country. They offered to produce 100 bombers for the Aviation Militaire and chose to manufacture the Breguet prototype. As noted above, Breguet had originally intended that it be employed as a fighter, but the Michelin brothers insisted that a bomber would be of more use. Breguet, also in a patriotic-gesture, granted the Michelin firm rights to build the type under license free of charge. Production was initiated at the factory in Clermont-Ferrand on February 1915. Fifty planes were built and received the designation BUM (B = Pusher. U = Canton-Unne engine, M = Michelin). Subsequently, the aircraft were designated as Breguet-Michelin 10s by the STAe.
Fifteen were used to form a training school al Camp d'Avord on 20 September 1915. However, there were complaints that they were underpowered. It was noted that the takeoff roll was excessively long and engine failures were frequent. For these reasons, a development of the Breguet BUM employing the same airframe as the BUM but using a more reliable 220-hp Renault 8Gd engine was produced. External changes to the aircraft, designated BLM (L = Renault), included the removal of the fuel tank from the center nacelle, the fuel now being housed in two underwing tanks on either side of the fuselage. The performance of the BLMs was clearly superior to the BUMs. However, there were reportedly two serious accidents, possibly due to the relocation of the fuel tanks resulting in a change in the center of gravity. It was also noted that the absence of shock absorbers on the wheels may have contributed to these accidents. Approximately 50 BLMs were built at the Michelin factory at Clermont-Ferrand and these retained the STAe designation BM 2.
Many of the BLMs produced served with units attached to GBM 5; details ol operational missions are given under the entry for the Breguet-Michelin 4. (Some accounts tend to confuse the BUM/BLM series with the Breguet-Michelin 4, but they were different aircraft).
BLM (BM 2) Two-Seat Bomber with 220-hp Renault 8Gd
Wing area 70.5 sq. m
Empty weight 3,042 kg; loaded weight 2,142 kg; payload 455 kg
Maximum speed: 128 km/h; climb to 2000 m in 27 min; range 760 km
Armament: a Hotchkiss or Lewis machine gun, a Winchester carbine, and 455 kg of bombs
Approximately 50 built
BUM (BM 10) Two-Seat Bomber with 200-hp Canton-Unne
Wing area 70.5 sq. m
Empty weight 1,315 kg; loaded weight 2,115 kg
Maximum speed: 124 km/h; climb to 2000 m in 40 minutes; range 730 km
Armament: a Hotchkiss or Lewis machine gun and 455 kg of bombs
Approximately 50 built
Breguet SN 3
The Breguet SN 3, a further development of the BUM/BLM series, was intended to participate in the 1915 concours puissant. The aim of this competition was to produce an aircraft capable of bombing the city of Essen - hence the "SN" designation. The specifications called for a craft capable of carrying 200 kg of bombs over a 600 km radius (the distance from Nancy to Essen). Speed was to be 120 km/h with a ceiling of 2.000 meters.
The main alteration made to the SN 3 was the change to the unequal span wings, which resulted in a decrease in wing area from 70.5 sq. m (for the BUM/BLM series) to 54 sq. in. The power plant was the same as for the BLM, a 250-hp Renault 8Gd. The aircraft was fitted with a Michelin bomb sight, a mechanical intervalometer, and bomb racks for 30 bombs of 8 kg each.
Only the Paul Schmitt and the Breguet designs were able to meet the requirements of the competition, both being able to fly the required course (Villacoublay-Chartres-etampes-Villacoublay) in four minutes 30 seconds at 132 km/h. The Breguet was preferred because the pusher layout permitted the bombardier/gunner a better view and because its performance was clearly superior to that of the Paul Schmitt.
Although the Breguet SN 3 placed first in the competition, it was not ordered into production because it was felt to be too poorly defended for day attacks and lacked sufficient range. Instead, Breguet began work on an improved SN 3 intended lor series production; this would become the Breguet-Michelin 4.
Breguet SN 3 Two-Seat Bomber with 250-hp Renault 8Gd
Wing area 54 sq. m
Empty weight 1,350 kg; loaded weight 2,150 kg
Maximum speed: 135 km/h at 2,000 m; climb to 2,000 m in 28 minutes, range 800 km
Armament: a flexible machine gun and 240 kg of bombs
One built
Breguet-Michelin 4 (BM 4)
Developed from the previous SN 3 (which had won the 1915 concours puissant) the BM 4 had a protracted development period that prevented it from entering service until 1916. Even worse, after the aircraft reached the front they were plagued with numerous problems that had to be overcome before they could become operational.
Although intended to be an improvement over the SN 3, the BM 1 was of similar configuration with a Renault 8Gd engine of the same power (250-hp). While the speed was the same as the SN 3, the range and the bomb load were actually reduced. However, the area of the three-bay biplane wing was increased to 66.8 sq. m as compared with 54.0 sq. m for the SN 3. Two hundred of these planes were built at the Michelin factory from April 1916 until May 1917.
After a prolonged development period the aircraft reached the front in April 1916. They were formed into their own bomb group - GBM 5. Some also served in GB 4 along with some of the earlier BUM/BLMs. The philosophy of putting all these aircraft into one unit was, in addition to simplifying logistics, to provide a mobile strike force capable of being sent to areas of critical importance. Such a group was to combine power with mobility. Unfortunately, the BM 2s and BM 4s would provide neither.
The Breguet-Michelins proved unsatisfactory as either day or night bombers, and the type was not well liked by crews. Pilots found the aircraft more difficult to fly than the Voisins. Also, the takeoff and landing runs were still considered too long. Another complaint was that the defensive armament was inadequate for daylight missions.
Operational Service
Originally, 200 Breguet bombers were ordered. These were to be divided into either two or three escadres. each with five escadrilles of ten aircraft each. The usual composition was nine or ten Breguets - eight BM 2s or BM 4s and one or two BUC, BLC, or Breguet 5 fighters (see below). By 21 September 1915 GBM 5 had received 24 Breguet bombers (probably BM 2s) with serials 101-117, 120-121, BR 60-62, and BR 65-66.
GBM 5 was divided into three escadres, each with 30 aircraft, and was commanded by Lieutenant Dutertre. The 1st Escadre (GBM 5) was commanded by Capitaine Yence and was based near Champagne. It consisted initially ol three escadrilles: BM 117, BM 118, and BM 119. GBM 5 was supported by aviation park GBM 105. The 2nd Escadre was commanded by Capitaine Gouin and was formed in February 1916 with Escadrilles BM 120, BM 121, and BM 122. It was supported by aviation park BM 106. The 3rd Escadre was never formed because no further aircraft were ordered. Furthermore, BM 122 was never equipped with Breguet bombers; instead, it was formed in 1916 on Caudron G.4s.
In September 1915 the 1st Escadre left Avord for Oiry. However, the escadrilles were all at about half strength. The first raid was made on 30 September. 1915 when two aircraft of BM 115 attacked Guignicourt. The units attempted a number of raids but were soon frustrated by the numerous shortcomings of their aircraft. Usually several aircraft would set out for a target, but only one or two would reach it; most turned back because of engine difficulties. Nevertheless, many railway stations were attacked in October and November. On 1 December 1915 the 1st Escadre moved to Ochey. Engine troubles still plagued the BM 2s. In fact, engine troubles forced the aircraft of Lieutenant Dutertre down close to Metz. After this, the unit returned to control of GBM 5.
The Breguet-Michelin units of GB 4 saw action in the major battles of 1916. On 26 January 1916 a detachment of BM 120 was assigned to GB 4 at Belfort and placed under the control of Capitaine Happe, who also commanded MF 29. Hall of the unit's aircraft were fighters (BUC/BLC) and hall bombers (BM 2s). The fighters proved to be virtually useless in the escort role and were soon switched to bombing. For example, on 8 March, six M.F.11s ol MF 29 bombing the enemy aerodrome at Ensisheim were escorted by BUC/BLC escort fighters. However, the BUC/BLC fighters proved to be slower than the M.F.11s they were assigned to protect, and were therefore consigned to the hangars as useless. The BUC/BLCs were later converted to bombers. Three Breguet-Michelin bombers participated in other raids made by MF 29 and MF 123 but were now escorted by Caudron G.4s of C 34 and C 61. By October the BM 120 unit under Happe's control had 12 aircraft: six bombers (BM 4s)and six fighters (Breguet 5s). GB 4's raid on the Mauser factory at Rothweil on 12 October 1916 consisted of six F.40s of F 29, six F.40s of F 124, and 14 BM 4s and Breguet 5s of BM 120. Despite protection provided by G.4s and Nieuport 11s, BM 120 suffered heavy losses. Three BM 4s and three Breguet 5s were destroyed and an additional BM 4 had to be written off after it limped back to GB 4's base. Thus, almost 60 per cent of BM 120's planes had been destroyed in one raid. After this GB 4, along with its few remaining BM 4s and Breguet 5s, switched to night bombing.
GBM 5 was also active throughout 1916. BM 2s and BM 4s bombed railway stations at Brieulles, Metz, and Thionville in April. However, many were damaged by German anti-aircraft fire. By the end of the month only three to live were reaching the target. The main problem was the Canton-Unne engines of the BM 2s. When GBM 5 at last began to receive the Renault-engined Breguets, serviceability improved dramatically. On 14 May 1916 one plane of GBM 5 dropped 11 75-kg bombs on the airship hangar at Metz-Frescaty. Railway stations were bombed during May; heavy anti-aircraft fire was encountered.
On 16 June 1916 GBM 5 reported it had a total of 22 BM 2s and BM 4s; there were 22 pilots available and 26 in training. By 20 June 18 aircraft could be sent out nightly to attack the Metz and Arnaville stations. The BM 4s were preferred (or night missions, being easier to fly than the BM 2 and Breguet 5 fighters; as a result, it was requested that only BM 4s be supplied to the escadrilles of GBM 5.
On 1 July 1916 GBM 6 was disbanded because of the lack of availability (and the poor efficacy) of the Breguet-Michelin series. The groupe's aircraft and pilots were transferred to GBM 5, including aviation park BM 106.
In July BM 117 of GBM 5 bombed train stations. In August GBM 5 continued its campaign against railway stations. For example, on the night of 9/10 August, aircraft of GBM 5 bombed Guny and Apilly; four Breguet 5s with cannon joined the bombers and used their 37-mm guns to attack searchlights.
By early autumn, BM 119 joined BM 117 in attacks on enemy bivouacs and barracks. GBM 5 was now being used primarily as a night-bombing unit, attacking camps, aerodromes, railway stations, and supply depots. Poor weather inhibited sorties in December.
By 1917, the GBM 5 had three escadrilles (BM 117, BM 118, and BM 119) equipped primarily with Breguet-Michelin 4s. BM 120 was still attached to GB 4 but rejoined GBM 5 on 14 April, as did the fifth and final unit, BM 121.
Winter weather continued to inhibit the activity of the bomb groups as 1917 began. GBM 5 made sporadic attacks on German airfields, factories, and railway stations.
By spring, the activity of the escadrilles attached to GBM 5 continued to decline. This may have been because production ol the BM 4s and Breguet 5s was being terminated, and the older planes were probably becoming difficult to maintain. In any event, few raids were flown as the Breguet-Michelin escadrilles prepared to receive new aircraft.
In September 1917 the units began to re-equip with the Breguet 14 B2. BM 117 and BM 120 were the first to obtain the new aircraft. Meanwhile, the BM 4s participated in raids against railway stations, the airfields at Chambley, factories in the Moselle valley, and the power plant at Le Couteulx.
By the end of 1917 three ol the live Breguet-Michelin escadrilles had taken on the Breguet 14 B2 and one had adopted the Voisin 10. The last unit to give up the Breguet-Michelin 4 was BM 121, which adopted the Voisin 10 in May 1918.
Foreign Service
Romania
Romania acquired a number ol Breguet-Michelin 4s and Breguet 5s during the war. On 15 December 1916, there were six available for front-line service. On 9 January 1917 these were organized into Escadrila BM-8. based at Iasi and commanded by Locotenant Armand Delas. It was under the administrative control of the Grand Headquarters of the Romanian Army along with Escadrila F 7. Up until June 1917 it was manned exclusively by French aircrew. On 21 January 1917 there were a total of 12 Breguet-Michelin 4 ami Breguet 5s available at the front. As with its French counterpart, Escadrila BM-8 was to be used as a mobile strike force being moved from front to front as needed to supplement the other air units. BM-8 was especially active in the sector of the Russian 6th Army.
BM-8 moved to Galati on 20 March 1917. On 31 March BM- 8 attacked warships at Braila Harbor with 16-kg bombs (each aircraft carried five bombs). One warship was claimed as being sunk. Troops and an ammunition depot were attacked on the 31st and 1 April.
Subsequently the aircraft of BM-8 were used for long range reconnaissance missions. On one such flight the crew succeeded in forcing a German airplane to land near Braila. On 1 May BM 8 bombed railway stations, during which a French crew shot down an L.V.G. On 19 May the Breguets were used to attack ships sailing on the Danube and bombed the enemy camp near Ianea.
One of BM-8's most successful raids was on 25 May when Braila harbor was bombed. Hits were scored on an ammunition depot and on an enemy warship.
On 7 July BM-8 moved to Vanatori to escape the attention of German artillery. That same day, the German airfield at Foscani was bombed.
In August 1917 Escadrila BM-8 was assigned to Grupul 3. It continued to support the Russian 6th Army units in the Dobdrudja sector. On 21 August there were night attacks on the railway station and airfield at Foscani; from the 22nd through the 24th BM-8 bombed troops at Marasesti and the airfield at Foscani. Reconnaissance missions were flown along the 1st Army front, accompanied by the aircraft of F 7. On 26 August BM-8 dropped 40 Michelin lance bombs on bivouacs south of Focsani.
In September BM-8 continued its series of raids on Focsani, these missions were flown on the 2nd, 4th. 5th, and 22nd. On 1 October BM-8 bombed enemy barracks at Clipicesti; they were accompanied by Nieuport 11s. On the 15th enemy troops were bombed at Burca, again the Breguets were accompanied by Nieuport 11s. Other missions in October included dropping two "Gros" bombs on a warehouse at Faurei (25th), and attacks on the cantonments at Burca (28th, 29th, and 30th).
November was the last month the B.M.4s and Breguet 5s were active over the Romanian front. On the 5th there was a raid on enemy positions at Clipicesti, and two days later the enemy supply depot at Faurei and barracks at Focsani were bombed. Enemy warehouses and cantonments were attacked on the 12th. The last recorded mission by BM-8 was on 18 November when eight "Gros" bombs were dropped on the German cantonments at Clipicesti.
It seems that none of the 12 Breguet-Michelin 4s or Breguet 5s obtained by Romania survived the war. Known serial numbers include 193, 252, 256, 267, 572, 580, and 587.
Russia
A single example of a Breguet-Michelin 4 was obtained by the Imperial Russian Air Service. The type was felt to be slow and to carry an inadequate bomb load; for this reason only one was purchased. The aircraft was attached to the EVK in the latter half of 1917.
United Kingdom
A Breguet "Tractor" Bomber was obtained from the French in 1915. It had a 225-hp Sunbeam engine. Assigned serial No.3888 it served with No. 1. later No.5 Wings. This may have been a mis-identified Breguet 4 bomber.
Breguet BM 4 Two-Seat Bomber with 220-hp Renault 8Gd
Span 18.8 m; length 9.9 m; height 3.9 m; wing area 66.8 sq. m
Empty weight 1,435 kg; loaded weight 2,112 kg; payload 377 kg
Maximum speed: 135 km/h; climb to 2000 m in 28 minutes; ceiling 3,900 m; range 675 km
Armament: 320 kg of bombs, a Hotchkiss 8-mm machine gun, and a Winchester carbine
Approximately 200 built
Breguet BU 3/BUC/BLC/BC
The Breguet-Michelin bombers were not very successful in the strategic bombing role, in part because German single-seat fighters inflicted severe losses on the bomber formations. There is some irony, then, that Breguet's original intention had been to use his plane as a fighter. The prototype of the entire Breguet pusher series was designated BU 5 and was completed and flown in late 1914. The crew of two were seated in tandem with the gunner behind the pilot - he had to stand to fire his gun over the pilot's head. The fuselage nacelle was mounted on the lower of the three bay wings. Twin booms extended from the top and bottom wings, their ends joined by the elevators. On early examples the booms were covered with fabric; later the fabric was removed and two fins added to the elevator. The rudder was mounted in the center of the elevators. The engine was a 200-hp Canton-Unne 2M7 water-cooled radial. The speed of the BU 3 was 125 km/h, impressive considering that the nacelle was armor-plated. The BU 3 was completed in late 1914 and evaluated by Louis Breguet at the C.R.P. It was given serial BR 54. However, as the Michelin brothers specified that they wished to produce a bomber, Breguet converted his design to meet the requirements of the 1915 concours puissant (see BUM/BLM entry).
Aircraft BR 68 was tested at Villacoublay on 22 June 1915. It carried a payload of 380 kg. Flight tests revealed a maximum speed of 138 km/h and climb rates as follows: 500 m in 3 min.; 1.000 m in 6 min. 30sec.; 1.500 m in 10 min. 20 sec.; 2,000 m in 15 min.; 2,500 m in 19 min. 40 sec.; and 3,000 m in 5 min.
The suggestion for re-converting the Breguet bomber into a fighter came from the commander of the Breguet-Michelin bomber unit. He wanted a heavily armed aircraft which could accompany his bombers to and from their objective. Breguet used the preceding BU 3 as the basis for a light-weight fighter design. To save weight he decreased the size of the aircraft and lightened the structure. The plane was to be armed with a 37-mm Hotchkiss cannon.
The new prototype was designated the BUC (Breguet with Canton-Unne 200-hp engine; C = Chasse = fighter). It was smaller than the BUM bomber with a two-bay (instead of three-bay) wing. The lower wing was shorter and had a smaller chord than the upper. The undercarriage was simplified from four wheels (two fore and two aft) to a tricycle arrangement. The nacelle was altered so that the gunner, who now sat in front of the pilot, had a clear field of fire. The STAe designation was Breguet 7.
The availability of a new and more powerful engine resulted in a 220-hp Renault 8Gd engine replacing the Canton-Unne. The aircraft was re-designated BLC (L for Renault). This new engine resulted in the fuel tank being removed from the fuselage nacelle; the fuel on the BUC and most BLCs was in external tanks mounted between the wings. The armament used was either the previously mentioned 37-mm Hotchkiss cannon or a machine gun. These were mounted on movable stands to permit the gunner to fire in all directions. The STAe designation was Breguet 1.
It is unclear how many BUCs and BLCs were produced and it is not known if they had any successes in aerial combat. There were 11 Breguet fighters in service on 1 February 1916, but it is likely that most were Breguet 5s. It is safe to conclude that in 1916 the aircraft were obsolete designs using an outdated form of armament and were quickly withdrawn from service. (For further details see the operational section under BM 4).
United Kingdom
The Royal Naval Air Service obtained some aircraft to escort its bombers. By early 1916 15 Breguets de Chasse were on order for that service. All had been delivered by the end of April 1916.
Most were powered by a 225-hp Sunbeam engine. On those the fuel tank was again placed in the fuselage nacelle which had flank radiators on either side. The armament was usually a single Lewis machine gun. The aircraft were called Breguet de Chasse and were designated Breguet 8s by the STAe. Nos. 1390-1394 were assigned to both No.1 Wing (at St. Pol) and to No.3 Wing. Aircraft Nos. 3209-3213 and 3883-3887 were initially assigned to No.5 Wing RNAS at Dunkerque. As with the French, the RNAS found the Breguets too obsolete for use as either fighters or escorts. Some were armed with bombs and at least one was armed with a two-pounder Davis recoilless gun. The aircraft had outlived their usefulness only three months after entering service, and were withdrawn in June 1916.
Two-Seat Cannon or Machine-Gun Armed Fighter
Specification BUC (Breguet 7) BLC (Breguet 1) BC (Breguet 8)
Engine 200-hp Canton-Unne 2M7 220-hp Renault 8Gd 225-hp Sunbeam
Span, m: 17.95 16.40 -
Wing area, sq. m: - 54 -
Length, m: 9.2 9.5 -
Height, m: 3.5 3.7 -
Empty weight, kg: - 1,160 -
Loaded weight, kg: - 1,600 -
Maximum speed, km/h: 120 138 125
Climb to 1,000 m: - 6 min. 30 sec. 8 min. 30 sec.
Climb to 2,000 m: - 16 min. 30 sec. 20 min.
Ceiling, m: 3,000 3,700 3,000
Endurance: 3 hours 3 hours 3 hours
Armament: one machine gun 37-mm Hotchkiss or one 7.7-mm Lewis 7.7-mm Lewis or two-pounder Davis gun & six 112-lb bombs
Breguet 5/6/9/12
The rise of the cannon-armed fighter in France led many manufacturers to turn bombers into fighters by the addition of cannon. Cannon-armed aircraft were seen as being particularly useful in a long-range escort role, and many of these were converted from bombers in service with the Groupes de Bombardement. This meant that the aircraft had comparable performance to those they would be protecting and thus could escort the bombers all the way to the target and back while maintaining station with them. In addition, the cannon-armed aircraft were expected to intercept incoming fighters and airships, attack ground targets, and even destroy enemy searchlights at night.
The cannon-armed version of the Breguet-Michelin bombers that appeared toward the end of 1915 was designated the Breguet 5. Power was supplied by a 220-hp Renault 12Fb engine. Armament was either 20 120-lb bombs or a single 37-mm cannon. There was also provision for a rearward-firing machine gun located on the leading edge of the top wing. Endurance was six hours on the prototype and three hours on production aircraft.
Two hundred Breguet 5s were built in 1916 and 1917. They were built exclusively at the Breguet plant, and not at the Michelin factory; this explains why the BM designation was not assigned to the Type 5 by the STAe. Approximately 11 Breguet 5s were in service on 1 February 1916.
Many cannon-armed Breguet 5s were sent to GBM 5, which was composed entirely of Breguet-Michelin escadrilles; however, they were a failure in their intended role. It was quickly discovered that the Breguet 5s were slower than the BM 4s they were escorting, especially after the bombers had dropped their payload. Furthermore, the cannons were found to be of limited usefulness in air-to-air combat. On some occasions the Breguet 5s were flown without the cumbersome cannon, and this necessitated the addition of ballast to the nose for the aircraft to maintain its center of gravity. Fatal crashes occurred when the aircraft was flown without this additional weight. (For further details see the operational section under BM 4).
After it was realized that the aircraft were unable to function as escort fighters, some were used as bombers. Also, the cannon-armed aircraft were employed in the ground attack role.
To prevent shortages ol the 220-hp Renault 12 Fb engines, one Breguet 5 was modified to accept a 225-hp Salmson A9. The re-engined aircraft, which was designated the Breguet 6, had an angular cowling completely enclosing the Salmson A9 and which was studded with cooling louvers. Some of the Breguet 6s were also fitted with a 37-mm Hotchkiss cannon. Fifty Breguet 6s were built. A version with a 230-hp Salmson A9 was designated BAC; the STAe designation was Breguet 9.
After the disastrous Oberndorf raid of 1916. the French bomber arm switched to night operations. The remaining Breguet 5s (and possibly 6s) were converted to night attack configuration; this meant widening the undercarriage back to a four-wheeled arrangement to make the aircraft easier to land and taxi at night. This modification resulted in the aircraft receiving a new designation as the Breguet 12. As with the other Breguet-Michelin variants, it could also carry the 37-mm Hotchkiss cannon. One Breguet 12 was fitted with a searchlight on the right side of the cannon. This aircraft was intended to provide defense against night raids by German airships. The Breguet 12 was assigned to the DCA (air defense units) of the Aviation Militaire defending Paris. These units included Escadrilles 393, 394, 395, 396, and 397. It is not known if aerial victories were obtained, but it is not likely; German airships did not attack Paris in 1916. The last Breguet 12 was in service as late as the summer of 1917.
United Kingdom
The RNAS purchased 59 Breguet 5s. They were assigned serials 1398-1399, 3946, 9175-9200, and 9426-9455 (ordered from the Grahame-White Aviation Co. of Hendon - only ten were built). All but Nos.9175-9200 had 250-hp Rolls Royce engines; the others had 225-hp Renaults. The aircraft were assigned to Nos.3 and 5 Wings.
Type 5 Two-Seat Escort Fighter with 220-hp Renault 12Fb
Span 17.5 m; length 9.9 m; height 3.9 m; wing area 57.7 sq. m
Empty weight 1,350 kg; loaded weight 1.890 kg
Climb to 2,000 m in 22 min.; ceiling 3, 700 m; endurance 3.5 hrs
Type 5 Cannon Two-Seat Escort Fighter with 220-hp Renault 12Fb
Dimensions: as Type 5
Empty weight 1,394 kg, loaded weight 1,934 kg
Maximum speed:
ground level 131 km/h
2,000 m 128 km/h
3,000 m 124km/h
Climb to 2.000 m in 15 min. 30 sec., ceiling 4,300 m, endurance 3.5 hrs
Armament: 37-mm Hotchkiss cannon and 7.7-mm Lewis machine gun
200 Breguet 5s were built
Breguet BM 4 of BM 20 named Le Voila Ie Foudroyant. This airplane was forced down at Rustenhart and captured by the Germans during the course of the Oberndorf raid.
New Breguet BM 4 serial number 202. This airplane was built at Clermont-Ferrand in April 1916 and was flown by Andre de Bailliencourt on 24 April 1916.
Breguet BLC of Detachment de Chasse Breguet at Belfort in February 1916. This unit escorted the bombers of GB 4. This airplane was named Verite and was flown by Cne Gaubert. Note the rectangular air intakes for the lateral radiators.
Designed as an escort fighter instead of a battleplane, the BLC was still slow, cumbersome, and unsuccessful.
Designed as an escort fighter instead of a battleplane, the BLC was still slow, cumbersome, and unsuccessful.
Breguet 5 armed with a 37-mm cannon. The fuel tank mounted underneath the top wing helped reduce the risk of engine fires. This aircraft was assigned to the C.R.P.
The Breguet 5 pusher was another design for an escort fighter fitted with a single-shot 37mm cannon. Like the BLC it was derived from the lumbering Breguet BM 4 bomber. As a result, the Breguet 5 was slow and cumbersome and its single-shot cannon was not effective in aerial combat.
Breguet SN 3. The main alteration made to the SN 3 was the change to the unequal span wings which resulted in a decrease in wing area from 70.5 sq. m (for the BUM/BLM series) to 54 sq. m.
Breguet SN 3. In order to meet the self-defense requirements of the competition, this aircraft is fitted with a machine gun mounted on a swivel mount. The gunner fired outside the propeller arc.
Breguet 5 serial number 583 with a Rolls Royce engine. Auxiliary fins are mounted on the stabilizer.
Breguet 12. Aside from the altered undercarriage, the aircraft was virtually identical to the Breguet 5.
Breguet 12. The change to a four-wheel undercarriage was necessitated by the switch to night attack missions. This configuration made it safer to land on poorly-prepared airfields at night.
The uncovered fuselage of a Breguet 5 shows the position of the Renault engine. The main undercarriage wheels were placed directly beneath the engine.
Breguet Twin-Engine Bomber
Several companies entered aircraft in the 1916 concours puissant for a long-range bomber. Breguet is known to have designed a twin-engined bomber lor the competition, but this was apparently destroyed or further development was abandoned shortly before the contours began. Some sources refer to this biplane as the Type E (but they may be confusing the Breguet design with the SPAD E bomber, which was also entered in the 1916 concours). At this point. Breguet's only recourse was to enter his Breguet 11 heavy fighter in the hope that its superior weight-lifting capability would make it a useful bomber.
Breguet 11 Corsaire
The French were desperate to obtain a modern bomber by 1916. The concours of 1915 had failed to produce an acceptable bomber and another concours was to be held in 1916. The specifications called lor a twin-engined aircraft; it had to be heavily armed because the bombers were now encountering German fighters that inflicted many losses. For adequate defense, the gunners had to have a clear field of fire both fore and aft. The expected performance included a range ot 600 km with a bomb load of 300 kg (in order to attack the German industrial center at Essen). Maximum speed was expected to be 140 km/h. Several aircraft were entered in the concours but few were as ungainly as the Breguet 11.
There exists some confusion as to the role the Breguet 11 Corsaire was designed to fill. It is likely that it was initially intended to function as a destroyer. Presumably, it would attack airships and fighters with its formidable armament. It may also have been intended to have it accompany the bomber formations as a long-range escort. The aircraft had gunners in the nose of the two pusher nacelles with unobstructed fields of fire. A third gunner was seated behind the pilot in the main nacelle and controlled both an upward-firing machine gun and a second gun which could fire below the aircraft. The Breguet 11 was also armed with a 37-mm cannon. However, it was never used in the destroyer or escort role but instead was entered as a bomber in the 1916 concours.
The Breguet 11 was powered by three 220-hp Renault 12Fb engines, two mounted as pushers in nacelles resembling the main fuselage of the Breguet 5. In the center was a conventional fuselage with an engine in the nose. Fuel tanks were mounted beneath the top wing on both sides of the fuselage. The undercarriage had three wheels in a tricycle arrangement under each engine nacelle; again this was nearly identical to that used on the Breguet 5 series. All three nacelles were attached to the bottom wing. The three-bay biplane wings appear to have been of unequal span. The tail had three large rudders.
The aircraft performed well, but did not win the competition. It has been stated that the organizers of the 1916 concours were shocked by some of the monsters produced in response to their specifications and it would seem fair to place the Corsaire in that category. The more conventional Morane Saulnier S and SPAD SE were selected as the winners.
Breguet 11 Four-Seat Heavy Bomber/Escort Fighter with Three 220-hp Renault 12Fb Engines
Span 27.65 m; length 1 1.90 m; height 4.00 m; wing area 105 sq. m
Empty weight 3.100 kg; loaded weight 4,865 kg as a bomber; 4.200 kg as a fighter
Maximum speed: 148 km/h at 2,000 m; endurance 5 hours 35 minutes
Armament: probably never fitted, but planned to include a 37-mm Hotchkiss cannon, three machineguns, or 20 120-mm bombs
One built
Several companies entered aircraft in the 1916 concours puissant for a long-range bomber. Breguet is known to have designed a twin-engined bomber lor the competition, but this was apparently destroyed or further development was abandoned shortly before the contours began. Some sources refer to this biplane as the Type E (but they may be confusing the Breguet design with the SPAD E bomber, which was also entered in the 1916 concours). At this point. Breguet's only recourse was to enter his Breguet 11 heavy fighter in the hope that its superior weight-lifting capability would make it a useful bomber.
Breguet 11 Corsaire
The French were desperate to obtain a modern bomber by 1916. The concours of 1915 had failed to produce an acceptable bomber and another concours was to be held in 1916. The specifications called lor a twin-engined aircraft; it had to be heavily armed because the bombers were now encountering German fighters that inflicted many losses. For adequate defense, the gunners had to have a clear field of fire both fore and aft. The expected performance included a range ot 600 km with a bomb load of 300 kg (in order to attack the German industrial center at Essen). Maximum speed was expected to be 140 km/h. Several aircraft were entered in the concours but few were as ungainly as the Breguet 11.
There exists some confusion as to the role the Breguet 11 Corsaire was designed to fill. It is likely that it was initially intended to function as a destroyer. Presumably, it would attack airships and fighters with its formidable armament. It may also have been intended to have it accompany the bomber formations as a long-range escort. The aircraft had gunners in the nose of the two pusher nacelles with unobstructed fields of fire. A third gunner was seated behind the pilot in the main nacelle and controlled both an upward-firing machine gun and a second gun which could fire below the aircraft. The Breguet 11 was also armed with a 37-mm cannon. However, it was never used in the destroyer or escort role but instead was entered as a bomber in the 1916 concours.
The Breguet 11 was powered by three 220-hp Renault 12Fb engines, two mounted as pushers in nacelles resembling the main fuselage of the Breguet 5. In the center was a conventional fuselage with an engine in the nose. Fuel tanks were mounted beneath the top wing on both sides of the fuselage. The undercarriage had three wheels in a tricycle arrangement under each engine nacelle; again this was nearly identical to that used on the Breguet 5 series. All three nacelles were attached to the bottom wing. The three-bay biplane wings appear to have been of unequal span. The tail had three large rudders.
The aircraft performed well, but did not win the competition. It has been stated that the organizers of the 1916 concours were shocked by some of the monsters produced in response to their specifications and it would seem fair to place the Corsaire in that category. The more conventional Morane Saulnier S and SPAD SE were selected as the winners.
Breguet 11 Four-Seat Heavy Bomber/Escort Fighter with Three 220-hp Renault 12Fb Engines
Span 27.65 m; length 1 1.90 m; height 4.00 m; wing area 105 sq. m
Empty weight 3.100 kg; loaded weight 4,865 kg as a bomber; 4.200 kg as a fighter
Maximum speed: 148 km/h at 2,000 m; endurance 5 hours 35 minutes
Armament: probably never fitted, but planned to include a 37-mm Hotchkiss cannon, three machineguns, or 20 120-mm bombs
One built
Breguet 13 and 14
The Breguet 14 became, after the Nieuport and SPAD series of lighters, one of the best known French aircraft of the First World War. It was the most successful bomber developed in France during the war, and when the Breguet 14 entered service it rejuvenated the previously moribund French day bomber force.
After building a small number of BM 4 and Breguet 5 bombers, the Breguet firm had no further orders for aircraft and therefore turned to producing 100 A.R.1s under license. Further development of the Breguet-Michelin bombers was out of the question as this series had proved to be ineffective in their intended roles as day bombers and long-range fighters. Breguet realized that his next design would have to be capable of
surviving the hostile environment of the Western Front.
His new design was designated the AV (which may have stood for Avant, or tractor layout). It was equipped with a Renault engine and featured a wing with low wing loading. Breguet returned to the tractor layout he had always preferred (the Breguet-Michelin bombers having been designed as pushers at the request of the Aviation Militaire). Another major innovation was the widespread use of duralumin, which had been employed in the construction of German airships. While this metal was valued for its strength and light weight, it was difficult to work with. Breguet's breakthrough was the discovery of a way to use the alloy in an aircraft intended for mass production. Duralumin was employed in the longerons and spacers inside the fuselage. The longerons and spacers were bolted into welded steel end fittings and braced with piano wire. The engine bearers were made of steel and duralumin tubing. Duralumin tubes also formed the main spars of the wings. The outer struts were reinforced with steel sheaths around the spars. The wing ribs were made of wood and the root ribs were made of poplar. The tail surfaces were of welded steel tubing.
The first prototype was the AV 1, equipped with a 263-hp Renault engine. A second prototype, the AV 2, had a 272-hp Renault, a slightly longer fuselage, and a slightly higher empty weight. Flight tests revealed that the aircraft pulled to the left and this required offsetting the vertical fin to the left. The upper wing was given a slight sweepback; improving stability and giving the rear gunner a better field of fire. After six months of design work and testing, the prototype flew on 21 November 1916. Tests were conducted initially at Villacoublay with Breguet himself at the controls. By January 1917 the initial flight trials had been completed. The tests confirmed that Breguet had produced a bomber that was, for once, more advanced than comparable machines used by the British and Germans. In November 1916 Breguet notified the STAe that the AV prototypes were ready for testing. Static tests were conducted by the STAe on 26 January 1917 and confirmed the sturdiness of Breguet's design; the wings were found to have a coefficient 5.5 times the total weight of the aircraft. The AV 2 was test-flown by Adjudant Piquet (an STAe pilot) and Lieutenant Lemaitre (a pilot from BM 120). The AV 2 was highly praised, and its usefulness in the day bomber role was readily apparent to the STAe. In November 1916 the STAe had formulated a requirement for four types of aircraft: a two-seat army cooperation plane (A), a three-seat, long-range reconnaissance plane (A1), a two-seat fighter (C), and a three-seat bomber (D). Breguet submitted variants of the AV intended to meet all four categories. The Type A requirement would be met by the Breguet 14 A2 while the two-seat fighter would eventually be developed into the Breguet 17. The three-seat reconnaissance plane (Class A1) and bomber (Class D) version ol the AV design were built and tested, but the STAe decided that aircraft in these categories should have two engines and Breguet's design was not developed further. The two-seat fighter variant with a 300-hp Renault engine was tested, but it could not meet the required speed at 3,000 m (180 km/h). Like its competitor, the SPAD 11, Breguet's design was not selected for production (although the SPAD 11 did enter service in the two-seat reconnaissance role).
The STAe had requested that the new bomber be powered by a 200-hp Hispano-Suiza engine. Breguet, instead, decided to use the 220-hp Renault 12Fb that had been the powerplant for the Breguet-Michelin 5. The engine cowling had a plethora of cooling louvers, one of the distinguishing features of the Breguet 14 bombers. The Breguet 14 was an angular biplane. The wings had negative stagger and both were slightly swept back. The upper wing had a greater span than the lower, and ailerons were fitted to the upper wing only. Later machines had horn-balanced ailerons to improve lateral control. The two crew members were seated in tandem. The pilot sat below a cutout in the upper wing and an observer had a separate cockpit just behind him. The observer had a T.O.3 or T.O.4 gun mount with two 0.303 Lewis guns. The pilot had a single, fixed Vickers 0.303 gun mounted on the left side of the fuselage and synchronized to fire through the propeller disc. The undercarriage was strongly braced with the two wheels being separated by a strut with an airfoil cross-section. The early versions of the Breguet 14 B2 had Michelin bomb racks under the lower wings adjacent to the bracing struts of the undercarriage. Thirty-two 11.5 kg bombs could be carried. The A2 reconnaissance versions could carry four bombs, a camera, and a wireless set. There were minor differences between the bomber (designated B2) and reconnaissance (designated A2) versions. The lower wings of the bomber version had a longer span and bungee-sprung flaps were added. These flaps enabled the B2 variants to carry heavier bomb loads; test flights revealed that the aircraft could carry 730 kg of bombs and fuel. Fully loaded, the Breguet 14 B2 could climb to 4,000 m in 26 min and could attain a speed of 165 km/h at that altitude. The observer had an extra set of windows in the fuselage sides; it has been speculated that these were intended to provide enough light to enable him to use the bombsight. There were transparent panels in the underside of the aircraft, which enabled both the pilot and observer to view the ground.
Breguet received an order for 150 Breguet AV 1s (reconnaissance) on 6 March 1917 and on the same date Michelin received an order for 150 AV 2s (bomber version). In fact, initially the STAe designated the AV 1 the Breguet 13 and the AV 2 the Breguet 14. Of course, the Breguet 13 designation was soon dropped and both variants received the Breguet 14 designation. An additional order for 100 aircraft was placed on 4 April, followed by 250 in July and 125 in September. The engine used was primarily the 300-hp Renault 12Fcx. Additional aircraft were built under license. These orders were placed with Darracq (330 aircraft), Farman (220), Paul Schmitt (275), Ballanger (300), and Sidam (300). It is believed that production was evenly divided between the bomber and reconnaissance versions. Serial numbers for the production Breguet 14s began at 1101 (1106 was the first aircraft delivered).
In operational service, the Breguet 14s underwent numerous modifications, including addition of a Lewis gun on the top wing, armored seats, and a gun rigged to fire underneath the fuselage. As mentioned earlier, some Breguet 14s were equipped with horn-balanced ailerons, and on the B2s this change was accompanied by deletion of the lower wing flaps and reduction in the lower wing span and wing tip size.
Variants
Breguet 14 with Fiat Engine - due to a shortage of Renault engines, some versions of the Breguet 14 were lined with 300-hp Fiat A-12 bis engines. The first example flew in 1917 with a Fiat A-12 engine, and this Breguet 14 could be distinguished by its tapered cowling and underslung radiator. However, these changes reduced the aircraft's performance and, as a result, a modified engine, the Fiat A-12 bis, was developed. This developed the same horsepower but it could be fitted to the aircraft without requiring alterations to the cowling. The Fiat engines were used in the A2, B2, and E2 (trainer) versions of the Breguet 14. The type equipped 24 Breguet 14 escadrilles, and examples were supplied to Belgium and the United States. Other examples of the Breguet 14 were fitted with the 260-hp Fiat A-12 engine, and at least one with a 600-hp Fiat A-14.
Breguet 14 Ap2 - The Ap 2 specification of 1917 called for a high altitude, long-range reconnaissance aircraft. Breguet 14 B2 (serial number 4360) was modified to accept a 400-hp Liberty 12 engine. The aircraft was tested at Villacoubly. Neither it nor its competitor, the Hanriot Dupont 9, was selected by the Aviation Militaire. A similar installation was performed at McCook Field on Breguet 14 B2 AS 94097. As far as can be determined, the installation of the Liberty on the B2 did not affect performance and, had the war continued, it might have proved a useful alternative to the Renault or Fiat engines. On the Breguet 14 A2 the Liberty provided a significant performance edge over the Renault-equipped machines.
Breguet 14 with Lorraine-Dietrich Engine - A Breguet 14 A2, serial 1021, was fitted with a 285-hp Lorraine-Dietrich 8Bd engine. The installation was successful enough to warrant production; some versions of this aircraft had a blunt cowling and an underslung radiator. These were used by French T.O.E. (colonial) escadrilles and may have been designated Breguet 14TOEs, although this designation has not been confirmed. It has been reported that some were supplied to Spain; however, Spanish sources do not confirm this.
Other examples of the Breguet 14 were fitted with 370-hp Lorraine-Dietrich 12Da or 390-hp Lorraine-Dietrich 1 2E engines. It appears these remained one-off conversions.
Breguet 14 with Panhard Engine - A 340-hp Panhard 12D and a 350-hp Panhard 12C were each fitted experimentally to a Breguet 14 airframe. Series production did not ensue.
Breguet 14 A2 with Renault Engine - A single Breguet 14 A2 was tested with a 400-hp Renault 12k engine in May 1918. This aircraft served as the basis for the Breguet 17 escort fighter.
Other Renault engines fitted to the Breguet 14 included the 310-hp Renault 12Fcy, 320-hp Renault 12Fe, and 350-hp Renault 12FL
Breguet 14 AE - This aircraft was designed for use in the French colonies. It first Hew in 1920 and carried the registration F-AEEZ.
Breguet 14/400 - Version with a 400-hp Lorraine 12Da engine. Seventy were supplied to China and Manchuria during the 1920s.
Breguet 14 C - Version with 450-hp Renault 12Ja engine. It first flew in 1920 and was used as a postal aircraft in the United States.
Breguet 14 H - Floatplane version with 320-hp Renault 12Fe engine. It had a large central float beneath the fuselage and two smaller floats under the wings. At least two were produced and saw service with the Escadrille Indo-Chinoise No.2 based in Bien Hoa in 1925.
Breguet 14 with Supercharger - A number of Breguet 14s were modified to accept Renault 12Fe engines with the Rateau turbo-supercharger. Aircraft with the new engine were found to have a marked improvement in performance. One set a world record in 1923 by climbing to 5,600 m with a payload of 500 kg. Sixteen Breguet 14s with the turbo-supercharged engines were in service with the 34th RAO at Bourget in 1924.
Breguet 14 A2 with 49 sq. m Wing - This aircraft was developed by Breguet in the hope of meeting the STAe's requirement for a maximum speed of 180 km/h at 3,000 m. This version had a reduced wing area of 49 sq. m without the automatic flaps and a more powerful Renault 12Fcx engine. Aircraft 665 was used for official trials. One advantage of the new type was that it could reach an altitude high enough to make it immune to anti-aircraft fire or enemy fighters. In fact, in September 1917 an altitude of 8,000 meters was reached.
Breguet 14 B1 - The B1 designation indicates that this was a single-seat version of the Breguet 14 B2 with a wing area of 52 sq. m and automatic flaps. The front cockpit was fitted with fuel tanks and the pilot was relocated to the observer's position. Test pilot De Bailliencourt later tested the Breguet 14 B1 intended for Jules Vedrine's raid on Berlin. While flying the aircraft he found that the Solex carburetor froze at altitude. He attempted to land in order not to risk damage to this specially modified machine, but as he descended, the engine stalled. However, he was able to bring the plane down safely. Unfortunately, the prototype of the Bleriot 71 apparently crash-landed while attempting to avoid the incoming Breguet 14 B1.
The Breguet 14 B1 could carry a 180-kg bomb load and had a duration of up to seven hours. Two were ordered and were intended to be used on a raid on Berlin. Jules Vedrines performed a test flight of 400 km (flying from Paris to Cancale ) in July 1917 in preparation for this mission. However, the overall reluctance of the French government to bomb German cities (because of the high risk of German retaliation) combined with the Breguet 14 B1's marginal range and vulnerability to enemy fighters, resulted in cancellation of the plan.
Breguet 14 Floatplane - Another floatplane version of the Breguet 14 was tested in 1924 at the Saint Raphael Center for naval aviation. This version had twin floats as opposed to the large central float used on the Breguet 14H. The floats used on it were manufactured by Blanchard and could be used interchangeably with the regular undercarriage. At least one Breguet 14 B2 landplane was tested with floatation gear.
Breguet 14 S - The French led the world in the development of ambulance aircraft. An ambulance version of the Breguet 14 was developed to supplement, and later replace. Voisin 10 ambulance planes. These aircraft were designated Breguet 14 S (S = Sanitaire). Initially they were simply modified to carry two stretcher cases in the rear fuselage. Subsequently, a dedicated ambulance version was produced that was a modified version of the Breguet T. In 1918. four Breguet 14 S machines were used over the Aisne front. For postwar use see the section on colonial campaigns.
Foreign variants of the Breguet 14 - see the section on foreign service for further details.
Civil Versions of the Breguet 14:
Breguet 14 T - This was a conversion of the basic Breguet 14, capable of carrying two passengers in a cabin in from of the pilot's cockpit. The entrance door was on the starboard side of the fuselage. An ambulance version that had the stretchers located in a cabin ahead of the pilot was also produced.
Breguet 18 T - This was an enlarged 14 T with a 450-hp Renault 11Ja engine. It had an enlarged cabin that could carry four passengers.
Breguet 14 T bis - This version was a hybrid of the previously mentioned 14T and 18T. It had a cabin that carried three passengers.
Civil operators of the Breguet 14s included Cie des Transports Aeriens Guyanais - five T bis; Swedish Red Cross - two T bis; Lignes Aeriennes Latecoere - 106 T and T bis (some of these were converted to carrying mail and were known as the Torpedo or Breguet Latecoere); SNETA - this Belgian airline operated three Breguet 14 A2s with 180-hp engines; Compania Rioplatense de Aviation - used Breguet 14s on the Buenos Aires-to-Montevideo service in 1921.
Operational Service
Reconnaissance
The equipment of the reconnaissance escadrilles was clearly outdated by late 1917. The aircraft used by these units included Sopwith 1 1/2 Strutters and A.R.1 and 2s. The introduction of the modern Breguet 14 A2s greatly enhanced the effectiveness of these escadrilles. The first unit to receive Breguet 14 A2s was BR 7, which re-equipped with the new aircraft in August 1917.
BR 11 provides an example of the range of missions that Breguet 14 A2 units routinely performed. BR 11 had been formed from C 11 in November 1917; it was among the first escadrilles to receive the new aircraft. It was found that the Breguets were effective in the high-altitude (6,000 m) reconnaissance role. The aircraft also flew liaison and artillery regulation missions. During the Battle of Picardie BR 11 flew photographic missions to aid the planned French counteroffensive in the Ourcq sector. During this offensive BR 11 moved to four different airfields in support of the 2nd Armee. The escadrille was active during the battles near Champagne and photographed the German lines before the Lorraine offensive. Postwar, BR 1 served as part of the Rhine occupation force, assigned to the 33rd Regiment d'Aviation.
Other escadrilles which used the Breguet 14 A2 were:
BR 7, formed from SOP 7 in mid-1917. The Breguet 14 A2s were received at Plessis-Belleville. In June BR 7 was sent to the Vosges front and was assigned to the 6th C.A. Later in 1918, the escadrille was sent to Oise during the Battle of Picardie. The unit next was sent to Bruthecotin and finally to Lorraine. Postwar, BR 7 was based at Dijon; it was redesignated the 7th Escadrille of the 2nd RAO.
BR 9, formed from SOP 9 in May 1918. Initially based at Etampes. the escadrille was assigned to the 19th C.A. and participated in the Battles of Champagne and Second Marne. The unit moved from Noirlieu to Luxeuil in October. BR 9 ended the war attached to the 7th Armee and based at Phaffans. As part of the occupation force, BR 9 was based at Neuf-Brisach. It was disbanded in December 1918.
BR 35, created from AR 35 in November 1917 when it received Breguet 14 A2s. Assigned to the 35th C.A., BR 35 was active in the 1st Armee sector. BR 35's bases included Ferte-sous-Jouarre, Andelys, and Fienvillers during the Battle of Picardie. In May, BR 35 was active in the Battle of Chemin des Dames and moved to Le Tergnier after the battle. It became the 5th Escadrille of the 2nd RAO in January 1920.
BR 43, created from SOP 43 in June 1918. It was assigned to the 68th D.I. in rhe 7th Armee sector. At the time of its transition to Breguet 14 A2s, the unit was based at Moissy-Cramayel; it ended the war based at Luneville. Postwar, BR 43 was based al Belfort, Honburg, and Courban. It was disbanded in February 1919.
BR 44, formed from AR 44 in January 1918. Assigned to the 31st C.A. the escadrille participated in the Battle of Picardie and in May the French attacks on the Hindenburg Line. BR 44 was also active in the Battles of Saint-Quentin (September) and Guise (November). Postwar, the escadrille was based at Brassure and Habsheim. It was disbanded in May 1919.
BR 45, formed from AR 45 in March 1918. It was assigned to the 1st Armee and was based at Esquennoy. It was disbanded in March 1919.
BR 104, formed from SOP 104 in May 1918. It was initially assigned to the 31st C.A. and subsequently to the Moroccan division. It became the 1st Escadrille of the 3rd RAO in January 1920.
BR 141, created from SOP 141 in August 1918. The unit was assigned to the 6th C.A. and was based at Luneville. BR 141 ended the war in the 8th Armee sector based at La Neuville-Dev-Bayon. It was disbanded in April 1919.
Artillery Cooperation
The French also assigned Breguet units to serve exclusively in the artillery cooperation role. These escadrilles were assigned to the heavy artillery (A.L.) units of each Groupe d'Armee (Army Group). The Breguet 14 A2 units routinely performed liaison and artillery regulation.
Bombardment
The French day-bomber escadrilles were equipped with Sopwith 1 1/2 Strutters and Paul Schmitt 7s in late 1917. These aircraft were obsolete, and the units using them suffered heavy losses. The Breguet 14 proved to be an excellent basis for a light bomber, the enlarged lower wing span and bungee-sprung flaps enabling the Breguet 14 B2 to carry heavier bomb loads.
The first escadrilles to receive the new bomber were two units still listed as using Breguet-Michelin 4 and Breguet 5s. BM 117 (assigned to GB 5) re-equipped in August 1917, followed by BM 120 (GB 5) in September 1917; they became BR 117 and BR 120.
Two units using Paul Schmitt 6s and 7s received Breguet 14 B2s in November 1917. PS 126 (GB 3) and PS 127 (GB 5) were redesignated BR 126 and BR 127.
Ten of the day bombardment escadrilles were equipped with Sopwith 1 1/2 Strutters. SOP 111 (GB 6) was the first Sopwith-equipped unit to receive Breguet 14 B2s; it became BR 111 in October 1917 followed by BR 66 (GB 6), BR 108 (GB 6), BR 128 (GB 3), BR 107 (GB 3), BR 123 (GB 9), BR 129 (GB 9), BR 131 (GB 4), BR 132 (GB 4), and BR 134 (GB 4).
VB 113 replaced its Voisin 10s with Breguet 14 B2s in March 1918 and was assigned to GB 8 as BR 113.
The Breguet bomber units were organized as follows:
Escadre 12 (day bomber):
GB 5: BR 117. 120, 127
GB 6: BR 66, 108, 111
GB 9: BR 29, 123, 129
Escadre 13 (day bomber):
GB 3: BR 108, 126, 128
GB 4: BR 131, 132, 134
The introduction of the Breguet 14 B2s greatly enhanced the capabilities of the French day bomber escadrilles. The availability of a modern bomber in large numbers permitted the French to use massed formations against targets in the vicinity of the front. Initially, attacks were concentrated on railway stations and lines of communication. As the war progressed, the Breguet 14s were used to strafe and bomb enemy troops along the front lines. The first attacks began in mid-November 1917 when the railway stations at Juniville and Attigny as well as the iron works at Neufchatei-sur-Aisne were bombed.
There were only limited numbers of Breguet 14s available in December and this meant that, usually, only a dozen aircraft could be sent to attack. However, it was possible to assemble larger formations of bombers as 1917 came to an end. On 22 December 25 Breguet 14 B2s attacked Montcornet, Asfield, and Bussr-les-Pierpont. The Breguet 14s were also used for night missions; for example, 13 aircraft bombed the railway station at Lumes and the airfield at Maimoisors on the night of 26/27 December.
During 1918 the Breguet 14 B2 equipped all the day bomber groups ol the Aviation Militaire. These were Groupes de Bombardement GB 3, 4, 5, 6, and 9. From January 1918 through March 1918 these units were active all along the front. GB 3 was assigned to the 3rd Armee and concentrated on high-altitude (above 5.000 m) bombing attacks, while GB 4 bombed targets in Pechlebon, Rothwreil, Karlsruhe, and Stuttgart. GB 5 flew photographic and bombing missions over Chalons. GB 6 concentrated on railway stations along the front. GB 9 was formed on 11 March, 1918 just before the Battle of Picardie; it was assigned to Escadre 12.
The Battle of Picardie and Flanders began on 21 March and lasted until 19 April 1918. All live of the Breguet-equipped Groupes d'Bombardement were utilized in this battle. GB 3 was based at Maisonneuve. GB 4, as well as all three of Escadre 13s day bomber units (GB 5, 6, and 9), was based at La Villeneuve Le Roi.
The Breguet units began their attacks 23 March, 1918. Special attention was given to attacking troop convoys, train stations, and German troops on the front line. Usually these targets were attacked with bombs, but the Battle of Picardie also saw the first widespread strafing of front-line troops. In addition, the Breguet 14s dropped 75-mm shells modified as anti-personnel weapons. The efforts of all the bomb groups were required in order to sustain the air offensive on this front. The Breguet 14 B2 units attacked troops, bridges, and supply lines in an attempt to slow the German advance. By late March GB 5, 6, and 9 had moved to airfields near Plessis-Belleville, while GB 3 and 4 were at Cramaille. During the first week in April the battle had stabilized enough that the bomb groups were able to resume attacks on railroad and airfield targets.
The raids on German airfields had destroyed significant numbers of enemy aircraft; as a result, the French bombers encountered significantly less aerial opposition. The disruption of the Luftstreitskrafte permitted the bombers to attack command centers and supply dumps far behind the enemy lines. As the Battle of Picardie continued an innovation appeared. Large numbers of SPAD fighters drawn from the Groupes d'Chasse were assigned to escort the bombers. However, the planned rendezvous between fighters and bombers often didn’t take place; this resulted in the Breguet 14s proceeding to their targets without lighter coverage. On 3 April GB 3 and 4 moved to Beauvaise, while GB 5. 6, and 9 moved to Montagne. The Breguet escadrilles helped slow the German onslaught on Picardie and Flanders, giving the Allied forces a chance to recover.
The bomb groups were less active during the month prior to the Battle ol the Aisne. Two innovations were introduced during this period: fighter groups began to develop effective tactics for escorting bombers to their targets, and diversionary raids were introduced to help draw German fighters away from the major targets. GB 5, 6, and 9 moved to Fouilloy and were assigned to support the 1st and 3rd Armees. GB 3 was based at Fourneuil. GB 4 was at La Villeneuve Le Roi. Between 16 and 27 May large numbers of fighters were assigned to escort the bombers. While these raids were successful, the Commandement de I'Aeronautique complained that the size of these aerial armadas made them unwieldy. Diversionary raids were also introduced during this period. Attacks would be made using a small number of bombers against areas well away from the prime target. This helped to draw German lighters away horn the main bombing force. These diversionary raids proved successful and were frequently repeated during the remainder of the war.
Just before the Battle ol the Aisne began on 17 May, GB 3 moved to Champaubert, then Blequecourt. GB 4 was at Le Roi. GB 5 was initially based at May-en-Multien and later moved to St. Dizier. GB 6 was at Villers-en-Lieu. GB 9 was at Founneuil at the start of the battle, later moving to Behoune.
The Battle of the Aisne lasted from 27 May to 4 June. During it, the bomb groups concentrated their attacks on the enemy lines of supply and communication in an attempt to slow the German advance. However, the units had to move (as shown above) because the deteriorating situation at the front endangered their bases. The activity on the eastern portion of the front increased in early June, which necessitated a move of the bomb groups to that area. GB 3 and 4 moved to Fere-en-Tardenois. and GB 5, 6, and 9 concentrated their attacks on troops in the Ourcq Valley.
The Battles of Metz and Soissonnais lasted from 5 June to approximately 15 July. GB 5, 6, and 9 attacked German troops heading lor these villages, and, along with the RAF's 9th Brigade, helped to halt the enemy advance by 11 June. GB 3 moved to Blequencourt, while GB 4 was based at Villenetive-le-Roi. GB 3 and 4 bombed railway stations and German aerodromes. During the latter part ol June GB 5, 6, and 9 attacked the frontlines at Ourcy and the Marne. All five bomb groups were allowed periods of rest before the start of the Battle of Champagne.
The first part of July saw a continuation of direct air support for the front-line troops, as well as interdiction of enemy supply lines and troop transport. Just before the beginning of the Battle ol Champagne on 25 July, the 2nd Brigade, with GB 3 and 4, was based at Linthelles. The 1st Brigade, with GB 5, 6, and 9, was disposed as follows: GB 5 at Saint-Dizier, GB 6 at Plessis-Belleville, and GB 9 at Behoune.
By the time the Battle of Champagne began on 25 July, yet another innovation had been introduced to the day-bombing campaign. The Breguet 14 B2s were now escorted both to and from the target by Caudron R.11s. These large, twin-engined aircraft had the range to accompany the bombers the full distance and the firepower to defend them. The bomb groups were now fighting on the offensive, concentrating their attacks on escaping troops.
The Battle of the Ile de France took place from 18 July to 4 August. The disposition of the bomber units was:
1st Brigade
GB 5 - Linthelles (to Paris les Romilly 24 July)
GB 6 - Linthelles (to Paris les Romilly 24 July)
GB 9 - Linthelles (to Gourgancon 24 July)
2nd Brigade
GB 3 - Linthelles (to Roissy on 24 July)
GB 4 - Linthelles (to Mauregard on 24 July)
From 18 to 22 July these units attacked retreating German troops, especially along the banks ol the Marne. At this time the Breguet 14s suffered few losses to enemy aircraft, the Allies having firmly established air superiority. Caudron R.11s and SPAD 13s escorted the bombers. From 22 July to 6 August, the GB units concentrated their attacks on the Vesle and Ardre valleys in support of the 5th Armee.
The next major action was the Battle of Santerre from 8 to 30 August 1918. The bomber escadrilles were to provide support lor the 2nd and 3rd Armees. GB 3 was based at Roissy and GB 4 at Mauregard. GB 5 was at the airfield at Hallancourt; GB 6 was at Le Rois; and GB 9 was at Lormaison.
The Battle of Saint Mihiel lasted from 12 to 30 September. The bomb groups were at the following bases:
1st Brigade 2nd Brigade
GB 5 at Martigny GB 3 at Vombles
GB 6 al Tantonville GB 4 al St. Dizier
GB 9 at Neufchateau
All these units actively supported the 4th French Armee and the American 1st Army. With the Luftstreitkrafte all but defeated, the French formations were able to attack any target with relative impunity. During the war's final weeks the bomber units were situated at the following bases:
1st Brigade 2nd Brigade
GB 5 at Matougues GB 3 at Coupeville
GB 6 at Bussy-Lettree GB 4 at Somme-Vesle
GB 9 at Bury
These units supported the French 5th Armee in October 1918.
During the final year of the war the Breguet 14 B2s helped the French and American armies withstand the initial German attacks and then, when the Allied counter-offensives began, the bombers had disrupted the German retreat. The Breguet 14 B2s had made an important contribution to the final Allied victory.
Overseas Units
Serbia
Three Breguet 14 escadrilles were based in Serbia:
BR 522, formed from MF 384 in May 1917. It was disbanded in 1919.
BR 524, formed from MF 398 in December 1917. It was disbanded in 1919.
BR 525, formed from MF 399 in June 1917.
Greece
Three Breguet units served in Greece:
BR 533, created from AR 533 with AR.1s; at the war’s end it became the 3rd Squadron of the Royal Hellenic Air Service.
BR 532, created in Greece in November 1917; in 1919 it became the 1st Squadron of the Royal Hellenic Air Service.
BR 534, formed in September 1918. In 1919 it became the 2nd Squadron of the Royal Hellenic Air Service.
Armee d'Orient
Eight Breguet 14 units served with the Armee d'Orient:
BR 501, formed from V 383 with Voisin 8s on 1 July 1917. It was disbanded in 1919.
BR 502, formed from V 385 in July 1917 and was assigned to the 2nd Groupe de Divisions of the A.F.O. It was disbanded in 1919.
BR 503, created from V 386 in June 1917. It was assigned to the 1st Groupe de Divisions Infanterie of the A.F.O. It was disbanded in 1919.
BR 504, formed from V 388 on 14 June, 1917 as a reconnaissance unit lor the A.F.O. It became the 5th Escadrille of the 7th RAO in January 1920.
BR 505, formed from V 389 on 14 June, 1917. Assigned as a reconnaissance unit for the A.F.O, it became the 7th Escadrille of the 6th RAO in January 1920.
BR 508, created from Escadrille 508 in August 1917. It used Breguet 14 A2s to regulate artillery fire lor the A.F.O. It became the 3rd Escadrille ol the 3rd RAO in January 1920.
BR 509, assigned to the S.A.L. of the 2nd Armee d'Orient in August 1917. It became the 1st Escadrille of the 1st RAO in January 1920.
BR 510, formed in September 1917 and used as a bomber unit. Commanded initially by Capitaine de Castex and later by Capitaine Coyne, BR 510 was particularly active during the assault on the German-Bulgarian front on 15 September 1918. It became the 7th Escadrille ol the 7th RAO in January 1920.
Postwar Service
The Breguet 14 A2s and B2s remained in French service until the mid-1920s. The aircraft would form part of the German occupation forces, remain a key element of the tactical bomber force, and would be used extensively in the Rif campaigns.
Forty of the Breguet 14 escadrilles were disbanded by 1919.
By 1922 approximately 100 Breguet 14s were in service with the Aviation Maritime. The reconnaissance units assigned to the Aviation d'escadre used Breguet 14 A2s, while others were assigned to the training sections at Saint-Cyr, Rochefort, Hourtin, and Sidi Ahmed. The Breguet 14s, however, were not assigned to the Bearn.
The Breguet 14 units gradually declined in number after the early 1920s. Some units re-equipped with Potez 15s, but most received Breguet 19s. In 1926 there were 376 Breguet 14 A2s, 340 Breguet 14 B2s, and 95 Breguet 14 T bis (ambulance) still in service. By the late 1920s the Breguet 14s were finally replaced by Breguet 19s, Potez 15s. and Potez 25s.
Colonial Campaigns
The Breguet 14 A2s, B2s, and Ts saw widespread use during the colonial campaigns of the 1920s. After the Armistice, the French forces in Syria were given the new mission of combating rebellious desert tribes. Two escadrilles were available: Escadrille 52 (BR 117) at Rayak and Escadrille 53 (BR 120) with the troops of General Lamothe. During this now-forgotten campaign, the Breguet 14s were used in the reconnaissance, light bombing, and ambulance roles. When used as light bombers they usually carried 12 10-kg bombs.
In 1925 and 1926 all the escadrilles in Syria, including the two Breguet 14-equipped units, were used to attack tribesmen. They flew 6,000 patrols and 4,000 bombing sorties. Aircraft were decisive in the relief of 7,000 encircled French soldiers in the city of Jabal Djebel Druse. From 26 July to 24 September ol 1925 the Aviation Militaire maintained contact with units trapped in the city and, in one of the first airlifts in history, flew 200 sorties and dropped 12 tons of food and 54 sacks of mail.
Breguet 14-equipped escadrilles were also used in Morocco. Apparently, all ten escadrilles of the 37th Regiment used Breguet 14 A2, B2, S, and T bis. Four escadrilles of the 37th Regiment participated in the conquest of Ouezzan. From 1922 through 1923 all units of the 37th Regiment were employed in operations around the Moyen-Atlas border. The two ambulance escadrilles, which used Breguet 14S and T bis aircraft, evacuated 870 stretcher cases.
Escadrilles 7, 8, and 10 were employed in 1924 to help deal with uprisings in Northern Morocco, supporting French outposts and forts during the Rif battles.
By 1925 the insurrections in the north had been stopped, but new outbreaks of violence occurred later that year. Again eight bombing/observation and two ambulance escadrilles with Breguet 14s were in action. There were also four Breguet 14 escadrilles on the southern front. To supplement these, six Breguet 14 escadrilles from the Autonomous Groups ol Algeria and Tunisia, two escadrilles of Breguet 14 B2s from the 11th Regiment in France, and two of the units based in the south (5th and 6th escadrilles) were transferred to the northern front as temporary reinforcements. In September two Breguet 14 A2 escadrilles from the 32nd RAO in Algeria were also sent to northern Morocco. The units based there flew 5,500 sorties from July 1925 to January 1926.
During the spring of 1926 the 37th Regiment continued to support the force occupying the Rif. The Taza pocket was finally regained after the defenders were subjected to an intense attack during which 12 tons of bombs were dropped.
At the end of the campaign, in June 1927, the 37th Regiment was made up of ten escadrilles: 1st (based at Beni-Malek), 2nd (Taza), 3rd (Bou Denib), 4th (Beni-Malek), 5th (Marrakech), 6th (Kasbah Tadla), 7th (Meknes), 8th (Meknes), 9th (Assaka), and the 10th (Fez). Most of these still had a number of Breguet 14 A2, B2, S, and T bis on strength. However, by the next year most of these aircraft had been replaced by Breguet 19s.
Foreign Service
Belgium
In 1918 Belgium purchased enough Breguet 14 A2s to equip the 2nd, 3rd, and 5th Escadrilles. These planes had Fiat A-12 engines. The 2nd and 3rd Escadrilles were formed into a Groupe d'Observation and both were based at Moeres airfield. The 5th Escadrille was based at Houtem airfield. The Breguet 14 A2s remained in service until the mid-1920s.
Brazil
Brazil acquired Breguet 14 A2s and B2s in 1919. They were given serial Nos. 1856-1871, 1958-1961, and 1965-1971. Six examples built in Brazil were given serial numbers 1-6. The Breguet 14s were assigned to the 1st Esquadrilha de Bombardeio (four aircraft) based at Santa Maria and the 3rd Esquadrilha de Observacao (six aircraft) based at Alegrete. In 1928 these units were disbanded and their aircraft were sent to the Escuela de Aviacion at Campo dos Alfonsos. The Esquadrilha de Aperfeicoamento (Operational Conversion Squadron) was based at Mogi das Cruzes and had six Breguet 14 A2s on strength. This unit was used to combat a revolution at Sao Paulo in July 1924. During this action 11 reconnaissance and bombing sorties were flown and one aircraft was lost in an accident. The aircraft returned to the area from August to September 1924 as part of the Destacamento de Aviacao (Air Detachment). The Breguet 14s were withdrawn in 1927.
China and Manchuria
The Chinese Nationalist Party (KMT) lead by Chiang Kai-shek had its own air force that included approximately 50 Breguet 14/400s. These were used operationally in 1926 when the KMT launched a major offensive to bring local warlords under its control. The Manchurian warlord Chang Hsuch-liang had 16 Breguet 14s as part of his private air force. It is likely that most of these aircraft were destroyed when the Japanese army overpowered the Manchurian forces in 1932.
Czechoslovakia
The Czechoslovakian air corps obtained ten Breguet 14 A2s. They served with the 4. Letecka Setnina at Praha-Kbely and Latecke Dilny at Olomouc in 1919. In 1923 they were assigned to 3. Prozorovaci Rota at Olomouc. The next year they were assigned to 3. Prozorovaci Rota at Olomouc and the Hlavni Letecke Dilny, 81 Bombardovaci Letka at Praha-Kbely.
Denmark
Denmark obtained several Breguet 14 A2s in 1921. They were used by the army flying school from 1920 to 1927.
El Salvador
A single Breguet 14 B2 was obtained from the French in the mid-1920s. After being utilized for good will flights to Honduras and Nicaragua in 1926, it crashed in March 1927 while delivering smallpox vaccine to Nicaragua.
Finland
Finland acquired 22 Breguet 14 A2s between 1919 to 1921. These aircraft were assigned serial numbers 2C 460-471, IC 476-477, IC 481-485, and IA 491-493. These codes were later changed to 3A 1-9 and 3C 11-30. The aircraft were assigned to Flying Division Number 1 at Utti (reconnaissance) and Flying Division Number 2 at Viipuri (bomber). They served until 1927.
Greece
The Breguet 14 B2 entered Greek service in November 1917. These aircraft were used to equip the 532 Mira Vomvarthismou ke Anagnorisseos (532 Bombing and Reconnaissance Squadron). 532 Mira used its aircraft to attack the fortifications of Shra-di-Legen and enemy positions along the Axios River.
A second unit, the 533 Mira Dioxes (533 Fighter Squadron) was formed in June 1918 with a mixture of A.R.1s and Breguet 14 A2s. By the end of 1918 there were 12 Breguet 14s (both A2s and B2s) on strength with the 532 and 533 Mira; these units were designated as the A and C Mira in April 1919. A detachment of four Breguet 14s drawn from these units was sent to Turkey during the Greco-Turkish War. They arrived in June 1919 and joined the D.H.9s of the Greek naval air service.
A Mira remained in Orestias, Greece and C Mira was later sent to Turkey. The Breguet 14s were used over Ankara and flew army cooperation and tactical bombing missions. Fears of Turkish reprisal raids led to limits being placed on Greek bombing missions. By the end of August, both Breguet 14 units had returned to Greece after providing air cover for the Greek withdrawal. Both A and C Miras were used to combat the Revolution of Chilos, which began in September 1922.
In 1923 E Mira Dioxes was formed and had a single Breguet 14. It was intended to use this unit in the Greco-Turkish War but the resolution of this conflict in July 1924 resulted in E Mira being disbanded. After this, all the units of the Greek army air force (Stratiotiki Aeroporia) were consolidated into a single unit designated A Mira Aeroplanon and equipped with both Nieuport Nighthawks and Breguet 14s. In 1925 Breguet 19s replaced the Breguet 14s.
Guatemala
A French air mission took three Breguet 14s in shipping crates to Guatemala in 1918. However, when the instructor with the mission died the aircraft were sent back, unassembled, to France.
Japan
At least one Breguet 14 B2 was purchased from the French military mission that visited Japan in 1919, it was used by the Army's Mikatagahara Bombing Team to research bombing techniques. It later became the first aircraft to fly over Mt. Fuji. Nakajima built a Breguet 14 B2 under license as the Nakajima Type B-6. It was powered by a 360-hp Rolls-Royce Eagle VIII. The Nakajima aircraft, however, was never delivered to the army, but was utilized in several long distance flights.
At least one Breguet 14T transport was also acquired by the Japanese.
Lithuania
At least two Breguet 14 A2s were obtained by Lithuania (via Poland) in 1920. They were assigned to the Squadron of the Army of Middle Lithuania.
Persia
The air force of the Shah of Persia obtained two Breguet 14s in 1924.
Poland
The Polish government acquired Breguet 14 A2s and 132s when the French force of occupation redesignated three of its escadrilles as Polish units. BR 39 (with 15 Breguet 14 A2s) was initially based at Lublin on the Ukrainian front. In September 1919 the French gave this escadrille's aircraft to the Poles, who applied the designation 16th Eskadra (Reconnaissance). By June 1920, however, the unit no longer had any serviceable aircraft and was disbanded. BR 59 (with 15 Breguet 14 A2s) was also based Lublin and was turned over to the Poles in September 1920. It was redesignated the 17th Polish Eskadra (Reconnaissance). By mid-July the unit was disbanded.
BR 66 was based at Wilno in January 1919. The unit was designated the 4th Eskadra (Reconnaissance). It was disbanded in July 1920 because there were no serviceable aircraft.
The Polish government ordered 70 more Breguet 14s from France and, in November 1919, a new Breguet 14 A2 unit was formed with some of these aircraft; this was the 10th Eskadra (Reconnaissance). The 10th Eskadra was initially based at Lwow, but was sent to Brzesc in August 1919 and then Pozan-Lawica in October 1919. The next year, the unit re-equipped with Bristol Fighters.
More of the Breguet 14s ordered in 1920 arrived in 1921 and these were assigned to the 1st Air Regiment, based in Warsaw. The component units were the 1st Reconnaissance Dyon with numbers 12 and 16 Eskadras and the 4th Reconnaissance Dyon with numbers 3 and 8 Eskadras. By 1924, the Breguet 14s had been replaced by Potez 15s.
Portugal
In 1919 16 Breguet 14 A2s were obtained by the Portuguese Arma de Aeronautics (Air Arm). They were initially sent to the Esquadriha Miste de Deposito (E.M.A.) al Tancos and subsequently assigned to the Gruppo de Esquadrilhas de Aviaco Republica (G.E.A.R. = Republican Group of Aviation Squadrons) based al Amadora. The G.E.A.R was despatched to Angola in 1921 and was redesignated Gruppo de Esquadrihas de Aviaco de Angola (G.E.A.A. = Group of Air Squadrons of Angola). The unit was disbanded in 1923.
Twelve additional Breguet 14 A2s were purchased from France in 1921. These, plus the Breguet 14s from the G.E.A.A., were assigned to the Gruppo Independente de Aviacao de Bombardeamento (Independent Bomber Aviation Group), which was formed at Alverca in 1923.
By 1925 there were still 11 Breguet 14s in service - one with the Escola Militar de Aviacao (Military Aviation School), nine with the G.E.A.R., and one with the Esquadrilha de Treino e Deposito.
Those Breguet 14s still operational were assigned to the Grupo Independente de Aviacoa de Bombardeamento (G.I.A.B. = Independent Bomb Group), which was formed in 1928. The Breguet 14s were at last replaced in 1931 when license-built Potez 15s became available.
A single Breguet 14 T was also purchased by Portugal. Named Portugal, it was assigned to the G.E.A.R.
Romania
Romania obtained 20 Breguet 14 B2s after the First World War. They equipped the two bomber squadrons of Grupul 3 based at Bucharest. In the mid-1920s the Breguet 14s were replaced by newer aircraft, including Breguet 19s.
Serbia
Serbia received three French escadrilles equipped with Breguet 14s: BR 522, BR 524, and BR 525. The French used these units to attack enemy camps near Lake Preipa. Mira 532, which was a Greek unit equipped with Breguet 14s, also bombed enemy positions in the Vardar Valley and the railway station at Miletkovo. The French and Greek Breguet 14 units were both active in March and April 1918 attacking railroad stations and enemy position. Enemy airfields at Drama and Hudobva were bombed in May and June, and the Breguet 14s were also used to strafe enemy troops. In July and August there were major raids on the airfields at Hudova and Canatlarsi. September began with heavy attacks on enemy positions. On the 14th there was an Allied breakthrough as the Serbian and French troops penetrated the enemy lines supported by the Breguet 14s. By the end of the month, the Bulgarians surrendered.
The French disbanded BR 522 and BR 524 in 1919. BR 525 became the 1st Squadron of the Serbian air service. In 1920 the surviving Breguet 14s were formed into the 2nd Air Regiment, and in 1923 they were replaced by Breguet 19s.
Soviet Union
Approximately six Breguet 14s were captured by the Soviets in 1919. Almost all of these were damaged, but at least three were used operationally. Breguet 14s were assigned to the Razvedivatel'naya aviacskadril'ya in Moscow and subsequently with the 14th Otdel'nyi Razvedivatel'nyi Aviaotryad.
Spain
The first Breguet 14 A2s arrived in Spain in July of 1919 as part of a French air mission. Eight more were purchased by Spain before the end of that year. All were powered by Renault 12F engines.
The first two Breguet 14 A2s were assigned to the Tetuan Escuadrilla and both flew combat missions from Tetuan.
In 1921, the first Breguet 14 A2 with a 300-hp Fiat A-12 bis engine was acquired. It appears that the new engine was preferred because it was less expensive than the Renault 14Fs. These new aircraft arrived just in time to take part in the initial stages of the Moroccan campaign, where they were based at Seville. By 1921 there were two grupos using Breguet 14s based in Africa: the 1st Grupo, at Tetuan, and the 2nd Grupo, at LaRache. Each included either one of two escuadrillas equipped with the Fiat-engined Breguet 14s. In 1923 a third escuadrilla of Breguet 14s was assigned to Grupo 1 and based at Earache.
In 1923 the Grupo de Seville was formed with Fiat-engined Breguet 14s; it was redesignated the 22nd Grupo in February 1917. This unit used Breguet 14s until 1931, when they were replaced by Loring R.IIIs. A Grupo Expedicionario composed entirely ol Breguet 14s operated in the Melilla and Tetuan area. It was assigned to Grupo 1. By 1926 Grupo 2 had returned to Larach. Later that year a detachment of Breguet 14s was sent from Grupo 2 to southern Morocco. This detachment was then assigned to Grupo 3. A number of Fiat-engined Breguet 14s were sent to the airport at Armilia, in Granada, in October 1926. They were assigned to Grupo 1 in February 1927. These aircraft remained with Grupo 1 until 1930, when they were replaced by Breguet 19s.
Although it may have been cheaper, the Fiat engine proved to be unsatisfactory and plans were made to fit these aircraft with 360-hp Rolls-Royce Eagle VIIIs. These conversions, which required modifications to the airframe, were done at the aircraft park at Sevilla. The two escuadrillas of Grupo 3, based at Earache, were the first to receive the modified aircraft in 1927. These units received their new Breguet 14s in time to utilize them in the last aerial operations of the Moroccan campaign. The Breguet 14s remained in service until finally replaced by Loring R.IIIs in 1931. Some ol the Rolls Royce-equipped Breguet 14s were utilized by the Escuadrilla de Sahara from 1928 to 1931.
The final engine to be fitted to Spanish Breguet 14s was the 300-hp Hispano-Suiza 8F. This modification was performed at the aircraft park at Sevilla. On 17 November 1929 a Breguet 14 with the Hispano engine crashed, killing its crew. It is believed that this was the first aircraft to have the new engine.
A total of 140 Breguet 14s were used by the Spanish. It does not appear that any were built in Spain.
Sweden
The Swedish army aviation service (Flygkompaniet) acquired one Breguet 14 in 1919. The aircraft was given serial 9100. In January 1923 it was given civil registration S-AIAA.
Thailand/Siam
Siam served as part of the Allied Occupation Force of the Rhineland. A number of Siamese pilots flew with French escadrilles equipped with Breguet 14s. These pilots returned to Siam in August 1919, taking a number of Breguet 14 A2s and B2s with them. These aircraft were based at Don Muang and served with the 2nd (General Purpose) Group's 1st and 2nd Wings. The 1st Wing was used to carry out reconnaissance and topographic work, while the 2nd Wing was used to fly mail and passengers over Siam's northeast region. Local production of the Breguet 14 began in 1924 in the air service's workshops. The engines were 300-hp Renaults.
It was the rising price of the Renault engines that forced the Siamese air service to consider an alternative engine for its license-manufactured aircraft. It was also hoped that it might be possible to produce a new plane instead of the Breguet 14. It was termed the Boripatra bomber. Its lineage, albeit indirect, from the Breguet 14 is obvious. Several examples were built.
Production of the Breguet 14s began again when Renault engines became available at reasonable prices. These aircraft remained in service until 1933. when license production of Vought V. 100s began.
The 2nd Wing provided regular air mail service. Its schedule called for a Breguet 14 to leave the city of Ubol every Tuesday and return every Thursday. Passengers were occasionally carried by this service, and the Breguet 14 Ts were used to transport individuals requiring medical care and medical supplies. The Siamese Royal Family was so impressed with this service that it assisted in raising funds to purchase a single Breguet 14 S ambulance aircraft.
Turkey
Turkey acquired 16 Breguet 14 A2s and 16 Breguet 14 B2s in 1923. The bombers equipped the two bomber companies, while the reconnaissance machines equipped both reconnaissance companies. Breguet 19s replaced the bombers in 1933. while the reconnaissance machines were replaced by Potez 25s and Letov S-16 Ts in 1935. Both versions of the Breguet 14 saw limited action during the Greco-Turkish War.
United States
The United States entered World War I in the belief that a powerful bombing force could shorten, if not end, the conflict. The Air Service had tremendous enthusiasm but no indigenous aircraft with which to conduct bombing raids. The decision, pending the availability of the Liberty-engined D.H.4, was for the Americans to obtain Breguet 14 bombers. The French initially promised to deliver 1,500 of these aircraft, although only 290 had been delivered by the Armistice.
The Americans initially ordered 376 of them: 100 Breguet 14 E2 trainers, 229 Breguet 14 A2s, and 47 Breguet 14 B2s. Approximately half of these had Fiat A-12 or A-12bis engines.
The first American unit to fly the aircraft operationally was the 96th Aero Squadron. Training began at the Michelin brothers testing field on 1 December 1917.
The first operational American day bombardment unit, the 96th Aero Squadron, took ten of its Breguet 14s to Amanty airfield on 18 March 1918. It has been reported that the aircraft were in poor repair and, because French supplies were often unavailable, the unit's mechanics had to make use of modified farm machinery parts. The first mission was flown on 12 June 1918. However, the aircraft were in such poor condition that many raids had to be canceled. Because of these equipment difficulties, no American day bomber units were involved in the Chateau-Thierry campaign of July 1918. On 10 July, however, the 96th Aero Squadron had enough serviceable aircraft on strength to attempt a smaller raid. Six Breguet 14s left to bomb the railroad yards at Conflans. Unfortunately, the inexperience of the American pilots resulted in all six aircraft being captured.
Two days before the Saint Mihiel offensive, the 96th Aero Squadron was assigned to the First Day Bombardment Group. During the offensive, the 96th performed ground attack missions and bombed rail centers. Many Breguet 14s were damaged during crash landings on the muddy airfields, the 96th Aero Squadron losing 16 men and 14 planes in only five days. This was the worst loss rate of any AEF unit. The 96th was reconstituted with new crews and aircraft and was back in action in lime for the Meuse-Argonne offensive. Due to bad weather the 96th Aero Squadron was able to fly only two days in November.
The other units of the First Day Bombardment Group used Liberty-engined D.H.4s; however, it was widely believed that the Breguet 14 was the superior bomber. The Gorrel Report notes that the Breguet 14s were faster at altitude, carried a heavier load, had excellent defensive armament, had a protected upper fuel tank and a droppable lower tank, were equipped with the excellent Michelin bomb racks, and that "no stronger ship has probably ever been subjected to hard active service and given such excellent results."
While the 96th Aero Squadron saw the main use of the Breguet 14, the 9th Night Reconnaissance Squadron also used the reconnaissance version. These were employed for day observation as well as night reconnaissance and attack missions, the latter with mixed results. The unit operated over the Toul sector from 30 August to 11 September and took part in the Saint Mihiel and Meuse-Argonne offensives. The 99th Corps Observation Squadron also had Breguet 14s on strength for a brief time.
Uruguay
Uruguay’s Escuela Militar de Aeronautica received six Breguet 14 A2s and two Breguet 14 T ambulance aircraft in 1921. An additional Breguet 14 T bis was obtained in 1928. The ambulance aircraft were assigned to the Aviacon Sanitaria in 1930. The Breguet 14 A2s remained with the Escuela Militar until replaced by Potez 25s and Breguet 19s in 1928.
Breguet AV 1 Two-Seat Reconnaissance Plane with 263-hp Renault
Span 14.36 m; length 8.80 m: wing area 50.0 sq. m
Empty weight 1,015 kg, loaded weight 1,525 kg
Maximum speed: 179 km/h at ground level
Breguet AV 2 Two-Seat Reconnaissance Plane with 272-hp Renault
Span 14.36 m; length 8.90 m: wing area 52.0 sq. m
Empty weight 1,020 kg, loaded weight 1,530 kg.
Maximum speed: 181 km/h at ground level; 172 km/h at 2000; 165 km/h at 5,000 m
Breguet 14 A2 Two-Seat Reconnaissance Plane with 300-hp Renault 12Fcx
Span 14.364 m (without horn balances); 14.860 m (with horn balances), length 8.870 m„ height 3.330 m; wing area 47.5 sq. m (without horn balances); 49.2 sq. m(with horn balances)
Empty weight 1,030 kg; loaded weight 1,565 kg
Maximum speed: 184 km/h at 4,000 m
Climb:
2,000 m 6 minutes 50 seconds
3,000 m 11 minutes 35 seconds
5,000 m 29 minutes 30 seconds
Ceiling 6,100 in, endurance 2.75 hours
Armament: one synchronized 7.7-mm Vickers machine gun, two 7.7-mm Lewis machine guns on a T.O.3 or T.O.4 ring mount, four 120-mm bombs.
Breguet 14 B2 Two-Seat Bomber with 300-hp Renault 12Fcx
Span 14.364 m (without horn balances); 14.860 m (with horn balances); length 8.870 tn; height 3.330 m; wing area 50.2 sq. m (without horn balances); 48.5 sq. m(with horn balances)
Empty weight 1,017 kg. loaded weight 1,769 kg, bomb load 355 kg. Maximum speed: 195 km/h
Climb:
2,000 m 9 minutes 15 seconds
3,000 m 16 minutes 30 seconds
5,000 m 47 minutes
Ceiling 6.200m; endurance 2.75 hours
Armament: one synchronized 7.7-mm Vickers machine gun, two 7.7-mm Lewis machine guns on a T.O.3 or T.O.4 ring mount, one 7.7-mm Lewis machine gun firing through the floor of the aircraft on some B2s, 32 115-mm bombs or equivalent load.
Breguet 14 A2 Two-Seat Reconnaissance Plane with 310-hp Renault 12Fcy
Empty weight 1,040 kg: loaded weight 1,915 kg; bomb load 300 kg
Maximum speed: 195 km/h
Climb:
2,000 m 7 minutes 40 seconds
3,000 m 12 minutes 10 seconds
5,000 m 25 minutes 40 seconds
Ceiling 5,200m; endurance 2.75 hours
Armament: one synchronized 7.7-mm Vickers machine gun, two 7.7-mm Lewis machine guns on a T.O.3 or T.O.4 ring mount, four 120-mm bombs.
Breguet 14 A2 Two-Seat Reconnaissance Plane with Renault 12Fe with Rateau TurboSupercharger
Maximum speed: 184 km/h at 3,000 m
Climb:
2,000 m 10 minutes 1 second
3,000 m 14 minutes 57 seconds
5,000 m 28 minutes 16 seconds
Endurance: 3.0 hours
Breguet 14 A2 Two-Seat Reconnaissance Plane with 400-hp Renault 12K
Empty weight 1,202 kg; loaded weight 1,859 kg; bomb load 185 kg
Maximum speed: 203 km/h at 2,000 m
Climb:
2,000 m 6 minutes 9 seconds
3,000 m 10 minutes 19 seconds
5,000 m 22 minutes 28 seconds
Ceiling: 7,600 m; endurance 3 hours 4 minutes
Breguet 14 A2 Two-Seat Reconnaissance Plane with 300-hp Fiat A-12 bis
Empty weight 1.160 kg; loaded weight 1,698 kg
Maximum speed: 167 km/h at 2,000 m; climb to 2,000 m in 11 min. 45 sec.; climb to 3,000 m in 19 min. 28 sec.
Ceiling 5,000; endurance: 3.0 hours
Breguet 14 A2 Two-Seat Reconnaissance Plane with 285-hp Lorraine-Dietrich 8Bd
Empty weight 1,160 kg; loaded weight 1.476 kg
Maximum speed 104 mph at 2.000 m
Climb:
2,000 m 9 minutes 26 seconds
3,000 m 15 minutes 11 seconds
5,000 m 43 minutes 6 seconds
Ceiling 5,600 m: endurance 3.0 hours
Breguet 14 A2 Two-Seat Reconnaissance Plane with 370-hp Lorraine-Dietrich 12Da
Maximum speed: 195 km/h at 2.000 m
Climb:
2,000 m 5 minutes 20 seconds
3,000 m 8 minutes 50 seconds
5,000 m 19 minutes 20 seconds
Ceiling: 7,600 m
Breguet 14 A2 Two-Seat Reconnaissance Plane with 400-hp Liberty 12
Empty weight 1,124 kg; loaded weight 1,713 kg
Maximum speed 126 mph at 2,000 m
Climb:
2,000 m 5 minutes 49 seconds
3,000 m 9 minutes 45 seconds
5,000 m 23 minutes 18 seconds
Ceiling 7,300m; endurance 3 hours
Breguet 14 B2 Two-Seat Bomber with 400-hp Liberty 12
Empty weight 1,124 kg; loaded weight 1,713 kg
Maximum speed: 203 km/h at 2,000 m
Climb:
2,000 m 8 minutes 57 seconds
3,000 m 16 minutes 30 seconds
5,000 m 41 minutes 2 seconds
Endurance: 4.5 hours
Breguet 14 B1 Single-Seat Bomber with 300-hp Renault 12Fcx
Climb to 2,000 m in 14 min. 19 sec.; climb to 3,000 m in 24 min. 44 sec.; endurance 6.0 hours
Nakajima B-6 (Breguet 14 B2) Two-Seat Bomber with 360-hp Rolls-Royce Eagle VIII
Span 14.76 m; length 8.985m; height 3.00 m; wing area 51 sq. m
Empty weight 1,171 kg; loaded weight 1,950 kg
Maximum speed: 191 km/h; climb to 5,000 m in 46 min.; endurance 4 hours
One built
Approximately 8.000 Breguet 14s of all types were produced.
Breguet 15
In the event of the war lasting into 1919, the Aviation Militaire wanted to ensure its technological superiority over the Germans. Toward this end, Breguet redesigned his Breguet 14 to accept a 400-hp Lorraine 12Dd. This new type was designated the Breguet 15 and was intended lor both the reconnaissance and bomber role. The aircraft was tested during 1918. However, with the war's end there was no need for the type and further development was abandoned.
The Breguet 14 became, after the Nieuport and SPAD series of lighters, one of the best known French aircraft of the First World War. It was the most successful bomber developed in France during the war, and when the Breguet 14 entered service it rejuvenated the previously moribund French day bomber force.
After building a small number of BM 4 and Breguet 5 bombers, the Breguet firm had no further orders for aircraft and therefore turned to producing 100 A.R.1s under license. Further development of the Breguet-Michelin bombers was out of the question as this series had proved to be ineffective in their intended roles as day bombers and long-range fighters. Breguet realized that his next design would have to be capable of
surviving the hostile environment of the Western Front.
His new design was designated the AV (which may have stood for Avant, or tractor layout). It was equipped with a Renault engine and featured a wing with low wing loading. Breguet returned to the tractor layout he had always preferred (the Breguet-Michelin bombers having been designed as pushers at the request of the Aviation Militaire). Another major innovation was the widespread use of duralumin, which had been employed in the construction of German airships. While this metal was valued for its strength and light weight, it was difficult to work with. Breguet's breakthrough was the discovery of a way to use the alloy in an aircraft intended for mass production. Duralumin was employed in the longerons and spacers inside the fuselage. The longerons and spacers were bolted into welded steel end fittings and braced with piano wire. The engine bearers were made of steel and duralumin tubing. Duralumin tubes also formed the main spars of the wings. The outer struts were reinforced with steel sheaths around the spars. The wing ribs were made of wood and the root ribs were made of poplar. The tail surfaces were of welded steel tubing.
The first prototype was the AV 1, equipped with a 263-hp Renault engine. A second prototype, the AV 2, had a 272-hp Renault, a slightly longer fuselage, and a slightly higher empty weight. Flight tests revealed that the aircraft pulled to the left and this required offsetting the vertical fin to the left. The upper wing was given a slight sweepback; improving stability and giving the rear gunner a better field of fire. After six months of design work and testing, the prototype flew on 21 November 1916. Tests were conducted initially at Villacoublay with Breguet himself at the controls. By January 1917 the initial flight trials had been completed. The tests confirmed that Breguet had produced a bomber that was, for once, more advanced than comparable machines used by the British and Germans. In November 1916 Breguet notified the STAe that the AV prototypes were ready for testing. Static tests were conducted by the STAe on 26 January 1917 and confirmed the sturdiness of Breguet's design; the wings were found to have a coefficient 5.5 times the total weight of the aircraft. The AV 2 was test-flown by Adjudant Piquet (an STAe pilot) and Lieutenant Lemaitre (a pilot from BM 120). The AV 2 was highly praised, and its usefulness in the day bomber role was readily apparent to the STAe. In November 1916 the STAe had formulated a requirement for four types of aircraft: a two-seat army cooperation plane (A), a three-seat, long-range reconnaissance plane (A1), a two-seat fighter (C), and a three-seat bomber (D). Breguet submitted variants of the AV intended to meet all four categories. The Type A requirement would be met by the Breguet 14 A2 while the two-seat fighter would eventually be developed into the Breguet 17. The three-seat reconnaissance plane (Class A1) and bomber (Class D) version ol the AV design were built and tested, but the STAe decided that aircraft in these categories should have two engines and Breguet's design was not developed further. The two-seat fighter variant with a 300-hp Renault engine was tested, but it could not meet the required speed at 3,000 m (180 km/h). Like its competitor, the SPAD 11, Breguet's design was not selected for production (although the SPAD 11 did enter service in the two-seat reconnaissance role).
The STAe had requested that the new bomber be powered by a 200-hp Hispano-Suiza engine. Breguet, instead, decided to use the 220-hp Renault 12Fb that had been the powerplant for the Breguet-Michelin 5. The engine cowling had a plethora of cooling louvers, one of the distinguishing features of the Breguet 14 bombers. The Breguet 14 was an angular biplane. The wings had negative stagger and both were slightly swept back. The upper wing had a greater span than the lower, and ailerons were fitted to the upper wing only. Later machines had horn-balanced ailerons to improve lateral control. The two crew members were seated in tandem. The pilot sat below a cutout in the upper wing and an observer had a separate cockpit just behind him. The observer had a T.O.3 or T.O.4 gun mount with two 0.303 Lewis guns. The pilot had a single, fixed Vickers 0.303 gun mounted on the left side of the fuselage and synchronized to fire through the propeller disc. The undercarriage was strongly braced with the two wheels being separated by a strut with an airfoil cross-section. The early versions of the Breguet 14 B2 had Michelin bomb racks under the lower wings adjacent to the bracing struts of the undercarriage. Thirty-two 11.5 kg bombs could be carried. The A2 reconnaissance versions could carry four bombs, a camera, and a wireless set. There were minor differences between the bomber (designated B2) and reconnaissance (designated A2) versions. The lower wings of the bomber version had a longer span and bungee-sprung flaps were added. These flaps enabled the B2 variants to carry heavier bomb loads; test flights revealed that the aircraft could carry 730 kg of bombs and fuel. Fully loaded, the Breguet 14 B2 could climb to 4,000 m in 26 min and could attain a speed of 165 km/h at that altitude. The observer had an extra set of windows in the fuselage sides; it has been speculated that these were intended to provide enough light to enable him to use the bombsight. There were transparent panels in the underside of the aircraft, which enabled both the pilot and observer to view the ground.
Breguet received an order for 150 Breguet AV 1s (reconnaissance) on 6 March 1917 and on the same date Michelin received an order for 150 AV 2s (bomber version). In fact, initially the STAe designated the AV 1 the Breguet 13 and the AV 2 the Breguet 14. Of course, the Breguet 13 designation was soon dropped and both variants received the Breguet 14 designation. An additional order for 100 aircraft was placed on 4 April, followed by 250 in July and 125 in September. The engine used was primarily the 300-hp Renault 12Fcx. Additional aircraft were built under license. These orders were placed with Darracq (330 aircraft), Farman (220), Paul Schmitt (275), Ballanger (300), and Sidam (300). It is believed that production was evenly divided between the bomber and reconnaissance versions. Serial numbers for the production Breguet 14s began at 1101 (1106 was the first aircraft delivered).
In operational service, the Breguet 14s underwent numerous modifications, including addition of a Lewis gun on the top wing, armored seats, and a gun rigged to fire underneath the fuselage. As mentioned earlier, some Breguet 14s were equipped with horn-balanced ailerons, and on the B2s this change was accompanied by deletion of the lower wing flaps and reduction in the lower wing span and wing tip size.
Variants
Breguet 14 with Fiat Engine - due to a shortage of Renault engines, some versions of the Breguet 14 were lined with 300-hp Fiat A-12 bis engines. The first example flew in 1917 with a Fiat A-12 engine, and this Breguet 14 could be distinguished by its tapered cowling and underslung radiator. However, these changes reduced the aircraft's performance and, as a result, a modified engine, the Fiat A-12 bis, was developed. This developed the same horsepower but it could be fitted to the aircraft without requiring alterations to the cowling. The Fiat engines were used in the A2, B2, and E2 (trainer) versions of the Breguet 14. The type equipped 24 Breguet 14 escadrilles, and examples were supplied to Belgium and the United States. Other examples of the Breguet 14 were fitted with the 260-hp Fiat A-12 engine, and at least one with a 600-hp Fiat A-14.
Breguet 14 Ap2 - The Ap 2 specification of 1917 called for a high altitude, long-range reconnaissance aircraft. Breguet 14 B2 (serial number 4360) was modified to accept a 400-hp Liberty 12 engine. The aircraft was tested at Villacoubly. Neither it nor its competitor, the Hanriot Dupont 9, was selected by the Aviation Militaire. A similar installation was performed at McCook Field on Breguet 14 B2 AS 94097. As far as can be determined, the installation of the Liberty on the B2 did not affect performance and, had the war continued, it might have proved a useful alternative to the Renault or Fiat engines. On the Breguet 14 A2 the Liberty provided a significant performance edge over the Renault-equipped machines.
Breguet 14 with Lorraine-Dietrich Engine - A Breguet 14 A2, serial 1021, was fitted with a 285-hp Lorraine-Dietrich 8Bd engine. The installation was successful enough to warrant production; some versions of this aircraft had a blunt cowling and an underslung radiator. These were used by French T.O.E. (colonial) escadrilles and may have been designated Breguet 14TOEs, although this designation has not been confirmed. It has been reported that some were supplied to Spain; however, Spanish sources do not confirm this.
Other examples of the Breguet 14 were fitted with 370-hp Lorraine-Dietrich 12Da or 390-hp Lorraine-Dietrich 1 2E engines. It appears these remained one-off conversions.
Breguet 14 with Panhard Engine - A 340-hp Panhard 12D and a 350-hp Panhard 12C were each fitted experimentally to a Breguet 14 airframe. Series production did not ensue.
Breguet 14 A2 with Renault Engine - A single Breguet 14 A2 was tested with a 400-hp Renault 12k engine in May 1918. This aircraft served as the basis for the Breguet 17 escort fighter.
Other Renault engines fitted to the Breguet 14 included the 310-hp Renault 12Fcy, 320-hp Renault 12Fe, and 350-hp Renault 12FL
Breguet 14 AE - This aircraft was designed for use in the French colonies. It first Hew in 1920 and carried the registration F-AEEZ.
Breguet 14/400 - Version with a 400-hp Lorraine 12Da engine. Seventy were supplied to China and Manchuria during the 1920s.
Breguet 14 C - Version with 450-hp Renault 12Ja engine. It first flew in 1920 and was used as a postal aircraft in the United States.
Breguet 14 H - Floatplane version with 320-hp Renault 12Fe engine. It had a large central float beneath the fuselage and two smaller floats under the wings. At least two were produced and saw service with the Escadrille Indo-Chinoise No.2 based in Bien Hoa in 1925.
Breguet 14 with Supercharger - A number of Breguet 14s were modified to accept Renault 12Fe engines with the Rateau turbo-supercharger. Aircraft with the new engine were found to have a marked improvement in performance. One set a world record in 1923 by climbing to 5,600 m with a payload of 500 kg. Sixteen Breguet 14s with the turbo-supercharged engines were in service with the 34th RAO at Bourget in 1924.
Breguet 14 A2 with 49 sq. m Wing - This aircraft was developed by Breguet in the hope of meeting the STAe's requirement for a maximum speed of 180 km/h at 3,000 m. This version had a reduced wing area of 49 sq. m without the automatic flaps and a more powerful Renault 12Fcx engine. Aircraft 665 was used for official trials. One advantage of the new type was that it could reach an altitude high enough to make it immune to anti-aircraft fire or enemy fighters. In fact, in September 1917 an altitude of 8,000 meters was reached.
Breguet 14 B1 - The B1 designation indicates that this was a single-seat version of the Breguet 14 B2 with a wing area of 52 sq. m and automatic flaps. The front cockpit was fitted with fuel tanks and the pilot was relocated to the observer's position. Test pilot De Bailliencourt later tested the Breguet 14 B1 intended for Jules Vedrine's raid on Berlin. While flying the aircraft he found that the Solex carburetor froze at altitude. He attempted to land in order not to risk damage to this specially modified machine, but as he descended, the engine stalled. However, he was able to bring the plane down safely. Unfortunately, the prototype of the Bleriot 71 apparently crash-landed while attempting to avoid the incoming Breguet 14 B1.
The Breguet 14 B1 could carry a 180-kg bomb load and had a duration of up to seven hours. Two were ordered and were intended to be used on a raid on Berlin. Jules Vedrines performed a test flight of 400 km (flying from Paris to Cancale ) in July 1917 in preparation for this mission. However, the overall reluctance of the French government to bomb German cities (because of the high risk of German retaliation) combined with the Breguet 14 B1's marginal range and vulnerability to enemy fighters, resulted in cancellation of the plan.
Breguet 14 Floatplane - Another floatplane version of the Breguet 14 was tested in 1924 at the Saint Raphael Center for naval aviation. This version had twin floats as opposed to the large central float used on the Breguet 14H. The floats used on it were manufactured by Blanchard and could be used interchangeably with the regular undercarriage. At least one Breguet 14 B2 landplane was tested with floatation gear.
Breguet 14 S - The French led the world in the development of ambulance aircraft. An ambulance version of the Breguet 14 was developed to supplement, and later replace. Voisin 10 ambulance planes. These aircraft were designated Breguet 14 S (S = Sanitaire). Initially they were simply modified to carry two stretcher cases in the rear fuselage. Subsequently, a dedicated ambulance version was produced that was a modified version of the Breguet T. In 1918. four Breguet 14 S machines were used over the Aisne front. For postwar use see the section on colonial campaigns.
Foreign variants of the Breguet 14 - see the section on foreign service for further details.
Civil Versions of the Breguet 14:
Breguet 14 T - This was a conversion of the basic Breguet 14, capable of carrying two passengers in a cabin in from of the pilot's cockpit. The entrance door was on the starboard side of the fuselage. An ambulance version that had the stretchers located in a cabin ahead of the pilot was also produced.
Breguet 18 T - This was an enlarged 14 T with a 450-hp Renault 11Ja engine. It had an enlarged cabin that could carry four passengers.
Breguet 14 T bis - This version was a hybrid of the previously mentioned 14T and 18T. It had a cabin that carried three passengers.
Civil operators of the Breguet 14s included Cie des Transports Aeriens Guyanais - five T bis; Swedish Red Cross - two T bis; Lignes Aeriennes Latecoere - 106 T and T bis (some of these were converted to carrying mail and were known as the Torpedo or Breguet Latecoere); SNETA - this Belgian airline operated three Breguet 14 A2s with 180-hp engines; Compania Rioplatense de Aviation - used Breguet 14s on the Buenos Aires-to-Montevideo service in 1921.
Operational Service
Reconnaissance
The equipment of the reconnaissance escadrilles was clearly outdated by late 1917. The aircraft used by these units included Sopwith 1 1/2 Strutters and A.R.1 and 2s. The introduction of the modern Breguet 14 A2s greatly enhanced the effectiveness of these escadrilles. The first unit to receive Breguet 14 A2s was BR 7, which re-equipped with the new aircraft in August 1917.
BR 11 provides an example of the range of missions that Breguet 14 A2 units routinely performed. BR 11 had been formed from C 11 in November 1917; it was among the first escadrilles to receive the new aircraft. It was found that the Breguets were effective in the high-altitude (6,000 m) reconnaissance role. The aircraft also flew liaison and artillery regulation missions. During the Battle of Picardie BR 11 flew photographic missions to aid the planned French counteroffensive in the Ourcq sector. During this offensive BR 11 moved to four different airfields in support of the 2nd Armee. The escadrille was active during the battles near Champagne and photographed the German lines before the Lorraine offensive. Postwar, BR 1 served as part of the Rhine occupation force, assigned to the 33rd Regiment d'Aviation.
Other escadrilles which used the Breguet 14 A2 were:
BR 7, formed from SOP 7 in mid-1917. The Breguet 14 A2s were received at Plessis-Belleville. In June BR 7 was sent to the Vosges front and was assigned to the 6th C.A. Later in 1918, the escadrille was sent to Oise during the Battle of Picardie. The unit next was sent to Bruthecotin and finally to Lorraine. Postwar, BR 7 was based at Dijon; it was redesignated the 7th Escadrille of the 2nd RAO.
BR 9, formed from SOP 9 in May 1918. Initially based at Etampes. the escadrille was assigned to the 19th C.A. and participated in the Battles of Champagne and Second Marne. The unit moved from Noirlieu to Luxeuil in October. BR 9 ended the war attached to the 7th Armee and based at Phaffans. As part of the occupation force, BR 9 was based at Neuf-Brisach. It was disbanded in December 1918.
BR 35, created from AR 35 in November 1917 when it received Breguet 14 A2s. Assigned to the 35th C.A., BR 35 was active in the 1st Armee sector. BR 35's bases included Ferte-sous-Jouarre, Andelys, and Fienvillers during the Battle of Picardie. In May, BR 35 was active in the Battle of Chemin des Dames and moved to Le Tergnier after the battle. It became the 5th Escadrille of the 2nd RAO in January 1920.
BR 43, created from SOP 43 in June 1918. It was assigned to the 68th D.I. in rhe 7th Armee sector. At the time of its transition to Breguet 14 A2s, the unit was based at Moissy-Cramayel; it ended the war based at Luneville. Postwar, BR 43 was based al Belfort, Honburg, and Courban. It was disbanded in February 1919.
BR 44, formed from AR 44 in January 1918. Assigned to the 31st C.A. the escadrille participated in the Battle of Picardie and in May the French attacks on the Hindenburg Line. BR 44 was also active in the Battles of Saint-Quentin (September) and Guise (November). Postwar, the escadrille was based at Brassure and Habsheim. It was disbanded in May 1919.
BR 45, formed from AR 45 in March 1918. It was assigned to the 1st Armee and was based at Esquennoy. It was disbanded in March 1919.
BR 104, formed from SOP 104 in May 1918. It was initially assigned to the 31st C.A. and subsequently to the Moroccan division. It became the 1st Escadrille of the 3rd RAO in January 1920.
BR 141, created from SOP 141 in August 1918. The unit was assigned to the 6th C.A. and was based at Luneville. BR 141 ended the war in the 8th Armee sector based at La Neuville-Dev-Bayon. It was disbanded in April 1919.
Artillery Cooperation
The French also assigned Breguet units to serve exclusively in the artillery cooperation role. These escadrilles were assigned to the heavy artillery (A.L.) units of each Groupe d'Armee (Army Group). The Breguet 14 A2 units routinely performed liaison and artillery regulation.
Bombardment
The French day-bomber escadrilles were equipped with Sopwith 1 1/2 Strutters and Paul Schmitt 7s in late 1917. These aircraft were obsolete, and the units using them suffered heavy losses. The Breguet 14 proved to be an excellent basis for a light bomber, the enlarged lower wing span and bungee-sprung flaps enabling the Breguet 14 B2 to carry heavier bomb loads.
The first escadrilles to receive the new bomber were two units still listed as using Breguet-Michelin 4 and Breguet 5s. BM 117 (assigned to GB 5) re-equipped in August 1917, followed by BM 120 (GB 5) in September 1917; they became BR 117 and BR 120.
Two units using Paul Schmitt 6s and 7s received Breguet 14 B2s in November 1917. PS 126 (GB 3) and PS 127 (GB 5) were redesignated BR 126 and BR 127.
Ten of the day bombardment escadrilles were equipped with Sopwith 1 1/2 Strutters. SOP 111 (GB 6) was the first Sopwith-equipped unit to receive Breguet 14 B2s; it became BR 111 in October 1917 followed by BR 66 (GB 6), BR 108 (GB 6), BR 128 (GB 3), BR 107 (GB 3), BR 123 (GB 9), BR 129 (GB 9), BR 131 (GB 4), BR 132 (GB 4), and BR 134 (GB 4).
VB 113 replaced its Voisin 10s with Breguet 14 B2s in March 1918 and was assigned to GB 8 as BR 113.
The Breguet bomber units were organized as follows:
Escadre 12 (day bomber):
GB 5: BR 117. 120, 127
GB 6: BR 66, 108, 111
GB 9: BR 29, 123, 129
Escadre 13 (day bomber):
GB 3: BR 108, 126, 128
GB 4: BR 131, 132, 134
The introduction of the Breguet 14 B2s greatly enhanced the capabilities of the French day bomber escadrilles. The availability of a modern bomber in large numbers permitted the French to use massed formations against targets in the vicinity of the front. Initially, attacks were concentrated on railway stations and lines of communication. As the war progressed, the Breguet 14s were used to strafe and bomb enemy troops along the front lines. The first attacks began in mid-November 1917 when the railway stations at Juniville and Attigny as well as the iron works at Neufchatei-sur-Aisne were bombed.
There were only limited numbers of Breguet 14s available in December and this meant that, usually, only a dozen aircraft could be sent to attack. However, it was possible to assemble larger formations of bombers as 1917 came to an end. On 22 December 25 Breguet 14 B2s attacked Montcornet, Asfield, and Bussr-les-Pierpont. The Breguet 14s were also used for night missions; for example, 13 aircraft bombed the railway station at Lumes and the airfield at Maimoisors on the night of 26/27 December.
During 1918 the Breguet 14 B2 equipped all the day bomber groups ol the Aviation Militaire. These were Groupes de Bombardement GB 3, 4, 5, 6, and 9. From January 1918 through March 1918 these units were active all along the front. GB 3 was assigned to the 3rd Armee and concentrated on high-altitude (above 5.000 m) bombing attacks, while GB 4 bombed targets in Pechlebon, Rothwreil, Karlsruhe, and Stuttgart. GB 5 flew photographic and bombing missions over Chalons. GB 6 concentrated on railway stations along the front. GB 9 was formed on 11 March, 1918 just before the Battle of Picardie; it was assigned to Escadre 12.
The Battle of Picardie and Flanders began on 21 March and lasted until 19 April 1918. All live of the Breguet-equipped Groupes d'Bombardement were utilized in this battle. GB 3 was based at Maisonneuve. GB 4, as well as all three of Escadre 13s day bomber units (GB 5, 6, and 9), was based at La Villeneuve Le Roi.
The Breguet units began their attacks 23 March, 1918. Special attention was given to attacking troop convoys, train stations, and German troops on the front line. Usually these targets were attacked with bombs, but the Battle of Picardie also saw the first widespread strafing of front-line troops. In addition, the Breguet 14s dropped 75-mm shells modified as anti-personnel weapons. The efforts of all the bomb groups were required in order to sustain the air offensive on this front. The Breguet 14 B2 units attacked troops, bridges, and supply lines in an attempt to slow the German advance. By late March GB 5, 6, and 9 had moved to airfields near Plessis-Belleville, while GB 3 and 4 were at Cramaille. During the first week in April the battle had stabilized enough that the bomb groups were able to resume attacks on railroad and airfield targets.
The raids on German airfields had destroyed significant numbers of enemy aircraft; as a result, the French bombers encountered significantly less aerial opposition. The disruption of the Luftstreitskrafte permitted the bombers to attack command centers and supply dumps far behind the enemy lines. As the Battle of Picardie continued an innovation appeared. Large numbers of SPAD fighters drawn from the Groupes d'Chasse were assigned to escort the bombers. However, the planned rendezvous between fighters and bombers often didn’t take place; this resulted in the Breguet 14s proceeding to their targets without lighter coverage. On 3 April GB 3 and 4 moved to Beauvaise, while GB 5. 6, and 9 moved to Montagne. The Breguet escadrilles helped slow the German onslaught on Picardie and Flanders, giving the Allied forces a chance to recover.
The bomb groups were less active during the month prior to the Battle ol the Aisne. Two innovations were introduced during this period: fighter groups began to develop effective tactics for escorting bombers to their targets, and diversionary raids were introduced to help draw German fighters away from the major targets. GB 5, 6, and 9 moved to Fouilloy and were assigned to support the 1st and 3rd Armees. GB 3 was based at Fourneuil. GB 4 was at La Villeneuve Le Roi. Between 16 and 27 May large numbers of fighters were assigned to escort the bombers. While these raids were successful, the Commandement de I'Aeronautique complained that the size of these aerial armadas made them unwieldy. Diversionary raids were also introduced during this period. Attacks would be made using a small number of bombers against areas well away from the prime target. This helped to draw German lighters away horn the main bombing force. These diversionary raids proved successful and were frequently repeated during the remainder of the war.
Just before the Battle ol the Aisne began on 17 May, GB 3 moved to Champaubert, then Blequecourt. GB 4 was at Le Roi. GB 5 was initially based at May-en-Multien and later moved to St. Dizier. GB 6 was at Villers-en-Lieu. GB 9 was at Founneuil at the start of the battle, later moving to Behoune.
The Battle of the Aisne lasted from 27 May to 4 June. During it, the bomb groups concentrated their attacks on the enemy lines of supply and communication in an attempt to slow the German advance. However, the units had to move (as shown above) because the deteriorating situation at the front endangered their bases. The activity on the eastern portion of the front increased in early June, which necessitated a move of the bomb groups to that area. GB 3 and 4 moved to Fere-en-Tardenois. and GB 5, 6, and 9 concentrated their attacks on troops in the Ourcq Valley.
The Battles of Metz and Soissonnais lasted from 5 June to approximately 15 July. GB 5, 6, and 9 attacked German troops heading lor these villages, and, along with the RAF's 9th Brigade, helped to halt the enemy advance by 11 June. GB 3 moved to Blequencourt, while GB 4 was based at Villenetive-le-Roi. GB 3 and 4 bombed railway stations and German aerodromes. During the latter part ol June GB 5, 6, and 9 attacked the frontlines at Ourcy and the Marne. All five bomb groups were allowed periods of rest before the start of the Battle of Champagne.
The first part of July saw a continuation of direct air support for the front-line troops, as well as interdiction of enemy supply lines and troop transport. Just before the beginning of the Battle ol Champagne on 25 July, the 2nd Brigade, with GB 3 and 4, was based at Linthelles. The 1st Brigade, with GB 5, 6, and 9, was disposed as follows: GB 5 at Saint-Dizier, GB 6 at Plessis-Belleville, and GB 9 at Behoune.
By the time the Battle of Champagne began on 25 July, yet another innovation had been introduced to the day-bombing campaign. The Breguet 14 B2s were now escorted both to and from the target by Caudron R.11s. These large, twin-engined aircraft had the range to accompany the bombers the full distance and the firepower to defend them. The bomb groups were now fighting on the offensive, concentrating their attacks on escaping troops.
The Battle of the Ile de France took place from 18 July to 4 August. The disposition of the bomber units was:
1st Brigade
GB 5 - Linthelles (to Paris les Romilly 24 July)
GB 6 - Linthelles (to Paris les Romilly 24 July)
GB 9 - Linthelles (to Gourgancon 24 July)
2nd Brigade
GB 3 - Linthelles (to Roissy on 24 July)
GB 4 - Linthelles (to Mauregard on 24 July)
From 18 to 22 July these units attacked retreating German troops, especially along the banks ol the Marne. At this time the Breguet 14s suffered few losses to enemy aircraft, the Allies having firmly established air superiority. Caudron R.11s and SPAD 13s escorted the bombers. From 22 July to 6 August, the GB units concentrated their attacks on the Vesle and Ardre valleys in support of the 5th Armee.
The next major action was the Battle of Santerre from 8 to 30 August 1918. The bomber escadrilles were to provide support lor the 2nd and 3rd Armees. GB 3 was based at Roissy and GB 4 at Mauregard. GB 5 was at the airfield at Hallancourt; GB 6 was at Le Rois; and GB 9 was at Lormaison.
The Battle of Saint Mihiel lasted from 12 to 30 September. The bomb groups were at the following bases:
1st Brigade 2nd Brigade
GB 5 at Martigny GB 3 at Vombles
GB 6 al Tantonville GB 4 al St. Dizier
GB 9 at Neufchateau
All these units actively supported the 4th French Armee and the American 1st Army. With the Luftstreitkrafte all but defeated, the French formations were able to attack any target with relative impunity. During the war's final weeks the bomber units were situated at the following bases:
1st Brigade 2nd Brigade
GB 5 at Matougues GB 3 at Coupeville
GB 6 at Bussy-Lettree GB 4 at Somme-Vesle
GB 9 at Bury
These units supported the French 5th Armee in October 1918.
During the final year of the war the Breguet 14 B2s helped the French and American armies withstand the initial German attacks and then, when the Allied counter-offensives began, the bombers had disrupted the German retreat. The Breguet 14 B2s had made an important contribution to the final Allied victory.
Overseas Units
Serbia
Three Breguet 14 escadrilles were based in Serbia:
BR 522, formed from MF 384 in May 1917. It was disbanded in 1919.
BR 524, formed from MF 398 in December 1917. It was disbanded in 1919.
BR 525, formed from MF 399 in June 1917.
Greece
Three Breguet units served in Greece:
BR 533, created from AR 533 with AR.1s; at the war’s end it became the 3rd Squadron of the Royal Hellenic Air Service.
BR 532, created in Greece in November 1917; in 1919 it became the 1st Squadron of the Royal Hellenic Air Service.
BR 534, formed in September 1918. In 1919 it became the 2nd Squadron of the Royal Hellenic Air Service.
Armee d'Orient
Eight Breguet 14 units served with the Armee d'Orient:
BR 501, formed from V 383 with Voisin 8s on 1 July 1917. It was disbanded in 1919.
BR 502, formed from V 385 in July 1917 and was assigned to the 2nd Groupe de Divisions of the A.F.O. It was disbanded in 1919.
BR 503, created from V 386 in June 1917. It was assigned to the 1st Groupe de Divisions Infanterie of the A.F.O. It was disbanded in 1919.
BR 504, formed from V 388 on 14 June, 1917 as a reconnaissance unit lor the A.F.O. It became the 5th Escadrille of the 7th RAO in January 1920.
BR 505, formed from V 389 on 14 June, 1917. Assigned as a reconnaissance unit for the A.F.O, it became the 7th Escadrille of the 6th RAO in January 1920.
BR 508, created from Escadrille 508 in August 1917. It used Breguet 14 A2s to regulate artillery fire lor the A.F.O. It became the 3rd Escadrille ol the 3rd RAO in January 1920.
BR 509, assigned to the S.A.L. of the 2nd Armee d'Orient in August 1917. It became the 1st Escadrille of the 1st RAO in January 1920.
BR 510, formed in September 1917 and used as a bomber unit. Commanded initially by Capitaine de Castex and later by Capitaine Coyne, BR 510 was particularly active during the assault on the German-Bulgarian front on 15 September 1918. It became the 7th Escadrille ol the 7th RAO in January 1920.
Postwar Service
The Breguet 14 A2s and B2s remained in French service until the mid-1920s. The aircraft would form part of the German occupation forces, remain a key element of the tactical bomber force, and would be used extensively in the Rif campaigns.
Forty of the Breguet 14 escadrilles were disbanded by 1919.
By 1922 approximately 100 Breguet 14s were in service with the Aviation Maritime. The reconnaissance units assigned to the Aviation d'escadre used Breguet 14 A2s, while others were assigned to the training sections at Saint-Cyr, Rochefort, Hourtin, and Sidi Ahmed. The Breguet 14s, however, were not assigned to the Bearn.
The Breguet 14 units gradually declined in number after the early 1920s. Some units re-equipped with Potez 15s, but most received Breguet 19s. In 1926 there were 376 Breguet 14 A2s, 340 Breguet 14 B2s, and 95 Breguet 14 T bis (ambulance) still in service. By the late 1920s the Breguet 14s were finally replaced by Breguet 19s, Potez 15s. and Potez 25s.
Colonial Campaigns
The Breguet 14 A2s, B2s, and Ts saw widespread use during the colonial campaigns of the 1920s. After the Armistice, the French forces in Syria were given the new mission of combating rebellious desert tribes. Two escadrilles were available: Escadrille 52 (BR 117) at Rayak and Escadrille 53 (BR 120) with the troops of General Lamothe. During this now-forgotten campaign, the Breguet 14s were used in the reconnaissance, light bombing, and ambulance roles. When used as light bombers they usually carried 12 10-kg bombs.
In 1925 and 1926 all the escadrilles in Syria, including the two Breguet 14-equipped units, were used to attack tribesmen. They flew 6,000 patrols and 4,000 bombing sorties. Aircraft were decisive in the relief of 7,000 encircled French soldiers in the city of Jabal Djebel Druse. From 26 July to 24 September ol 1925 the Aviation Militaire maintained contact with units trapped in the city and, in one of the first airlifts in history, flew 200 sorties and dropped 12 tons of food and 54 sacks of mail.
Breguet 14-equipped escadrilles were also used in Morocco. Apparently, all ten escadrilles of the 37th Regiment used Breguet 14 A2, B2, S, and T bis. Four escadrilles of the 37th Regiment participated in the conquest of Ouezzan. From 1922 through 1923 all units of the 37th Regiment were employed in operations around the Moyen-Atlas border. The two ambulance escadrilles, which used Breguet 14S and T bis aircraft, evacuated 870 stretcher cases.
Escadrilles 7, 8, and 10 were employed in 1924 to help deal with uprisings in Northern Morocco, supporting French outposts and forts during the Rif battles.
By 1925 the insurrections in the north had been stopped, but new outbreaks of violence occurred later that year. Again eight bombing/observation and two ambulance escadrilles with Breguet 14s were in action. There were also four Breguet 14 escadrilles on the southern front. To supplement these, six Breguet 14 escadrilles from the Autonomous Groups ol Algeria and Tunisia, two escadrilles of Breguet 14 B2s from the 11th Regiment in France, and two of the units based in the south (5th and 6th escadrilles) were transferred to the northern front as temporary reinforcements. In September two Breguet 14 A2 escadrilles from the 32nd RAO in Algeria were also sent to northern Morocco. The units based there flew 5,500 sorties from July 1925 to January 1926.
During the spring of 1926 the 37th Regiment continued to support the force occupying the Rif. The Taza pocket was finally regained after the defenders were subjected to an intense attack during which 12 tons of bombs were dropped.
At the end of the campaign, in June 1927, the 37th Regiment was made up of ten escadrilles: 1st (based at Beni-Malek), 2nd (Taza), 3rd (Bou Denib), 4th (Beni-Malek), 5th (Marrakech), 6th (Kasbah Tadla), 7th (Meknes), 8th (Meknes), 9th (Assaka), and the 10th (Fez). Most of these still had a number of Breguet 14 A2, B2, S, and T bis on strength. However, by the next year most of these aircraft had been replaced by Breguet 19s.
Foreign Service
Belgium
In 1918 Belgium purchased enough Breguet 14 A2s to equip the 2nd, 3rd, and 5th Escadrilles. These planes had Fiat A-12 engines. The 2nd and 3rd Escadrilles were formed into a Groupe d'Observation and both were based at Moeres airfield. The 5th Escadrille was based at Houtem airfield. The Breguet 14 A2s remained in service until the mid-1920s.
Brazil
Brazil acquired Breguet 14 A2s and B2s in 1919. They were given serial Nos. 1856-1871, 1958-1961, and 1965-1971. Six examples built in Brazil were given serial numbers 1-6. The Breguet 14s were assigned to the 1st Esquadrilha de Bombardeio (four aircraft) based at Santa Maria and the 3rd Esquadrilha de Observacao (six aircraft) based at Alegrete. In 1928 these units were disbanded and their aircraft were sent to the Escuela de Aviacion at Campo dos Alfonsos. The Esquadrilha de Aperfeicoamento (Operational Conversion Squadron) was based at Mogi das Cruzes and had six Breguet 14 A2s on strength. This unit was used to combat a revolution at Sao Paulo in July 1924. During this action 11 reconnaissance and bombing sorties were flown and one aircraft was lost in an accident. The aircraft returned to the area from August to September 1924 as part of the Destacamento de Aviacao (Air Detachment). The Breguet 14s were withdrawn in 1927.
China and Manchuria
The Chinese Nationalist Party (KMT) lead by Chiang Kai-shek had its own air force that included approximately 50 Breguet 14/400s. These were used operationally in 1926 when the KMT launched a major offensive to bring local warlords under its control. The Manchurian warlord Chang Hsuch-liang had 16 Breguet 14s as part of his private air force. It is likely that most of these aircraft were destroyed when the Japanese army overpowered the Manchurian forces in 1932.
Czechoslovakia
The Czechoslovakian air corps obtained ten Breguet 14 A2s. They served with the 4. Letecka Setnina at Praha-Kbely and Latecke Dilny at Olomouc in 1919. In 1923 they were assigned to 3. Prozorovaci Rota at Olomouc. The next year they were assigned to 3. Prozorovaci Rota at Olomouc and the Hlavni Letecke Dilny, 81 Bombardovaci Letka at Praha-Kbely.
Denmark
Denmark obtained several Breguet 14 A2s in 1921. They were used by the army flying school from 1920 to 1927.
El Salvador
A single Breguet 14 B2 was obtained from the French in the mid-1920s. After being utilized for good will flights to Honduras and Nicaragua in 1926, it crashed in March 1927 while delivering smallpox vaccine to Nicaragua.
Finland
Finland acquired 22 Breguet 14 A2s between 1919 to 1921. These aircraft were assigned serial numbers 2C 460-471, IC 476-477, IC 481-485, and IA 491-493. These codes were later changed to 3A 1-9 and 3C 11-30. The aircraft were assigned to Flying Division Number 1 at Utti (reconnaissance) and Flying Division Number 2 at Viipuri (bomber). They served until 1927.
Greece
The Breguet 14 B2 entered Greek service in November 1917. These aircraft were used to equip the 532 Mira Vomvarthismou ke Anagnorisseos (532 Bombing and Reconnaissance Squadron). 532 Mira used its aircraft to attack the fortifications of Shra-di-Legen and enemy positions along the Axios River.
A second unit, the 533 Mira Dioxes (533 Fighter Squadron) was formed in June 1918 with a mixture of A.R.1s and Breguet 14 A2s. By the end of 1918 there were 12 Breguet 14s (both A2s and B2s) on strength with the 532 and 533 Mira; these units were designated as the A and C Mira in April 1919. A detachment of four Breguet 14s drawn from these units was sent to Turkey during the Greco-Turkish War. They arrived in June 1919 and joined the D.H.9s of the Greek naval air service.
A Mira remained in Orestias, Greece and C Mira was later sent to Turkey. The Breguet 14s were used over Ankara and flew army cooperation and tactical bombing missions. Fears of Turkish reprisal raids led to limits being placed on Greek bombing missions. By the end of August, both Breguet 14 units had returned to Greece after providing air cover for the Greek withdrawal. Both A and C Miras were used to combat the Revolution of Chilos, which began in September 1922.
In 1923 E Mira Dioxes was formed and had a single Breguet 14. It was intended to use this unit in the Greco-Turkish War but the resolution of this conflict in July 1924 resulted in E Mira being disbanded. After this, all the units of the Greek army air force (Stratiotiki Aeroporia) were consolidated into a single unit designated A Mira Aeroplanon and equipped with both Nieuport Nighthawks and Breguet 14s. In 1925 Breguet 19s replaced the Breguet 14s.
Guatemala
A French air mission took three Breguet 14s in shipping crates to Guatemala in 1918. However, when the instructor with the mission died the aircraft were sent back, unassembled, to France.
Japan
At least one Breguet 14 B2 was purchased from the French military mission that visited Japan in 1919, it was used by the Army's Mikatagahara Bombing Team to research bombing techniques. It later became the first aircraft to fly over Mt. Fuji. Nakajima built a Breguet 14 B2 under license as the Nakajima Type B-6. It was powered by a 360-hp Rolls-Royce Eagle VIII. The Nakajima aircraft, however, was never delivered to the army, but was utilized in several long distance flights.
At least one Breguet 14T transport was also acquired by the Japanese.
Lithuania
At least two Breguet 14 A2s were obtained by Lithuania (via Poland) in 1920. They were assigned to the Squadron of the Army of Middle Lithuania.
Persia
The air force of the Shah of Persia obtained two Breguet 14s in 1924.
Poland
The Polish government acquired Breguet 14 A2s and 132s when the French force of occupation redesignated three of its escadrilles as Polish units. BR 39 (with 15 Breguet 14 A2s) was initially based at Lublin on the Ukrainian front. In September 1919 the French gave this escadrille's aircraft to the Poles, who applied the designation 16th Eskadra (Reconnaissance). By June 1920, however, the unit no longer had any serviceable aircraft and was disbanded. BR 59 (with 15 Breguet 14 A2s) was also based Lublin and was turned over to the Poles in September 1920. It was redesignated the 17th Polish Eskadra (Reconnaissance). By mid-July the unit was disbanded.
BR 66 was based at Wilno in January 1919. The unit was designated the 4th Eskadra (Reconnaissance). It was disbanded in July 1920 because there were no serviceable aircraft.
The Polish government ordered 70 more Breguet 14s from France and, in November 1919, a new Breguet 14 A2 unit was formed with some of these aircraft; this was the 10th Eskadra (Reconnaissance). The 10th Eskadra was initially based at Lwow, but was sent to Brzesc in August 1919 and then Pozan-Lawica in October 1919. The next year, the unit re-equipped with Bristol Fighters.
More of the Breguet 14s ordered in 1920 arrived in 1921 and these were assigned to the 1st Air Regiment, based in Warsaw. The component units were the 1st Reconnaissance Dyon with numbers 12 and 16 Eskadras and the 4th Reconnaissance Dyon with numbers 3 and 8 Eskadras. By 1924, the Breguet 14s had been replaced by Potez 15s.
Portugal
In 1919 16 Breguet 14 A2s were obtained by the Portuguese Arma de Aeronautics (Air Arm). They were initially sent to the Esquadriha Miste de Deposito (E.M.A.) al Tancos and subsequently assigned to the Gruppo de Esquadrilhas de Aviaco Republica (G.E.A.R. = Republican Group of Aviation Squadrons) based al Amadora. The G.E.A.R was despatched to Angola in 1921 and was redesignated Gruppo de Esquadrihas de Aviaco de Angola (G.E.A.A. = Group of Air Squadrons of Angola). The unit was disbanded in 1923.
Twelve additional Breguet 14 A2s were purchased from France in 1921. These, plus the Breguet 14s from the G.E.A.A., were assigned to the Gruppo Independente de Aviacao de Bombardeamento (Independent Bomber Aviation Group), which was formed at Alverca in 1923.
By 1925 there were still 11 Breguet 14s in service - one with the Escola Militar de Aviacao (Military Aviation School), nine with the G.E.A.R., and one with the Esquadrilha de Treino e Deposito.
Those Breguet 14s still operational were assigned to the Grupo Independente de Aviacoa de Bombardeamento (G.I.A.B. = Independent Bomb Group), which was formed in 1928. The Breguet 14s were at last replaced in 1931 when license-built Potez 15s became available.
A single Breguet 14 T was also purchased by Portugal. Named Portugal, it was assigned to the G.E.A.R.
Romania
Romania obtained 20 Breguet 14 B2s after the First World War. They equipped the two bomber squadrons of Grupul 3 based at Bucharest. In the mid-1920s the Breguet 14s were replaced by newer aircraft, including Breguet 19s.
Serbia
Serbia received three French escadrilles equipped with Breguet 14s: BR 522, BR 524, and BR 525. The French used these units to attack enemy camps near Lake Preipa. Mira 532, which was a Greek unit equipped with Breguet 14s, also bombed enemy positions in the Vardar Valley and the railway station at Miletkovo. The French and Greek Breguet 14 units were both active in March and April 1918 attacking railroad stations and enemy position. Enemy airfields at Drama and Hudobva were bombed in May and June, and the Breguet 14s were also used to strafe enemy troops. In July and August there were major raids on the airfields at Hudova and Canatlarsi. September began with heavy attacks on enemy positions. On the 14th there was an Allied breakthrough as the Serbian and French troops penetrated the enemy lines supported by the Breguet 14s. By the end of the month, the Bulgarians surrendered.
The French disbanded BR 522 and BR 524 in 1919. BR 525 became the 1st Squadron of the Serbian air service. In 1920 the surviving Breguet 14s were formed into the 2nd Air Regiment, and in 1923 they were replaced by Breguet 19s.
Soviet Union
Approximately six Breguet 14s were captured by the Soviets in 1919. Almost all of these were damaged, but at least three were used operationally. Breguet 14s were assigned to the Razvedivatel'naya aviacskadril'ya in Moscow and subsequently with the 14th Otdel'nyi Razvedivatel'nyi Aviaotryad.
Spain
The first Breguet 14 A2s arrived in Spain in July of 1919 as part of a French air mission. Eight more were purchased by Spain before the end of that year. All were powered by Renault 12F engines.
The first two Breguet 14 A2s were assigned to the Tetuan Escuadrilla and both flew combat missions from Tetuan.
In 1921, the first Breguet 14 A2 with a 300-hp Fiat A-12 bis engine was acquired. It appears that the new engine was preferred because it was less expensive than the Renault 14Fs. These new aircraft arrived just in time to take part in the initial stages of the Moroccan campaign, where they were based at Seville. By 1921 there were two grupos using Breguet 14s based in Africa: the 1st Grupo, at Tetuan, and the 2nd Grupo, at LaRache. Each included either one of two escuadrillas equipped with the Fiat-engined Breguet 14s. In 1923 a third escuadrilla of Breguet 14s was assigned to Grupo 1 and based at Earache.
In 1923 the Grupo de Seville was formed with Fiat-engined Breguet 14s; it was redesignated the 22nd Grupo in February 1917. This unit used Breguet 14s until 1931, when they were replaced by Loring R.IIIs. A Grupo Expedicionario composed entirely ol Breguet 14s operated in the Melilla and Tetuan area. It was assigned to Grupo 1. By 1926 Grupo 2 had returned to Larach. Later that year a detachment of Breguet 14s was sent from Grupo 2 to southern Morocco. This detachment was then assigned to Grupo 3. A number of Fiat-engined Breguet 14s were sent to the airport at Armilia, in Granada, in October 1926. They were assigned to Grupo 1 in February 1927. These aircraft remained with Grupo 1 until 1930, when they were replaced by Breguet 19s.
Although it may have been cheaper, the Fiat engine proved to be unsatisfactory and plans were made to fit these aircraft with 360-hp Rolls-Royce Eagle VIIIs. These conversions, which required modifications to the airframe, were done at the aircraft park at Sevilla. The two escuadrillas of Grupo 3, based at Earache, were the first to receive the modified aircraft in 1927. These units received their new Breguet 14s in time to utilize them in the last aerial operations of the Moroccan campaign. The Breguet 14s remained in service until finally replaced by Loring R.IIIs in 1931. Some ol the Rolls Royce-equipped Breguet 14s were utilized by the Escuadrilla de Sahara from 1928 to 1931.
The final engine to be fitted to Spanish Breguet 14s was the 300-hp Hispano-Suiza 8F. This modification was performed at the aircraft park at Sevilla. On 17 November 1929 a Breguet 14 with the Hispano engine crashed, killing its crew. It is believed that this was the first aircraft to have the new engine.
A total of 140 Breguet 14s were used by the Spanish. It does not appear that any were built in Spain.
Sweden
The Swedish army aviation service (Flygkompaniet) acquired one Breguet 14 in 1919. The aircraft was given serial 9100. In January 1923 it was given civil registration S-AIAA.
Thailand/Siam
Siam served as part of the Allied Occupation Force of the Rhineland. A number of Siamese pilots flew with French escadrilles equipped with Breguet 14s. These pilots returned to Siam in August 1919, taking a number of Breguet 14 A2s and B2s with them. These aircraft were based at Don Muang and served with the 2nd (General Purpose) Group's 1st and 2nd Wings. The 1st Wing was used to carry out reconnaissance and topographic work, while the 2nd Wing was used to fly mail and passengers over Siam's northeast region. Local production of the Breguet 14 began in 1924 in the air service's workshops. The engines were 300-hp Renaults.
It was the rising price of the Renault engines that forced the Siamese air service to consider an alternative engine for its license-manufactured aircraft. It was also hoped that it might be possible to produce a new plane instead of the Breguet 14. It was termed the Boripatra bomber. Its lineage, albeit indirect, from the Breguet 14 is obvious. Several examples were built.
Production of the Breguet 14s began again when Renault engines became available at reasonable prices. These aircraft remained in service until 1933. when license production of Vought V. 100s began.
The 2nd Wing provided regular air mail service. Its schedule called for a Breguet 14 to leave the city of Ubol every Tuesday and return every Thursday. Passengers were occasionally carried by this service, and the Breguet 14 Ts were used to transport individuals requiring medical care and medical supplies. The Siamese Royal Family was so impressed with this service that it assisted in raising funds to purchase a single Breguet 14 S ambulance aircraft.
Turkey
Turkey acquired 16 Breguet 14 A2s and 16 Breguet 14 B2s in 1923. The bombers equipped the two bomber companies, while the reconnaissance machines equipped both reconnaissance companies. Breguet 19s replaced the bombers in 1933. while the reconnaissance machines were replaced by Potez 25s and Letov S-16 Ts in 1935. Both versions of the Breguet 14 saw limited action during the Greco-Turkish War.
United States
The United States entered World War I in the belief that a powerful bombing force could shorten, if not end, the conflict. The Air Service had tremendous enthusiasm but no indigenous aircraft with which to conduct bombing raids. The decision, pending the availability of the Liberty-engined D.H.4, was for the Americans to obtain Breguet 14 bombers. The French initially promised to deliver 1,500 of these aircraft, although only 290 had been delivered by the Armistice.
The Americans initially ordered 376 of them: 100 Breguet 14 E2 trainers, 229 Breguet 14 A2s, and 47 Breguet 14 B2s. Approximately half of these had Fiat A-12 or A-12bis engines.
The first American unit to fly the aircraft operationally was the 96th Aero Squadron. Training began at the Michelin brothers testing field on 1 December 1917.
The first operational American day bombardment unit, the 96th Aero Squadron, took ten of its Breguet 14s to Amanty airfield on 18 March 1918. It has been reported that the aircraft were in poor repair and, because French supplies were often unavailable, the unit's mechanics had to make use of modified farm machinery parts. The first mission was flown on 12 June 1918. However, the aircraft were in such poor condition that many raids had to be canceled. Because of these equipment difficulties, no American day bomber units were involved in the Chateau-Thierry campaign of July 1918. On 10 July, however, the 96th Aero Squadron had enough serviceable aircraft on strength to attempt a smaller raid. Six Breguet 14s left to bomb the railroad yards at Conflans. Unfortunately, the inexperience of the American pilots resulted in all six aircraft being captured.
Two days before the Saint Mihiel offensive, the 96th Aero Squadron was assigned to the First Day Bombardment Group. During the offensive, the 96th performed ground attack missions and bombed rail centers. Many Breguet 14s were damaged during crash landings on the muddy airfields, the 96th Aero Squadron losing 16 men and 14 planes in only five days. This was the worst loss rate of any AEF unit. The 96th was reconstituted with new crews and aircraft and was back in action in lime for the Meuse-Argonne offensive. Due to bad weather the 96th Aero Squadron was able to fly only two days in November.
The other units of the First Day Bombardment Group used Liberty-engined D.H.4s; however, it was widely believed that the Breguet 14 was the superior bomber. The Gorrel Report notes that the Breguet 14s were faster at altitude, carried a heavier load, had excellent defensive armament, had a protected upper fuel tank and a droppable lower tank, were equipped with the excellent Michelin bomb racks, and that "no stronger ship has probably ever been subjected to hard active service and given such excellent results."
While the 96th Aero Squadron saw the main use of the Breguet 14, the 9th Night Reconnaissance Squadron also used the reconnaissance version. These were employed for day observation as well as night reconnaissance and attack missions, the latter with mixed results. The unit operated over the Toul sector from 30 August to 11 September and took part in the Saint Mihiel and Meuse-Argonne offensives. The 99th Corps Observation Squadron also had Breguet 14s on strength for a brief time.
Uruguay
Uruguay’s Escuela Militar de Aeronautica received six Breguet 14 A2s and two Breguet 14 T ambulance aircraft in 1921. An additional Breguet 14 T bis was obtained in 1928. The ambulance aircraft were assigned to the Aviacon Sanitaria in 1930. The Breguet 14 A2s remained with the Escuela Militar until replaced by Potez 25s and Breguet 19s in 1928.
Breguet AV 1 Two-Seat Reconnaissance Plane with 263-hp Renault
Span 14.36 m; length 8.80 m: wing area 50.0 sq. m
Empty weight 1,015 kg, loaded weight 1,525 kg
Maximum speed: 179 km/h at ground level
Breguet AV 2 Two-Seat Reconnaissance Plane with 272-hp Renault
Span 14.36 m; length 8.90 m: wing area 52.0 sq. m
Empty weight 1,020 kg, loaded weight 1,530 kg.
Maximum speed: 181 km/h at ground level; 172 km/h at 2000; 165 km/h at 5,000 m
Breguet 14 A2 Two-Seat Reconnaissance Plane with 300-hp Renault 12Fcx
Span 14.364 m (without horn balances); 14.860 m (with horn balances), length 8.870 m„ height 3.330 m; wing area 47.5 sq. m (without horn balances); 49.2 sq. m(with horn balances)
Empty weight 1,030 kg; loaded weight 1,565 kg
Maximum speed: 184 km/h at 4,000 m
Climb:
2,000 m 6 minutes 50 seconds
3,000 m 11 minutes 35 seconds
5,000 m 29 minutes 30 seconds
Ceiling 6,100 in, endurance 2.75 hours
Armament: one synchronized 7.7-mm Vickers machine gun, two 7.7-mm Lewis machine guns on a T.O.3 or T.O.4 ring mount, four 120-mm bombs.
Breguet 14 B2 Two-Seat Bomber with 300-hp Renault 12Fcx
Span 14.364 m (without horn balances); 14.860 m (with horn balances); length 8.870 tn; height 3.330 m; wing area 50.2 sq. m (without horn balances); 48.5 sq. m(with horn balances)
Empty weight 1,017 kg. loaded weight 1,769 kg, bomb load 355 kg. Maximum speed: 195 km/h
Climb:
2,000 m 9 minutes 15 seconds
3,000 m 16 minutes 30 seconds
5,000 m 47 minutes
Ceiling 6.200m; endurance 2.75 hours
Armament: one synchronized 7.7-mm Vickers machine gun, two 7.7-mm Lewis machine guns on a T.O.3 or T.O.4 ring mount, one 7.7-mm Lewis machine gun firing through the floor of the aircraft on some B2s, 32 115-mm bombs or equivalent load.
Breguet 14 A2 Two-Seat Reconnaissance Plane with 310-hp Renault 12Fcy
Empty weight 1,040 kg: loaded weight 1,915 kg; bomb load 300 kg
Maximum speed: 195 km/h
Climb:
2,000 m 7 minutes 40 seconds
3,000 m 12 minutes 10 seconds
5,000 m 25 minutes 40 seconds
Ceiling 5,200m; endurance 2.75 hours
Armament: one synchronized 7.7-mm Vickers machine gun, two 7.7-mm Lewis machine guns on a T.O.3 or T.O.4 ring mount, four 120-mm bombs.
Breguet 14 A2 Two-Seat Reconnaissance Plane with Renault 12Fe with Rateau TurboSupercharger
Maximum speed: 184 km/h at 3,000 m
Climb:
2,000 m 10 minutes 1 second
3,000 m 14 minutes 57 seconds
5,000 m 28 minutes 16 seconds
Endurance: 3.0 hours
Breguet 14 A2 Two-Seat Reconnaissance Plane with 400-hp Renault 12K
Empty weight 1,202 kg; loaded weight 1,859 kg; bomb load 185 kg
Maximum speed: 203 km/h at 2,000 m
Climb:
2,000 m 6 minutes 9 seconds
3,000 m 10 minutes 19 seconds
5,000 m 22 minutes 28 seconds
Ceiling: 7,600 m; endurance 3 hours 4 minutes
Breguet 14 A2 Two-Seat Reconnaissance Plane with 300-hp Fiat A-12 bis
Empty weight 1.160 kg; loaded weight 1,698 kg
Maximum speed: 167 km/h at 2,000 m; climb to 2,000 m in 11 min. 45 sec.; climb to 3,000 m in 19 min. 28 sec.
Ceiling 5,000; endurance: 3.0 hours
Breguet 14 A2 Two-Seat Reconnaissance Plane with 285-hp Lorraine-Dietrich 8Bd
Empty weight 1,160 kg; loaded weight 1.476 kg
Maximum speed 104 mph at 2.000 m
Climb:
2,000 m 9 minutes 26 seconds
3,000 m 15 minutes 11 seconds
5,000 m 43 minutes 6 seconds
Ceiling 5,600 m: endurance 3.0 hours
Breguet 14 A2 Two-Seat Reconnaissance Plane with 370-hp Lorraine-Dietrich 12Da
Maximum speed: 195 km/h at 2.000 m
Climb:
2,000 m 5 minutes 20 seconds
3,000 m 8 minutes 50 seconds
5,000 m 19 minutes 20 seconds
Ceiling: 7,600 m
Breguet 14 A2 Two-Seat Reconnaissance Plane with 400-hp Liberty 12
Empty weight 1,124 kg; loaded weight 1,713 kg
Maximum speed 126 mph at 2,000 m
Climb:
2,000 m 5 minutes 49 seconds
3,000 m 9 minutes 45 seconds
5,000 m 23 minutes 18 seconds
Ceiling 7,300m; endurance 3 hours
Breguet 14 B2 Two-Seat Bomber with 400-hp Liberty 12
Empty weight 1,124 kg; loaded weight 1,713 kg
Maximum speed: 203 km/h at 2,000 m
Climb:
2,000 m 8 minutes 57 seconds
3,000 m 16 minutes 30 seconds
5,000 m 41 minutes 2 seconds
Endurance: 4.5 hours
Breguet 14 B1 Single-Seat Bomber with 300-hp Renault 12Fcx
Climb to 2,000 m in 14 min. 19 sec.; climb to 3,000 m in 24 min. 44 sec.; endurance 6.0 hours
Nakajima B-6 (Breguet 14 B2) Two-Seat Bomber with 360-hp Rolls-Royce Eagle VIII
Span 14.76 m; length 8.985m; height 3.00 m; wing area 51 sq. m
Empty weight 1,171 kg; loaded weight 1,950 kg
Maximum speed: 191 km/h; climb to 5,000 m in 46 min.; endurance 4 hours
One built
Approximately 8.000 Breguet 14s of all types were produced.
Breguet 15
In the event of the war lasting into 1919, the Aviation Militaire wanted to ensure its technological superiority over the Germans. Toward this end, Breguet redesigned his Breguet 14 to accept a 400-hp Lorraine 12Dd. This new type was designated the Breguet 15 and was intended lor both the reconnaissance and bomber role. The aircraft was tested during 1918. However, with the war's end there was no need for the type and further development was abandoned.
Breguet 14 A2 of an unidentified escadrille. The A2 variant can be readily distinguished from the B2 by the lack of windows in the observer's compartment.
Breguet 14 A2 with 300-hp engine flown by Capitaine Chanaron and Capitaine Garcin of BR 275. Breguet 14s fitted with Fiat engines could be distinguished by their tapered cowling and underslung radiator.
Breguet 14 A2 with a 300-hp Fiat engine. The Fiat engine was utilized to help alleviate shortages of the Renault engine.
Breguet 14 named Le Gaulois of 5eme Escadrille of the 33eme RAO (ex-SPA 96) in 1926. The aircraft are flying over Thionville.
Breguet 14 of BR 510 assigned to the A.F.O. in 1917. BR 510 was active during the piercing of the German-Bulgarian front on 15 September 1918.
Breguet 14 B2s of BR 134. Produced in large numbers during 1918, the Breguet 14 B2 was one of the best day bombers of the war, and was also used by the US Air Service. A reconnaissance version, the Breguet 14 A2, was also successful.
A rare photograph showing Breguet 14s in service with the Aviation Maritime. This aircraft was assigned to the Centre d'instruction at Rochefort-sur-Mer.
Breguet 14 S ambulance aircraft with a stretcher case being loaded. The Breguet 14 S saw widespread service during the Rif campaign, performing some of the first aeromedical airlifts in history.
Breguet 16 Bn2
The Breguet 16 was a derivative of the Breguet 14 intended to replace the Voisin 8 and 10s used by the night bomber squadrons. The Bn2 specification called for a medium bomber with a crew of two. It should not be confused with the BN2 designation that was for a heavy bomber.
The aircraft was an enlarged version of the Breguet 14 with a considerably increased wing span of 16.96 meters (from 14.36 meters) to permit it to carry enough fuel and weapons for strategic missions. The engine was a 300-hp Renault 12Fe. Armament was three machine guns and 550 kg of bombs.
The prototype was first flown in June 1918 by M. de Bailliencourt, a test pilot for the Breguet firm. His initial comments, before testing, were that changes needed to be made to the position of the rudder bar which was too near the seat. He also recommended that the throttle be relocated and, because of an inability to see the ground while climbing or diving the aircraft, that indentations be made in the edges of the lower wings. He subsequently made several flights without incident. However, an adjustment to the tailplane was necessary and the plane was returned to the factory so that the change could be made. Bailliencourt reported that Louis Breguet was furious at the delay this caused to the testing program.
Two Breguet 16s were evaluated by GB 1. Series production followed but not in time for the aircraft to see active service. Postwar some were assigned to the 22nd RAB (N) and 21st RAB (N).
A total of about 200 Breguet 16 Bn2s were built by Breguet, Ferbois, Liore-et-Oliver, and SECM.
A Breguet 16 was tested with a Liberty engine, but as its wing failed during static testing it seems unlikely that it was flown.
Foreign Service
Czechoslovakia
The Czechoslovakian air service purchased a number of Breguet 16 Bn2s; these were assigned to the 1st Air Regiment at Prague (Bohemia).
Portugal
A single example was purchased by the Portuguese Arma de Aeronautics in 1921. The Portuguese took advantage of the type's excellent range to make a long-distance flight from Lisbon to Macao, China. The aircraft, named Patria, made part of the flight until it crashed in India and was replaced by a different aircraft type (named Patria II). It was struck off charge in 1924.
Breguet 16 Bn2 Two-Seat Medium Bomber with 300-hp Renault 12Fe
Span 17.00 m; length 9.55 m; height 3.42 m; wing area 73.50 sq. m
Empty weight 1,265 kg; loaded weight 2,200 kg
Maximum speed at sea level: 160 km/h; climb to 4,000 m in 51 minutes 10 seconds; ceiling 4,600 meters; range 900 km
Armament: three machine guns and 550 kg of bombs. Approximately 200 built.
The Breguet 16 was a derivative of the Breguet 14 intended to replace the Voisin 8 and 10s used by the night bomber squadrons. The Bn2 specification called for a medium bomber with a crew of two. It should not be confused with the BN2 designation that was for a heavy bomber.
The aircraft was an enlarged version of the Breguet 14 with a considerably increased wing span of 16.96 meters (from 14.36 meters) to permit it to carry enough fuel and weapons for strategic missions. The engine was a 300-hp Renault 12Fe. Armament was three machine guns and 550 kg of bombs.
The prototype was first flown in June 1918 by M. de Bailliencourt, a test pilot for the Breguet firm. His initial comments, before testing, were that changes needed to be made to the position of the rudder bar which was too near the seat. He also recommended that the throttle be relocated and, because of an inability to see the ground while climbing or diving the aircraft, that indentations be made in the edges of the lower wings. He subsequently made several flights without incident. However, an adjustment to the tailplane was necessary and the plane was returned to the factory so that the change could be made. Bailliencourt reported that Louis Breguet was furious at the delay this caused to the testing program.
Two Breguet 16s were evaluated by GB 1. Series production followed but not in time for the aircraft to see active service. Postwar some were assigned to the 22nd RAB (N) and 21st RAB (N).
A total of about 200 Breguet 16 Bn2s were built by Breguet, Ferbois, Liore-et-Oliver, and SECM.
A Breguet 16 was tested with a Liberty engine, but as its wing failed during static testing it seems unlikely that it was flown.
Foreign Service
Czechoslovakia
The Czechoslovakian air service purchased a number of Breguet 16 Bn2s; these were assigned to the 1st Air Regiment at Prague (Bohemia).
Portugal
A single example was purchased by the Portuguese Arma de Aeronautics in 1921. The Portuguese took advantage of the type's excellent range to make a long-distance flight from Lisbon to Macao, China. The aircraft, named Patria, made part of the flight until it crashed in India and was replaced by a different aircraft type (named Patria II). It was struck off charge in 1924.
Breguet 16 Bn2 Two-Seat Medium Bomber with 300-hp Renault 12Fe
Span 17.00 m; length 9.55 m; height 3.42 m; wing area 73.50 sq. m
Empty weight 1,265 kg; loaded weight 2,200 kg
Maximum speed at sea level: 160 km/h; climb to 4,000 m in 51 minutes 10 seconds; ceiling 4,600 meters; range 900 km
Armament: three machine guns and 550 kg of bombs. Approximately 200 built.
The Breguet 16 Bn2 was an enlarged version of the Breguet 14 intended for strategic night bombing missions.
The Breguet 16 Bn2 had a considerably increased wing span (16.96 meters compared to the Breguet 14's 14.36 meters) which permitted the aircraft to carry a heavier payload of fuel and weapons.
Breguet 17
In November 1916 the STAe formulated a requirement for a two-seat lighter designated the Type C. Breguet submitted a variant of the type AV prototype intended to meet this specification. This two-seater was eventually developed into the Breguet 17. A fighter version of the Breguet 14 bomber would have ensured that the Breguet 14 bomber formations contained escort planes of comparable performance.
In early 1918 Breguet started design work on the new escort fighter. Initial attempts included a Breguet 14 with a 370-hp Lorraine-Dietrich engine. Other designs were greater departures from the classic Breguet 14 layout, including an aircraft with a 400-hp Renault 12J engine and one armed with a cannon in a turret.
The new fighter, designated Breguet 17 C2 (two-seat fighter) appeared in the summer of 1918. Given serial 022, it was powered by a 400-hp Renault 12R. Externally, it was almost identical to the standard Breguet 14 A2. Major changes included a horizontal exhaust stack mounted to starboard in order to improve the pilot's vision, a smaller wing span and area, altered bracing wires, a new fin and rudder, and greatly increased armament. The latter consisted of two fixed 0.303 Vickers machine guns for the pilot and twin Lewis guns on a swivel mount for the observer. In addition, there was a third Lewis gun mounted in the belly of the aircraft that also was used by the observer.
The prototype flew in mid-1918, but its performance seems to have been considered inadequate. Modifications were introduced, including a more powerful 450-hp Renault 12R1 engine and redesigned wings with a deeper under-camber. Although still not of completely satisfactory performance, the Breguet 17 C2 entered series production. A night fighter variant was designated the Breguet 17 Cn 2.
Apparently only about ten of the aircraft were ever built, as the contemporary Hanriot HD.3 was believed to be a superior fighter. The few Breguet 17s built were not available for service until 1919. The aircraft produced in series had horn-balanced ailerons of reduced chord and an enlarged, horn-balanced rudder. As there were not enough aircraft to form a single escadrille, the Breguet 17s were sent to individual escadrilles for record-breaking and long-distance flights. Notable flights include a high-altitude record achieved on 12 February 1923 when Lt. Benoit flew a Breguet 17 to 5,516 m with a 500-kg load, a flight from Paris to Stockholm in 8 hours 15 minutes, and a series of long distance flights in 1923.
Breguet 17 C2 Two-seat Long-Range Escort Fighter with 420-hp or 450-hp Renault 12
Specification 420-hp Renault 12K 450-hp Renault 12K1
Upper/lower span: 13.40 m/12.56 m 14.28 m/12.56 m
Wing area: 41.4 sq. m 45.3 sq. m
Length/height: - 8.1 m/3.42 m
Empty weight 1,225 kg -
Loaded weight 1,845 kg 1,840 kg
Maximum speed:
211 km/h at 2,000 m 218 km/h at 2,000m
206 km/h at 3,000 m 213 km/h at 3,000 m
198 km/h at 4,000 m 207 km/h at 4,000 m
185 km/h at 5,000 m 199 km/h at 5,000 m
Ceiling: 6,500 m 7,500 m
Climb to 2,000 m: 7 minutes 6 seconds 5 minutes 45 seconds
Climb to 4,000 m: 19 minutes 49 seconds 14 minutes
Climb to 5,000 m: 29 minutes 43 seconds 20 minutes 41 seconds
Armament: two fixed, synchronized 7.7-mm Vickers machine guns, twin 7.7-mm Lewis guns on a swivel mount, and a third Lewis gun firing through the belly of the aircraft.
Ten Breguet 17 C2s were built.
In November 1916 the STAe formulated a requirement for a two-seat lighter designated the Type C. Breguet submitted a variant of the type AV prototype intended to meet this specification. This two-seater was eventually developed into the Breguet 17. A fighter version of the Breguet 14 bomber would have ensured that the Breguet 14 bomber formations contained escort planes of comparable performance.
In early 1918 Breguet started design work on the new escort fighter. Initial attempts included a Breguet 14 with a 370-hp Lorraine-Dietrich engine. Other designs were greater departures from the classic Breguet 14 layout, including an aircraft with a 400-hp Renault 12J engine and one armed with a cannon in a turret.
The new fighter, designated Breguet 17 C2 (two-seat fighter) appeared in the summer of 1918. Given serial 022, it was powered by a 400-hp Renault 12R. Externally, it was almost identical to the standard Breguet 14 A2. Major changes included a horizontal exhaust stack mounted to starboard in order to improve the pilot's vision, a smaller wing span and area, altered bracing wires, a new fin and rudder, and greatly increased armament. The latter consisted of two fixed 0.303 Vickers machine guns for the pilot and twin Lewis guns on a swivel mount for the observer. In addition, there was a third Lewis gun mounted in the belly of the aircraft that also was used by the observer.
The prototype flew in mid-1918, but its performance seems to have been considered inadequate. Modifications were introduced, including a more powerful 450-hp Renault 12R1 engine and redesigned wings with a deeper under-camber. Although still not of completely satisfactory performance, the Breguet 17 C2 entered series production. A night fighter variant was designated the Breguet 17 Cn 2.
Apparently only about ten of the aircraft were ever built, as the contemporary Hanriot HD.3 was believed to be a superior fighter. The few Breguet 17s built were not available for service until 1919. The aircraft produced in series had horn-balanced ailerons of reduced chord and an enlarged, horn-balanced rudder. As there were not enough aircraft to form a single escadrille, the Breguet 17s were sent to individual escadrilles for record-breaking and long-distance flights. Notable flights include a high-altitude record achieved on 12 February 1923 when Lt. Benoit flew a Breguet 17 to 5,516 m with a 500-kg load, a flight from Paris to Stockholm in 8 hours 15 minutes, and a series of long distance flights in 1923.
Breguet 17 C2 Two-seat Long-Range Escort Fighter with 420-hp or 450-hp Renault 12
Specification 420-hp Renault 12K 450-hp Renault 12K1
Upper/lower span: 13.40 m/12.56 m 14.28 m/12.56 m
Wing area: 41.4 sq. m 45.3 sq. m
Length/height: - 8.1 m/3.42 m
Empty weight 1,225 kg -
Loaded weight 1,845 kg 1,840 kg
Maximum speed:
211 km/h at 2,000 m 218 km/h at 2,000m
206 km/h at 3,000 m 213 km/h at 3,000 m
198 km/h at 4,000 m 207 km/h at 4,000 m
185 km/h at 5,000 m 199 km/h at 5,000 m
Ceiling: 6,500 m 7,500 m
Climb to 2,000 m: 7 minutes 6 seconds 5 minutes 45 seconds
Climb to 4,000 m: 19 minutes 49 seconds 14 minutes
Climb to 5,000 m: 29 minutes 43 seconds 20 minutes 41 seconds
Armament: two fixed, synchronized 7.7-mm Vickers machine guns, twin 7.7-mm Lewis guns on a swivel mount, and a third Lewis gun firing through the belly of the aircraft.
Ten Breguet 17 C2s were built.
The Breguet Biplane, type 17 C.2 (Renault 450 h.p. engine)
Modifications from the Breguet 14 included a more powerful 450-hp Renault 12 K1 engine and redesigned wings with a deeper camber.
Modifications from the Breguet 14 included a more powerful 450-hp Renault 12 K1 engine and redesigned wings with a deeper camber.
With a Renault 12K engine, the Breguet Type 17 had an unusual wing planform with massive horn-balanced upper-wing ailerons.
Armament of the Breguet 17 C2 two-seat fighter variant of the Breguet 14 included two fixed Vickers guns for the pilot, twin Lewis machine-guns on a swivel mount for the observer, and a third Lewis gun firing downward through the bottom of the fuselage. This aircraft features an enlarged rudder with horn balance.
Armament of the Breguet 17 C2 two-seat fighter variant of the Breguet 14 included two fixed Vickers guns for the pilot, twin Lewis machine-guns on a swivel mount for the observer, and a third Lewis gun firing downward through the bottom of the fuselage. This aircraft features an enlarged rudder with horn balance.
Laboratory Eiffel Fighter
The Laboratory Eiffel fighter is listed as being intended to fulfill the C1 fighter category, but the prototype was actually an experimental aircraft intended to test some of the most advanced aerodynamic features that had been developed by 1918. However, it is interesting to compare the C1 specifications with those actually achieved by the Eiffel fighter. The specification called for a maximum speed of 240 km/h, a payload of 220 to 270 kg, a maximum ceiling of 9.000 m, and a service ceiling of 6,500 m.
Gustav Eiffel was a pioneer of aerodynamics and it was the staff of his aerodynamics laboratory who designed and developed the Eiffel fighter. The aircraft was a low-wing monoplane and the wing was almost completely of cantilever design except for two bracing struts on either side of the fuselage. The two parallel wing spars were of duralumin. The fuselage was remarkably streamlined, with the engine and single machine gun completely enclosed. The ventral radiator was located beneath the nose. The elevators and rudder were balanced. Estimated maximum speed for the aircraft was 265 km/h at 4,000 m, with an estimated ceiling of 8,000 m and climb to 4,000 m estimated in 10 minutes.
While the design was strictly the accomplishment of the Laboratory Eiffel staff, led by W. Margoulis, the aircraft was built by the Breguet firm. Hence some sources give its designation as Breguet LE. The initial prototype was fitted with a 180-hp Hispano-Suiza 8Ab engine and the wing structure had been redesigned because of failures in the spars found during static testing. Auxiliary spars were added to carry the ailerons.
Testing began at Villacoublay in March 9 1918 by Jean Saucliere, a fighter pilot on convalescent leave, who made the first flight but damaged the landing gear on takeoff. Alter the aircraft was repaired, Saucliere was allowed, with some reluctance on the part of Louis Breguet, to attempt the second flight alter Breguet's test pilot, Bailliencourt, expressed reservations about flying the LE. The aircraft rose quickly and flew 50 meters before diving into the ground and bursting into flames; Saucliere was killed. The cause for the crash is unknown, but was unofficially attributed to pilot error.
Although tragically brief, this second test flight at least established that the aircraft had an impressive performance, and it was estimated that the maximum speed would be 220 km/h at 4,000 in and that the LE could climb to 4.000 in in ten minutes. These were close to the requirements of the C1 specification.
Based on this estimated performance with only a 180-hp engine, it was planned to re-engine the airframe with a 220-hp Lorraine-Dietrich engine or a 300-hp Hispano-Suiza 8Fb. The airframe for the latter was under construction in January 1918, but apparently the loss of the first prototype resulted in this project being delayed.
At Breguet's insistence, the LE variant with the 220-hp Lorraine-Dietrich was apparently re-designed as a biplane in order to prevent any further structural failures. It was also lightened considerably, possibly also in an attempt to prevent further structural failures.
It seems that the end of the war, coupled with the intense activity at the Breguet plant (which was producing the Breguet 14 and its derivatives), conspired to keep these developments of the Laboratory Eiffel fighter from being completed. The aircraft did leave one lasting impression on French aviation between the wars; because of the catastrophic failure of the Eiffel prototype, further development of the low-wing monoplane was all but abandoned by the French postwar.
LE Experimental Single-Seat Fighter with 180-hp Hispano-Suiza 8Ab
Span 9.78 tn; length 6.35 m; height 2.0 m; wing area 20 sq. m
Empty weight 495 kg, loaded weight 700 kg
Maximum speed (estimated); 220 km/h at 4,000 m; climb to 4,000 m in 10 minutes; endurance 2 hours
No armament was fitted to the LE prototype, but two machine guns were planned for production aircraft
The Laboratory Eiffel fighter is listed as being intended to fulfill the C1 fighter category, but the prototype was actually an experimental aircraft intended to test some of the most advanced aerodynamic features that had been developed by 1918. However, it is interesting to compare the C1 specifications with those actually achieved by the Eiffel fighter. The specification called for a maximum speed of 240 km/h, a payload of 220 to 270 kg, a maximum ceiling of 9.000 m, and a service ceiling of 6,500 m.
Gustav Eiffel was a pioneer of aerodynamics and it was the staff of his aerodynamics laboratory who designed and developed the Eiffel fighter. The aircraft was a low-wing monoplane and the wing was almost completely of cantilever design except for two bracing struts on either side of the fuselage. The two parallel wing spars were of duralumin. The fuselage was remarkably streamlined, with the engine and single machine gun completely enclosed. The ventral radiator was located beneath the nose. The elevators and rudder were balanced. Estimated maximum speed for the aircraft was 265 km/h at 4,000 m, with an estimated ceiling of 8,000 m and climb to 4,000 m estimated in 10 minutes.
While the design was strictly the accomplishment of the Laboratory Eiffel staff, led by W. Margoulis, the aircraft was built by the Breguet firm. Hence some sources give its designation as Breguet LE. The initial prototype was fitted with a 180-hp Hispano-Suiza 8Ab engine and the wing structure had been redesigned because of failures in the spars found during static testing. Auxiliary spars were added to carry the ailerons.
Testing began at Villacoublay in March 9 1918 by Jean Saucliere, a fighter pilot on convalescent leave, who made the first flight but damaged the landing gear on takeoff. Alter the aircraft was repaired, Saucliere was allowed, with some reluctance on the part of Louis Breguet, to attempt the second flight alter Breguet's test pilot, Bailliencourt, expressed reservations about flying the LE. The aircraft rose quickly and flew 50 meters before diving into the ground and bursting into flames; Saucliere was killed. The cause for the crash is unknown, but was unofficially attributed to pilot error.
Although tragically brief, this second test flight at least established that the aircraft had an impressive performance, and it was estimated that the maximum speed would be 220 km/h at 4,000 in and that the LE could climb to 4.000 in in ten minutes. These were close to the requirements of the C1 specification.
Based on this estimated performance with only a 180-hp engine, it was planned to re-engine the airframe with a 220-hp Lorraine-Dietrich engine or a 300-hp Hispano-Suiza 8Fb. The airframe for the latter was under construction in January 1918, but apparently the loss of the first prototype resulted in this project being delayed.
At Breguet's insistence, the LE variant with the 220-hp Lorraine-Dietrich was apparently re-designed as a biplane in order to prevent any further structural failures. It was also lightened considerably, possibly also in an attempt to prevent further structural failures.
It seems that the end of the war, coupled with the intense activity at the Breguet plant (which was producing the Breguet 14 and its derivatives), conspired to keep these developments of the Laboratory Eiffel fighter from being completed. The aircraft did leave one lasting impression on French aviation between the wars; because of the catastrophic failure of the Eiffel prototype, further development of the low-wing monoplane was all but abandoned by the French postwar.
LE Experimental Single-Seat Fighter with 180-hp Hispano-Suiza 8Ab
Span 9.78 tn; length 6.35 m; height 2.0 m; wing area 20 sq. m
Empty weight 495 kg, loaded weight 700 kg
Maximum speed (estimated); 220 km/h at 4,000 m; climb to 4,000 m in 10 minutes; endurance 2 hours
No armament was fitted to the LE prototype, but two machine guns were planned for production aircraft
The Laboratory Eiffel LE fighter was intended to test some of the most advanced aerodynamic features that had been developed up until 1918. The wing spars were made of duralumin and were nearly cantilever; however, bracing struts were still needed. Powered by a 180 hp Hispano-Suiza, it crashed fatally on its second flight. Although the potential performance was estimated to be very high, this fatal crash ended development. Despite the crash being officially attributed to pilot error, the authorities seem to have reservations about its monoplane configuration.
Brun-Cottan Patrol Flying Boat
The Brun-Cottan flying boat was constructed in early 1918, intended for coastal patrols, anti-submarine warfare, and even long-range fighter patrols. It was a three-seat biplane powered by two 235-hp Panhard engines. It underwent testing on 8 April 1918 but never entered service.
The following specifications are the result of testing by the Laboratoire Eiffel.
Brun-Cottan Three-Seat Patrol Flying Boat with Two 235-hp Panhard Engines:
Span 24.80 m; length 14.60 m; height 4.25 m; wing area 107.50 sq. m
Empty weight 2,400 kg; loaded weight 4,400 kg
Maximum speed: 159 km/h at sea level; 152 km/h at 2,000 m; 126 km/h at 4,000 m; climb to 2,000 meters in 15.18 minutes; ceiling 4.300 m; endurance six hours.
Armament: one machine-gun and four 150-kg bombs
One built
Brun-Cottan H.B.2 Flying Boat
A second, larger flying boat was built by Brun-Cottan late in the war. Designated the H.B.2, it had two 350-hp Panhard engines and may have been intended to meet the hydravion bombardement flying boat specification. Built in 1918, the type was undergoing testing in 1919 but, as with the preceding Brun-Cottan flying boat it never entered service.
A contemporary French report gave these specifications.
Brun-Cottan H.B.2 Two-Seat Flying Boat Bomber with Two 350-hp Panhard Engines
Span 24.88 m; length 14.60 m; height 4.25 m; wing area 125 sq. m
Empty weight 2,400 kg; loaded weight 4,400 kg
Maximum speed: 160 km/h at sea level
Endurance: 5 hours 10 minutes
One built
The Brun-Cottan flying boat was constructed in early 1918, intended for coastal patrols, anti-submarine warfare, and even long-range fighter patrols. It was a three-seat biplane powered by two 235-hp Panhard engines. It underwent testing on 8 April 1918 but never entered service.
The following specifications are the result of testing by the Laboratoire Eiffel.
Brun-Cottan Three-Seat Patrol Flying Boat with Two 235-hp Panhard Engines:
Span 24.80 m; length 14.60 m; height 4.25 m; wing area 107.50 sq. m
Empty weight 2,400 kg; loaded weight 4,400 kg
Maximum speed: 159 km/h at sea level; 152 km/h at 2,000 m; 126 km/h at 4,000 m; climb to 2,000 meters in 15.18 minutes; ceiling 4.300 m; endurance six hours.
Armament: one machine-gun and four 150-kg bombs
One built
Brun-Cottan H.B.2 Flying Boat
A second, larger flying boat was built by Brun-Cottan late in the war. Designated the H.B.2, it had two 350-hp Panhard engines and may have been intended to meet the hydravion bombardement flying boat specification. Built in 1918, the type was undergoing testing in 1919 but, as with the preceding Brun-Cottan flying boat it never entered service.
A contemporary French report gave these specifications.
Brun-Cottan H.B.2 Two-Seat Flying Boat Bomber with Two 350-hp Panhard Engines
Span 24.88 m; length 14.60 m; height 4.25 m; wing area 125 sq. m
Empty weight 2,400 kg; loaded weight 4,400 kg
Maximum speed: 160 km/h at sea level
Endurance: 5 hours 10 minutes
One built
Canton 52
General Duval of the STAe requested in 1918 the development of a heavily-armored aircraft for ground attack. Undoubtedly he had been impressed not only with the Aviation Militaire's own experience using Breguet 14s for strafing and bombing troops but also by the highly effective Junkers J.1 sesquiplanes used by the German Luftstreitkrafte. However, while the French had successfully used army cooperation planes and bombers for ground attack, losses to ground fire had convinced the Aviation Militaire of the need for an armored craft. The request for an S class aircraft was submitted on 24 May 1918.
The S2 specification called for a two-seat aircraft with armor capable of carrying 150 kg of bombs and multiple machine guns. Three designs were submitted to meet the classification - the Liore-et-Oliver S2, the Hochart S2, and the Canton S2.
The Canton 2 was powered by two 230-hp Canton-Unne engines. It featured heavy armor-plating for the pilot, machine gunner, and engines. The wings were unstaggered and of unequal chord, and there were ailerons on the top wing. The rudder and elevators were balanced. The engines were mounted in tractor configuration and were located inside armored nacelles which also contained the fuel and oil tanks as well as the radiators. Armament was planned to be four Lewis machine guns firing ahead and downwards. An additional Lewis machine gun was mounted on a swiveling turret (possibly for use by a third crew member, although the original specification had only requested a crew of two). Also, the Canton 52 could carry 15 10-kg bombs. Because it was believed that the main threat to the crew would come from ground fire, only the floor of the cockpit was armored. This armor was surprisingly thin, only 4mm armor plate being used.
Eteve states that the Canton design was rejected because the thickness of the armor was insufficient. However, a more important reason for the rejection was that it was seriously underpowered. Although no photographs of the type seem to have survived, the report of one of the test pilots, Adjudant Leau, still exists. It states that the Canton S2 could barely lift off the ground when fitted with armor. Leau reports near misses with a hangar and power lines close to the field while trying to gain altitude. Even when lightened by 200 kg the plane could barely reach 30 meters. One pilot, unable to climb above a line of trees, stripped the wings off the craft. Further development of the Canton S2 was abandoned; indeed, all three S2 designs were failures because of their inability to meet the specified performance while carrying the requisite armor.
Canton S2 Two-Seat Or Three-Seat Ground Attack Aircraft (All Performance Specifications Are Estimates)
Loaded weight: 2,775 kg
Maximum speed at ground level: 180 km/h; estimated ceiling 5,000 m (but, in actuality was approximately 30 m)
Armament: five Lewis machine guns and 150 kg of bomb
One built
General Duval of the STAe requested in 1918 the development of a heavily-armored aircraft for ground attack. Undoubtedly he had been impressed not only with the Aviation Militaire's own experience using Breguet 14s for strafing and bombing troops but also by the highly effective Junkers J.1 sesquiplanes used by the German Luftstreitkrafte. However, while the French had successfully used army cooperation planes and bombers for ground attack, losses to ground fire had convinced the Aviation Militaire of the need for an armored craft. The request for an S class aircraft was submitted on 24 May 1918.
The S2 specification called for a two-seat aircraft with armor capable of carrying 150 kg of bombs and multiple machine guns. Three designs were submitted to meet the classification - the Liore-et-Oliver S2, the Hochart S2, and the Canton S2.
The Canton 2 was powered by two 230-hp Canton-Unne engines. It featured heavy armor-plating for the pilot, machine gunner, and engines. The wings were unstaggered and of unequal chord, and there were ailerons on the top wing. The rudder and elevators were balanced. The engines were mounted in tractor configuration and were located inside armored nacelles which also contained the fuel and oil tanks as well as the radiators. Armament was planned to be four Lewis machine guns firing ahead and downwards. An additional Lewis machine gun was mounted on a swiveling turret (possibly for use by a third crew member, although the original specification had only requested a crew of two). Also, the Canton 52 could carry 15 10-kg bombs. Because it was believed that the main threat to the crew would come from ground fire, only the floor of the cockpit was armored. This armor was surprisingly thin, only 4mm armor plate being used.
Eteve states that the Canton design was rejected because the thickness of the armor was insufficient. However, a more important reason for the rejection was that it was seriously underpowered. Although no photographs of the type seem to have survived, the report of one of the test pilots, Adjudant Leau, still exists. It states that the Canton S2 could barely lift off the ground when fitted with armor. Leau reports near misses with a hangar and power lines close to the field while trying to gain altitude. Even when lightened by 200 kg the plane could barely reach 30 meters. One pilot, unable to climb above a line of trees, stripped the wings off the craft. Further development of the Canton S2 was abandoned; indeed, all three S2 designs were failures because of their inability to meet the specified performance while carrying the requisite armor.
Canton S2 Two-Seat Or Three-Seat Ground Attack Aircraft (All Performance Specifications Are Estimates)
Loaded weight: 2,775 kg
Maximum speed at ground level: 180 km/h; estimated ceiling 5,000 m (but, in actuality was approximately 30 m)
Armament: five Lewis machine guns and 150 kg of bomb
One built
Carroll A2
The A2 specification of 1918 called for a two-seat observation aircraft. It was to have a payload of 450 kg, ceiling of 7,000 m, a normal operational altitude of 3,000 m, maximum speed of 200 km/h, and minimum speed of 90 km/h. The Carroll A2 was produced to meet this specification. Its was a conventional tractor biplane with two-bay wings. The pilot was seated under the top wing and the observer/gunner in a separate cockpit under a cutout in the top wing. The observer was provided with a machine gun mount but photos do not show that armament was fitted to the prototype. The engine was a 240-hp Lorraine-Dietrich 8 Bb. Two prominent fairing were located over the engine compartment. The undercarriage featured large V-shaped struts and a prominent tail skid was fitted. The fin and rudder assembly was elliptical.
The aircraft was in competition with a Breguet 14 A2 with a Renault engine, a Breguet 14 with a Rateau turbo-compressor, and the LeO 2. The Breguet 14 A2 was selected for production; it is likely that the Carroll A2's engine resulted in performance inferior to it competitors. The Breguet 14 A2 was an outstanding success, and no further development of the Carroll A2 was undertaken.
The A2 specification of 1918 called for a two-seat observation aircraft. It was to have a payload of 450 kg, ceiling of 7,000 m, a normal operational altitude of 3,000 m, maximum speed of 200 km/h, and minimum speed of 90 km/h. The Carroll A2 was produced to meet this specification. Its was a conventional tractor biplane with two-bay wings. The pilot was seated under the top wing and the observer/gunner in a separate cockpit under a cutout in the top wing. The observer was provided with a machine gun mount but photos do not show that armament was fitted to the prototype. The engine was a 240-hp Lorraine-Dietrich 8 Bb. Two prominent fairing were located over the engine compartment. The undercarriage featured large V-shaped struts and a prominent tail skid was fitted. The fin and rudder assembly was elliptical.
The aircraft was in competition with a Breguet 14 A2 with a Renault engine, a Breguet 14 with a Rateau turbo-compressor, and the LeO 2. The Breguet 14 A2 was selected for production; it is likely that the Carroll A2's engine resulted in performance inferior to it competitors. The Breguet 14 A2 was an outstanding success, and no further development of the Carroll A2 was undertaken.
Carroll A2. The pilot's position beneath the top wing and behind the bulky engine would have severely restricted his field of view.
Caudron
The Caudron brothers (Rene and Gaston) were inspired by the Wright brothers' first flights in France in mid-1908. Their first design, the Type A, which was to have been powered by two engines, was, instead, flown as a glider because the engines were unavailable. The brothers then decided to produce a smaller aircraft which was intended to use a 25-hp Anzani engine. The Type A2 biplane had a pusher configuration with twin tail booms, twin fins and rudders, and used wing warping. These features would appear on many later Caudron designs even those with tractor-mounted engines. The Caudron A2 took to the air in 1909, its engine driving the propeller by a complicated chain transmission. As a result of troubles with the chain drive, the Caudron brothers repositioned the engine into tractor configuration to eliminate the need for a transmission drive. Thus modified, the aircraft, designated the Type A3, was more reliable and had better performance.
In 1910, the Caudrons established a training school at Ie Crotoy and an aircraft factory at Rue. The first aircraft to be produced at the factory was a 35-hp Anzani-powered tractor biplane designated the Type A4. It was controlled by a combination of wing warping and auxiliary surfaces mounted on the outer interplane struts. The pilot sat behind the rear spar of the lower mainplanes, where he was completely exposed to the elements.
The next Caudron design, the type B, featured a fuselage nacelle with a 70-hp Gnome or 60-hp Anzani engine in front and the pilot in back. This abbreviated fuselage/nacelle combination would also appear on many of the later Caudron aircraft. The Type B, although a tractor, retained features of the pusher layout; control was entirely by wing warping.
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The Caudron brothers (Rene and Gaston) were inspired by the Wright brothers' first flights in France in mid-1908. Their first design, the Type A, which was to have been powered by two engines, was, instead, flown as a glider because the engines were unavailable. The brothers then decided to produce a smaller aircraft which was intended to use a 25-hp Anzani engine. The Type A2 biplane had a pusher configuration with twin tail booms, twin fins and rudders, and used wing warping. These features would appear on many later Caudron designs even those with tractor-mounted engines. The Caudron A2 took to the air in 1909, its engine driving the propeller by a complicated chain transmission. As a result of troubles with the chain drive, the Caudron brothers repositioned the engine into tractor configuration to eliminate the need for a transmission drive. Thus modified, the aircraft, designated the Type A3, was more reliable and had better performance.
In 1910, the Caudrons established a training school at Ie Crotoy and an aircraft factory at Rue. The first aircraft to be produced at the factory was a 35-hp Anzani-powered tractor biplane designated the Type A4. It was controlled by a combination of wing warping and auxiliary surfaces mounted on the outer interplane struts. The pilot sat behind the rear spar of the lower mainplanes, where he was completely exposed to the elements.
The next Caudron design, the type B, featured a fuselage nacelle with a 70-hp Gnome or 60-hp Anzani engine in front and the pilot in back. This abbreviated fuselage/nacelle combination would also appear on many of the later Caudron aircraft. The Type B, although a tractor, retained features of the pusher layout; control was entirely by wing warping.
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Caudron
Several other aircraft were produced before the war. These included:
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10. Type M (1912) monoplane with 50-hp Gnome engine; later version fitted with a 60-hp Anzani. It was built for the Aviation Militaire.
11. Type M2 (1912) monoplane with a 50-hp or 60-hp engine.
12. Type N (1912) racer with 30-hp Anzani engine.
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Several other aircraft were produced before the war. These included:
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10. Type M (1912) monoplane with 50-hp Gnome engine; later version fitted with a 60-hp Anzani. It was built for the Aviation Militaire.
11. Type M2 (1912) monoplane with a 50-hp or 60-hp engine.
12. Type N (1912) racer with 30-hp Anzani engine.
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Caudron
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Several other aircraft were produced before the war. These included:
1. Type D trainer (1912) with 45-hp Anzani or 50-hp Gnome. Widely used at the Caudron flight school at Crotoy, also saw extensive service with the Aviation Militaire as a trainer. The New Zealand Canterbury Aviation Company Ltd. also trained its pilots on the Type D during the First World War. The Type D2 was a single-seat biplane with a 35-hp Anzani engine.
2. Type E trainer (1913) with Gnome engine.
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Several other aircraft were produced before the war. These included:
1. Type D trainer (1912) with 45-hp Anzani or 50-hp Gnome. Widely used at the Caudron flight school at Crotoy, also saw extensive service with the Aviation Militaire as a trainer. The New Zealand Canterbury Aviation Company Ltd. also trained its pilots on the Type D during the First World War. The Type D2 was a single-seat biplane with a 35-hp Anzani engine.
2. Type E trainer (1913) with Gnome engine.
Caudron
Several other aircraft were produced before the war. These included:
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5. Type H amphibian developed for the Monaco races. Two were later ordered by the navy.
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14. A single-seat floatplane flown at Monaco in 1914 with an Anzani engine. The type number is not known.
Several other aircraft were produced before the war. These included:
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5. Type H amphibian developed for the Monaco races. Two were later ordered by the navy.
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14. A single-seat floatplane flown at Monaco in 1914 with an Anzani engine. The type number is not known.
Caudron
Several other aircraft were produced before the war. These included:
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13. A five-seat biplane with a conventional fuselage that retained the wings and tailplane of previous designs. A 70-hp Anzani or 80-hp Gnome was filled. The design was built in 1912; the type number is not known.
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Several other aircraft were produced before the war. These included:
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13. A five-seat biplane with a conventional fuselage that retained the wings and tailplane of previous designs. A 70-hp Anzani or 80-hp Gnome was filled. The design was built in 1912; the type number is not known.
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Caudron
Several other aircraft were produced before the war. These included:
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3. Type F single-seater (1913) with either 80-hp Gnome or a 60hp Le Rhone
4. Type G trainer (1912) with 80-hp Gnome or 60-hp Anzani; later developed into G.2.
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The Caudron G.2, G.3, and G.4 proved to be excellent reconnaissance aircraft because of their stability, but their pusher configuration made them vulnerable to fighter attacks from the rear. By the middle of the war the Caudron brothers abandoned the pusher layout.
Caudron G.2
The Caudron G.2 was a tractor biplane that saw limited service during 1914. It featured the central nacelle, unequal span wings, and twin boom and twin rudders of the early Caudron series. The G.2 had an 80-hp Gnome engine, although in some an 80-hp Le Rhone engine was used. The aircraft was constructed of wood with flexible wings, and lateral control was by wing warping. There were apparently two versions, a single-seater and a two-seater. According to the crews of C 11, the observer's view on the two-seater was very poor. The aircraft were assigned to two escadrilles at the beginning of the war.
At the outbreak of hostilities, the commanding officer of the aviation school at Reims offered his pilots' services to the 5th Armee. On August 16 Escadrille CM 39 (for Caudron Monoplace) was formed. There were only four aircraft on strength. A number of reconnaissance missions were flown over Namur (16 August), Chimay (24 August), Guise (30 August), and during the battle of the Marne (1-10 September). After the front stabilized, the pilots were assigned to various Caudron escadrilles (C 11, C 17, and C 30) with Caudron G.3s. In February 1915 CM 39 re-equipped with Caudron G.3s and was re-designated C 39.
Escadrille C 11, at Crotoy, was the other unit that had the G.2 on strength (alongside some G.3s) when the war began. The pilots were reportedly relieved when their escadrille was completely re-equipped with the more modern G.3s.
Foreign Service
Australia
Australia acquired several Caudron G.2s for use at flight training schools.
United Kingdom
The RNAS purchased a single G.2 with a 60-hp Anzani engine. It was based at Hendon.
Caudron G.2 Single- or Two-Seat Trainer with 80-hp Gnome
Wing span 7.25 m, length 12.10 m, wing area 28 sq. m
Loaded weight 400 kg.
Maximum speed 106 km/h, climb 166 meters per minute.
Caudron G.3
The Caudron G.3 was a development of the G.2 and retained the twin-boom configuration with a tractor engine. The first G.3 was built at Rue in May 1913 and was flown from le Crotoy. Before the war the Caudron brothers moved their factory to Lyon, where they built sizable numbers of G.3s. Because the G.3 was one of the few French types in large-scale production when hostilities began, the success of the Caudron brothers was assured. Later the brothers opened a second factory at Issy-les-Moulineaux to handle production orders given to them by the Aviation Militaire as well as many other air forces.
The Caudron G.3 was a single-engine, two-seat biplane. The wing spars were made of ash and spruce with reinforcing strips of metal. The spars were ribbed and had no dihedral. The ribs were fined to the forward spar by slots and were attached to the lower wing by screws. There were 42 ribs in the upper wing and 24 in the lower. Twelve struts held the upper wing in place. The upper wing was longer than the lower, and a pair of struts mounted at an oblique angle connected the tip of the lower wing with the outer portion of the upper wings. This outer portion of the upper wing could be folded back for transport. Roll control was achieved by warping the outer trailing portions of the upper wing. The construction of the stabilizer was similar to the upper wing and initially used warping on the trailing edge; later hinged stabilizers were fitted. The horizontal stabilizer had two spars. The stabilizer was attached to the fuselage by four booms; the two top booms were made of fir and the lower two were made of ash. The end of the lower booms served as landing skids. There were two triangular fins with rudders controlled by foot pedals. The fuselage nacelle was built ol fabric-covered ash and attached to the wings by four struts. The landing gear consisted of a pair of wheels attached to the forward part of the lower fuselage booms. Bungees acted as shock absorbers.
The engine was mounted in the front of the nacelle and was separated from the aft fuselage by an aluminum sheet. The engine was usually a rotary such as a Gnome or Le Rhone, but a fixed Anzani was used on trainers. An aluminum engine cowling was sometimes fitted to protect the crew from oil, smoke, and castor oil. The fuel tank was divided into two parts: one section for fuel with a 100-liter capacity, the other for oil with a 5-liter capacity. It was placed on a wooden floor in the fuselage between the observer and the pilot and had a plywood cover. The position of the crew was unsatisfactory; the observer was located behind the engine and beneath the upper wing where his field of vision was extremely limited. The pilot was seated behind the upper wing, where he also had a limited view ahead. Many operational crews switched places, with the pilot in front and the observer behind, but there were complaints that the G.3 was too difficult to land with this arrangement, and in any event the observer's field of vision was unimproved.
The G.3 was adopted for use by the Aviation Militaire as well as by a large number of foreign air forces. A total of 2,450 were built: 1,423 by Caudron and 1,027 by the SFA, Potez, Bleriot, and Deperdussin.
Variants
There were several major versions of the Caudron G.3s produced during the war;
G.3 A2 - STAe designation lor the artillery cooperation version.
G.3 D2 - STAe designation for two-seat trainer.
G.3 E1 - STAe designation for a G.3 trainer converted to a single-seat configuration.
G.3 E2 - STAe designation for rotary-engine trainer.
G.3 L2 - STAe designation for a G.3 with an Anzani engine. It was used for liaison.
G.3 R1 - STAe designation for a single-seater with a reduced wing span. It was a "penguin" used to train student pilots how to taxi. R signified "rouler."
In service with the Aviation Militaire, the trainer versions of the type G.3 were given the Army designation 12 (XII). Occasionally there is reference to the Caudron G.3 12 (sic).
The observer's position in the G.3, as well as the type's retention of a pusher layout but with a tractor engine, meant that it was virtually impossible to arm the G.3 effectively. Marcel Bloch and Henry Potez were assigned to modify a G.3 so that armament could be carried; Louis Bleriot modified the pilot's control system. These changes, carried out on Caudron G.3 No.985, required that a smaller fuel tank be placed near the knees of the observer and that the main tank between the pilot and observer be reduced in size or eliminated. The type was assigned to the C.R.P. and was test-flown by Capitaine Eteve. He was accompanied on the initial test by Lieutenant Frechet, who had supplied the machine gun. The first test flight was made on 15 July 1915. Apparently the modifications were not widely adopted for use in the standard G.3.
A memo from the SFA in 1915 stated that these modifications were being introduced on the G.3 at the Caudron factory:
1. Modification of the painting technique used on the aircraft.
2. Strengthening of the propellers.
3. Reinforced engine mounts.
4. Introduction of tail flaps on some machines.
Operational Service
The GQG records indicate there were 128 G.3s at the front in August of 1915, along with approximately 31 G.4s. There were a total of 177 G.3s and G.4s by October of 1915, with 161 in service at the front, eight with the R.G.A., seven with training units, and one with the aviation detachment at Vidamee.
By 1 February 1916 there were 141 G.3s in service. They represented 17 percent of the reconnaissance planes still in service and 12 percent of all French types.
C 11 provides an example of the operations of a typical G.3 escadrille. C 11 was formed at Le Brayelle near Douai with six Caudron G.3s. It was stationed here until July 1914, when it was sent to Moltmedy in the 2nd C.A. sector. During August C 11 flew reconnaissance missions in the Battle of the Marne and dropped flechettes on enemy troops. The first wireless experiments were undertaken near Verdun in March 1915. In July C 11 was attached to the R.F.V. and provided reconnaissance to determine the topography of the area and also strafed enemy trenches. In December the escadrille left Verdun and moved to Ancemont near the Meuse. However, poor weather prevented operations in this area, and C 11 was forced to move to a new airfield. On 12 September 1915 the escadrille claimed its first aerial victory, and eight days later C 11 participated in the battles around Champagne, but flights were limited by rain. At this time, the unit's G 3s were used for artillery spotting, long-range reconnaissance, short-range bombing missions against train stations, and aerial combat. In January 1916, despite the aggressive German fighters, three planes of C 11 were able to provide valuable reconnaissance for General Herr of the R.F.V. In April 1916 C 11 was attached to the 2nd C.A., with which it remained for the rest of the war. The unit was considered to be one of the most prestigious reconnaissance escadrilles of the Aviation Militaire. During the early part of 1916 numerous aerial victories were claimed, but C 11’s main mission was still reconnaissance and artillery spotting. Various targets, including St. Mihiel, St. Maurice, and the steelworks at Joeuf-Homecourt, were bombed in April. By the middle ol 1916 the escadrille had completely replaced its G.3s with G.4s.
The Caudron escadrilles had been largely re-equipped with the superior Caudron G.4s by late 1915/early 1916. A GQG order for 12 July 1916 ordered all escadrilles still possessing G.3s to turn them over the G.D.E. (training establishment). By August 1917 there were only 12 G.3s with front-line escadrilles and in the aviation parks, and seven with the R.G.A. Some G.3s were retained by each unit to serve as pilot trainers. Many G.3s retired to the aircraft parks later saw extensive service in training units, where the docile Caudrons proved quite popular. Indeed, many French pilots obtained their license on Caudron G.3s. The G.3s were to be found at most French schools, including Chartres, Etampes, Le Crotoy, Buc, Amberiett, Chateauroux, Bron, Tours, Istres, and Dijon. It took 50 days to obtain a license for a pilot trained in a G.3. Once the license had been granted the pilot might continue to fly the G.3 in advanced training. In 1917 the order in which a pilot was advanced along the training syllabus was: Maurice Farman M.F.11, Voisin, Caudron G.3, and Nieuport fighter. The G.3s served well into 1917 and some were still operational as trainers as late as 1918. The G.3 was remarkably easy to fly and was very stable in flight. These qualities made it an ideal trainer. Takeoff and climb was normally at a speed of 80 to 85 km/h, cruising speed was between 100 and 105 km/h, descent was at 80 km/h, landing approach was at 70 km/h. and the aircraft landed at 55 km/hr.
A few G.3s were used by the Aviation Maritime. On 8 May 1914 Rene Caudron made the first takeoff of an airplane from a French ship. Flying a G.3 amphibian off a temporary platform erected on the forecastle of the seaplane carrier Foudre. A second attempt on 9 June by a naval aviator. Lieutenant de Vaisseau Jean de Laborde, failed when the Caudron struck a piece ol deck gear and crashed into the water. The machine was destroyed but the pilot survived. The accident caused an end to such experiments and the platform was removed from the Foudre.
Foreign Service
Argentina
Argentina received its first G.3 from France in 1918. A year later, six more G.3s were sent to Argentina. An additional 15 G.3s were later assembled at El Palomar. The G.3s served with the Escuela de Aviacion Militar (Military Aviation School) which in 1922 became Grupo de Aviacion 1 (1st Aviation Group).
Australia
Australia acquired a number of G.2s and G.3s for service with flight schools. CFS 9 (Central Flying School 9) had one G.3, purchased in 1916 and retired in 1918. G.3s also served with the Australian Half Flight in Mesopotamia. Two were used by IFC 3 and 4 (Indian Flying Corps).
Belgium
About 66 Caudron G.3s with 80-hp Le Rhones were obtained by Belgium although, surprisingly, not until 1918. The initial batch ol 36 arrived in June/July 1918 at the Ecole de L'Aviation Militaire (Military Flight Training School) at Juvisy; the remaining 30 arrived a short time later.
The aircraft were used to equip the 6th Training Group. By May 1920 the 1st, 2nd, and 3rd Escadrilles were equipped with the type. In September 1924 the G.3s were based at Wevelghem and assigned to the 3rd Groupement of the 2nd Groupe d'Ecolage (Training Group). The school at Juvisy continued to use the aircraft until 1928. Some of the 66 aircraft were used al the civil flight training school at Gosselies. It was intended that graduates of this school would provide a potential pool of flyers if war should break out.
China
On 13 July 1913 the Chinese received 12 Caudrons - eight two-seaters powered by 80-hp Gnome engines (which were G.3s) and four smaller single-seaters with 50-hp Anzani engines (which were probably G.2 s or Type Js).
The French set up a flight school but found the Chinese to be reluctant students. The Chinese Army Flight School at Nayan was a limited success, for by spring 1914 all but one of the Caudrons were unserviceable. Eventually they were repaired and training resumed in May with a class of 40 Chinese army officers. By early 1916 80 students had been graduated and the school had 20 aircraft (some of them G.3s) on strength.
The Caudrons did see active service in China. Several were sent to take part during an uprising in Mongolia. They were based at Kalgan and armed with bombs. However, according to British sources the aircraft "never left the ground."
Three G.3s with 80-hp Gnomes and a single-seater with a 50-hp Anzani were sent to suppress a bandit uprising on 6 April 1914. Each averaged 150 km of flying over seven weeks and were used primarily for reconnaissance. The aircraft were felt to have turned the tide of battle and the lead airman was promised the head of the rebel leader as a reward.
After this demonstration of the effectiveness of aircraft, several G.3s were assigned to support various Chinese divisions in the field. The aircraft saw little active service throughout the remainder of the war as their condition rapidly deteriorated, at least in part due to poor maintenance. By 1920 those machines that remained were described as "useless."
Colombia
The Escuela Militar de Aviacion (Military Aviation School) became operational in April of 1922. It was located at Flandes and obtained three Caudron G.3s in early 1922. They were withdrawn from service in 1925 when the school was closed.
Denmark
The Danish army air service obtained a single Caudron G.3 in 1914. It was powered by a 60-hp le Rhone engine and remained in service until 1922.
El Salvador
Three Caudron G.3s. which had been built in Italy by the A.E.R. firm (see below), were purchased by the Escuela de Aviacion National in 1924. These had serials C-1, C-2, and C-3. One of them, C-3, participated in maneuvers as part ol the First Section of the 1st Squadron in 1924.
Finland
The Finnish air service obtained 12 G.3s in 1920. Six more were built in Finland during 1921-23. Another machine was obtained from a private source. They carried these serials:
1. Twelve Caudron G.3s obtained from France: serials 2A 490-495 (later 1B 1 through 7 and 1D 8 through 12).
2. Six Finnish-built machines: serials 1D 13 and 1E 14-18.
3. A single aircraft obtained from a private source: serial 1B 19.
The Caudron G.3s were not assigned to any of the Flying Divisions but were assigned to the Ilmailukoulu (flying school) at Santahamina. They remained in service until 1924.
Greece
A number of Caudron G.3s were obtained by the Greek army air service in 1921. They served as trainers at the Sholi Aeroporias Sedes (Sedes Aviation School). One participated in the Campaign in Asia Minor in 1921.
Italy
Italy was in desperate need of adequate combat aircraft when it entered the war in 1915. One of the first types to be obtained was the Caudron G.3. By December 1915 there were five G.3 squadrons on strength. The aircraft were used in the army cooperation role and were organized as artillery Squadriglias.
Caudron G.3s and G.4s were built under license by the A.E.R. plant at Torino. Ninety aircraft were built in 1915, and 80 in early 1916. By the end of the war a total of 250 had been built. Caudron G.3s continued in widespread use as army cooperation aircraft throughout 1916. They were organized as follows:
Gruppo 5 (3rd Armata): 41a, 42a, 43a, and 44a Squadriglias.
Gruppo 6 (3rd Armata): 45a Squadriglia.
By early 1917 the G.3s were replaced by other aircraft, including Caudron G.4s. The G.3s were subsequently used as trainers.
A few remaining G.3s were assigned to 4a Squadriglia in 1917, along with a number of Farmans (probably F.40s). No. 41a Squadriglia was assigned to 2 Gruppo. In April 2 Gruppo was assigned to the 2nd Armata and in November it was with the 4th Armata.
Japan
A single G.3 trainer with an 80-hp Gnome engine was purchased but the type was not adopted by the Japanese army air service.
Peru
A French mission arriving in Peru in January of 1919 brought a number of aircraft including one Caudron G.3 intended for use as a trainer.
Portugal
The Caudron G.3 saw service with the Portuguese air service. Two G.3s were obtained in 1916 and were assigned to the Escola Aeronautica Militar (Military Flight School) at Vila Nova da Rainha. Four additional G.3s were obtained later. In 1918 the school had been redesignated the Escola Militar de Aviacao (EMA) and a new school had been formed at Alverca, designated the Esquadrilha Mista de Deposito (Joint Training and Depot Squadron). It was initially equipped with two G.3s. The G.3s must have been successful trainers, because plans were made to produce them under license by the Parque de Material Aeronautica (Aeronautical Material Park ) or PMA. Deliveries began in 1922 and 50 had been produced by 1924. A few PMA-built G.3s were sent to the Grupo de Esquadrilhas de Aviacao de Angola (Group of Air Squadrons at Angola) in 1922. Production of the G.3 was terminated in 1924. Apparently the G.3s were used exclusively for training.
Romania
France supplied a number of combat aircraft to Romania in 1915 to cultivate the Romanian tilt toward the Allies. Among the aircraft were a dozen Caudron G.3s. On 15 September 1915 the Romanian air corps was created and included in its order of battle three Caudron G.3 units. One unit had four G.3s and was assigned to Grupul 1 (1st Group) as an artillery observation squadron; another had four Caudron G.3s, also in the artillery observation role, and was assigned to Grupul 2, and, finally, a third squadron of four G.3s in the artillery cooperation role was attached to Grupul 3.
By 17 August 1916, when Romania entered the war on the side of the Allies, none of the G.3s was serviceable. As 1916 progressed two of the G.3s were repaired; one was assigned to Grupul 2, the other to Grupul 3. By early 1917 the G.3s had been completely replaced in the reconnaissance role by MF.11s.
Russia
Both the Caudron G.3 and G.4 were obtained from the French by the Russian government and served primarily with long-range reconnaissance and army cooperation squadrons. Unlike many other foreign aircraft, neither the G.3 nor G.4 were selected for license production by the Russian government. It appears that about 20 G.3s were obtained. Soviet sources describe them as being antiquated, yet some saw prolonged service with the Russian air service. The main complaints about the type were the same as those listed by French aviators - the G.3 was unarmed and offered the observer a very restrictive field of view. It was, however, easy to fly and had a relatively rapid rate of climb.
Serbia
The Caudron G.3 was introduced into service in Serbia when Escadrille G 89 was assigned by the French to Serbia in 1916. This unit remained under French control and did not become a combined French-Serbian unit. Apparently, Serbia never obtained any G.3s for its own air service.
Spain
The first G.3 was flown to Spain by a French pilot in May/June 1919. The aircraft was intended for use as a primary trainer. About 18 G.3s were obtained by the Spanish government. By December 1919 they were in service with three of the five training centers in Spain, at Getafe, Sevilla, and Los Alcazares. The training syllabus called for students to solo in the G.3 and, after passing their flight exam, advance to the Avro 504. There were 12 G.3s in service in December 1920 (all with 80-hp Le Rhone engines). By 1924 the G.3s had been replaced completely by Avro 504s.
United Kingdom
Caudron G.3s were first obtained from the French in 1915 to help supplement the rapidly-growing RFC. The first aircraft were assigned to No. 1 Squadron in March 1915. Although about 140 G.3s were obtained, they never saw widespread use with the British reconnaissance units. No. 1 Squadron had four aircraft in May 1915, No.4 Squadron had two, and No.5 Squadron had at least one. The last operational G.3 was removed from service in October 1915.
Several G.3s remained at the 1st Aircraft Park without being assigned to squadrons: the British valued the 80-hp Le Rhone engines more than the airframes to which they were attached. The G.3s were used with greater success in the training role and most of them saw service with the BEF School and 13, 14, 23, and 29 Squadrons. Some were with Nos. 1, 3, 4, 6, 9, and 41 Reserve Squadrons. Finally, two G.3s saw service in Mesopotamia in 1915. The aircraft were sent to Basra in July and were subsequently based at Nasani, where they made reconnaissance flights. One was lost on 30 July, the other was lost 16 September to rifle fire.
The Royal Naval Air Service also used the Caudron G.3. A total of 139 G.3s were employed, mostly as trainers in France. At the beginning of the war there was a single G.3 (No.45) at the Eastchurch Station and it moved to Chingford in May 1915. G.3s built by British Caudron were on strength; these included No.40 and No.1372. Aircraft from France were Nos.1592-7; all but No.1595 had Anzani 100-hp engines (No. 1595 had a 80-hp Gnome); some or all of these may have been Type Js. Twenty-five more G.3s with 80-hp Gnome engines were obtained from France in 1915. They were allocated serials number 3264-3288. Twenty additional G.3s with 80-hp Gnome engines (Nos.3863-3882) were purchased in France during 1915.
In 1916 more G.3s were purchased for service with the Caudron School. These were built by British Caudron and had serials 8941-8950. These G.3s were used almost exclusively for training. Serials N3050-3099 were based at the RNAS at Vendome, while N3264-N3288 were based at the Eastchurch and Eastbourne Stations.
United States
Although the Air Service of the A.E.F. never used the Caudron G.3 operationally, many American pilots were trained on them. A total of 192 G.3s were used by the A.E.F. as trainers. They were considered by the American pilots to be "museum pieces," but they were effective in the primary training role. Most of the G.3s were based at Tours. It has been noted that those at Tours were decrepit and it was believed that many of them had been rebuilt from wrecks. There were 50 or 60 G.3s in service al Tours in the fall of 1917. By January 1918 the number had been reduced to around a dozen. By February an additional 30 G.3s/G.4s were available.
Venezuela
When a French air mission arrived at Venezuela in January of 1921 it brought with it 12 Caudron G.3s and G.4s. These aircraft, along with others brought by the French, were used to establish the Servicio de Aeronautica Militar (Military Air Service). Four additional G.3s were obtained in the mid-1920s.
Caudron G.3 Two-Seat Reconnaissance Aircraft with 90-hp Anzani
Span 13.40 m; length 6.40 m; height 2.50 m; wing area 27 sq. m
Empty weight 420 kg; loaded weight 710 kg
Maximum speed: 112 km/h, climb to 2,000 m in 18 min.; climb to 3,000 m in 32 min.; endurance 4 hours
Armament: usually flown unarmed although the crew was given a standard issue rifle
A total of 2,450 were built.
Caudron G.3s Built by British Caudron: Engines Included 80-hp Gnome, 80-hp Le Rhone, 70-hp Renault, and 80-hp or 100-hp Anzani
Span 13.26 m; length 6.89 m; height 2.59 m; wing area 28.27 sq. m
Empty weight 435 kg; loaded weight 710 kg (80-hp Gnome)
Maximum speed: 105 km/h; climb to 2,000 m in 27 min.; ceiling 3.050 m; endurance 3.5 hours
Armament: usually flown unarmed although the crew was given a standard issue rifle
Approximately 50 were built.
Caudron G.3s Built by A.E.R.: Engines Included the 80-hp Le Rhone (Although Others Used the 100-hp Anzani)
Span 13.40 m, length 6.40 m, height 2.50 m, wing area 27 sq. m
Empty weight 420 kg, loaded weight 710 kg
Maximum speed: 110 km/h; climb to 1,000 m in 8 min.; climb to 2,000 m in 18 min.; climb to 3,000 m in 30 min.; ceiling 4,000 m; endurance 4.0 hours
A total of 250 were built.
Caudron G.3s Built by PMA with 80-hp Le Rhone
Span 13.40 m; length 6.40 m; height 2.70 m; wing area 27 sq. m
Empty weight 448 kg; loaded weight 663 kg
Maximum speed: 115 km/h; climb 143 m/min.; ceiling 4,000 m; range 400 km; endurance 4.0 hours
A total of 50 were built.
Several other aircraft were produced before the war. These included:
<...>
3. Type F single-seater (1913) with either 80-hp Gnome or a 60hp Le Rhone
4. Type G trainer (1912) with 80-hp Gnome or 60-hp Anzani; later developed into G.2.
<...>
The Caudron G.2, G.3, and G.4 proved to be excellent reconnaissance aircraft because of their stability, but their pusher configuration made them vulnerable to fighter attacks from the rear. By the middle of the war the Caudron brothers abandoned the pusher layout.
Caudron G.2
The Caudron G.2 was a tractor biplane that saw limited service during 1914. It featured the central nacelle, unequal span wings, and twin boom and twin rudders of the early Caudron series. The G.2 had an 80-hp Gnome engine, although in some an 80-hp Le Rhone engine was used. The aircraft was constructed of wood with flexible wings, and lateral control was by wing warping. There were apparently two versions, a single-seater and a two-seater. According to the crews of C 11, the observer's view on the two-seater was very poor. The aircraft were assigned to two escadrilles at the beginning of the war.
At the outbreak of hostilities, the commanding officer of the aviation school at Reims offered his pilots' services to the 5th Armee. On August 16 Escadrille CM 39 (for Caudron Monoplace) was formed. There were only four aircraft on strength. A number of reconnaissance missions were flown over Namur (16 August), Chimay (24 August), Guise (30 August), and during the battle of the Marne (1-10 September). After the front stabilized, the pilots were assigned to various Caudron escadrilles (C 11, C 17, and C 30) with Caudron G.3s. In February 1915 CM 39 re-equipped with Caudron G.3s and was re-designated C 39.
Escadrille C 11, at Crotoy, was the other unit that had the G.2 on strength (alongside some G.3s) when the war began. The pilots were reportedly relieved when their escadrille was completely re-equipped with the more modern G.3s.
Foreign Service
Australia
Australia acquired several Caudron G.2s for use at flight training schools.
United Kingdom
The RNAS purchased a single G.2 with a 60-hp Anzani engine. It was based at Hendon.
Caudron G.2 Single- or Two-Seat Trainer with 80-hp Gnome
Wing span 7.25 m, length 12.10 m, wing area 28 sq. m
Loaded weight 400 kg.
Maximum speed 106 km/h, climb 166 meters per minute.
Caudron G.3
The Caudron G.3 was a development of the G.2 and retained the twin-boom configuration with a tractor engine. The first G.3 was built at Rue in May 1913 and was flown from le Crotoy. Before the war the Caudron brothers moved their factory to Lyon, where they built sizable numbers of G.3s. Because the G.3 was one of the few French types in large-scale production when hostilities began, the success of the Caudron brothers was assured. Later the brothers opened a second factory at Issy-les-Moulineaux to handle production orders given to them by the Aviation Militaire as well as many other air forces.
The Caudron G.3 was a single-engine, two-seat biplane. The wing spars were made of ash and spruce with reinforcing strips of metal. The spars were ribbed and had no dihedral. The ribs were fined to the forward spar by slots and were attached to the lower wing by screws. There were 42 ribs in the upper wing and 24 in the lower. Twelve struts held the upper wing in place. The upper wing was longer than the lower, and a pair of struts mounted at an oblique angle connected the tip of the lower wing with the outer portion of the upper wings. This outer portion of the upper wing could be folded back for transport. Roll control was achieved by warping the outer trailing portions of the upper wing. The construction of the stabilizer was similar to the upper wing and initially used warping on the trailing edge; later hinged stabilizers were fitted. The horizontal stabilizer had two spars. The stabilizer was attached to the fuselage by four booms; the two top booms were made of fir and the lower two were made of ash. The end of the lower booms served as landing skids. There were two triangular fins with rudders controlled by foot pedals. The fuselage nacelle was built ol fabric-covered ash and attached to the wings by four struts. The landing gear consisted of a pair of wheels attached to the forward part of the lower fuselage booms. Bungees acted as shock absorbers.
The engine was mounted in the front of the nacelle and was separated from the aft fuselage by an aluminum sheet. The engine was usually a rotary such as a Gnome or Le Rhone, but a fixed Anzani was used on trainers. An aluminum engine cowling was sometimes fitted to protect the crew from oil, smoke, and castor oil. The fuel tank was divided into two parts: one section for fuel with a 100-liter capacity, the other for oil with a 5-liter capacity. It was placed on a wooden floor in the fuselage between the observer and the pilot and had a plywood cover. The position of the crew was unsatisfactory; the observer was located behind the engine and beneath the upper wing where his field of vision was extremely limited. The pilot was seated behind the upper wing, where he also had a limited view ahead. Many operational crews switched places, with the pilot in front and the observer behind, but there were complaints that the G.3 was too difficult to land with this arrangement, and in any event the observer's field of vision was unimproved.
The G.3 was adopted for use by the Aviation Militaire as well as by a large number of foreign air forces. A total of 2,450 were built: 1,423 by Caudron and 1,027 by the SFA, Potez, Bleriot, and Deperdussin.
Variants
There were several major versions of the Caudron G.3s produced during the war;
G.3 A2 - STAe designation lor the artillery cooperation version.
G.3 D2 - STAe designation for two-seat trainer.
G.3 E1 - STAe designation for a G.3 trainer converted to a single-seat configuration.
G.3 E2 - STAe designation for rotary-engine trainer.
G.3 L2 - STAe designation for a G.3 with an Anzani engine. It was used for liaison.
G.3 R1 - STAe designation for a single-seater with a reduced wing span. It was a "penguin" used to train student pilots how to taxi. R signified "rouler."
In service with the Aviation Militaire, the trainer versions of the type G.3 were given the Army designation 12 (XII). Occasionally there is reference to the Caudron G.3 12 (sic).
The observer's position in the G.3, as well as the type's retention of a pusher layout but with a tractor engine, meant that it was virtually impossible to arm the G.3 effectively. Marcel Bloch and Henry Potez were assigned to modify a G.3 so that armament could be carried; Louis Bleriot modified the pilot's control system. These changes, carried out on Caudron G.3 No.985, required that a smaller fuel tank be placed near the knees of the observer and that the main tank between the pilot and observer be reduced in size or eliminated. The type was assigned to the C.R.P. and was test-flown by Capitaine Eteve. He was accompanied on the initial test by Lieutenant Frechet, who had supplied the machine gun. The first test flight was made on 15 July 1915. Apparently the modifications were not widely adopted for use in the standard G.3.
A memo from the SFA in 1915 stated that these modifications were being introduced on the G.3 at the Caudron factory:
1. Modification of the painting technique used on the aircraft.
2. Strengthening of the propellers.
3. Reinforced engine mounts.
4. Introduction of tail flaps on some machines.
Operational Service
The GQG records indicate there were 128 G.3s at the front in August of 1915, along with approximately 31 G.4s. There were a total of 177 G.3s and G.4s by October of 1915, with 161 in service at the front, eight with the R.G.A., seven with training units, and one with the aviation detachment at Vidamee.
By 1 February 1916 there were 141 G.3s in service. They represented 17 percent of the reconnaissance planes still in service and 12 percent of all French types.
C 11 provides an example of the operations of a typical G.3 escadrille. C 11 was formed at Le Brayelle near Douai with six Caudron G.3s. It was stationed here until July 1914, when it was sent to Moltmedy in the 2nd C.A. sector. During August C 11 flew reconnaissance missions in the Battle of the Marne and dropped flechettes on enemy troops. The first wireless experiments were undertaken near Verdun in March 1915. In July C 11 was attached to the R.F.V. and provided reconnaissance to determine the topography of the area and also strafed enemy trenches. In December the escadrille left Verdun and moved to Ancemont near the Meuse. However, poor weather prevented operations in this area, and C 11 was forced to move to a new airfield. On 12 September 1915 the escadrille claimed its first aerial victory, and eight days later C 11 participated in the battles around Champagne, but flights were limited by rain. At this time, the unit's G 3s were used for artillery spotting, long-range reconnaissance, short-range bombing missions against train stations, and aerial combat. In January 1916, despite the aggressive German fighters, three planes of C 11 were able to provide valuable reconnaissance for General Herr of the R.F.V. In April 1916 C 11 was attached to the 2nd C.A., with which it remained for the rest of the war. The unit was considered to be one of the most prestigious reconnaissance escadrilles of the Aviation Militaire. During the early part of 1916 numerous aerial victories were claimed, but C 11’s main mission was still reconnaissance and artillery spotting. Various targets, including St. Mihiel, St. Maurice, and the steelworks at Joeuf-Homecourt, were bombed in April. By the middle ol 1916 the escadrille had completely replaced its G.3s with G.4s.
The Caudron escadrilles had been largely re-equipped with the superior Caudron G.4s by late 1915/early 1916. A GQG order for 12 July 1916 ordered all escadrilles still possessing G.3s to turn them over the G.D.E. (training establishment). By August 1917 there were only 12 G.3s with front-line escadrilles and in the aviation parks, and seven with the R.G.A. Some G.3s were retained by each unit to serve as pilot trainers. Many G.3s retired to the aircraft parks later saw extensive service in training units, where the docile Caudrons proved quite popular. Indeed, many French pilots obtained their license on Caudron G.3s. The G.3s were to be found at most French schools, including Chartres, Etampes, Le Crotoy, Buc, Amberiett, Chateauroux, Bron, Tours, Istres, and Dijon. It took 50 days to obtain a license for a pilot trained in a G.3. Once the license had been granted the pilot might continue to fly the G.3 in advanced training. In 1917 the order in which a pilot was advanced along the training syllabus was: Maurice Farman M.F.11, Voisin, Caudron G.3, and Nieuport fighter. The G.3s served well into 1917 and some were still operational as trainers as late as 1918. The G.3 was remarkably easy to fly and was very stable in flight. These qualities made it an ideal trainer. Takeoff and climb was normally at a speed of 80 to 85 km/h, cruising speed was between 100 and 105 km/h, descent was at 80 km/h, landing approach was at 70 km/h. and the aircraft landed at 55 km/hr.
A few G.3s were used by the Aviation Maritime. On 8 May 1914 Rene Caudron made the first takeoff of an airplane from a French ship. Flying a G.3 amphibian off a temporary platform erected on the forecastle of the seaplane carrier Foudre. A second attempt on 9 June by a naval aviator. Lieutenant de Vaisseau Jean de Laborde, failed when the Caudron struck a piece ol deck gear and crashed into the water. The machine was destroyed but the pilot survived. The accident caused an end to such experiments and the platform was removed from the Foudre.
Foreign Service
Argentina
Argentina received its first G.3 from France in 1918. A year later, six more G.3s were sent to Argentina. An additional 15 G.3s were later assembled at El Palomar. The G.3s served with the Escuela de Aviacion Militar (Military Aviation School) which in 1922 became Grupo de Aviacion 1 (1st Aviation Group).
Australia
Australia acquired a number of G.2s and G.3s for service with flight schools. CFS 9 (Central Flying School 9) had one G.3, purchased in 1916 and retired in 1918. G.3s also served with the Australian Half Flight in Mesopotamia. Two were used by IFC 3 and 4 (Indian Flying Corps).
Belgium
About 66 Caudron G.3s with 80-hp Le Rhones were obtained by Belgium although, surprisingly, not until 1918. The initial batch ol 36 arrived in June/July 1918 at the Ecole de L'Aviation Militaire (Military Flight Training School) at Juvisy; the remaining 30 arrived a short time later.
The aircraft were used to equip the 6th Training Group. By May 1920 the 1st, 2nd, and 3rd Escadrilles were equipped with the type. In September 1924 the G.3s were based at Wevelghem and assigned to the 3rd Groupement of the 2nd Groupe d'Ecolage (Training Group). The school at Juvisy continued to use the aircraft until 1928. Some of the 66 aircraft were used al the civil flight training school at Gosselies. It was intended that graduates of this school would provide a potential pool of flyers if war should break out.
China
On 13 July 1913 the Chinese received 12 Caudrons - eight two-seaters powered by 80-hp Gnome engines (which were G.3s) and four smaller single-seaters with 50-hp Anzani engines (which were probably G.2 s or Type Js).
The French set up a flight school but found the Chinese to be reluctant students. The Chinese Army Flight School at Nayan was a limited success, for by spring 1914 all but one of the Caudrons were unserviceable. Eventually they were repaired and training resumed in May with a class of 40 Chinese army officers. By early 1916 80 students had been graduated and the school had 20 aircraft (some of them G.3s) on strength.
The Caudrons did see active service in China. Several were sent to take part during an uprising in Mongolia. They were based at Kalgan and armed with bombs. However, according to British sources the aircraft "never left the ground."
Three G.3s with 80-hp Gnomes and a single-seater with a 50-hp Anzani were sent to suppress a bandit uprising on 6 April 1914. Each averaged 150 km of flying over seven weeks and were used primarily for reconnaissance. The aircraft were felt to have turned the tide of battle and the lead airman was promised the head of the rebel leader as a reward.
After this demonstration of the effectiveness of aircraft, several G.3s were assigned to support various Chinese divisions in the field. The aircraft saw little active service throughout the remainder of the war as their condition rapidly deteriorated, at least in part due to poor maintenance. By 1920 those machines that remained were described as "useless."
Colombia
The Escuela Militar de Aviacion (Military Aviation School) became operational in April of 1922. It was located at Flandes and obtained three Caudron G.3s in early 1922. They were withdrawn from service in 1925 when the school was closed.
Denmark
The Danish army air service obtained a single Caudron G.3 in 1914. It was powered by a 60-hp le Rhone engine and remained in service until 1922.
El Salvador
Three Caudron G.3s. which had been built in Italy by the A.E.R. firm (see below), were purchased by the Escuela de Aviacion National in 1924. These had serials C-1, C-2, and C-3. One of them, C-3, participated in maneuvers as part ol the First Section of the 1st Squadron in 1924.
Finland
The Finnish air service obtained 12 G.3s in 1920. Six more were built in Finland during 1921-23. Another machine was obtained from a private source. They carried these serials:
1. Twelve Caudron G.3s obtained from France: serials 2A 490-495 (later 1B 1 through 7 and 1D 8 through 12).
2. Six Finnish-built machines: serials 1D 13 and 1E 14-18.
3. A single aircraft obtained from a private source: serial 1B 19.
The Caudron G.3s were not assigned to any of the Flying Divisions but were assigned to the Ilmailukoulu (flying school) at Santahamina. They remained in service until 1924.
Greece
A number of Caudron G.3s were obtained by the Greek army air service in 1921. They served as trainers at the Sholi Aeroporias Sedes (Sedes Aviation School). One participated in the Campaign in Asia Minor in 1921.
Italy
Italy was in desperate need of adequate combat aircraft when it entered the war in 1915. One of the first types to be obtained was the Caudron G.3. By December 1915 there were five G.3 squadrons on strength. The aircraft were used in the army cooperation role and were organized as artillery Squadriglias.
Caudron G.3s and G.4s were built under license by the A.E.R. plant at Torino. Ninety aircraft were built in 1915, and 80 in early 1916. By the end of the war a total of 250 had been built. Caudron G.3s continued in widespread use as army cooperation aircraft throughout 1916. They were organized as follows:
Gruppo 5 (3rd Armata): 41a, 42a, 43a, and 44a Squadriglias.
Gruppo 6 (3rd Armata): 45a Squadriglia.
By early 1917 the G.3s were replaced by other aircraft, including Caudron G.4s. The G.3s were subsequently used as trainers.
A few remaining G.3s were assigned to 4a Squadriglia in 1917, along with a number of Farmans (probably F.40s). No. 41a Squadriglia was assigned to 2 Gruppo. In April 2 Gruppo was assigned to the 2nd Armata and in November it was with the 4th Armata.
Japan
A single G.3 trainer with an 80-hp Gnome engine was purchased but the type was not adopted by the Japanese army air service.
Peru
A French mission arriving in Peru in January of 1919 brought a number of aircraft including one Caudron G.3 intended for use as a trainer.
Portugal
The Caudron G.3 saw service with the Portuguese air service. Two G.3s were obtained in 1916 and were assigned to the Escola Aeronautica Militar (Military Flight School) at Vila Nova da Rainha. Four additional G.3s were obtained later. In 1918 the school had been redesignated the Escola Militar de Aviacao (EMA) and a new school had been formed at Alverca, designated the Esquadrilha Mista de Deposito (Joint Training and Depot Squadron). It was initially equipped with two G.3s. The G.3s must have been successful trainers, because plans were made to produce them under license by the Parque de Material Aeronautica (Aeronautical Material Park ) or PMA. Deliveries began in 1922 and 50 had been produced by 1924. A few PMA-built G.3s were sent to the Grupo de Esquadrilhas de Aviacao de Angola (Group of Air Squadrons at Angola) in 1922. Production of the G.3 was terminated in 1924. Apparently the G.3s were used exclusively for training.
Romania
France supplied a number of combat aircraft to Romania in 1915 to cultivate the Romanian tilt toward the Allies. Among the aircraft were a dozen Caudron G.3s. On 15 September 1915 the Romanian air corps was created and included in its order of battle three Caudron G.3 units. One unit had four G.3s and was assigned to Grupul 1 (1st Group) as an artillery observation squadron; another had four Caudron G.3s, also in the artillery observation role, and was assigned to Grupul 2, and, finally, a third squadron of four G.3s in the artillery cooperation role was attached to Grupul 3.
By 17 August 1916, when Romania entered the war on the side of the Allies, none of the G.3s was serviceable. As 1916 progressed two of the G.3s were repaired; one was assigned to Grupul 2, the other to Grupul 3. By early 1917 the G.3s had been completely replaced in the reconnaissance role by MF.11s.
Russia
Both the Caudron G.3 and G.4 were obtained from the French by the Russian government and served primarily with long-range reconnaissance and army cooperation squadrons. Unlike many other foreign aircraft, neither the G.3 nor G.4 were selected for license production by the Russian government. It appears that about 20 G.3s were obtained. Soviet sources describe them as being antiquated, yet some saw prolonged service with the Russian air service. The main complaints about the type were the same as those listed by French aviators - the G.3 was unarmed and offered the observer a very restrictive field of view. It was, however, easy to fly and had a relatively rapid rate of climb.
Serbia
The Caudron G.3 was introduced into service in Serbia when Escadrille G 89 was assigned by the French to Serbia in 1916. This unit remained under French control and did not become a combined French-Serbian unit. Apparently, Serbia never obtained any G.3s for its own air service.
Spain
The first G.3 was flown to Spain by a French pilot in May/June 1919. The aircraft was intended for use as a primary trainer. About 18 G.3s were obtained by the Spanish government. By December 1919 they were in service with three of the five training centers in Spain, at Getafe, Sevilla, and Los Alcazares. The training syllabus called for students to solo in the G.3 and, after passing their flight exam, advance to the Avro 504. There were 12 G.3s in service in December 1920 (all with 80-hp Le Rhone engines). By 1924 the G.3s had been replaced completely by Avro 504s.
United Kingdom
Caudron G.3s were first obtained from the French in 1915 to help supplement the rapidly-growing RFC. The first aircraft were assigned to No. 1 Squadron in March 1915. Although about 140 G.3s were obtained, they never saw widespread use with the British reconnaissance units. No. 1 Squadron had four aircraft in May 1915, No.4 Squadron had two, and No.5 Squadron had at least one. The last operational G.3 was removed from service in October 1915.
Several G.3s remained at the 1st Aircraft Park without being assigned to squadrons: the British valued the 80-hp Le Rhone engines more than the airframes to which they were attached. The G.3s were used with greater success in the training role and most of them saw service with the BEF School and 13, 14, 23, and 29 Squadrons. Some were with Nos. 1, 3, 4, 6, 9, and 41 Reserve Squadrons. Finally, two G.3s saw service in Mesopotamia in 1915. The aircraft were sent to Basra in July and were subsequently based at Nasani, where they made reconnaissance flights. One was lost on 30 July, the other was lost 16 September to rifle fire.
The Royal Naval Air Service also used the Caudron G.3. A total of 139 G.3s were employed, mostly as trainers in France. At the beginning of the war there was a single G.3 (No.45) at the Eastchurch Station and it moved to Chingford in May 1915. G.3s built by British Caudron were on strength; these included No.40 and No.1372. Aircraft from France were Nos.1592-7; all but No.1595 had Anzani 100-hp engines (No. 1595 had a 80-hp Gnome); some or all of these may have been Type Js. Twenty-five more G.3s with 80-hp Gnome engines were obtained from France in 1915. They were allocated serials number 3264-3288. Twenty additional G.3s with 80-hp Gnome engines (Nos.3863-3882) were purchased in France during 1915.
In 1916 more G.3s were purchased for service with the Caudron School. These were built by British Caudron and had serials 8941-8950. These G.3s were used almost exclusively for training. Serials N3050-3099 were based at the RNAS at Vendome, while N3264-N3288 were based at the Eastchurch and Eastbourne Stations.
United States
Although the Air Service of the A.E.F. never used the Caudron G.3 operationally, many American pilots were trained on them. A total of 192 G.3s were used by the A.E.F. as trainers. They were considered by the American pilots to be "museum pieces," but they were effective in the primary training role. Most of the G.3s were based at Tours. It has been noted that those at Tours were decrepit and it was believed that many of them had been rebuilt from wrecks. There were 50 or 60 G.3s in service al Tours in the fall of 1917. By January 1918 the number had been reduced to around a dozen. By February an additional 30 G.3s/G.4s were available.
Venezuela
When a French air mission arrived at Venezuela in January of 1921 it brought with it 12 Caudron G.3s and G.4s. These aircraft, along with others brought by the French, were used to establish the Servicio de Aeronautica Militar (Military Air Service). Four additional G.3s were obtained in the mid-1920s.
Caudron G.3 Two-Seat Reconnaissance Aircraft with 90-hp Anzani
Span 13.40 m; length 6.40 m; height 2.50 m; wing area 27 sq. m
Empty weight 420 kg; loaded weight 710 kg
Maximum speed: 112 km/h, climb to 2,000 m in 18 min.; climb to 3,000 m in 32 min.; endurance 4 hours
Armament: usually flown unarmed although the crew was given a standard issue rifle
A total of 2,450 were built.
Caudron G.3s Built by British Caudron: Engines Included 80-hp Gnome, 80-hp Le Rhone, 70-hp Renault, and 80-hp or 100-hp Anzani
Span 13.26 m; length 6.89 m; height 2.59 m; wing area 28.27 sq. m
Empty weight 435 kg; loaded weight 710 kg (80-hp Gnome)
Maximum speed: 105 km/h; climb to 2,000 m in 27 min.; ceiling 3.050 m; endurance 3.5 hours
Armament: usually flown unarmed although the crew was given a standard issue rifle
Approximately 50 were built.
Caudron G.3s Built by A.E.R.: Engines Included the 80-hp Le Rhone (Although Others Used the 100-hp Anzani)
Span 13.40 m, length 6.40 m, height 2.50 m, wing area 27 sq. m
Empty weight 420 kg, loaded weight 710 kg
Maximum speed: 110 km/h; climb to 1,000 m in 8 min.; climb to 2,000 m in 18 min.; climb to 3,000 m in 30 min.; ceiling 4,000 m; endurance 4.0 hours
A total of 250 were built.
Caudron G.3s Built by PMA with 80-hp Le Rhone
Span 13.40 m; length 6.40 m; height 2.70 m; wing area 27 sq. m
Empty weight 448 kg; loaded weight 663 kg
Maximum speed: 115 km/h; climb 143 m/min.; ceiling 4,000 m; range 400 km; endurance 4.0 hours
A total of 50 were built.
Caudron G.3. The engine used was usually a rotary such as a Gnome or Le Rhone. On training machines a fixed Anzani was used.
AER-built Caudron G.3 C507 Captured by Flik 4 in July 1915 and used to perform at least eight reconnaissance missions over the Italian front (in Austro-Hungarian markings). R. Stach via Colin Owers.
Caudron G.3 equipped with skis in service with the Finnish air service. The Finnish G.3s were assigned to the Ilmailukoulu or flying school at Santahamina.
Caudron
Several other aircraft were produced before the war. These included:
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6. Type J floatplane (1913) with 100-hp Gnome.
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Caudron J Seaplane
The Caudron brothers produced a twin-float seaplane in 1913 and presented it at the Expositions Internationales de l'Aeronautique that same year. The aircraft was a pusher biplane with two-bay wings, with the upper wing being considerably longer than the lower. A pair of canted struts extended from the tip of the lower wings to the edge of the upper wings. The twin floats incorporated a set of small wheels to permit the aircraft to be handled more easily on the ground. The single rudder and elevator were supported by twin booms. The scalloped rudder had an extension on which was mounted a small tail float. Power was supplied by a single 100-hp Gnome. The aircraft was intended for use as a trainer and carried a crew of two.
An example of the Type J was tested in the 1913 naval concours to select an aircraft to serve aboard French ships. A small number of the type Js were obtained by the navy.
Foreign Service
China
Small number of Type Js served with the Chinese air service. For further details see the section on the G.3.
Russia
Two Caudron seaplanes were purchased by Russia and used in the Black Sea.
United Kingdom
The Royal Naval Air Service is also believed to have acquired several Type J amphibians. The aircraft records of the RNAS indicate that the Caudrons were assigned serial Nos. 55-57. Numbers 55 and 56 were powered with 80-hp Gnome and were a signed to the cruiser HMS Hermes. No.57 had a 100-hp Gnome and was based at the Isle of Grain.
Caudron J Two-Seat Floatplane with 100-hp Gnome
Span 15.10 m; length 9.00 m; wing area 40 sq. m
Empty weight 500 kg; loaded weight 800 kg
Maximum speed: 95 km/h, climb rate 33 meter per minute.
Several other aircraft were produced before the war. These included:
<...>
6. Type J floatplane (1913) with 100-hp Gnome.
<...>
Caudron J Seaplane
The Caudron brothers produced a twin-float seaplane in 1913 and presented it at the Expositions Internationales de l'Aeronautique that same year. The aircraft was a pusher biplane with two-bay wings, with the upper wing being considerably longer than the lower. A pair of canted struts extended from the tip of the lower wings to the edge of the upper wings. The twin floats incorporated a set of small wheels to permit the aircraft to be handled more easily on the ground. The single rudder and elevator were supported by twin booms. The scalloped rudder had an extension on which was mounted a small tail float. Power was supplied by a single 100-hp Gnome. The aircraft was intended for use as a trainer and carried a crew of two.
An example of the Type J was tested in the 1913 naval concours to select an aircraft to serve aboard French ships. A small number of the type Js were obtained by the navy.
Foreign Service
China
Small number of Type Js served with the Chinese air service. For further details see the section on the G.3.
Russia
Two Caudron seaplanes were purchased by Russia and used in the Black Sea.
United Kingdom
The Royal Naval Air Service is also believed to have acquired several Type J amphibians. The aircraft records of the RNAS indicate that the Caudrons were assigned serial Nos. 55-57. Numbers 55 and 56 were powered with 80-hp Gnome and were a signed to the cruiser HMS Hermes. No.57 had a 100-hp Gnome and was based at the Isle of Grain.
Caudron J Two-Seat Floatplane with 100-hp Gnome
Span 15.10 m; length 9.00 m; wing area 40 sq. m
Empty weight 500 kg; loaded weight 800 kg
Maximum speed: 95 km/h, climb rate 33 meter per minute.
Caudron G.3. On 8 May 1914, Rene Caudron flew a G.3 amphibian off the Foudre; this was the first shipboard takeoff by the French. R.D. Layman.
Caudron
Several other aircraft were produced before the war. These included:
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7. Type K (1913) amphibian with 200-hp Gnome or 100-hp Anzani. Its large wing span (18.15 m) enabled it to serve as a high-seas floatplane. Two pilots were seated side by side in the central nacelle.
8. Type KM (or K2) - A version of the Type K seaplane fitted with armor and a machine gun in the nose of the central nacelle. It had four floats, two beneath the lower wing and two cylindrical floats at the base of the tail booms.
9. Type L (1914) trainer with 100-hp Anzani engine.
<...>
Several other aircraft were produced before the war. These included:
<...>
7. Type K (1913) amphibian with 200-hp Gnome or 100-hp Anzani. Its large wing span (18.15 m) enabled it to serve as a high-seas floatplane. Two pilots were seated side by side in the central nacelle.
8. Type KM (or K2) - A version of the Type K seaplane fitted with armor and a machine gun in the nose of the central nacelle. It had four floats, two beneath the lower wing and two cylindrical floats at the base of the tail booms.
9. Type L (1914) trainer with 100-hp Anzani engine.
<...>
Caudron G.4
The Caudron G.4 was produced in response to the Aviation Militaire's need for a more powerful army cooperation aircraft which could carry a forward-firing machine gun. By equipping the G.4 with two engines, Caudron increased the aircraft's range and created a position for a nose gunner. The G.3 was redesigned to permit this arrangement: the plane was enlarged and the central crew nacelle was lengthened. The observer fired a machine gun (a Hotchkiss 7-mm or a Lewis gun) on a flexible mounting in the nose. However, this arrangement did not permit the gun to be used to protect against attacks from behind. On some aircraft a crude attempt was made to rectify this by fitting a gun to the top wing fixed to fire to the rear. This arrangement proved ineffective and the gun was soon removed from the aircraft in service. The crew was equipped with a Chauchat gun or a carbine. Some G.4s were fitted with a camera for high-altitude reconnaissance.
To handle the increased weight and also provide the gunner with a better field of fire, two engines (either 80-hp Le Rhones or 100-hp Anzanis) were placed in streamlined nacelles on either side of the center fuselage. The Le Rhone engines were cowled, but the rotary Anzanis dispensed with the cowlings. The number of rudders was increased from two to four. The prototype G.4's first flight was in March 1915; Caudron built 1.358 G.4s during the war. G.4s were built by Bleriot, SPAD, and Caudron.
Variants
The G.4 was built in three major versions: the A2 for reconnaissance, the B2 for bombing, and the E2 for training. The A2 had a wireless set for artillery spotting missions; the B2 could carry up to 220 kg ol bombs. The E2 had dual controls; it was intended for training and was powered by either Anzani or Le Rhone engines.
There was an armored version of the G.4 that was sent to some ol the best units. It was powered by two 80-hp Le Rhone engines. A GQG memo noted that the armored Caudron G.4s were in great demand, but few were available because of a shortage of iron needed to produce the armor. Another GQG memo to the commander of the 1st Armee, dated 19 July 1916, stated that distinguished escadrilles were being sent the armored version first; these units were C 64, C 66, C 104, C 105, and C 106. These planes received the Army designation IB (B = blinde, or armored). It was eventually planned to supply all Caudron reconnaissance escadrilles with one or two armored G.4s, enabling them to carry out low-level attacks. However, a later memo suggested that the G.4 IBs would be most useful in situations over the front where there was heavy cloud cover (particularly in the winter). Presumably this would have provided the heavy planes with some measure of protection against fighters.
A floatplane version, serial C 2498 and designated Le Gotland was also built.
Operational Service
On 15 August 1915 there were 36 G.4s in service with the escadrilles and in the aircraft parks. By 1 February 1916 there were 161 G.4s in service as compared with 141 G.3s. On 1 August 1917 there were 215 Caudron G.4s in service. A total of 139 G.4s were with the front-line escadrilles and aviation parks, with a further 75 available but not yet in the parks. The G.4s at first supplemented the G.3s then in service and by late 1915/early 1916 had replaced the G.3s.
In operational service the G.4 was initially praised for the gunner's improved field of fire, but because of its pusher layout, could not be defended against attack from the rear. Despite this serious limitation, the G.4s were used as bombers and often provided fighter escort for the slower M.F.11s and Voisin 3s and 5s. To overcome the handicaps ol their aircraft, G.4 pilots often attacked from high altitude to avoid anti-aircraft fire and fighters. In the attack role the G.4s would dive from high altitude on enemy planes and then try to escape before the Germans who survived could recover. However, the G.4s rapidly became obsolescent and as early as April 1916 the type was being criticized for having mediocre speed, limited maneuverability, poor range, and severe vulnerability to rearward attacks.
Army Cooperation
The Caudron G.4s were used primarily for army reconnaissance and artillery spotting. The typical army cooperation unit also spent a large amount of time performing long-range bombing and ground-attack missions, and even flew combat patrols in addition to routine reconnaissance duties.
C 11 provides an example ol a G.4-equipped escadrille. On 29 June C 11 had largely re-equipped with G.4s and had moved to an airfield in the Somme area. C 11 was active in the Somme area as part of the 2nd C.A. Perhaps inspired by the G.4s lack of rearward defense, the escadrille was given the cocette insignia around the middle of 1916. The cocotte's eye was positioned to the rear as if to watch for enemy aircraft. C 11 was extremely active for the next five months, flying reconnaissance, artillery cooperation, ground attack, and night bombing missions. Most of the bombing attacks were against the stations at Ham, Nesle, and Peronne. On 29 December 1916 C 11 moved to Villers-Bretonneiux near Toul. It was assigned to the 88th Division near Delme on 4 February 1917. On 24 April it moved to Marne to take part in the French offensive; it was based at Hourges. However, rain and snow inhibited aerial operations on that front. Later, C 11 moved to Rosnay and performed visual and photo-reconnaissance, bombing, and ground attack operations. It was active in this area until June. Despite the fact that German aerial defenses were taking heavy tolls on the unit, C 11 continued low-level attacks on the German trenches to enhance French morale. As 1917 progressed the vulnerable G.4s were supported by the new Letord long-range reconnaissance planes. Capitaine Vuillemin used one of C 11's Letords to great effect in protecting the unit s G.4s from German aircraft when on 29 July he attacked and drove off five German aircraft, claiming one as destroyed. On 11 June C 11 moved to Grigny as part of the 31st C.A., where it flew primarily photo missions. On 10 September it moved to the area of the Meuse and was stationed at Julvecourt. During November 1917 the unit re-equipped with Breguet 14 A2s to become BR 11.
Artillery Observation
A number of G.4 units were assigned as S.A.L. escadrilles and served in the spotting role for heavy artillery.
Bombing
Because of its payload and long range the G.4 was often used as a bomber. Many of the army cooperation units undertook bombing missions and several units became dedicated bomber escadrilles. There were four units designated as bomber escadrilles in the 100 range: C 104, C 105, C 106, and C 122. Despite their designations, two of these units (C 104 and C 122) were used primarily in army cooperation (see above). C 105, C 106, and C 66, however, were assigned to Groupes de Bombardement.
C 66 was formed (along with N 65) from G.C. Malzeville in late 1915 and assigned to GB 2 at Malzeville. Some of its G.4s were used in the escort role and also dropped propaganda leaflets on the Malancourt-Joloncourt area in December. C 66 remained at Malzeville in 1916. In March it provided fighter escort and bombed train stations and airfields. When used as bombers the planes usually did not carry gunners, enabling the G.4s to attack from a height of 4,500 meters, where they were safe from German fighters and anti-aircraft fire. Sorties by one or two G.4s against various targets were flown in April. In May leaflets were dropped on German trenches. High-altitude raids were flown against the Metz-Sablons station and the German airfield at Montange. GB 2 was disbanded on 17 June 1916 and C 66 was assigned to GB 1. By now C 66's commander, Capitaine Henri de Kerllis, had made this an elite unit. The first mission with GB 1 was flown on 22 June when 38 bombs were dropped on the arms works at Karlsruhe. This was a well-defended target and flying the Caudron G.4 in daylight was suicidal. One-third ol the nine planes taking part were lost. Capitaine de Kerllis, well aware that his aircraft were no match for German lighters, decided to time his attacks at dawn and dusk, when opposition was less likely. He also used a combination of stealth (such as flying at high altitude) and cunning (avoiding airfields and never flying the same route twice). Utilizing these tactics. C 66 flew numerous missions in July with no losses. On 24 August one pilot of C 66 succeeded in destroying a German aircraft - no small feat in a G.4. On 25 September the unit went to Demuin in the 6th Armee sector, thus ending its association with GB 1.
VB 105 and VB 106 gave up their Voisin 3s and 5s for G.4s and rejoined GB 2 as C 105 and C 106 respectively in early June 1916. C 105 and C 106 flew patrols on 9 and 10 June. When GB 2 was disbanded C 105 was assigned to the 2nd Armee and C 106 to the 6th Armee in the army cooperation role.
Long Range Escort
C 66 often provided fighter escort for the slower Voisins of GB 2; C 66's aircraft often had the dual roles of fighter and bomber on the same mission. On 8 March 1916 three G.4s of C 66 flew escort for a raid on the Brieulles station and even managed to drop 12 bombs on the target. During the latter part of March C 66 flew fighter missions and barrage patrols. The latter mission was necessitated by the fact that the Germans were staging frequent raids on GB 2's airfields, and the Voisins assigned to the bomb group were incapable of intercepting the enemy bombers. On 2 April a G.4 of C 66 attacked a German machine while flying a barrage patrol and fired 150 rounds; the Caudron was hit twice. Another German aircraft was chased off by a G.4's crew on 26 April 1916. Sometimes the crews of the G.4s had other problems to contend with beside Germans; for example, a crew of C 66 was frustrated in an attempt to bring down an enemy plane on 16 May 1916 when their machine gun jammed alter only ten rounds had been fired. C 105 and C 106 also flew a few barrage patrols with GB 2 until the Groupe was disbanded on 17 April 1916.
C 34 and C 61 used their G.4s to provide fighter escort for the MF.11s and F.40s of MF 29 beginning in late November 1915. The G.4s were not much faster than the Farmans they were assigned to protect, and the limited efficacy of the G.4 as a fighter was made apparent when a G.4 of C 61 was shot down while escorting a bombing raid. In late January 1916 C 34 and C 61 were withdrawn from GB 4 and assigned to army cooperation duties (see above).
Overseas Escadrilles
Ten Caudron escadrilles served as T.O.E. units. These were G 488 (Greece), G 489 (Cotiere de Mazagan in Morocco), G 490 (Cotiere de Sfax), C 543 (North Africa), C 544 (North Africa), C 545 (North Africa), C 546 (North Africa), C 547 (North Africa), C 548 (North Africa), and C 549 (North Africa).
In a note from the 5th Armee dated 22 September 1916 the G.4 received scathing criticism. While it was acknowledged to have a good climb rate, it was very vulnerable to attacks from the rear. It was recommended that G.4s be limited to artillery spotting and photographic missions conducted over 5,000 m. Another note called attention to the fact that the rudders were suffering structural fatigue secondary to faulty attachment screws. It was recommended that they be reinforced with piano wire.
The vulnerability of the G.4 to rear attack lead the Aviation Militaire to request a new long-range reconnaissance machine. It was to have twin engines in the tractor configuration and a conventional fuselage with gunners tore and aft. This class ol aircraft was designated A3 and led to the G.5, G.6, R.4, R.5, and R.11. However, there were significant delays in the development and production of the A3 class.
As late as August 1917 there were 139 G.4s at the front as opposed to 133 G.6s, 53 R.4s, and 89 Letords of all types. Thus it appears that most of the Caudron units had substantial numbers of G.4s on strength until late 1917.
In late 1916 the first G.6s joined those G.4s serving with the Caudron escadrilles. It appears that by 1918 the G.6 had supplanted the G.4s, which were retired to serve beside the G.3 in the training units. Most Caudron units had switched to more modern planes in late 1917. The stop-gap Sopwith 1 1/2 Strutters replaced the G.4s beginning in July 1917.
Apparently a number of escadrilles retained a small number of G.4s for a variety of duties. For example, a GQG memo for 12 January 1918 requested that all units using G.4s for gunnery practice were to exchange them for A.R.1s as soon as possible.
The artillery cooperation units also received new aircraft - Sopwith 1 1/2 A2s, Breguet 14 A2s, and Salmson 2 A2s replaced the G.4s in late 1917.
The Aviation Maritime converted eight Caudron G.4s to floatplanes. Tests were carried out on these at the Saint Raphael naval base in September 1916.
Foreign Service
Belgium
The Franco-Belgian Squadron No.674 had both French and Belgian pilots. It was equipped with Caudron G.4s.
Brazil
The Brazilian air service obtained two Caudron G.4s from France in 1921. They were intended as photo-survey aircraft and were unarmed. They were assigned to the Service Geographico de Ejercito (Army Geographical Service) and were withdrawn from service only two years later, in 1923.
Colombia
Colombia obtained four G.4s in early 1922. They were assigned to the Escuela Militar de Aviacion (Military Aviation School), which became operational at Flandes in April of that year. The G.4s were placed in storage at that time and were reactivated in 1925 when a second school at Madrid was opened. They were finally retired in 1929.
El Salvador
A single G.4 was obtained from the Italian aviation mission to El Salvador in 1924.
Finland
A single Caudron G.4 was obtained by Finland in 1922 and was not assigned a serial number. It was apparently donated to the Finnish air service by a private company.
Italy
The G.4s were found by the Italians to have superior qualities and, in particular, a good climb rate and high altitude performance. These two qualities made it especially suitable for service in the Alps. The type was built by the A.E.R. factory in Torino. Forty were built under license in 1916 and 11 in 1917. Italian G.4 units in 1917 included:
3 Gruppo (1st Armata): 46a and 50 Squadriglias.
5 Gruppo (3rd Armata): 42a, 43a, and 44a Squadriglias.
7 Gruppo (6th Armata: reassigned to the 1st Armata in November): 49a Squadriglia.
12 Gruppo (4th Armata): 48a Squadriglia.
By 1918 the Caudron G.4 had been replaced by more effective aircraft such as the Pomilio PE and S.I.A.7 of indigenous origin.
Japan
One Caudron G.4 (sometimes mis-identified in Japan as a G.6) was purchased by the Japanese army air service in 1921. Designated the type Bo.1, it remained in service until 1923.
Netherlands
Five Caudron G.4s were obtained by the Netherlands air service and given serial numbers 427-431. They entered service in June 1918 and remained in service until the mid-1920s.
Portugal
Portugal obtained nine G.4s from France in 1918. It was planned to assign them to the Esquadrilha Expedicionaria a Angola (Angolan Expeditionary Squadron). This unit was intended to see active service in Angola, but the fighting ended before any operational missions could be undertaken. The squadron, now named the Esquadrilha Inicial Colonial (Initial Colonial Squadron), was based at Humpata by October 1918. In 1921 it was redesignated Grupo de Esquadrilhas de Aviacao de Angola (Group of Air Squadrons at Angola) and had one squadron of Caudron G.4s and one with Breguet 14 A2s. The unit was disbanded in 1923.
Romania
The Romanians obtained a number of Caudron G.4s and by July of 1917 eight of these were in service with No. 12 Squadron assigned to Grupul 2. In August this squadron was still attached to Grupul 2 and was based at Calmatui in support of the Romanian 1st Army. Apparently none of the G.4s remained in service at the end of the war.
Russia
The G.4 was popular with Russian pilots. With two engines it was much faster, had a better rate of climb, and could be looped more easily than the single-engine G.3s. Between 20 and 40 G.3s were obtained and saw service both during and after the war.
The G.4s were used primarily by what were described as corps air units, each of which had six army cooperation aircraft and two fighters for escort. Soviet sources list 37 G.4s in service in April 1917. This later figure probably also included some G.3s. It would seem that many of the G.4 units were in disrepair, as the reports from air divisions and air fleets in March listed only four Caudrons as serviceable. All four were on the southwest front. By June 1 the situation had improved, with a total of 12 Caudrons listed as serviceable. Eight were on the southwestern and Romanian fronts and four were on the Caucasus front.
One G.4 survived long enough to enter service with the 1st Socialist Air Group - the first Soviet air unit. Six Caudron G.3s and G.4s were still in service as late as 1921.
Saudi Arabia
The kingdom of Saudi Arabia received four Caudron G.4s with 120-hp Le Rhone engines in August 1921. These were apparently built by the A.E.R. firm.
Ukraine
The Ukrainian air service obtained a single Caudron G.4 in 1918.
United Kingdom
A single G.4 (serial 7761) was obtained by the RFC for evaluation. It arrived at No.1 Aircraft Depot at St.-Omer on 14 January 1916. Apparently a second Caudron was also obtained by the same depot on 29 February but was never assigned a serial number. The G.4 was never adopted for service with the RFC.
Twelve G.4s were purchased by the RNAS for use by No.1 Wing in France. The RNAS ordered additional G.4s later in 1915 including:
Serial Nos.3289-3300: 100-hp Anzani - Nos.1, 4, and 5 Wings.
Serial Nos.3333-3344: 80-hp Le Rhone - Eastchurch and No.5 Wing.
Serial Nos. 33894-3899: 80-hp Le Rhone - Eastchurch, Dunkirk, Nos.1, 2, and 5 Wings.
Caudron G.4s purchased in 1916 included an initial batch of 12 (Nos.9101-9131) all with 100-hp Anzani engines. They were assigned to Nos.2, 4, and 5 Wings. A follow-up order for 20 (Nos. 9286-9305) was canceled.
No.5 Wing at Coudekerque had a number of G.4s on strength in 1916, as did No.4 Wing at Petite Snythe. Both units used the G.4s as long-range bombers. Operations from Coudekerque by No.5 Wing began in March 1916. The first target was the airfield at Houttave and Zeebrugge. Several G.4s took part in the raid and considerable damage was done to the target. On April 23 No.5 Wing bombed Mariakerke. By May No.4 Wing was able to participate in some raids. On 5 May No.4 and 5 Wings returned to bomb Mariakerke at night. On 19 May the airfield at Ghistelles was bombed, as was Mariakerke again on the 21st.
Attacks were suspended at the end of May but were resumed in August to help divert German aircraft away from the Somme front. On 2 August ten G.4s drawn from Nos.4 and 5 Wings took part in a raid on the St. Denis Westrem airfield. On 2 September Caudron G.4s, again from Nos.4 and 5 Wings, took part in a raid on the Ghistelles airfield and on the 7th St. Denis Westrem was attacked. One G.4 was lost during this raid. Further attacks during September included raids on St. Denis Westrem (17th and 21st), Ghistelles (9th and 23rd), and the Hadzaeme airfield (9th and 24th). Other targets were the Lichtervelde ammunition dump, the Hindenburg batteries, and the airship sheds near Brussels. On November 10, Nos.4 and 5 Wings attacked the base at Ostend. Ten aircraft from No.5 Wing attacked the docks at Ostend again on the 12th. Twenty-two aircraft from Nos.4 and 5 Wings raided Ostend on the 15th.
As 1916 came to a close it was increasingly obvious that the Sopwith 1 1/2 Strutter and Short Bomber were superior to the G.4. The Caudrons were now relegated mostly to night attacks. On 10 February 1917 Nos.4 and 5 Wings attacked Bruges. There were few bombing raids for the remainder of February and March because of bad weather. By April the new Handley Page O/100 and D.H.4 were on strength and the G.4s ceased to play an active role as a bomber with the RNAS.
G.4s also saw service with the RNAS No.7 Squadron.
United States
The United States purchased ten G.4s for use as trainers. They were never used operationally.
Venezuela
The Venezuelan Centro de Aviacion Naval (Naval Aviation Center) was formed at Palmita in November 1922. It was under the control of the army and it included one Caudron G.4 on strength. The naval center eventually merged with the army air service.
Caudron G.4 Two-Seat Reconnaissance Aircraft with Two 80-hp Le Rhone Engines
Span 16.885 m; length 7.19 m; height 2.55 m; wing area 36.828 sq. m
Empty weight 733 kg: loaded weight 1,232 kg; payload 210 kg
Maximum speed: 130 km/h at sea level, 125 km/h at 2,000 m; 124 km/h at 3000 m; climb to 1,000 m in 6 min. 30 sec.; climb to 2,000 m in 15 min.; ceiling 4,300 m; endurance 5 hours
Armament: one nose-mounted Hotchkiss 7-mm or a Lewis machine gun; the crew was also equipped with a carbine or Chauchat gun.
A total of 1,358 G.4s were built.
A.E.R.-Built G.4 with Two 80-hp Le Rhone Engines
Span 16.885 m; length 7.20 m; height 2.60 m; wing area 36.828 sq. m
Empty weight 845 kg; loaded weight 1,350 kg; payload 505 kg
Maximum speed: 130 km/h at sea level; climb to 3,000 m in 19 min.; climb to 4,000 m in 36 min.; ceiling 4,500 m; endurance 4 hours
A total of 51 G.4s were built by A.E.R.
The Caudron G.4 was produced in response to the Aviation Militaire's need for a more powerful army cooperation aircraft which could carry a forward-firing machine gun. By equipping the G.4 with two engines, Caudron increased the aircraft's range and created a position for a nose gunner. The G.3 was redesigned to permit this arrangement: the plane was enlarged and the central crew nacelle was lengthened. The observer fired a machine gun (a Hotchkiss 7-mm or a Lewis gun) on a flexible mounting in the nose. However, this arrangement did not permit the gun to be used to protect against attacks from behind. On some aircraft a crude attempt was made to rectify this by fitting a gun to the top wing fixed to fire to the rear. This arrangement proved ineffective and the gun was soon removed from the aircraft in service. The crew was equipped with a Chauchat gun or a carbine. Some G.4s were fitted with a camera for high-altitude reconnaissance.
To handle the increased weight and also provide the gunner with a better field of fire, two engines (either 80-hp Le Rhones or 100-hp Anzanis) were placed in streamlined nacelles on either side of the center fuselage. The Le Rhone engines were cowled, but the rotary Anzanis dispensed with the cowlings. The number of rudders was increased from two to four. The prototype G.4's first flight was in March 1915; Caudron built 1.358 G.4s during the war. G.4s were built by Bleriot, SPAD, and Caudron.
Variants
The G.4 was built in three major versions: the A2 for reconnaissance, the B2 for bombing, and the E2 for training. The A2 had a wireless set for artillery spotting missions; the B2 could carry up to 220 kg ol bombs. The E2 had dual controls; it was intended for training and was powered by either Anzani or Le Rhone engines.
There was an armored version of the G.4 that was sent to some ol the best units. It was powered by two 80-hp Le Rhone engines. A GQG memo noted that the armored Caudron G.4s were in great demand, but few were available because of a shortage of iron needed to produce the armor. Another GQG memo to the commander of the 1st Armee, dated 19 July 1916, stated that distinguished escadrilles were being sent the armored version first; these units were C 64, C 66, C 104, C 105, and C 106. These planes received the Army designation IB (B = blinde, or armored). It was eventually planned to supply all Caudron reconnaissance escadrilles with one or two armored G.4s, enabling them to carry out low-level attacks. However, a later memo suggested that the G.4 IBs would be most useful in situations over the front where there was heavy cloud cover (particularly in the winter). Presumably this would have provided the heavy planes with some measure of protection against fighters.
A floatplane version, serial C 2498 and designated Le Gotland was also built.
Operational Service
On 15 August 1915 there were 36 G.4s in service with the escadrilles and in the aircraft parks. By 1 February 1916 there were 161 G.4s in service as compared with 141 G.3s. On 1 August 1917 there were 215 Caudron G.4s in service. A total of 139 G.4s were with the front-line escadrilles and aviation parks, with a further 75 available but not yet in the parks. The G.4s at first supplemented the G.3s then in service and by late 1915/early 1916 had replaced the G.3s.
In operational service the G.4 was initially praised for the gunner's improved field of fire, but because of its pusher layout, could not be defended against attack from the rear. Despite this serious limitation, the G.4s were used as bombers and often provided fighter escort for the slower M.F.11s and Voisin 3s and 5s. To overcome the handicaps ol their aircraft, G.4 pilots often attacked from high altitude to avoid anti-aircraft fire and fighters. In the attack role the G.4s would dive from high altitude on enemy planes and then try to escape before the Germans who survived could recover. However, the G.4s rapidly became obsolescent and as early as April 1916 the type was being criticized for having mediocre speed, limited maneuverability, poor range, and severe vulnerability to rearward attacks.
Army Cooperation
The Caudron G.4s were used primarily for army reconnaissance and artillery spotting. The typical army cooperation unit also spent a large amount of time performing long-range bombing and ground-attack missions, and even flew combat patrols in addition to routine reconnaissance duties.
C 11 provides an example ol a G.4-equipped escadrille. On 29 June C 11 had largely re-equipped with G.4s and had moved to an airfield in the Somme area. C 11 was active in the Somme area as part of the 2nd C.A. Perhaps inspired by the G.4s lack of rearward defense, the escadrille was given the cocette insignia around the middle of 1916. The cocotte's eye was positioned to the rear as if to watch for enemy aircraft. C 11 was extremely active for the next five months, flying reconnaissance, artillery cooperation, ground attack, and night bombing missions. Most of the bombing attacks were against the stations at Ham, Nesle, and Peronne. On 29 December 1916 C 11 moved to Villers-Bretonneiux near Toul. It was assigned to the 88th Division near Delme on 4 February 1917. On 24 April it moved to Marne to take part in the French offensive; it was based at Hourges. However, rain and snow inhibited aerial operations on that front. Later, C 11 moved to Rosnay and performed visual and photo-reconnaissance, bombing, and ground attack operations. It was active in this area until June. Despite the fact that German aerial defenses were taking heavy tolls on the unit, C 11 continued low-level attacks on the German trenches to enhance French morale. As 1917 progressed the vulnerable G.4s were supported by the new Letord long-range reconnaissance planes. Capitaine Vuillemin used one of C 11's Letords to great effect in protecting the unit s G.4s from German aircraft when on 29 July he attacked and drove off five German aircraft, claiming one as destroyed. On 11 June C 11 moved to Grigny as part of the 31st C.A., where it flew primarily photo missions. On 10 September it moved to the area of the Meuse and was stationed at Julvecourt. During November 1917 the unit re-equipped with Breguet 14 A2s to become BR 11.
Artillery Observation
A number of G.4 units were assigned as S.A.L. escadrilles and served in the spotting role for heavy artillery.
Bombing
Because of its payload and long range the G.4 was often used as a bomber. Many of the army cooperation units undertook bombing missions and several units became dedicated bomber escadrilles. There were four units designated as bomber escadrilles in the 100 range: C 104, C 105, C 106, and C 122. Despite their designations, two of these units (C 104 and C 122) were used primarily in army cooperation (see above). C 105, C 106, and C 66, however, were assigned to Groupes de Bombardement.
C 66 was formed (along with N 65) from G.C. Malzeville in late 1915 and assigned to GB 2 at Malzeville. Some of its G.4s were used in the escort role and also dropped propaganda leaflets on the Malancourt-Joloncourt area in December. C 66 remained at Malzeville in 1916. In March it provided fighter escort and bombed train stations and airfields. When used as bombers the planes usually did not carry gunners, enabling the G.4s to attack from a height of 4,500 meters, where they were safe from German fighters and anti-aircraft fire. Sorties by one or two G.4s against various targets were flown in April. In May leaflets were dropped on German trenches. High-altitude raids were flown against the Metz-Sablons station and the German airfield at Montange. GB 2 was disbanded on 17 June 1916 and C 66 was assigned to GB 1. By now C 66's commander, Capitaine Henri de Kerllis, had made this an elite unit. The first mission with GB 1 was flown on 22 June when 38 bombs were dropped on the arms works at Karlsruhe. This was a well-defended target and flying the Caudron G.4 in daylight was suicidal. One-third ol the nine planes taking part were lost. Capitaine de Kerllis, well aware that his aircraft were no match for German lighters, decided to time his attacks at dawn and dusk, when opposition was less likely. He also used a combination of stealth (such as flying at high altitude) and cunning (avoiding airfields and never flying the same route twice). Utilizing these tactics. C 66 flew numerous missions in July with no losses. On 24 August one pilot of C 66 succeeded in destroying a German aircraft - no small feat in a G.4. On 25 September the unit went to Demuin in the 6th Armee sector, thus ending its association with GB 1.
VB 105 and VB 106 gave up their Voisin 3s and 5s for G.4s and rejoined GB 2 as C 105 and C 106 respectively in early June 1916. C 105 and C 106 flew patrols on 9 and 10 June. When GB 2 was disbanded C 105 was assigned to the 2nd Armee and C 106 to the 6th Armee in the army cooperation role.
Long Range Escort
C 66 often provided fighter escort for the slower Voisins of GB 2; C 66's aircraft often had the dual roles of fighter and bomber on the same mission. On 8 March 1916 three G.4s of C 66 flew escort for a raid on the Brieulles station and even managed to drop 12 bombs on the target. During the latter part of March C 66 flew fighter missions and barrage patrols. The latter mission was necessitated by the fact that the Germans were staging frequent raids on GB 2's airfields, and the Voisins assigned to the bomb group were incapable of intercepting the enemy bombers. On 2 April a G.4 of C 66 attacked a German machine while flying a barrage patrol and fired 150 rounds; the Caudron was hit twice. Another German aircraft was chased off by a G.4's crew on 26 April 1916. Sometimes the crews of the G.4s had other problems to contend with beside Germans; for example, a crew of C 66 was frustrated in an attempt to bring down an enemy plane on 16 May 1916 when their machine gun jammed alter only ten rounds had been fired. C 105 and C 106 also flew a few barrage patrols with GB 2 until the Groupe was disbanded on 17 April 1916.
C 34 and C 61 used their G.4s to provide fighter escort for the MF.11s and F.40s of MF 29 beginning in late November 1915. The G.4s were not much faster than the Farmans they were assigned to protect, and the limited efficacy of the G.4 as a fighter was made apparent when a G.4 of C 61 was shot down while escorting a bombing raid. In late January 1916 C 34 and C 61 were withdrawn from GB 4 and assigned to army cooperation duties (see above).
Overseas Escadrilles
Ten Caudron escadrilles served as T.O.E. units. These were G 488 (Greece), G 489 (Cotiere de Mazagan in Morocco), G 490 (Cotiere de Sfax), C 543 (North Africa), C 544 (North Africa), C 545 (North Africa), C 546 (North Africa), C 547 (North Africa), C 548 (North Africa), and C 549 (North Africa).
In a note from the 5th Armee dated 22 September 1916 the G.4 received scathing criticism. While it was acknowledged to have a good climb rate, it was very vulnerable to attacks from the rear. It was recommended that G.4s be limited to artillery spotting and photographic missions conducted over 5,000 m. Another note called attention to the fact that the rudders were suffering structural fatigue secondary to faulty attachment screws. It was recommended that they be reinforced with piano wire.
The vulnerability of the G.4 to rear attack lead the Aviation Militaire to request a new long-range reconnaissance machine. It was to have twin engines in the tractor configuration and a conventional fuselage with gunners tore and aft. This class ol aircraft was designated A3 and led to the G.5, G.6, R.4, R.5, and R.11. However, there were significant delays in the development and production of the A3 class.
As late as August 1917 there were 139 G.4s at the front as opposed to 133 G.6s, 53 R.4s, and 89 Letords of all types. Thus it appears that most of the Caudron units had substantial numbers of G.4s on strength until late 1917.
In late 1916 the first G.6s joined those G.4s serving with the Caudron escadrilles. It appears that by 1918 the G.6 had supplanted the G.4s, which were retired to serve beside the G.3 in the training units. Most Caudron units had switched to more modern planes in late 1917. The stop-gap Sopwith 1 1/2 Strutters replaced the G.4s beginning in July 1917.
Apparently a number of escadrilles retained a small number of G.4s for a variety of duties. For example, a GQG memo for 12 January 1918 requested that all units using G.4s for gunnery practice were to exchange them for A.R.1s as soon as possible.
The artillery cooperation units also received new aircraft - Sopwith 1 1/2 A2s, Breguet 14 A2s, and Salmson 2 A2s replaced the G.4s in late 1917.
The Aviation Maritime converted eight Caudron G.4s to floatplanes. Tests were carried out on these at the Saint Raphael naval base in September 1916.
Foreign Service
Belgium
The Franco-Belgian Squadron No.674 had both French and Belgian pilots. It was equipped with Caudron G.4s.
Brazil
The Brazilian air service obtained two Caudron G.4s from France in 1921. They were intended as photo-survey aircraft and were unarmed. They were assigned to the Service Geographico de Ejercito (Army Geographical Service) and were withdrawn from service only two years later, in 1923.
Colombia
Colombia obtained four G.4s in early 1922. They were assigned to the Escuela Militar de Aviacion (Military Aviation School), which became operational at Flandes in April of that year. The G.4s were placed in storage at that time and were reactivated in 1925 when a second school at Madrid was opened. They were finally retired in 1929.
El Salvador
A single G.4 was obtained from the Italian aviation mission to El Salvador in 1924.
Finland
A single Caudron G.4 was obtained by Finland in 1922 and was not assigned a serial number. It was apparently donated to the Finnish air service by a private company.
Italy
The G.4s were found by the Italians to have superior qualities and, in particular, a good climb rate and high altitude performance. These two qualities made it especially suitable for service in the Alps. The type was built by the A.E.R. factory in Torino. Forty were built under license in 1916 and 11 in 1917. Italian G.4 units in 1917 included:
3 Gruppo (1st Armata): 46a and 50 Squadriglias.
5 Gruppo (3rd Armata): 42a, 43a, and 44a Squadriglias.
7 Gruppo (6th Armata: reassigned to the 1st Armata in November): 49a Squadriglia.
12 Gruppo (4th Armata): 48a Squadriglia.
By 1918 the Caudron G.4 had been replaced by more effective aircraft such as the Pomilio PE and S.I.A.7 of indigenous origin.
Japan
One Caudron G.4 (sometimes mis-identified in Japan as a G.6) was purchased by the Japanese army air service in 1921. Designated the type Bo.1, it remained in service until 1923.
Netherlands
Five Caudron G.4s were obtained by the Netherlands air service and given serial numbers 427-431. They entered service in June 1918 and remained in service until the mid-1920s.
Portugal
Portugal obtained nine G.4s from France in 1918. It was planned to assign them to the Esquadrilha Expedicionaria a Angola (Angolan Expeditionary Squadron). This unit was intended to see active service in Angola, but the fighting ended before any operational missions could be undertaken. The squadron, now named the Esquadrilha Inicial Colonial (Initial Colonial Squadron), was based at Humpata by October 1918. In 1921 it was redesignated Grupo de Esquadrilhas de Aviacao de Angola (Group of Air Squadrons at Angola) and had one squadron of Caudron G.4s and one with Breguet 14 A2s. The unit was disbanded in 1923.
Romania
The Romanians obtained a number of Caudron G.4s and by July of 1917 eight of these were in service with No. 12 Squadron assigned to Grupul 2. In August this squadron was still attached to Grupul 2 and was based at Calmatui in support of the Romanian 1st Army. Apparently none of the G.4s remained in service at the end of the war.
Russia
The G.4 was popular with Russian pilots. With two engines it was much faster, had a better rate of climb, and could be looped more easily than the single-engine G.3s. Between 20 and 40 G.3s were obtained and saw service both during and after the war.
The G.4s were used primarily by what were described as corps air units, each of which had six army cooperation aircraft and two fighters for escort. Soviet sources list 37 G.4s in service in April 1917. This later figure probably also included some G.3s. It would seem that many of the G.4 units were in disrepair, as the reports from air divisions and air fleets in March listed only four Caudrons as serviceable. All four were on the southwest front. By June 1 the situation had improved, with a total of 12 Caudrons listed as serviceable. Eight were on the southwestern and Romanian fronts and four were on the Caucasus front.
One G.4 survived long enough to enter service with the 1st Socialist Air Group - the first Soviet air unit. Six Caudron G.3s and G.4s were still in service as late as 1921.
Saudi Arabia
The kingdom of Saudi Arabia received four Caudron G.4s with 120-hp Le Rhone engines in August 1921. These were apparently built by the A.E.R. firm.
Ukraine
The Ukrainian air service obtained a single Caudron G.4 in 1918.
United Kingdom
A single G.4 (serial 7761) was obtained by the RFC for evaluation. It arrived at No.1 Aircraft Depot at St.-Omer on 14 January 1916. Apparently a second Caudron was also obtained by the same depot on 29 February but was never assigned a serial number. The G.4 was never adopted for service with the RFC.
Twelve G.4s were purchased by the RNAS for use by No.1 Wing in France. The RNAS ordered additional G.4s later in 1915 including:
Serial Nos.3289-3300: 100-hp Anzani - Nos.1, 4, and 5 Wings.
Serial Nos.3333-3344: 80-hp Le Rhone - Eastchurch and No.5 Wing.
Serial Nos. 33894-3899: 80-hp Le Rhone - Eastchurch, Dunkirk, Nos.1, 2, and 5 Wings.
Caudron G.4s purchased in 1916 included an initial batch of 12 (Nos.9101-9131) all with 100-hp Anzani engines. They were assigned to Nos.2, 4, and 5 Wings. A follow-up order for 20 (Nos. 9286-9305) was canceled.
No.5 Wing at Coudekerque had a number of G.4s on strength in 1916, as did No.4 Wing at Petite Snythe. Both units used the G.4s as long-range bombers. Operations from Coudekerque by No.5 Wing began in March 1916. The first target was the airfield at Houttave and Zeebrugge. Several G.4s took part in the raid and considerable damage was done to the target. On April 23 No.5 Wing bombed Mariakerke. By May No.4 Wing was able to participate in some raids. On 5 May No.4 and 5 Wings returned to bomb Mariakerke at night. On 19 May the airfield at Ghistelles was bombed, as was Mariakerke again on the 21st.
Attacks were suspended at the end of May but were resumed in August to help divert German aircraft away from the Somme front. On 2 August ten G.4s drawn from Nos.4 and 5 Wings took part in a raid on the St. Denis Westrem airfield. On 2 September Caudron G.4s, again from Nos.4 and 5 Wings, took part in a raid on the Ghistelles airfield and on the 7th St. Denis Westrem was attacked. One G.4 was lost during this raid. Further attacks during September included raids on St. Denis Westrem (17th and 21st), Ghistelles (9th and 23rd), and the Hadzaeme airfield (9th and 24th). Other targets were the Lichtervelde ammunition dump, the Hindenburg batteries, and the airship sheds near Brussels. On November 10, Nos.4 and 5 Wings attacked the base at Ostend. Ten aircraft from No.5 Wing attacked the docks at Ostend again on the 12th. Twenty-two aircraft from Nos.4 and 5 Wings raided Ostend on the 15th.
As 1916 came to a close it was increasingly obvious that the Sopwith 1 1/2 Strutter and Short Bomber were superior to the G.4. The Caudrons were now relegated mostly to night attacks. On 10 February 1917 Nos.4 and 5 Wings attacked Bruges. There were few bombing raids for the remainder of February and March because of bad weather. By April the new Handley Page O/100 and D.H.4 were on strength and the G.4s ceased to play an active role as a bomber with the RNAS.
G.4s also saw service with the RNAS No.7 Squadron.
United States
The United States purchased ten G.4s for use as trainers. They were never used operationally.
Venezuela
The Venezuelan Centro de Aviacion Naval (Naval Aviation Center) was formed at Palmita in November 1922. It was under the control of the army and it included one Caudron G.4 on strength. The naval center eventually merged with the army air service.
Caudron G.4 Two-Seat Reconnaissance Aircraft with Two 80-hp Le Rhone Engines
Span 16.885 m; length 7.19 m; height 2.55 m; wing area 36.828 sq. m
Empty weight 733 kg: loaded weight 1,232 kg; payload 210 kg
Maximum speed: 130 km/h at sea level, 125 km/h at 2,000 m; 124 km/h at 3000 m; climb to 1,000 m in 6 min. 30 sec.; climb to 2,000 m in 15 min.; ceiling 4,300 m; endurance 5 hours
Armament: one nose-mounted Hotchkiss 7-mm or a Lewis machine gun; the crew was also equipped with a carbine or Chauchat gun.
A total of 1,358 G.4s were built.
A.E.R.-Built G.4 with Two 80-hp Le Rhone Engines
Span 16.885 m; length 7.20 m; height 2.60 m; wing area 36.828 sq. m
Empty weight 845 kg; loaded weight 1,350 kg; payload 505 kg
Maximum speed: 130 km/h at sea level; climb to 3,000 m in 19 min.; climb to 4,000 m in 36 min.; ceiling 4,500 m; endurance 4 hours
A total of 51 G.4s were built by A.E.R.
Caudron G.4 of F 25. The escadrille's marking (a blue star in a white circle) has been painted in the center of the wheel. The Caudron G.4 may have been assigned to the unit to provide fighter escort for the M.F.11 sand F.40s.
Caudron G.4. The twin engines increased the aircraft's range as well as permitting it to be flown in bad weather. The Bleriot 53 was designed to the same specification.
Caudron G.4. Two engines (either 80-hp Le Rhones or 100hp Anzanis) were placed in streamlined nacelles located on either side of the main fuselage. The Le Rhone engines were cowled, but the rotary Anzani engines dispensed with the cowlings.
G.4 floatplane named Le Goeland, one of eight machines evaluated at the Saint Raphael naval air station.
Caudron GA. On some aircraft a crude attempt was made to provide effective rearward defense by fitting a gun to the top wing or nacelle; the weapon was fixed to fire to the rear. This arrangement proved to be ineffective and the gun was soon removed from the aircraft in service.
Caudron R and R.3
The Caudron R was first flown in May 1915. The aircraft, which had been designed by Rene Caudron, was powered by a single 120-hp Salmson engine. Made of wood and steel, the R had a wing surface area of 40 square meters (which was comparable to the twin-engine Caudron G.5 and G.6) and an empty weight of 700 kg. Only a single example was built.
The identity of the R.2 is not known, but the R.3 was a twin-engine plane powered by two 80-hp Le Rhones. It is probable that it was the prototype for the entire R series of bombers, reconnaissance planes, and fighters.
The Caudron R was first flown in May 1915. The aircraft, which had been designed by Rene Caudron, was powered by a single 120-hp Salmson engine. Made of wood and steel, the R had a wing surface area of 40 square meters (which was comparable to the twin-engine Caudron G.5 and G.6) and an empty weight of 700 kg. Only a single example was built.
The identity of the R.2 is not known, but the R.3 was a twin-engine plane powered by two 80-hp Le Rhones. It is probable that it was the prototype for the entire R series of bombers, reconnaissance planes, and fighters.
Caudron R.4/R.8/R.19
The G.4s in service with army cooperation escadrilles in 1916 were incapable of surviving determined attacks by German fighters. The short fuselage placed the front gunner between the prominent engine nacelles, making use of the forward machine gun difficult. On the other hand, the twin-boom layout of the G.4 meant that the aircraft could not defend against rearward attacks. The Caudron brothers, aware of these deficiencies, designed a twin-engine aircraft with a conventional fuselage that would correct them. Gaston Caudron was responsible for designing the G.5 and G.6, while Rene devised the R series of multi-purpose planes. Both were probably intended to meet the Aviation Militaire's A3 requirements, although the R.4 was initially intended specifically for use as a bomber (B3).
The prototype Caudron R.4 was completed and flown in June 1915. The upper wing was slightly longer than the lower wing and was supported by three bays of struts. Two 130-hp Renault 12 Db engines were located in nacelles mounted close to the fuselage. There were three cockpits, one for each crew member. The pilot's cockpit was located just aft of the top wing. A gunner was seated in the nose and another was located just behind the pilot; each had twin 7.7-mm Lewis guns on a swivel mount. The aircraft's wings were immense, with a surface area of 70 square meters. The landing gear consisted of two pairs of wheels, one under each of the engines. A single large nosewheel was fitted, as was common practice on French heavy bombers; this prevented the plane from turning over while landing on poorly prepared airfields.
In November 1915 Rene Caudron presented the R.4 to the Aviation Militaire, proposing it be used as an all-purpose plane which could perform long-range bombing, reconnaissance, and escort missions. The new aircraft was viewed with interest by the SFA, and it was decided to form a commission to evaluate the design. The commission's report was favorable and an order was placed for the R.4 on November 21 1915. However, while the plane looked impressive on paper, testing revealed it to be underpowered, which resulted in a low service ceiling and poor maneuverability. Although it had been originally intended to use the type as a bomber, the R.4's deficiencies resulted in its being used primarily in the reconnaissance role.
Less then one month after the order had been placed Gaston Caudron was killed testing the R.4 prototype. The subsequent investigation discovered that the wing spars had failed near the central portion of the wing. Henri Potez assisted with the redesign of the R.4. Modifications to the wing eliminated the flaw and Rene Caudron continued testing. The trials were completed in 1916 but the modifications had seriously delayed the type's entry into service. There was only one R.4 at the front in October of 1916; this was probably assigned to Adjudant d'Aux of C 47, who began training on the R.4 in mid-June. Later in October escadrille A.L.G.P. F.210 (a former S.A.L. unit) had five on strength. Eventually a total of 249 R.4s were built. They were used for long-range reconnaissance, but were found to be surprisingly effective in destroying enemy aircraft. GQG reports indicated that 34 enemy aircraft were damaged by R.4s of R 210 in a two-month period.
R.4s received the STAe designation Caudron 40 A3 but this designation was never used in official documents, in which the planes were always called R.4s. Service planes had 130-hp Renault 12Db or 150-hp Hispano-Suiza 8A engines. Versions of the R.4 with the Renault engines were at one point designated R.19s by the SFA. This appellation is seldom, if ever, used in official documents.
The Caudron R.4 Type 8 was an R.4 airframe fitted with Hispano-Suiza engines. A photograph taken at the Caudron factory in Issy-les-Moulineaux shows that the Type 8 appears to have been three-bay wings. Gunners' positions were located fore and aft, and a large nosewheel was fitted. The Type 8 was probably intended for the A3 or C3 role, but was not selected for use. The R.8 designation mentioned in some documents is not mentioned in the STAe list of approved designations.
Operational Service
Only a limited number of R.4s were available. In August 1917 there were 63 R.4s available, only 53 of which were either in service with front-line escadrilles or with the aviation parks. One army cooperation escadrille, C 46, re-equipped entirely with R.4s to become R 46. R 46 was assigned to the 6th Armee and was used for long-range reconnaissance over the Somme front. R 46 was commanded by Lieutenant Lecour-Grandmaison. In November 1916 it was assigned to the 6th Armee and based at Chipilly. On the occasion of R 46's 15th victory the unit was cited in the 6th Armee's l'ordre de I'armee. R 46 subsequently passed to GC 12 and re-equipped with Letord reconnaissance aircraft.
Although some sources state that Escadrille 76 was an R.4 unit, the SHAA records show it was formed in July 1916 as an R.4 unit but was soon redesignated as a Nieuport escadrille (although it may still have had a few R.4s on strength).
The R.4s also saw limited service as bombers. For example, 20 R.4s of R 210 attacked the train station at Anisy with incendiary bombs on the night of 19/20 December 1916.
Five S.A.L. units for artillery cooperation used R.4s. These were:
R 207, created from V 207 in May 1917 with a mix of Caudron R.4s and Sopwith 1 1/2 Strutters. It was assigned to the 3rd Armee. R 207 became SOP 207 in October 1917.
R 210, formed from F 210 in October 1916 and assigned to the 5th Armee. On 2 July the unit attacked train stations at Anizy-le-Chateau. In January R 210 was assigned to the 6th Armee on the Chemin des Dames front. Based at Bouleuse, it was active during the Battle, although its main equipment was now Sopwith 1 1/2 Strutters and Letords. The escadrille became BR 210 in July 1917.
R 212, formed from F 212 in March 1917 and assigned to the 5th C.A. in the 4th Armee sector. It was redesignated SPA-Bi 212 in January 1918.
R 214, formed in December 1916 under the command of Lieutenant Trezenem and assigned to the 13th C.A. From 15 July to 28 September 1917 it was based in the 2nd Armee sector. It was involved in the French attacks on the left bank of the Meuse and also performed numerous coastal patrols. In May 1918 it re-equipped with Breguet 14 A2s.
R 217, formed in December 1916 and served under the 3rd and 4th Armees. R 217 became SOP 217 in 1917.
The R.4s had a relatively brief life in escadrille service. Sopwith 1 1/2 Strutters were supplied to S.A.L. units R 207, R 210, R 212, R 214, and R 217 in 1917. The reason lor this is given in a GQG memo to the 1st Armee in late 1917 stating that the R.4s were having mechanical problems and the type's poor performance was a source of constant complaints. Many of the aircraft were modified by the R.G.A.s to try to correct these problems. In an attempt to improve the R.4's weaknesses (particularly its poor maneuverability and low ceiling) it was decided to develop a more powerful version. This new aircraft became the successful R.11. Commandant Dorand of the STAe formulated the A3 requirement in response to the deficiencies of the G.6 and R.4 series. It was this requirement that led to the Letord series of reconnaissance, bomber, and fighter planes.
Caudron R.4 Three-Seat Reconnaissance Plane and Light Bomber with Two 130-hp Renault 12Db (R.19) or 150-hp Hispano-Suiza 8A Engines
Span 21.10m; length 11.80 m; height 3.60 m; wing area 63.16 sq. m
Empty weight 1,720 kg; loaded weight 2,337 kg
Maximum speed at 2,000 m: 130 km/h (some sources state 160 km/h); climb to 2,000 m in 18 minutes; range 500 km; ceiling 4,600 m; endurance 3 hours
Armament: twin 7.7-mm Lewis machine guns fore and aft
A total of 249 R.4s were built.
The G.4s in service with army cooperation escadrilles in 1916 were incapable of surviving determined attacks by German fighters. The short fuselage placed the front gunner between the prominent engine nacelles, making use of the forward machine gun difficult. On the other hand, the twin-boom layout of the G.4 meant that the aircraft could not defend against rearward attacks. The Caudron brothers, aware of these deficiencies, designed a twin-engine aircraft with a conventional fuselage that would correct them. Gaston Caudron was responsible for designing the G.5 and G.6, while Rene devised the R series of multi-purpose planes. Both were probably intended to meet the Aviation Militaire's A3 requirements, although the R.4 was initially intended specifically for use as a bomber (B3).
The prototype Caudron R.4 was completed and flown in June 1915. The upper wing was slightly longer than the lower wing and was supported by three bays of struts. Two 130-hp Renault 12 Db engines were located in nacelles mounted close to the fuselage. There were three cockpits, one for each crew member. The pilot's cockpit was located just aft of the top wing. A gunner was seated in the nose and another was located just behind the pilot; each had twin 7.7-mm Lewis guns on a swivel mount. The aircraft's wings were immense, with a surface area of 70 square meters. The landing gear consisted of two pairs of wheels, one under each of the engines. A single large nosewheel was fitted, as was common practice on French heavy bombers; this prevented the plane from turning over while landing on poorly prepared airfields.
In November 1915 Rene Caudron presented the R.4 to the Aviation Militaire, proposing it be used as an all-purpose plane which could perform long-range bombing, reconnaissance, and escort missions. The new aircraft was viewed with interest by the SFA, and it was decided to form a commission to evaluate the design. The commission's report was favorable and an order was placed for the R.4 on November 21 1915. However, while the plane looked impressive on paper, testing revealed it to be underpowered, which resulted in a low service ceiling and poor maneuverability. Although it had been originally intended to use the type as a bomber, the R.4's deficiencies resulted in its being used primarily in the reconnaissance role.
Less then one month after the order had been placed Gaston Caudron was killed testing the R.4 prototype. The subsequent investigation discovered that the wing spars had failed near the central portion of the wing. Henri Potez assisted with the redesign of the R.4. Modifications to the wing eliminated the flaw and Rene Caudron continued testing. The trials were completed in 1916 but the modifications had seriously delayed the type's entry into service. There was only one R.4 at the front in October of 1916; this was probably assigned to Adjudant d'Aux of C 47, who began training on the R.4 in mid-June. Later in October escadrille A.L.G.P. F.210 (a former S.A.L. unit) had five on strength. Eventually a total of 249 R.4s were built. They were used for long-range reconnaissance, but were found to be surprisingly effective in destroying enemy aircraft. GQG reports indicated that 34 enemy aircraft were damaged by R.4s of R 210 in a two-month period.
R.4s received the STAe designation Caudron 40 A3 but this designation was never used in official documents, in which the planes were always called R.4s. Service planes had 130-hp Renault 12Db or 150-hp Hispano-Suiza 8A engines. Versions of the R.4 with the Renault engines were at one point designated R.19s by the SFA. This appellation is seldom, if ever, used in official documents.
The Caudron R.4 Type 8 was an R.4 airframe fitted with Hispano-Suiza engines. A photograph taken at the Caudron factory in Issy-les-Moulineaux shows that the Type 8 appears to have been three-bay wings. Gunners' positions were located fore and aft, and a large nosewheel was fitted. The Type 8 was probably intended for the A3 or C3 role, but was not selected for use. The R.8 designation mentioned in some documents is not mentioned in the STAe list of approved designations.
Operational Service
Only a limited number of R.4s were available. In August 1917 there were 63 R.4s available, only 53 of which were either in service with front-line escadrilles or with the aviation parks. One army cooperation escadrille, C 46, re-equipped entirely with R.4s to become R 46. R 46 was assigned to the 6th Armee and was used for long-range reconnaissance over the Somme front. R 46 was commanded by Lieutenant Lecour-Grandmaison. In November 1916 it was assigned to the 6th Armee and based at Chipilly. On the occasion of R 46's 15th victory the unit was cited in the 6th Armee's l'ordre de I'armee. R 46 subsequently passed to GC 12 and re-equipped with Letord reconnaissance aircraft.
Although some sources state that Escadrille 76 was an R.4 unit, the SHAA records show it was formed in July 1916 as an R.4 unit but was soon redesignated as a Nieuport escadrille (although it may still have had a few R.4s on strength).
The R.4s also saw limited service as bombers. For example, 20 R.4s of R 210 attacked the train station at Anisy with incendiary bombs on the night of 19/20 December 1916.
Five S.A.L. units for artillery cooperation used R.4s. These were:
R 207, created from V 207 in May 1917 with a mix of Caudron R.4s and Sopwith 1 1/2 Strutters. It was assigned to the 3rd Armee. R 207 became SOP 207 in October 1917.
R 210, formed from F 210 in October 1916 and assigned to the 5th Armee. On 2 July the unit attacked train stations at Anizy-le-Chateau. In January R 210 was assigned to the 6th Armee on the Chemin des Dames front. Based at Bouleuse, it was active during the Battle, although its main equipment was now Sopwith 1 1/2 Strutters and Letords. The escadrille became BR 210 in July 1917.
R 212, formed from F 212 in March 1917 and assigned to the 5th C.A. in the 4th Armee sector. It was redesignated SPA-Bi 212 in January 1918.
R 214, formed in December 1916 under the command of Lieutenant Trezenem and assigned to the 13th C.A. From 15 July to 28 September 1917 it was based in the 2nd Armee sector. It was involved in the French attacks on the left bank of the Meuse and also performed numerous coastal patrols. In May 1918 it re-equipped with Breguet 14 A2s.
R 217, formed in December 1916 and served under the 3rd and 4th Armees. R 217 became SOP 217 in 1917.
The R.4s had a relatively brief life in escadrille service. Sopwith 1 1/2 Strutters were supplied to S.A.L. units R 207, R 210, R 212, R 214, and R 217 in 1917. The reason lor this is given in a GQG memo to the 1st Armee in late 1917 stating that the R.4s were having mechanical problems and the type's poor performance was a source of constant complaints. Many of the aircraft were modified by the R.G.A.s to try to correct these problems. In an attempt to improve the R.4's weaknesses (particularly its poor maneuverability and low ceiling) it was decided to develop a more powerful version. This new aircraft became the successful R.11. Commandant Dorand of the STAe formulated the A3 requirement in response to the deficiencies of the G.6 and R.4 series. It was this requirement that led to the Letord series of reconnaissance, bomber, and fighter planes.
Caudron R.4 Three-Seat Reconnaissance Plane and Light Bomber with Two 130-hp Renault 12Db (R.19) or 150-hp Hispano-Suiza 8A Engines
Span 21.10m; length 11.80 m; height 3.60 m; wing area 63.16 sq. m
Empty weight 1,720 kg; loaded weight 2,337 kg
Maximum speed at 2,000 m: 130 km/h (some sources state 160 km/h); climb to 2,000 m in 18 minutes; range 500 km; ceiling 4,600 m; endurance 3 hours
Armament: twin 7.7-mm Lewis machine guns fore and aft
A total of 249 R.4s were built.
"Кодроны" R.4 различных боевых частей французских ВВС.
Caudron R.4 Type 19. The R.19 designation was unofficial.
Caudron R.4 Type 19. The R.19 designation was unofficial.
Caudron R.4 based at Villers in September 1916. This aircraft is marked with a red devil which was the personal insignia of Von Happe of F 25.
Caudron R.4. Serial number C257? Serial numbers 2520 through 2567 were assigned to R.4s which were in service in early 1917.
The Caudron R.4 Type 8 prototype at the Caudron factory at Issy les Moulineaux. The R.8 designation was unofficial.
The Caudron R.4 Type 8 had serial C 409? Extensive bracing attached the engine nacelles to the fuselage.
Caudron G.5
The Caudron G.4 achieved considerable success as a long-range reconnaissance plane, but its deficiencies had been obvious for some time in 1915. In an attempt to improve the type, Gaston Caudron produced a major redesign of the G.4, designated the G.5.
The Aviation Militaire had requested development of a three-seat reconnaissance and light bomber aircraft. This A3 specification was for a large machine with gunners fore and aft for clear fields of fire. Planes designed to meet this requirement were Gaston Caudron's G.5 and G.6, Rene Caudron's R series, the Morane-Saulnier Type T, and the Salmson S.M.l.
While the G.4 had an abbreviated central nacelle, the G.5 featured a conventional fuselage. This enabled it to carry two gunners as required by the A3 specification. Power was supplied by two 80-hp Le Rhone engines. The plane was built of wood and fabric, with steel fittings. It appears that the G.5 retained a wing similar to the G.4; the surface area of both types was nearly identical.
The aircraft was flown in spring 1915, tested by Gaston Caudron for the SFA. Finding it to be seriously underpowered, he redesigned it into what would be designated the G.6.
Although the G.5 had significant deficiencies, a few were assigned to operational units. In May 1916 G.5 serial number 678 was assigned to S.A.L. 202. Also in May, C 10 and C 27 received two G.5s each. Their crews were armed with Winchester semi-automatic rifles and a Chauchat machine gun. If these reports are accurate, they suggest that at least a small number of G.5s were built before they were replaced by the G.6.
Caudron G.5 Two-Seat Reconnaissance Light Bomber with Two 80-hp Le Rhone Engines
Wing area 38 sq. m
Empty weight 850 kg
Armament: Winchester semi-automatic rifles and a Chauchat machine gun
Caudron G.6
The G.4 had initially proved to be successful in the reconnaissance role, but as 1915 progressed the weaknesses of the design became increasingly apparent. The frequently poor weather severely limited the number of sorties and the G.4's layout prevented adequate defense against attacks from the rear. The Aviation Militaire demanded a new category of aircraft to correct these problems; the A3 class of army cooperation aircraft was to perform long range reconnaissance, bombing, and escort fighter duties. They would need two powerful engines to enable them to fly long-range missions or in high winds. A crew of three was specified: a pilot and a front and rear gunner. Gaston Caudron's response to this requirement was to produce the G.5, while Rene designed the R.4 series (initially intended for use as a bomber, but actually used in the A3 role).
Limited numbers of G.5s were used at the front, but because they were found to be seriously underpowered, Gaston Caudron had it redesigned to feature a wing of increased area and two 110-hp (later 120-hp) Le Rhone engines. The new aircraft followed the general lines of the G.5, retaining a conventional fuselage with machine gun positions fore and aft. The G.6 was designed by Paul Deville. Although by this time Gaston Caudron had died while testing the R.4, the "G" designation was retained by the firm.
Improved performance was ensured by the two 120-hp Le Rhone engines (although the prototype and early production machines had 110-hp engines). The pilot was seated beneath a cutout in the upper wing. The engines were mounted in nacelles on either side of the fuselage. The landing gear consisted of paired wheels mounted directly beneath each of the nacelles and a rear tail skid. There was a single triangular fin and rudder.
The prototype G.6 had an abbreviated nose barely protruding ahead of the engines. This did not permit an adequate field of fire, and so the G.6 was redesigned with a longer nose of conical profile. The rear gunner was located well aft of the wings in both the prototype and production G.6s. On some G.6s a wind-driven generator was fitted in the nose gunner's position.
The upper and lower wings each had two spars made of ash and spruce reinforced with a strip of steel. The rear longerons had two additional steel strips. The ribs were held to the front spar by a mortis and tenon arrangement and to the rear spar by screws. There were 52 ribs in the upper wing and 32 in the lower, spaced every 0.32 m. The 28 struts were of spruce. The tail had one rudder with a fixed forward fin and a single horizontal stabilizer. The fuselage had four main longerons of spruce. The shape of the fuselage was held by piano wire. The floor was made of plywood sheathed in aluminum and placed on the lower longerons. The G.6 had dual controls. The fuel and oil tanks were behind the engines. The engines had aluminum cowlings. A portion of the engine covering was in fabric and was held in place by laces in order to facilitate removal of the fuel and oil tanks. The undercarriage had two N-struts with an oval cross section. Each strut held a pair of wheels. A runner between each pair of wheels, reinforced with springs, which acted as a brake when the aircraft landed. The rear skid was articulated on a bungee cord to reduce the landing shock.
The aircraft took off and climbed at a speed of 90 to 100 km/h. Cruising speed was around 140 km/h. Descent was at an airspeed of 110 km/h. On approach to landing the speed was to be reduced to 85 km/h and landing was to be at 60 km/h. Pilots were instructed that if the aircraft were to enter a stall they were to avoid violent maneuvers and regain airspeed as quickly as possible. However, pilots found it difficult to recover the G.6 from a stall or spin.
Operational Service
The prototype G.6 first flew in June 1916 and by the end of 1916 50 Caudron G.6s were at the front. A total of 512 were produced. By 1 August 1917 there were a total of 302 G.6s available to the Aviation Militaire - 133 with the Caudron escadrilles and in the aviation parks, 162 with the R.G.A., and an additional seven in reserve.
GQG reports indicate there were serious problems with the G.6. It would go into uncontrolled spirals when performing tight turns. The crews were warned to make careful turns and to coordinate use of the rudder and ailerons because use of the rudder alone was believed to result in the aircraft spiraling out of control. These problems became serious enough that the Aviation Militaire ordered the grounding of all G.6s on 8 June 1917. It was found that there was a problem with the tail fin. Once these were replaced the G.6s were allowed to resume flying in mid-June. It was also discovered it was necessary to replace the turnbuckles for the wing rigging. The numerous difficulties with the A3 series of aircraft in general, and the G.6 in particular, led the STAe to create its own A3 plane, which was produced under license by Letord. The Letord series soon replaced the G.6s in service.
The decision to disperse the A3 series of aircraft to the army cooperation escadrilles also resulted in the G.6 units reequipping with more modern types beginning in 1917. These were of the A2 (tactical reconnaissance and army cooperation) category, including the Breguet 14 A2, Salmson 2 A2, and SPAD 16 A2.
Official STAe Performance Data for the Prototype G.6 with Two 120-hp Le Rhone Engines and a Payload Of 500 kg
Span 17.21 m; length 8.660 m; height 2.50 m; wing area 36.90 sq. m;
Empty weight 895 kg
Maximum speed: 163 km/h at sea level; 151 km/h at 2,000 m; 146 km/h at 3,000 m; 138 km/h at 4,000 m; climb to 500 meters 1 min. 20 sec.; 1,000 m in 3 min. 20sec.; 3,000 m in 14 min. 55 sec.; and 4,000 m in 20 minutes.
Caudron G.6 Two- Or Three-Seat Reconnaissance Plane and Light Bomber with Two 110-hp Le Rhone Engines
Span 17.22 m; length 8.60 m; wing area 39 sq. m
Empty weight 940 kg; loaded weight 1,440 kg
Max speed: 145 km/h at 2,000 m; climb to 2,000 m in 7.5 min.; ceiling 4,400 m; range 275 km; endurance 3 hours.
Armament: twin 7.7-mm Lewis machine guns fore and aft
The Caudron G.4 achieved considerable success as a long-range reconnaissance plane, but its deficiencies had been obvious for some time in 1915. In an attempt to improve the type, Gaston Caudron produced a major redesign of the G.4, designated the G.5.
The Aviation Militaire had requested development of a three-seat reconnaissance and light bomber aircraft. This A3 specification was for a large machine with gunners fore and aft for clear fields of fire. Planes designed to meet this requirement were Gaston Caudron's G.5 and G.6, Rene Caudron's R series, the Morane-Saulnier Type T, and the Salmson S.M.l.
While the G.4 had an abbreviated central nacelle, the G.5 featured a conventional fuselage. This enabled it to carry two gunners as required by the A3 specification. Power was supplied by two 80-hp Le Rhone engines. The plane was built of wood and fabric, with steel fittings. It appears that the G.5 retained a wing similar to the G.4; the surface area of both types was nearly identical.
The aircraft was flown in spring 1915, tested by Gaston Caudron for the SFA. Finding it to be seriously underpowered, he redesigned it into what would be designated the G.6.
Although the G.5 had significant deficiencies, a few were assigned to operational units. In May 1916 G.5 serial number 678 was assigned to S.A.L. 202. Also in May, C 10 and C 27 received two G.5s each. Their crews were armed with Winchester semi-automatic rifles and a Chauchat machine gun. If these reports are accurate, they suggest that at least a small number of G.5s were built before they were replaced by the G.6.
Caudron G.5 Two-Seat Reconnaissance Light Bomber with Two 80-hp Le Rhone Engines
Wing area 38 sq. m
Empty weight 850 kg
Armament: Winchester semi-automatic rifles and a Chauchat machine gun
Caudron G.6
The G.4 had initially proved to be successful in the reconnaissance role, but as 1915 progressed the weaknesses of the design became increasingly apparent. The frequently poor weather severely limited the number of sorties and the G.4's layout prevented adequate defense against attacks from the rear. The Aviation Militaire demanded a new category of aircraft to correct these problems; the A3 class of army cooperation aircraft was to perform long range reconnaissance, bombing, and escort fighter duties. They would need two powerful engines to enable them to fly long-range missions or in high winds. A crew of three was specified: a pilot and a front and rear gunner. Gaston Caudron's response to this requirement was to produce the G.5, while Rene designed the R.4 series (initially intended for use as a bomber, but actually used in the A3 role).
Limited numbers of G.5s were used at the front, but because they were found to be seriously underpowered, Gaston Caudron had it redesigned to feature a wing of increased area and two 110-hp (later 120-hp) Le Rhone engines. The new aircraft followed the general lines of the G.5, retaining a conventional fuselage with machine gun positions fore and aft. The G.6 was designed by Paul Deville. Although by this time Gaston Caudron had died while testing the R.4, the "G" designation was retained by the firm.
Improved performance was ensured by the two 120-hp Le Rhone engines (although the prototype and early production machines had 110-hp engines). The pilot was seated beneath a cutout in the upper wing. The engines were mounted in nacelles on either side of the fuselage. The landing gear consisted of paired wheels mounted directly beneath each of the nacelles and a rear tail skid. There was a single triangular fin and rudder.
The prototype G.6 had an abbreviated nose barely protruding ahead of the engines. This did not permit an adequate field of fire, and so the G.6 was redesigned with a longer nose of conical profile. The rear gunner was located well aft of the wings in both the prototype and production G.6s. On some G.6s a wind-driven generator was fitted in the nose gunner's position.
The upper and lower wings each had two spars made of ash and spruce reinforced with a strip of steel. The rear longerons had two additional steel strips. The ribs were held to the front spar by a mortis and tenon arrangement and to the rear spar by screws. There were 52 ribs in the upper wing and 32 in the lower, spaced every 0.32 m. The 28 struts were of spruce. The tail had one rudder with a fixed forward fin and a single horizontal stabilizer. The fuselage had four main longerons of spruce. The shape of the fuselage was held by piano wire. The floor was made of plywood sheathed in aluminum and placed on the lower longerons. The G.6 had dual controls. The fuel and oil tanks were behind the engines. The engines had aluminum cowlings. A portion of the engine covering was in fabric and was held in place by laces in order to facilitate removal of the fuel and oil tanks. The undercarriage had two N-struts with an oval cross section. Each strut held a pair of wheels. A runner between each pair of wheels, reinforced with springs, which acted as a brake when the aircraft landed. The rear skid was articulated on a bungee cord to reduce the landing shock.
The aircraft took off and climbed at a speed of 90 to 100 km/h. Cruising speed was around 140 km/h. Descent was at an airspeed of 110 km/h. On approach to landing the speed was to be reduced to 85 km/h and landing was to be at 60 km/h. Pilots were instructed that if the aircraft were to enter a stall they were to avoid violent maneuvers and regain airspeed as quickly as possible. However, pilots found it difficult to recover the G.6 from a stall or spin.
Operational Service
The prototype G.6 first flew in June 1916 and by the end of 1916 50 Caudron G.6s were at the front. A total of 512 were produced. By 1 August 1917 there were a total of 302 G.6s available to the Aviation Militaire - 133 with the Caudron escadrilles and in the aviation parks, 162 with the R.G.A., and an additional seven in reserve.
GQG reports indicate there were serious problems with the G.6. It would go into uncontrolled spirals when performing tight turns. The crews were warned to make careful turns and to coordinate use of the rudder and ailerons because use of the rudder alone was believed to result in the aircraft spiraling out of control. These problems became serious enough that the Aviation Militaire ordered the grounding of all G.6s on 8 June 1917. It was found that there was a problem with the tail fin. Once these were replaced the G.6s were allowed to resume flying in mid-June. It was also discovered it was necessary to replace the turnbuckles for the wing rigging. The numerous difficulties with the A3 series of aircraft in general, and the G.6 in particular, led the STAe to create its own A3 plane, which was produced under license by Letord. The Letord series soon replaced the G.6s in service.
The decision to disperse the A3 series of aircraft to the army cooperation escadrilles also resulted in the G.6 units reequipping with more modern types beginning in 1917. These were of the A2 (tactical reconnaissance and army cooperation) category, including the Breguet 14 A2, Salmson 2 A2, and SPAD 16 A2.
Official STAe Performance Data for the Prototype G.6 with Two 120-hp Le Rhone Engines and a Payload Of 500 kg
Span 17.21 m; length 8.660 m; height 2.50 m; wing area 36.90 sq. m;
Empty weight 895 kg
Maximum speed: 163 km/h at sea level; 151 km/h at 2,000 m; 146 km/h at 3,000 m; 138 km/h at 4,000 m; climb to 500 meters 1 min. 20 sec.; 1,000 m in 3 min. 20sec.; 3,000 m in 14 min. 55 sec.; and 4,000 m in 20 minutes.
Caudron G.6 Two- Or Three-Seat Reconnaissance Plane and Light Bomber with Two 110-hp Le Rhone Engines
Span 17.22 m; length 8.60 m; wing area 39 sq. m
Empty weight 940 kg; loaded weight 1,440 kg
Max speed: 145 km/h at 2,000 m; climb to 2,000 m in 7.5 min.; ceiling 4,400 m; range 275 km; endurance 3 hours.
Armament: twin 7.7-mm Lewis machine guns fore and aft
Caudron G.5. The G.5 was an attempt by Gaston Caudron to meet the requirement for an army cooperation type carrying a crew of three. The aircraft pictured served as a transitional type between the G.4 and G.6; recent research by French scholars suggests that this airplane served as the prototype for the G.6 series.
SHAA files identify this as a Caudron G.5; the aircraft pictured possibly was the prototype for the G.6 series.
The Caudron G.6 prototype had an abbreviated nose. This would not have permitted a nose gunner to have an adequate field of fire, and at some point in its development the G.6 was redesigned to have a longer nose. However, the aircraft pictured was further developed as the C21 bomber.
Caudron G.6. The wing of the G.6 spanned approximately a foot more than the G.4, but was in other respects similar.
Caudron G.6 of C 11 at Touljan in 1917 displaying the red cocotte insignia. C 11 was assigned to the 2nd CA. and was based at Toul in the 8th Armee sector.
Caudron G.6 of C30; serial 4322. C30 was assigned to the 6th Armee and participated in the Battle of the Somme.
Caudron G.6 of escadrille C 56. C 56 re-equipped with G.6s in March 1917; a year later the G.6s were replaced by Salmson 2s.
Caudron G.6 serial 438. The engines were two 110-hp Le Rhones; when Anzani engines were used the cowlings were deleted.
Caudron R.5
The Caudron R.5 was a bomber variant of the R.4 three-seat reconnaissance type. The R.4 had, as mentioned previously, been intended as a B 3 category bomber, but its poor performance with two 130-hp Renault 12Db engines resulted in its being used primarily for reconnaissance. The R.5 was intended to improve performance by being fitted with more powerful engines. The R.5, which had its first flight three months after the R.4, had two 230-hp Renault 12A engines. This increased power was accompanied by a larger wing of 85 square meters area. The empty weight of the R.5 was almost 300 kg more than the R.4. The bomber was entered in the concours puissant of 1916 and SHAA records indicate it was hoped these bombers could replace the Breguet Michelin 4s in service with GBM 5. However, the R.5 was unable to meet the requirements of the competition (the Morane-Saulnier Type S being judged the winner) and was not selected for production.
Caudron R.5 Two-Seat Bomber with Two 230-hp Renault I2A Engines
Wing area 85 sq. m
Empty weight 2,000 kg
One built
Caudron R.9
No details are available concerning the R.6 or R.7, which may have been unbuilt projects. The Caudron R.9 was a two-seater with an 80-hp engine. It was designed by Paul Deville in either 1915 or 1916 after he joined the Caudron firm as chief engineer. It was not selected for service.
Caudron R.10
The Caudron R.10 was a two-seat aircraft designed by Paul Deville. Flown in 1916, it was powered by two 80-hp Le Rhone engines. However, the R.10's performance was felt to be inadequate and it was not selected for production.
The Caudron R.5 was a bomber variant of the R.4 three-seat reconnaissance type. The R.4 had, as mentioned previously, been intended as a B 3 category bomber, but its poor performance with two 130-hp Renault 12Db engines resulted in its being used primarily for reconnaissance. The R.5 was intended to improve performance by being fitted with more powerful engines. The R.5, which had its first flight three months after the R.4, had two 230-hp Renault 12A engines. This increased power was accompanied by a larger wing of 85 square meters area. The empty weight of the R.5 was almost 300 kg more than the R.4. The bomber was entered in the concours puissant of 1916 and SHAA records indicate it was hoped these bombers could replace the Breguet Michelin 4s in service with GBM 5. However, the R.5 was unable to meet the requirements of the competition (the Morane-Saulnier Type S being judged the winner) and was not selected for production.
Caudron R.5 Two-Seat Bomber with Two 230-hp Renault I2A Engines
Wing area 85 sq. m
Empty weight 2,000 kg
One built
Caudron R.9
No details are available concerning the R.6 or R.7, which may have been unbuilt projects. The Caudron R.9 was a two-seater with an 80-hp engine. It was designed by Paul Deville in either 1915 or 1916 after he joined the Caudron firm as chief engineer. It was not selected for service.
Caudron R.10
The Caudron R.10 was a two-seat aircraft designed by Paul Deville. Flown in 1916, it was powered by two 80-hp Le Rhone engines. However, the R.10's performance was felt to be inadequate and it was not selected for production.
The Caudron R.5 was a bomber variant of the R.4 three-seat reconnaissance airplane; the engines are 230-hp Renaults.
Caudron C.21
The Caudron C.21 was an early attempt to meet the Bn 2 requirement of 1917. The C.21, like the G.6 and unsuccessful R.5, featured a conventional fuselage with two 80-hp Le Rhone engines mounted between the equal-span biplane wings. The abbreviated nose was reminiscent of the prototype G.6. The aircraft was designed by Caudron's chief engineer, Paul Deville. Testing of the C.21 began in November 1917. However, as with the R.10, the engines were not sufficiently powerful; they were subsequently replaced by two 120-hp Le Rhones. The new plane was designated the C.22. Postwar, the C.21 was developed into an "aerial limousine." It was labeled the "Monsieur-Madame" and had seats for the chauffeur-pilot and a mechanic-footman in front. Both the crew had open cockpits, but the passengers had an enclosed cabin for two. This new type was labeled the Caudron C.33.
Caudron C.21 Two-Seat Night Bomber with Two 80-hp Le Rhone Engines
Wing surface area was 39 sq. m
Empty weight was 1,140 kilograms; loaded weight 1,480 kg
Max speed 100 miles per hour at 4,000 m; climb to 4,000 m in 22 minutes; endurance 3 hours
One built
Caudron C.22
The Caudron C.22 was a follow-on to the C.21 and, like its predecessor was designed by Paul Deville to fulfill the requirement for a medium bomber capable of tactical attacks with 500 kg of bombs. Other aircraft designed to this specification included the Voisin 11, Farman F.50, Bernard A.B.1, and Breguet 16.
The C.22 was a conventional biplane initially powered by two 120-hp Le Rhone 9Jb engines. Two 130-hp Clerget rotary engines were later fitted, presumably to improve performance. The C.22 Bn2 first flew in November 1917. It could carry six 120-mm and three 155-mm bombs. As with other Bn2 aircraft, defensive armament was light, in this case a single machine gun; the Bn2 aircraft were expected to use the cover of night as the primary means of defense.
The C.22 failed to meet the requirements of the Bn2 category because it was too slow and poorly armed. Further development was abandoned and the Breguet 16 and Farman F.50 were selected for series production.
Caudron C.22 Two-Seat Night Bomber with Two 120-hp Le Rhone 9Jb Engines
Span 18.54 m; length 8.30 m; height 2.52 m; wing area 53 sq. m
Empty weight 950 kg
Maximum speed: 141 km/h at 3,000 m, ceiling 3,352 m
Armament: six 120-mm and three 155-mm bombs, one machine gun.
One built
Caudron C.23
A further development of the C.21 and C.22, the C.23 was to prove more successful than its predecessors. The C.23 BN3 was designed to meet the specification for a night bomber with two or three crew members, a bomb load of 1,200 kilograms, and a range to permit attacks on Berlin. Other aircraft competing for the BN3 orders were the Caproni BN3 (Caproni Cap. 5), Letord 9, Delattre BN3, Voisin 12, Renault O2, Delattre BN3, and Sikorsky BN3.
The Caudron C.23 first flew in February 1918. It was of similar configuration to the previous C.21 and C.22. The engines were two 260-hp Salmson CU-9Z water-cooled radials. The aircraft was a biplane with unequal span wings supported by 16 struts. Each wing had two rectangular spars made of three strips of spruce and covered with two strips of steel. The wings were covered in flax and were camouflaged on top and dark brown underneath, the struts were made from spruce or Oregon pine in three segments which were wrapped in strips of ash for added strength. At equal intervals metal strips were used to band the struts for additional strength. Sheet metal was fashioned for the ends of the struts where they were attached to the wing. The ailerons were on the top wing only and had a span of six meters. The tail had a rudder and fixed fin. The rudder had three vertical ribs made of wood, was covered with steel, and attached directly to the fuselage. The horizontal stabilizers were made of two spars supported by ribs and the leading edge was covered in spruce.
The fuselage was constructed from four longerons made of ash and spruce. The nose was flattened, while the cross-section of the mid fuselage was rectangular. The fuselage formers were made of pine strengthened by diagonal bracing wires. The pilot and co-pilot were seated side-by-side ahead of the wing struts. There was a nose turret and a second turret located behind the wing. The lance bombs were carried inside the fuselage. There was a passage between the bomb bay and the front the fuselage. The engines were mounted on sheet metal which was bolted to the upper and lower wing spars. The fuel tank was located behind the engine and was divided into five compartments internally to prevent the fuel from shifting inside the tank during flight. The radiators were supported on an aluminum collar bolted to the base of the motor. The oil tank was located above the fuel tank. Under each engine was an undercarriage of N-configuration with an oval cross section. There were twin wheels, between which was a landing skid used for braking. The skids were made of ash. The axles were mounted on bungee chords. The tail skid was made of ash with a metal tip and was attached to the rudder axle.
The aircraft took off and climbed at a speed of 120km/h. Cruising speed was 140 km/h and the ideal descent speed was 120 km/h. The aircraft was landed at 100 km/h. Pilots were instructed that, should the C.23 enter a spin, they were to apply opposite rudder to stop the spin and then re-establish control after the ailerons became effective. If the aircraft should stall the preferred solution would be to allow the C.23 to build up speed before attempting any correcting maneuvers.
The plane met the BN3 requirements and 1,000 were ordered. Although the design was to prove successful and 54 C.23s had been accepted by the Aviation Militaire before the Armistice, not a single example reached units in time to see action. Postwar, CAP 115 relinquished its Caproni bombers for C.23s and was redesignated C 115. These bombers served with the 22nd RAB (Nuit) at Luxeuil. Crews found the type to be seriously underpowered and it maneuvered poorly. The C.23s were replaced by the superior Farman F.60 in February 1920.
Another version of the C.23 was under development in April 1918. It was to have been powered by two 600-hp Salmson engines and, had it been successful, might have eliminated many of the problems found in the production aircraft. Another C.23 was tested with two 300-hp Hispano-Suiza engines.
Postwar, the C.23 was developed into an airliner and initiated service from Paris to Brussels on 10 February 1919. A version designated the C.23bis had an enclosed cabin and could carry 15 persons.
Caudron C.23 Three-Seat Heavy Night Bomber with Two 260-hp Salmson Cu-9Z Engines
Span 24.47m; length 12.98 m; height 3.45 m; wing area 106 sq. m
Empty weight 2,341 kg; loaded weight 4,170 kg; payload 500 kg or an 800 kg torpedo
Maximum speed: 144 km/h at 1,000 m; 140 km/h at 2,000 m; climb to 2,000 meters in 20 minutes 37 seconds
Ceiling 4,500 m; endurance 4 hours; range 700 km
Armament: 600 kg of bombs
Projected C.23 with 600-hp Salmson Engines
Wing area 100 sq. m
Loaded weight 3,707 kg; payload 800 kg
Max speed: 170 km/h at 4,000 m; climb to 4,000 m in 25 minutes; endurance 5 hours
Caudron CRB
The CRB (the reason for the unusual designation is unclear) was a twin-engine bomber apparently initiated as a design study for the RFC in 1917. It was to have been equipped with two 200-hp Hispano-Suiza engines. The aircraft was never completed.
Caudron Heavy Bomber Project
A heavy bomber is believed to have been undergoing construction in 1917. It was to have had a bomb load of 600 kg, and the engines were to be 340-hp Salmsons. Apparently the aircraft was never completed.
The Caudron C.21 was an early attempt to meet the Bn 2 requirement of 1917. The C.21, like the G.6 and unsuccessful R.5, featured a conventional fuselage with two 80-hp Le Rhone engines mounted between the equal-span biplane wings. The abbreviated nose was reminiscent of the prototype G.6. The aircraft was designed by Caudron's chief engineer, Paul Deville. Testing of the C.21 began in November 1917. However, as with the R.10, the engines were not sufficiently powerful; they were subsequently replaced by two 120-hp Le Rhones. The new plane was designated the C.22. Postwar, the C.21 was developed into an "aerial limousine." It was labeled the "Monsieur-Madame" and had seats for the chauffeur-pilot and a mechanic-footman in front. Both the crew had open cockpits, but the passengers had an enclosed cabin for two. This new type was labeled the Caudron C.33.
Caudron C.21 Two-Seat Night Bomber with Two 80-hp Le Rhone Engines
Wing surface area was 39 sq. m
Empty weight was 1,140 kilograms; loaded weight 1,480 kg
Max speed 100 miles per hour at 4,000 m; climb to 4,000 m in 22 minutes; endurance 3 hours
One built
Caudron C.22
The Caudron C.22 was a follow-on to the C.21 and, like its predecessor was designed by Paul Deville to fulfill the requirement for a medium bomber capable of tactical attacks with 500 kg of bombs. Other aircraft designed to this specification included the Voisin 11, Farman F.50, Bernard A.B.1, and Breguet 16.
The C.22 was a conventional biplane initially powered by two 120-hp Le Rhone 9Jb engines. Two 130-hp Clerget rotary engines were later fitted, presumably to improve performance. The C.22 Bn2 first flew in November 1917. It could carry six 120-mm and three 155-mm bombs. As with other Bn2 aircraft, defensive armament was light, in this case a single machine gun; the Bn2 aircraft were expected to use the cover of night as the primary means of defense.
The C.22 failed to meet the requirements of the Bn2 category because it was too slow and poorly armed. Further development was abandoned and the Breguet 16 and Farman F.50 were selected for series production.
Caudron C.22 Two-Seat Night Bomber with Two 120-hp Le Rhone 9Jb Engines
Span 18.54 m; length 8.30 m; height 2.52 m; wing area 53 sq. m
Empty weight 950 kg
Maximum speed: 141 km/h at 3,000 m, ceiling 3,352 m
Armament: six 120-mm and three 155-mm bombs, one machine gun.
One built
Caudron C.23
A further development of the C.21 and C.22, the C.23 was to prove more successful than its predecessors. The C.23 BN3 was designed to meet the specification for a night bomber with two or three crew members, a bomb load of 1,200 kilograms, and a range to permit attacks on Berlin. Other aircraft competing for the BN3 orders were the Caproni BN3 (Caproni Cap. 5), Letord 9, Delattre BN3, Voisin 12, Renault O2, Delattre BN3, and Sikorsky BN3.
The Caudron C.23 first flew in February 1918. It was of similar configuration to the previous C.21 and C.22. The engines were two 260-hp Salmson CU-9Z water-cooled radials. The aircraft was a biplane with unequal span wings supported by 16 struts. Each wing had two rectangular spars made of three strips of spruce and covered with two strips of steel. The wings were covered in flax and were camouflaged on top and dark brown underneath, the struts were made from spruce or Oregon pine in three segments which were wrapped in strips of ash for added strength. At equal intervals metal strips were used to band the struts for additional strength. Sheet metal was fashioned for the ends of the struts where they were attached to the wing. The ailerons were on the top wing only and had a span of six meters. The tail had a rudder and fixed fin. The rudder had three vertical ribs made of wood, was covered with steel, and attached directly to the fuselage. The horizontal stabilizers were made of two spars supported by ribs and the leading edge was covered in spruce.
The fuselage was constructed from four longerons made of ash and spruce. The nose was flattened, while the cross-section of the mid fuselage was rectangular. The fuselage formers were made of pine strengthened by diagonal bracing wires. The pilot and co-pilot were seated side-by-side ahead of the wing struts. There was a nose turret and a second turret located behind the wing. The lance bombs were carried inside the fuselage. There was a passage between the bomb bay and the front the fuselage. The engines were mounted on sheet metal which was bolted to the upper and lower wing spars. The fuel tank was located behind the engine and was divided into five compartments internally to prevent the fuel from shifting inside the tank during flight. The radiators were supported on an aluminum collar bolted to the base of the motor. The oil tank was located above the fuel tank. Under each engine was an undercarriage of N-configuration with an oval cross section. There were twin wheels, between which was a landing skid used for braking. The skids were made of ash. The axles were mounted on bungee chords. The tail skid was made of ash with a metal tip and was attached to the rudder axle.
The aircraft took off and climbed at a speed of 120km/h. Cruising speed was 140 km/h and the ideal descent speed was 120 km/h. The aircraft was landed at 100 km/h. Pilots were instructed that, should the C.23 enter a spin, they were to apply opposite rudder to stop the spin and then re-establish control after the ailerons became effective. If the aircraft should stall the preferred solution would be to allow the C.23 to build up speed before attempting any correcting maneuvers.
The plane met the BN3 requirements and 1,000 were ordered. Although the design was to prove successful and 54 C.23s had been accepted by the Aviation Militaire before the Armistice, not a single example reached units in time to see action. Postwar, CAP 115 relinquished its Caproni bombers for C.23s and was redesignated C 115. These bombers served with the 22nd RAB (Nuit) at Luxeuil. Crews found the type to be seriously underpowered and it maneuvered poorly. The C.23s were replaced by the superior Farman F.60 in February 1920.
Another version of the C.23 was under development in April 1918. It was to have been powered by two 600-hp Salmson engines and, had it been successful, might have eliminated many of the problems found in the production aircraft. Another C.23 was tested with two 300-hp Hispano-Suiza engines.
Postwar, the C.23 was developed into an airliner and initiated service from Paris to Brussels on 10 February 1919. A version designated the C.23bis had an enclosed cabin and could carry 15 persons.
Caudron C.23 Three-Seat Heavy Night Bomber with Two 260-hp Salmson Cu-9Z Engines
Span 24.47m; length 12.98 m; height 3.45 m; wing area 106 sq. m
Empty weight 2,341 kg; loaded weight 4,170 kg; payload 500 kg or an 800 kg torpedo
Maximum speed: 144 km/h at 1,000 m; 140 km/h at 2,000 m; climb to 2,000 meters in 20 minutes 37 seconds
Ceiling 4,500 m; endurance 4 hours; range 700 km
Armament: 600 kg of bombs
Projected C.23 with 600-hp Salmson Engines
Wing area 100 sq. m
Loaded weight 3,707 kg; payload 800 kg
Max speed: 170 km/h at 4,000 m; climb to 4,000 m in 25 minutes; endurance 5 hours
Caudron CRB
The CRB (the reason for the unusual designation is unclear) was a twin-engine bomber apparently initiated as a design study for the RFC in 1917. It was to have been equipped with two 200-hp Hispano-Suiza engines. The aircraft was never completed.
Caudron Heavy Bomber Project
A heavy bomber is believed to have been undergoing construction in 1917. It was to have had a bomb load of 600 kg, and the engines were to be 340-hp Salmsons. Apparently the aircraft was never completed.
Caudron C22. The Caudron C22 was a follow-on to the C21 and, like its predecessor, was designed by Paul Deville to fulfill the requirement for a medium bomber.
Caudron C.23 carrying a bomb beneath the fuselage centerline; up to 600 kg of bombs could be carried.
The Caudron C.23 night bomber could carry a heavier bomb load than the Farman F.50 but had a lower climb rate. Despite 54 being built by the Armistice, it failed to enter combat. Its 260 hp Salmson radial engines were much better than the Lorraine engines of the Farman F.50.
The Caudron C.23 night bomber could carry a heavier bomb load than the Farman F.50 but had a lower climb rate. Despite 54 being built by the Armistice, it failed to enter combat. Its 260 hp Salmson radial engines were much better than the Lorraine engines of the Farman F.50.
Caudron C 23 This appears to be the eighth example produced. The aircraft serial number was probably 08.
Caudron O2
The identity of the Caudron O2 is unclear. It has been suggested that the correct designation would have been Caudron 20, which would be more consistent with the designations used by the STAe during the war. However, it also possible that it was originally designated the Type O and that the O2 designated a modified version. It was designed by Paul Deville.
The 02 was a high-altitude fighter with an anticipated ceiling of at least 9,000 meters. It was a biplane with a top wing of greater span than the lower. The airfoil cross section was flat; it was hoped this would improve high-altitude performance. The fully-faired fuselage was constructed of wood and metal. The pilot sat at eye level with the trailing portion of the upper wing.
Pending the availability of the 150-hp Gnome Monosoupape, the prototype was fitted with a 120-hp Le Rhone 9Jb rotary that was almost completely enclosed within a cambered cowling. Armament consisted of a single Vickers machine gun. Another version of the Caudron O2 was fitted with a Le Rhone 9R of either 170 or 180 hp. It is possible that the O2 was also at some point fitted with the Gnome Monosoupape.
The aircraft first flew in November 1917; its performance was inferior to the SPAD 13. The Caudron O2 was not selected for production and further development was abandoned.
Caudron O2 Single-Seat Fighter with 120-hp Le Rhone 9Jb
Wing area 17sq.m
Loaded weight 625 kg
Maximum speed: 190 km/h at 4,000 m
Armament: one 7.7-mm Vickers machine gun
Caudron O2 Single-Seat Fighter with 150-hp Gnome Monosoupape 9N
Wing area 17 sq. m
Empty weight 400 kg; loaded weight 650 kg
Maximum speed: 210 km/h at 4,000 m
Armament: one 7.7-mm Vickers machine gun
Caudron O2 Single-Seat Fighter with 170-hp Le Rhone 9R
Wing area 17 sq. m
Loaded weight 625 kg
Max speed: 210 km/h at 4,000 m; climb to 4,000 m in 10 minutes; endurance 2 hours
Armament: one 7.7-mm Vickers machine gun
Caudron C.20
Little is known about the Caudron C.20. At least one source states it was a single-seat army cooperation/light bomber aircraft. Power was supplied by a single 180-hp Gnome Monosoupape engine. The first flight is believed to have been in November 1917. However, this is also when the Caudron O2 fighter first flew; it is possible that the C.20 was an incorrect designation applied to the O2 or that it was a variant of the O2 intended for army cooperation duties.
Single-Seat Army Cooperation/Light Bomber Aircraft with 180-hp Gnome Monosoupape
Wing area 17 sq. m
Empty weight 813 kg
The identity of the Caudron O2 is unclear. It has been suggested that the correct designation would have been Caudron 20, which would be more consistent with the designations used by the STAe during the war. However, it also possible that it was originally designated the Type O and that the O2 designated a modified version. It was designed by Paul Deville.
The 02 was a high-altitude fighter with an anticipated ceiling of at least 9,000 meters. It was a biplane with a top wing of greater span than the lower. The airfoil cross section was flat; it was hoped this would improve high-altitude performance. The fully-faired fuselage was constructed of wood and metal. The pilot sat at eye level with the trailing portion of the upper wing.
Pending the availability of the 150-hp Gnome Monosoupape, the prototype was fitted with a 120-hp Le Rhone 9Jb rotary that was almost completely enclosed within a cambered cowling. Armament consisted of a single Vickers machine gun. Another version of the Caudron O2 was fitted with a Le Rhone 9R of either 170 or 180 hp. It is possible that the O2 was also at some point fitted with the Gnome Monosoupape.
The aircraft first flew in November 1917; its performance was inferior to the SPAD 13. The Caudron O2 was not selected for production and further development was abandoned.
Caudron O2 Single-Seat Fighter with 120-hp Le Rhone 9Jb
Wing area 17sq.m
Loaded weight 625 kg
Maximum speed: 190 km/h at 4,000 m
Armament: one 7.7-mm Vickers machine gun
Caudron O2 Single-Seat Fighter with 150-hp Gnome Monosoupape 9N
Wing area 17 sq. m
Empty weight 400 kg; loaded weight 650 kg
Maximum speed: 210 km/h at 4,000 m
Armament: one 7.7-mm Vickers machine gun
Caudron O2 Single-Seat Fighter with 170-hp Le Rhone 9R
Wing area 17 sq. m
Loaded weight 625 kg
Max speed: 210 km/h at 4,000 m; climb to 4,000 m in 10 minutes; endurance 2 hours
Armament: one 7.7-mm Vickers machine gun
Caudron C.20
Little is known about the Caudron C.20. At least one source states it was a single-seat army cooperation/light bomber aircraft. Power was supplied by a single 180-hp Gnome Monosoupape engine. The first flight is believed to have been in November 1917. However, this is also when the Caudron O2 fighter first flew; it is possible that the C.20 was an incorrect designation applied to the O2 or that it was a variant of the O2 intended for army cooperation duties.
Single-Seat Army Cooperation/Light Bomber Aircraft with 180-hp Gnome Monosoupape
Wing area 17 sq. m
Empty weight 813 kg
Caudron Type O2. Serial N40. Pending the availability of the 150-hp Gnome Monosoupape, the prototype was fitted with a 120-hp Le Rhone 9Jb rotary engine.
Caudron R.11
There is some confusion over the true origin of the R.11. Some French sources suggest the prototype was originally designed to participate in the concours des avions puissants of 1916. This would suggest that the R.11 was a development of the R.5 long-range bomber. Other sources state that the R.11 evolved from a special version of the R.4 that had been equipped with two 150-hp Hispano-Suiza engines; the increased power was said to result in such a dramatic improvement in the R.4's performance that Caudron's chief designer, Paul Deville, created a heavily modified version of the R.4 and equipped it with even more powerful engines.
The Caudron R.11 was probably intended from its inception to meet the Aviation Militaire's requirement for a three-seat long-range escort fighter; the C 3 specification for such a plane was formulated in November 1916. It called for an aircraft to carry light-weight armor as well as two machine guns with 500 rounds each. The fighter was to have a maximum speed of 170 km/h at 2,000 meters and be able to reach an altitude of 3,000 meters in 15 minutes. Some sources credit Capitaine Le Cour Grandmaison with formulating the requirement for a long-range fighter to accompany formations of medium bombers. It is possible that the SPAD SA.3 and Ponnier twin-engine fighters were also developed to meet this requirement.
The new aircraft was initially powered by two Hispano-Suiza 8Ba engines of 200-hp. Its landing gear was similar to the R.4 and G.6, but it dispensed with the nose wheel of the R.4. As with the R.4, the upper wing was longer than the lower. The fuel tanks were located at the rear of the engine nacelles and, in later aircraft, could be jettisoned in flight. To minimize the aircraft's vulnerability, the fuel system was arranged so that either engine could receive fuel from either of the main fuel tanks. The aircraft was well-armed with twin 7.7-mm Lewis guns in the nose and rear fuselage, again as in the R.4. There was an additional machine gun below the nose position to enable that gunner to fire downward. On later aircraft there was provision for dual controls, so that if the pilot was wounded the R.11 could be flown by the observer. Although it could be fitted with a camera for long-range reconnaissance, the R.11's most important role was providing air defense for the Breguet 14 B2s.
The new aircraft was found to have substantially better performance than the preceding R.4s and R.5s. A total of 1,000 were ordered by the Aviation Militaire (of which approximately 370 were built by the end of the war). The R.11s were built by Caudron and under subcontract by Regy and Gremont. The STAe designation for the R.11 was Caudron 11 A3 but this was rarely used in wartime reports. Why the three-seat fighter should be designated as a reconnaissance plane is a mystery, but it suggests that the type may originally been planned as a multiplace de combat to be used in the long-range reconnaissance, light bombing, and escort fighter roles. Support for this can be seen in a memo dated 28 November 1917 stating that it was anticipated that Caudron R.11s would replace the Letord series in early 1918.
As with so many other French designs of the period, the type's entry into service was delayed by production difficulties. In this case, the main problem seems to have been secondary to the 215-hp Hispano-Suiza 8Bba or 8Bda engines. In later aircraft a 235-hp Hispano-Suiza 8Beb was fitted. Even though the first R.11 had been completed in 1916, only two were in existence by 1 January 1918. Three months later the total had risen to only 34. At the time of the Armistice there were 54 in service.
Operational Service
Tactics evolved so that these large aircraft could be used in conjunction with both the day bomber forces and the single-seat escort fighters. Originally, the R.11s were to be used to watch for oncoming enemy formations and possibly engage them ahead of the bomber formations. The commander of the First Air Division stated that the R.11s were given to it to serve as a "plane lookout service." The same source stated that because of the increasing threat of the German fighters to the day bomber formations, the R.11s were assigned to provide close-in fighter escort. When SPAD fighter units were available, they were used to provide top cover for the mixed Breguet 14 and Caudron R.11 formations. This meant that the R.11s could travel with the bombers all the way to the target. Because of their fore and aft guns, the R.11s could bring considerable firepower to bear without having to maneuver. The SPADs, on the other hand, could attack the enemy fighters using their superior speed and maneuverability. While this combination proved effective, there were still heavy losses when the formations attempted bombing missions without the SPAD escort. An example of this was the September 1918 raid on the Conflans-Jarny railroad station when Breguet 14s of GB 4 and the R.11s of R 46 encountered heavy opposition over the target. While the aircraft did reach the target and eight German fighters were claimed as destroyed, seven French aircraft were lost.
There was an undeniable elan within the R.11 units, the crews being told that their mission to protect the bombers was "one of sacrifice." It was also noted that specific R.11 crews were associated with specific groupes de bombardement, thus providing a "real moral bond between them." It is interesting to note that some French air service officers predicted that all fighters of the future would be two-seaters whose "mission spirit" would eliminate the concept of aces.
It is not known how successful the R.11s were in combat against German fighters. Nevertheless, the type was felt to be quite useful in the long-range escort fighter role. At the Armistice R.11s equipped six escadrilles: R 46, R 239, R 240, R 241, R 242, and R 246. Each unit had between 15 and 18 aircraft.
R 46 was the first unit to receive R.11s, being re-equipped in February 1918. This unit was assigned to protect the bombers of Escadre 13 (GB 3 with BR 107, 126, and 128 and GB 4 with BR 131, 132, and 134). R 46 was active over the Aisne and the Marne while protecting units of the 2nd Brigade d'Aviation. It was credited with 37 official victories at the cost of 26 killed and 35 wounded crewmen. The unit was decorated with three citations. R 46 become escadrille 204 of the 3rd RB (Jour) at Avord in 1920.
R 239 was created in May 1918 under command of Lieutenant de Vercheres and assigned to the 4th Armee on the Champagne front. In July it was assigned to protect Escadre 12 (GB 6 with BR 66, 108, and BR 111; GB 5 with BR 117, 120, and 127; and GB 9 with BR 29, 123, and 129). R 239 was credited with four aerial victories. R 239 became the 204th escadrille of the 1st RB (Jour) at Metz in 1920.
R 240 was formed in July 1918 and assigned to protect Escadre 12. The escadrille was under the command of Lieutenant de Durat. R 240 became the 208th Escadrille of the 1st RB (Jour) at Metz in 1920.
R 241 was formed in July 1918. It was active over the 8th Armee's front and was disbanded in December 1918.
R 242 was created in April 1918. It served over the 7th Armee's sector and was disbanded in December 1918.
R 246 was formed from aircraft drawn from R 46, R 239, and R 240 on 2 November 1918. R 246 served along with R 46 in guarding the Breguet bomber units of Escadre 13. R 246, in support of Escadre 13, was active over Rethel and supported the raids on Neufchateau. It became Escadrille 212 of the 3rd RB (Jour) at Avord in 1920.
The last R.11 was withdrawn from service in July 1922.
Foreign Service
United Kingdom
The Royal Flying Corps was interested in using the R.11s as long-range bombers and acquired two examples for evaluation. They were given serials B 8822 and B 8823. The R.11s were evaluated against Sopwith Dolphins. After these tests, one of the R.11s was used as a testbed for various armament installations, the other to test communication systems.
United States
The U.S. Air Service also purchased two R.11s in October 1918. One R.11 was also detached from a French escadrille to serve as an escort fighter for the 88th Aero Squadron in September 1918. The 96th Aero Squadron also had at least one R.11 to escort its Breguet 14 B2s.
Caudron R.11 Three-Seat Long-Range Fighter with Two 200-hp Hispano-Suiza 8Ba Engines (Prototype)
Span 17.92 m; length 11.22 m; height 2.80 m; wing area 54.25 sq. m
Empty weight 1,416 kg; loaded weight 2,188 kg
Maximum speed:
ground level 191 km/h
2,000 m 185 km/h
3,000 m 180 km/h
4,000 m 173 km/h
Climb:
1,000 m 3 minutes 50 seconds
2,000 m 8 minutes 10 seconds
3,000 m 4 minutes 30 seconds
4,000 m 22 minutes 25 seconds
5,000 m 25 minutes
One built
Caudron R.11 Three-Seat Long-Range Fighter with Two 215-hp Hispano-Suiza 8Bda Engines (Production)
Span 17.92 m; length 11.22 m; height 2.80 m; wing area 54.25 sq. m
Empty weight 1,422 kg; loaded weight 2,165 kg
Maximum speed:
2,000 m 183 km/h
3,000 m 178 km/h
4,000 m 173 km/h
5,000 m 164 km/h
Climb:
2,000 m 8 minutes 10 seconds
3,000 m 14 minutes 30 seconds
4,000 m 22 minutes 30 seconds
5,000 m 39 minutes
Ceiling 5,950 m; range 600 km; endurance 3 hours
Armament: five 7.7-mm Lewis guns
Approximately 370 built
Caudron R.12
The Caudron R.12 was a Caudron R.11 re-engined with two 300-hp Hispano Suiza 8Fb engines. This modification was produced at the request of General Duval in 1917 as the new engine was expected to enter production soon, and, assuming it was successful, could endow the R.11 with a much higher performance. The Caudron R.12 first appeared in the summer of 1918. It had a wing area of 52 sq. m, which was identical to the standard R.11 (although some sources give slightly increased wing areas of from 58 to 60 sq. meters). The aircraft had an empty weight of 1,350 kg.
The R.12 first flew in November 1918 and was tested at Issy-les-Moulineaux, where numerous problems were discovered. At least two examples were undergoing testing in July 1919, and although it had been originally intended to equip 12 escadrilles with the R.12, further development was abandoned.
Caudron R.12 Three-Seat Long-Range Fighter with Two 300-hp Hispano-Suiza 8Fb Engines
Wing area 52 sq. m
Empty weight 1,350 kg
Armament: five 7.7-mm Lewis guns
Two built
Caudron R.14
To meet the requirement for a plane capable of carrying a heavy cannon, many companies produced modified versions of heavy bombers. For example, both a Voisin 12 and Farman F.50 were modified to carry cannons. The Caudron R.11 was also fitted with a cannon in August 1918. This new version was designated R.14 Ca3 Canon. Main armament was a 37-mm Hotchkiss cannon, but the five Lewis guns of the standard R.11 were retained for defense. To carry the cannon the new version used the same 300-hp Hispano Suiza 8Fb engines as the R.12. The wings were enlarged with three bays of struts outboard of the engines. Wing area was increased to 63 square meters and the plane had an empty weight of 1,747 kg. An unbalanced rudder was fitted. As with the cannon-armed Voisin 12s and Farman F.50s, development of the R.14 was abandoned soon after the Armistice.
Caudron R.14 Three-Seat Long-Range Cannon Fighter with Two 300-hp Hispano-Suiza 8Fb Engines
Wing area 63 sq. m
Empty weight 1,747 kg
Armament: one 37-mm Hotchkiss cannon and five 7.7-mm Lewis guns
One built
There is some confusion over the true origin of the R.11. Some French sources suggest the prototype was originally designed to participate in the concours des avions puissants of 1916. This would suggest that the R.11 was a development of the R.5 long-range bomber. Other sources state that the R.11 evolved from a special version of the R.4 that had been equipped with two 150-hp Hispano-Suiza engines; the increased power was said to result in such a dramatic improvement in the R.4's performance that Caudron's chief designer, Paul Deville, created a heavily modified version of the R.4 and equipped it with even more powerful engines.
The Caudron R.11 was probably intended from its inception to meet the Aviation Militaire's requirement for a three-seat long-range escort fighter; the C 3 specification for such a plane was formulated in November 1916. It called for an aircraft to carry light-weight armor as well as two machine guns with 500 rounds each. The fighter was to have a maximum speed of 170 km/h at 2,000 meters and be able to reach an altitude of 3,000 meters in 15 minutes. Some sources credit Capitaine Le Cour Grandmaison with formulating the requirement for a long-range fighter to accompany formations of medium bombers. It is possible that the SPAD SA.3 and Ponnier twin-engine fighters were also developed to meet this requirement.
The new aircraft was initially powered by two Hispano-Suiza 8Ba engines of 200-hp. Its landing gear was similar to the R.4 and G.6, but it dispensed with the nose wheel of the R.4. As with the R.4, the upper wing was longer than the lower. The fuel tanks were located at the rear of the engine nacelles and, in later aircraft, could be jettisoned in flight. To minimize the aircraft's vulnerability, the fuel system was arranged so that either engine could receive fuel from either of the main fuel tanks. The aircraft was well-armed with twin 7.7-mm Lewis guns in the nose and rear fuselage, again as in the R.4. There was an additional machine gun below the nose position to enable that gunner to fire downward. On later aircraft there was provision for dual controls, so that if the pilot was wounded the R.11 could be flown by the observer. Although it could be fitted with a camera for long-range reconnaissance, the R.11's most important role was providing air defense for the Breguet 14 B2s.
The new aircraft was found to have substantially better performance than the preceding R.4s and R.5s. A total of 1,000 were ordered by the Aviation Militaire (of which approximately 370 were built by the end of the war). The R.11s were built by Caudron and under subcontract by Regy and Gremont. The STAe designation for the R.11 was Caudron 11 A3 but this was rarely used in wartime reports. Why the three-seat fighter should be designated as a reconnaissance plane is a mystery, but it suggests that the type may originally been planned as a multiplace de combat to be used in the long-range reconnaissance, light bombing, and escort fighter roles. Support for this can be seen in a memo dated 28 November 1917 stating that it was anticipated that Caudron R.11s would replace the Letord series in early 1918.
As with so many other French designs of the period, the type's entry into service was delayed by production difficulties. In this case, the main problem seems to have been secondary to the 215-hp Hispano-Suiza 8Bba or 8Bda engines. In later aircraft a 235-hp Hispano-Suiza 8Beb was fitted. Even though the first R.11 had been completed in 1916, only two were in existence by 1 January 1918. Three months later the total had risen to only 34. At the time of the Armistice there were 54 in service.
Operational Service
Tactics evolved so that these large aircraft could be used in conjunction with both the day bomber forces and the single-seat escort fighters. Originally, the R.11s were to be used to watch for oncoming enemy formations and possibly engage them ahead of the bomber formations. The commander of the First Air Division stated that the R.11s were given to it to serve as a "plane lookout service." The same source stated that because of the increasing threat of the German fighters to the day bomber formations, the R.11s were assigned to provide close-in fighter escort. When SPAD fighter units were available, they were used to provide top cover for the mixed Breguet 14 and Caudron R.11 formations. This meant that the R.11s could travel with the bombers all the way to the target. Because of their fore and aft guns, the R.11s could bring considerable firepower to bear without having to maneuver. The SPADs, on the other hand, could attack the enemy fighters using their superior speed and maneuverability. While this combination proved effective, there were still heavy losses when the formations attempted bombing missions without the SPAD escort. An example of this was the September 1918 raid on the Conflans-Jarny railroad station when Breguet 14s of GB 4 and the R.11s of R 46 encountered heavy opposition over the target. While the aircraft did reach the target and eight German fighters were claimed as destroyed, seven French aircraft were lost.
There was an undeniable elan within the R.11 units, the crews being told that their mission to protect the bombers was "one of sacrifice." It was also noted that specific R.11 crews were associated with specific groupes de bombardement, thus providing a "real moral bond between them." It is interesting to note that some French air service officers predicted that all fighters of the future would be two-seaters whose "mission spirit" would eliminate the concept of aces.
It is not known how successful the R.11s were in combat against German fighters. Nevertheless, the type was felt to be quite useful in the long-range escort fighter role. At the Armistice R.11s equipped six escadrilles: R 46, R 239, R 240, R 241, R 242, and R 246. Each unit had between 15 and 18 aircraft.
R 46 was the first unit to receive R.11s, being re-equipped in February 1918. This unit was assigned to protect the bombers of Escadre 13 (GB 3 with BR 107, 126, and 128 and GB 4 with BR 131, 132, and 134). R 46 was active over the Aisne and the Marne while protecting units of the 2nd Brigade d'Aviation. It was credited with 37 official victories at the cost of 26 killed and 35 wounded crewmen. The unit was decorated with three citations. R 46 become escadrille 204 of the 3rd RB (Jour) at Avord in 1920.
R 239 was created in May 1918 under command of Lieutenant de Vercheres and assigned to the 4th Armee on the Champagne front. In July it was assigned to protect Escadre 12 (GB 6 with BR 66, 108, and BR 111; GB 5 with BR 117, 120, and 127; and GB 9 with BR 29, 123, and 129). R 239 was credited with four aerial victories. R 239 became the 204th escadrille of the 1st RB (Jour) at Metz in 1920.
R 240 was formed in July 1918 and assigned to protect Escadre 12. The escadrille was under the command of Lieutenant de Durat. R 240 became the 208th Escadrille of the 1st RB (Jour) at Metz in 1920.
R 241 was formed in July 1918. It was active over the 8th Armee's front and was disbanded in December 1918.
R 242 was created in April 1918. It served over the 7th Armee's sector and was disbanded in December 1918.
R 246 was formed from aircraft drawn from R 46, R 239, and R 240 on 2 November 1918. R 246 served along with R 46 in guarding the Breguet bomber units of Escadre 13. R 246, in support of Escadre 13, was active over Rethel and supported the raids on Neufchateau. It became Escadrille 212 of the 3rd RB (Jour) at Avord in 1920.
The last R.11 was withdrawn from service in July 1922.
Foreign Service
United Kingdom
The Royal Flying Corps was interested in using the R.11s as long-range bombers and acquired two examples for evaluation. They were given serials B 8822 and B 8823. The R.11s were evaluated against Sopwith Dolphins. After these tests, one of the R.11s was used as a testbed for various armament installations, the other to test communication systems.
United States
The U.S. Air Service also purchased two R.11s in October 1918. One R.11 was also detached from a French escadrille to serve as an escort fighter for the 88th Aero Squadron in September 1918. The 96th Aero Squadron also had at least one R.11 to escort its Breguet 14 B2s.
Caudron R.11 Three-Seat Long-Range Fighter with Two 200-hp Hispano-Suiza 8Ba Engines (Prototype)
Span 17.92 m; length 11.22 m; height 2.80 m; wing area 54.25 sq. m
Empty weight 1,416 kg; loaded weight 2,188 kg
Maximum speed:
ground level 191 km/h
2,000 m 185 km/h
3,000 m 180 km/h
4,000 m 173 km/h
Climb:
1,000 m 3 minutes 50 seconds
2,000 m 8 minutes 10 seconds
3,000 m 4 minutes 30 seconds
4,000 m 22 minutes 25 seconds
5,000 m 25 minutes
One built
Caudron R.11 Three-Seat Long-Range Fighter with Two 215-hp Hispano-Suiza 8Bda Engines (Production)
Span 17.92 m; length 11.22 m; height 2.80 m; wing area 54.25 sq. m
Empty weight 1,422 kg; loaded weight 2,165 kg
Maximum speed:
2,000 m 183 km/h
3,000 m 178 km/h
4,000 m 173 km/h
5,000 m 164 km/h
Climb:
2,000 m 8 minutes 10 seconds
3,000 m 14 minutes 30 seconds
4,000 m 22 minutes 30 seconds
5,000 m 39 minutes
Ceiling 5,950 m; range 600 km; endurance 3 hours
Armament: five 7.7-mm Lewis guns
Approximately 370 built
Caudron R.12
The Caudron R.12 was a Caudron R.11 re-engined with two 300-hp Hispano Suiza 8Fb engines. This modification was produced at the request of General Duval in 1917 as the new engine was expected to enter production soon, and, assuming it was successful, could endow the R.11 with a much higher performance. The Caudron R.12 first appeared in the summer of 1918. It had a wing area of 52 sq. m, which was identical to the standard R.11 (although some sources give slightly increased wing areas of from 58 to 60 sq. meters). The aircraft had an empty weight of 1,350 kg.
The R.12 first flew in November 1918 and was tested at Issy-les-Moulineaux, where numerous problems were discovered. At least two examples were undergoing testing in July 1919, and although it had been originally intended to equip 12 escadrilles with the R.12, further development was abandoned.
Caudron R.12 Three-Seat Long-Range Fighter with Two 300-hp Hispano-Suiza 8Fb Engines
Wing area 52 sq. m
Empty weight 1,350 kg
Armament: five 7.7-mm Lewis guns
Two built
Caudron R.14
To meet the requirement for a plane capable of carrying a heavy cannon, many companies produced modified versions of heavy bombers. For example, both a Voisin 12 and Farman F.50 were modified to carry cannons. The Caudron R.11 was also fitted with a cannon in August 1918. This new version was designated R.14 Ca3 Canon. Main armament was a 37-mm Hotchkiss cannon, but the five Lewis guns of the standard R.11 were retained for defense. To carry the cannon the new version used the same 300-hp Hispano Suiza 8Fb engines as the R.12. The wings were enlarged with three bays of struts outboard of the engines. Wing area was increased to 63 square meters and the plane had an empty weight of 1,747 kg. An unbalanced rudder was fitted. As with the cannon-armed Voisin 12s and Farman F.50s, development of the R.14 was abandoned soon after the Armistice.
Caudron R.14 Three-Seat Long-Range Cannon Fighter with Two 300-hp Hispano-Suiza 8Fb Engines
Wing area 63 sq. m
Empty weight 1,747 kg
Armament: one 37-mm Hotchkiss cannon and five 7.7-mm Lewis guns
One built
Caudron R.11 of R46. R46 was active over Aisne and the Marne while protecting the units of the 2nd Brigade d'Aviation.
Caudron R.11 at Villenveve, spring 1918. Left to right: Lt. A.H. McLanahan, 95th Aero Sqdn., Lt. Eddie Rickenbacker, 94th Aero Sqdn., Lt. Edward Buford, 95th Aero Sqdn., Lt. Russell Hall, 95th Aero Sqdn.
Two views of the Caudron R.14 cannon-armed long-range fighter. The R.14 was an enlarged R.11 with more powerful Hispano-Suiza engines. The R.14 retained the five machine guns of the R.11 in addition to the 37-mm cannon.
Clement-Bayard
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Another Clement-Bayard military biplane carried a crew of three. It was a biplane with unequal span wings; the pilot sat in front, with the passengers seated side-by-side behind him.
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Clement-Bayard Three-Seat Biplane with 85-hp Engine
Span 16.0 m; length 11.20 m; height 2.0 m; wing area 50 sq. m
Empty weight 650 kg; loaded weight 1,100 kg
Maximum speed 85 km/h
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Another Clement-Bayard military biplane carried a crew of three. It was a biplane with unequal span wings; the pilot sat in front, with the passengers seated side-by-side behind him.
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Clement-Bayard Three-Seat Biplane with 85-hp Engine
Span 16.0 m; length 11.20 m; height 2.0 m; wing area 50 sq. m
Empty weight 650 kg; loaded weight 1,100 kg
Maximum speed 85 km/h
Clement-Bayard
Adolphe Clement-Bayard was a former bicycle and car manufacturer who produced a number of airships for the army. From 1908 through 1914 he produced six airships, two of which were sold to Russia. His last two, the General Meusnier and the Ex-Getteral Meusnier, were built in 1915 and 1916 respectively. From 1909 through 1910 the firm built Santos-Dumont Demoiselles under license. It was responsible for the development of several aircraft before the war. The firm’s aircraft all featured wood and steel construction, wing warping for lateral control, and a common landing gear chassis with two wheels. A single-seat military monoplane was produced in 1914 and had a 50-hp Gnome engine. The Clement-Bayard military monoplane had a high wing and fuselage keel which was similar to contemporary R.E.P. designs. A two-seat monoplane was also produced in the same year; it was powered by an 80-hp Le Rhone engine.
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Clement-Bayard Single-Seat Military Monoplane with 50-hp Gnome
Span 9.20 m; length 7.50 m; wing area 16 sq. m
Loaded weight 520 kg
Maximum speed 100 km/h; climb rate 150 meters per minute
One built
Clement-Bayard Single-Seat Monoplane with 70-hp Engine:
Span 9.20 in; length 7.50 m; height 2.0 m; wing area 16 sq. m
Empty weight 320 kg; loaded weight 520 kg
Maximum speed 120 km/h
Clement-Bayard Two-Seat Monoplane with 80-hp Le Rhone
Span 11.41 m; length 7.45 m; wing area 21 sq. m
Loaded weight 350 kg
Maximum speed 110 km/h; climb rate 125 meters per minute
One built
Adolphe Clement-Bayard was a former bicycle and car manufacturer who produced a number of airships for the army. From 1908 through 1914 he produced six airships, two of which were sold to Russia. His last two, the General Meusnier and the Ex-Getteral Meusnier, were built in 1915 and 1916 respectively. From 1909 through 1910 the firm built Santos-Dumont Demoiselles under license. It was responsible for the development of several aircraft before the war. The firm’s aircraft all featured wood and steel construction, wing warping for lateral control, and a common landing gear chassis with two wheels. A single-seat military monoplane was produced in 1914 and had a 50-hp Gnome engine. The Clement-Bayard military monoplane had a high wing and fuselage keel which was similar to contemporary R.E.P. designs. A two-seat monoplane was also produced in the same year; it was powered by an 80-hp Le Rhone engine.
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Clement-Bayard Single-Seat Military Monoplane with 50-hp Gnome
Span 9.20 m; length 7.50 m; wing area 16 sq. m
Loaded weight 520 kg
Maximum speed 100 km/h; climb rate 150 meters per minute
One built
Clement-Bayard Single-Seat Monoplane with 70-hp Engine:
Span 9.20 in; length 7.50 m; height 2.0 m; wing area 16 sq. m
Empty weight 320 kg; loaded weight 520 kg
Maximum speed 120 km/h
Clement-Bayard Two-Seat Monoplane with 80-hp Le Rhone
Span 11.41 m; length 7.45 m; wing area 21 sq. m
Loaded weight 350 kg
Maximum speed 110 km/h; climb rate 125 meters per minute
One built
Clement-Bayard
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In 1913 General Bernard formulated requirements for two types of armored aircraft: a single-seat machine for artillery cooperation and high-speed reconnaissance (120 km/h) and a two-seater with a maximum speed of 100 km/h for long-range reconnaissance. Bleriot, Breguet, Dorand, Ponnier, Deperdussin, Clement-Bayard, Morane-Saulnier, and Voisin all built machines to meet this demanding specification. The Clement-Bayard firm built an all-steel armored monoplane, with an 80-hp Gnome engine. It appears that only one was built and it was not selected for production by the Aviation Militaire.
Clement-Bayard Armored Monoplane with 80-hp Gnome
Wing span 10.20 m; length 6.32 m; wing area 18 sq. m
Loaded weight 375 kg
Maximum speed: 115 km/h; climb rate 100 meters per minute
One built
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In 1913 General Bernard formulated requirements for two types of armored aircraft: a single-seat machine for artillery cooperation and high-speed reconnaissance (120 km/h) and a two-seater with a maximum speed of 100 km/h for long-range reconnaissance. Bleriot, Breguet, Dorand, Ponnier, Deperdussin, Clement-Bayard, Morane-Saulnier, and Voisin all built machines to meet this demanding specification. The Clement-Bayard firm built an all-steel armored monoplane, with an 80-hp Gnome engine. It appears that only one was built and it was not selected for production by the Aviation Militaire.
Clement-Bayard Armored Monoplane with 80-hp Gnome
Wing span 10.20 m; length 6.32 m; wing area 18 sq. m
Loaded weight 375 kg
Maximum speed: 115 km/h; climb rate 100 meters per minute
One built
Clement-Bayard Bomber
In 1915 the Clement-Bayard firm built a twin-engined bomber probably intended to compete in the 1915/16 contours puissant. It had two 220-hp Renault engines. The only photographs that have survived show the machine wrecked, but a pair of drawings reveals that it was a biplane with the upper wing larger than the lower. The plane had a tricycle undercarriage with twin nose wheels. The engines were mounted in the tractor position housed in nacelles situated on the upper surface of the lower wing. There was a huge, comma-shaped rudder.
A British report stated that the bomber "rolled 30 yards and then the front wheels collapsed." This observer then wryly noted that "the construction is somewhat reminiscent of early iron bridges, and the machine, as a whole, is not considered of interest." A later report stated that the bomber was considered to be a failure as it had crashed "twice, killing its pilots." Given this background, it is not surprising that further development was abandoned.
For the remainder of the war the Clement-Bayard factory produced aircraft parts and weapons, but no further airplanes or airships. In 1928 Clement-Bayard sold his factory to Citroen.
Clement-Bayard Twin-Engine Bomber with Two 220-hp Renault Engines
Span 24.360 m; length 15.80 m; wing area 109.40 sq. m
Empty weight 2,900 kg; loaded weight 3,600 kg
Maximum speed: 137 km /h; climb to 2,000 m in 21 minutes; ceiling 3,700 meters
One built ,
In 1915 the Clement-Bayard firm built a twin-engined bomber probably intended to compete in the 1915/16 contours puissant. It had two 220-hp Renault engines. The only photographs that have survived show the machine wrecked, but a pair of drawings reveals that it was a biplane with the upper wing larger than the lower. The plane had a tricycle undercarriage with twin nose wheels. The engines were mounted in the tractor position housed in nacelles situated on the upper surface of the lower wing. There was a huge, comma-shaped rudder.
A British report stated that the bomber "rolled 30 yards and then the front wheels collapsed." This observer then wryly noted that "the construction is somewhat reminiscent of early iron bridges, and the machine, as a whole, is not considered of interest." A later report stated that the bomber was considered to be a failure as it had crashed "twice, killing its pilots." Given this background, it is not surprising that further development was abandoned.
For the remainder of the war the Clement-Bayard factory produced aircraft parts and weapons, but no further airplanes or airships. In 1928 Clement-Bayard sold his factory to Citroen.
Clement-Bayard Twin-Engine Bomber with Two 220-hp Renault Engines
Span 24.360 m; length 15.80 m; wing area 109.40 sq. m
Empty weight 2,900 kg; loaded weight 3,600 kg
Maximum speed: 137 km /h; climb to 2,000 m in 21 minutes; ceiling 3,700 meters
One built ,
Coanda-Delaunay-Belleville
Henri Coanda is best remembered for his 1910 design flowered by what many feel to have been the first "jet" engine in history. At the outbreak of the First World War Coanda offered his services to France and was subsequently assigned to the aircraft firm of Delaunay-Belleville.
In 1916/17 Coanda designed a unique plane for the Delaunay-Belleville firm. It featured a torpedo-shaped fuselage and two-bay, staggered biplane wings. There was an unconventional tail unit with twin fins and rudders. Power was supplied by a 300-hp liquid-cooled engine located in the middle of the fuselage. Twin shafts extended from the engine to the tail and drove two propellers which were mounted behind each of the rudders. The pilot was seated in the extreme nose just ahead of the wing.
Coanda's machine was tested at the French experimental test center at Etampes in 1917. It is not known how successful this design was, but photographs show that the machine was eventually destroyed in a crash. It appears that no further development was undertaken and Coanda turned his attention to designing a twin-engine bomber for the S.I.A. firm.
The RNAS ordered five machines (as "Delaunay-Bellevilles") and assigned them serial Nos.1395-1399. The order, of course, was later canceled.
Henri Coanda is best remembered for his 1910 design flowered by what many feel to have been the first "jet" engine in history. At the outbreak of the First World War Coanda offered his services to France and was subsequently assigned to the aircraft firm of Delaunay-Belleville.
In 1916/17 Coanda designed a unique plane for the Delaunay-Belleville firm. It featured a torpedo-shaped fuselage and two-bay, staggered biplane wings. There was an unconventional tail unit with twin fins and rudders. Power was supplied by a 300-hp liquid-cooled engine located in the middle of the fuselage. Twin shafts extended from the engine to the tail and drove two propellers which were mounted behind each of the rudders. The pilot was seated in the extreme nose just ahead of the wing.
Coanda's machine was tested at the French experimental test center at Etampes in 1917. It is not known how successful this design was, but photographs show that the machine was eventually destroyed in a crash. It appears that no further development was undertaken and Coanda turned his attention to designing a twin-engine bomber for the S.I.A. firm.
The RNAS ordered five machines (as "Delaunay-Bellevilles") and assigned them serial Nos.1395-1399. The order, of course, was later canceled.
Courtois-Suffit Lescop
Courtois-Suffit Lescop C1
This aircraft is of historical significance as it was one of the first in the world to feature leading edge flaps. It was designed by Roger Courtois-Suffit and Capitaine Lescop. It has been described as being experimental, but French records show that it was intended to meet the C1 specification.
It is strange that an aircraft with such an advanced feature would have an outdated rotary engine, the 160-hp Gnome 9Nc that was also used by the SPAD 15, Nieuport 28 and Morane Saulnier 27 and 28. A more powerful development of the C.S.L.1 with a 250-hp Clerget 11E engine was to follow when that engine became available.
The C.S.L.1 was a small single-bay biplane. Its most impressive feature was the hinged leading edge flaps fitted to the lower wings and the tailplane. On the wings, these flaps were 1.3 m in span and 0.18 m in chord and were hinged along the forward spar. They were constructed of plywood and the hinges of the flaps were covered with fabric. There was a hinged portion which spanned the full length of the tailplane and was 0.15 meters in chord. Their setting was controlled from the cockpit. The upper wing did not feature leading edge flaps, and ailerons were fitted to the lower wings only. The fuselage was fully faired and the engine was housed in a cowling of broad chord. The landing gear had two wheels; each was mounted on a half-axle pivoted at the mid-point of the spreader bars.
The aircraft was built by the S.A.I.B. (Societe Anonyme d'Applications Industrielles du Bois) at its factory in Paris. Construction began in October 1917 and the C.S.L.1 was completed and undergoing testing by 1 May 1918. However, since the Gnome Monosoupape 9N was not available, a 140-hp Clerget 9Bf was fitted.
It is not known how successful the C.S.L.1 or its leading edge flaps were. It is known that the aircraft was not selected for production. In fact, none of the planes with the Gnome 9Nc was selected for service.
C.S.L. C1 Single-Seat Fighter with 140-hp Clerget 9Bf
Span 7.80 m; height 2.70 m; wing area 19 sq. m
Empty weight 470 kg; loaded 760 kg
Maximum speed: 220 km/h at sea level (provisional); climb to 4,000 m in 16 minutes; endurance 2.5 hours
Two built
C.S.L. C1 Single-Seat Fighter with 200-hp Clerget 11E (Estimated Performance)
Span 7.80 m; height 2.70 m; wing area 19 sq. m
Maximum speed: 240 km/h at sea level (provisional); climb to 4,000 m in 14 minutes
Project only
Courtois-Suffit Lescop Fighter with Clerget Engine
This aircraft was to have been a refinement of the C.S.L.1 (which was fitted with a 140-hp Clerget to undergo tests, pending the availability of a more powerful engine). While the C.S.L.1 was undergoing tests, development of the more powerful version was continuing. This aircraft was to have had equal-span wings with square tips. This new plane was also to be temporarily fitted with a 150-hp Clerget engine that would be nearly covered by an immense cone de penetration. The 150-hp Clerget was eventually to be replaced by the 300-hp Clerget 9Bf then under development. However, work on the Clerget 9Bf was never completed, and it appears that the second C.S.L. fighter was never built. This may have been due to the engine problems or because of difficulties with the new C.S.L. itself.
Courtois-Suffit Lescop C1
This aircraft is of historical significance as it was one of the first in the world to feature leading edge flaps. It was designed by Roger Courtois-Suffit and Capitaine Lescop. It has been described as being experimental, but French records show that it was intended to meet the C1 specification.
It is strange that an aircraft with such an advanced feature would have an outdated rotary engine, the 160-hp Gnome 9Nc that was also used by the SPAD 15, Nieuport 28 and Morane Saulnier 27 and 28. A more powerful development of the C.S.L.1 with a 250-hp Clerget 11E engine was to follow when that engine became available.
The C.S.L.1 was a small single-bay biplane. Its most impressive feature was the hinged leading edge flaps fitted to the lower wings and the tailplane. On the wings, these flaps were 1.3 m in span and 0.18 m in chord and were hinged along the forward spar. They were constructed of plywood and the hinges of the flaps were covered with fabric. There was a hinged portion which spanned the full length of the tailplane and was 0.15 meters in chord. Their setting was controlled from the cockpit. The upper wing did not feature leading edge flaps, and ailerons were fitted to the lower wings only. The fuselage was fully faired and the engine was housed in a cowling of broad chord. The landing gear had two wheels; each was mounted on a half-axle pivoted at the mid-point of the spreader bars.
The aircraft was built by the S.A.I.B. (Societe Anonyme d'Applications Industrielles du Bois) at its factory in Paris. Construction began in October 1917 and the C.S.L.1 was completed and undergoing testing by 1 May 1918. However, since the Gnome Monosoupape 9N was not available, a 140-hp Clerget 9Bf was fitted.
It is not known how successful the C.S.L.1 or its leading edge flaps were. It is known that the aircraft was not selected for production. In fact, none of the planes with the Gnome 9Nc was selected for service.
C.S.L. C1 Single-Seat Fighter with 140-hp Clerget 9Bf
Span 7.80 m; height 2.70 m; wing area 19 sq. m
Empty weight 470 kg; loaded 760 kg
Maximum speed: 220 km/h at sea level (provisional); climb to 4,000 m in 16 minutes; endurance 2.5 hours
Two built
C.S.L. C1 Single-Seat Fighter with 200-hp Clerget 11E (Estimated Performance)
Span 7.80 m; height 2.70 m; wing area 19 sq. m
Maximum speed: 240 km/h at sea level (provisional); climb to 4,000 m in 14 minutes
Project only
Courtois-Suffit Lescop Fighter with Clerget Engine
This aircraft was to have been a refinement of the C.S.L.1 (which was fitted with a 140-hp Clerget to undergo tests, pending the availability of a more powerful engine). While the C.S.L.1 was undergoing tests, development of the more powerful version was continuing. This aircraft was to have had equal-span wings with square tips. This new plane was also to be temporarily fitted with a 150-hp Clerget engine that would be nearly covered by an immense cone de penetration. The 150-hp Clerget was eventually to be replaced by the 300-hp Clerget 9Bf then under development. However, work on the Clerget 9Bf was never completed, and it appears that the second C.S.L. fighter was never built. This may have been due to the engine problems or because of difficulties with the new C.S.L. itself.
Coutant Flying Boat
A flying boat was designed and built by the Coutant firm that first entered service in late 1917, and was selected for the same patrol/medium bombing specification as the D.D.10 (an aircraft with two 200-hp Hispano-Suiza engines), G.L. HB 2, Tellier T.4, and the Borel-Odier B.O.2. It is interesting to note that the Aviation Maritime chose to purchase a small number of flying boats from each of the five manufacturers rather than standardize on the production of a single type for the patrol/light bomber role. Certainly having such a multiplicity of types in service would only have exacerbated the problems of supply and maintenance at the naval aviation bases.
The Coutant flying boat appears to have been a conventional seaplane but with an exceptionally thin tail. At the end of the upswept empennage was a horizontal stabilizer and a circular rudder. The upper wing was considerably larger than the lower and the 280-hp Renault engine was mounted above the fuselage centerline just below the top wing. The aircraft, which appears to have carried two crew members side by side, was armed with a single machine gun and up to 140 kg of bombs. It is not known how many Coutant flying boats were obtained by the Aviation Maritime, but they saw limited operational service. Only two were delivered from February to September 1917.
A flying boat was designed and built by the Coutant firm that first entered service in late 1917, and was selected for the same patrol/medium bombing specification as the D.D.10 (an aircraft with two 200-hp Hispano-Suiza engines), G.L. HB 2, Tellier T.4, and the Borel-Odier B.O.2. It is interesting to note that the Aviation Maritime chose to purchase a small number of flying boats from each of the five manufacturers rather than standardize on the production of a single type for the patrol/light bomber role. Certainly having such a multiplicity of types in service would only have exacerbated the problems of supply and maintenance at the naval aviation bases.
The Coutant flying boat appears to have been a conventional seaplane but with an exceptionally thin tail. At the end of the upswept empennage was a horizontal stabilizer and a circular rudder. The upper wing was considerably larger than the lower and the 280-hp Renault engine was mounted above the fuselage centerline just below the top wing. The aircraft, which appears to have carried two crew members side by side, was armed with a single machine gun and up to 140 kg of bombs. It is not known how many Coutant flying boats were obtained by the Aviation Maritime, but they saw limited operational service. Only two were delivered from February to September 1917.
Coutant flying boat at the seaplane base at Saint Raphael. The engine was a 280-hp Renault. According to SHAA records only two examples were delivered to the Aviation Maritime during 1917.
De Bruyere Canard
In April 1917 a canard aircraft ol quite unusual configuration was tested at the Belgian training field at Etampes. This field had previously been used by the Farman and Bleriot firms to test their aircraft; during the war it was used as a test center at which various experimental aircraft were flown.
The canard was built by French engineer De Bruyere. It had a sleek fuselage with the pilot seated ahead of the wings and a Hispano-Suiza engine (type unknown but possibly a 150-hp Hispano-Suiza 8Aa) was mounted inside the fuselage. The two-bladed propeller was at the extreme end of the tail and was driven by a long shaft from the engine. Canards were mounted in the extreme nose of the aircraft. The aircraft was a sesquiplane with the upper wing extended above the fuselage on struts while the lower wing was suspended below the fuselage. There were prominent fins both above and below the rear fuselage. Twin main wheels were suspended below the lower wing and a large nose wheel was semi-recessed in the extreme nose. J.M. Bruce reports that it may have been armed with a 37-mm Hotchkiss cannon.
On its first test flight the aircraft lifted a few meters and then rolled over and crashed. Apparently, it was not rebuilt and further development was abandoned.
In April 1917 a canard aircraft ol quite unusual configuration was tested at the Belgian training field at Etampes. This field had previously been used by the Farman and Bleriot firms to test their aircraft; during the war it was used as a test center at which various experimental aircraft were flown.
The canard was built by French engineer De Bruyere. It had a sleek fuselage with the pilot seated ahead of the wings and a Hispano-Suiza engine (type unknown but possibly a 150-hp Hispano-Suiza 8Aa) was mounted inside the fuselage. The two-bladed propeller was at the extreme end of the tail and was driven by a long shaft from the engine. Canards were mounted in the extreme nose of the aircraft. The aircraft was a sesquiplane with the upper wing extended above the fuselage on struts while the lower wing was suspended below the fuselage. There were prominent fins both above and below the rear fuselage. Twin main wheels were suspended below the lower wing and a large nose wheel was semi-recessed in the extreme nose. J.M. Bruce reports that it may have been armed with a 37-mm Hotchkiss cannon.
On its first test flight the aircraft lifted a few meters and then rolled over and crashed. Apparently, it was not rebuilt and further development was abandoned.
Construction Aeronautique Edmond De Marcay
Edmond de Marcay opened two aircraft factories in Paris during 1916 and built SPAD aircraft under license. Perhaps drawing from his experience building the SPAD 7 fighter, de Marcay undertook to design a fighter to meet the C1 specification of 1918.
De Marcay 1 C1 and 2 C1
The C1 category called for a single-seat fighter to be armed with twin machine guns (either 7.7- or 11-mm) or a single 37-mm cannon with a single machine gun. Provisions were to be made for a photo-reconnaissance variant and also a monoplace protege. The payload was to be between 220 to 270 kg and the maximum ceiling was to be 9,000 m with a service ceiling of 6,500 m. A maximum speed of 240 km/h was requested. A large number of aircraft were submitted to meet the C1 specification. Those using the 300-hp Hispano-Suiza 8F were SPAD 18, 20, 21, and 22; Nieuport 29, Descamps 27, Hanriot-Dupont HD 7, SAB 1, Monineau C1, Semenaud C1, and de Marcay C1.
It had originally been intended that the de Marcay fighter be given a Liberty engine; this was designated the de Marcay 1. However, problems with the Liberty engine resulted in the aircraft being redesigned to take a 300-hp Hispano-Suiza 8Fb. This was designated the de Marcay 2. It was a conventional biplane with the top wing considerably longer than the lower. The extensions of the upper wing were braced by oblique struts fixed at the base of the interplane struts. There was a single bay of bracing struts and the ailerons on the upper wing were horn-balanced. The engine was mounted in an aluminum mount, the front of the fuselage was made of steel and the rear of wood. There were two synchronized 7.7-mm Vickers machine guns.
The aircraft was completed by 1919. The radiator was to have been mounted in the wing. However on production planes the radiator was mounted in the front of the engine and was circular. The engine was closely cowled and the camshaft covers were covered by full-length fairings. A jettisonable fuel tank was fitted between the landing gear struts. Balanced ailerons were on the upper wing only. Planned armament was two synchronized 7.7-mm Vickers machineguns.
The aircraft had an impressive performance and was the fastest at the 7 March 1919 concours. Bad weather prevented it from being evaluated at high altitude; therefore most of the testing occurred at 500 meters. Most of the comments in the test pilot’s reports were positive, but it was noted that the de Marcay 2 C1 had poor turning characteristics. Contemporary notes obtained from the Musee de I'Air show that the 2 C1 was considered adequate as a single-seat fighter. However, its climb rate was inferior to the Nieuport 29, and it was the latter which was selected for series production.
Records in the Musee de I'Air indicated that the de Marcay Type 3 was to have been a single-seat, single-bay biplane. This fighter would also have used the 300-hp Hispano-Suiza engine. The fuselage was to have been of all-metal monocoque construction with the radiator mounted in the front of the cowling. It is possible this design was a refinement of the de Marcay 2 C1 mentioned above. As far as can be ascertained, this type was never built.
Postwar, the de Marcay firm produced another sleek fighter, the de Marcay Type 4, which was rejected primarily because the shoulder-mounted wing inhibited the pilot's view. The Type 5 was a two-seat monoplane with a 370- or 450-hp Lorraine-Dietrich engine and a monocoque fuselage.
De Marcay 2 C1 Single-Seat Fighter with 300-hp Hispano-Suiza 8Fb
Span 9.25 m; length 6.62 m; wing area 25 sq. m
Loaded weight 1,704 kg; payload 339 kg
Maximum speed:
sea level 252 km/h
3,000 m 237 km/h
4,000 m 231 km/h
5,000 m 220 km/h
6,000 m 200 km/h
Climb to:
1,000 m 2 minutes
2,000 m 4 minutes 26 seconds
3000 m 7 minutes 26 seconds
4,000 m 12 minutes 3 seconds
5,000 m 18 minutes 16 seconds
Armament two 7.7-mm Vickers machine-guns
One built
Edmond de Marcay opened two aircraft factories in Paris during 1916 and built SPAD aircraft under license. Perhaps drawing from his experience building the SPAD 7 fighter, de Marcay undertook to design a fighter to meet the C1 specification of 1918.
De Marcay 1 C1 and 2 C1
The C1 category called for a single-seat fighter to be armed with twin machine guns (either 7.7- or 11-mm) or a single 37-mm cannon with a single machine gun. Provisions were to be made for a photo-reconnaissance variant and also a monoplace protege. The payload was to be between 220 to 270 kg and the maximum ceiling was to be 9,000 m with a service ceiling of 6,500 m. A maximum speed of 240 km/h was requested. A large number of aircraft were submitted to meet the C1 specification. Those using the 300-hp Hispano-Suiza 8F were SPAD 18, 20, 21, and 22; Nieuport 29, Descamps 27, Hanriot-Dupont HD 7, SAB 1, Monineau C1, Semenaud C1, and de Marcay C1.
It had originally been intended that the de Marcay fighter be given a Liberty engine; this was designated the de Marcay 1. However, problems with the Liberty engine resulted in the aircraft being redesigned to take a 300-hp Hispano-Suiza 8Fb. This was designated the de Marcay 2. It was a conventional biplane with the top wing considerably longer than the lower. The extensions of the upper wing were braced by oblique struts fixed at the base of the interplane struts. There was a single bay of bracing struts and the ailerons on the upper wing were horn-balanced. The engine was mounted in an aluminum mount, the front of the fuselage was made of steel and the rear of wood. There were two synchronized 7.7-mm Vickers machine guns.
The aircraft was completed by 1919. The radiator was to have been mounted in the wing. However on production planes the radiator was mounted in the front of the engine and was circular. The engine was closely cowled and the camshaft covers were covered by full-length fairings. A jettisonable fuel tank was fitted between the landing gear struts. Balanced ailerons were on the upper wing only. Planned armament was two synchronized 7.7-mm Vickers machineguns.
The aircraft had an impressive performance and was the fastest at the 7 March 1919 concours. Bad weather prevented it from being evaluated at high altitude; therefore most of the testing occurred at 500 meters. Most of the comments in the test pilot’s reports were positive, but it was noted that the de Marcay 2 C1 had poor turning characteristics. Contemporary notes obtained from the Musee de I'Air show that the 2 C1 was considered adequate as a single-seat fighter. However, its climb rate was inferior to the Nieuport 29, and it was the latter which was selected for series production.
Records in the Musee de I'Air indicated that the de Marcay Type 3 was to have been a single-seat, single-bay biplane. This fighter would also have used the 300-hp Hispano-Suiza engine. The fuselage was to have been of all-metal monocoque construction with the radiator mounted in the front of the cowling. It is possible this design was a refinement of the de Marcay 2 C1 mentioned above. As far as can be ascertained, this type was never built.
Postwar, the de Marcay firm produced another sleek fighter, the de Marcay Type 4, which was rejected primarily because the shoulder-mounted wing inhibited the pilot's view. The Type 5 was a two-seat monoplane with a 370- or 450-hp Lorraine-Dietrich engine and a monocoque fuselage.
De Marcay 2 C1 Single-Seat Fighter with 300-hp Hispano-Suiza 8Fb
Span 9.25 m; length 6.62 m; wing area 25 sq. m
Loaded weight 1,704 kg; payload 339 kg
Maximum speed:
sea level 252 km/h
3,000 m 237 km/h
4,000 m 231 km/h
5,000 m 220 km/h
6,000 m 200 km/h
Climb to:
1,000 m 2 minutes
2,000 m 4 minutes 26 seconds
3000 m 7 minutes 26 seconds
4,000 m 12 minutes 3 seconds
5,000 m 18 minutes 16 seconds
Armament two 7.7-mm Vickers machine-guns
One built
The De Marcay C1 was a single-seat fighter with 300-hp Hispano-Suiza 8Fb.
Powered by a 300 hp H-S 8Fb engine, the prototype de Marcay 2 flew in 1919.
Powered by a 300 hp H-S 8Fb engine, the prototype de Marcay 2 flew in 1919.
De Monge/Buscaylet Experimental Aircraft
Louis de Monge was a propeller designer for the Societe Anonyme des Etablissements Lumiere.
In 1914 De Monge built an experimental monoplane that was entered in the concours securite. This was a competition which called for the designers to create an plane that was as safe as possible. De Monge's design utilized a wing with elastic attachments which enabled it to flex under the air flow and to retreat from wind gusts from the side. Springs were used to automatically return the wing to its normal position. It retained the standard Deperdussin fin and rudder. Control was by wing warping. The undercarriage had paired main wheels with a large skid ahead ol the main undercarriage (to reduce the risk of nosing over on landing) and a rear skid.
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Louis de Monge was a propeller designer for the Societe Anonyme des Etablissements Lumiere.
In 1914 De Monge built an experimental monoplane that was entered in the concours securite. This was a competition which called for the designers to create an plane that was as safe as possible. De Monge's design utilized a wing with elastic attachments which enabled it to flex under the air flow and to retreat from wind gusts from the side. Springs were used to automatically return the wing to its normal position. It retained the standard Deperdussin fin and rudder. Control was by wing warping. The undercarriage had paired main wheels with a large skid ahead ol the main undercarriage (to reduce the risk of nosing over on landing) and a rear skid.
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De Monge/Buscaylet Experimental Aircraft
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In 1918 de Monge designed an unusual airplane lor the Buscaylet firm. It was a single-bay biplane with a "living" wing. Presumably this meant that the forward-swept upper wing was fully articulated. The engine was mounted inside the Deperdussin-designed fuselage and drove a propeller behind the wings. It is not known if the aircraft ever flew.
De Monge founded Etablissements Louis de Monge in the early 1920s. His later designs included a single seat racer (built in 1921), an experimental type with two 35-hp Anzani 3A2 engines (1923), an experimental plane with a 300-hp Hispano Suiza engine (1924), the Type 101 A2/C2 military plane derived from the Koolhoven F.K.31 with a 420-hp Gnome Rhone Jupiter engine (1924), a twin-engine racer of flying wing configuration with either Bugatti or Vaslin V6B engines (1925), and a reconnaissance plane with a Fiat engine (1926). In mid-1924 de Monge dissolved his firm and joined Buscaylet et Cie.
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In 1918 de Monge designed an unusual airplane lor the Buscaylet firm. It was a single-bay biplane with a "living" wing. Presumably this meant that the forward-swept upper wing was fully articulated. The engine was mounted inside the Deperdussin-designed fuselage and drove a propeller behind the wings. It is not known if the aircraft ever flew.
De Monge founded Etablissements Louis de Monge in the early 1920s. His later designs included a single seat racer (built in 1921), an experimental type with two 35-hp Anzani 3A2 engines (1923), an experimental plane with a 300-hp Hispano Suiza engine (1924), the Type 101 A2/C2 military plane derived from the Koolhoven F.K.31 with a 420-hp Gnome Rhone Jupiter engine (1924), a twin-engine racer of flying wing configuration with either Bugatti or Vaslin V6B engines (1925), and a reconnaissance plane with a Fiat engine (1926). In mid-1924 de Monge dissolved his firm and joined Buscaylet et Cie.
Deconde Flying Boat
This plane was reported in a British Ministry of Munitions document to be under construction in early 1918. It was a two-seat flying boat powered by a single 260-hp Salmson engine. Its design suggests that it was intended for the maritime patrol or "alerte" mission. It was a biplane with a wing area of 245 sq. m. It carried a load of 150 kg, was to have had a maximum speed of 160 km/h at 2,000 m, and climb to 2,000 m in 25 minutes. It is not known if it was ever completed.
This plane was reported in a British Ministry of Munitions document to be under construction in early 1918. It was a two-seat flying boat powered by a single 260-hp Salmson engine. Its design suggests that it was intended for the maritime patrol or "alerte" mission. It was a biplane with a wing area of 245 sq. m. It carried a load of 150 kg, was to have had a maximum speed of 160 km/h at 2,000 m, and climb to 2,000 m in 25 minutes. It is not known if it was ever completed.
Delattre BN3 Bomber
One of the most interesting and unusual French designs of the 1914-1918 period, the Delattre night bomber was intended to meet the requirements for a heavy bomber comparable to the RAF’s Handley Page V/1500.
The aircraft was to have had articulated biplane wings with the fuselage situated between them. The pivot was to be located at the center of gravity; this permitted the fuselage to remain centered while the wings swiveled in a vertical plane to provide lift. The aircraft was to have been powered by two 500-hp Canton-Unne engines buried in the fuselage. The engines were to have had a common shaft so that each supplied power to both the front and rear propellers. The four-bladed propellers were located at the front and rear of the fuselage, giving the aircraft a push-pull configuration. To provide an added measure of safety (the engines of the time not being completely reliable) and to permit economical cruise on one engine, it was possible for the aircraft to fly with one engine off. It was never completed.
Delattre Bomber with Two 500-hp Canton-Unne Engines (project only)
Wing area 260 sq. m
Empty weight 3,870 kg; payload 1,200 kg
Maximum speed: 178 km/h; ceiling 1,300 m; range 1,100 km
One of the most interesting and unusual French designs of the 1914-1918 period, the Delattre night bomber was intended to meet the requirements for a heavy bomber comparable to the RAF’s Handley Page V/1500.
The aircraft was to have had articulated biplane wings with the fuselage situated between them. The pivot was to be located at the center of gravity; this permitted the fuselage to remain centered while the wings swiveled in a vertical plane to provide lift. The aircraft was to have been powered by two 500-hp Canton-Unne engines buried in the fuselage. The engines were to have had a common shaft so that each supplied power to both the front and rear propellers. The four-bladed propellers were located at the front and rear of the fuselage, giving the aircraft a push-pull configuration. To provide an added measure of safety (the engines of the time not being completely reliable) and to permit economical cruise on one engine, it was possible for the aircraft to fly with one engine off. It was never completed.
Delattre Bomber with Two 500-hp Canton-Unne Engines (project only)
Wing area 260 sq. m
Empty weight 3,870 kg; payload 1,200 kg
Maximum speed: 178 km/h; ceiling 1,300 m; range 1,100 km
Societe Provisoire des Aeroplanes Deperdussin
The Societe Provisoire des Aeroplanes Deperdussin was created in 1910. Many different types of aircraft were produced by the firm beginning in 1910. These were:
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2. Type A monoplace with 30- or 40-hp Clerget engine; two used by Australian CFS as penguins; Serial Nos. CFS 4 and 5.
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The Societe Provisoire des Aeroplanes Deperdussin was created in 1910. Many different types of aircraft were produced by the firm beginning in 1910. These were:
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2. Type A monoplace with 30- or 40-hp Clerget engine; two used by Australian CFS as penguins; Serial Nos. CFS 4 and 5.
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Societe Provisoire des Aeroplanes Deperdussin
The Societe Provisoire des Aeroplanes Deperdussin was created in 1910. Many different types of aircraft were produced by the firm beginning in 1910. These were:
1. Type Canard with 40-hp Clerget engine.
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The Societe Provisoire des Aeroplanes Deperdussin was created in 1910. Many different types of aircraft were produced by the firm beginning in 1910. These were:
1. Type Canard with 40-hp Clerget engine.
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Societe Provisoire des Aeroplanes Deperdussin
The Societe Provisoire des Aeroplanes Deperdussin was created in 1910. Many different types of aircraft were produced by the firm beginning in 1910. These were:
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3. Type B - similar to Type A but with a 50-hp Gnome rotary engine.
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The Societe Provisoire des Aeroplanes Deperdussin was created in 1910. Many different types of aircraft were produced by the firm beginning in 1910. These were:
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3. Type B - similar to Type A but with a 50-hp Gnome rotary engine.
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Societe Provisoire des Aeroplanes Deperdussin
The Societe Provisoire des Aeroplanes Deperdussin was created in 1910. Many different types of aircraft were produced by the firm beginning in 1910. These were:
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4. Military Plane 1911 - Three Type Bs each with different engines: 100-hp Clerget, 80-hp Anzani, and 100-hp Gnome. Some examples were acquired by the RFC and RNAS (see entry for Type TT).
5. Type P - with 50-hp Gnome.
6. Type T - 1912, with 70-hp Gnome.
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8. Type TT-1914 single- and two-seat versions.
In 1913 Deperdussin was jailed on fraud charges and subsequent aircraft were designed by the firm's chief engineer, Bechereau. The firm retained the name SPAD. This time, however, SPAD stood for Societe Anonyme pour l'Aviation et ses Derives. The Deperdussin factory also built Caudron G.3s and G.4s under license.
Deperdussin TT
Armand Deperdussin was responsible for the design of the Deperdussin TT, a monoplane intended for reconnaissance. It succeeded the Type T that had equipped Escadrilles D 4 and D 6.
The TT was a monoplane with a small tail/rudder unit and triangular tail surfaces. It was powered by a 80-hp Gnome rotary engine. The landing gear consisted of a pair of large spoked wheels mounted well below the fuselage on a stalky undercarriage. There were prominent skids to prevent damage to the propeller should the plane nose over during landing. Lateral control was by wing warping and construction was of wood and fabric. Alternate power plants were 100-hp Gnomes or Anzani radials of 45-,60-, or 80-hp. The crew were seated in tandem, the observer in front of the pilot. Unfortunately, this placed him between the wings and resulted in a very poor downward view. This flaw was part of the reason that the TT was withdrawn from service soon after the war began.
Two Deperdussin TTs were fitted with a single machine gun on top of the cabane struts. The gunner had to stand up to use the gun, and he was provided with an extended windshield to protect him from the slipstream. The raised mounting, while cumbersome and drag-producing, had the singular virtue of enabling the gun to be fired straight ahead without destroying the aircraft's propeller. An armed TT with a 80-hp Le Rhone was tested at Villacoublay by M. Loiseau in 1914. A second aircraft, this one with a 160-hp Gnome engine, was also tested with a gun mount made of steel. The more powerful engine permitted the fitting of armor. This aircraft was sent to the Groupe des Escadrilles de Protection du Camp Retranche de Paris (CR.P.) but there is no record of its taking part in aerial combats.
Two escadrilles were equipped with the type TT:
D 4, formed in 1912 at Maubeuge and attached to the 5th Armee at the beginning of the war. D 4 was based at Givet on 14 August 1914 and performed a number of reconnaissance sorties over the Sambre Valley. Moving to Romilly-sur Seine, it was again assigned to the 5th Armee. A note from a Lieutenant Adray (who was the commander of D 4) dated 3 September 1914 noted that the machines in his unit had been acquired in 1912 and 1913 and were suffering from fatigue. In October, D 4 moved to Ville-en-Tardenois and was assigned to the 1st CA. The unit later moved to Bouvancourt where it served with the 3rd CA. At this time D 4 was commanded by Lieutenant Rochelle. It re-equipped with Caudron G.3s to become C 4 on 29 March 1915.
D 6, formed in 1912 at Reims and attached to the 5th Armee in 1914. The escadrille was under the command of Capitaine Aubry. D 6 was active over the Belgian front and during the fighting near the Aisne in October 1914. Although the Deperdussin TTs of D 4 and D 6 were used almost exclusively for reconnaissance and artillery observation, aircraft assigned to D 6 did chase an Aviatik away from the French front on 28 January 1915 and dropped small bombs on an enemy battery on 21 February 1915. Early in 1915 D 6 was based at Baslieux-Ies-Fismes under the command of Capitaine Desorges. It reequipped with Caudron G.3s to become C 6 in March 1915.
Foreign Service
Belgium
Two aircraft were acquired by the Belgian air service but lack of spares soon grounded them.
Portugal
In 1912 a single example of what seems to have been a Deperdussin TT trainer was donated to what later became the Portuguese Escola de Aeronautica Militar.
Russia/Soviet Union
A Deperdussin TT finished third in the 1913 military aircraft competition and was eventually selected for series production instead of the indigenous S-11 which had placed second. A total of 63 were built (which Shavrov states were erroneously designated "Deperdussin-Monocoques") were built at the Lebedev plant and were used in front-line service as late as 1917. Two floatplane versions were also built at the Lebedev plant. The Soviet Union had one Deperdussin, probably a Type TT, on strength with the 1st Socialist Aviaotryad in December 1917.
Spain
Spain's Escuela Nacional de Aviacion acquired a number of Deperdussins for training. They were a 35-hp Anzani single-seater intended as a penguin to train pilots to taxi, a 50-hp Gnome single-seater, and an 80-hp Gnome two-seater (Type TT). The Deperdussins were later replaced by M.F.7s and Caudron G.3s.
Serbia
The Serbian air service had two Deperdussins TTs during the Balkan wars. They formed part of the escadrille that operated near Skaddar in 1913. No more Deperdussins were purchased and the air service officers stated that Bleriot 11s were preferred to the Deperdussins.
Turkey
Turkey acquired two Deperdussins in December 1911; these were the first Turkish military aircraft. One was a single-seater with a 35-hp Anzani engine; the other was a two-seater with an 80-bp Gnome engine. They were assigned to the Yesilkoy aviation school in July 1912.
The Deperdussins participated in bombing and reconnaissance missions along the Bulgarian front during the Balkan wars. At the beginning of the First World War a U.S. War Department report of October 29 1914 stated the inventory at Yesilkoy included four Deperdussins. However, the Turkish inventory lists only one Deperdussin, named Osmanli, used for training. Based at Yesilkoy, it observed the Bosphorus and the movements of the Russian fleet. It was one of only two aircraft providing reconnaissance in the area for the Turks. Its end came in early 1915 when it was downed by a Russian Grigorovich M.5, crashing into the Balgrat forest.
United Kingdom
Four Deperdussins were entered in Britain's Military Plane Competition of 1912. Two were built by the French firm, the other two by the British Deperdussin Plane Company.
The French machines were powered by 100-hp Gnomes. They were assigned the competition numbers 26 and 27. However, only No.26 arrived. The French aircraft performed well and was awarded the £2,000 second prize. It was purchased by the RFC and given serial number 258. It was destroyed in September 1912 when it broke up in mid-air, killing its crew. This accident was pivotal in the War Office's decision to place a ban on monoplanes.
The two British machines differed from the French in featuring tandem seating with the pilot in the rear (in the French machine the pilot sat in front). In addition, tbe British-built Deperdussins deleted the undercarriage skids. One of the British machines was powered by a 100-hp Anzani and was given the competition number 20; it performed poorly and was not purchased by the RFC.
The second British machine had the same engine as the French Deperdussin - a 100-hp Gnome. This was given the competition number 21. It performed well enough to be awarded a £500 prize. It was obtained by the RFC and given the serial number 259. However, it seems that this aircraft was never used operationally, being in poor condition with rusted iron work and wires. It was struck off charge in August 1913.
A Deperdussin with a 60-hp Anzani engine was obtained by the RFC when it was purchased from Captain Patrick Hamilton in June 1912. Originally given the serial number B5, later changed to No.257, it was subsequently assigned to No.3 Squadron. It saw little service and was sent to Farnborough in March and struck off charge (SOC) in November 1913.
Two more Deperdussins were obtained later. No.260 had a 60-hp Gnome engine. It served with No.3 Squadron and was then reassigned to the CFS (Central Flying School), where it was given serial 419. Number 279 had a 70-hp Gnome and stayed at Farnborough; it was never issued to a squadron.
One Deperdussin with a 100-hp Gnome was delivered to the RFC. Assigned serial 280, it was at the Royal Aircraft Factory in the spring of 1913. It had been intended to assign it to No.5 Squadron but, possibly due to the ban on monoplanes, it was not. It was struck off charge in August 1913.
Finally, three more Deperdussins were obtained by the CFS. One of these, No.421, had a 60-hp Anzani engine. Nos. 436 and 437 had engines of unknown types. None was used by the CFS; again, probably due to the ban on monoplanes.
The Royal Naval Air Service acquired several Deperdussin floatplanes and landplanes in 1912 and 1913. These were:
1. Deperdussin 70-hp Gnome - landplane assigned to Eastchurch, Dunkirk, and Dover; SOC December 1914. Serial No.7.
2. Deperdussin 80-hp Anzani - landplane assigned to Eastchurch; SOC 20 February 1915. Serial No.22.
3. Deperdussin 100-hp Anzani - floatplane tested at Grain. SOC 1913 because of defective floats. Serial No.30.
4. Deperdussin 80-hp Anzani - landplane assigned to Eastchurch; crashed May 1914. Serial No.36.
5. Deperdussin 100-hp Anzani - floatplane; twin floats. Serial No.44.
6. Deperdussin 100-hp Anzani - landplane; impressed August 1914 and based al Hendon, later at Chingford and Felixstowe. Serial No.885.
7. Deperdussin 100-hp Gnome - landplane; assigned to Hendon and Chingford in 1915. Serial No.1376.
8. Deperdussin 100-hp Gnome - landplane assigned to Hendon and Chingford in 1915 and later to Felixstowe; crashed July 1915. Serial No.1377.
9. Deperdussin 100-hp Gnome - landplane assigned to Hendon and Chingford in 1915. Serial No.1378.
10. Deperdussin 100-hp Gnome - landplane assigned to Chingford and Hendon in 1915 and later to Felixstowe. Serial No.1379.
Deperdussin TT Two-Seat Reconnaissance Plane with 80-hp Gnome
Span 10.63 m; length 7.30; height 2.70 m; wing span 20 sq. m
Empty weight 420 kg; loaded weight 720 kg
Maximum speed: 115 km/h
Deperdussin Monoplane Built by British Deperdussin with 100-hp Gnome
Span 12 m; length 7.5 m
Empty weight 556 kg; loaded weight 924 kg
Maximum speed: 109.5 km/h; climb to 1.000 m in 3 minutes 45 seconds
The Societe Provisoire des Aeroplanes Deperdussin was created in 1910. Many different types of aircraft were produced by the firm beginning in 1910. These were:
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4. Military Plane 1911 - Three Type Bs each with different engines: 100-hp Clerget, 80-hp Anzani, and 100-hp Gnome. Some examples were acquired by the RFC and RNAS (see entry for Type TT).
5. Type P - with 50-hp Gnome.
6. Type T - 1912, with 70-hp Gnome.
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8. Type TT-1914 single- and two-seat versions.
In 1913 Deperdussin was jailed on fraud charges and subsequent aircraft were designed by the firm's chief engineer, Bechereau. The firm retained the name SPAD. This time, however, SPAD stood for Societe Anonyme pour l'Aviation et ses Derives. The Deperdussin factory also built Caudron G.3s and G.4s under license.
Deperdussin TT
Armand Deperdussin was responsible for the design of the Deperdussin TT, a monoplane intended for reconnaissance. It succeeded the Type T that had equipped Escadrilles D 4 and D 6.
The TT was a monoplane with a small tail/rudder unit and triangular tail surfaces. It was powered by a 80-hp Gnome rotary engine. The landing gear consisted of a pair of large spoked wheels mounted well below the fuselage on a stalky undercarriage. There were prominent skids to prevent damage to the propeller should the plane nose over during landing. Lateral control was by wing warping and construction was of wood and fabric. Alternate power plants were 100-hp Gnomes or Anzani radials of 45-,60-, or 80-hp. The crew were seated in tandem, the observer in front of the pilot. Unfortunately, this placed him between the wings and resulted in a very poor downward view. This flaw was part of the reason that the TT was withdrawn from service soon after the war began.
Two Deperdussin TTs were fitted with a single machine gun on top of the cabane struts. The gunner had to stand up to use the gun, and he was provided with an extended windshield to protect him from the slipstream. The raised mounting, while cumbersome and drag-producing, had the singular virtue of enabling the gun to be fired straight ahead without destroying the aircraft's propeller. An armed TT with a 80-hp Le Rhone was tested at Villacoublay by M. Loiseau in 1914. A second aircraft, this one with a 160-hp Gnome engine, was also tested with a gun mount made of steel. The more powerful engine permitted the fitting of armor. This aircraft was sent to the Groupe des Escadrilles de Protection du Camp Retranche de Paris (CR.P.) but there is no record of its taking part in aerial combats.
Two escadrilles were equipped with the type TT:
D 4, formed in 1912 at Maubeuge and attached to the 5th Armee at the beginning of the war. D 4 was based at Givet on 14 August 1914 and performed a number of reconnaissance sorties over the Sambre Valley. Moving to Romilly-sur Seine, it was again assigned to the 5th Armee. A note from a Lieutenant Adray (who was the commander of D 4) dated 3 September 1914 noted that the machines in his unit had been acquired in 1912 and 1913 and were suffering from fatigue. In October, D 4 moved to Ville-en-Tardenois and was assigned to the 1st CA. The unit later moved to Bouvancourt where it served with the 3rd CA. At this time D 4 was commanded by Lieutenant Rochelle. It re-equipped with Caudron G.3s to become C 4 on 29 March 1915.
D 6, formed in 1912 at Reims and attached to the 5th Armee in 1914. The escadrille was under the command of Capitaine Aubry. D 6 was active over the Belgian front and during the fighting near the Aisne in October 1914. Although the Deperdussin TTs of D 4 and D 6 were used almost exclusively for reconnaissance and artillery observation, aircraft assigned to D 6 did chase an Aviatik away from the French front on 28 January 1915 and dropped small bombs on an enemy battery on 21 February 1915. Early in 1915 D 6 was based at Baslieux-Ies-Fismes under the command of Capitaine Desorges. It reequipped with Caudron G.3s to become C 6 in March 1915.
Foreign Service
Belgium
Two aircraft were acquired by the Belgian air service but lack of spares soon grounded them.
Portugal
In 1912 a single example of what seems to have been a Deperdussin TT trainer was donated to what later became the Portuguese Escola de Aeronautica Militar.
Russia/Soviet Union
A Deperdussin TT finished third in the 1913 military aircraft competition and was eventually selected for series production instead of the indigenous S-11 which had placed second. A total of 63 were built (which Shavrov states were erroneously designated "Deperdussin-Monocoques") were built at the Lebedev plant and were used in front-line service as late as 1917. Two floatplane versions were also built at the Lebedev plant. The Soviet Union had one Deperdussin, probably a Type TT, on strength with the 1st Socialist Aviaotryad in December 1917.
Spain
Spain's Escuela Nacional de Aviacion acquired a number of Deperdussins for training. They were a 35-hp Anzani single-seater intended as a penguin to train pilots to taxi, a 50-hp Gnome single-seater, and an 80-hp Gnome two-seater (Type TT). The Deperdussins were later replaced by M.F.7s and Caudron G.3s.
Serbia
The Serbian air service had two Deperdussins TTs during the Balkan wars. They formed part of the escadrille that operated near Skaddar in 1913. No more Deperdussins were purchased and the air service officers stated that Bleriot 11s were preferred to the Deperdussins.
Turkey
Turkey acquired two Deperdussins in December 1911; these were the first Turkish military aircraft. One was a single-seater with a 35-hp Anzani engine; the other was a two-seater with an 80-bp Gnome engine. They were assigned to the Yesilkoy aviation school in July 1912.
The Deperdussins participated in bombing and reconnaissance missions along the Bulgarian front during the Balkan wars. At the beginning of the First World War a U.S. War Department report of October 29 1914 stated the inventory at Yesilkoy included four Deperdussins. However, the Turkish inventory lists only one Deperdussin, named Osmanli, used for training. Based at Yesilkoy, it observed the Bosphorus and the movements of the Russian fleet. It was one of only two aircraft providing reconnaissance in the area for the Turks. Its end came in early 1915 when it was downed by a Russian Grigorovich M.5, crashing into the Balgrat forest.
United Kingdom
Four Deperdussins were entered in Britain's Military Plane Competition of 1912. Two were built by the French firm, the other two by the British Deperdussin Plane Company.
The French machines were powered by 100-hp Gnomes. They were assigned the competition numbers 26 and 27. However, only No.26 arrived. The French aircraft performed well and was awarded the £2,000 second prize. It was purchased by the RFC and given serial number 258. It was destroyed in September 1912 when it broke up in mid-air, killing its crew. This accident was pivotal in the War Office's decision to place a ban on monoplanes.
The two British machines differed from the French in featuring tandem seating with the pilot in the rear (in the French machine the pilot sat in front). In addition, tbe British-built Deperdussins deleted the undercarriage skids. One of the British machines was powered by a 100-hp Anzani and was given the competition number 20; it performed poorly and was not purchased by the RFC.
The second British machine had the same engine as the French Deperdussin - a 100-hp Gnome. This was given the competition number 21. It performed well enough to be awarded a £500 prize. It was obtained by the RFC and given the serial number 259. However, it seems that this aircraft was never used operationally, being in poor condition with rusted iron work and wires. It was struck off charge in August 1913.
A Deperdussin with a 60-hp Anzani engine was obtained by the RFC when it was purchased from Captain Patrick Hamilton in June 1912. Originally given the serial number B5, later changed to No.257, it was subsequently assigned to No.3 Squadron. It saw little service and was sent to Farnborough in March and struck off charge (SOC) in November 1913.
Two more Deperdussins were obtained later. No.260 had a 60-hp Gnome engine. It served with No.3 Squadron and was then reassigned to the CFS (Central Flying School), where it was given serial 419. Number 279 had a 70-hp Gnome and stayed at Farnborough; it was never issued to a squadron.
One Deperdussin with a 100-hp Gnome was delivered to the RFC. Assigned serial 280, it was at the Royal Aircraft Factory in the spring of 1913. It had been intended to assign it to No.5 Squadron but, possibly due to the ban on monoplanes, it was not. It was struck off charge in August 1913.
Finally, three more Deperdussins were obtained by the CFS. One of these, No.421, had a 60-hp Anzani engine. Nos. 436 and 437 had engines of unknown types. None was used by the CFS; again, probably due to the ban on monoplanes.
The Royal Naval Air Service acquired several Deperdussin floatplanes and landplanes in 1912 and 1913. These were:
1. Deperdussin 70-hp Gnome - landplane assigned to Eastchurch, Dunkirk, and Dover; SOC December 1914. Serial No.7.
2. Deperdussin 80-hp Anzani - landplane assigned to Eastchurch; SOC 20 February 1915. Serial No.22.
3. Deperdussin 100-hp Anzani - floatplane tested at Grain. SOC 1913 because of defective floats. Serial No.30.
4. Deperdussin 80-hp Anzani - landplane assigned to Eastchurch; crashed May 1914. Serial No.36.
5. Deperdussin 100-hp Anzani - floatplane; twin floats. Serial No.44.
6. Deperdussin 100-hp Anzani - landplane; impressed August 1914 and based al Hendon, later at Chingford and Felixstowe. Serial No.885.
7. Deperdussin 100-hp Gnome - landplane; assigned to Hendon and Chingford in 1915. Serial No.1376.
8. Deperdussin 100-hp Gnome - landplane assigned to Hendon and Chingford in 1915 and later to Felixstowe; crashed July 1915. Serial No.1377.
9. Deperdussin 100-hp Gnome - landplane assigned to Hendon and Chingford in 1915. Serial No.1378.
10. Deperdussin 100-hp Gnome - landplane assigned to Chingford and Hendon in 1915 and later to Felixstowe. Serial No.1379.
Deperdussin TT Two-Seat Reconnaissance Plane with 80-hp Gnome
Span 10.63 m; length 7.30; height 2.70 m; wing span 20 sq. m
Empty weight 420 kg; loaded weight 720 kg
Maximum speed: 115 km/h
Deperdussin Monoplane Built by British Deperdussin with 100-hp Gnome
Span 12 m; length 7.5 m
Empty weight 556 kg; loaded weight 924 kg
Maximum speed: 109.5 km/h; climb to 1.000 m in 3 minutes 45 seconds
Deperdussin in Russian service. The Soviet Union still had one Deperdussin on strength with the 1st Socialist Aviaotryad in December 1917.
Deperdussin TT based at Villacoublay in 1913/14. Two Deperdussin TTs were fitted with a single machine-gun on top of the cabane struts.
A Deperdussin TT, the type flown by Pulpe when he earned his civil Brevet, December 19, 1913. Powered by the 80hp Gnome, the Deperdussin had a top speed of 71 mph and was used in France and Russia during the opening months of the war.
A Deperdussin TT, the type flown by Pulpe when he earned his civil Brevet, December 19, 1913. Powered by the 80hp Gnome, the Deperdussin had a top speed of 71 mph and was used in France and Russia during the opening months of the war.
Societe Provisoire des Aeroplanes Deperdussin
The Societe Provisoire des Aeroplanes Deperdussin was created in 1910. Many different types of aircraft were produced by the firm beginning in 1910. These were:
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7. Deperdussin Monocoque - racer with land and floatplane versions.
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Deperdussin Monocoque
In 1912 the Deperdussin firm produced a sophisticated racer powered by a 50-hp Gnome rotary engine. It was designed by Louis Bechereau, who would become famous for the SPAD series of fighters. Advanced features of this design included its circular, monocoque fuselage, shoulder-mounted wings, and closely cowled engine. The fuselage was faired with plywood and in some military examples there was armor plating beneath the pilot's seat. The wheel spokes were covered by circular fairings to reduce drag. Wing warping was used for lateral control. It was in this type of aircraft that Jules Vedrines won the 1912 Gordon Bennett race. A further development of it was entered in the 1913 Gordon Bennett race and again won. This aircraft had a 50-hp Gnome engine and a maximum speed of 180 km/h.
While Deperdussin's design had been intended for racing, it appears that a development of the type was adopted for military service in 1914. Shortly after the outbreak of war, DM 36 (for Deperdussin Monocoque) was formed. On 15 January 1915 DM 36 had four pilots and four Deperdussin Monocoques with 60-hp Le Rhone engines; at this time DM 36 was under the command of Capitaine Lapeyrouse. The aircraft was named the Deperdussin Epervier or Sparrowhawk. Despite their fearsome name, the planes could be used only for reconnaissance and artillery spotting; they were incapable of carrying bombs. (For this reason, a single M.F.7 was supplied to DM 36 for use as a bomber.) The escadrille also received a few Deperdussin two-seaters with 80-hp Gnomes (presumably Deperdussin TTs). DM 36 was assigned to the 8th Armee and, in January 1915 was based at Groat Bogaerd. On 19 February 1915, only four months after it had been formed, the unit re-equipped with MF.7s to become MF 36.
Deperdussin Monocoque with 60-hp Le Rhone
Maximum speed: 115 km/h; range 250 km; endurance 3.5 hr.
The Societe Provisoire des Aeroplanes Deperdussin was created in 1910. Many different types of aircraft were produced by the firm beginning in 1910. These were:
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7. Deperdussin Monocoque - racer with land and floatplane versions.
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Deperdussin Monocoque
In 1912 the Deperdussin firm produced a sophisticated racer powered by a 50-hp Gnome rotary engine. It was designed by Louis Bechereau, who would become famous for the SPAD series of fighters. Advanced features of this design included its circular, monocoque fuselage, shoulder-mounted wings, and closely cowled engine. The fuselage was faired with plywood and in some military examples there was armor plating beneath the pilot's seat. The wheel spokes were covered by circular fairings to reduce drag. Wing warping was used for lateral control. It was in this type of aircraft that Jules Vedrines won the 1912 Gordon Bennett race. A further development of it was entered in the 1913 Gordon Bennett race and again won. This aircraft had a 50-hp Gnome engine and a maximum speed of 180 km/h.
While Deperdussin's design had been intended for racing, it appears that a development of the type was adopted for military service in 1914. Shortly after the outbreak of war, DM 36 (for Deperdussin Monocoque) was formed. On 15 January 1915 DM 36 had four pilots and four Deperdussin Monocoques with 60-hp Le Rhone engines; at this time DM 36 was under the command of Capitaine Lapeyrouse. The aircraft was named the Deperdussin Epervier or Sparrowhawk. Despite their fearsome name, the planes could be used only for reconnaissance and artillery spotting; they were incapable of carrying bombs. (For this reason, a single M.F.7 was supplied to DM 36 for use as a bomber.) The escadrille also received a few Deperdussin two-seaters with 80-hp Gnomes (presumably Deperdussin TTs). DM 36 was assigned to the 8th Armee and, in January 1915 was based at Groat Bogaerd. On 19 February 1915, only four months after it had been formed, the unit re-equipped with MF.7s to become MF 36.
Deperdussin Monocoque with 60-hp Le Rhone
Maximum speed: 115 km/h; range 250 km; endurance 3.5 hr.
Deperdussin Monocoque flown before the war by Maurice Prevost in excess of 200 km/h. An aircraft based on this type may have been used by DM 36.
Descamps Type 27 C1
In 1918 the STAe issued a new requirement for a fighter to replace the SPAD 13. The C1 requirement called for a single-seat fighter with two machine guns (either 7.7-mm or 11-mm). Alternative armament was to be one machine gun and a 37-mm cannon and, possibly, twin machine guns on a swivel mount. Potential variants were to include photo-reconnaissance versions and an escort fighter (protege). Choices of engines included the Gnome 9Nc, Hispano-Suiza 8B, ABC Dragonfly, Salmson 9Z, and 300-hp Hispano-Suiza 8Fb. The aircraft designed to use the latter engine included the SPAD 18 Ca, SPAD 20, SPAD 21 and 22, Nieuport-Delage 29, Hanriot HD 7, De Marcay 2, SAB 1, Moineau, Semenaud, and Descamps 27.
Descamps was chief designer with the Anatra factory in Russia. He returned to France later in the war and designed the Descamps fighter, which he designated the Type 27. The plane may have been produced with the cooperation of the Voisin firm. It had a rotund fuselage with a huge spinner. The top wing was conventional but the lower wing had an inverse taper with a negative stagger. The reason for this unusual design is not clear but it may have been intended to provide the pilot with an improved downward view. Horn-balanced ailerons were on the lower wing only. The prototype was armed with two Vickers machine guns completely enclosed in the fuselage. Two radiators were mounted on either side of the fuselage.
The aircraft was evaluated by the STAe in September I 918. On the basis of STAe testing it was modified. Changes included revisions to the center section struts. Further tests revealed other defects and additional changes were made. The airframe was strengthened, the undercarriage V-struts were repositioned, and Lamblin radiators were fitted.
Flight testing began in 1918 and continued until near the end of 1919. The aircraft performed well, but by the time testing was completed the excellent Nieuport 29 had been selected for production and the Descamps 27 was not developed further.
Descamps Type 27 C1 Single-Seat Fighter with 300-hp Hispano-Suiza 8Fb
Span 9.85 m; length 6.95 m; height 2.57 m; wing area 25.10 sq. m Empty weight 732 kg; loaded weight 1,071 kg
Maximum speed: 230 km/h al ground level: 172 km/h at 7,000 m; climb to 2,000 m in 4 minutes 46 seconds; climb to 5,000 m in 18 minutes 56 seconds; ceiling 6,800 m. endurance two hours
Armament: two 7.7-mm Vickers machine guns
One built
In 1918 the STAe issued a new requirement for a fighter to replace the SPAD 13. The C1 requirement called for a single-seat fighter with two machine guns (either 7.7-mm or 11-mm). Alternative armament was to be one machine gun and a 37-mm cannon and, possibly, twin machine guns on a swivel mount. Potential variants were to include photo-reconnaissance versions and an escort fighter (protege). Choices of engines included the Gnome 9Nc, Hispano-Suiza 8B, ABC Dragonfly, Salmson 9Z, and 300-hp Hispano-Suiza 8Fb. The aircraft designed to use the latter engine included the SPAD 18 Ca, SPAD 20, SPAD 21 and 22, Nieuport-Delage 29, Hanriot HD 7, De Marcay 2, SAB 1, Moineau, Semenaud, and Descamps 27.
Descamps was chief designer with the Anatra factory in Russia. He returned to France later in the war and designed the Descamps fighter, which he designated the Type 27. The plane may have been produced with the cooperation of the Voisin firm. It had a rotund fuselage with a huge spinner. The top wing was conventional but the lower wing had an inverse taper with a negative stagger. The reason for this unusual design is not clear but it may have been intended to provide the pilot with an improved downward view. Horn-balanced ailerons were on the lower wing only. The prototype was armed with two Vickers machine guns completely enclosed in the fuselage. Two radiators were mounted on either side of the fuselage.
The aircraft was evaluated by the STAe in September I 918. On the basis of STAe testing it was modified. Changes included revisions to the center section struts. Further tests revealed other defects and additional changes were made. The airframe was strengthened, the undercarriage V-struts were repositioned, and Lamblin radiators were fitted.
Flight testing began in 1918 and continued until near the end of 1919. The aircraft performed well, but by the time testing was completed the excellent Nieuport 29 had been selected for production and the Descamps 27 was not developed further.
Descamps Type 27 C1 Single-Seat Fighter with 300-hp Hispano-Suiza 8Fb
Span 9.85 m; length 6.95 m; height 2.57 m; wing area 25.10 sq. m Empty weight 732 kg; loaded weight 1,071 kg
Maximum speed: 230 km/h al ground level: 172 km/h at 7,000 m; climb to 2,000 m in 4 minutes 46 seconds; climb to 5,000 m in 18 minutes 56 seconds; ceiling 6,800 m. endurance two hours
Armament: two 7.7-mm Vickers machine guns
One built
Descamps 27 C1. The top wing was conventional but the lower wing had an inverse taper with a negative stagger; this may have been intended to improve the pilot's downward view.
Featuring lower-wing forward sweep and built in 1919, the Descamps 27 was bested by the Nieuport 29 in the official trials.
Featuring lower-wing forward sweep and built in 1919, the Descamps 27 was bested by the Nieuport 29 in the official trials.
Societe des Etablissements Donnet-Denhaut
Monsieur Denhaut's gliders featured a sealed fuselage suitable for operation from water. Denhaut had noted that there were a large number of lakes in France from which seaplanes could be operated, and his first plane (built in 1910) was a flying boat racer with a 35-hp Lemasson engine. A pusher biplane, it featured a central step on the fuselage to facilitate takeoff. The aircraft was initially fitted with wheels and tested from the land. When these tests proved successful, the wheels were removed and the aircraft was flown from the water. Three of these planes were built by the Espinosa firm. Denhaut's next two designs were experimental aircraft built by Levasseur in 1912; both were powered by 50-hp Gnome N-1 engines.
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Monsieur Denhaut's gliders featured a sealed fuselage suitable for operation from water. Denhaut had noted that there were a large number of lakes in France from which seaplanes could be operated, and his first plane (built in 1910) was a flying boat racer with a 35-hp Lemasson engine. A pusher biplane, it featured a central step on the fuselage to facilitate takeoff. The aircraft was initially fitted with wheels and tested from the land. When these tests proved successful, the wheels were removed and the aircraft was flown from the water. Three of these planes were built by the Espinosa firm. Denhaut's next two designs were experimental aircraft built by Levasseur in 1912; both were powered by 50-hp Gnome N-1 engines.
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Denhaut's first flying boat which was powered by a 50-hp Gnome engine. Dimensions included a wingspan of 9 m and length of 8 m.
Societe des Etablissements Donnet-Denhaut
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Denham joined the army as a pilot in 1914. The authorities eventually realized that he could make a more valuable contribution to the French war effort by designing aircraft rather than simply flying them, and he was quickly released from military service.
After leaving Donnet-Leveque, Donnet went to work for the Goupy firm for which he designed an all-metal glider and a seaplane with a 100-hp Omega engine. However, at the outbreak of the First World War the Goupy factory was destroyed by a fire and Donnet lost his job. Donnet and Denhaut opened their aviation factory, the Societe des Etablissements Donnet-Denhaut, in May 1915. Their workshop was located on the Isle de la Jatte.
D.D.1
The first aircraft to be built by the Donnet-Denhaut seaplane firm was a two-seater powered by an 80-hp RH 9C Le Rhone engine. It flew in late 1915 and was intended to meet the navy's requirement for a short-range coastal patrol aircraft. It was not selected for production.
Donnet-Denhaut D.D.1 Single-Seat Flying Boat with 80-hp Le Rhone RH 9C
Wing span 10.48 m, wing area 22 sq. m
One built
D.D.2
The D.D.2 was the follow-on to the D.D.1 design and reflected the new naval requirement for an anti-submarine aircraft. Flying boats then in service were incapable of dealing with the submarine threat. If an aircraft found a submarine it carried insufficient armament to sink or even damage it. Furthermore, aircraft were unable to summon ships quickly to deal with U-boats because the flying boats did not carry radios, the crews having to rely on carrier pigeons to communicate with their base. Finally, the flying boats were underpowered and easy prey for German fighters; seaplanes often had to be accompanied by landplanes to provide some measure of protection. Realizing that the flying boats of 1914/15 were unable to deal with the growing undersea menace, the navy issued a requirement for a two-seat aircraft capable of carrying a machine gun, two 35-kg bombs, and a radio. It was expected to have an endurance of 4 hours and 30 minutes.
The Donnet-Denhaut firm responded by producing the D.D.2. The first 35 aircraft were powered by 160-hp Canton Unne R9 engines; later production aircraft received the more reliable 150-hp Hispano Suiza 8Aa. One source refers to a version with a 160-hp Lorraine engine, but it is not known how many D.D.2s used it. Aircraft fitted with the Hispano-Suiza engine had four additional struts to support it. The crew of two consisted of a pilot and a machine gunner/bombardier. The aircraft had an unequal span wing, the upper wing being larger than the lower. There were two bays of struts; earlier aircraft had only a single bay. The engine was mounted at the base of the upper wing. The slim fuselage had a single step and the fin was mounted integrally with the fuselage. The gunner was seated in the nose; the pilot sat ahead of the wings.The tailplane was mounted midway up the fin and the rudder was bisected by the tailplane. Protection was provided by a single 7.7-mm machine gun in the nose. A radio could also be carried.
The D.D.2 was quite successful and about 400 were built. They were assigned to naval aviation bases in the Atlantic, Mediterranean, and North Sea. A total of 211 D.D.2s were delivered from January to October 1917.
Donnet-Denhaut D.D.2 Two-Seat Flying Boat with 160-hp Canton Unne R9
Span 14.20 m; length 10.80 m; height 3.50 in; wing area 36 sq. m
Empty weight 800 kg; loaded weight 1,380 kg
Maximum speed: 150 km/h, climb to 3,000 m in 11 minutes; range 450 km
Armament was a single 7.7-mm machine gun
A total of 36 built
Donnet-Denhaut D.D.2 Two-Seat Flying Boat with 150-hp Hispano-Suiza 8Aa
Span 14.20 m; length 10.80 m; height 3.50 m; wing area 36 sq. m
Empty weight 850 kg; loaded weight 1,450 kg
Maximum speed: 160 km/h (at sea level); range 450 km
Armament: one 7.7-mm machine gun; initially two 35-kg bombs, later two 50-kg bombs
A total of 365 built
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Denham joined the army as a pilot in 1914. The authorities eventually realized that he could make a more valuable contribution to the French war effort by designing aircraft rather than simply flying them, and he was quickly released from military service.
After leaving Donnet-Leveque, Donnet went to work for the Goupy firm for which he designed an all-metal glider and a seaplane with a 100-hp Omega engine. However, at the outbreak of the First World War the Goupy factory was destroyed by a fire and Donnet lost his job. Donnet and Denhaut opened their aviation factory, the Societe des Etablissements Donnet-Denhaut, in May 1915. Their workshop was located on the Isle de la Jatte.
D.D.1
The first aircraft to be built by the Donnet-Denhaut seaplane firm was a two-seater powered by an 80-hp RH 9C Le Rhone engine. It flew in late 1915 and was intended to meet the navy's requirement for a short-range coastal patrol aircraft. It was not selected for production.
Donnet-Denhaut D.D.1 Single-Seat Flying Boat with 80-hp Le Rhone RH 9C
Wing span 10.48 m, wing area 22 sq. m
One built
D.D.2
The D.D.2 was the follow-on to the D.D.1 design and reflected the new naval requirement for an anti-submarine aircraft. Flying boats then in service were incapable of dealing with the submarine threat. If an aircraft found a submarine it carried insufficient armament to sink or even damage it. Furthermore, aircraft were unable to summon ships quickly to deal with U-boats because the flying boats did not carry radios, the crews having to rely on carrier pigeons to communicate with their base. Finally, the flying boats were underpowered and easy prey for German fighters; seaplanes often had to be accompanied by landplanes to provide some measure of protection. Realizing that the flying boats of 1914/15 were unable to deal with the growing undersea menace, the navy issued a requirement for a two-seat aircraft capable of carrying a machine gun, two 35-kg bombs, and a radio. It was expected to have an endurance of 4 hours and 30 minutes.
The Donnet-Denhaut firm responded by producing the D.D.2. The first 35 aircraft were powered by 160-hp Canton Unne R9 engines; later production aircraft received the more reliable 150-hp Hispano Suiza 8Aa. One source refers to a version with a 160-hp Lorraine engine, but it is not known how many D.D.2s used it. Aircraft fitted with the Hispano-Suiza engine had four additional struts to support it. The crew of two consisted of a pilot and a machine gunner/bombardier. The aircraft had an unequal span wing, the upper wing being larger than the lower. There were two bays of struts; earlier aircraft had only a single bay. The engine was mounted at the base of the upper wing. The slim fuselage had a single step and the fin was mounted integrally with the fuselage. The gunner was seated in the nose; the pilot sat ahead of the wings.The tailplane was mounted midway up the fin and the rudder was bisected by the tailplane. Protection was provided by a single 7.7-mm machine gun in the nose. A radio could also be carried.
The D.D.2 was quite successful and about 400 were built. They were assigned to naval aviation bases in the Atlantic, Mediterranean, and North Sea. A total of 211 D.D.2s were delivered from January to October 1917.
Donnet-Denhaut D.D.2 Two-Seat Flying Boat with 160-hp Canton Unne R9
Span 14.20 m; length 10.80 m; height 3.50 in; wing area 36 sq. m
Empty weight 800 kg; loaded weight 1,380 kg
Maximum speed: 150 km/h, climb to 3,000 m in 11 minutes; range 450 km
Armament was a single 7.7-mm machine gun
A total of 36 built
Donnet-Denhaut D.D.2 Two-Seat Flying Boat with 150-hp Hispano-Suiza 8Aa
Span 14.20 m; length 10.80 m; height 3.50 m; wing area 36 sq. m
Empty weight 850 kg; loaded weight 1,450 kg
Maximum speed: 160 km/h (at sea level); range 450 km
Armament: one 7.7-mm machine gun; initially two 35-kg bombs, later two 50-kg bombs
A total of 365 built
Donnet-Denhaut D.D.2. The D.D.2 was a successful 1916 design; about 400 were built for anti-submarine patrol.
Donnet-Denhaut D.D.2 at Toulon in June 1917. The gunner was seated in the nose; the pilot sat ahead of the biplane wings.
D.D.8
The D.D.3, 4, 5, 6, and 7 have not been identified and possibly were unbuilt projects.
When the 240-hp Hispano Suiza 8B engine became available in 1917 the French navy ordered the seaplane manufacturers to submit new designs using this power plant. The F.B.A. firm designed the type S, Levy-Besson submitted a triplane flying boat, and Tellier built a twin-engined flying boat. The Donnet-Denhaut firm redesigned the D.D.2 to take advantage of the more powerful engine. The new design, designated the D.D.8, flew in May 1917 and carried a crew of three (a pilot and two gunners), two 50-kg bombs, and two 7.7-mm machine guns on ring mounts in the nose and behind the wings. A radio was carried, powered by a wind-driven generator mounted on the center section of the upper wing. To support the weight of the crew and engine, the airframe was strengthened and diagonal bracing struts added to the outer wings. The wing was enlarged and now had three bays of struts; the upper wing was still longer than the lower. A version of the D.D.8 with jettisonable wheels to enable it to take off from land and alight at sea was tested at St. Raphael during the war. Unfortunately, one of the wheels fell off in flight and the plane was destroyed when the pilot attempted to alight on the water.
More than 500 examples of the D.D.8 were ordered in June 1917. They served at naval air stations in the Mediterranean and along the channel coast. A total of 34 D.D.8s were delivered from January to October 1917.
Some served in the patrol and light bombing role along with the contemporary FBA Type S, Levy-Besson 200-hp Triplane, and Tellier T.3.
Foreign Service
Portugal
Portugal purchased 18 D.D.8s in 1918. They initially had 160-hp Lorraine-Dietrich engines; later, some were fitted with 200-hp Hispano Suiza 8 Ac engines. The aircraft remained in service until 1923. The D.D.8s were initially assigned to the Servico de Aviacao de Armada and were used for coastal patrol work.
United States
The U.S. Navy operated D.D.2s, D.D.8s, and D.D.9s. The antiquated D.D.2s were used as trainers because of their limited bomb load. D.D.8s were larger and, since they could carry a useful bomb load, were used in the patrol/bombing role. Some were converted to amphibians by fitting wheels to the hull. Some D.D.9s were also obtained to provide protection for the lightly-armed D.D.8s. The aircraft were based at Ile Tudy and Dunkerque, where they were used for patrols; at Moutchic they were used for training.
The main duty of the aircraft based at Ile Tudy was to escort convoys passing in the vicinity of the base. A pair were assigned to escort each convoy; to escort each the full distance at least eight planes a day were needed. One aircraft would circle over the convoy while the other flew ahead of it.
The first attack on a submarine by Ile Tudy's aircraft was made on 23 April 1918 when two of them detected what was later discovered to have been the German U-108. Their bombs missed, but they directed the U.S. destroyer Stewart to the scene. Her depth charges were believed at the time to have destroyed the enemy submarine, but in fact it escaped.
Other aerial attacks on submarines or what were believed to be submarines during 1918 were made on 5 July, 3 August, 10 August, 27 August, 27 September, 22 October, and 25 October. In no case was a U-boat sunk or damaged, but the Ile Tudy aircraft successfully escorted 6,900 ships during the time the station was operational.
Serial numbers for the Donnet-Denhaut flying boats were 1219, 1440, 1451,1 150, 1151, 1193, 1217, 1218, 1220, 1240, 1241, 1253, 1441, 1442, 1443, 1450, 1454, 1455, 1452, 1453, 1473, 1474, 1475, 1208, 1209, 1110, 1211, 507, 447, 1179, 1 180, 1 181, 1 182, 809, 810, 81 1, 813, 814, 815, 816, 817, 823, 815, 829, 831, 833, 835, 840, 841, 842, 843, 844, 845, 846, 847, 848, and 849.
Donnet-Denhaut D.D.8 Three-Seat Flying Boat with 200-hp Hispano-Suiza 8B
Wing span 16.28 m; length 9.50 m; height 3.00 m; wing area 45.77 sq. m
Empty weight 950 kg; loaded weight 1550 kg; payload 600 kq,
Max speed at sea level 140 km/h; climb to 2,000 m in 15 minutes; range 500 km
Armament: two 7.7-tnm Lewis guns and two 35-kg (Dunkerque flying boat) or two 50-kg, bombs (patrol class flying boat).
D.D.9
The French naval aviation squadrons had suffered heavily al the hands of German fighters. These losses were nowhere more apparent than at the Dunkerque station. In May 1917 alone four flying boats were brought down by enemy aircraft. The navy responded to the increased threat by issuing a specification for a flying boat capable of defending itself and other seaplanes. Donnet-Denhaut responded by producing the D.D.9, a dedicated hydravion de combat.
The D.D.9 was based on the earlier D.D.8 but featured an increased armament and crew complement. It had four machine guns on ring mounts, a pair in the nose and another pair behind the wing. The crew consisted of a pilot, a mechanic, and two gunners. To give the aircraft an adequate performance despite the additional crew and guns, the airframe was enlarged and eventually fitted with a more powerful engine. The span of the lower wing was increased and four bays of struts were used. The rudder was larger and more rounded than that of the D.D.8. Initially the D.D.9s had the same 200-hp Hispano-Suiza 8Ba engines as the D.D.8. However, in the spring of 1918 the 260-hp Hispano-Suiza 8 Fb had become available and was used in the D.9. Some were fitted with a 300-hp Canton-Unne Z9 in late 1918. These were designated "Donnet-Denhaut 300-hp." About 100 D.D.9s were built in 1918. The degree of their success is not known but, given that their performance was no better than the D.8s they were designed to protect it seems unlikely they were able to provide much defense against German fighters.
They served at four air stations in late 1918, including the aeronautical school and bases in North Africa. Postwar, they were used to make long-distance flights, some D.D.9s were used by the United States Navy (see entry under D.D.8).
Donnet-Denhaut Three-Seat or Four-Seat Flying Boat Fighter with 200-hp Hispano-Suiza 8Ba
Span 16.28 m (some sources state 16.00 m); length 10.75 m (11.00 m); height 3.50 m; wing area 61 sq. m
Empty weight 1,075 kg; loaded weight 1,975 kg (1,800 kg); payload 900 kg
Maximum speed 140 km/h (130 km/h) at sea level; climb to 1,000 m in 6 minutes 30 seconds; climb to 2,000 m in 18 minutes (15 minutes); climb to 3,000 m in 27 minutes; range 200 km
Armament: two to four 7.7-mm guns and two 35-kg "F" bombs
Approximately 100 built (including versions with the 260-hp Hispano-Suiza 8 Fb and 300-hp Canton-Unne Z9)
The D.D.3, 4, 5, 6, and 7 have not been identified and possibly were unbuilt projects.
When the 240-hp Hispano Suiza 8B engine became available in 1917 the French navy ordered the seaplane manufacturers to submit new designs using this power plant. The F.B.A. firm designed the type S, Levy-Besson submitted a triplane flying boat, and Tellier built a twin-engined flying boat. The Donnet-Denhaut firm redesigned the D.D.2 to take advantage of the more powerful engine. The new design, designated the D.D.8, flew in May 1917 and carried a crew of three (a pilot and two gunners), two 50-kg bombs, and two 7.7-mm machine guns on ring mounts in the nose and behind the wings. A radio was carried, powered by a wind-driven generator mounted on the center section of the upper wing. To support the weight of the crew and engine, the airframe was strengthened and diagonal bracing struts added to the outer wings. The wing was enlarged and now had three bays of struts; the upper wing was still longer than the lower. A version of the D.D.8 with jettisonable wheels to enable it to take off from land and alight at sea was tested at St. Raphael during the war. Unfortunately, one of the wheels fell off in flight and the plane was destroyed when the pilot attempted to alight on the water.
More than 500 examples of the D.D.8 were ordered in June 1917. They served at naval air stations in the Mediterranean and along the channel coast. A total of 34 D.D.8s were delivered from January to October 1917.
Some served in the patrol and light bombing role along with the contemporary FBA Type S, Levy-Besson 200-hp Triplane, and Tellier T.3.
Foreign Service
Portugal
Portugal purchased 18 D.D.8s in 1918. They initially had 160-hp Lorraine-Dietrich engines; later, some were fitted with 200-hp Hispano Suiza 8 Ac engines. The aircraft remained in service until 1923. The D.D.8s were initially assigned to the Servico de Aviacao de Armada and were used for coastal patrol work.
United States
The U.S. Navy operated D.D.2s, D.D.8s, and D.D.9s. The antiquated D.D.2s were used as trainers because of their limited bomb load. D.D.8s were larger and, since they could carry a useful bomb load, were used in the patrol/bombing role. Some were converted to amphibians by fitting wheels to the hull. Some D.D.9s were also obtained to provide protection for the lightly-armed D.D.8s. The aircraft were based at Ile Tudy and Dunkerque, where they were used for patrols; at Moutchic they were used for training.
The main duty of the aircraft based at Ile Tudy was to escort convoys passing in the vicinity of the base. A pair were assigned to escort each convoy; to escort each the full distance at least eight planes a day were needed. One aircraft would circle over the convoy while the other flew ahead of it.
The first attack on a submarine by Ile Tudy's aircraft was made on 23 April 1918 when two of them detected what was later discovered to have been the German U-108. Their bombs missed, but they directed the U.S. destroyer Stewart to the scene. Her depth charges were believed at the time to have destroyed the enemy submarine, but in fact it escaped.
Other aerial attacks on submarines or what were believed to be submarines during 1918 were made on 5 July, 3 August, 10 August, 27 August, 27 September, 22 October, and 25 October. In no case was a U-boat sunk or damaged, but the Ile Tudy aircraft successfully escorted 6,900 ships during the time the station was operational.
Serial numbers for the Donnet-Denhaut flying boats were 1219, 1440, 1451,1 150, 1151, 1193, 1217, 1218, 1220, 1240, 1241, 1253, 1441, 1442, 1443, 1450, 1454, 1455, 1452, 1453, 1473, 1474, 1475, 1208, 1209, 1110, 1211, 507, 447, 1179, 1 180, 1 181, 1 182, 809, 810, 81 1, 813, 814, 815, 816, 817, 823, 815, 829, 831, 833, 835, 840, 841, 842, 843, 844, 845, 846, 847, 848, and 849.
Donnet-Denhaut D.D.8 Three-Seat Flying Boat with 200-hp Hispano-Suiza 8B
Wing span 16.28 m; length 9.50 m; height 3.00 m; wing area 45.77 sq. m
Empty weight 950 kg; loaded weight 1550 kg; payload 600 kq,
Max speed at sea level 140 km/h; climb to 2,000 m in 15 minutes; range 500 km
Armament: two 7.7-tnm Lewis guns and two 35-kg (Dunkerque flying boat) or two 50-kg, bombs (patrol class flying boat).
D.D.9
The French naval aviation squadrons had suffered heavily al the hands of German fighters. These losses were nowhere more apparent than at the Dunkerque station. In May 1917 alone four flying boats were brought down by enemy aircraft. The navy responded to the increased threat by issuing a specification for a flying boat capable of defending itself and other seaplanes. Donnet-Denhaut responded by producing the D.D.9, a dedicated hydravion de combat.
The D.D.9 was based on the earlier D.D.8 but featured an increased armament and crew complement. It had four machine guns on ring mounts, a pair in the nose and another pair behind the wing. The crew consisted of a pilot, a mechanic, and two gunners. To give the aircraft an adequate performance despite the additional crew and guns, the airframe was enlarged and eventually fitted with a more powerful engine. The span of the lower wing was increased and four bays of struts were used. The rudder was larger and more rounded than that of the D.D.8. Initially the D.D.9s had the same 200-hp Hispano-Suiza 8Ba engines as the D.D.8. However, in the spring of 1918 the 260-hp Hispano-Suiza 8 Fb had become available and was used in the D.9. Some were fitted with a 300-hp Canton-Unne Z9 in late 1918. These were designated "Donnet-Denhaut 300-hp." About 100 D.D.9s were built in 1918. The degree of their success is not known but, given that their performance was no better than the D.8s they were designed to protect it seems unlikely they were able to provide much defense against German fighters.
They served at four air stations in late 1918, including the aeronautical school and bases in North Africa. Postwar, they were used to make long-distance flights, some D.D.9s were used by the United States Navy (see entry under D.D.8).
Donnet-Denhaut Three-Seat or Four-Seat Flying Boat Fighter with 200-hp Hispano-Suiza 8Ba
Span 16.28 m (some sources state 16.00 m); length 10.75 m (11.00 m); height 3.50 m; wing area 61 sq. m
Empty weight 1,075 kg; loaded weight 1,975 kg (1,800 kg); payload 900 kg
Maximum speed 140 km/h (130 km/h) at sea level; climb to 1,000 m in 6 minutes 30 seconds; climb to 2,000 m in 18 minutes (15 minutes); climb to 3,000 m in 27 minutes; range 200 km
Armament: two to four 7.7-mm guns and two 35-kg "F" bombs
Approximately 100 built (including versions with the 260-hp Hispano-Suiza 8 Fb and 300-hp Canton-Unne Z9)
D.D.10
In January 1918, the French navy initiated a specification calling for a multi-engine flying boat to carry a 75-mm cannon with 30 shells and two 60-kg bombs. The aircraft should have at least two engines as it was felt that the extra engine provided a higher margin of safety, particularly during extended periods of time over water. It was to have a maximum speed of 140 km/h, an eight-hour endurance, and was to be capable of climbing to 1,000 meters in 15 minutes. The firms of Levy, Tellier, Farman, Latham, Blanchard, Borel-Odier, and Donnet-Denhaut all submitted aircraft to meet these requirements. The Donnet-Denhaut design, designated D.D.10, was an elegant biplane initially powered by two 200-hp Hispano-Suiza engines. Production D.D.10s were powered by 300-hp Hispano-Suiza 8Fb engines. The engines were mounted back-to-back so that one served as a pusher and the other as a tractor, and each had a four-bladed propeller. The engines were suspended between the three-bay wings by a complex arrangement of struts. The wings were of equal span and the ailerons on both the upper and lower wings were connected by struts. As with the D.D.9, armament consisted of a pair of ring-mounted machine guns in the nose and another pair behind the wings. Thirty aircraft were ordered, but the Armistice prevented any from seeing operational service. Postwar, some aircraft were converted to serve as airliners and were used on the Antibes-Corsica route by the Aeronavale company.
Donnet-Denhaut Three-Seat or Four-Seat High Seas Flying Boat with Two 300-hp Hispano-Suiza 8Fb Engines
Span 22.92 m; length 16.20 m; height 4.20 m; wing area 95 sq. m
Empty weight 2,100 kg; loaded weight 3,700 kg; payload 1,600 kg
Maximum speed at sea level: 155 km/h; climb to 2,000 m in 19 minutes; range 800 km
Armament: four 7.7-mm guns; other armament options included a 75-mm cannon with 30 shells and, in addition, up to 300 kg of bombs
Approximately 30 were built
Donnet-Denhaut P.10 and P.15
The French naval authorities decided that they needed a flying boat in the class of the British Felixstowe seaplanes. They issued a specification calling for one having an endurance of eight hours, a large wireless radio with a range of 300 km, a payload of four 120-kg bombs, and two machine guns. The aircraft was to have a maximum speed of 140 km/h and be able to climb to 2,000 m in 25 minutes. Aircraft designed to meet this requirement were submitted by Farman, Nieuport, Tellier, Levy (Besson), Latham, FBA, and Donnet-Denhaut.
A three-engined version of the D.D.10 was developed in 1918 to meet the high seas requirement. The total power generated was 1,100 hp and was probably supplied by three Hispano-Suiza 8 Fb engines. The plane, designated the P.10, was successful, but it was not adopted by the Aviation Maritime, probably due to the Armistice.
A follow-up Donnet-Denhaut design, the P.15, was to have represented an enlarged and more powerful version of the Donnet P.10. The P.15 had four 450-hp Renault engines. The three-bay wing was to have had duralumin struts, a 75-mm cannon mounted along with a TSF unit in the nose and an enclosed cabin that could carry 12 passengers. Amidships there was to be a cabin for a pilot and a co-pilot seated side by side. In the rear fuselage was room for a rear gunner or up to 18 passengers. The engines were to have been mounted back to back in two streamlined nacelles, each having a compartment for an engineer to permit maintenance in flight. It seems that construction of the aircraft was under way near the end of 1918, but after the Armistice the Aviation Maritime lost interest in the P.15 and only the single example was constructed.
P.15 with Four 450-hp Renaults
Span 33.5 meters; length 22.80 m; height 9.6 m; wing area 355 sq. m
Empty weight 6,700 kg; loaded weight 7,000 kg
Maximum speed: 165 km/h; duration 25 hours
Armament: one 75-mm cannon; probably also four 7.7-mm machine guns
One built
In January 1918, the French navy initiated a specification calling for a multi-engine flying boat to carry a 75-mm cannon with 30 shells and two 60-kg bombs. The aircraft should have at least two engines as it was felt that the extra engine provided a higher margin of safety, particularly during extended periods of time over water. It was to have a maximum speed of 140 km/h, an eight-hour endurance, and was to be capable of climbing to 1,000 meters in 15 minutes. The firms of Levy, Tellier, Farman, Latham, Blanchard, Borel-Odier, and Donnet-Denhaut all submitted aircraft to meet these requirements. The Donnet-Denhaut design, designated D.D.10, was an elegant biplane initially powered by two 200-hp Hispano-Suiza engines. Production D.D.10s were powered by 300-hp Hispano-Suiza 8Fb engines. The engines were mounted back-to-back so that one served as a pusher and the other as a tractor, and each had a four-bladed propeller. The engines were suspended between the three-bay wings by a complex arrangement of struts. The wings were of equal span and the ailerons on both the upper and lower wings were connected by struts. As with the D.D.9, armament consisted of a pair of ring-mounted machine guns in the nose and another pair behind the wings. Thirty aircraft were ordered, but the Armistice prevented any from seeing operational service. Postwar, some aircraft were converted to serve as airliners and were used on the Antibes-Corsica route by the Aeronavale company.
Donnet-Denhaut Three-Seat or Four-Seat High Seas Flying Boat with Two 300-hp Hispano-Suiza 8Fb Engines
Span 22.92 m; length 16.20 m; height 4.20 m; wing area 95 sq. m
Empty weight 2,100 kg; loaded weight 3,700 kg; payload 1,600 kg
Maximum speed at sea level: 155 km/h; climb to 2,000 m in 19 minutes; range 800 km
Armament: four 7.7-mm guns; other armament options included a 75-mm cannon with 30 shells and, in addition, up to 300 kg of bombs
Approximately 30 were built
Donnet-Denhaut P.10 and P.15
The French naval authorities decided that they needed a flying boat in the class of the British Felixstowe seaplanes. They issued a specification calling for one having an endurance of eight hours, a large wireless radio with a range of 300 km, a payload of four 120-kg bombs, and two machine guns. The aircraft was to have a maximum speed of 140 km/h and be able to climb to 2,000 m in 25 minutes. Aircraft designed to meet this requirement were submitted by Farman, Nieuport, Tellier, Levy (Besson), Latham, FBA, and Donnet-Denhaut.
A three-engined version of the D.D.10 was developed in 1918 to meet the high seas requirement. The total power generated was 1,100 hp and was probably supplied by three Hispano-Suiza 8 Fb engines. The plane, designated the P.10, was successful, but it was not adopted by the Aviation Maritime, probably due to the Armistice.
A follow-up Donnet-Denhaut design, the P.15, was to have represented an enlarged and more powerful version of the Donnet P.10. The P.15 had four 450-hp Renault engines. The three-bay wing was to have had duralumin struts, a 75-mm cannon mounted along with a TSF unit in the nose and an enclosed cabin that could carry 12 passengers. Amidships there was to be a cabin for a pilot and a co-pilot seated side by side. In the rear fuselage was room for a rear gunner or up to 18 passengers. The engines were to have been mounted back to back in two streamlined nacelles, each having a compartment for an engineer to permit maintenance in flight. It seems that construction of the aircraft was under way near the end of 1918, but after the Armistice the Aviation Maritime lost interest in the P.15 and only the single example was constructed.
P.15 with Four 450-hp Renaults
Span 33.5 meters; length 22.80 m; height 9.6 m; wing area 355 sq. m
Empty weight 6,700 kg; loaded weight 7,000 kg
Maximum speed: 165 km/h; duration 25 hours
Armament: one 75-mm cannon; probably also four 7.7-mm machine guns
One built
The D.D.10 was based on the earlier D.D.8 but featured heavier armament, twin engines, and a larger crew.
Donnet-Denhaut D.D.10. Developed in response to the Aviation Maritime's requirement for a high seas flying boat, the DD.10 went into production too late to see operational service before the end of the war.
Societe des Etablissements Donnet-Denhaut
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In 1912 Denhaut joined forces with Donnet, a Swiss engineer. Donnet evaluated Denham's design and, although he could offer no financial assistance, gave Denhaut a 50-hp Gnome, the resulting aircraft, intended initially for civilian use, was designated the Donnet-Leveque flying boat. The firm of Donnet-Leveque was established in 1912 to produce Denhaut's designs, and it built a racing version of this plane in 1913 powered by a 70-hp Gnome Y engine. A third flying boat was produced with an 80-hp Gnome 7A. Finally, a fourth version was produced in 1913, designated the Donnet-Leveque PD; the PD standing for Paris to Deauville (Deauville was a popular resort and it was Donnet-Leveque's intention to market (he plane as an ideal way to reach that city from Paris). Donnet left the company in 1913, and the firm's name was changed to Hydroplane Leveque. Another racer, produced by the Borel firm and designated the Borel PD, was built in 1913; it was equipped with a 100-hp Anzani 10c engine. Denhaut designed a second aircraft for Borel in the same year, a two-seat sport plane with an 80-hp Gnome and designated the Aeroyacht.
Denham joined the army as a pilot in 1914. The authorities eventually realized that he could make a more valuable contribution to the French war effort by designing aircraft rather than simply flying them, and he was quickly released from military service.
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Donnet-Leveque Flying Boat Types A, B, C
The Donnet-Leveque flying boat of 1912 was based on Denhaut's earlier flying boat built for Levasseur. It was a biplane with a crew of two. The upper wing was larger than the lower, and there was a single fin and rudder. The engine was a 50-hp Gnome. Designated the Type A, it had a concave hull with a prominent step and two stabilizing floats at the wing tips. The Type B was fitted with a 70-hp Gnome GN Y and ailerons. The Type C had an 80-hp Gnome 7A and an enlarged wing, enabling it to carry three persons. The Type A won the Belgian Coupe du Roi (King's Cup) for seaplanes in 1912. Although it was never used by the Aviation Maritime, the type did see service, albeit in altered form, during the First World War. The Type A was built under license by F.B.A. (See F.B.A. section.)
Foreign Service
Austro-Hungary
The Donnet-Leveque flying boat was selected for evaluation by Austro-Hungary. The first to be obtained were Type As and Cs of 1912. Four aircraft were purchased in 1912. These were:
Serial number 8: Type C purchased 17/12/12 and entered service 1/13.
Serial number 10: Type A purchased 11/12/12 and entered service 4/1/13.
Serial number 11: Type A purchased 11/12/12 and entered service 1/13.
Serial number 12: Type C purchased 17/12/12 and entered service 1/13.
The Austro-Hungarians were impressed by the aircraft and in 1913 three copies were produced by the Pola naval arsenal. These had Gnome engines, an enlarged fuselage, and longer wing span. Since more fuel could be carried, the endurance was increased from 3 to 4.5 hours. These aircraft were:
Serial A 22: ordered 18/8/13 and entered service 18/3/14.
Serial A 23: ordered 9/13.
Serial A 24: ordered 5/13 and entered service 10/14.
Aircraft S 26 was another copy built at Pola with a 50-hp Gnome engine. It was ordered on 20 May 1914 and entered service in August. S 2 and S 4 were also copies of Donnet designs and entered service in 1914. S 17 was a copy of the Type C and had an 80-hp Gnome engine; it had a longer fuselage but a shorter span than the Type A. The fates ol these aircraft are as follows: S 2 - unknown; S 4 - damaged April 1914; No.8 - struck off charge 2 September, 1913; No.10 - damaged in a crash 6 December 1913; No.11 - assigned to Pola and damaged 28 March 1913; No. 12 - struck off charge after being damaged in an accident 25 January 1913; S 26 - damaged 11 April 1915 and struck off charge 11 April 1915; S 22 - struck off charge in 1915; A 22 - struck off charge May 1915; A 23 - struck off charge May 1915; A 24 - struck oh charge May 1915.
Denmark
The Danish air service obtained two Donnet-Leveque flying boats in 1913. They were initially stationed at the naval base at Klovermarken, where a hangar and slipway were built specifically lor them. A series of flying boats based on the Donnet-Leveque design was built by the Orlogsvaerftet naval dockyard. These aircraft was designed by H.P. Christensen and built by N.K. Nielsen. They were:
Aircraft Designation Number Built Period of Service
F.B.II 8 1914-19
F.B.Ill 10 1915-20
F.B.IV 2 1917-21
F.B.V 3 1918-21
The Donnet-Leveque flying boats (which were designated F.B.1s) were used until 1915.
Russia
A 1912 Donnet-Leveque flying boat was purchased by the Russians and delivered to St. Petersburg. It was flight tested in 1913. There are reports that some of the later versions of the craft were delivered to Russia, but these reports cannot be confirmed.
Sweden
One Donnet-Leveque flying boat was purchased by the Swedish Marinens Flygvasende in 1913. It was assigned serial number S 22. A second aircraft was bought in 1914 and was given serial number S 23. S 22 was struck off charge in 1916; S 23 was given serial number 10 in 1917 and struck off charge in August 1918. Swedish Donnet-Leveque flying boats had these specifications: wing span ol 10.40 m;. length 8.50 m; wing area of 21 sq. m. and maximum speed ol 120 km/h.
United Kingdom
England acquired a Donnet-Leveque seaplane (probably a Type C) in November 1912; it was the first flying boat to be used by the British armed services. Assigned serial H 7 (later No. 18) it was powered by an 80-hp Gnome. It was initially based at Eastchurch, then sent to the base at Grain in February 1913. It was struck off charge in June of that year, it having been noted that it had poor controls and was difficult to fly.
Type Engine Span Length Wing Area
A Gnome N1 9.0 m 7.80 m 18.00 sq. m
B Gnome Y 10.0 m 8.30 m 20.00 sq. m
C Gnome 7A 10.48 m 8. 30 m 22.00 sq. m
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In 1912 Denhaut joined forces with Donnet, a Swiss engineer. Donnet evaluated Denham's design and, although he could offer no financial assistance, gave Denhaut a 50-hp Gnome, the resulting aircraft, intended initially for civilian use, was designated the Donnet-Leveque flying boat. The firm of Donnet-Leveque was established in 1912 to produce Denhaut's designs, and it built a racing version of this plane in 1913 powered by a 70-hp Gnome Y engine. A third flying boat was produced with an 80-hp Gnome 7A. Finally, a fourth version was produced in 1913, designated the Donnet-Leveque PD; the PD standing for Paris to Deauville (Deauville was a popular resort and it was Donnet-Leveque's intention to market (he plane as an ideal way to reach that city from Paris). Donnet left the company in 1913, and the firm's name was changed to Hydroplane Leveque. Another racer, produced by the Borel firm and designated the Borel PD, was built in 1913; it was equipped with a 100-hp Anzani 10c engine. Denhaut designed a second aircraft for Borel in the same year, a two-seat sport plane with an 80-hp Gnome and designated the Aeroyacht.
Denham joined the army as a pilot in 1914. The authorities eventually realized that he could make a more valuable contribution to the French war effort by designing aircraft rather than simply flying them, and he was quickly released from military service.
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Donnet-Leveque Flying Boat Types A, B, C
The Donnet-Leveque flying boat of 1912 was based on Denhaut's earlier flying boat built for Levasseur. It was a biplane with a crew of two. The upper wing was larger than the lower, and there was a single fin and rudder. The engine was a 50-hp Gnome. Designated the Type A, it had a concave hull with a prominent step and two stabilizing floats at the wing tips. The Type B was fitted with a 70-hp Gnome GN Y and ailerons. The Type C had an 80-hp Gnome 7A and an enlarged wing, enabling it to carry three persons. The Type A won the Belgian Coupe du Roi (King's Cup) for seaplanes in 1912. Although it was never used by the Aviation Maritime, the type did see service, albeit in altered form, during the First World War. The Type A was built under license by F.B.A. (See F.B.A. section.)
Foreign Service
Austro-Hungary
The Donnet-Leveque flying boat was selected for evaluation by Austro-Hungary. The first to be obtained were Type As and Cs of 1912. Four aircraft were purchased in 1912. These were:
Serial number 8: Type C purchased 17/12/12 and entered service 1/13.
Serial number 10: Type A purchased 11/12/12 and entered service 4/1/13.
Serial number 11: Type A purchased 11/12/12 and entered service 1/13.
Serial number 12: Type C purchased 17/12/12 and entered service 1/13.
The Austro-Hungarians were impressed by the aircraft and in 1913 three copies were produced by the Pola naval arsenal. These had Gnome engines, an enlarged fuselage, and longer wing span. Since more fuel could be carried, the endurance was increased from 3 to 4.5 hours. These aircraft were:
Serial A 22: ordered 18/8/13 and entered service 18/3/14.
Serial A 23: ordered 9/13.
Serial A 24: ordered 5/13 and entered service 10/14.
Aircraft S 26 was another copy built at Pola with a 50-hp Gnome engine. It was ordered on 20 May 1914 and entered service in August. S 2 and S 4 were also copies of Donnet designs and entered service in 1914. S 17 was a copy of the Type C and had an 80-hp Gnome engine; it had a longer fuselage but a shorter span than the Type A. The fates ol these aircraft are as follows: S 2 - unknown; S 4 - damaged April 1914; No.8 - struck off charge 2 September, 1913; No.10 - damaged in a crash 6 December 1913; No.11 - assigned to Pola and damaged 28 March 1913; No. 12 - struck off charge after being damaged in an accident 25 January 1913; S 26 - damaged 11 April 1915 and struck off charge 11 April 1915; S 22 - struck off charge in 1915; A 22 - struck off charge May 1915; A 23 - struck off charge May 1915; A 24 - struck oh charge May 1915.
Denmark
The Danish air service obtained two Donnet-Leveque flying boats in 1913. They were initially stationed at the naval base at Klovermarken, where a hangar and slipway were built specifically lor them. A series of flying boats based on the Donnet-Leveque design was built by the Orlogsvaerftet naval dockyard. These aircraft was designed by H.P. Christensen and built by N.K. Nielsen. They were:
Aircraft Designation Number Built Period of Service
F.B.II 8 1914-19
F.B.Ill 10 1915-20
F.B.IV 2 1917-21
F.B.V 3 1918-21
The Donnet-Leveque flying boats (which were designated F.B.1s) were used until 1915.
Russia
A 1912 Donnet-Leveque flying boat was purchased by the Russians and delivered to St. Petersburg. It was flight tested in 1913. There are reports that some of the later versions of the craft were delivered to Russia, but these reports cannot be confirmed.
Sweden
One Donnet-Leveque flying boat was purchased by the Swedish Marinens Flygvasende in 1913. It was assigned serial number S 22. A second aircraft was bought in 1914 and was given serial number S 23. S 22 was struck off charge in 1916; S 23 was given serial number 10 in 1917 and struck off charge in August 1918. Swedish Donnet-Leveque flying boats had these specifications: wing span ol 10.40 m;. length 8.50 m; wing area of 21 sq. m. and maximum speed ol 120 km/h.
United Kingdom
England acquired a Donnet-Leveque seaplane (probably a Type C) in November 1912; it was the first flying boat to be used by the British armed services. Assigned serial H 7 (later No. 18) it was powered by an 80-hp Gnome. It was initially based at Eastchurch, then sent to the base at Grain in February 1913. It was struck off charge in June of that year, it having been noted that it had poor controls and was difficult to fly.
Type Engine Span Length Wing Area
A Gnome N1 9.0 m 7.80 m 18.00 sq. m
B Gnome Y 10.0 m 8.30 m 20.00 sq. m
C Gnome 7A 10.48 m 8. 30 m 22.00 sq. m
Donnet-Leveque flying boat. Although it was not selected for service with the Aviation Maritime, the Donnet-Leveque was purchased and developed by the Austro-Hungarian and Danish naval air services.
Dorand
Colonel Emile Dorand would play a critical role in the development of French civil and military aviation before and during the First World War. In 1908 he designed a biplane kite later modified to a triplane. Powered by a 43-hp Anzani engine, it became known as the Militaire Avion. The next year he designed the Laboratorie, a biplane powered with a 60-hp Renault and fitted with instruments. A similar but smaller plane was planned with the assistance of Gustave Eiffel. A biplane powered by a 70-hp Renault was designed in 1911. It had a loaded weight of 1,200 kg and a maximum speed of 82 km/h.
Dorand DO.1
In 1914 General Bernard issued a specification for armored planes intended for short- and long-range reconnaissance, bomber, and scout missions. Bleriot, Breguet, Clement-Bayard, Deperdussin, Dorand, Ponnier, and Voisin all produced planes to meet this requirement.
Dorand's entry was the DO.1, powered by a single 85-hp Anzani engine. A small number were built but further development was abandoned. As with other armored planes of this period, it was discovered that the engines were not powerful enough to give the DO.1 an adequate performance while
Several DO.1s were used to form DO 14 (not to be confused with V 14, which was an entirely different escadrille) at Belfort on 14 December 1914. DO 14 was intended to use the Dorands only on a temporary basis until other planes could be supplied. It was assigned to the 7th Armee at Epinal. DO 14 supported the 7th Armee in its attacks on Hartmannswillerkopf and Richackerhoff. It re-equipped with M.F.11s in early 1915.
Six DO.1s formed Escadrille DO 22 in August 1914. The unit was based at Villacoublay, commanded by Capitaine Leclere. DO 22 was assigned to the 4lh Armee and participated in the Battle of the Marne. It flew reconnaissance missions over Chalons-sur-Marne and was based al Suippes. The performance of the DO.1 suggests that the formation of DO 22 was also an interim step pending the availability of a more suitable plane. Indeed, only three months alter its formation, DO 22 was re-equipped with M.F.11s and was re-designated MF 22 on 14 November, 1914.
A few of the Dorands were assigned to V 14 to escort that unit's Voisin 3s, but they were also quickly withdrawn from front-line service.
Dorand DO.1 Armored Biplane Two-Seat Reconnaissance Aircraft with 85-hp Anzani
Wing span 19 m; wing area 50 sq. m
Maximum speed 110 km/h at 1,000 m; ceiling 2,800 m; endurance 4 hours
Colonel Emile Dorand would play a critical role in the development of French civil and military aviation before and during the First World War. In 1908 he designed a biplane kite later modified to a triplane. Powered by a 43-hp Anzani engine, it became known as the Militaire Avion. The next year he designed the Laboratorie, a biplane powered with a 60-hp Renault and fitted with instruments. A similar but smaller plane was planned with the assistance of Gustave Eiffel. A biplane powered by a 70-hp Renault was designed in 1911. It had a loaded weight of 1,200 kg and a maximum speed of 82 km/h.
Dorand DO.1
In 1914 General Bernard issued a specification for armored planes intended for short- and long-range reconnaissance, bomber, and scout missions. Bleriot, Breguet, Clement-Bayard, Deperdussin, Dorand, Ponnier, and Voisin all produced planes to meet this requirement.
Dorand's entry was the DO.1, powered by a single 85-hp Anzani engine. A small number were built but further development was abandoned. As with other armored planes of this period, it was discovered that the engines were not powerful enough to give the DO.1 an adequate performance while
Several DO.1s were used to form DO 14 (not to be confused with V 14, which was an entirely different escadrille) at Belfort on 14 December 1914. DO 14 was intended to use the Dorands only on a temporary basis until other planes could be supplied. It was assigned to the 7th Armee at Epinal. DO 14 supported the 7th Armee in its attacks on Hartmannswillerkopf and Richackerhoff. It re-equipped with M.F.11s in early 1915.
Six DO.1s formed Escadrille DO 22 in August 1914. The unit was based at Villacoublay, commanded by Capitaine Leclere. DO 22 was assigned to the 4lh Armee and participated in the Battle of the Marne. It flew reconnaissance missions over Chalons-sur-Marne and was based al Suippes. The performance of the DO.1 suggests that the formation of DO 22 was also an interim step pending the availability of a more suitable plane. Indeed, only three months alter its formation, DO 22 was re-equipped with M.F.11s and was re-designated MF 22 on 14 November, 1914.
A few of the Dorands were assigned to V 14 to escort that unit's Voisin 3s, but they were also quickly withdrawn from front-line service.
Dorand DO.1 Armored Biplane Two-Seat Reconnaissance Aircraft with 85-hp Anzani
Wing span 19 m; wing area 50 sq. m
Maximum speed 110 km/h at 1,000 m; ceiling 2,800 m; endurance 4 hours
Dorand Armored Interceptor
In 1913 General Bernard issued a requirement for four types of armored aircraft, one to be an interceptor to destroy enemy planes. Under the original specification produced in 1913, these aircraft were to be armored, carry a crew of three, and have a maximum speed of 100 km/h. Dorands design was a biplane with huge wings of unequal span; the top wings were slightly shorter than the lower. Two 80-hp Le Rhone pusher engines were situated in nacelles very close to the centerline. The conventional fuselage seated a crew ol three in tandem; there was gunner in the nose who had a cannon and a second gunner amidships, behind the pilot and the wings. The aircraft had a biplane tail. The landing gear consisted of a pair of tiny wheels separated by a large landing skid located under each of the engine nacelles. Dorand had shown considerable interest before the war in producing safe, reliable aircraft and in the Dorand interceptor he introduced another safety feature, linking the two engines so that should one fail the other would continue to power both propellers. This would eliminate the difficulties associated with asymmetric flight. However, further development of all the armored aircraft was discontinued because of their poor performance while carrying armor. Many of the armored prototypes were sent to the C.R.P., and it is possible that the Dorand interceptor was sent there also.
In 1913 General Bernard issued a requirement for four types of armored aircraft, one to be an interceptor to destroy enemy planes. Under the original specification produced in 1913, these aircraft were to be armored, carry a crew of three, and have a maximum speed of 100 km/h. Dorands design was a biplane with huge wings of unequal span; the top wings were slightly shorter than the lower. Two 80-hp Le Rhone pusher engines were situated in nacelles very close to the centerline. The conventional fuselage seated a crew ol three in tandem; there was gunner in the nose who had a cannon and a second gunner amidships, behind the pilot and the wings. The aircraft had a biplane tail. The landing gear consisted of a pair of tiny wheels separated by a large landing skid located under each of the engine nacelles. Dorand had shown considerable interest before the war in producing safe, reliable aircraft and in the Dorand interceptor he introduced another safety feature, linking the two engines so that should one fail the other would continue to power both propellers. This would eliminate the difficulties associated with asymmetric flight. However, further development of all the armored aircraft was discontinued because of their poor performance while carrying armor. Many of the armored prototypes were sent to the C.R.P., and it is possible that the Dorand interceptor was sent there also.
General Joffre inspects a Dorand biplane at Villacoublay in June 1914. Dorand's design was armored and had a laterally-mounted engine. The caption states that the aircraft was equipped with a T.S.F. unit. Renaud.
Dorand BU Bomber
Dorand designed a huge triplane bomber to have been powered by two 200-hp Bugatti engines. The twin-boom design had a central nacelle housing a forward-facing gunner and containing the bomb load. A pilot/gunner was seated in each nacelle. The bomber was probably intended to participate in the 1915 or 1916 concours puissant, but was never built.
Dorand designed a huge triplane bomber to have been powered by two 200-hp Bugatti engines. The twin-boom design had a central nacelle housing a forward-facing gunner and containing the bomb load. A pilot/gunner was seated in each nacelle. The bomber was probably intended to participate in the 1915 or 1916 concours puissant, but was never built.
Dorand Flying Boat
Dorand designed a biplane flying boat with an engine buried within the fuselage driving two pusher propellers. It had side-by-side seating and a biplane stabilizer. The type remained an unbuilt project.
Dorand designed a biplane flying boat with an engine buried within the fuselage driving two pusher propellers. It had side-by-side seating and a biplane stabilizer. The type remained an unbuilt project.
A.R.1 and A.R.2
By 1916 it was increasingly obvious that the Farman F.40 was no longer capable of performing daytime reconnaissance. The F.40's pusher configuration prevented defense against attacks from behind, a fact which the German fighters fully exploited. Therefore Colonel Dorand, who headed the STAe. formulated a requirement for a two-seat reconnaissance aircraft with tractor configuration that would improve its ability to defend against rearward attacks. Dorand approached Farman about producing the new plane; however, Farman was reluctant to abandon the pusher configuration and the STAe had to find another engineer. Captain G. Lepere (who later designed the Packard LUSAC-11 and 21 in 1918) was selected to develop the new aircraft, which was designated A.R.
The A.R.1 was later known as the Dorand A.R.1 because of Commandant Dorand's association with the type. However, Dorand had no direct involvement with either the design or production of the aircraft beyond drawing up the initial specification. The designation A.R. has at least three alternative meanings. The Renault firm, which built the engine, believed that it stood for "Avion Renault" or "Avant Renault." Renault insisted that any aircraft using Renault engines should have the letter "R" for "Renault" included in its designation. The Aviation Militaire, however, had no interest in acknowledging Renault's contribution to the A.R., and insisted the designation stood for "Avion de Reconnaissance." In fact, the STAe designation for the airplane was A.R.1 and A.R.2, regardless of whether a Renault or Lorraine engine was fitted.
The A.R.1 was a tractor biplane with negatively staggered wings and powered initially by a 160-hp Renault engine. Later versions had a 190-hp Renault 8Gd or a 240-hp Lorraine 8A. The crew was seated in tandem with the pilot just below the top wing and a gunner located beneath a cutout in the upper wing. The pilot's forward vision was hampered by the rhino exhaust of the 160-hp Renault. Later versions had the 240-hp Renault 8Gd, in which the exhausts passed along either side of the engine cowl. giving the pilot a clearer view ahead. The pilot's upward view was quite limited because of his position underneath the top wing; he had two small windows in the floor to enhance downward vision. There was also a window and camera opening in the floor of the observer's cockpit. Four bomb cells were situated between the pilot and the observer and permitted vertical storage and release of four 120-mm bombs. The pilot fired a synchronized 7.7-mm Vickers machine gun fixed on the starboard side of the fuselage, while the observer had one or two Lewis guns on a movable mount. The radiator was initially located in the nose with an auxiliary radiator under the nose. Subsequent aircraft had the radiator under the fuselage above the lower wing. The two-bay wings were of equal span. The fuselage was suspended between the upper and lower wing by struts made of ash. Only the lower wing had dihedral. Ailerons were located on only the upper wing. The rudder and elevator were rectangular.
Variants
There were two other versions of the A.R. The first, and most important, was the A.R.2 which had a tightly cowled 190-hp Renault 8Gd/Gdx, or 240-hp Lorraine 8Bb engine. There were airfoil wing radiators, and the surface area of the wings was reduced. The other version was the A.R.1 D2 trainer, which had a Renault 12d.
Production
An order for 750 A.R.1 s was placed on 24 September, 1916. Numerous firms including Farman and Letord built the aircraft under license. However, as with virtually all French aircraft of the time, production was seriously delayed. It had been anticipated that by February 1917 delivery of 645 would have been completed; however, not a single aircraft had been delivered by that date. Slowly, the production rate began to increase and by 1 August. 1917, there were 216 A.R.s in service with the escadrilles, with an additional 80 in the general reserves. A total of 1,435 Dorands of all types was eventually built.
Operational Service
The A.R.1 entered service in early 1917. AR 1 was one of the first escadrilles to receive the new A.R.1s. The new plane had been eagerly awaited by the members of F 1, who had been so disgusted with the poor performance of their F.40s that they had adopted a winged snail as the escadrille insignia. Unfortunately, the A.R.1 would not prove a significant improvement over the F.40. In April 1917 F 1 became AR 1; at that time AR 1 was assigned to the 33rd CA. (Corps d'Armee) and participated in the Battle of Chemin des Dames. The crews of AR 1 provided the crucial, if mundane, task of artillery spotting. They enabled the French artillery to strike effectively al the German troops and artillery units and were active over the Vauclerc plateau. In August 1917 the crews were allowed to recuperate from the intense activities during the Battle of Chemin des Dames by moving to a quiet sector where the front lines were stable. Based at Lure, along with the 33rd CA., AR 1 saw little activity. On 11 September AR 1 moved to Fontaine, where the aggressiveness or German fighters resulted in a large number of combats. The unit returned to Lure in late January 1918 and re-equipped with Salmson 2s to become SAL 1.
No fewer than 49 escadrilles were equipped with A.R.1s; 44 of these units served on the Western front. Escadrilles 14, 22, 44, 254, and 275 (which operated a mix of A.R.s and Sopwith 1 1/2 Strutters) also saw service on the Italian front.
Most of the escadrilles supplied with A.R.1s had previously used M.F.11s and F.40s. The tractor layout of the A.R.1s was seen as presenting a marked improvement over the pusher configuration of the Farman aircraft. The gunner's Lewis guns had a clear field of fire, which helped to discourage attacks from the rear. Also, the performance of the A.R.1 was marginally superior to the M.F.11 and the F.40. The AR escadrilles flew reconnaissance missions over the front and were particularly useful spotting artillery. As the A.R.1 had a limited range, many units were equipped with a few Letord aircraft for long-range reconnaissance. It was clear, however, by the summer of 1917 that the A.R.s were rapidly becoming obsolete. The aircraft became increasingly vulnerable La German fighters, and many AR escadrilles were assigned to less active sections of the front during late 1917. Despite the fact that the A.R.s were now of limited usefulness, the Aviation Militaire had little choice but to keep them in service. The superior Salmson 2 A2s and Breguet 14 A2s were not yet available in sufficient numbers to completely equip the reconnaissance units.
In escadrille service the A.R.1s had some minor problems. The throttle attachment to the fuselage was found to be defective and had to be replaced. On the first 20 airplanes the radiators were found to be ineffective and the engines were frequently overheating. The problem was corrected in subsequent machines. The 10th Armee complained that the A.R.1s built by Farman had more defects than those built by other manufacturers.
A.R.1s were used as night bombers while serving with the 10th Armee in Italy. They were equipped with cockpit lights for the crew, and a row of spotlights were placed on the landing gear to enable targets on the ground to be spotted. These A.R.1s carried up to 120 Type P lance bombs.
The A.R.1s and A.R.2s were replaced by Salmson 2 A2s, Breguet 14 A2s, and SPAD 11s in late 1917.
Although the A.R.1s were superior to the Farmans they replaced, the "Dorands" were obsolescent by the time they entered service. It has been noted that Colonel Dorand believed the type had performed as well as could have been expected considering the mediocre engines with which they had been equipped.
Foreign Service
Greece
The French supplied the Greek air service with 37 A.R.1s in 1917. They were assigned to the 532 Mira Vomvarthismou ke Anagnorisseos (532 Bombing and Reconnaissance Squadron) which had been formed on 10 December, 1917. This unit was based at Gorgop and operated a mixture of A.R.1s and Breguet 14s. 532 Mira saw action bombing enemy positions in the Vardar valley, the fortifications of Shar-di-Legen, and the Axos river. The 533 Mira Dioxeos (533 Fighter Squadron). formed in June 1918, also operated a mixture of A.R.1s and Breguet 14s. Twenty-two A.R.1s remained in Greek service at the end of the war. In early 1919 elements of both 532 and 533 Miras saw service in the Greco-Turkish War. However, it seems that only the Breguet 14s were actually used in combat, as the A.R.1s were now considered to be obsolete. The A.R.1s were retired in 1923.
Serbia
On 18 May, 1917, F 382 replaced its F.40s with A.R.1s and was designated AR 382. Another A.R.1 unit, AR 521, subsequently became the 1st Serbian Escadrille on 17 January, 1918. It was initially based at Ostrovo and moved to Venekop in July 1918. This unit participated in attacks on Bulgarian troops and reinforcements along the front. In early autumn the escadrille was sent to Uskub and operations were conducted against the retreating Germans and Austro-Hungarians. It appears that the A.R.1s had been replaced by the Breguet 14s before the war ended.
United Kingdom
The RFC borrowed a single example of an A.R.1 from French Escadrille SPA-Bi 2 in January 1918. It had been planned to use it to attack the German battlecruiser Goeben, but no such attack was ever made.
United States
Desperate to get its pilots into combat, the United States Air Service accepted aircraft types purchased from the French which were clearly obsolete. Along with Sopwith 1 1/2 Strutters and SPAD 11s, a total of 22 A.R.1s and 120 A.R.2s were purchased. The 1st Observation Squadron had a dozen A.R.1s on strength by May 1918. The 12th Aero Squadron was also equipped with A.R.1s and A.R.2s, the 89th Aero Squadron had five A.R.1s in May 1918, and the 91st Observation Squadron also had a few A.R. aircraft in 1918. The remaining A.R.1s and A.R.2s were based at Gondrecourt, Meuse.
Fortunately for the Americans, the A.R.1s and A.R.2s were used primarily for training and most of the squadrons replaced them with more modern types before entering combat. In April the 1st Aero Squadron had re-equipped with SPAD 11s (although a few A.R.1s remained with the unit). By the first week in June, the 12th Aero Squadron (in the Baccarat sector) had re-equipped with Salmson 2 A2s. The 91st Aero Squadron replaced their "Dorands" with Salmson 2 A2s in April 1918. The A.R.1s and A.R.2s were greatly disliked by the American pilots, who contended that the A.R. designation actually stood for 'Antique Rattletraps.'
A.R.1 Two-Seat Reconnaissance Aircraft with 190-hp Renault 8Gd
Span 13.27 m; length 9.30 m; wing area 50.17 sq. m
Empty weight 810 kg; loaded weight 1,250 kg
Maximum speed:
2,000 m 152 km/h
3,000 m 147 km/h
4,000 m 141 km/h
Climb:
2,000 m 11 minutes
3,000 m 22 minutes 20 seconds
4,000 m 39 minutes
Ceiling 5,500 m; range 375 km
Armament: four 120-mm bomb a synchronized 7.7-mm Vickers machine gun, and one or two Lewis gun on a movable mount.
A.R.2 Two-Seat Reconnaissance Aircraft with 240-hp Lorraine 8Bb
Dimensions same as A.R.1
Empty weight 825 kg; maximum weight 1,250 kg
Maximum speed: 2,000 m 159 km/h
Climb:
2,000 m 14.5 minutes
3,000 m 28.2 minutes
Service ceiling 3,000 m; absolute ceiling 4,500 m
Range 375 km; endurance 3 hours at 3,000 m
Armament: same as A.R.1.
Total production of the A.R.1 and A.R.2 was 1,435 aircraft.
By 1916 it was increasingly obvious that the Farman F.40 was no longer capable of performing daytime reconnaissance. The F.40's pusher configuration prevented defense against attacks from behind, a fact which the German fighters fully exploited. Therefore Colonel Dorand, who headed the STAe. formulated a requirement for a two-seat reconnaissance aircraft with tractor configuration that would improve its ability to defend against rearward attacks. Dorand approached Farman about producing the new plane; however, Farman was reluctant to abandon the pusher configuration and the STAe had to find another engineer. Captain G. Lepere (who later designed the Packard LUSAC-11 and 21 in 1918) was selected to develop the new aircraft, which was designated A.R.
The A.R.1 was later known as the Dorand A.R.1 because of Commandant Dorand's association with the type. However, Dorand had no direct involvement with either the design or production of the aircraft beyond drawing up the initial specification. The designation A.R. has at least three alternative meanings. The Renault firm, which built the engine, believed that it stood for "Avion Renault" or "Avant Renault." Renault insisted that any aircraft using Renault engines should have the letter "R" for "Renault" included in its designation. The Aviation Militaire, however, had no interest in acknowledging Renault's contribution to the A.R., and insisted the designation stood for "Avion de Reconnaissance." In fact, the STAe designation for the airplane was A.R.1 and A.R.2, regardless of whether a Renault or Lorraine engine was fitted.
The A.R.1 was a tractor biplane with negatively staggered wings and powered initially by a 160-hp Renault engine. Later versions had a 190-hp Renault 8Gd or a 240-hp Lorraine 8A. The crew was seated in tandem with the pilot just below the top wing and a gunner located beneath a cutout in the upper wing. The pilot's forward vision was hampered by the rhino exhaust of the 160-hp Renault. Later versions had the 240-hp Renault 8Gd, in which the exhausts passed along either side of the engine cowl. giving the pilot a clearer view ahead. The pilot's upward view was quite limited because of his position underneath the top wing; he had two small windows in the floor to enhance downward vision. There was also a window and camera opening in the floor of the observer's cockpit. Four bomb cells were situated between the pilot and the observer and permitted vertical storage and release of four 120-mm bombs. The pilot fired a synchronized 7.7-mm Vickers machine gun fixed on the starboard side of the fuselage, while the observer had one or two Lewis guns on a movable mount. The radiator was initially located in the nose with an auxiliary radiator under the nose. Subsequent aircraft had the radiator under the fuselage above the lower wing. The two-bay wings were of equal span. The fuselage was suspended between the upper and lower wing by struts made of ash. Only the lower wing had dihedral. Ailerons were located on only the upper wing. The rudder and elevator were rectangular.
Variants
There were two other versions of the A.R. The first, and most important, was the A.R.2 which had a tightly cowled 190-hp Renault 8Gd/Gdx, or 240-hp Lorraine 8Bb engine. There were airfoil wing radiators, and the surface area of the wings was reduced. The other version was the A.R.1 D2 trainer, which had a Renault 12d.
Production
An order for 750 A.R.1 s was placed on 24 September, 1916. Numerous firms including Farman and Letord built the aircraft under license. However, as with virtually all French aircraft of the time, production was seriously delayed. It had been anticipated that by February 1917 delivery of 645 would have been completed; however, not a single aircraft had been delivered by that date. Slowly, the production rate began to increase and by 1 August. 1917, there were 216 A.R.s in service with the escadrilles, with an additional 80 in the general reserves. A total of 1,435 Dorands of all types was eventually built.
Operational Service
The A.R.1 entered service in early 1917. AR 1 was one of the first escadrilles to receive the new A.R.1s. The new plane had been eagerly awaited by the members of F 1, who had been so disgusted with the poor performance of their F.40s that they had adopted a winged snail as the escadrille insignia. Unfortunately, the A.R.1 would not prove a significant improvement over the F.40. In April 1917 F 1 became AR 1; at that time AR 1 was assigned to the 33rd CA. (Corps d'Armee) and participated in the Battle of Chemin des Dames. The crews of AR 1 provided the crucial, if mundane, task of artillery spotting. They enabled the French artillery to strike effectively al the German troops and artillery units and were active over the Vauclerc plateau. In August 1917 the crews were allowed to recuperate from the intense activities during the Battle of Chemin des Dames by moving to a quiet sector where the front lines were stable. Based at Lure, along with the 33rd CA., AR 1 saw little activity. On 11 September AR 1 moved to Fontaine, where the aggressiveness or German fighters resulted in a large number of combats. The unit returned to Lure in late January 1918 and re-equipped with Salmson 2s to become SAL 1.
No fewer than 49 escadrilles were equipped with A.R.1s; 44 of these units served on the Western front. Escadrilles 14, 22, 44, 254, and 275 (which operated a mix of A.R.s and Sopwith 1 1/2 Strutters) also saw service on the Italian front.
Most of the escadrilles supplied with A.R.1s had previously used M.F.11s and F.40s. The tractor layout of the A.R.1s was seen as presenting a marked improvement over the pusher configuration of the Farman aircraft. The gunner's Lewis guns had a clear field of fire, which helped to discourage attacks from the rear. Also, the performance of the A.R.1 was marginally superior to the M.F.11 and the F.40. The AR escadrilles flew reconnaissance missions over the front and were particularly useful spotting artillery. As the A.R.1 had a limited range, many units were equipped with a few Letord aircraft for long-range reconnaissance. It was clear, however, by the summer of 1917 that the A.R.s were rapidly becoming obsolete. The aircraft became increasingly vulnerable La German fighters, and many AR escadrilles were assigned to less active sections of the front during late 1917. Despite the fact that the A.R.s were now of limited usefulness, the Aviation Militaire had little choice but to keep them in service. The superior Salmson 2 A2s and Breguet 14 A2s were not yet available in sufficient numbers to completely equip the reconnaissance units.
In escadrille service the A.R.1s had some minor problems. The throttle attachment to the fuselage was found to be defective and had to be replaced. On the first 20 airplanes the radiators were found to be ineffective and the engines were frequently overheating. The problem was corrected in subsequent machines. The 10th Armee complained that the A.R.1s built by Farman had more defects than those built by other manufacturers.
A.R.1s were used as night bombers while serving with the 10th Armee in Italy. They were equipped with cockpit lights for the crew, and a row of spotlights were placed on the landing gear to enable targets on the ground to be spotted. These A.R.1s carried up to 120 Type P lance bombs.
The A.R.1s and A.R.2s were replaced by Salmson 2 A2s, Breguet 14 A2s, and SPAD 11s in late 1917.
Although the A.R.1s were superior to the Farmans they replaced, the "Dorands" were obsolescent by the time they entered service. It has been noted that Colonel Dorand believed the type had performed as well as could have been expected considering the mediocre engines with which they had been equipped.
Foreign Service
Greece
The French supplied the Greek air service with 37 A.R.1s in 1917. They were assigned to the 532 Mira Vomvarthismou ke Anagnorisseos (532 Bombing and Reconnaissance Squadron) which had been formed on 10 December, 1917. This unit was based at Gorgop and operated a mixture of A.R.1s and Breguet 14s. 532 Mira saw action bombing enemy positions in the Vardar valley, the fortifications of Shar-di-Legen, and the Axos river. The 533 Mira Dioxeos (533 Fighter Squadron). formed in June 1918, also operated a mixture of A.R.1s and Breguet 14s. Twenty-two A.R.1s remained in Greek service at the end of the war. In early 1919 elements of both 532 and 533 Miras saw service in the Greco-Turkish War. However, it seems that only the Breguet 14s were actually used in combat, as the A.R.1s were now considered to be obsolete. The A.R.1s were retired in 1923.
Serbia
On 18 May, 1917, F 382 replaced its F.40s with A.R.1s and was designated AR 382. Another A.R.1 unit, AR 521, subsequently became the 1st Serbian Escadrille on 17 January, 1918. It was initially based at Ostrovo and moved to Venekop in July 1918. This unit participated in attacks on Bulgarian troops and reinforcements along the front. In early autumn the escadrille was sent to Uskub and operations were conducted against the retreating Germans and Austro-Hungarians. It appears that the A.R.1s had been replaced by the Breguet 14s before the war ended.
United Kingdom
The RFC borrowed a single example of an A.R.1 from French Escadrille SPA-Bi 2 in January 1918. It had been planned to use it to attack the German battlecruiser Goeben, but no such attack was ever made.
United States
Desperate to get its pilots into combat, the United States Air Service accepted aircraft types purchased from the French which were clearly obsolete. Along with Sopwith 1 1/2 Strutters and SPAD 11s, a total of 22 A.R.1s and 120 A.R.2s were purchased. The 1st Observation Squadron had a dozen A.R.1s on strength by May 1918. The 12th Aero Squadron was also equipped with A.R.1s and A.R.2s, the 89th Aero Squadron had five A.R.1s in May 1918, and the 91st Observation Squadron also had a few A.R. aircraft in 1918. The remaining A.R.1s and A.R.2s were based at Gondrecourt, Meuse.
Fortunately for the Americans, the A.R.1s and A.R.2s were used primarily for training and most of the squadrons replaced them with more modern types before entering combat. In April the 1st Aero Squadron had re-equipped with SPAD 11s (although a few A.R.1s remained with the unit). By the first week in June, the 12th Aero Squadron (in the Baccarat sector) had re-equipped with Salmson 2 A2s. The 91st Aero Squadron replaced their "Dorands" with Salmson 2 A2s in April 1918. The A.R.1s and A.R.2s were greatly disliked by the American pilots, who contended that the A.R. designation actually stood for 'Antique Rattletraps.'
A.R.1 Two-Seat Reconnaissance Aircraft with 190-hp Renault 8Gd
Span 13.27 m; length 9.30 m; wing area 50.17 sq. m
Empty weight 810 kg; loaded weight 1,250 kg
Maximum speed:
2,000 m 152 km/h
3,000 m 147 km/h
4,000 m 141 km/h
Climb:
2,000 m 11 minutes
3,000 m 22 minutes 20 seconds
4,000 m 39 minutes
Ceiling 5,500 m; range 375 km
Armament: four 120-mm bomb a synchronized 7.7-mm Vickers machine gun, and one or two Lewis gun on a movable mount.
A.R.2 Two-Seat Reconnaissance Aircraft with 240-hp Lorraine 8Bb
Dimensions same as A.R.1
Empty weight 825 kg; maximum weight 1,250 kg
Maximum speed: 2,000 m 159 km/h
Climb:
2,000 m 14.5 minutes
3,000 m 28.2 minutes
Service ceiling 3,000 m; absolute ceiling 4,500 m
Range 375 km; endurance 3 hours at 3,000 m
Armament: same as A.R.1.
Total production of the A.R.1 and A.R.2 was 1,435 aircraft.
A.R.1 of F 55; the left side of the unit insignia was white, the right side was red. During 1917 the A.R.1 replaced the obsolete pusher designs for reconnaissance.
A.R.2 with the 240-hp Renault 8Gd. The exhausts passed along either side of the cowl, giving the pilot a better view.
Doutre Military Biplane
In 1914 the Societe Anonyme des Appareils d'Aviation Doutre produced a two-seat biplane intended for service with the Aviation Militate. Similar in layout to the Maurice Farman 7, it featured a 70-hp Renault pusher engine at the rear of a central crew nacelle. The wings were of unequal span, the top wing larger than the lower. Rectangular tail surfaces were located above a crescent-shaped rudder and both were suspended well aft of the wings by prominent booms. A substantial skid assembly extended from the dual wheel landing gear on either side of the fuselage and converged to a point well in front of and above the crew nacelle. An unusual feature was the patented Doutre stabilizer, which helped to compensate for wind gusts or sudden drops in engine power, lateral control was via ailerons. The type was not selected for use.
Doutre Two-Seat Reconnaissance Aircraft with 70-hp Renault
Span 16 m; length 11.50 in; wing area 52 sq. m
Loaded weight 620 kg
Maximum speed: 100 km/h: climb rate 50 meters per minute
One built
In 1914 the Societe Anonyme des Appareils d'Aviation Doutre produced a two-seat biplane intended for service with the Aviation Militate. Similar in layout to the Maurice Farman 7, it featured a 70-hp Renault pusher engine at the rear of a central crew nacelle. The wings were of unequal span, the top wing larger than the lower. Rectangular tail surfaces were located above a crescent-shaped rudder and both were suspended well aft of the wings by prominent booms. A substantial skid assembly extended from the dual wheel landing gear on either side of the fuselage and converged to a point well in front of and above the crew nacelle. An unusual feature was the patented Doutre stabilizer, which helped to compensate for wind gusts or sudden drops in engine power, lateral control was via ailerons. The type was not selected for use.
Doutre Two-Seat Reconnaissance Aircraft with 70-hp Renault
Span 16 m; length 11.50 in; wing area 52 sq. m
Loaded weight 620 kg
Maximum speed: 100 km/h: climb rate 50 meters per minute
One built
The Doutre military aircraft. A unique feature of the aircraft was the patented Doutre stabilizer which helped to compensate for wind gusts or sudden drops in engine power.
Dupperon-Niepce-Fetterer (D.N.F.) Bomber
The initials D.N.F. stood for Dupperon (the designer), Niepce (the manufacturer), and Fetterer (the financial backer). The firm of Niepce and Fetterer was created initially to manufacture aircraft parts under subcontract. The firm also repaired damaged airframes; a total of 1,500 aircraft were repaired during the war.
The D.N.F. aircraft was designed to meet the criteria of the 1916 competition for a heavy, well-armed bomber. It was a heavy bomber powered by three 220-hp Renault engines. As with the Breguet 11, two engines were mounted on the wings in a pusher configuration, with a third in the nose. The horizontal stabilizer was mounted at the tail with a large central rudder. On either side of the rudder two auxiliary fins were mounted on the stabilizer. The landing gear consisted of two wheels mounted in tandem and covered by huge spats. These spats, in turn, were faired directly into the engine nacelle, and a gunner was carried in the forward end of each spat. A large tail skid was mounted directly beneath the rudder.
Test pilots at the concours puissant felt that the D.N.F. bomber was too heavy and therefore difficult to handle. It was rejected for production and further development was abandoned. Some critics of the time stated that D.N.F. stood for "Do Not Fly.''
The D.N.F. firm subsequently began construction of what it confidently predicted was to be the world's first "aerobus" because of the new plane's size and load-carrying capacity. The only photographs of it, which was presumably intended to be used as an airliner, show that it was under construction and was probably to have been a triplane. It is not known if construction of the "aerobus" was ever completed.
D.N.F. Bomber with Three 220-hp Renault engines
Span 25.0 m; wing area 123.68 sq. m.
Empty weight 3,000 kg; loaded weight 4,700 kg; payload 1,700 kg
Maximum speed: 143 km/h; ceiling 4,800 m
One built
The initials D.N.F. stood for Dupperon (the designer), Niepce (the manufacturer), and Fetterer (the financial backer). The firm of Niepce and Fetterer was created initially to manufacture aircraft parts under subcontract. The firm also repaired damaged airframes; a total of 1,500 aircraft were repaired during the war.
The D.N.F. aircraft was designed to meet the criteria of the 1916 competition for a heavy, well-armed bomber. It was a heavy bomber powered by three 220-hp Renault engines. As with the Breguet 11, two engines were mounted on the wings in a pusher configuration, with a third in the nose. The horizontal stabilizer was mounted at the tail with a large central rudder. On either side of the rudder two auxiliary fins were mounted on the stabilizer. The landing gear consisted of two wheels mounted in tandem and covered by huge spats. These spats, in turn, were faired directly into the engine nacelle, and a gunner was carried in the forward end of each spat. A large tail skid was mounted directly beneath the rudder.
Test pilots at the concours puissant felt that the D.N.F. bomber was too heavy and therefore difficult to handle. It was rejected for production and further development was abandoned. Some critics of the time stated that D.N.F. stood for "Do Not Fly.''
The D.N.F. firm subsequently began construction of what it confidently predicted was to be the world's first "aerobus" because of the new plane's size and load-carrying capacity. The only photographs of it, which was presumably intended to be used as an airliner, show that it was under construction and was probably to have been a triplane. It is not known if construction of the "aerobus" was ever completed.
D.N.F. Bomber with Three 220-hp Renault engines
Span 25.0 m; wing area 123.68 sq. m.
Empty weight 3,000 kg; loaded weight 4,700 kg; payload 1,700 kg
Maximum speed: 143 km/h; ceiling 4,800 m
One built
The D.N.F. bomber had an interesting tri-motor configuration with unusual nacelles that gave it a very distinctive appearance. The three engines were 220 hp Renaults and gunners were stationed in the front of each nacelle.
The French method of pilot training involved the use of 'penguin' flightless trainers (airplanes with clipped wings) for familiarization with engine management and taxi training prior to flight training. The hydroplane equivalent of the 'penguni' was the Fabre trainer shown here in 1914.
Henri Farman Pre-War Planes
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3. H.F.C (1910) - 50-hp Gnome Omega with four ailerons.
4. H.F.C-I (1911) - same as H.F.C but with two ailerons.
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3. H.F.C (1910) - 50-hp Gnome Omega with four ailerons.
4. H.F.C-I (1911) - same as H.F.C but with two ailerons.
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Foreign Service
Russia
Russia used the largest number of Henri Farman planes during the First World War; more than 1,500 Farmans of all types were built in Russia. The Russian-built examples were designated:
1. Farman 4: under almost continuous production from 1910 through 1916 and used as trainers; they were powered by a 50-hp Gnome engine. Variants included the Farman 3 (modified Farman 4 with changes to the tailplane and elevator); Farman 4 "Dux": (Farman 4 modified by Dux plant); Christian Farman: (Farman 4 modified by a French aviator named Christian) purchased for use at the Gatchina flying school; Velikii Novgorod (modified Farman 4 with an extended lower wing built by Captain L.E. Vamelkin); Farman 4 Odessa (built at the Odessa naval battalion in 1911); Maslennikov Farman 4 (modified nose fairing); Farman-Aviata (60-hp Gnome engine and built at the Aviata plant at Warsaw); Farman 4 Shiukov; Farman Albatros (German-built plane used at Gatchina); Farman 4 Bristol (British-built copies used at the Sevastopol and Gatchina flying schools); the Farman 4 Military type, and the Farman 4 floatplane (produced at the Shchetinin plant in 1912 and fitted with two main floats and a single tail float).
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Russia
Russia used the largest number of Henri Farman planes during the First World War; more than 1,500 Farmans of all types were built in Russia. The Russian-built examples were designated:
1. Farman 4: under almost continuous production from 1910 through 1916 and used as trainers; they were powered by a 50-hp Gnome engine. Variants included the Farman 3 (modified Farman 4 with changes to the tailplane and elevator); Farman 4 "Dux": (Farman 4 modified by Dux plant); Christian Farman: (Farman 4 modified by a French aviator named Christian) purchased for use at the Gatchina flying school; Velikii Novgorod (modified Farman 4 with an extended lower wing built by Captain L.E. Vamelkin); Farman 4 Odessa (built at the Odessa naval battalion in 1911); Maslennikov Farman 4 (modified nose fairing); Farman-Aviata (60-hp Gnome engine and built at the Aviata plant at Warsaw); Farman 4 Shiukov; Farman Albatros (German-built plane used at Gatchina); Farman 4 Bristol (British-built copies used at the Sevastopol and Gatchina flying schools); the Farman 4 Military type, and the Farman 4 floatplane (produced at the Shchetinin plant in 1912 and fitted with two main floats and a single tail float).
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Henri Farman Pre-War Planes
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5. H.F.2/2 (1911) - 50-hp Gnome Omega; monoplane with a tractor motor.
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5. H.F.2/2 (1911) - 50-hp Gnome Omega; monoplane with a tractor motor.
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Foreign Service
Russia
Russia used the largest number of Henri Farman planes during the First World War; more than 1,500 Farmans of all types were built in Russia. The Russian-built examples were designated:
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2. Farman 7: similar to the basic type 4 but with a single horizontal tail surface. Engines were 50-, 60-, or 70-hp Gnomes or 50-hp Kaleps. The Farman 7s were used in the Balkan Wars. Variants included the Farman 7 Agafonov (built at the Shchetinin plant in 1913) and the Farman 7 Krasilnikov (used as a flying billboard).
3. Farman 9: a Farman 7 with a forward elevator and built at the Dux plant.
4. Farman 11: used in small numbers by the army.
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Russia
Russia used the largest number of Henri Farman planes during the First World War; more than 1,500 Farmans of all types were built in Russia. The Russian-built examples were designated:
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2. Farman 7: similar to the basic type 4 but with a single horizontal tail surface. Engines were 50-, 60-, or 70-hp Gnomes or 50-hp Kaleps. The Farman 7s were used in the Balkan Wars. Variants included the Farman 7 Agafonov (built at the Shchetinin plant in 1913) and the Farman 7 Krasilnikov (used as a flying billboard).
3. Farman 9: a Farman 7 with a forward elevator and built at the Dux plant.
4. Farman 11: used in small numbers by the army.
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Henri Farman Pre-War Planes
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8. H.F.10 (1911) - 50-hp Gnome Omega; stabilizer in front of the fuselage.
9. H.F.10-1bis - 70-hp Gnome Gamma engine; staggered wings; entered in 1911 concours militaire.
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8. H.F.10 (1911) - 50-hp Gnome Omega; stabilizer in front of the fuselage.
9. H.F.10-1bis - 70-hp Gnome Gamma engine; staggered wings; entered in 1911 concours militaire.
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Henri Farman Pre-War Planes
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6. H.F.6 (1911) - 50-hp Gnome Omega; intended for army cooperation duties.
7. H.F.7 (1911 ) - 50-hp Gnome Omega; streamlined fuselage.
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6. H.F.6 (1911) - 50-hp Gnome Omega; intended for army cooperation duties.
7. H.F.7 (1911 ) - 50-hp Gnome Omega; streamlined fuselage.
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Henri Farman Pre-War Planes
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10. H.F.11 (1912) - 70-hp Gnome Gamma; army cooperation; stabilizer in front.
11. H.F.11 hydroplane (1912) - 70-hp Gnome Gamma. It was probably an aircraft of this type which was purchased by the Royal Naval Air Service in 1912. Designated H4 (later No.11) it had a 70-hp Gnome and at various times was based at Eastchurch, Grain, and Felixstowe.
12. H.F.12 (1912) - experimental plane; could be dismantled in 20 minutes.
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10. H.F.11 (1912) - 70-hp Gnome Gamma; army cooperation; stabilizer in front.
11. H.F.11 hydroplane (1912) - 70-hp Gnome Gamma. It was probably an aircraft of this type which was purchased by the Royal Naval Air Service in 1912. Designated H4 (later No.11) it had a 70-hp Gnome and at various times was based at Eastchurch, Grain, and Felixstowe.
12. H.F.12 (1912) - experimental plane; could be dismantled in 20 minutes.
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Henri Farman Pre-War Planes
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13. H.F.14 Hydroplane (1912) - 80-hp Gnome Lambda.
17. H.F.18 hydroplane (1912).
18. H.F.19 hydroplane (1913) - 160-hp Gnome double Lambda; Schneider Cup racer.
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Henri Farman H.F.23
This version of the H.F.20 was powered by a 80-hp Gnome Lambda. It had a considerably larger wing than the standard H.F.20 and was produced in both landplane and floatplane versions. Later versions were fitted with a 160-hp Gnome engine.
Nine H.F.23s were used by the Marinens Flygvasennde (Swedish naval air service). The first was obtained in 1913 and probably was used as a pattern aircraft for the Sodertelge Verkstaders Aviatikavdelning (SW), which built at least seven under license. These were designated SW 11s. An additional two F.23s were obtained directly from Farman. Individual aircraft histories are as follows:
1. H.F.23 - obtained 1913 and designated F 1. It is believed to have been given serial S 21. Crashed February 1917.
2. SW 11 - obtained 1914 and designated F 2. Serial number S 25. Crashed 18 September 1916 and SOC (struck off charge) in October 1916.
3. SW 11 - obtained 1914 and designated F 3. It was given serial S 26 and redesignated serial no.3 in 1917. SOC October 1920.
4. H.F.23 - obtained 1914 and designated F 4. It was given serial S 27. Crashed 18.July 1915.
5. SW 11 - obtained 1914 and designated F 5. It was probably given serial S 244 and was redesignated serial no.5 in 1917. Crashed 12 February 1920 and SOC in October 1920.
6. SW 11 - obtained in 1915 and designated F 6. It crashed on 19 October 1916 and was SOC two months later.
7. SW 11 - obtained in 1915 and designated F 7. It crashed on 15 July 1915.
8. SW 11 - obtained in 1915 and designated F 8. It was given serial no.8 in 1917 and was SOC in October 1920.
9. SW 11 - obtained in 1915 and designated F 9. In 1917 it was given serial no.9. It crashed on 20 May 1919 and was SOC in August 1920.
A single H.F.23, given designation F 10, was obtained by the army in 1914. It was withdrawn from service in 1916.
H.F.23 Two-Seat Reconnaissance Plane with 80-hp Gnome Lambda
Span 18.08 m ; length 8.75 m; height 3.20 m; wing area 45 sq. m
Empty weight 390 kg; loaded weight 840 kg
Maximum speed: 95 km/h; climb to 2,000 m in 30 minutes
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13. H.F.14 Hydroplane (1912) - 80-hp Gnome Lambda.
17. H.F.18 hydroplane (1912).
18. H.F.19 hydroplane (1913) - 160-hp Gnome double Lambda; Schneider Cup racer.
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Henri Farman H.F.23
This version of the H.F.20 was powered by a 80-hp Gnome Lambda. It had a considerably larger wing than the standard H.F.20 and was produced in both landplane and floatplane versions. Later versions were fitted with a 160-hp Gnome engine.
Nine H.F.23s were used by the Marinens Flygvasennde (Swedish naval air service). The first was obtained in 1913 and probably was used as a pattern aircraft for the Sodertelge Verkstaders Aviatikavdelning (SW), which built at least seven under license. These were designated SW 11s. An additional two F.23s were obtained directly from Farman. Individual aircraft histories are as follows:
1. H.F.23 - obtained 1913 and designated F 1. It is believed to have been given serial S 21. Crashed February 1917.
2. SW 11 - obtained 1914 and designated F 2. Serial number S 25. Crashed 18 September 1916 and SOC (struck off charge) in October 1916.
3. SW 11 - obtained 1914 and designated F 3. It was given serial S 26 and redesignated serial no.3 in 1917. SOC October 1920.
4. H.F.23 - obtained 1914 and designated F 4. It was given serial S 27. Crashed 18.July 1915.
5. SW 11 - obtained 1914 and designated F 5. It was probably given serial S 244 and was redesignated serial no.5 in 1917. Crashed 12 February 1920 and SOC in October 1920.
6. SW 11 - obtained in 1915 and designated F 6. It crashed on 19 October 1916 and was SOC two months later.
7. SW 11 - obtained in 1915 and designated F 7. It crashed on 15 July 1915.
8. SW 11 - obtained in 1915 and designated F 8. It was given serial no.8 in 1917 and was SOC in October 1920.
9. SW 11 - obtained in 1915 and designated F 9. In 1917 it was given serial no.9. It crashed on 20 May 1919 and was SOC in August 1920.
A single H.F.23, given designation F 10, was obtained by the army in 1914. It was withdrawn from service in 1916.
H.F.23 Two-Seat Reconnaissance Plane with 80-hp Gnome Lambda
Span 18.08 m ; length 8.75 m; height 3.20 m; wing area 45 sq. m
Empty weight 390 kg; loaded weight 840 kg
Maximum speed: 95 km/h; climb to 2,000 m in 30 minutes
Henri Farman Pre-War Planes
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14. H.F.15 (1912) - 100-hp Gnome Delta; military plane with a single machine gun.
16. H.F.17 (1912) - 70-hp Gnome Gamma; dual control trainer
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Henri Farman H.F.20
The H.F.20 was a development of Henri Farman's H.F.16 design of 1912. The H.F.16 was a two-seat reconnaissance plane powered by either a 70-hp or 100-hp Gnome Delta engine. The wings were of sesquiplane layout and some machines were equipped with a machine gun. The H.F.20 retained this basic layout but usually had a 70-hp Gnome Lambda or 80-hp Gnome 7A engine, a slightly reduced wing span, and a longer fuselage nacelle.
The H.F.20 had a two-bay wing with the lower wing being considerably shorter than the upper. The wings were constructed of wood spars covered by cloth. Control was by ailerons on the extended sections of the top wing. Two sets of wooden tail booms extended from the top and bottom wings and a semi-circular rudder was mounted at the point of their convergence. A single elevator was mounted on the top of the boom just ahead of the rudder. This layout gave the machine great stability, which was a key requirement for a military reconnaissance plane. The nacelle was constructed of wood and covered with aluminum. The engine was located at the rear of the nacelle. A large fuel tank was placed in the center of the nacelle, between the crew and the engine. Two pairs of wheels were mounted on short skids. Bungee cords served as shock absorbers. A variety of engines were fitted to H.F.20s in other countries, including Renaults and Le Rhones.
It was the location of the crew and engine nacelle that ensured that the H.F.20s, as well as subsequent Farman designs, would be the primary French reconnaissance aircraft from 1914 through 1916. The crew were seated in tandem in the central nacelle, which was mounted on the lower wing. This layout permitted the pilot, who was usually seated in the nose, to have a superb view on all sides. A small windscreen helped protect him from the slipstream. The observer sat behind the pilot, where he was in a good position for observing the ground. In those planes fitted with machine guns the pilot's and observer's positions were reversed to provide an excellent field of fire for the gun.
Six escadrilles were equipped with H.F.20s (and its derivatives) in 1914. They were:
HF 1, formed in 1912 at Camp Chalons. At the beginning of the war HF 1 was based at Toul and was assigned to the 33rd C.A. In February 1915 it re-equipped with M.F.11s.
HF 7, formed in 1912 and assigned to Verdun. At the beginning of the war HF 7 flew reconnaissance missions from Verdun under the orders of Lieutenant Gauthier. In August HF 7 was assigned to the 3rd Armee and participated in the battles around the Ardennes forest. Early missions included dropping 75-mm obus (modified artillery shells fitted with fins) and destroying an enemy Zeppelin. In September HF 7 moved to Maulan and supported the 6th C.A. HF 7 also participated in the Battle of Verdun. It re-equipped with M.F.7s in February 1915.
HF 13, formed before the war and in August 1914 was based at Camp Chalons and assigned to the 3rd Armee. In 1915 HF 7 was assigned to the 15th C.A. It re-equipped with Caudron G.3s later in 1915.
HF 19, formed in 1913 at Dijon and participated in the 1913 maneuvers. In August 1914 it was based at Nancy and commanded by Lieutenant Jolain. In January 1915 it was assigned to the 13th C.A. Early in 1915 HF 19 converted to M.F.7s and later to M.F.11s.
HF 28, formed at the beginning of the war and assigned to the C.R.P. It was commanded by Capitaine Mailfert and was based at Issy-les-Moulineaux. In September HF 28 moved to Amiens and in October moved again to Doullens, where it participated in the Battle of Picardie. Two weeks later it was assigned to the 10th C.A. and was based at Lealvillers. Later the escadrille moved to Saint-Cyr and was assigned to the 10th C.A. HF 28 re-equipped with Caudron G.3s in January 1915.
HF 32, formed in September 1914 under command of Capitaine Couret. It was based at Sainte-Menehould and was active over the Argonne and Woevre. It re-equipped with M.F.11s in September 1915.
The GQG reports for 1914 and 1915 reveal that the H.F.20s were used primarily for reconnaissance and artillery cooperation duties. Almost from the start of the war some H.F.20s were equipped with cameras and T.S.F. units. An example of the types of missions flown by these units can be seen from the 30 January 1915 reports. During that single day HF 7 Hew numerous reconnaissance missions over enemy batteries at Harville, took photographs over Eparges and Saint Rely, and used a T.S.F.-equipped machine to direct artillery fire over the 1st Armee sector. The escadrilles were forced to make frequent moves along the front as dictated by the tactical situation.
Although it has been noted that the H.F.20s were too fragile for any missions aside from army cooperation duties, a number of units found more aggressive uses for their planes. Flying over the Ardennes a Lieutenant Roeckel of HF 7 damaged a German airship on the ground by dropping steel flechettes. Adolf Pegoud, also from HF 7, dropped makeshift 75-mm obus (bombs) on various targets.
The Aviation Militaire was quite satisfied with using the F.20s for reconnaissance, as they offered their crews a substantially better field of view than the contemporary R.E.P. Ns, Bleriot 11s, and Nieuport 6Ms. However, by 1915 it was clear that the H.F.20s were too fragile for sustained use in the field. They were gradually replaced by superior aircraft beginning in early 1915. HF 1, 7, 19, and 32 re-equipped with M.F.7s and 11s; while HF 13 and 28 received Caudron G.3s.
There were substantial numbers of surplus H.F.20s available and these were assigned to training units. Some of these were fitted with dual controls. The H.F.20s remained in service with some schools as late as October 1917.
Foreign Service
Argentina
Argentina acquired a single Henri Farman with a 50-hp Omega engine in 1912; this was probably a H.F.10. It was donated to the Escuela de Aviacion Militaire by the Companes Argentina de Tabacos (Argentine Tobacco Company). Three more Henri Farmans were later obtained, one by direct purchase, the other two manufactured by the Military Aviation Workshop at El Palomar in 1917. All three were probably H.F.20s.
The Argentine navy also utilized a Henri Farman with a 50-hp Gnome engine; it was probably an H.F.10 which had been built by the Workshop of Edmundo Marichal in 1915. This aircraft was destroyed in a flying accident later that year. The Arsenal del Rio de la Plata factory built an refinement of the H.F.20. It had a larger wing and nacelle than the standard H.F.20. Initially powered by a 70-hp Renault engine, it was subsequently fitted with an 80-hp Gnome. The plane was assigned to the Escuela de Vuelo de Fuertr Barragan in 1915 but it, too, was destroyed in an accident that year. It was later rebuilt and continued to be used by the school at Barragan until late 1920.
Belgium
The Belgian army bought a Henri Farman aircraft (described as a Henri Farman 1910; possibly an H.F.10) on 5 May 1911. Assigned to the Ecole d'Aviation Militaire de Brasschatt, it was promptly destroyed the same day. A second Farman (possibly also an H.F.10) was purchased in May and destroyed by the end of July. Two other Farmans were ordered later that year. Four F.16s were built under license by the Bollekens firm (later known as Jero) at Antwerp in 1912. These were assigned to the Premier Escadrille. Three H.F.11 reconnaissance aircraft were also built by the firm in 1912. These were designated as Jero-Farmans. The Jero firm produced a total of four H.F.16s intended for the Premier Escadrille and 24 H.F.20s beginning in 1912. One of the H.F.16s became the first armed Belgian plane when a single example was fitted with a Lewis machine gun and tested as a ground attack aircraft in September 1912 at Brasschatt. In 1914 Escadrilles 1 (based at Liege), 2 (Namur), 3 (Brasschatt), and 4 (Brasschatt) all had H.F.20s. In October 1914 two escadrilles left for Ostend and subsequently moved to Saint-Pol. Escadrille 1 moved to the Ans airfield to support the 3rd DA (Third Division of the Belgian Army). Escadrille 2 operated from Belgrade in support of the 4th DA. Escadrilles 3 and 4 were still in the process of being assembled and remained at the Brasschatt airfield. As a result of the rapid German advance, Escadrille 2 left Namur; by this time it already lost two H.F.20s in crashes, and to make matters worse a third crashed during the evacuation from Namur. However, the 1st was soon joined by the 3rd and 4th Escadrilles and all three units flew reconnaissance missions for General Headquarters. Some H.F.20s were fitted with rudimentary radio sets. Escadrille 1 was reinforced with two H.F.20s from the Escadrille 3, and three of the unit’s planes were fitted with Lewis machine guns. They proved to be loo slow to intercept any German aircraft. Eight of the 3rd Escadrille's H.F.20s were destroyed by a storm in December. By March 1915 there were 12 H.F.20s still in service; six with Escadrille 1 (Saint-Idesbald) and six with Escadrille 4 (Houthem). On 17 April 1915 an H.F.20 piloted by Capitaine Jacquet with Lieutenant Vindevogel as his observer scored the first Belgian air-to-air victory when the crew shot down an Aviatik. The Jero firm built at least six more H.F.20s. By the end of 1915 most of the H.F.20s had been withdrawn from service.
Denmark
Denmark purchased a single H.F.1 and a single H.F.7 for the navy in 1913. In 1913 one H.F.20 was purchased by the Haerens Flyveskole (Army Flying School). It remained in service until 1917.
Greece
Greece purchased its first Henri Farman plane in 1912 when a Greek officer, who had completed flight training at the Farman's school, returned with a single example. The type had a 50-hp engine and may have been an H.F.6. It was named the Daedaleus and was used in army maneuvers. It was subsequently changed to a floatplane and used to set a world distance record for floatplanes in its class when it flew from Athens to Hydra and back. Other Greek officers later returned to Greece with an H.F.20 and three "Henri" Farmans (also probably H.F.6s) named Eagle, Vulture, and Hawk. In October 1912 they formed the Proti Mira Aeroplani (1st Aircraft Squadron) at Larissa. In November 1912 they were transferred to Nikopolis and formed into the Apospasma Aeroploais Ipirou (Epirus Aviation Detachment).
During the Balkan Wars the Farmans of the Epirus Aviation Detachment flew reconnaissance sorties over the Turkish positions at Melouna. The Epirus Aviation Detachment was also active over Ioania. Some of the Farmans dropped hand grenades on Turkish troops.
The single H.F.20 is believed to have been destroyed in December. After the Balkan Wars, the remaining Farmans were sent to the Thessalonica airfield for use as trainers. They were retired in 1917.
Italy
The Italian firm of Savoia built the H.F.20 under license in 1913. The first built by the firm was tested by pilot Henri Bille of the Farman firm and Michele Signorini of the Savoia factory in December 1913. Four H.F.20s were built by Savoia and formed Squadriglia Savoia in early 1914. One pilot of this unit made a number of publicity flights to various Italian cities in March 1914. It appears that there were no H.F.20s still in front-line service when Italy entered the war in 1915.
Japan
Japan obtained a Henri Farman (probably an H.F. Type C) in 1910 when a Japanese pilot returned from France after completing flight training. This aircraft was used as a pattern for the Rinji Gunyo Kiku Kenku Kai (Provisional Committee for Military Balloon Research) Kaishiki Number 1 Plane. A single H.F.20 was imported in 1914 and converted to the Kaishiki Number 7 Plane in 1915. Using the experience learned from this conversion, the firm then produced the Army Henri Farman Type Model 4 in late 1915. It was powered by a Japanese version of the 70-hp Renault engine. The aircraft was found to have excellent stability and performance; it entered production in 1916 as the Type MO 1914 (later Type MO 4). The Type MO 4s were built in 1916, 1919, and 1920. A total of 84 were produced.
Netherlands
Three H.F.20s were purchased by the Dutch air service in 1913. They were assigned serial numbers LA 2, LA 3, and LA 4.
Romania
Romania had 11 H.F.20s on strength at the start of the war. They equipped Escadrillas F-1 and F-2. F-1 was assigned to the 1st Army and was based at Talmaci. F-2 was at Brasov and was attached io the 2nd Army. Must of the H.F.20s had been replaced by M.F.11s when the Corpul Acrian Romana was reorganized on 19 June 1916. The H.F.20s were assigned to two of the escadrillas attached to Grupul 5 and were used for reconnaissance and bombing missions. By the end of the year the H.F.20s were no longer in service.
Russia
Russia used the largest number of Henri Farman planes during the First World War; more than 1,500 Farmans of all types were built in Russia. The Russian-built examples were designated:
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5. Farman 15: similar to the standard H.F.20 but with a larger wing span and powered by an 82-hp Gnome engine. The Dux plant built 18 in 1912. The Farman 15s were used for reconnaissance. One was fitted with a Maxim machine gun in 1913.
6. Farman 16: similar to the Farman 15 but with a sesquiplane layout featuring slightly swept outer wing panels. In 1914 these planes were used for reconnaissance. Some were fitted with armor but none carried armament. By 1915 the type had been relegated to training duties. The Farman 16s were used as an interim type before students transitioned to the more demanding H.F.20. Approximately 300 were built in various Russian factories. A floatplane version of the Farman 13 was built near St. Petersburg in 1913.
7. Henri Farman 20: these aircraft were built under license by the Shchetinin and Anatra plants from 1912 to 1922. About 200 were built and most served as trainers. At the Gatchina Flying school the H.F.20s were used for ground instruction and initial flight training. A variety of engines were fitted, including 80-hp Gnomes and Le Rhones and 100-hp Gnomes and Gnome Monosoupapes.
From 1921 to 1922 approximately 30 H.F.20s were in service with Aviation School No.1 at Kacha. The schools at Sevastopol and Tashkent also had H.F.20s on strength. By 1923 there were still 40 H.F.20s in service with the aviation schools. They were probably withdrawn by 1925. The Siberian air force of Admiral Kolchak had one H.F.20.
Serbia
Serbia obtained three H.F.20s in 1913 to be used by the three Serbian officers who had received flight training at the Farman school in France. However, two were wrecked shortly after their arrival in Serbia. During the Balkan Wars the surviving H.F.20 was assigned to the escadrille at Barbalusu; on 13 March 1913 the first combat mission was flown. By the time the war ended in May 1913 the H.F.20 was no longer in service.
Switzerland
Switzerland had two H.F.20s which were used from 1914 until 1920. One was assigned to the newly-formed Swiss Fliegertruppen in August 1914.
United Kingdom
England bought a single Type III (Type Militaire) in 1910 and used it for army cooperation trials. In 1912 two Henri Farmans (probably Type 11s with 70-hp Gnome Gamma engines) were purchased for use by No.2 squadron. A single H.F.20 was purchased from Claude Graham-White in 1913 and assigned to the C.F.S. In 1913 several H.F.20s were built under license by the Aircraft Manufacturing Company (AIRCO) at Hendon. At least one H.F.20 was modified with the observer's seat moved to the front so that he could fire a machine gun; Hotchkiss, Rexer, and Maxim guns were all test-fired from this aircraft. The H.F.20s saw limited service with Nos.3, 5, and 6 Squadrons, as well as the CFS. By the beginning of 1915 all had been assigned to training units.
The RNAS acquired 27 H.F.20s (possibly some of these were also H.F.22s). These were:
No.31 - 80-hp Gnome (based at Eastchurch); No. 189 - 80-hp Gnome (Eastchurch); No.940 - 80-hp Gnome (Hendon); No. 1368 - 80-hp Gnome (Dunkirk, later Eastchurch); No.1374 - 50 or 60-hp Gnome (Chingford); No.1454 - 80-hp Gnome - (Gosforth); No.1518 to 1533 - 80-hp Gnome (3 Squadron, Chingford, 3 Wing); No. 1599 - 80-hp Gnome (Eastbourne); No.3150 - 125-hp Anzani (Eastchurch); No.3683 - 140-hp Canton Unne (Dunkirk), and No.3998 - 140-hp Canton Unne (St. Po).
H.F.20 Two-Seat Reconnaissance Plane with 80-hp Gnome 7A
Span 13.65 m; length 8.06 m; height 3.15 m; wing area 35 sq. m
Empty weight 360 kg; loaded weight 660 kg
Maximum speed: 165 km/h; climb to 2,000 m in 22 minutes; range 315 km; endurance 3 hours
Armament: one machine gun and/or several 75-mm bombs
It is estimated that 3,310 H.F.20s and all its variants (H.F.21 through H.F.27) were built
AIRCO H.F.20 Two-Seat Reconnaissance Plane with 80-hp Gnome or Le Rhone
Span 13.25 m; length 8.06 m; height 3.15 m; wing area 35 sq. m
Empty weight 360 kg; loaded weight 660 kg
Maximum speed: 105 km/h; climb to 500 m in 8 min.; endurance 3 hours
Armament: one machine gun
Savoia H.F.20 Two-Seat Reconnaissance Plane with 80-hp Gnome
Span 13.60 m; length 8.06 m; height 3.20 m; wing area 35 sq. m
Empty weight 366 kg; loaded weight 621 kg
Maximum speed: 95 km/h; climb to 1,000 m in 13 min.; climb to 2,000 m in 27 min.; endurance 3 hr 30 min.
Four built
Shchetinin and Anatra H.F.20 Two-Seat Reconnaissance Plane with 80-hp Gnome or Le Rhone
Span 13.76 m; length 8.06 m; wing area 35 sq. m
Empty weight 416 kg; loaded weight 675 kg
Maximum speed: 95 km/h; climb to 2,000 m in 55 minutes; ceiling 2,500 m; endurance 3.5 hours
Approximately 200 built
Rinji Gunyo Kiku Kenkti Kai Type MO 1914 (MO 4) Two-Seat Reconnaissance Plane with 70-hp Renault
Span 15.50 m; length 9.14 m; height 3.18 m; wing area 58 sq. m
Empty weight 563 kg; loaded weight 778 kg
Maximum speed: 49 knots; climb to 2,000 m in 25 minutes; ceiling 3,000 m; endurance 4.0 hours
Armament: one machine gun Eighty-four built
Henri Farman H.F.21
The H.F.21 was a modified version of the H.F.20. Changes included an increased wing span and wing area. These changes did not, however, result in any significant improvement in performance. While some may have been supplied to the Aviation Militaire, the type was not produced in large numbers. The Swiss Fliegertruppe obtained a single example in 1914 when a machine owned by a civilian was donated to that government at the outbreak of war. Given serial number 21, it was used as a trainer until 1918.
H.F.21 Two-Seat Reconnaissance or Touring Plane with 80-hp Gnome Lambda
Span 15.50 m; length 8.20 m; height 3.20 m; wing area 39 sq. m
Empty weight 315 kg; loaded weight 695 kg
Maximum speed: 100 km/h
Henri Farman H.F.33
The early fighters of the First World War were developed from reconnaissance types. Examples included the Morane-Saulnier L and Nieuport 10 series. In 1915 Henri Farman attempted to convert his H.F.20 into a two-seat fighter. The engine was an 80-hp Gnome 7A similar to that used on the H.F.20. The wing span was significantly increased from that of the H.F.20, being 6.20 m greater. The H.F.33 was tested in 1915 but apparently was unsuccessful, as no aircraft were selected for production.
Henri Farman H.F.33 Two-Seat Fighter with 80-hp Gnome 7A
Span 19.70 m; length 8.26 m; height 3.05 tn
Maximum speed: 110 km/h
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14. H.F.15 (1912) - 100-hp Gnome Delta; military plane with a single machine gun.
16. H.F.17 (1912) - 70-hp Gnome Gamma; dual control trainer
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Henri Farman H.F.20
The H.F.20 was a development of Henri Farman's H.F.16 design of 1912. The H.F.16 was a two-seat reconnaissance plane powered by either a 70-hp or 100-hp Gnome Delta engine. The wings were of sesquiplane layout and some machines were equipped with a machine gun. The H.F.20 retained this basic layout but usually had a 70-hp Gnome Lambda or 80-hp Gnome 7A engine, a slightly reduced wing span, and a longer fuselage nacelle.
The H.F.20 had a two-bay wing with the lower wing being considerably shorter than the upper. The wings were constructed of wood spars covered by cloth. Control was by ailerons on the extended sections of the top wing. Two sets of wooden tail booms extended from the top and bottom wings and a semi-circular rudder was mounted at the point of their convergence. A single elevator was mounted on the top of the boom just ahead of the rudder. This layout gave the machine great stability, which was a key requirement for a military reconnaissance plane. The nacelle was constructed of wood and covered with aluminum. The engine was located at the rear of the nacelle. A large fuel tank was placed in the center of the nacelle, between the crew and the engine. Two pairs of wheels were mounted on short skids. Bungee cords served as shock absorbers. A variety of engines were fitted to H.F.20s in other countries, including Renaults and Le Rhones.
It was the location of the crew and engine nacelle that ensured that the H.F.20s, as well as subsequent Farman designs, would be the primary French reconnaissance aircraft from 1914 through 1916. The crew were seated in tandem in the central nacelle, which was mounted on the lower wing. This layout permitted the pilot, who was usually seated in the nose, to have a superb view on all sides. A small windscreen helped protect him from the slipstream. The observer sat behind the pilot, where he was in a good position for observing the ground. In those planes fitted with machine guns the pilot's and observer's positions were reversed to provide an excellent field of fire for the gun.
Six escadrilles were equipped with H.F.20s (and its derivatives) in 1914. They were:
HF 1, formed in 1912 at Camp Chalons. At the beginning of the war HF 1 was based at Toul and was assigned to the 33rd C.A. In February 1915 it re-equipped with M.F.11s.
HF 7, formed in 1912 and assigned to Verdun. At the beginning of the war HF 7 flew reconnaissance missions from Verdun under the orders of Lieutenant Gauthier. In August HF 7 was assigned to the 3rd Armee and participated in the battles around the Ardennes forest. Early missions included dropping 75-mm obus (modified artillery shells fitted with fins) and destroying an enemy Zeppelin. In September HF 7 moved to Maulan and supported the 6th C.A. HF 7 also participated in the Battle of Verdun. It re-equipped with M.F.7s in February 1915.
HF 13, formed before the war and in August 1914 was based at Camp Chalons and assigned to the 3rd Armee. In 1915 HF 7 was assigned to the 15th C.A. It re-equipped with Caudron G.3s later in 1915.
HF 19, formed in 1913 at Dijon and participated in the 1913 maneuvers. In August 1914 it was based at Nancy and commanded by Lieutenant Jolain. In January 1915 it was assigned to the 13th C.A. Early in 1915 HF 19 converted to M.F.7s and later to M.F.11s.
HF 28, formed at the beginning of the war and assigned to the C.R.P. It was commanded by Capitaine Mailfert and was based at Issy-les-Moulineaux. In September HF 28 moved to Amiens and in October moved again to Doullens, where it participated in the Battle of Picardie. Two weeks later it was assigned to the 10th C.A. and was based at Lealvillers. Later the escadrille moved to Saint-Cyr and was assigned to the 10th C.A. HF 28 re-equipped with Caudron G.3s in January 1915.
HF 32, formed in September 1914 under command of Capitaine Couret. It was based at Sainte-Menehould and was active over the Argonne and Woevre. It re-equipped with M.F.11s in September 1915.
The GQG reports for 1914 and 1915 reveal that the H.F.20s were used primarily for reconnaissance and artillery cooperation duties. Almost from the start of the war some H.F.20s were equipped with cameras and T.S.F. units. An example of the types of missions flown by these units can be seen from the 30 January 1915 reports. During that single day HF 7 Hew numerous reconnaissance missions over enemy batteries at Harville, took photographs over Eparges and Saint Rely, and used a T.S.F.-equipped machine to direct artillery fire over the 1st Armee sector. The escadrilles were forced to make frequent moves along the front as dictated by the tactical situation.
Although it has been noted that the H.F.20s were too fragile for any missions aside from army cooperation duties, a number of units found more aggressive uses for their planes. Flying over the Ardennes a Lieutenant Roeckel of HF 7 damaged a German airship on the ground by dropping steel flechettes. Adolf Pegoud, also from HF 7, dropped makeshift 75-mm obus (bombs) on various targets.
The Aviation Militaire was quite satisfied with using the F.20s for reconnaissance, as they offered their crews a substantially better field of view than the contemporary R.E.P. Ns, Bleriot 11s, and Nieuport 6Ms. However, by 1915 it was clear that the H.F.20s were too fragile for sustained use in the field. They were gradually replaced by superior aircraft beginning in early 1915. HF 1, 7, 19, and 32 re-equipped with M.F.7s and 11s; while HF 13 and 28 received Caudron G.3s.
There were substantial numbers of surplus H.F.20s available and these were assigned to training units. Some of these were fitted with dual controls. The H.F.20s remained in service with some schools as late as October 1917.
Foreign Service
Argentina
Argentina acquired a single Henri Farman with a 50-hp Omega engine in 1912; this was probably a H.F.10. It was donated to the Escuela de Aviacion Militaire by the Companes Argentina de Tabacos (Argentine Tobacco Company). Three more Henri Farmans were later obtained, one by direct purchase, the other two manufactured by the Military Aviation Workshop at El Palomar in 1917. All three were probably H.F.20s.
The Argentine navy also utilized a Henri Farman with a 50-hp Gnome engine; it was probably an H.F.10 which had been built by the Workshop of Edmundo Marichal in 1915. This aircraft was destroyed in a flying accident later that year. The Arsenal del Rio de la Plata factory built an refinement of the H.F.20. It had a larger wing and nacelle than the standard H.F.20. Initially powered by a 70-hp Renault engine, it was subsequently fitted with an 80-hp Gnome. The plane was assigned to the Escuela de Vuelo de Fuertr Barragan in 1915 but it, too, was destroyed in an accident that year. It was later rebuilt and continued to be used by the school at Barragan until late 1920.
Belgium
The Belgian army bought a Henri Farman aircraft (described as a Henri Farman 1910; possibly an H.F.10) on 5 May 1911. Assigned to the Ecole d'Aviation Militaire de Brasschatt, it was promptly destroyed the same day. A second Farman (possibly also an H.F.10) was purchased in May and destroyed by the end of July. Two other Farmans were ordered later that year. Four F.16s were built under license by the Bollekens firm (later known as Jero) at Antwerp in 1912. These were assigned to the Premier Escadrille. Three H.F.11 reconnaissance aircraft were also built by the firm in 1912. These were designated as Jero-Farmans. The Jero firm produced a total of four H.F.16s intended for the Premier Escadrille and 24 H.F.20s beginning in 1912. One of the H.F.16s became the first armed Belgian plane when a single example was fitted with a Lewis machine gun and tested as a ground attack aircraft in September 1912 at Brasschatt. In 1914 Escadrilles 1 (based at Liege), 2 (Namur), 3 (Brasschatt), and 4 (Brasschatt) all had H.F.20s. In October 1914 two escadrilles left for Ostend and subsequently moved to Saint-Pol. Escadrille 1 moved to the Ans airfield to support the 3rd DA (Third Division of the Belgian Army). Escadrille 2 operated from Belgrade in support of the 4th DA. Escadrilles 3 and 4 were still in the process of being assembled and remained at the Brasschatt airfield. As a result of the rapid German advance, Escadrille 2 left Namur; by this time it already lost two H.F.20s in crashes, and to make matters worse a third crashed during the evacuation from Namur. However, the 1st was soon joined by the 3rd and 4th Escadrilles and all three units flew reconnaissance missions for General Headquarters. Some H.F.20s were fitted with rudimentary radio sets. Escadrille 1 was reinforced with two H.F.20s from the Escadrille 3, and three of the unit’s planes were fitted with Lewis machine guns. They proved to be loo slow to intercept any German aircraft. Eight of the 3rd Escadrille's H.F.20s were destroyed by a storm in December. By March 1915 there were 12 H.F.20s still in service; six with Escadrille 1 (Saint-Idesbald) and six with Escadrille 4 (Houthem). On 17 April 1915 an H.F.20 piloted by Capitaine Jacquet with Lieutenant Vindevogel as his observer scored the first Belgian air-to-air victory when the crew shot down an Aviatik. The Jero firm built at least six more H.F.20s. By the end of 1915 most of the H.F.20s had been withdrawn from service.
Denmark
Denmark purchased a single H.F.1 and a single H.F.7 for the navy in 1913. In 1913 one H.F.20 was purchased by the Haerens Flyveskole (Army Flying School). It remained in service until 1917.
Greece
Greece purchased its first Henri Farman plane in 1912 when a Greek officer, who had completed flight training at the Farman's school, returned with a single example. The type had a 50-hp engine and may have been an H.F.6. It was named the Daedaleus and was used in army maneuvers. It was subsequently changed to a floatplane and used to set a world distance record for floatplanes in its class when it flew from Athens to Hydra and back. Other Greek officers later returned to Greece with an H.F.20 and three "Henri" Farmans (also probably H.F.6s) named Eagle, Vulture, and Hawk. In October 1912 they formed the Proti Mira Aeroplani (1st Aircraft Squadron) at Larissa. In November 1912 they were transferred to Nikopolis and formed into the Apospasma Aeroploais Ipirou (Epirus Aviation Detachment).
During the Balkan Wars the Farmans of the Epirus Aviation Detachment flew reconnaissance sorties over the Turkish positions at Melouna. The Epirus Aviation Detachment was also active over Ioania. Some of the Farmans dropped hand grenades on Turkish troops.
The single H.F.20 is believed to have been destroyed in December. After the Balkan Wars, the remaining Farmans were sent to the Thessalonica airfield for use as trainers. They were retired in 1917.
Italy
The Italian firm of Savoia built the H.F.20 under license in 1913. The first built by the firm was tested by pilot Henri Bille of the Farman firm and Michele Signorini of the Savoia factory in December 1913. Four H.F.20s were built by Savoia and formed Squadriglia Savoia in early 1914. One pilot of this unit made a number of publicity flights to various Italian cities in March 1914. It appears that there were no H.F.20s still in front-line service when Italy entered the war in 1915.
Japan
Japan obtained a Henri Farman (probably an H.F. Type C) in 1910 when a Japanese pilot returned from France after completing flight training. This aircraft was used as a pattern for the Rinji Gunyo Kiku Kenku Kai (Provisional Committee for Military Balloon Research) Kaishiki Number 1 Plane. A single H.F.20 was imported in 1914 and converted to the Kaishiki Number 7 Plane in 1915. Using the experience learned from this conversion, the firm then produced the Army Henri Farman Type Model 4 in late 1915. It was powered by a Japanese version of the 70-hp Renault engine. The aircraft was found to have excellent stability and performance; it entered production in 1916 as the Type MO 1914 (later Type MO 4). The Type MO 4s were built in 1916, 1919, and 1920. A total of 84 were produced.
Netherlands
Three H.F.20s were purchased by the Dutch air service in 1913. They were assigned serial numbers LA 2, LA 3, and LA 4.
Romania
Romania had 11 H.F.20s on strength at the start of the war. They equipped Escadrillas F-1 and F-2. F-1 was assigned to the 1st Army and was based at Talmaci. F-2 was at Brasov and was attached io the 2nd Army. Must of the H.F.20s had been replaced by M.F.11s when the Corpul Acrian Romana was reorganized on 19 June 1916. The H.F.20s were assigned to two of the escadrillas attached to Grupul 5 and were used for reconnaissance and bombing missions. By the end of the year the H.F.20s were no longer in service.
Russia
Russia used the largest number of Henri Farman planes during the First World War; more than 1,500 Farmans of all types were built in Russia. The Russian-built examples were designated:
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5. Farman 15: similar to the standard H.F.20 but with a larger wing span and powered by an 82-hp Gnome engine. The Dux plant built 18 in 1912. The Farman 15s were used for reconnaissance. One was fitted with a Maxim machine gun in 1913.
6. Farman 16: similar to the Farman 15 but with a sesquiplane layout featuring slightly swept outer wing panels. In 1914 these planes were used for reconnaissance. Some were fitted with armor but none carried armament. By 1915 the type had been relegated to training duties. The Farman 16s were used as an interim type before students transitioned to the more demanding H.F.20. Approximately 300 were built in various Russian factories. A floatplane version of the Farman 13 was built near St. Petersburg in 1913.
7. Henri Farman 20: these aircraft were built under license by the Shchetinin and Anatra plants from 1912 to 1922. About 200 were built and most served as trainers. At the Gatchina Flying school the H.F.20s were used for ground instruction and initial flight training. A variety of engines were fitted, including 80-hp Gnomes and Le Rhones and 100-hp Gnomes and Gnome Monosoupapes.
From 1921 to 1922 approximately 30 H.F.20s were in service with Aviation School No.1 at Kacha. The schools at Sevastopol and Tashkent also had H.F.20s on strength. By 1923 there were still 40 H.F.20s in service with the aviation schools. They were probably withdrawn by 1925. The Siberian air force of Admiral Kolchak had one H.F.20.
Serbia
Serbia obtained three H.F.20s in 1913 to be used by the three Serbian officers who had received flight training at the Farman school in France. However, two were wrecked shortly after their arrival in Serbia. During the Balkan Wars the surviving H.F.20 was assigned to the escadrille at Barbalusu; on 13 March 1913 the first combat mission was flown. By the time the war ended in May 1913 the H.F.20 was no longer in service.
Switzerland
Switzerland had two H.F.20s which were used from 1914 until 1920. One was assigned to the newly-formed Swiss Fliegertruppen in August 1914.
United Kingdom
England bought a single Type III (Type Militaire) in 1910 and used it for army cooperation trials. In 1912 two Henri Farmans (probably Type 11s with 70-hp Gnome Gamma engines) were purchased for use by No.2 squadron. A single H.F.20 was purchased from Claude Graham-White in 1913 and assigned to the C.F.S. In 1913 several H.F.20s were built under license by the Aircraft Manufacturing Company (AIRCO) at Hendon. At least one H.F.20 was modified with the observer's seat moved to the front so that he could fire a machine gun; Hotchkiss, Rexer, and Maxim guns were all test-fired from this aircraft. The H.F.20s saw limited service with Nos.3, 5, and 6 Squadrons, as well as the CFS. By the beginning of 1915 all had been assigned to training units.
The RNAS acquired 27 H.F.20s (possibly some of these were also H.F.22s). These were:
No.31 - 80-hp Gnome (based at Eastchurch); No. 189 - 80-hp Gnome (Eastchurch); No.940 - 80-hp Gnome (Hendon); No. 1368 - 80-hp Gnome (Dunkirk, later Eastchurch); No.1374 - 50 or 60-hp Gnome (Chingford); No.1454 - 80-hp Gnome - (Gosforth); No.1518 to 1533 - 80-hp Gnome (3 Squadron, Chingford, 3 Wing); No. 1599 - 80-hp Gnome (Eastbourne); No.3150 - 125-hp Anzani (Eastchurch); No.3683 - 140-hp Canton Unne (Dunkirk), and No.3998 - 140-hp Canton Unne (St. Po).
H.F.20 Two-Seat Reconnaissance Plane with 80-hp Gnome 7A
Span 13.65 m; length 8.06 m; height 3.15 m; wing area 35 sq. m
Empty weight 360 kg; loaded weight 660 kg
Maximum speed: 165 km/h; climb to 2,000 m in 22 minutes; range 315 km; endurance 3 hours
Armament: one machine gun and/or several 75-mm bombs
It is estimated that 3,310 H.F.20s and all its variants (H.F.21 through H.F.27) were built
AIRCO H.F.20 Two-Seat Reconnaissance Plane with 80-hp Gnome or Le Rhone
Span 13.25 m; length 8.06 m; height 3.15 m; wing area 35 sq. m
Empty weight 360 kg; loaded weight 660 kg
Maximum speed: 105 km/h; climb to 500 m in 8 min.; endurance 3 hours
Armament: one machine gun
Savoia H.F.20 Two-Seat Reconnaissance Plane with 80-hp Gnome
Span 13.60 m; length 8.06 m; height 3.20 m; wing area 35 sq. m
Empty weight 366 kg; loaded weight 621 kg
Maximum speed: 95 km/h; climb to 1,000 m in 13 min.; climb to 2,000 m in 27 min.; endurance 3 hr 30 min.
Four built
Shchetinin and Anatra H.F.20 Two-Seat Reconnaissance Plane with 80-hp Gnome or Le Rhone
Span 13.76 m; length 8.06 m; wing area 35 sq. m
Empty weight 416 kg; loaded weight 675 kg
Maximum speed: 95 km/h; climb to 2,000 m in 55 minutes; ceiling 2,500 m; endurance 3.5 hours
Approximately 200 built
Rinji Gunyo Kiku Kenkti Kai Type MO 1914 (MO 4) Two-Seat Reconnaissance Plane with 70-hp Renault
Span 15.50 m; length 9.14 m; height 3.18 m; wing area 58 sq. m
Empty weight 563 kg; loaded weight 778 kg
Maximum speed: 49 knots; climb to 2,000 m in 25 minutes; ceiling 3,000 m; endurance 4.0 hours
Armament: one machine gun Eighty-four built
Henri Farman H.F.21
The H.F.21 was a modified version of the H.F.20. Changes included an increased wing span and wing area. These changes did not, however, result in any significant improvement in performance. While some may have been supplied to the Aviation Militaire, the type was not produced in large numbers. The Swiss Fliegertruppe obtained a single example in 1914 when a machine owned by a civilian was donated to that government at the outbreak of war. Given serial number 21, it was used as a trainer until 1918.
H.F.21 Two-Seat Reconnaissance or Touring Plane with 80-hp Gnome Lambda
Span 15.50 m; length 8.20 m; height 3.20 m; wing area 39 sq. m
Empty weight 315 kg; loaded weight 695 kg
Maximum speed: 100 km/h
Henri Farman H.F.33
The early fighters of the First World War were developed from reconnaissance types. Examples included the Morane-Saulnier L and Nieuport 10 series. In 1915 Henri Farman attempted to convert his H.F.20 into a two-seat fighter. The engine was an 80-hp Gnome 7A similar to that used on the H.F.20. The wing span was significantly increased from that of the H.F.20, being 6.20 m greater. The H.F.33 was tested in 1915 but apparently was unsuccessful, as no aircraft were selected for production.
Henri Farman H.F.33 Two-Seat Fighter with 80-hp Gnome 7A
Span 19.70 m; length 8.26 m; height 3.05 tn
Maximum speed: 110 km/h
H.F.20 in Russian service. Approximately 200 H.F.20s were built under license by the Shchetinin and Anatra plants from 1912 until 1922.
The Farman XX was virtually the type XVI with minor refinements. It initially performed reconnaissance duties and later was employed as a trainer. About 200 were built in Russia, many by Dux.
The Farman XX was virtually the type XVI with minor refinements. It initially performed reconnaissance duties and later was employed as a trainer. About 200 were built in Russia, many by Dux.
H.F.20 assigned to the C.R.P. in September/October 1914 preparing to leave on a reconnaissance mission.
H.F.20 of the Swiss Fliegertruppe. Switzerland had two H.F.20s which were used from 1914 until 1920. Renaud.
H.F.20 in Belgian service. The Jero firm produced 24 H.F.20s beginning in 1912. R. Verhegghen via Colin Owers.
Henri Farman Pre-War Planes
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15. H.F.16 (1912) - 100-hp Gnome Delta; military plane with sesquiplane layout.
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15. H.F.16 (1912) - 100-hp Gnome Delta; military plane with sesquiplane layout.
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Henri Farman H.F.24
The H.F.24 was similar to the H.F.20, but the central nacelle was mounted on the top wing instead of the lower. The nacelle held the pilot, engine, and fuel and oil tanks and was also shorter and smaller than those used on previous versions of the H.F.20. It is unclear what advantage this layout would have had over the previous configurations, although the rearward view of the observer and pilot would certainly have been improved. The engine was an 80-hp Gnome Lambda. The plane was built in 1913.
The Farman H.F.24 represented a significant departure from Henri Farman's preceding designs. It was a small sesquiplane intended as a trainer or aerobatic machine (to perform loops). The lower wing span was only 3.75 m. The undercarriage was unique for a Farman design, featuring two independent wheels in order to ensure stability on the ground. As far as can be determined no H.F.24s were purchased by the Aviation Militaire and none is known to have been purchased by foreign air services.
H.F.24 Aerobatic Sesquiplane with 80-hp Gnome Lambda
Span 11.50 m; length 8.75 m; height 3.750 m; wing area 23 sq. m
Empty weight 250 kg; loaded weight 501 kg
Maximum speed: 11 5 km/h; climb to 2,000 m in 16 minutes
Probably only one built
The H.F.24 was similar to the H.F.20, but the central nacelle was mounted on the top wing instead of the lower. The nacelle held the pilot, engine, and fuel and oil tanks and was also shorter and smaller than those used on previous versions of the H.F.20. It is unclear what advantage this layout would have had over the previous configurations, although the rearward view of the observer and pilot would certainly have been improved. The engine was an 80-hp Gnome Lambda. The plane was built in 1913.
The Farman H.F.24 represented a significant departure from Henri Farman's preceding designs. It was a small sesquiplane intended as a trainer or aerobatic machine (to perform loops). The lower wing span was only 3.75 m. The undercarriage was unique for a Farman design, featuring two independent wheels in order to ensure stability on the ground. As far as can be determined no H.F.24s were purchased by the Aviation Militaire and none is known to have been purchased by foreign air services.
H.F.24 Aerobatic Sesquiplane with 80-hp Gnome Lambda
Span 11.50 m; length 8.75 m; height 3.750 m; wing area 23 sq. m
Empty weight 250 kg; loaded weight 501 kg
Maximum speed: 11 5 km/h; climb to 2,000 m in 16 minutes
Probably only one built
Henri Farman H.F.22
The H.F.22 was another variant of the H.F.20. Its wing span was larger than that of the H.F.20 but smaller than on the H.F.21. An 80-hp Gnome was usually fitted and the performance was slightly inferior to the H.F.20.
HF 28 used H.F.22s. The Type was noted to have an endurance of four hours and could climb to 2,000 m in 30 to 40 minutes. The H.F.22 could carry one machine gun or two obus. A single armored H.F.22 was also used by the escadrille. The pilots considered the H.F.22 to be a significant improvement over the H.F.20s they had flown previously.
Foreign Service
Argentina
The Argentine naval air service purchased three H.F.22s beginning in 1916; They were allocated to the Naval Balloon and Aircraft Depot and School and were withdrawn from service in 1918.
Belgium
The Belgian air service acquired a single H.F.22 built by the Belgian firm of Jero.
Denmark
Denmark acquired four H.F.22s in 1915. They were given serials HF 1 through HF 4. These machines had been built in Sweden (see entry below).
Greece
Two H.F.22s were obtained by Greek naval air service near the end of 1914. They were based at Paleo Faliro Bay and used as trainers.
Netherlands
The Dutch government purchased H.F.22s that served from 1913 until 1919. They were assigned serials LA 6, 7 (in 1918 given serial HF-10), 8, 9 (HF-11), 10 (HF-12), 11 (HF-13), 15 (HF-14), 16 (HF-15), 17, 18 (HF-16), 19, 20 (HF-17), 21 (HF-18), 26 (HF-19), 27 (HF-20), 30, and 32 (HF-25).
Russia
Russia acquired a small number of H.F.22s in 1915. They were assigned to training units and flown by students who had mastered the H.F.20. At least two were in service with the 1st Military School of Pilots in 1920 and one served as late as June 1923.
Sweden
Sodertelge Verkstaders Aviatikavdelning (SW) produced 14 H.F.22s and H.F.23s (see below) under license in 1914 and 1915. They were designated SW 10s and three were supplied to the Flygkompaniet (Army Aviation Service). The individual aircraft histories are as follows:
1. SW 10, serial no.8 - delivered in 1914; SOC 1916.
2. SW 10, serial no.12 - delivered in 1914; destroyed in a crash in February 1916.
3. SW 10, serial no.14 - delivered 1914; crashed on 13 May 1916 and subsequently SOC.
United Kingdom
The Royal Flying Corps acquired one H.F.22 in March 1913 when the RFC purchased a number of planes owned by the Graham-White firm. It was assigned serial number 434. The aircraft was sent to the CFS and was later lost in a crash.
Eight H.F.22s accompanied RNAS No. 1 Squadron (formerly the Eastchurch Squadron, later No.1 Wing) when it was sent to the Aegean in early 1915 to support the Gallipoli operation. However, they could not carry an adequate payload, were too slow, and suffered from the severe weather; consequently they were confined to single-seat reconnaissance. When six more H.F.22s arrived in May 1915 they were immediately returned as unsatisfactory. In July 1915 the improved H.F.27s replaced the H.F.22s still in service.
H.F.22 Two-Seat Reconnaissance or Touring Plane with 80-hp Gnome Lambda
Span 15.58 m; length 8.20 m; height 3.20 m; wing area 46 sq. m
Empty weight 385 kg; loaded weight 710 kg
Maximum speed: 105 km/h; climb to 2,000 m in 32 minutes
H. Farman H.F.22 Floatplane
The floatplane version of the H.F.22 was widely used during the first year of the war. The H.F.22s were equipped with twin floats in place of the standard undercarriage and a third float beneath the rudder. Examples were obtained by the Aviation Maritime.
Foreign Service
Denmark
Denmark received four H.F.22s in 1915.
Greece
The Greek naval air service acquired four H.F.22s in 1914 and used them to form its first naval flight. This unit was transferred to the island of Thasos, where it was redesignated the Thasos Flight. It served alongside No.2 Squadron RNAS and was under British naval command. The H.F.22s raided a number of Turkish targets. In early 1917 the unit returned to Thasos and was redesignated 2nd Flight. By mid-1917 the last H.F.22 had been withdrawn from service.
Italy
H.F.22s were built under license by the Savoia firm and in Italian service were designated H.F.22-H. Examples were assigned to the Regia Marina and were based at Taranto. Others were supplied to the seaplane training base at Trasimento.
Netherlands
The Netherlands naval air service purchased seven H.F.22 floatplanes. The earliest entered service in July 1914 and the last was withdrawn in 1921. The H.F.22s were assigned serials MA-1, M-1, M-2, A-3, A-4, A-5, and A-6.
Russia
Russia acquired a number of H.F.22 seaplanes; these were designated H.F.22bis. They were used by naval units in the Black Sea. During the winter months some of them had their floats replaced by skis.
Switzerland
Switzerland received four H.F.22s in 1915.
United Kingdom
The Royal Naval Air Service purchased H.F.22H seaplanes built by the Aircraft Manufacturing Company at Hendon. They were: Nos.96-100: 80-hp Gnome (based at the naval air stations at Southampton and Yarmouth); No. 102: 70-hp Gnome; No. 110: 100-hp Gnome (Grain); Nos.139-144: 140-hp Gnome (Grain, Felixstowe, and Yarmouth); No. 156: 80-hp Gnome (Yarmouth); Nos.886-887: 80-hp Gnome (Eastbourne and Calshot); No.915: 80-hp Gnome (Calshot).
H.F.22 (Sometimes Referred to as H.F.22bis) Two-Seat Reconnaissance Floatplane with 80-hp or 100-hp Gnome Lambda
Same dimensions as H.F.22
Maximum speed: 90 km/h; climb to 2,000 m in 40 minutes
Savoia-built H.F.22-H Two-Seat Reconnaissance Floatplane with 80-hp Gnome Lambda
Span 15.50 m; length 8.80 m; height 3.80 m; wing area 44.50 sq. m
Empty weight 525 kg; loaded weight 770 kg
Maximum speed: 90 km/h; climb to 1,000 m in 25 minutes; endurance 3 hours 30 minutes
The H.F.22 was another variant of the H.F.20. Its wing span was larger than that of the H.F.20 but smaller than on the H.F.21. An 80-hp Gnome was usually fitted and the performance was slightly inferior to the H.F.20.
HF 28 used H.F.22s. The Type was noted to have an endurance of four hours and could climb to 2,000 m in 30 to 40 minutes. The H.F.22 could carry one machine gun or two obus. A single armored H.F.22 was also used by the escadrille. The pilots considered the H.F.22 to be a significant improvement over the H.F.20s they had flown previously.
Foreign Service
Argentina
The Argentine naval air service purchased three H.F.22s beginning in 1916; They were allocated to the Naval Balloon and Aircraft Depot and School and were withdrawn from service in 1918.
Belgium
The Belgian air service acquired a single H.F.22 built by the Belgian firm of Jero.
Denmark
Denmark acquired four H.F.22s in 1915. They were given serials HF 1 through HF 4. These machines had been built in Sweden (see entry below).
Greece
Two H.F.22s were obtained by Greek naval air service near the end of 1914. They were based at Paleo Faliro Bay and used as trainers.
Netherlands
The Dutch government purchased H.F.22s that served from 1913 until 1919. They were assigned serials LA 6, 7 (in 1918 given serial HF-10), 8, 9 (HF-11), 10 (HF-12), 11 (HF-13), 15 (HF-14), 16 (HF-15), 17, 18 (HF-16), 19, 20 (HF-17), 21 (HF-18), 26 (HF-19), 27 (HF-20), 30, and 32 (HF-25).
Russia
Russia acquired a small number of H.F.22s in 1915. They were assigned to training units and flown by students who had mastered the H.F.20. At least two were in service with the 1st Military School of Pilots in 1920 and one served as late as June 1923.
Sweden
Sodertelge Verkstaders Aviatikavdelning (SW) produced 14 H.F.22s and H.F.23s (see below) under license in 1914 and 1915. They were designated SW 10s and three were supplied to the Flygkompaniet (Army Aviation Service). The individual aircraft histories are as follows:
1. SW 10, serial no.8 - delivered in 1914; SOC 1916.
2. SW 10, serial no.12 - delivered in 1914; destroyed in a crash in February 1916.
3. SW 10, serial no.14 - delivered 1914; crashed on 13 May 1916 and subsequently SOC.
United Kingdom
The Royal Flying Corps acquired one H.F.22 in March 1913 when the RFC purchased a number of planes owned by the Graham-White firm. It was assigned serial number 434. The aircraft was sent to the CFS and was later lost in a crash.
Eight H.F.22s accompanied RNAS No. 1 Squadron (formerly the Eastchurch Squadron, later No.1 Wing) when it was sent to the Aegean in early 1915 to support the Gallipoli operation. However, they could not carry an adequate payload, were too slow, and suffered from the severe weather; consequently they were confined to single-seat reconnaissance. When six more H.F.22s arrived in May 1915 they were immediately returned as unsatisfactory. In July 1915 the improved H.F.27s replaced the H.F.22s still in service.
H.F.22 Two-Seat Reconnaissance or Touring Plane with 80-hp Gnome Lambda
Span 15.58 m; length 8.20 m; height 3.20 m; wing area 46 sq. m
Empty weight 385 kg; loaded weight 710 kg
Maximum speed: 105 km/h; climb to 2,000 m in 32 minutes
H. Farman H.F.22 Floatplane
The floatplane version of the H.F.22 was widely used during the first year of the war. The H.F.22s were equipped with twin floats in place of the standard undercarriage and a third float beneath the rudder. Examples were obtained by the Aviation Maritime.
Foreign Service
Denmark
Denmark received four H.F.22s in 1915.
Greece
The Greek naval air service acquired four H.F.22s in 1914 and used them to form its first naval flight. This unit was transferred to the island of Thasos, where it was redesignated the Thasos Flight. It served alongside No.2 Squadron RNAS and was under British naval command. The H.F.22s raided a number of Turkish targets. In early 1917 the unit returned to Thasos and was redesignated 2nd Flight. By mid-1917 the last H.F.22 had been withdrawn from service.
Italy
H.F.22s were built under license by the Savoia firm and in Italian service were designated H.F.22-H. Examples were assigned to the Regia Marina and were based at Taranto. Others were supplied to the seaplane training base at Trasimento.
Netherlands
The Netherlands naval air service purchased seven H.F.22 floatplanes. The earliest entered service in July 1914 and the last was withdrawn in 1921. The H.F.22s were assigned serials MA-1, M-1, M-2, A-3, A-4, A-5, and A-6.
Russia
Russia acquired a number of H.F.22 seaplanes; these were designated H.F.22bis. They were used by naval units in the Black Sea. During the winter months some of them had their floats replaced by skis.
Switzerland
Switzerland received four H.F.22s in 1915.
United Kingdom
The Royal Naval Air Service purchased H.F.22H seaplanes built by the Aircraft Manufacturing Company at Hendon. They were: Nos.96-100: 80-hp Gnome (based at the naval air stations at Southampton and Yarmouth); No. 102: 70-hp Gnome; No. 110: 100-hp Gnome (Grain); Nos.139-144: 140-hp Gnome (Grain, Felixstowe, and Yarmouth); No. 156: 80-hp Gnome (Yarmouth); Nos.886-887: 80-hp Gnome (Eastbourne and Calshot); No.915: 80-hp Gnome (Calshot).
H.F.22 (Sometimes Referred to as H.F.22bis) Two-Seat Reconnaissance Floatplane with 80-hp or 100-hp Gnome Lambda
Same dimensions as H.F.22
Maximum speed: 90 km/h; climb to 2,000 m in 40 minutes
Savoia-built H.F.22-H Two-Seat Reconnaissance Floatplane with 80-hp Gnome Lambda
Span 15.50 m; length 8.80 m; height 3.80 m; wing area 44.50 sq. m
Empty weight 525 kg; loaded weight 770 kg
Maximum speed: 90 km/h; climb to 1,000 m in 25 minutes; endurance 3 hours 30 minutes
H.F.22 armed with a machine gun. The H.F.22 could carry one machine gun or two obus. The pilots of HF 28 considered the H.F.22 to be a significant improvement over the H.F.20s they had flown previously.
Henri Farman H.F.26
The H.F.25 was designed in 1913 as a two-seat touring plane not intended for military use. The next Henri Farman type was the H.F.26, designed as a two-seat reconnaissance machine. The H.F.26 was built in January 1914 and equipped with a 155-hp Canton Unne R9 engine. It is not known if any H.F.26s were used by the Aviation Militaire or other air services.
H.F.26 Two-Seat Reconnaissance Plane with 155-hp Canton Unne R9
Span 16.08 m; length 8.88 m; height 3.52 m; wing area 39 sq. m
Henri Farman H.F.27
The H.F.27 represented the final development of the basic H.F.20 design. In many ways it represented an attempt to correct some of the flaws discovered in the series during the first few months of the war. The H.F.20s had been found incapable of carrying a satisfactory bomb load and their performance had been mediocre. The wood and canvas structure of the H.F.20s had made them vulnerable to weather and general conditions front-line units faced. In fact, H.F.22s sent to units operating in the Mediterranean area were found to be unable to function in such a hostile climate. The H.F.27 featured an all-metal structure that could resist the damage inflicted by hot climes. To handle the increased weight, a more powerful 140-hp Gnome or Canton-Unne R9 was fitted and the wings were enlarged. Finally, the undercarriage was converted to the quadracycle layout used so successfully by the Voisin bombers. This undercarriage not only gave better support for the aircraft's increased weight, but also reduced the risk of crash landings on soft ground. Armament consisted of a single machine gun and a variable bomb load.
The plane first flew in February 1915 and they were offered to the Aviation Militaire in a letter from the Farman firm dated 5 May 1916. This letter, written by Henri Farman, was addressed io General Hirschauer. Farman pointed out that the H.F.27 was being operated in Russia. In testing it had attained a maximum speed ol 145 km/h; carried a payload of 400 kg; and could reach 2.000 in in 12 minutes. In another lest an H.F.27 carried seven persons (a total of 600 kg) to an altitude of 2,730 meters. Static testing performed in the presence of French officers, including Chalais Mendon and Capitaine Provost, established that the aircraft had a load coefficient of live. Flight tests revealed the aircraft was easy to land, had good maneuverability, and the crew's field of vision was good. However, the H.F.27s were probably not assigned to French escadrilles. The units assigned to the A.F.O. in 1915 were, instead, equipped primarily with Voisin 5s and M.F.11s.
At least one example ol the H.F.27 was tested with a 240-hp Renault engine.
Foreign Service
Greece
Four H.F.27s were used by the Hellenic "Z" Squadron based in the Aegean Sea area. The first Greek pilots to be lost in combat during the First World War (I. Chalkias, B. Lazaris, and D. Argyropoulos) were killed while flying H.F.27s.
Russia
The Imperial Russian Air Service acquired a large number of H.F.27s, many built by the Dux plant. A total of 50 were built in Russia. The Dux H.F.27s were described as having poor maneuverability and the airframe was unable to withstand severe stress. By March 1917 there were 11 H.F.27s still in service distributed as follows: northern front (1), western from (5), southwestern front (3), and Romanian front (2). Three months later the number had increased to 14 with nine on the western front and five on Caucuses front. By the end of the war most H.F.27s were relegated Io training duties, At least one pilot, A.K. Tumansky, used his H.F.27 to destroy a German fighter.
United Kingdom
The RFC and RNAS used a number of H.F.27s in the Aegean area. The RFC was the first to obtain H.F.27s and they were assigned to Nos.3 and 5 Squadrons. Six more were obtained from the Admiralty and these were given serials 1801 through 1806. Five went to No.5 Squadron and one to No.3 Squadron. Fight more were ordered in November 1911 and appear to have been sent to No.26 Squadron in mid-1915. Only three could be assembled from the parts that arrived and these were used for reconnaissance from Mbagui and, later, Morogoro. The RFC was satisfied with the aircraft's performance and another 20 were obtained from the RNAS in July 1915. These served with the Air detachment of the Union Expeditionary Force, No.26 (South African) Squadron, Aden Flight of No.31 Squadron. No.31 Squadron in India, and one was used by No.36 Squadron in Mesopotamia. The H.F.27s were used for reconnaissance and bombing and their durability can be assessed from the fact that the type remained in service until 1918.
The RNAS acquired its first H.F.27s in July 1915. The type was also based in the Aegean and used as a bomber. The H.F.27s were assigned to Nos. 1, 2, and 3 Squadrons (later Nos.1, 2, and 3 Wings RNAS). One dropped a 500-lb bomb on Turkish barracks in December 1915. Bombing raids were also staged by the RNAS units in Belgium. At least two submarines were attacked and airship LZ-38 was destroyed in its shed by RNAS H.F.27s.
The RNAS aircraft were: Nos.3617-3636: 140-hp Canton-Unne (1 Wing); Nos.3900-3939: 150-hp Canton-Unne (2 Wing at Imbros and RFC Force D); Nos.8238-8249: 140-hp Canton-Unne (Nos. 1 and 3 Wings); No.9099: 160-hp Canton-Unne (Calshot); Nos.9134-9153: 160-hp Canton-Unne (2 Wing); Nos.9251-9275: 150-hp Canton Unne; only 9251 delivered (two engines?); N3000-N3049; 150-hp Canton-Unne (2 Wing. RFC).
H.F.27 Three-Seat Reconnaissance Plane with 155-hp Canton-Unne R9
Empty weight 770 kg; loaded weight 1,170 kg
Maximum speed: 147 km/h at sea level; 145 km/h at 2,000 in: 142 km/h at 3,000 m; climb to 2,000 m in 12 minutes; climb to 4,000 m in 30 minutes (with a crew of three); ceiling 4.800 m; endurance 2 hours 40 minutes
Armament: one 0.303 Lewis gun and up to 250 kg of bombs
H.F.27 Three-Seat Reconnaissance Plane with 240-hp Renault
Span 16.147 m; length 9.21 m. height 3.45 m; wing area 62 sq. m
Maximum speed: 160 km/h; endurance 7 hours (with 500 kg payload). 8 hours (440 kg), 11 hours (320 kg), 15 hours (200 kg)
The H.F.25 was designed in 1913 as a two-seat touring plane not intended for military use. The next Henri Farman type was the H.F.26, designed as a two-seat reconnaissance machine. The H.F.26 was built in January 1914 and equipped with a 155-hp Canton Unne R9 engine. It is not known if any H.F.26s were used by the Aviation Militaire or other air services.
H.F.26 Two-Seat Reconnaissance Plane with 155-hp Canton Unne R9
Span 16.08 m; length 8.88 m; height 3.52 m; wing area 39 sq. m
Henri Farman H.F.27
The H.F.27 represented the final development of the basic H.F.20 design. In many ways it represented an attempt to correct some of the flaws discovered in the series during the first few months of the war. The H.F.20s had been found incapable of carrying a satisfactory bomb load and their performance had been mediocre. The wood and canvas structure of the H.F.20s had made them vulnerable to weather and general conditions front-line units faced. In fact, H.F.22s sent to units operating in the Mediterranean area were found to be unable to function in such a hostile climate. The H.F.27 featured an all-metal structure that could resist the damage inflicted by hot climes. To handle the increased weight, a more powerful 140-hp Gnome or Canton-Unne R9 was fitted and the wings were enlarged. Finally, the undercarriage was converted to the quadracycle layout used so successfully by the Voisin bombers. This undercarriage not only gave better support for the aircraft's increased weight, but also reduced the risk of crash landings on soft ground. Armament consisted of a single machine gun and a variable bomb load.
The plane first flew in February 1915 and they were offered to the Aviation Militaire in a letter from the Farman firm dated 5 May 1916. This letter, written by Henri Farman, was addressed io General Hirschauer. Farman pointed out that the H.F.27 was being operated in Russia. In testing it had attained a maximum speed ol 145 km/h; carried a payload of 400 kg; and could reach 2.000 in in 12 minutes. In another lest an H.F.27 carried seven persons (a total of 600 kg) to an altitude of 2,730 meters. Static testing performed in the presence of French officers, including Chalais Mendon and Capitaine Provost, established that the aircraft had a load coefficient of live. Flight tests revealed the aircraft was easy to land, had good maneuverability, and the crew's field of vision was good. However, the H.F.27s were probably not assigned to French escadrilles. The units assigned to the A.F.O. in 1915 were, instead, equipped primarily with Voisin 5s and M.F.11s.
At least one example ol the H.F.27 was tested with a 240-hp Renault engine.
Foreign Service
Greece
Four H.F.27s were used by the Hellenic "Z" Squadron based in the Aegean Sea area. The first Greek pilots to be lost in combat during the First World War (I. Chalkias, B. Lazaris, and D. Argyropoulos) were killed while flying H.F.27s.
Russia
The Imperial Russian Air Service acquired a large number of H.F.27s, many built by the Dux plant. A total of 50 were built in Russia. The Dux H.F.27s were described as having poor maneuverability and the airframe was unable to withstand severe stress. By March 1917 there were 11 H.F.27s still in service distributed as follows: northern front (1), western from (5), southwestern front (3), and Romanian front (2). Three months later the number had increased to 14 with nine on the western front and five on Caucuses front. By the end of the war most H.F.27s were relegated Io training duties, At least one pilot, A.K. Tumansky, used his H.F.27 to destroy a German fighter.
United Kingdom
The RFC and RNAS used a number of H.F.27s in the Aegean area. The RFC was the first to obtain H.F.27s and they were assigned to Nos.3 and 5 Squadrons. Six more were obtained from the Admiralty and these were given serials 1801 through 1806. Five went to No.5 Squadron and one to No.3 Squadron. Fight more were ordered in November 1911 and appear to have been sent to No.26 Squadron in mid-1915. Only three could be assembled from the parts that arrived and these were used for reconnaissance from Mbagui and, later, Morogoro. The RFC was satisfied with the aircraft's performance and another 20 were obtained from the RNAS in July 1915. These served with the Air detachment of the Union Expeditionary Force, No.26 (South African) Squadron, Aden Flight of No.31 Squadron. No.31 Squadron in India, and one was used by No.36 Squadron in Mesopotamia. The H.F.27s were used for reconnaissance and bombing and their durability can be assessed from the fact that the type remained in service until 1918.
The RNAS acquired its first H.F.27s in July 1915. The type was also based in the Aegean and used as a bomber. The H.F.27s were assigned to Nos. 1, 2, and 3 Squadrons (later Nos.1, 2, and 3 Wings RNAS). One dropped a 500-lb bomb on Turkish barracks in December 1915. Bombing raids were also staged by the RNAS units in Belgium. At least two submarines were attacked and airship LZ-38 was destroyed in its shed by RNAS H.F.27s.
The RNAS aircraft were: Nos.3617-3636: 140-hp Canton-Unne (1 Wing); Nos.3900-3939: 150-hp Canton-Unne (2 Wing at Imbros and RFC Force D); Nos.8238-8249: 140-hp Canton-Unne (Nos. 1 and 3 Wings); No.9099: 160-hp Canton-Unne (Calshot); Nos.9134-9153: 160-hp Canton-Unne (2 Wing); Nos.9251-9275: 150-hp Canton Unne; only 9251 delivered (two engines?); N3000-N3049; 150-hp Canton-Unne (2 Wing. RFC).
H.F.27 Three-Seat Reconnaissance Plane with 155-hp Canton-Unne R9
Empty weight 770 kg; loaded weight 1,170 kg
Maximum speed: 147 km/h at sea level; 145 km/h at 2,000 in: 142 km/h at 3,000 m; climb to 2,000 m in 12 minutes; climb to 4,000 m in 30 minutes (with a crew of three); ceiling 4.800 m; endurance 2 hours 40 minutes
Armament: one 0.303 Lewis gun and up to 250 kg of bombs
H.F.27 Three-Seat Reconnaissance Plane with 240-hp Renault
Span 16.147 m; length 9.21 m. height 3.45 m; wing area 62 sq. m
Maximum speed: 160 km/h; endurance 7 hours (with 500 kg payload). 8 hours (440 kg), 11 hours (320 kg), 15 hours (200 kg)
The H.F.27 first flew in February 1915 and was offered to the Aviation Militaire in a letter from the Farman firm dated 5 May 1916.
Although of poor quality, this rare photograph shows an H.F.27 of the 21st Escadrille of the Imperial Russian Air Service (IRAS) taking off near Baranovitch.
Henri Farman H.F.30
The H.F.30 was a derivative of the H.F.27 and first appeared in December 1915. As with the preceding H.F.27, the H.F.30 was usually powered by a 150-, 155-, or 160-hp Canton-Unne (Salmson) CU X-9 engine. Unlike the H.F.27, the H.F.30 dispensed with the quadracycle gear layout and instead was fitted with a pair of mainwheels underneath the lower wings. The nacelle of the H.F.30 was enlarged and suspended between the two wings, nearer to the top wing. There were two types of fuselage gondolas; one had a blunt nose and seated the observer in front, but the most widely used variant had a more streamlined nacelle and had the pilot in the front seat.
The fuselage nacelle was constructed of four ash wood longerons and covered with plywood and aluminum. The two main wing spars were of steel tube while the wing ribs were of plywood and pine. The wing struts, tail assembly, and undercarriage were made of steel tubing. The radiators were placed on either side of the fuselage. In some H.F.30s a machine gun was mounted on a tubular beam set above the pilot's head; the gun was controlled by the observer. In the variants in which the observer was seated in the nose the machine gun was set on a rotating bracket attached to the observer's seat.
The H.F.30bis was a major variant of the H.F.30. This machine had a 160-hp Salmson engine but instead of having exhausts pipes passing from each of the cylinders there were only two outlet pipes that directed the exhaust fumes upward.
It does not appear that the H.F.30 was adopted for use with the Aviation Militaire, but it did see widespread use with the Imperial Russian Air Service. The type was well-liked by the Russians primarily because of the aforementioned reliability ol the Salmson engines; indeed, it appears that approximately 400 were built by Dux during the war. The H.F.30 was one of the most important reconnaissance planes in Russian and Soviet service and remained in front-line units from 1916 to 1921. It subsequently served in training units from 1921 to 1925. There were 70 H.F.30s on strength in 1917 as compared to a total of 40 H.F.27s, M.F.7s. and M.F.11s. On 1 March 1917. 54 H.F.30s were in service with squadrons located on the following fronts; northern front (14), western from (9), southwestern front (23), and Romanian front (8). On 1 June 1917 there were 94 H.F.30s on the following fronts: northern front (25), western front (19), southwestern and Romanian front (35), Caucuses front (15).
In 1921 the remaining H.F.30s (approximately 147) were reported to be on the Caucuses, Turkestan, and Ukrainian fronts. By 1922 only about half this number were still in service and were assigned to the 2nd, 7th, 11th, 16th, and 18th Aviaotryady, the Teoreticheskaya Shkola (Leningrad), and No.1 Flying School at Kacha.
There were only 17 H.F.30s on strength in 1924 and these were assigned to the Flying Otryad of the Military School ol the KVF (Red Air Fleet), the 1st Military School of Pilots, and the 16th Otdel'nyi razvedivatel'nyi aviaotryad at Irkutsk. A few remained on the civil register as late as 1929.
Examples ol the H.F.30 were captured by Czechoslovakia, Poland, Estonia, and the Ukraine. A single H.F.30 was captured by the Estonians in January 1919. It was the first aircraft to be obtained by the Estonian aviation company and was, consequently, given the serial number 1. It was used to bomb Russian positions near Narva and also dropped propaganda leaflets. It was subsequently turned over to the While Russians. The Ukrainian air service had six H.F.30s on strength in 1918. Known serials are 1253, 1421, 1624, 1674, and 1686. The ZUNR (West Ukrainian Peoples Republic) had a single Farman, probably an H.F.30, on strength in 1918. The Siberian Air Fleet of the Far East Republic had two F.30s (serials 8 and 9) on strength in 1920.
H.F.30 Two-Seat Reconnaissance Plane with 160-hp Canton-Unne CU X-9
Span 15.80 m; length 10.66 m; height 3.20 m; wing area 49 sq. in
Empty weight 700 kg; loaded weight 1,050 kg
Maximum speed: 155 km/h; climb to 2,000 m in 9 minutes
Armament: one machine gun
H.F.30 Two-Seat Reconnaissance Plane with 160-hp Canton-Unne (Salmson) CU X-9 Built by the Dux Factory in Russia
Span 15.81 m; height 3.20 m. wing area 49 sq. in
Empty weight 830 kg; loaded weight 1.180 kg
Maximum speed: 136 km/h; climb to 1,000 m took 5 minutes; ceiling 4,500 in; endurance 4 hours; range 450 km
Armament: one machine gun
Approximately 400 built by Dux
The H.F.30 was a derivative of the H.F.27 and first appeared in December 1915. As with the preceding H.F.27, the H.F.30 was usually powered by a 150-, 155-, or 160-hp Canton-Unne (Salmson) CU X-9 engine. Unlike the H.F.27, the H.F.30 dispensed with the quadracycle gear layout and instead was fitted with a pair of mainwheels underneath the lower wings. The nacelle of the H.F.30 was enlarged and suspended between the two wings, nearer to the top wing. There were two types of fuselage gondolas; one had a blunt nose and seated the observer in front, but the most widely used variant had a more streamlined nacelle and had the pilot in the front seat.
The fuselage nacelle was constructed of four ash wood longerons and covered with plywood and aluminum. The two main wing spars were of steel tube while the wing ribs were of plywood and pine. The wing struts, tail assembly, and undercarriage were made of steel tubing. The radiators were placed on either side of the fuselage. In some H.F.30s a machine gun was mounted on a tubular beam set above the pilot's head; the gun was controlled by the observer. In the variants in which the observer was seated in the nose the machine gun was set on a rotating bracket attached to the observer's seat.
The H.F.30bis was a major variant of the H.F.30. This machine had a 160-hp Salmson engine but instead of having exhausts pipes passing from each of the cylinders there were only two outlet pipes that directed the exhaust fumes upward.
It does not appear that the H.F.30 was adopted for use with the Aviation Militaire, but it did see widespread use with the Imperial Russian Air Service. The type was well-liked by the Russians primarily because of the aforementioned reliability ol the Salmson engines; indeed, it appears that approximately 400 were built by Dux during the war. The H.F.30 was one of the most important reconnaissance planes in Russian and Soviet service and remained in front-line units from 1916 to 1921. It subsequently served in training units from 1921 to 1925. There were 70 H.F.30s on strength in 1917 as compared to a total of 40 H.F.27s, M.F.7s. and M.F.11s. On 1 March 1917. 54 H.F.30s were in service with squadrons located on the following fronts; northern front (14), western from (9), southwestern front (23), and Romanian front (8). On 1 June 1917 there were 94 H.F.30s on the following fronts: northern front (25), western front (19), southwestern and Romanian front (35), Caucuses front (15).
In 1921 the remaining H.F.30s (approximately 147) were reported to be on the Caucuses, Turkestan, and Ukrainian fronts. By 1922 only about half this number were still in service and were assigned to the 2nd, 7th, 11th, 16th, and 18th Aviaotryady, the Teoreticheskaya Shkola (Leningrad), and No.1 Flying School at Kacha.
There were only 17 H.F.30s on strength in 1924 and these were assigned to the Flying Otryad of the Military School ol the KVF (Red Air Fleet), the 1st Military School of Pilots, and the 16th Otdel'nyi razvedivatel'nyi aviaotryad at Irkutsk. A few remained on the civil register as late as 1929.
Examples ol the H.F.30 were captured by Czechoslovakia, Poland, Estonia, and the Ukraine. A single H.F.30 was captured by the Estonians in January 1919. It was the first aircraft to be obtained by the Estonian aviation company and was, consequently, given the serial number 1. It was used to bomb Russian positions near Narva and also dropped propaganda leaflets. It was subsequently turned over to the While Russians. The Ukrainian air service had six H.F.30s on strength in 1918. Known serials are 1253, 1421, 1624, 1674, and 1686. The ZUNR (West Ukrainian Peoples Republic) had a single Farman, probably an H.F.30, on strength in 1918. The Siberian Air Fleet of the Far East Republic had two F.30s (serials 8 and 9) on strength in 1920.
H.F.30 Two-Seat Reconnaissance Plane with 160-hp Canton-Unne CU X-9
Span 15.80 m; length 10.66 m; height 3.20 m; wing area 49 sq. in
Empty weight 700 kg; loaded weight 1,050 kg
Maximum speed: 155 km/h; climb to 2,000 m in 9 minutes
Armament: one machine gun
H.F.30 Two-Seat Reconnaissance Plane with 160-hp Canton-Unne (Salmson) CU X-9 Built by the Dux Factory in Russia
Span 15.81 m; height 3.20 m. wing area 49 sq. in
Empty weight 830 kg; loaded weight 1.180 kg
Maximum speed: 136 km/h; climb to 1,000 m took 5 minutes; ceiling 4,500 in; endurance 4 hours; range 450 km
Armament: one machine gun
Approximately 400 built by Dux
H.F.30 of the Imperial Russian Air Service at Minsk. The H.F.30 was one of the most important reconnaissance airplanes in Russian and Soviet service and remained in front-line units from 1916 until 1921.
Farman F.40
In 1915 General Hirschauer, the director of military aviation, asked the Farman brothers to design a plane to replace the M.F.11s. The new Farman, designated F.40, was an amalgamation of the design philosophies of both Henri and Maurice Farman. The cockpit was suspended between the wings as in the M.F.7, M.F.11, and H.F.30. Unlike the previous designs, the nacelle was ovoid, giving the F.40 a more streamlined appearance. The sesquiplane wings were also similar to the Maurice Farman designs. However, the tail assembly was that used on Henri Farman's designs - a pair of tail booms converging to a point on which the horizontal stabilizer and rudder were mounted. Because of the combined features of Henri's and Maurice's planes, the F.40s were often referred to as "Horaces." The observer was seated ahead of the pilot in the nacelle and there were prominent radiators on either side of the fuselage. The three-bay wings were of unequal span. The engine most commonly fitted to F.40s was a 135-hp Renault 8C. Armament consisted of a single machine gun, usually a Lewis, mounted on an Eteve stand in the nose, and up to 240 kg of bombs.
F.40s were tested at the front by MF 16 in June 1915. Apparently the pilots complained about the type's poor maneuverability. A decision was made to stop further deliveries until Farman had addressed the problem. However, there was an acute need for a replacement for the M.F.11s then in service, and it was planned to acquire enough F.40s to equip ten escadrilles.
Another memo dated 25 June 1915 praised the improved performance of the F.40s. It was recommended that the undercarriage be reinforced, the rear landing skid be strengthened, and the rigging of the lower ailerons be tightened. A total of 35 F.40s were produced in August 1915, and 40 more were built in September, enough to equip seven escadrilles.
An evaluation of the F.40s in operational service with MF 1 and MF 22 was written on 17 September 1915. Observations included the fact that the new F.40s had excessive wear on the tail fabric which was attributed to deficiency in the cloth used. Also, the Farman manual for rigging lhe tailplane was to be disregarded as it was inaccurate.
Large numbers of F.40s were produced and up to ten a day were built. However, it was soon obvious that alterations would be needed to make the F.40 a suitable warplane. A memo from the Ministre de la Guerre dated 19 May 1916 listed necessary changes:
1. The F.40s were nose heavy. To counteract this the nacelle was to be moved back 6 cm.
2. The landing gear needed reinforcement
3. The attachments of the flying wires needed reinforcement.
4. The control stick was to be moved to the left.
5. Dual controls were to be fitted to some F.40s.
6. The tail was reinforced.
7. Strengthening of the tail skid was needed.
8. The aileron pulleys were to be modified.
9. The wing struts were to be reinforced.
The problems with the tail were identified in a GQG memo dated 18 May 1916, reporting that vibrations during flight had resulted in detachment of the hinges holding it in place. This was caused by faulty soldering and was, presumably, to be corrected in the field.
By September 1916 it was obvious to the Aviation Militaire that the F.40s were obsolete. An STAe memo noted that while they could climb well, the F.40s were too slow in a dive and required fighter escort to survive over the front.
Variants
There were a large number of variants of the basic F.40; many of them differed from the standard type only in the type of engine.
1. F.40 with 130-hp Renault 8C. Army Type 42 and 43, Built in 1915. Specifications given below.
2. F.40 with 130-hp Dion-Bouton 12 B. Army Type 46. Built in 1915.
3. F.40H, a seaplane training version of the standard F.40 with 130-hp Renault 8C engine. Built in 1917.
4. F.40bis. Army Type 56 with!60-hp Renault 8Gc. Built in 1916.
5. F.40ter. Army Type 57 with 150-hp Lorraine 8A. Built in 1916.
6. F.40 QC with 130-hp Renault 8C. Featured an elongated tail similar to that used on the M.F.11 Built in 1917.
7. F.40P, a variant of the standard F.40 modified to carry Le Prieur rockets. Designed to attack balloons, the F.40P had dimensions identical to the standard F.40.
8. Armored F.40. Some variants of the F.40 were equipped with armor to protect crew and fuel tank. The fuel tank was also lined in rubber. Armored F.40s are known to have been supplied to Escadrilles F 54 and F 60.
Operational Service
Army Cooperation
The F.40s began to replace the obsolescent M.F.11s in late 1915 and served throughout 1916. They were finally replaced in 1916.
Bombing
The F.40s saw limited use as day and night bombers. The checkered career of the F.40 bombers can be seen in the records of F 29 assigned to GB 4. A preliminary analysis of the type was issued by the commander of GB 4 on 20 April 1916:
"No F.40 has yet been received by GB 4, although six were to be delivered on the 20th of April. This plane, according to its manufacturer and the Service des Fabrications Aeronautiques (SFA), and its pilots, should be satisfactory as a bomber. Its ability to rapidly climb should enable it to avoid attacks from enemy aircraft. It is able to carry a bombload of 150 kg on short range raids. Its radius of action with 300 liters of fuel and a supplemental oil supply is 300 km."
However, when the pilots received their new planes on 1 May 1916 they were not pleased with their performance or reliability. On 22 June the first major raid by F.40s was undertaken against the barracks and train station at Mulheim. Nine bombers were escorted by three Nieuport 11s and a Sopwith 1 1/2 Strutter. The flight was attacked by eight enemy fighters. During the ensuing battle a German fighter was reported destroyed and a single F.40 was lost. However, it was obvious that without fighter escort the F.40s were almost as defenseless as the M.F.11s they were intended to replace. Furthermore, the engines performed poorly and representatives of the Farman firm were required to go to F 29's airfield and make modifications. No fewer than 14 F.40s were out of commission while being fixed. On 20 September Maurice Happe wrote that "the time of the Farman is passed." He demanded that his unit be relieved of the "burden" of the F.40s and that it be given Sopwith 1 1/2 Strutters. The F.40s were available for a major raid on the Mauser factory on 12 October, 1916. Twelve F.40s from F 29 and F 123 were sent out but only five were able to reach the target. The others either had to turn back due to engine failures or were shot down by enemy fighters or antiaircraft fire. The German fighters, attacking the F.40s from behind and below, were able to destroy the bombers with relative ease. The diary of GB 4 concluded that "it is not possible for F 29, F 123, and BM 120 to fly long-distance raids without heavy losses and so we advise that our units be re-equipped with Sopwiths and that we combine our operations with the English aviation."
The GQG, shocked by the heavy losses during the Mauser factory raid, concluded that the F.40s were not suitable for front-line use. The Sopwith 1 1/2 Strutters arrived in November and F 29 became SOP 29.
MF 25 also had been a dedicated Farman bomber unit and had received F.40s by the fall of 1916. By that time the F.40s were recognized as being too vulnerable for day missions and most attacks were being made at night. By the end of 1916 MF 25 had 16 planes on strength, mostly F.40s. (The unit retained the MF 25 designation because it had now become famous for its audacious bombing raids.) Targets attacked during 1917 were primarily train stations, but industrial targets and the airship hangars at Coblence, Cologne, and Aux-la-Chapelle were also hit. When the Verdun offensive began in August 1917, MF 25 joined with GB 1 to attack targets along the front. MF 25 was based at Senard with GB 1. A series of German attacks on MF 25's and GB 1's airfield forced both units to move to Bellefontaine, but not before planes from both units attacked German airfields at Caix in retaliation. The escadrille saw little action during the remainder of 1917 as bad weather prohibited operations. On 18 February MF 25 received Voisin 8s and 10s to become V 25.
MF 123 was commanded by Lieutenant Mouraud. It was initially based at Alsace, but moved to Malzeville in October 1916. It re-equipped with Sopwith 1 1/2 Strutters two months later.
Foreign Service
Belgium
Belgium acquired F.40s beginning in 1916. Approximately ten F.40s, F.41s, F.40bis, and F 1,40s were purchased. They served with the 8th Escadrille de Reconnaissance and Bombardement de Nuit based at Coudekerke in 1918. The Belgian air service decided to produce copies of these machines. The basic F.40 design was modified by the Belgian military aviation workshop under the direction of Lieutenant Georges Nelis. The changes introduced included a simplified landing gear and the shape of the nacelle was altered. The Jero firm produced six basic types:
GN 1: modified nacelle and Gnome Rhone engine.
GN 2: streamlined ("tadpole") nacelle; Gnome Rhone engine.
GN 3: 220-hp Hispano-Suiza engine with radiators on either side of the central nacelle. It was used as a night fighter and mounted two machine guns in the nose.
GN 4: Vickers machine gun mounted on the central nacelle; 220-hp Hispano-Suiza engine.
GN 5: 220-hp Hispano-Suiza engine and a circular radiator mounted in the nose of the nacelle.
GN 6: frontal radiator; 220-hp Hispano-Suiza engine.
In mid-1916 Farmans of all types were assigned to the 1st, 2nd, and 3rd Escadrilles based at Saint-Idesbald; in June all three units moved to Maires to support the Flanders offensive. By 1918 two new escadrilles were using Farmans: the 7th at Houthem and the 8th at Coudekerke. The 1st, 2nd, and 3rd Escadrilles had re-equipped with other types by 1918. The remaining F.40s were quickly replaced postwar.
Italy
The Italian Savoia linn built Farman F.40s under license. These served in the Farman squadriglias along with the M.F.11s.
Netherlands
The Dutch air service purchased a single F.40 in 1916. Given serial F 801 (later F 901), the F.40 served until 1920.
Norway
Twelve F.40s were purchased by the Norwegian army air service in 1916, The tail assemblies were later replaced by those from surplus M.F.11s because those on the F.40s had proved to be defective and had caused a number of crashes.
Portugal
Portugal purchased five F.40s in October 1916. They were supplied to the Escola Aeronautica Militar and used for pilot and observer training. One was sent to Mozambique in September 1917 as part of the Esquadrilha Expedicionaria. It was lost in an accident that killed the pilot. The remaining F.40s were retired in 1920.
Romania
Romania had approximately 20 F.40s on strength by 1917. They served with these units:
Grupul 1 (2nd Romanian Army): Escadrillas F-2 and F-6.
Grupul 2 (4th Romanian Army): Escadrilla F-4 (reconnaissance).
Grupul 3 (6th Romanian Army in Russia): Escadrilla F-5.
Escadrilla F-7 (an independent reconnaissance unit under the direct command of General Marele Cartier).
By August 1917 these units had been reorganized as follows:
Grupul 1: Escadrillas F-2 and F-6 assigned to the 2nd Romanian Army and Escadrilla F-4 with the 4th Romanian Army; all on the Russian front.
Grupul 2 (1st Romanian Army): Escadrilla F-7.
Grupul 3 (6th Romanian Army on the Russian front): Escadrilla F-5.
While it had been intended to use the F.40s as reconnaissance aircraft, some of the pilots in the Romanian units converted their planes to bombers by adding makeshift bomb racks. F-2, F-4, F-6, and F-7 all used their F.40s to bomb enemy targets. A crew from F-6 destroyed an enemy fighter on 19 May 1917, becoming the first Romanian crew to shoot down an enemy plane in an F.40. The Armistice was signed four months later and the F.40s were soon retired from front-line units.
Russia
The Imperial Russian Air Service purchased 20 F.40s in the summer of 1916. The type was disliked by the Russians, who noted that versions with the 150-hp Renault had extremely poor stability, while the versions with the 130-hp Renault were considered to be unacceptable for service. The Russians preferred the H.F.30 and so the F.40s were not built in Russia and those received from France were probably relegated to training units.
Serbia
The Serbian air service received F.40s during the latter part of 1916 and they re-equipped units flying M.F.11s - F 82, F 84, and F 99 (all based at Vertekop) and F 98 (based at Gorgop). As 1916 drew to a close, Serbian army units were advancing and the air units followed, soon being based at Verbanc. In November and December the Farman units flew army cooperation and reconnaissance missions. In March 1917 F 84 was redesignated F 384 and became an escadrille of the high command. It was based at Vertekop and flew reconnaissance and bombing missions at the direction of the command. F 99 was redesignated F 389 and assigned to the 1st Army. F 98 became F 398 and was also assigned to the 1st Army. F 82 became F 382 and was assigned to the 2nd Army.
By mid-1917 the F.40 units had re-equipped with A.R.1s and Breguet 14s.
United Kingdom
The RNAS purchased approximately 50 F.40bis (army Type 56) from France in 1916. They were flown directly from the Farman factory at Paris to the naval base at Great Yarmouth. Twenty of them were the F.40bis with 150-hp Renault engines; these had serials 9155 through 9174 and were based at Hendon, Eastchurch, Grain, and Dunkirk and were assigned to Nos. 1 and 2 Wing. A second batch of F.40bis (army Type 56) were purchased in 1916; these were based at Eastchurch.
United States
Thirty F.40s were obtained by the A.E.F. and used as trainers. Apparently, none were sent to the U.S. after the war.
Venezuela
A French mission to Venezuela took with it two F.40s. They were used for training.
F.40 Two-Seat Reconnaissance Plane with 130-hp Renault 8C
Span 17.59 m; length 9.25 m; height 3.90 m; wing area 52 sq. m
Empty weight 748kg; loaded weight 1,120 kg
Maximum speed: 135 km/h at 2,000 m; ceiling 4,050 m; climb to 2,000 m in 15 minutes; range 420 km; endurance 2 hours 20 minutes
Armament: a single 0.303 Lewis machine gun and 240 kg of bombs; in the F.40P ten Le Prieur rockets
F.40 Two-Seat Reconnaissance Plane with 130-hp Dion-Bouton 12B
Span 17.59 m, length 9.15 m; height 3.75 m; wing area 52 sq. m
Empty weight 750 kg; loaded weight 1,125 kg
Maximum speed: 135 km/h
F.40 H Two-Seat Seaplane Trainer with 130-hp Renault 8C
Span 17.67 m; length 9.25 m; height 3.95 m; wing area 55 sq. m
Empty weight 770 kg; loaded weight 1,200 kg
Maximum speed: 110 km/h
F.40bis Two-Seat Reconnaissance Plane with 160-hp Renault 8Gc
Span 17.59 m; length 9.15 m; height 3.75 m, wing area 52 sq. m
Loaded weight 1,160 kg
Maximum speed: 140 km/h at 2,000 m; climb to 2,000 m in 12 minutes
F.40ter Two-Seat Reconnaissance Plane with 150- hp Lorraine 8A
Span 17.59 m; length 9.15 m; height 3.75 m; wing area 52 sq. m
Loaded weight 1,160 kg
Maximum speed: 150 km/h
F.40 QC Two-Seat Reconnaissance Plane with 130- hp Renault 8C
Span 17.59 m; length 9.48 m; height 3.75 m; wing area 52 sq. m
Farman F.41 and Variants
The F.41 was produced shortly after the F.40. It used an 80-hp Renault 8B engine and was smaller than the standard F.40. The wing span length were reduced, although the height was unchanged. The aircraft also had a more angular nacelle, similar to that used on the M.F.11. The F.41 was 145 kg lighter than the F.40. The F.41 was built in 1915 and was given army type numbers 40 and 41. Some had 80-hp De Dion-Bouton engines. Aside from these changes, the aircraft retained the unequal span wings, tail configuration, and landing gear of the F.40 series.
Variants
1. The F.41H was a seaplane version of the F.41 which was built in 1917.
2. The F.41bis was a modified F.41 with a more powerful 110-hp Lorraine 6AM engine. It was given the army type number 44 and was produced in 1916. The more powerful engine gave it the ability to carry a heavier payload.
3. The F.41bisH was a floatplane version of the F.41bis built in 1917.
4. The Farman F.51 (army Type 51) was a variant of the F.41 and, like that aircraft, was a two-seat army cooperation aircraft. The main difference between the two was that the F.41 was powered by a 80-hp Renault 8B, while the F.51 used a 120-hp Lorraine 6AM. Dimensions were identical to the F.41.
Operational Service
The F.41 was used in limited numbers by Farman escadrilles (see entry for F.40) but by 1917 it was considered to be too vulnerable to enemy aircraft and was sent to training units.
The Brazilian naval air service obtained two Farman F.41 floatplanes in 1919. Given serial numbers 20 and 21, they served until 1921.
F.41 Two-Seat Reconnaissance Plane with 80-hp Renault 8B
Span 16.32 m: length 9.15 m; height 3.75 m, wing area 49.5 sq. m
Empty weight 605 kg; loaded weight 930 kg
Maximum speed: 128 km/h at 2,000 m; climb to 2,000 m in 18 minutes; range 380 km
The F.41 H Two-Seat Seaplane with 80-hp Renault 8B
Span 16.32 m: length 9.25 m; height 3.90 m, wing area 49.5 sq. m
Empty weight 605 kg; loaded weight 910 kg
Maximum speed: 110 km/h; range 340 km
F.41bis Two-Seat Reconnaissance Plane with 110-hp Lorraine 6AM
Span 16.32 m: length 9.15 m; height 3.75 m, wing area 49.5 sq. m
Empty weight 610 kg; loaded weight 950 kg
Maximum speed: 128 km/h
F.41bis H Two-Seat Seaplane with 110-hp Lorraine 6AM
Span 16.32 m: length 9.25 m; height 3.90 m, wing area 49.5 sq. m
Maximum speed: 110 km/h
Farman F.1,40 and F.1,41
The F.1,40, intended as an improvement of the basic F.40 design, was a two-seat training variant of the standard F.40 and was produced in 1916. In Farman's designation system the addition of the "1" may have indicated dual control. Most F. 1,40s were powered by a 130-hp Renault 8C or 130-hp De Dion engine; some versions were equipped with 150 or 170-hp Renault engines. A diagram (from the Farman brochure) shows that the F.1,40 had few changes from the F.40; the wing span was slightly increased over that of the F.40 and the wing area was enlarged by 3.0 sq. m. The length and height were unchanged. The empty weight and loaded weight were higher. The aircraft was designated the army Type 40.
The F.1,41 had the same engine but featured a smaller wing span and reduced wing area. Length and height were unchanged from the F.40. While most F.1,41s were powered by a 80-hp Renault 8B, some had 80hp De Dion engines. The F.1,41 was designated Army Type 70.
Variants
1. F.1,40bis - Floatplane version intended for use as a trainer in 1916. Powered by a 110-hp Lorraine 6AM.
2. F.1,40bis - The F.1,40, but fitted with a more powerful 160-hp Renault 8C engine. This new engine resulted in higher empty and loaded weights and an increased maximum speed of 150 km/h. It was designated army Type 60 and was built in 1916.
3. F.1,40ter - Identical to the standard F.1,40 but powered by a 160-hp Lorraine 8Aby engine. Some had a large camera fitted vertically in the nose. Designated the army Type 61, the F.1,41ter was built in 1916.
4. F.1.41H - Floatplane trainer produced in 1917. It had dimensions similar to the standard F.1,40 but the floats reduced the maximum speed to 110 km/h.
5. F.1,41bis - This was the basic F.1,41 with a 110-hp Lorraine 6 AM engine. It was produced in 1916 and designated army Type 70.
6. F.2,40 - Identical to the F.1,40 except for an altered wing profile and a Lorraine 8Bd 275-hp engine. It was built in 1918.
7. Farman 51 E 2 - Version of the F.1,41 with wings of altered camber.
F.1,41 Two-Seat Trainer with 80-hp Renault 8B
Span 17.67 m; length 9.15 m; height 3.75 m; wing area 55 sq. m
Empty weight 772 kg; loaded weight 1,190 kg
Maximum speed: 145 km/h
F.1,40bis Two-Seat Floatplane Trainer with 110-hp Lorraine 6AM
Span 17.67 m; length 9.50 m; height 4.31 m; wing area 55 sq. m
Empty weight 740 kg; loaded weight 1,065 kg
Maximum speed: 130 km/h
F.1,40 Two- Or Three-Seat Trainer with 130-hp Renault
Length 9.250 m; height 3.900 m; wing area 55 sq. m
Empty weight 772 kg; loaded weight 1,190 kg
Maximum speed: 110 km/h; climb to 2,000 m in 12 min.
F.1,40bis Two-Seat Trainer with 160-hp Renault 8C
Span 17.67 m; length 9.15m; height 3.75 m; wing area 55 sq. m
Empty weight 780 kg; loaded weight 1,200 kg
Maximum speed: 150 km/h
F.1,40ter Two-Seat Trainer with 160-hp Lorraine 8Aby
Span 17.67 m; length 9.15m; height 3.75 m; wing area 55 sq. m
Empty weight 780 kg; loaded weight 1,200 kg
Maximum speed: 1 50 km/h
F.1,41 Two-Seat Trainer with 80-hp Renault 8B
Span 16.39 m; length 9.15m; height 3.75 m; wing area 52 sq. m
Maximum speed: 130 km/h
F.1,41H Two-Seat Floatplane Trainer with a 80-hp Renault 8B
Span 16.39 m; wing area 52 sq. m
Empty weight 780 kg; loaded weight 1,200 kg
Maximum speed: 110 km/h
F.1,41bis Two-Seat Trainer with 110-hp Lorraine 6AM
Span 16.39 m; length 9.15 m; height 3.75 m; wing area 52 sq. m
F.2,40 Two-Seat Trainer with 275-hp Lorraine 8Bd
Span 17.67 m; length 9.15 m; height 3.75 m; wing area 55 sq. m
Farman F.1,46
F.1,46 was a dual-control trainer (as indicated by the "1" modifier). The F.1,46 differed little from the F.40 on which it was based. The engine was a 80-hp Renault. The price varied between 33,000 to 39,600 FF.
Farman F.1,46 Dual-Control Trainer with 80-hp Renault
Span 17.600 m; length 9.600 m; height 3.750 m; wing area 55 sq. m
Empty weight 675 kg; loaded weight 1,000 kg;
Maximum speed: 100 km/h; climb to 2,000 m in 20 minutes.
Farman F.43
The Farman F.43 was an enlarged and armored version of the 40. It had the more powerful 220-hp Renault 12Fa engine and was built in 1916. It was given the army type numbers 47 and 48. To accommodate the extra weight of the armor, the wing span was increased by 0.41 m, which increased the wing area 8.0 sq. m. The length was increased by 0.53 m. These changes plus the armor resulted in an empty weight 230 kg higher than the standard F.40, while the loaded weight was 425 kg higher. Despite the increase in size and weight, the F.43 was 15 km/h faster than the standard F.40.
GQG memos mentioned that armored planes were to be used for low-altitude attacks against enemy troops. Obviously, the armor was intended to protect these planes from the intense ground fire they would encounter. The armored Caudron G.4s were preferred because their twin engines provided a better performance with a heavier weapons load. In fact, another GQG memo was sent to Caudron units reminding them that there were F.43s at the R.G.A. that could be used to supplement the G.4s if needed. However, reports clearly show that both the F.43s and Caudron G.4s were of limited use and were to be employed only when the weather (preferably overcast skies) would limit fighter opposition. The Farman F.43s were clearly too slow for use in 1916 and were soon relegated to training units.
F.43 Two-Seat Armored Reconnaissance Plane with 220-hp Renault 12Fa
Span 18.00 m; length 9.68 m; height 3.73 m; wing area 61 sq. m
Empty weight 950 kg; loaded weight 1550 kg
Maximum speed: 160 km/h
Farman F.44
The Farman firm continued to experiment with the standard F.40 design despite the fact it must have been apparent that the pusher layout was obsolete. Perhaps in an attempt to improve the type's lackluster performance, the firm fitted a 170-hp engine to an F.40 airframe. The identity of the engine is not known. The resulting plane was designated the F.44, and it retained the same layout as the F.40. By this time the STAe under Durand had decided to abandon the development of the F.40 series and had, instead, ordered the A.R.1 into production. It is not surprising then that the F.44 was not selected for service use. At last bowing to the inevitable, Farman’s next design had a tractor layout.
In 1915 General Hirschauer, the director of military aviation, asked the Farman brothers to design a plane to replace the M.F.11s. The new Farman, designated F.40, was an amalgamation of the design philosophies of both Henri and Maurice Farman. The cockpit was suspended between the wings as in the M.F.7, M.F.11, and H.F.30. Unlike the previous designs, the nacelle was ovoid, giving the F.40 a more streamlined appearance. The sesquiplane wings were also similar to the Maurice Farman designs. However, the tail assembly was that used on Henri Farman's designs - a pair of tail booms converging to a point on which the horizontal stabilizer and rudder were mounted. Because of the combined features of Henri's and Maurice's planes, the F.40s were often referred to as "Horaces." The observer was seated ahead of the pilot in the nacelle and there were prominent radiators on either side of the fuselage. The three-bay wings were of unequal span. The engine most commonly fitted to F.40s was a 135-hp Renault 8C. Armament consisted of a single machine gun, usually a Lewis, mounted on an Eteve stand in the nose, and up to 240 kg of bombs.
F.40s were tested at the front by MF 16 in June 1915. Apparently the pilots complained about the type's poor maneuverability. A decision was made to stop further deliveries until Farman had addressed the problem. However, there was an acute need for a replacement for the M.F.11s then in service, and it was planned to acquire enough F.40s to equip ten escadrilles.
Another memo dated 25 June 1915 praised the improved performance of the F.40s. It was recommended that the undercarriage be reinforced, the rear landing skid be strengthened, and the rigging of the lower ailerons be tightened. A total of 35 F.40s were produced in August 1915, and 40 more were built in September, enough to equip seven escadrilles.
An evaluation of the F.40s in operational service with MF 1 and MF 22 was written on 17 September 1915. Observations included the fact that the new F.40s had excessive wear on the tail fabric which was attributed to deficiency in the cloth used. Also, the Farman manual for rigging lhe tailplane was to be disregarded as it was inaccurate.
Large numbers of F.40s were produced and up to ten a day were built. However, it was soon obvious that alterations would be needed to make the F.40 a suitable warplane. A memo from the Ministre de la Guerre dated 19 May 1916 listed necessary changes:
1. The F.40s were nose heavy. To counteract this the nacelle was to be moved back 6 cm.
2. The landing gear needed reinforcement
3. The attachments of the flying wires needed reinforcement.
4. The control stick was to be moved to the left.
5. Dual controls were to be fitted to some F.40s.
6. The tail was reinforced.
7. Strengthening of the tail skid was needed.
8. The aileron pulleys were to be modified.
9. The wing struts were to be reinforced.
The problems with the tail were identified in a GQG memo dated 18 May 1916, reporting that vibrations during flight had resulted in detachment of the hinges holding it in place. This was caused by faulty soldering and was, presumably, to be corrected in the field.
By September 1916 it was obvious to the Aviation Militaire that the F.40s were obsolete. An STAe memo noted that while they could climb well, the F.40s were too slow in a dive and required fighter escort to survive over the front.
Variants
There were a large number of variants of the basic F.40; many of them differed from the standard type only in the type of engine.
1. F.40 with 130-hp Renault 8C. Army Type 42 and 43, Built in 1915. Specifications given below.
2. F.40 with 130-hp Dion-Bouton 12 B. Army Type 46. Built in 1915.
3. F.40H, a seaplane training version of the standard F.40 with 130-hp Renault 8C engine. Built in 1917.
4. F.40bis. Army Type 56 with!60-hp Renault 8Gc. Built in 1916.
5. F.40ter. Army Type 57 with 150-hp Lorraine 8A. Built in 1916.
6. F.40 QC with 130-hp Renault 8C. Featured an elongated tail similar to that used on the M.F.11 Built in 1917.
7. F.40P, a variant of the standard F.40 modified to carry Le Prieur rockets. Designed to attack balloons, the F.40P had dimensions identical to the standard F.40.
8. Armored F.40. Some variants of the F.40 were equipped with armor to protect crew and fuel tank. The fuel tank was also lined in rubber. Armored F.40s are known to have been supplied to Escadrilles F 54 and F 60.
Operational Service
Army Cooperation
The F.40s began to replace the obsolescent M.F.11s in late 1915 and served throughout 1916. They were finally replaced in 1916.
Bombing
The F.40s saw limited use as day and night bombers. The checkered career of the F.40 bombers can be seen in the records of F 29 assigned to GB 4. A preliminary analysis of the type was issued by the commander of GB 4 on 20 April 1916:
"No F.40 has yet been received by GB 4, although six were to be delivered on the 20th of April. This plane, according to its manufacturer and the Service des Fabrications Aeronautiques (SFA), and its pilots, should be satisfactory as a bomber. Its ability to rapidly climb should enable it to avoid attacks from enemy aircraft. It is able to carry a bombload of 150 kg on short range raids. Its radius of action with 300 liters of fuel and a supplemental oil supply is 300 km."
However, when the pilots received their new planes on 1 May 1916 they were not pleased with their performance or reliability. On 22 June the first major raid by F.40s was undertaken against the barracks and train station at Mulheim. Nine bombers were escorted by three Nieuport 11s and a Sopwith 1 1/2 Strutter. The flight was attacked by eight enemy fighters. During the ensuing battle a German fighter was reported destroyed and a single F.40 was lost. However, it was obvious that without fighter escort the F.40s were almost as defenseless as the M.F.11s they were intended to replace. Furthermore, the engines performed poorly and representatives of the Farman firm were required to go to F 29's airfield and make modifications. No fewer than 14 F.40s were out of commission while being fixed. On 20 September Maurice Happe wrote that "the time of the Farman is passed." He demanded that his unit be relieved of the "burden" of the F.40s and that it be given Sopwith 1 1/2 Strutters. The F.40s were available for a major raid on the Mauser factory on 12 October, 1916. Twelve F.40s from F 29 and F 123 were sent out but only five were able to reach the target. The others either had to turn back due to engine failures or were shot down by enemy fighters or antiaircraft fire. The German fighters, attacking the F.40s from behind and below, were able to destroy the bombers with relative ease. The diary of GB 4 concluded that "it is not possible for F 29, F 123, and BM 120 to fly long-distance raids without heavy losses and so we advise that our units be re-equipped with Sopwiths and that we combine our operations with the English aviation."
The GQG, shocked by the heavy losses during the Mauser factory raid, concluded that the F.40s were not suitable for front-line use. The Sopwith 1 1/2 Strutters arrived in November and F 29 became SOP 29.
MF 25 also had been a dedicated Farman bomber unit and had received F.40s by the fall of 1916. By that time the F.40s were recognized as being too vulnerable for day missions and most attacks were being made at night. By the end of 1916 MF 25 had 16 planes on strength, mostly F.40s. (The unit retained the MF 25 designation because it had now become famous for its audacious bombing raids.) Targets attacked during 1917 were primarily train stations, but industrial targets and the airship hangars at Coblence, Cologne, and Aux-la-Chapelle were also hit. When the Verdun offensive began in August 1917, MF 25 joined with GB 1 to attack targets along the front. MF 25 was based at Senard with GB 1. A series of German attacks on MF 25's and GB 1's airfield forced both units to move to Bellefontaine, but not before planes from both units attacked German airfields at Caix in retaliation. The escadrille saw little action during the remainder of 1917 as bad weather prohibited operations. On 18 February MF 25 received Voisin 8s and 10s to become V 25.
MF 123 was commanded by Lieutenant Mouraud. It was initially based at Alsace, but moved to Malzeville in October 1916. It re-equipped with Sopwith 1 1/2 Strutters two months later.
Foreign Service
Belgium
Belgium acquired F.40s beginning in 1916. Approximately ten F.40s, F.41s, F.40bis, and F 1,40s were purchased. They served with the 8th Escadrille de Reconnaissance and Bombardement de Nuit based at Coudekerke in 1918. The Belgian air service decided to produce copies of these machines. The basic F.40 design was modified by the Belgian military aviation workshop under the direction of Lieutenant Georges Nelis. The changes introduced included a simplified landing gear and the shape of the nacelle was altered. The Jero firm produced six basic types:
GN 1: modified nacelle and Gnome Rhone engine.
GN 2: streamlined ("tadpole") nacelle; Gnome Rhone engine.
GN 3: 220-hp Hispano-Suiza engine with radiators on either side of the central nacelle. It was used as a night fighter and mounted two machine guns in the nose.
GN 4: Vickers machine gun mounted on the central nacelle; 220-hp Hispano-Suiza engine.
GN 5: 220-hp Hispano-Suiza engine and a circular radiator mounted in the nose of the nacelle.
GN 6: frontal radiator; 220-hp Hispano-Suiza engine.
In mid-1916 Farmans of all types were assigned to the 1st, 2nd, and 3rd Escadrilles based at Saint-Idesbald; in June all three units moved to Maires to support the Flanders offensive. By 1918 two new escadrilles were using Farmans: the 7th at Houthem and the 8th at Coudekerke. The 1st, 2nd, and 3rd Escadrilles had re-equipped with other types by 1918. The remaining F.40s were quickly replaced postwar.
Italy
The Italian Savoia linn built Farman F.40s under license. These served in the Farman squadriglias along with the M.F.11s.
Netherlands
The Dutch air service purchased a single F.40 in 1916. Given serial F 801 (later F 901), the F.40 served until 1920.
Norway
Twelve F.40s were purchased by the Norwegian army air service in 1916, The tail assemblies were later replaced by those from surplus M.F.11s because those on the F.40s had proved to be defective and had caused a number of crashes.
Portugal
Portugal purchased five F.40s in October 1916. They were supplied to the Escola Aeronautica Militar and used for pilot and observer training. One was sent to Mozambique in September 1917 as part of the Esquadrilha Expedicionaria. It was lost in an accident that killed the pilot. The remaining F.40s were retired in 1920.
Romania
Romania had approximately 20 F.40s on strength by 1917. They served with these units:
Grupul 1 (2nd Romanian Army): Escadrillas F-2 and F-6.
Grupul 2 (4th Romanian Army): Escadrilla F-4 (reconnaissance).
Grupul 3 (6th Romanian Army in Russia): Escadrilla F-5.
Escadrilla F-7 (an independent reconnaissance unit under the direct command of General Marele Cartier).
By August 1917 these units had been reorganized as follows:
Grupul 1: Escadrillas F-2 and F-6 assigned to the 2nd Romanian Army and Escadrilla F-4 with the 4th Romanian Army; all on the Russian front.
Grupul 2 (1st Romanian Army): Escadrilla F-7.
Grupul 3 (6th Romanian Army on the Russian front): Escadrilla F-5.
While it had been intended to use the F.40s as reconnaissance aircraft, some of the pilots in the Romanian units converted their planes to bombers by adding makeshift bomb racks. F-2, F-4, F-6, and F-7 all used their F.40s to bomb enemy targets. A crew from F-6 destroyed an enemy fighter on 19 May 1917, becoming the first Romanian crew to shoot down an enemy plane in an F.40. The Armistice was signed four months later and the F.40s were soon retired from front-line units.
Russia
The Imperial Russian Air Service purchased 20 F.40s in the summer of 1916. The type was disliked by the Russians, who noted that versions with the 150-hp Renault had extremely poor stability, while the versions with the 130-hp Renault were considered to be unacceptable for service. The Russians preferred the H.F.30 and so the F.40s were not built in Russia and those received from France were probably relegated to training units.
Serbia
The Serbian air service received F.40s during the latter part of 1916 and they re-equipped units flying M.F.11s - F 82, F 84, and F 99 (all based at Vertekop) and F 98 (based at Gorgop). As 1916 drew to a close, Serbian army units were advancing and the air units followed, soon being based at Verbanc. In November and December the Farman units flew army cooperation and reconnaissance missions. In March 1917 F 84 was redesignated F 384 and became an escadrille of the high command. It was based at Vertekop and flew reconnaissance and bombing missions at the direction of the command. F 99 was redesignated F 389 and assigned to the 1st Army. F 98 became F 398 and was also assigned to the 1st Army. F 82 became F 382 and was assigned to the 2nd Army.
By mid-1917 the F.40 units had re-equipped with A.R.1s and Breguet 14s.
United Kingdom
The RNAS purchased approximately 50 F.40bis (army Type 56) from France in 1916. They were flown directly from the Farman factory at Paris to the naval base at Great Yarmouth. Twenty of them were the F.40bis with 150-hp Renault engines; these had serials 9155 through 9174 and were based at Hendon, Eastchurch, Grain, and Dunkirk and were assigned to Nos. 1 and 2 Wing. A second batch of F.40bis (army Type 56) were purchased in 1916; these were based at Eastchurch.
United States
Thirty F.40s were obtained by the A.E.F. and used as trainers. Apparently, none were sent to the U.S. after the war.
Venezuela
A French mission to Venezuela took with it two F.40s. They were used for training.
F.40 Two-Seat Reconnaissance Plane with 130-hp Renault 8C
Span 17.59 m; length 9.25 m; height 3.90 m; wing area 52 sq. m
Empty weight 748kg; loaded weight 1,120 kg
Maximum speed: 135 km/h at 2,000 m; ceiling 4,050 m; climb to 2,000 m in 15 minutes; range 420 km; endurance 2 hours 20 minutes
Armament: a single 0.303 Lewis machine gun and 240 kg of bombs; in the F.40P ten Le Prieur rockets
F.40 Two-Seat Reconnaissance Plane with 130-hp Dion-Bouton 12B
Span 17.59 m, length 9.15 m; height 3.75 m; wing area 52 sq. m
Empty weight 750 kg; loaded weight 1,125 kg
Maximum speed: 135 km/h
F.40 H Two-Seat Seaplane Trainer with 130-hp Renault 8C
Span 17.67 m; length 9.25 m; height 3.95 m; wing area 55 sq. m
Empty weight 770 kg; loaded weight 1,200 kg
Maximum speed: 110 km/h
F.40bis Two-Seat Reconnaissance Plane with 160-hp Renault 8Gc
Span 17.59 m; length 9.15 m; height 3.75 m, wing area 52 sq. m
Loaded weight 1,160 kg
Maximum speed: 140 km/h at 2,000 m; climb to 2,000 m in 12 minutes
F.40ter Two-Seat Reconnaissance Plane with 150- hp Lorraine 8A
Span 17.59 m; length 9.15 m; height 3.75 m; wing area 52 sq. m
Loaded weight 1,160 kg
Maximum speed: 150 km/h
F.40 QC Two-Seat Reconnaissance Plane with 130- hp Renault 8C
Span 17.59 m; length 9.48 m; height 3.75 m; wing area 52 sq. m
Farman F.41 and Variants
The F.41 was produced shortly after the F.40. It used an 80-hp Renault 8B engine and was smaller than the standard F.40. The wing span length were reduced, although the height was unchanged. The aircraft also had a more angular nacelle, similar to that used on the M.F.11. The F.41 was 145 kg lighter than the F.40. The F.41 was built in 1915 and was given army type numbers 40 and 41. Some had 80-hp De Dion-Bouton engines. Aside from these changes, the aircraft retained the unequal span wings, tail configuration, and landing gear of the F.40 series.
Variants
1. The F.41H was a seaplane version of the F.41 which was built in 1917.
2. The F.41bis was a modified F.41 with a more powerful 110-hp Lorraine 6AM engine. It was given the army type number 44 and was produced in 1916. The more powerful engine gave it the ability to carry a heavier payload.
3. The F.41bisH was a floatplane version of the F.41bis built in 1917.
4. The Farman F.51 (army Type 51) was a variant of the F.41 and, like that aircraft, was a two-seat army cooperation aircraft. The main difference between the two was that the F.41 was powered by a 80-hp Renault 8B, while the F.51 used a 120-hp Lorraine 6AM. Dimensions were identical to the F.41.
Operational Service
The F.41 was used in limited numbers by Farman escadrilles (see entry for F.40) but by 1917 it was considered to be too vulnerable to enemy aircraft and was sent to training units.
The Brazilian naval air service obtained two Farman F.41 floatplanes in 1919. Given serial numbers 20 and 21, they served until 1921.
F.41 Two-Seat Reconnaissance Plane with 80-hp Renault 8B
Span 16.32 m: length 9.15 m; height 3.75 m, wing area 49.5 sq. m
Empty weight 605 kg; loaded weight 930 kg
Maximum speed: 128 km/h at 2,000 m; climb to 2,000 m in 18 minutes; range 380 km
The F.41 H Two-Seat Seaplane with 80-hp Renault 8B
Span 16.32 m: length 9.25 m; height 3.90 m, wing area 49.5 sq. m
Empty weight 605 kg; loaded weight 910 kg
Maximum speed: 110 km/h; range 340 km
F.41bis Two-Seat Reconnaissance Plane with 110-hp Lorraine 6AM
Span 16.32 m: length 9.15 m; height 3.75 m, wing area 49.5 sq. m
Empty weight 610 kg; loaded weight 950 kg
Maximum speed: 128 km/h
F.41bis H Two-Seat Seaplane with 110-hp Lorraine 6AM
Span 16.32 m: length 9.25 m; height 3.90 m, wing area 49.5 sq. m
Maximum speed: 110 km/h
Farman F.1,40 and F.1,41
The F.1,40, intended as an improvement of the basic F.40 design, was a two-seat training variant of the standard F.40 and was produced in 1916. In Farman's designation system the addition of the "1" may have indicated dual control. Most F. 1,40s were powered by a 130-hp Renault 8C or 130-hp De Dion engine; some versions were equipped with 150 or 170-hp Renault engines. A diagram (from the Farman brochure) shows that the F.1,40 had few changes from the F.40; the wing span was slightly increased over that of the F.40 and the wing area was enlarged by 3.0 sq. m. The length and height were unchanged. The empty weight and loaded weight were higher. The aircraft was designated the army Type 40.
The F.1,41 had the same engine but featured a smaller wing span and reduced wing area. Length and height were unchanged from the F.40. While most F.1,41s were powered by a 80-hp Renault 8B, some had 80hp De Dion engines. The F.1,41 was designated Army Type 70.
Variants
1. F.1,40bis - Floatplane version intended for use as a trainer in 1916. Powered by a 110-hp Lorraine 6AM.
2. F.1,40bis - The F.1,40, but fitted with a more powerful 160-hp Renault 8C engine. This new engine resulted in higher empty and loaded weights and an increased maximum speed of 150 km/h. It was designated army Type 60 and was built in 1916.
3. F.1,40ter - Identical to the standard F.1,40 but powered by a 160-hp Lorraine 8Aby engine. Some had a large camera fitted vertically in the nose. Designated the army Type 61, the F.1,41ter was built in 1916.
4. F.1.41H - Floatplane trainer produced in 1917. It had dimensions similar to the standard F.1,40 but the floats reduced the maximum speed to 110 km/h.
5. F.1,41bis - This was the basic F.1,41 with a 110-hp Lorraine 6 AM engine. It was produced in 1916 and designated army Type 70.
6. F.2,40 - Identical to the F.1,40 except for an altered wing profile and a Lorraine 8Bd 275-hp engine. It was built in 1918.
7. Farman 51 E 2 - Version of the F.1,41 with wings of altered camber.
F.1,41 Two-Seat Trainer with 80-hp Renault 8B
Span 17.67 m; length 9.15 m; height 3.75 m; wing area 55 sq. m
Empty weight 772 kg; loaded weight 1,190 kg
Maximum speed: 145 km/h
F.1,40bis Two-Seat Floatplane Trainer with 110-hp Lorraine 6AM
Span 17.67 m; length 9.50 m; height 4.31 m; wing area 55 sq. m
Empty weight 740 kg; loaded weight 1,065 kg
Maximum speed: 130 km/h
F.1,40 Two- Or Three-Seat Trainer with 130-hp Renault
Length 9.250 m; height 3.900 m; wing area 55 sq. m
Empty weight 772 kg; loaded weight 1,190 kg
Maximum speed: 110 km/h; climb to 2,000 m in 12 min.
F.1,40bis Two-Seat Trainer with 160-hp Renault 8C
Span 17.67 m; length 9.15m; height 3.75 m; wing area 55 sq. m
Empty weight 780 kg; loaded weight 1,200 kg
Maximum speed: 150 km/h
F.1,40ter Two-Seat Trainer with 160-hp Lorraine 8Aby
Span 17.67 m; length 9.15m; height 3.75 m; wing area 55 sq. m
Empty weight 780 kg; loaded weight 1,200 kg
Maximum speed: 1 50 km/h
F.1,41 Two-Seat Trainer with 80-hp Renault 8B
Span 16.39 m; length 9.15m; height 3.75 m; wing area 52 sq. m
Maximum speed: 130 km/h
F.1,41H Two-Seat Floatplane Trainer with a 80-hp Renault 8B
Span 16.39 m; wing area 52 sq. m
Empty weight 780 kg; loaded weight 1,200 kg
Maximum speed: 110 km/h
F.1,41bis Two-Seat Trainer with 110-hp Lorraine 6AM
Span 16.39 m; length 9.15 m; height 3.75 m; wing area 52 sq. m
F.2,40 Two-Seat Trainer with 275-hp Lorraine 8Bd
Span 17.67 m; length 9.15 m; height 3.75 m; wing area 55 sq. m
Farman F.1,46
F.1,46 was a dual-control trainer (as indicated by the "1" modifier). The F.1,46 differed little from the F.40 on which it was based. The engine was a 80-hp Renault. The price varied between 33,000 to 39,600 FF.
Farman F.1,46 Dual-Control Trainer with 80-hp Renault
Span 17.600 m; length 9.600 m; height 3.750 m; wing area 55 sq. m
Empty weight 675 kg; loaded weight 1,000 kg;
Maximum speed: 100 km/h; climb to 2,000 m in 20 minutes.
Farman F.43
The Farman F.43 was an enlarged and armored version of the 40. It had the more powerful 220-hp Renault 12Fa engine and was built in 1916. It was given the army type numbers 47 and 48. To accommodate the extra weight of the armor, the wing span was increased by 0.41 m, which increased the wing area 8.0 sq. m. The length was increased by 0.53 m. These changes plus the armor resulted in an empty weight 230 kg higher than the standard F.40, while the loaded weight was 425 kg higher. Despite the increase in size and weight, the F.43 was 15 km/h faster than the standard F.40.
GQG memos mentioned that armored planes were to be used for low-altitude attacks against enemy troops. Obviously, the armor was intended to protect these planes from the intense ground fire they would encounter. The armored Caudron G.4s were preferred because their twin engines provided a better performance with a heavier weapons load. In fact, another GQG memo was sent to Caudron units reminding them that there were F.43s at the R.G.A. that could be used to supplement the G.4s if needed. However, reports clearly show that both the F.43s and Caudron G.4s were of limited use and were to be employed only when the weather (preferably overcast skies) would limit fighter opposition. The Farman F.43s were clearly too slow for use in 1916 and were soon relegated to training units.
F.43 Two-Seat Armored Reconnaissance Plane with 220-hp Renault 12Fa
Span 18.00 m; length 9.68 m; height 3.73 m; wing area 61 sq. m
Empty weight 950 kg; loaded weight 1550 kg
Maximum speed: 160 km/h
Farman F.44
The Farman firm continued to experiment with the standard F.40 design despite the fact it must have been apparent that the pusher layout was obsolete. Perhaps in an attempt to improve the type's lackluster performance, the firm fitted a 170-hp engine to an F.40 airframe. The identity of the engine is not known. The resulting plane was designated the F.44, and it retained the same layout as the F.40. By this time the STAe under Durand had decided to abandon the development of the F.40 series and had, instead, ordered the A.R.1 into production. It is not surprising then that the F.44 was not selected for service use. At last bowing to the inevitable, Farman’s next design had a tractor layout.
F.40 of C 220. The two mushrooms painted on the nose are a personal insignia. The mushrooms had white stems and a red dome. The definitive insignia of Escadrille 220 was a duck walking two ducklings on a leash.
F.40bis, Army Type 51. This variant of the F.40 had a 160-hp Renault 8Ge engine, and was built in 1916. Reairche.
F.40, Army Type 42. There were a large number of variants of the basic F.40; many of them differed from the standard F.40 only in the type of engine fitted. Reairche.
Type 56 was the Army type number for the F.40bis, an F.40 variant fitted with a 160-hp Renault 8Gc engine. This aircraft carries serial F2524.
Three-quarter rear view of S.M.1 serial SM 10. A captured German aircraft and a Farman F.40 are in the background.
F.40H. A small number of these aircraft were used by the Aviation Maritime, and one saw service as an airliner postwar with Compagnie Franco-Bilbaine de Transport Aeronautique in 1919.
F.40 in Belgian service; approximately ten F.40s, F.41s, F.40bis, and F1,40s were purchased. These types served with the 8th Escadrille de reconnaissance and bombardement de nuit based at Coudekerke in 1918. Via Colin Owers.
A spotlight-equipped F.40 of MF 33. The airplane was captured by the Germans as indicated by the cross on the rudder.
F.40 of the 21st Escadrille of the IRAS in February 1917. The Imperial Russian Air Service purchased 20 F.40s in the summer of 1916.
This aircraft is identified in the SHAA files as an F.44. It is actually an F.41bis, serial F 1758, which was a modified F.41 with a more powerful 110-hp Lorraine 6AM engine. It was given the Army type number 44 (hence the F.44 designation) and was produced in 1916.
F.41 F-AHMF (c/n 6828) in civilian service after the war. Most aircraft used an 80-hp Renault 8B, although some aircraft had 80-hp De Dion-Bouton engines.
Army Type 61 serial F 2915. The Farman designation was F.1,40ter, which was identical to the standard F.1,40 except that it was powered by a 160-hp Lorraine 8Aby engine. The F.1,41ter was built in 1916.
Designated the Army Type 60, this was actually a F.1,40bis. The Renault engine gave a maximum speed that was 40 km/h faster than the standard F.1,40.
The F.1,40bis was an F.1,40 fitted with a more powerful 160-hp Renault 8e engine. This aircraft was designated as an Army Type 60, and is often referred to as the F.60.
F.1,40ter. The F.1,40ter was identical to the standard F.1,40 except that it was powered by a 160-hp Lorraine 8Aby engine. Some aircraft had a large camera fitted vertically in the nose. Reairche.
F.43 at the Chartres flight school. An armored version of the F.40 intended for ground attack, the F.43's inadequate performance soon caused it to be relegated to training. Reairche.
Henri Farman H.F.35
The H.F.35 was a huge biplane intended to meet the C3 specification of 1915. This called for a crew of three, armor, and an armament of three machine guns. The C3 class was intended to escort army cooperation planes, fly barrage patrols, and to attack enemy balloons. Other designs to meet this specification may have included the Ponnier twin-engine fighter and the SPAD SA.3.
Unlike the Ponnier and SPAD designs, which had conventional fuselages with gunners fore and aft, the H.F.35 retained the pusher configuration. For this reason, all three guns were mounted in the front of the central nacelle. Obviously, this greatly limited the usefulness of the H.F.35 as there would be no way for the gunners to fire at aircraft coming from behind.
The H.F.35 resembled a greatly enlarged F.40, retaining the same basic outlines of that classic reconnaissance aircraft. It had a large central nacelle with radiators on either side. The engine was a 220-hp Renault 12Fa. The rudder was supported from the central nacelle by a series of booms. The aircraft was made of metal. The three-bay wings were of unequal span, the upper wing being considerably longer than the lower. The H.F.35 has been estimated as carrying a payload of 1,000 kg. A quadracycle landing gear was fitted, doubtless to manage the aircraft's huge weight and also to prevent nosing over when landing on unprepared fields. One source suggests that the aircraft may have also been intended for use in the attack role. It was flown in December 1915 but apparently was not ordered by the Aviation Militaire.
H.F.35 Three-Seat Escort Fighter with 220-hp Renault 12Fa
Length 10.25 m; height 3.60 m
Payload 1,000 kg
Maximum speed: 165 km/h
Armament: three machine guns
One built
The H.F.35 was a huge biplane intended to meet the C3 specification of 1915. This called for a crew of three, armor, and an armament of three machine guns. The C3 class was intended to escort army cooperation planes, fly barrage patrols, and to attack enemy balloons. Other designs to meet this specification may have included the Ponnier twin-engine fighter and the SPAD SA.3.
Unlike the Ponnier and SPAD designs, which had conventional fuselages with gunners fore and aft, the H.F.35 retained the pusher configuration. For this reason, all three guns were mounted in the front of the central nacelle. Obviously, this greatly limited the usefulness of the H.F.35 as there would be no way for the gunners to fire at aircraft coming from behind.
The H.F.35 resembled a greatly enlarged F.40, retaining the same basic outlines of that classic reconnaissance aircraft. It had a large central nacelle with radiators on either side. The engine was a 220-hp Renault 12Fa. The rudder was supported from the central nacelle by a series of booms. The aircraft was made of metal. The three-bay wings were of unequal span, the upper wing being considerably longer than the lower. The H.F.35 has been estimated as carrying a payload of 1,000 kg. A quadracycle landing gear was fitted, doubtless to manage the aircraft's huge weight and also to prevent nosing over when landing on unprepared fields. One source suggests that the aircraft may have also been intended for use in the attack role. It was flown in December 1915 but apparently was not ordered by the Aviation Militaire.
H.F.35 Three-Seat Escort Fighter with 220-hp Renault 12Fa
Length 10.25 m; height 3.60 m
Payload 1,000 kg
Maximum speed: 165 km/h
Armament: three machine guns
One built
The H.F.35 was a huge biplane intended to meet the C3 category for 1915. All three gunners were seated in the front of the central nacelle. Reairche.
Farman F.30 C2
The Farman F.30 (not to be confused with the earlier H.F.30) was developed to meet the C2 specification calling for a two-seat fighter with fixed forward armament and a rear machinegun on a flexible mount. Built and flown in December 1916, it marked a significant departure for the Farman firm as the F.30 used the tractor layout previously spurned.
The F.30A had a number of unusual (and unsatisfactory) features. The pilot was located directly beneath the top wing, where his held of vision was severely restricted. The pilot and gunner were separated by a large, vertical radiator that must have inhibited their communication. The lower wing was suspended beneath the fuselage by a series of struts. The wings were of unequal span, the upper wings being considerably longer. Ailerons were located on the extended portions of the upper wing. The engine was a 160-hp Canton-Unne X-9.
The aircraft was tested at Villacoublay in May 1917. Its flying qualities were described as mediocre and it was rejected by the army. However, the Farmans apparently felt their design had merit, as they redesigned the F.30, the new aircraft being designated the F.30 type B. Changes included switching from the sesquiplane layout to equal span wings, although the ailerons still remained on only the top wings. The engine was changed to a 260-hp Canton-Unne 9Za and there were modifications to the engine exhaust system. The observer's gun mount was modified by raising its ring. The tail and rudder area were enlarged and the tailplane was now braced with struts. Armament was a fixed, forward-firing 7.7-mm Vickers and a 7.7-mm Lewis machine gun on a ring mount. The F.30 type B was tested at Villacoublay in July 1917 and as a result, the STAe requested that the surface area of the wings be increased from 34.7 to 54.0 square meters. Apparently these changes were needed because the aircraft's center of gravity was different than had been originally calculated. It is possible that this new version was designated the Farman F.30 type B A.R.2. As the A.R.2 designation stood for Avion Reconnaissance, this would establish that the Farman F.30 was no longer being considered for the C2 fighter role. Further development of the F.30B A.R. series was abandoned in April 1918 because both longitudinal and lateral stability were found to be "irredeemably" deficient, almost certainly as a result of the center of gravity miscalculation. The postwar F.110 was based on certain aspects of the F.30B A.R.2 design.
F.30A Two-Seat Fighter with 160-hp Canton-Unne X-9
Span 11.015 m; length 7.29 m; height 2.96 m; wing area 34.71 sq. m
Empty weight 680 kg, loaded 1,100 kg
Maximum speed:
2,000 m 208 km/h
3,000 m 204 km/h
4,000 m 196 km/h
Climb:
2,000 m 6 minutes 35 seconds
3,000 m 11 minutes
4,000 m 16 minutes 50 seconds
5,000 m 24 minutes 50 seconds
Ceiling 6,800 tn, endurance 2 hours and 30 minutes
Armament: one synchronized 7.7-mm Vickers machine gun and one 7.7-mm Lewis gun in a swivel mount
One built
F.30B type A.R.2 Two-Seat Fighter Or Reconnaissance Plane with 260-hp Canton-Unne 9Za
Span 14.00 m; length 8.540 m; height 2.96 m; wing area 54.0 sq. m
Empty weight 825 kg; loaded weight 1,375 kg
Maximum speed 210 km/h
One built
Farman F.31 C2
The C2 specification of 1918 called for a two-seat fighter armed with a single fixed 7.7-mm or 11-mm machine gun or a cannon, two machine guns or a cannon on a swivel mount, and a machine gun firing to the rear and downward. Aircraft designed to meet this specification were the S.E.A. 4, Borel C2, Breguet 17, Hanriot-Dupont C2, Morane 31 C2, Vickers C2, Morane Bugatti 16 (Type AN), L.D. Ca. 2, and Farman 31.
The Farman F.31 had little in common with the previous Farman F.30, which had proved to have insufficient stability and was rejected by the Aviation Militaire. The F.31 was powered by a 400-hp Liberty 12 engine. Surprisingly, the F.31 had a lower wing suspended from the bottom of the fuselage by a series of drag-producing struts. This particular feature had been present on the F.30 A but had been eliminated from the type B. Probably to help reduce drag, a large fairing was fitted, extending from the fuselage bottom to the lower wing. A significant improvement was made in the crew positions. The radiator that had obstructed communication between the pilot and observer was eliminated. Instead, twin Lamblin radiators were placed under the nose. The pilot was located in a cutout just below the top wing; however, he was seated so far aft that his field of vision over the huge cowling must have been minimal. The two-bay wings were of equal span and, as with the F.30, the ailerons were located on only the lop wing. A triangular fin/rudder assembly and square tailplanes were fitted. Armament consisted of two 7.7-mm Vickers machine guns and a single 7-mm Lewis gun on a swivel mount.
The Farman F.31 underwent testing at Villacoublay in August 1918. Its speed and rate of climb were considered to be quite satisfactory, but the payload was considered to be too low. Load testing also revealed that the aircraft was unable to meet the requisite load factor: 7 was required but the upper wing spar failed at 5.5. As the Hanriot-Dupont 3 met all specifications, it was selected for production and the F.31 was not developed further.
F.31 Two-Seat Fighter with 400-hp Liberty 12
Span 11.76 in: length 7.35 m; height 2.58 tn; wing area 40 sq. m
Empty weight 869 kg: loaded 1,469 kg
Maximum speed: 215 km/h: climb to 2,000 in in 5 minutes 50 seconds; climb to 3.000 m in 9 minutes 40 seconds; climb to 4.000 m in 15 minutes 58 seconds; climb to 5.000 m in 25 minutes 14 seconds; ceiling 6,000 m
Armament: two 7.7-mm fixed Vickers machine guns and a single 7-mm Lewis gun on a swivel mount.
One built
The Farman F.30 (not to be confused with the earlier H.F.30) was developed to meet the C2 specification calling for a two-seat fighter with fixed forward armament and a rear machinegun on a flexible mount. Built and flown in December 1916, it marked a significant departure for the Farman firm as the F.30 used the tractor layout previously spurned.
The F.30A had a number of unusual (and unsatisfactory) features. The pilot was located directly beneath the top wing, where his held of vision was severely restricted. The pilot and gunner were separated by a large, vertical radiator that must have inhibited their communication. The lower wing was suspended beneath the fuselage by a series of struts. The wings were of unequal span, the upper wings being considerably longer. Ailerons were located on the extended portions of the upper wing. The engine was a 160-hp Canton-Unne X-9.
The aircraft was tested at Villacoublay in May 1917. Its flying qualities were described as mediocre and it was rejected by the army. However, the Farmans apparently felt their design had merit, as they redesigned the F.30, the new aircraft being designated the F.30 type B. Changes included switching from the sesquiplane layout to equal span wings, although the ailerons still remained on only the top wings. The engine was changed to a 260-hp Canton-Unne 9Za and there were modifications to the engine exhaust system. The observer's gun mount was modified by raising its ring. The tail and rudder area were enlarged and the tailplane was now braced with struts. Armament was a fixed, forward-firing 7.7-mm Vickers and a 7.7-mm Lewis machine gun on a ring mount. The F.30 type B was tested at Villacoublay in July 1917 and as a result, the STAe requested that the surface area of the wings be increased from 34.7 to 54.0 square meters. Apparently these changes were needed because the aircraft's center of gravity was different than had been originally calculated. It is possible that this new version was designated the Farman F.30 type B A.R.2. As the A.R.2 designation stood for Avion Reconnaissance, this would establish that the Farman F.30 was no longer being considered for the C2 fighter role. Further development of the F.30B A.R. series was abandoned in April 1918 because both longitudinal and lateral stability were found to be "irredeemably" deficient, almost certainly as a result of the center of gravity miscalculation. The postwar F.110 was based on certain aspects of the F.30B A.R.2 design.
F.30A Two-Seat Fighter with 160-hp Canton-Unne X-9
Span 11.015 m; length 7.29 m; height 2.96 m; wing area 34.71 sq. m
Empty weight 680 kg, loaded 1,100 kg
Maximum speed:
2,000 m 208 km/h
3,000 m 204 km/h
4,000 m 196 km/h
Climb:
2,000 m 6 minutes 35 seconds
3,000 m 11 minutes
4,000 m 16 minutes 50 seconds
5,000 m 24 minutes 50 seconds
Ceiling 6,800 tn, endurance 2 hours and 30 minutes
Armament: one synchronized 7.7-mm Vickers machine gun and one 7.7-mm Lewis gun in a swivel mount
One built
F.30B type A.R.2 Two-Seat Fighter Or Reconnaissance Plane with 260-hp Canton-Unne 9Za
Span 14.00 m; length 8.540 m; height 2.96 m; wing area 54.0 sq. m
Empty weight 825 kg; loaded weight 1,375 kg
Maximum speed 210 km/h
One built
Farman F.31 C2
The C2 specification of 1918 called for a two-seat fighter armed with a single fixed 7.7-mm or 11-mm machine gun or a cannon, two machine guns or a cannon on a swivel mount, and a machine gun firing to the rear and downward. Aircraft designed to meet this specification were the S.E.A. 4, Borel C2, Breguet 17, Hanriot-Dupont C2, Morane 31 C2, Vickers C2, Morane Bugatti 16 (Type AN), L.D. Ca. 2, and Farman 31.
The Farman F.31 had little in common with the previous Farman F.30, which had proved to have insufficient stability and was rejected by the Aviation Militaire. The F.31 was powered by a 400-hp Liberty 12 engine. Surprisingly, the F.31 had a lower wing suspended from the bottom of the fuselage by a series of drag-producing struts. This particular feature had been present on the F.30 A but had been eliminated from the type B. Probably to help reduce drag, a large fairing was fitted, extending from the fuselage bottom to the lower wing. A significant improvement was made in the crew positions. The radiator that had obstructed communication between the pilot and observer was eliminated. Instead, twin Lamblin radiators were placed under the nose. The pilot was located in a cutout just below the top wing; however, he was seated so far aft that his field of vision over the huge cowling must have been minimal. The two-bay wings were of equal span and, as with the F.30, the ailerons were located on only the lop wing. A triangular fin/rudder assembly and square tailplanes were fitted. Armament consisted of two 7.7-mm Vickers machine guns and a single 7-mm Lewis gun on a swivel mount.
The Farman F.31 underwent testing at Villacoublay in August 1918. Its speed and rate of climb were considered to be quite satisfactory, but the payload was considered to be too low. Load testing also revealed that the aircraft was unable to meet the requisite load factor: 7 was required but the upper wing spar failed at 5.5. As the Hanriot-Dupont 3 met all specifications, it was selected for production and the F.31 was not developed further.
F.31 Two-Seat Fighter with 400-hp Liberty 12
Span 11.76 in: length 7.35 m; height 2.58 tn; wing area 40 sq. m
Empty weight 869 kg: loaded 1,469 kg
Maximum speed: 215 km/h: climb to 2,000 in in 5 minutes 50 seconds; climb to 3.000 m in 9 minutes 40 seconds; climb to 4.000 m in 15 minutes 58 seconds; climb to 5.000 m in 25 minutes 14 seconds; ceiling 6,000 m
Armament: two 7.7-mm fixed Vickers machine guns and a single 7-mm Lewis gun on a swivel mount.
One built
F.30B. Changes from the F.30A included switching from the sesquiplane layout to equal-span wings and the engine was changed to a 260-hp Canton-Unne 9Za.
F.31 powered by a 400-hp Liberty engine. The pilot was so far aft that his field-of-vision over the huge cowling must have been minimal.
The Farman F 31 was not completed in prototype form until summer 1918, and was abandoned with the Armistice.
Farman F.45
In 1916 the technical service of the French air service asked the Farman brothers to develop a reconnaissance aircraft and specifically requested a tractor layout. The main flaw of Farman's pusher designs was that it made the aircraft vulnerable to rear attacks - a fact that was exploited by German fighters. Surprisingly, it has been reported that the Farman brothers were reluctant to change to a tractor layout. Commander Dorand of the STAe then requested that Captain Le Pere begin design work on a tractor reconnaissance aircraft which would subsequently become known as the A.R.1 and replace the F.40s.
Apparently, the Farman brothers eventually realized that they would need to abandon the pusher layout that had served them so well and decided to initiate work on a new reconnaissance aircraft. No fewer than five designs with a tractor layout were produced - the F.30, F.45, F.47, F.48, and F.49.
The F.45 was powered by a 170-hp Renault 8Gc engine and was built in 1916. The aircraft had a large exhaust pipe extending from the engine over the top of the wing. The pilot's cockpit was below the top wing with the observer's cockpit immediately behind. The trailing edges of both wings and the stabilizer had scalloped edges. The single-bay wings were of unequal span with the upper being significantly longer than the lower. Ailerons were on the upper wing only. The fuselage, constructed of metal and wood, was suspended midway between the wings.
As with the other tractor aircraft mentioned above, the F.45 had poor flying qualities and inferior performance. It was not accepted by the Aviation Militaire. The Farman company then switched to building A.R.1s under license.
F.45 Two-Seat Reconnaissance Plane with 170-hp Renault 8Gc
Span 15.47 m; length 8.62 m; height 3.79 m; wing area 49 sq. m
Empty weight 760 kg; loaded weight 1,200 kg
Maximum speed: 153 km/h
One built
Farman F.47
The Farman F.47 was yet another attempt to produce a reconnaissance aircraft with a tractor engine. Powered by a 220hp Lorraine 8Ba engine, it was produced in 1917. Armament consisted or a Hotchkiss machine gun and bombs on underwing racks. As in the preceding F.45, the fuselage was suspended between the wings. There were separate cockpits, the pilot's under the top wing and the observer behind the wings. No series production was undertaken.
F.47 Two-Seat Reconnaissance Plane with 220-hp Lorraine 8Ba
Span 15.47 m; length 8.18 m; height 3.82 m; wing area 39 m
Empty weight 760 kg; loaded weight 1,260 kg
Maximum speed: 180 km/h
Armament: a Hotchkiss machine gun and bombs
One built
Farman F.48
The F.48 was another design with a tractor configuration intended for reconnaissance missions. It was built in 1917 and, as with the F.47, was powered by a 220-hp Lorraine 8Ba engine. The F.48 appears to have been a modified F.47, the main difference being the much smaller wing on the F.48. The span was 3.40 m less than on the F.47, and the wing area was 2 sq. m smaller. Otherwise, the performance and weights were identical. It is possible that the changes introduced on the F.48 were created in response to problems discovered during flight testing of the F.47. However, because of the type's relatively poor performance, the F.48 was not selected for use by the Aviation Militaire.
F.48 Two-Seat Reconnaissance Plane with 220-hp Lorraine 8Ba
Span 12.07 m; length 8.18 m; height 3.30 m; wing area 37 sq. m
Empty weight 760 kg; loaded weight 1,260 kg
Maximum speed: 180 km/h
One built
Farman F.49
With the decision to replace the F.40 series of reconnaissance planes with the A.R.1, the STAe had delivered a serious blow to the Farman firm. The Farmans attempted to recover by producing a series of two-seat reconnaissance planes with tractor configurations. The Farman F.49 was the last of the series to be built.
The F.45, F.47, and F.48 had all failed to meet the A2 specification because of poor performance. The F.49 may have been intended to correct these problems by having a more powerful engine - a 275-hp Lorraine 8Bd. It was a considerable improvement over the 220-hp Lorraine 8Ba used on the F.47 and F.48. Unfortunately for Farman, the F.49's performance was still inferior, and it was not selected for production. Development was abandoned in 1918.
F.49 Two-Seat Reconnaissance Plane with 275-hp Lorraine 8Bd
Span 13.00 m; length 8.80 m; height 3.10 m; wing area 46 sq. m
Loaded weight 1,288 kg; payload 150 kg
Maximum speed: 130 km/h at 4,000 m; climb to 4,000 m in 16 minutes; endurance 3 hours
One built
Farman Unknowns
A review of the Musee de l'Air archives revealed four previously unknown Farman aircraft.
1. A sleek tractor biplane with a lightly cowled engine. The tail was conventional and the landing gear featured short skids on the inner side of each wheel.
2. A tractor biplane with prominent skids and dual mainwheels under the wing. An additional pair ol wheels was located al the end of each skid. It appears to have a communal cockpit. The appearance strongly suggests a primary trainer.
<...>
In 1916 the technical service of the French air service asked the Farman brothers to develop a reconnaissance aircraft and specifically requested a tractor layout. The main flaw of Farman's pusher designs was that it made the aircraft vulnerable to rear attacks - a fact that was exploited by German fighters. Surprisingly, it has been reported that the Farman brothers were reluctant to change to a tractor layout. Commander Dorand of the STAe then requested that Captain Le Pere begin design work on a tractor reconnaissance aircraft which would subsequently become known as the A.R.1 and replace the F.40s.
Apparently, the Farman brothers eventually realized that they would need to abandon the pusher layout that had served them so well and decided to initiate work on a new reconnaissance aircraft. No fewer than five designs with a tractor layout were produced - the F.30, F.45, F.47, F.48, and F.49.
The F.45 was powered by a 170-hp Renault 8Gc engine and was built in 1916. The aircraft had a large exhaust pipe extending from the engine over the top of the wing. The pilot's cockpit was below the top wing with the observer's cockpit immediately behind. The trailing edges of both wings and the stabilizer had scalloped edges. The single-bay wings were of unequal span with the upper being significantly longer than the lower. Ailerons were on the upper wing only. The fuselage, constructed of metal and wood, was suspended midway between the wings.
As with the other tractor aircraft mentioned above, the F.45 had poor flying qualities and inferior performance. It was not accepted by the Aviation Militaire. The Farman company then switched to building A.R.1s under license.
F.45 Two-Seat Reconnaissance Plane with 170-hp Renault 8Gc
Span 15.47 m; length 8.62 m; height 3.79 m; wing area 49 sq. m
Empty weight 760 kg; loaded weight 1,200 kg
Maximum speed: 153 km/h
One built
Farman F.47
The Farman F.47 was yet another attempt to produce a reconnaissance aircraft with a tractor engine. Powered by a 220hp Lorraine 8Ba engine, it was produced in 1917. Armament consisted or a Hotchkiss machine gun and bombs on underwing racks. As in the preceding F.45, the fuselage was suspended between the wings. There were separate cockpits, the pilot's under the top wing and the observer behind the wings. No series production was undertaken.
F.47 Two-Seat Reconnaissance Plane with 220-hp Lorraine 8Ba
Span 15.47 m; length 8.18 m; height 3.82 m; wing area 39 m
Empty weight 760 kg; loaded weight 1,260 kg
Maximum speed: 180 km/h
Armament: a Hotchkiss machine gun and bombs
One built
Farman F.48
The F.48 was another design with a tractor configuration intended for reconnaissance missions. It was built in 1917 and, as with the F.47, was powered by a 220-hp Lorraine 8Ba engine. The F.48 appears to have been a modified F.47, the main difference being the much smaller wing on the F.48. The span was 3.40 m less than on the F.47, and the wing area was 2 sq. m smaller. Otherwise, the performance and weights were identical. It is possible that the changes introduced on the F.48 were created in response to problems discovered during flight testing of the F.47. However, because of the type's relatively poor performance, the F.48 was not selected for use by the Aviation Militaire.
F.48 Two-Seat Reconnaissance Plane with 220-hp Lorraine 8Ba
Span 12.07 m; length 8.18 m; height 3.30 m; wing area 37 sq. m
Empty weight 760 kg; loaded weight 1,260 kg
Maximum speed: 180 km/h
One built
Farman F.49
With the decision to replace the F.40 series of reconnaissance planes with the A.R.1, the STAe had delivered a serious blow to the Farman firm. The Farmans attempted to recover by producing a series of two-seat reconnaissance planes with tractor configurations. The Farman F.49 was the last of the series to be built.
The F.45, F.47, and F.48 had all failed to meet the A2 specification because of poor performance. The F.49 may have been intended to correct these problems by having a more powerful engine - a 275-hp Lorraine 8Bd. It was a considerable improvement over the 220-hp Lorraine 8Ba used on the F.47 and F.48. Unfortunately for Farman, the F.49's performance was still inferior, and it was not selected for production. Development was abandoned in 1918.
F.49 Two-Seat Reconnaissance Plane with 275-hp Lorraine 8Bd
Span 13.00 m; length 8.80 m; height 3.10 m; wing area 46 sq. m
Loaded weight 1,288 kg; payload 150 kg
Maximum speed: 130 km/h at 4,000 m; climb to 4,000 m in 16 minutes; endurance 3 hours
One built
Farman Unknowns
A review of the Musee de l'Air archives revealed four previously unknown Farman aircraft.
1. A sleek tractor biplane with a lightly cowled engine. The tail was conventional and the landing gear featured short skids on the inner side of each wheel.
2. A tractor biplane with prominent skids and dual mainwheels under the wing. An additional pair ol wheels was located al the end of each skid. It appears to have a communal cockpit. The appearance strongly suggests a primary trainer.
<...>
F.47. The aircraft, which was powered by a 220-hp Lorraine 88a motor, was produced in 1917. Reairche.
Farman F.46E
The F.46E was intended for use as a trainer in 1916. It featured dual controls with a partition between the student and instructor. It has been estimated that up to 10,000 pilots were trained on it during the war. The aircraft had a layout similar to the F.40 but featured elongated skids with two pairs of wheels mounted on the front of each skid. This was obviously intended to prevent nosing over during landing. The main disadvantage of the aircraft was that it had a pusher layout (unlike most of the other aircraft at the front) and its control system was markedly different from most other aircraft in service. It was powered by an 80-hp Renault 8B.
The Norwegian army air corps ordered two in September 1920 after it was learned that there had been numerous accidents with the M.F.7s and F.40s being used at the training schools. The two F.46Es arrived at Kjeller Airdrome in November 1920. Given serial numbers 25 and 27, they remained in service until 1928.
F.46E Two-Seat Trainer with 80-hp Renault 8B
Span 17.60 m; length 9.60 m; height 3.75 m; wing area 55 sq. m
Empty weight 675 kg; loaded weight 1,000 kg
Maximum speed: 100 km/h; range 400 km
The F.46E was intended for use as a trainer in 1916. It featured dual controls with a partition between the student and instructor. It has been estimated that up to 10,000 pilots were trained on it during the war. The aircraft had a layout similar to the F.40 but featured elongated skids with two pairs of wheels mounted on the front of each skid. This was obviously intended to prevent nosing over during landing. The main disadvantage of the aircraft was that it had a pusher layout (unlike most of the other aircraft at the front) and its control system was markedly different from most other aircraft in service. It was powered by an 80-hp Renault 8B.
The Norwegian army air corps ordered two in September 1920 after it was learned that there had been numerous accidents with the M.F.7s and F.40s being used at the training schools. The two F.46Es arrived at Kjeller Airdrome in November 1920. Given serial numbers 25 and 27, they remained in service until 1928.
F.46E Two-Seat Trainer with 80-hp Renault 8B
Span 17.60 m; length 9.60 m; height 3.75 m; wing area 55 sq. m
Empty weight 675 kg; loaded weight 1,000 kg
Maximum speed: 100 km/h; range 400 km
F.46E. The aircraft had elongated skids with two pairs of wheels mounted on the front of each skid. This was obviously intended to prevent nosing-over during landing. Reairche.
F.46E. The F.46E was intended for use as a dual-control trainer; it has been estimated that as many as 10,000 pilots were trained on it during the war.
Henri Farman H.F.36
The H.F.36 represented a major departure for Henri Farman in many ways. The aircraft was a tractor, unlike the majority of his designs which were pushers. Furthermore, it was made of metal. Farman's only previous all-metal design was the preceding H.F.35. Like the H.F.35, the H.F.36 also featured a quadracycle undercarriage which was required to support the machine's weight. The engine was also a 220-hp Renault 12Fa as used on the H.F.35. The two-bay wings were of sesquiplane configuration, the upper one being considerably longer than the lower. Ailerons were on the top wing only. The fuselage tapered to a point upon which a conventional fin and stabilizer were attached. It appears the crew were seated close together with the pilot's head looking over the top wing. The gunner sat immediately behind him. The upper wing was attached directly to the fuselage, while the lower wing was extended from the fuselage by a series of struts. Intended as a fighter/attack aircraft, it was tested in July 1916 but there were apparently some serious problems. Despite numerous modifications the H.F.36 was not selected for production.
H.F.36 Two-Seat Fighter with 220-hp Renault 12Fa
Span 19.82 m; length 8.60 m; height 3.49 m; wing area 66.5 sq. m
Payload 900 kg
Maximum speed 175 km/h
One built
Farman Unknowns
A review of the Musee de l'Air archives revealed four previously unknown Farman aircraft.
<...>
3. Another tractor biplane with the fuselage attached to the upper wing. J.M. Bruce has reviewed the photograph and believes the engine is a Renault. The plane appears to be a two-seat reconnaissance machine or possibly a C2 category fighter.
4. Tractor biplane that may be a variant of unknown #3. The significance of the '43’ on the rudder is not known but this type is not an F.43.
The H.F.36 represented a major departure for Henri Farman in many ways. The aircraft was a tractor, unlike the majority of his designs which were pushers. Furthermore, it was made of metal. Farman's only previous all-metal design was the preceding H.F.35. Like the H.F.35, the H.F.36 also featured a quadracycle undercarriage which was required to support the machine's weight. The engine was also a 220-hp Renault 12Fa as used on the H.F.35. The two-bay wings were of sesquiplane configuration, the upper one being considerably longer than the lower. Ailerons were on the top wing only. The fuselage tapered to a point upon which a conventional fin and stabilizer were attached. It appears the crew were seated close together with the pilot's head looking over the top wing. The gunner sat immediately behind him. The upper wing was attached directly to the fuselage, while the lower wing was extended from the fuselage by a series of struts. Intended as a fighter/attack aircraft, it was tested in July 1916 but there were apparently some serious problems. Despite numerous modifications the H.F.36 was not selected for production.
H.F.36 Two-Seat Fighter with 220-hp Renault 12Fa
Span 19.82 m; length 8.60 m; height 3.49 m; wing area 66.5 sq. m
Payload 900 kg
Maximum speed 175 km/h
One built
Farman Unknowns
A review of the Musee de l'Air archives revealed four previously unknown Farman aircraft.
<...>
3. Another tractor biplane with the fuselage attached to the upper wing. J.M. Bruce has reviewed the photograph and believes the engine is a Renault. The plane appears to be a two-seat reconnaissance machine or possibly a C2 category fighter.
4. Tractor biplane that may be a variant of unknown #3. The significance of the '43’ on the rudder is not known but this type is not an F.43.
H.F.36 taxiing. The airplane was intended for use as a fighter/attack aircraft. It was tested in July 1916.
Unknown #3; a Farman tractor biplane with the fuselage attached to the upper wing. The airplane appears to be a two-seat reconnaissance machine or C2 fighter.
Henri Farman Twin-Engine Aircraft
According to a British Ministry of War report, two twin-engine planes were developed by Henri Farman in 1916. It is not known what role they were intended to fill; it is possible that they were to be entered in the 1916 concours puissant for a heavy bomber. One aircraft had twin 130-hp Renault engines, the other two 220-hp Renaults. These machines may have been the same aircraft but with different engines. Neither type was selected for use by the Aviation Militaire and it is possible that their construction was never completed. It is also possible that they served as prototypes for the Farman F.50 bomber.
Farman F.50
The French aviation industry had conspicuously failed to design a heavy bomber comparable to those produced by Germany, Britain, and Italy. Despite competitions in 1915 and 1916 there was still no indigenous heavy bomber of comparable quality to the Handley Page V/1500 or Gotha aircraft.
In late 1917 the BN2 specification was formulated calling for a heavy bomber capable of carrying 500 kilograms of bombs over a distance of 1,000 kilometers. It was hoped that enough aircraft would be ordered to equip 36 escadrilles.
Several promising designs were produced to meet the specification. The Farman company, having lost its monopoly on reconnaissance aircraft because of reluctance to abandon the pusher layout, designed a twin-engine tractor biplane designated the F.50.
It was a conventional biplane with a top wing slightly longer than the lower. Two 240-hp Lorraine 8Bb engines powered the prototype, but these were later replaced by 275-hp 8Bds. Radiators were mounted on the tops of the engine nacelles. Behind each engine there was a 330 liter fuel tank. The engine and fuel tank were covered by an aluminum nacelle. The undercarriage consisted of a pair of wheels under each engine nacelle. While both the top and bottom wings had flat center sections, there was a pronounced dihedral on the outer sections of both. Each wing had two spars made of pine and covered in a band of strong, glued fabric, and the triangular leading edge was made of pine. The ribs were made of laminated pieces of white wood. The struts were attached with metal fittings. There were 16 struts made of pine and four V-shaped struts made of steel. Ailerons were on the top wing only. The wings had a load factor of 5.5 when static tests were conducted by the STAe.
The fuselage had a rectangular cross-section made of pine longerons in three pieces. The front fuselage was covered in plywood while the rear was wrapped in fabric. The tail was reinforced with plywood. The structure of the tail surfaces was essentially the same as that employed in the wings.
Pilot and bombardier were located in separate cockpits in front of the wing. There was a machine gun turret in both the front and rear cockpit. A corridor allowed the observer/gunner to move between the two positions and also to enter the cockpit; the observer also had a seat next to the pilot. On operational missions a third crewman was carried to act as a navigator and to help man the defensive armament. This was an important consideration as increasingly frequent attacks by German night fighters made had made an additional gunner a necessity.
The tailskid was made of plywood and there was a metal tip at the end. The F.50 could carry eight 200-mm bombs and nine 120-mm bombs in an internal bomb bay located behind the pilot's seat.
The F.50 underwent testing at Villacoublay in June 1918. On 5 June Lieutenant Boussoutrot flew an F.50 with two 240-hp Lorraine 8Bb engines. The aircraft carried a payload of 1,300 kg. The following results were obtained: climb to 500 m in 2 minutes 35 seconds; 1,000 m in 5 minutes 31 seconds; 2,000 m in 12 minutes 3 seconds; climb to 3,000 m in 22 minutes 38 seconds; and 4,000 m in 44 minutes 51 seconds; maximum speed 151 km/h at 1,000 m; 145 km/h at 2,000 m; 137 km/h at 3,000 m; and 125 km/h at 4,000 m.
On 15 June Lieutenant Canivel flew a similar (possibly the same) aircraft. He described the flight characteristics as follows: response to the controls was rated good; but it was difficult to keep the aircraft in a straight line if one engine was out. A poorly placed rudder bar caused pilot fatigue, particularly when it was flown on one engine. Rudder control was noted to be "a little heavy." The aircraft was also noted to be "heavy" in turns. Overall, the aircraft was described as being mildly fatiguing to fly. The F.50 had good stability in all axes. It was easy to takeoff and land; visibility was described as good.
A third flight occurred on 17 June 1918. The test pilot was Lieutenant Rebourg. He also found that the aircraft was maneuverable but fatiguing to fly.
A fourth test flight carried out on 28 June by Sergeant Lenay confirmed these findings. He concluded that the F.50 was relatively easy to fly for an aircraft of its size.
The F.50 was inferior to its competitor, the Caudron C.23, in terms of bomb load, but had a superior climb rate. The French ordered both types into production. The F.50s were built at the firm's factory at Billancourt and at the factories of Louis Clement, also located at Billancourt.
The cost of the F.50 was 225,000 F. Tests confirmed that the aircraft was underpowered. Test pilot Andre Canivet wrote on 15 June 1918 that it was impossible to maintain level flight on one engine. Some aircraft were subsequently tested with the 300-hp Hispano-Suiza. On 1 October 1918 17 F.50s had been built, and by the time of the armistice there were only 45 aircraft in service with GB 1. The F.50 was the only indigenous design of the BN2/3 specification to see combat service.
Variants
1. Farman F.50 T - Designed to fulfill a navy requirement for a torpedo bomber. Two aircraft were modified in 1922 to carry a torpedo. At least one aircraft (7143) was tested at Saint-Raphael in this configuration, but none was acquired by the Aviation Maritime.
2. Farman F.50 "DCA" (Air Defense) - Produced in 1918, this aircraft was intended to help locate enemy aircraft and signal their location to anti-aircraft batteries. A major modification was the increased armament. The design was not accepted by the DCA.
3. Farman F.50 with modified wing - At least one aircraft was flown with a enlarged wing of 24.05 m span and area of 101.6 sq. m.
4. It appears that a variant of the Farman F.50 to be powered by two 260-hp Salmson engines was under development in early 1918. However, it seems that this remained an unbuilt project.
5. Farman F.50 airliner - The Farman company converted several F.50s to a passenger configuration by adding a cabin behind the two-man cockpit. The cabin seated four or five persons in relative comfort. The gunner's position in the nose was converted to a baggage area and the rear gunner's station was converted into a lavatory. The latter is said to have required the skill of a contortionist to use. The Farman F.50P, as it was designated, was used by four French airlines - Cie des Grandes Express Aeriens (CGEA), Air Union, Lignes Farman, and Compagnie Franco Balbaine.
Operational Service
Small number of the Farman F.50 entered service with VB 110 on 30 July 1918 at Cernon. VB 114 received the new aircraft on 2 August 1918. The units were re-designated F 110 and F 114 respectively. The new F.50s were equipped with the lower-powered 240-hp Lorraine 8 Bb engines.
The first combat mission was flown on the night of 10/11 August in which F 110 contributed one F.50 to the night's raids. By the end of August only a few missions were being flown by the F.50 crews, probably because of difficulties with the Lorraine engines. On 26 August GB 1 moved to join F 114 at Villeneuve. By the end of the month, V 25 had converted to F.50s, becoming F 25.
There were frequent problems involving F.50s. Three force-landed due to engine trouble during the first week of September. By 7 September newer F.50s were sent to GB 1; these had 275-hp Lorraine 8 Bd engines. It was hoped that these engines would prove to be more reliable. On 15 September 1918 32 of the newer 275-hp engines arrived and were divided between F 110 and F 114. Problems concerning the Lorraine engines were addressed in a GQG memo dated 19 October 1918. It was noted that the excessive oil flow could result in damage to the plugs, which would cause a drop in airspeed. Also, engines were being damaged in transit. Crews were warned to check the new engines carefully before placing them in the aircraft. Finally, many problems were the result of inadequate cleaning. Crews were cautioned to make sure the engines were thoroughly inspected and cleaned on a regular basis.
By October small numbers of F.50s were participating in the nightly attacks against train stations. When VB 137 left GB 1 on 8 October the bomb group became an all-F.50 unit. As the month continued the F.50s bombed train stations on the nights of 18/19, 22/23, and 23/24 October. A total of 12,395 kg of bombs were dropped during those attacks. At least four F.50s were lost, most from landing accidents and engine failure. On the night of the 30/31 11 F.50s hit train stations with a total of 4,315 kg of bombs.
During the last month of the war GB 1 continued to attack railroad stations and bivouacs. GB 1's last raid of the war took place on 9/10 November.
Postwar, the Farman F.50 units were:
F.50 of F 114. VB 114 received the new aircraft on 2 August 1918. The unit was re-designated F 114. B84.362. 11th Escadre GB 1: Escadrilles F 25, F 110, and F 114.
11th Escadre GB 7: Escadrilles F 118, F 119, and F 121.
In 1920 the F.50 units were:
Escadrille 201 of the 2nd Group assigned to the 21st RAB (Nuit).
Escadrille 202 of GB 1 assigned to the 2nd RB (Nuit).
Escadrille 204 of GB 2 assigned to the 2nd RB (Nuit).
Escadrilles 205 and 206 of GB 3.
Foreign Service
Argentina
A French military mission to Argentina in 1919 apparently took six F.50s with it. They were based at Palomar and made a number of flights under the direction of Colonel Precardin. There is no evidence that the F.50 was ever acquired by the Argentine air service.
Japan
The Japanese government acquired a single F.50 in April 1920. It was used for research into the techniques of night bombing and was given the designation Type Tei 1. The F.50 was based at the Army Flight School at Tokorosawa in 1922. This aircraft differed from those in French service by being powered by two 230-hp Salmson water-cooled engines. It also had a shorter fuselage and a higher empty weight of 2,336 kg. The more advanced F.60 was selected for service with the night bomber units and no further F.50s were acquired by the Japanese.
Mexico
The Mexican air force acquired six F.50s at the end of 1919; eventually a total of 13 aircraft was purchased. They were assigned to a squadron commanded by Captain Ascension Santana and based at Guadalajara for use against rebel forces. One of them, piloted by Fernando Proal, was in transit when it crashed near Leon. Another arrived at Guadalajara and was used to attack the revolutionaries. The F.50s, along with other Mexican aircraft, required frequent repairs and often were unable to fly. Subsequently, the F.50s returned to their previous base and were divided among three squadrons. Two squadrons were sent to Irapuato to help defend the president. One of the squadrons was active against the rebels, attacking the rebel stronghold in Morelia. In addition, F.50s attacked the railroad at La Piedad. Attacks were also made on a rebel column near Cuitzeo Lake with devastating results. These actions played a significant part in the defeat of the rebels. It is not known precisely when the remaining aircraft were withdrawn from active service. Serials included 3F 70, 4F 71, 6F 77, 7F 78, 9F 93, 10F 94, 12F 96, and 13 97.
Spain
Two or three F.50s arrived in Spain at Cuatro Vientos on May 9 1919. Those in Spanish service were powered by either 300-hp Hispano-Suiza or Lorraine-Dietrich 8B engines. They were the first aircraft in Spanish service to carry radios. One aircraft was located at the flight school at Valdepenas and another at Seville. One was sent to Africa and based at Tetuan. On January of 1920 a second F.50 arrived at Tetuan. It is not known when the aircraft were withdrawn from service. The Spanish air service felt that the F.50s were inferior to other bombers that were available.
United States
The AEF Air Service acquired two F.50s in March 1918 for evaluation. No further aircraft were ordered.
Farman F.50 Two-Seat Night Bomber with Two 275-hp Lorraine 8Bd Engines
Span 22.85 in; length 12.025 m; height 3.30 m; wing area 97 sq. m
Empty weight 1,815 kg; loaded weight 3,100 kg
Maximum speed: 150 km/h at 1,000 m; climb to 2,000 m in 12 minutes 30 seconds; ceiling 4,750 m; range 420 km
Armament: two machine guns and 400 kg of bombs
Henri Farman BN2 Designs
The BN2 specification of 1918 called for a heavy night bomber with a crew of two. It appears that Henri Farman produced two designs to meet this specification. One had two Canton-Unne CU18Z engines. The other had two Canton-Unne CU9Z engines. Both types were abandoned during 1918, probably because of the success of the Lorraine-powered F.50.
Henri Farman Twin-Engine Bomber with Two Canton-Unne CU9Z or CU18Z Engines
Wing area 135 sq. m
Empty weight 3,000 kg; loaded wt. 5,000 kg; payload 1,000 kg
Maximum speed: 140 km/h at 4,000 m; climb to 4,000 m in 30 minutes, endurance 5 hours
Farman BN2 with 400-hp Lorraine Engines
A British Ministry of Munitions report for May 1918 lists a two-seat heavy bomber for night attacks as under development. Power was to have been supplied by two 400-hp Lorraine engines. This large biplane was to have had an empty weight of 2,000 kg, a loaded weight of 5,000 kg, and a military load of 1,000 kg. Wing area was to have been 135 sq. m. Maximum speed was estimated to be 140 km/h at 4,000 m and it was expected to take 30 minutes to reach that altitude. Endurance was estimated at five hours. The type was under construction in April 1918, but no further details are available.
According to a British Ministry of War report, two twin-engine planes were developed by Henri Farman in 1916. It is not known what role they were intended to fill; it is possible that they were to be entered in the 1916 concours puissant for a heavy bomber. One aircraft had twin 130-hp Renault engines, the other two 220-hp Renaults. These machines may have been the same aircraft but with different engines. Neither type was selected for use by the Aviation Militaire and it is possible that their construction was never completed. It is also possible that they served as prototypes for the Farman F.50 bomber.
Farman F.50
The French aviation industry had conspicuously failed to design a heavy bomber comparable to those produced by Germany, Britain, and Italy. Despite competitions in 1915 and 1916 there was still no indigenous heavy bomber of comparable quality to the Handley Page V/1500 or Gotha aircraft.
In late 1917 the BN2 specification was formulated calling for a heavy bomber capable of carrying 500 kilograms of bombs over a distance of 1,000 kilometers. It was hoped that enough aircraft would be ordered to equip 36 escadrilles.
Several promising designs were produced to meet the specification. The Farman company, having lost its monopoly on reconnaissance aircraft because of reluctance to abandon the pusher layout, designed a twin-engine tractor biplane designated the F.50.
It was a conventional biplane with a top wing slightly longer than the lower. Two 240-hp Lorraine 8Bb engines powered the prototype, but these were later replaced by 275-hp 8Bds. Radiators were mounted on the tops of the engine nacelles. Behind each engine there was a 330 liter fuel tank. The engine and fuel tank were covered by an aluminum nacelle. The undercarriage consisted of a pair of wheels under each engine nacelle. While both the top and bottom wings had flat center sections, there was a pronounced dihedral on the outer sections of both. Each wing had two spars made of pine and covered in a band of strong, glued fabric, and the triangular leading edge was made of pine. The ribs were made of laminated pieces of white wood. The struts were attached with metal fittings. There were 16 struts made of pine and four V-shaped struts made of steel. Ailerons were on the top wing only. The wings had a load factor of 5.5 when static tests were conducted by the STAe.
The fuselage had a rectangular cross-section made of pine longerons in three pieces. The front fuselage was covered in plywood while the rear was wrapped in fabric. The tail was reinforced with plywood. The structure of the tail surfaces was essentially the same as that employed in the wings.
Pilot and bombardier were located in separate cockpits in front of the wing. There was a machine gun turret in both the front and rear cockpit. A corridor allowed the observer/gunner to move between the two positions and also to enter the cockpit; the observer also had a seat next to the pilot. On operational missions a third crewman was carried to act as a navigator and to help man the defensive armament. This was an important consideration as increasingly frequent attacks by German night fighters made had made an additional gunner a necessity.
The tailskid was made of plywood and there was a metal tip at the end. The F.50 could carry eight 200-mm bombs and nine 120-mm bombs in an internal bomb bay located behind the pilot's seat.
The F.50 underwent testing at Villacoublay in June 1918. On 5 June Lieutenant Boussoutrot flew an F.50 with two 240-hp Lorraine 8Bb engines. The aircraft carried a payload of 1,300 kg. The following results were obtained: climb to 500 m in 2 minutes 35 seconds; 1,000 m in 5 minutes 31 seconds; 2,000 m in 12 minutes 3 seconds; climb to 3,000 m in 22 minutes 38 seconds; and 4,000 m in 44 minutes 51 seconds; maximum speed 151 km/h at 1,000 m; 145 km/h at 2,000 m; 137 km/h at 3,000 m; and 125 km/h at 4,000 m.
On 15 June Lieutenant Canivel flew a similar (possibly the same) aircraft. He described the flight characteristics as follows: response to the controls was rated good; but it was difficult to keep the aircraft in a straight line if one engine was out. A poorly placed rudder bar caused pilot fatigue, particularly when it was flown on one engine. Rudder control was noted to be "a little heavy." The aircraft was also noted to be "heavy" in turns. Overall, the aircraft was described as being mildly fatiguing to fly. The F.50 had good stability in all axes. It was easy to takeoff and land; visibility was described as good.
A third flight occurred on 17 June 1918. The test pilot was Lieutenant Rebourg. He also found that the aircraft was maneuverable but fatiguing to fly.
A fourth test flight carried out on 28 June by Sergeant Lenay confirmed these findings. He concluded that the F.50 was relatively easy to fly for an aircraft of its size.
The F.50 was inferior to its competitor, the Caudron C.23, in terms of bomb load, but had a superior climb rate. The French ordered both types into production. The F.50s were built at the firm's factory at Billancourt and at the factories of Louis Clement, also located at Billancourt.
The cost of the F.50 was 225,000 F. Tests confirmed that the aircraft was underpowered. Test pilot Andre Canivet wrote on 15 June 1918 that it was impossible to maintain level flight on one engine. Some aircraft were subsequently tested with the 300-hp Hispano-Suiza. On 1 October 1918 17 F.50s had been built, and by the time of the armistice there were only 45 aircraft in service with GB 1. The F.50 was the only indigenous design of the BN2/3 specification to see combat service.
Variants
1. Farman F.50 T - Designed to fulfill a navy requirement for a torpedo bomber. Two aircraft were modified in 1922 to carry a torpedo. At least one aircraft (7143) was tested at Saint-Raphael in this configuration, but none was acquired by the Aviation Maritime.
2. Farman F.50 "DCA" (Air Defense) - Produced in 1918, this aircraft was intended to help locate enemy aircraft and signal their location to anti-aircraft batteries. A major modification was the increased armament. The design was not accepted by the DCA.
3. Farman F.50 with modified wing - At least one aircraft was flown with a enlarged wing of 24.05 m span and area of 101.6 sq. m.
4. It appears that a variant of the Farman F.50 to be powered by two 260-hp Salmson engines was under development in early 1918. However, it seems that this remained an unbuilt project.
5. Farman F.50 airliner - The Farman company converted several F.50s to a passenger configuration by adding a cabin behind the two-man cockpit. The cabin seated four or five persons in relative comfort. The gunner's position in the nose was converted to a baggage area and the rear gunner's station was converted into a lavatory. The latter is said to have required the skill of a contortionist to use. The Farman F.50P, as it was designated, was used by four French airlines - Cie des Grandes Express Aeriens (CGEA), Air Union, Lignes Farman, and Compagnie Franco Balbaine.
Operational Service
Small number of the Farman F.50 entered service with VB 110 on 30 July 1918 at Cernon. VB 114 received the new aircraft on 2 August 1918. The units were re-designated F 110 and F 114 respectively. The new F.50s were equipped with the lower-powered 240-hp Lorraine 8 Bb engines.
The first combat mission was flown on the night of 10/11 August in which F 110 contributed one F.50 to the night's raids. By the end of August only a few missions were being flown by the F.50 crews, probably because of difficulties with the Lorraine engines. On 26 August GB 1 moved to join F 114 at Villeneuve. By the end of the month, V 25 had converted to F.50s, becoming F 25.
There were frequent problems involving F.50s. Three force-landed due to engine trouble during the first week of September. By 7 September newer F.50s were sent to GB 1; these had 275-hp Lorraine 8 Bd engines. It was hoped that these engines would prove to be more reliable. On 15 September 1918 32 of the newer 275-hp engines arrived and were divided between F 110 and F 114. Problems concerning the Lorraine engines were addressed in a GQG memo dated 19 October 1918. It was noted that the excessive oil flow could result in damage to the plugs, which would cause a drop in airspeed. Also, engines were being damaged in transit. Crews were warned to check the new engines carefully before placing them in the aircraft. Finally, many problems were the result of inadequate cleaning. Crews were cautioned to make sure the engines were thoroughly inspected and cleaned on a regular basis.
By October small numbers of F.50s were participating in the nightly attacks against train stations. When VB 137 left GB 1 on 8 October the bomb group became an all-F.50 unit. As the month continued the F.50s bombed train stations on the nights of 18/19, 22/23, and 23/24 October. A total of 12,395 kg of bombs were dropped during those attacks. At least four F.50s were lost, most from landing accidents and engine failure. On the night of the 30/31 11 F.50s hit train stations with a total of 4,315 kg of bombs.
During the last month of the war GB 1 continued to attack railroad stations and bivouacs. GB 1's last raid of the war took place on 9/10 November.
Postwar, the Farman F.50 units were:
F.50 of F 114. VB 114 received the new aircraft on 2 August 1918. The unit was re-designated F 114. B84.362. 11th Escadre GB 1: Escadrilles F 25, F 110, and F 114.
11th Escadre GB 7: Escadrilles F 118, F 119, and F 121.
In 1920 the F.50 units were:
Escadrille 201 of the 2nd Group assigned to the 21st RAB (Nuit).
Escadrille 202 of GB 1 assigned to the 2nd RB (Nuit).
Escadrille 204 of GB 2 assigned to the 2nd RB (Nuit).
Escadrilles 205 and 206 of GB 3.
Foreign Service
Argentina
A French military mission to Argentina in 1919 apparently took six F.50s with it. They were based at Palomar and made a number of flights under the direction of Colonel Precardin. There is no evidence that the F.50 was ever acquired by the Argentine air service.
Japan
The Japanese government acquired a single F.50 in April 1920. It was used for research into the techniques of night bombing and was given the designation Type Tei 1. The F.50 was based at the Army Flight School at Tokorosawa in 1922. This aircraft differed from those in French service by being powered by two 230-hp Salmson water-cooled engines. It also had a shorter fuselage and a higher empty weight of 2,336 kg. The more advanced F.60 was selected for service with the night bomber units and no further F.50s were acquired by the Japanese.
Mexico
The Mexican air force acquired six F.50s at the end of 1919; eventually a total of 13 aircraft was purchased. They were assigned to a squadron commanded by Captain Ascension Santana and based at Guadalajara for use against rebel forces. One of them, piloted by Fernando Proal, was in transit when it crashed near Leon. Another arrived at Guadalajara and was used to attack the revolutionaries. The F.50s, along with other Mexican aircraft, required frequent repairs and often were unable to fly. Subsequently, the F.50s returned to their previous base and were divided among three squadrons. Two squadrons were sent to Irapuato to help defend the president. One of the squadrons was active against the rebels, attacking the rebel stronghold in Morelia. In addition, F.50s attacked the railroad at La Piedad. Attacks were also made on a rebel column near Cuitzeo Lake with devastating results. These actions played a significant part in the defeat of the rebels. It is not known precisely when the remaining aircraft were withdrawn from active service. Serials included 3F 70, 4F 71, 6F 77, 7F 78, 9F 93, 10F 94, 12F 96, and 13 97.
Spain
Two or three F.50s arrived in Spain at Cuatro Vientos on May 9 1919. Those in Spanish service were powered by either 300-hp Hispano-Suiza or Lorraine-Dietrich 8B engines. They were the first aircraft in Spanish service to carry radios. One aircraft was located at the flight school at Valdepenas and another at Seville. One was sent to Africa and based at Tetuan. On January of 1920 a second F.50 arrived at Tetuan. It is not known when the aircraft were withdrawn from service. The Spanish air service felt that the F.50s were inferior to other bombers that were available.
United States
The AEF Air Service acquired two F.50s in March 1918 for evaluation. No further aircraft were ordered.
Farman F.50 Two-Seat Night Bomber with Two 275-hp Lorraine 8Bd Engines
Span 22.85 in; length 12.025 m; height 3.30 m; wing area 97 sq. m
Empty weight 1,815 kg; loaded weight 3,100 kg
Maximum speed: 150 km/h at 1,000 m; climb to 2,000 m in 12 minutes 30 seconds; ceiling 4,750 m; range 420 km
Armament: two machine guns and 400 kg of bombs
Henri Farman BN2 Designs
The BN2 specification of 1918 called for a heavy night bomber with a crew of two. It appears that Henri Farman produced two designs to meet this specification. One had two Canton-Unne CU18Z engines. The other had two Canton-Unne CU9Z engines. Both types were abandoned during 1918, probably because of the success of the Lorraine-powered F.50.
Henri Farman Twin-Engine Bomber with Two Canton-Unne CU9Z or CU18Z Engines
Wing area 135 sq. m
Empty weight 3,000 kg; loaded wt. 5,000 kg; payload 1,000 kg
Maximum speed: 140 km/h at 4,000 m; climb to 4,000 m in 30 minutes, endurance 5 hours
Farman BN2 with 400-hp Lorraine Engines
A British Ministry of Munitions report for May 1918 lists a two-seat heavy bomber for night attacks as under development. Power was to have been supplied by two 400-hp Lorraine engines. This large biplane was to have had an empty weight of 2,000 kg, a loaded weight of 5,000 kg, and a military load of 1,000 kg. Wing area was to have been 135 sq. m. Maximum speed was estimated to be 140 km/h at 4,000 m and it was expected to take 30 minutes to reach that altitude. Endurance was estimated at five hours. The type was under construction in April 1918, but no further details are available.
"Фарман" F.50 207-й эскадрильи ночных бомбардировщиков.
Farman F.50 of the 207eme of the 2eme RAB (ex-VB 109). Arriving late in the war, the Farman F.50 finally gave the French a twin-engine night bomber comparable to the AEG, Friedrichshafen, and Gotha bombers long used by Germany.
Farman F.50 of the 207eme of the 2eme RAB (ex-VB 109). Arriving late in the war, the Farman F.50 finally gave the French a twin-engine night bomber comparable to the AEG, Friedrichshafen, and Gotha bombers long used by Germany.
F.50 serial 7143 in service with S.3 of the Aviation Maritime. The aircraft is being tested as a torpedo bomber at Saint Raphael.
Farman F.51 Flying Boat
This aircraft was designed to meet the same "high seas" flying boat requirement as the Farman three-engine flying boat (see below). It was built in 1918 and featured a hull designed by Blanchard. It was powered by two 275-hp Lorraine-Dietrich 8Bd engines and carried a crew of three. The aircraft was tested at the Saint Raphael naval air station. However, the Armistice resulted in the French navy's decision not to purchase any additional flying boats in the "high seas" category.
Although the Farman F.51s were not adopted by the French Aviation Maritime, two were purchased by the Brazilian naval air service. These aircraft, given serials 36 and 37, were not uncrated until August 1923; in fact, only aircraft 37 was ever fully assembled.
Farman F.51 "High Seas" Flying Boat with Two 275-hp Lorraine 8Bd Engines
Span 23.35 m; length 13.880 m; height 4.40 m; wing area 108 sq. m
Empty weight 2,200 kg; loaded weight 3,650 kg
Maximum speed: 145 km/h; climb to 2,000 m in 20 minutes
Farman High Seas Flying Boat
The French naval requirement for a "high seas" flying boat in the same class as the British Felixstowe flying boats specified many ambitious goals. The aircraft was to have a crew of four, a wireless, a 75-min cannon with 35 rounds, four I (120-kg) bombs, an endurance of eight hours, a range of 300 kilometers, a maximum speed of 140 km/h, and be able to climb to 2,000 meters in 25 minutes. Apparently the Farman firm submitted two different aircraft to meet this requirement.
The three-engine flying boat appears to have been based on Besson's trimotor flying boat of 1918. In 1918 the Farman firm had built Levy flying boats under license and had considerable experience with flying boat construction in general and the Levy-Besson fuselage design in particular. While the hull of Farman's aircraft was similar to Besson's designs, the wings were completely different. Whereas Besson favored a triplane layout, Farman's aircraft was a biplane. Also, the Farman design used three Panhard engines of 330-hp; Besson's aircraft had three 350-hp Lorraine engines. There was a crew of four, with two pilots and an observer sealed in the nose and a second observer a separate cockpit behind the wings.
The aircraft was tested at the Saint Raphael naval air station. It was capable of carrying up to 500 kg of bombs to attack enemy shipping and submarines.
Farman "High Seas" Flying Boat with Three 330-hp Panhard Engines
Span 33.0 m; length 18.0 m: wing area 200 sq. in
Empty weight 4,500 kg; loaded weight 7,000 kg
Maximum speed: 145 km/h; climb to 2.000 ni in 20 minutes;
Endurance eight hours
This aircraft was designed to meet the same "high seas" flying boat requirement as the Farman three-engine flying boat (see below). It was built in 1918 and featured a hull designed by Blanchard. It was powered by two 275-hp Lorraine-Dietrich 8Bd engines and carried a crew of three. The aircraft was tested at the Saint Raphael naval air station. However, the Armistice resulted in the French navy's decision not to purchase any additional flying boats in the "high seas" category.
Although the Farman F.51s were not adopted by the French Aviation Maritime, two were purchased by the Brazilian naval air service. These aircraft, given serials 36 and 37, were not uncrated until August 1923; in fact, only aircraft 37 was ever fully assembled.
Farman F.51 "High Seas" Flying Boat with Two 275-hp Lorraine 8Bd Engines
Span 23.35 m; length 13.880 m; height 4.40 m; wing area 108 sq. m
Empty weight 2,200 kg; loaded weight 3,650 kg
Maximum speed: 145 km/h; climb to 2,000 m in 20 minutes
Farman High Seas Flying Boat
The French naval requirement for a "high seas" flying boat in the same class as the British Felixstowe flying boats specified many ambitious goals. The aircraft was to have a crew of four, a wireless, a 75-min cannon with 35 rounds, four I (120-kg) bombs, an endurance of eight hours, a range of 300 kilometers, a maximum speed of 140 km/h, and be able to climb to 2,000 meters in 25 minutes. Apparently the Farman firm submitted two different aircraft to meet this requirement.
The three-engine flying boat appears to have been based on Besson's trimotor flying boat of 1918. In 1918 the Farman firm had built Levy flying boats under license and had considerable experience with flying boat construction in general and the Levy-Besson fuselage design in particular. While the hull of Farman's aircraft was similar to Besson's designs, the wings were completely different. Whereas Besson favored a triplane layout, Farman's aircraft was a biplane. Also, the Farman design used three Panhard engines of 330-hp; Besson's aircraft had three 350-hp Lorraine engines. There was a crew of four, with two pilots and an observer sealed in the nose and a second observer a separate cockpit behind the wings.
The aircraft was tested at the Saint Raphael naval air station. It was capable of carrying up to 500 kg of bombs to attack enemy shipping and submarines.
Farman "High Seas" Flying Boat with Three 330-hp Panhard Engines
Span 33.0 m; length 18.0 m: wing area 200 sq. in
Empty weight 4,500 kg; loaded weight 7,000 kg
Maximum speed: 145 km/h; climb to 2.000 ni in 20 minutes;
Endurance eight hours
Farman F.51 flying boat taking off from the water. This photograph is one of the few available of this aircraft.
Hydravions Franco-British Aviation (F.B.A.)
Louis Schreck was a South American representative for the Delaunnay-Belleville automobile firm. In 1911 he joined with Hanriot and an engineer named Gaudard to build the D'Artois flying boat. That same year he took over the Tellier establishment. Using British capital, he later formed Franco-British Aviation (F.B.A.). The firm was based at Argenteuil, but had satellite plants at Juvisy and Vernon. Schreck acquired the patents for the Donnet-Leveque flying boats before the war. In 1934 F.B.A. was acquired by Bernard.
F.B.A. Type A
F.B.A.'s first flying boat was a single-engine seaplane built in 1913. It was initially known as the F.B.A.-Leveque because it was heavily influenced by the previous Donnet-Leveque flying boats, the patents for which, as mentioned above, had been purchased by Schreck. The Type A, as it was later designated, was a petite biplane powered by a 50-hp Gnome Omega engine mounted in pusher configuration on struts between the upper and lower wings. The Type A had side-by-side seating, a wooden hull, and two-bay wings of unequal span.
The aircraft was developed into two variants: one with a wing area of 20 sq. m and a 70-hp Gnome engine, and one with a wing area of 22.2 sq. m and an 80-hp Gnome. The Type A shown at the 1912 Salon had a 50-hp Gnome N1 engine, a span of 9.00 m, a length of 7.79 m, a wing area of 18 sq. m, an empty weight of 309 kg, a maximum speed of 90 km/h, and carried a crew of two. Nine were built in the initial series. At least one example of this type was converted into an amphibian by the addition of retractable wheels to the hull. Another version was used as a racer; powered by a 100-hp Gnome engine, it was entered in the 1914 Schneider Trophy Contest, where it placed second. It appears that the Aviation Maritime never had any Type As on strength, although a development of the aircraft, designated Type B, saw widespread service.
Foreign Service
Austria-Hungary
The Austrians ordered several modifications to the Type A, including an enlarged fuselage to enable more fuel to be carried, a strengthened tail unit, and floats with a circular cross section. These aircraft were fitted with 80-hp Gnome engines. Three were used by the Austro-Hungarian naval air service, given serials A 22, A 23, and A 24. When the First World War began, they were flown as single-seaters to improve their range.
United Kingdom
The RNAS purchased 42 F.B.A. Type As in 1915 and 1916. They were assigned these serials:
1. Serial Nos. 3113, 3114 - 100-hp Gnome assigned to No.1 Wing.
2. Serial Nos. 3199-3208 - 100-hp Gnome assigned to No.1 Wing, Dunkerque.
3. Serial Nos. 3637-3656 - 100-hp Gnome based at Calshot, Dover, Killingholme, Felixstowe, Windermere, and White City.
4. Serial Nos. 9601-9610 - 100-hp Gnome based at Dover, Windermere, White City, and Calshot.
F.B.A. Type A Two-Seat Flying Boat with 50-hp Gnome N1
Wing span 9.00 m; length 7.70 m; wing area 18.00 sq. m
Empty weight 309 kg
Max speed: 90 km/h
Nine built
F.B.A. Type A Two-Seat Flying Boat with 80-hp Gnome 7A (for Great Britain)
Wing span 11.88 m; length 8.83 m
Loaded weight 570 kg
Max speed: 109 km/h
40 built
F.B.A. Type B
The F.B.A. Type A was not adopted by the French Aviation Maritime, but an improved version of it saw extensive service with the French and British navies. This version was designated the Type B, and it differed from the Type A in several respects. It had a more powerful 100-hp Gnome engine and larger dimensions. The Type B also had a redesigned tailplane and rudder and some had folding wings. More than 150 Type Bs were produced in France and Britain.
An escadrille of F.B.A. Type Bs was assigned to the naval station at Dunkerque. The first combat mission by Type Bs was flown on 4 February, 1915. They were used primarily for reconnaissance along the Belgian coast but a number of bombing missions were also flown. The F.B.A.s suffered heavily from German air attacks and a number of Type Bs were destroyed or captured. On 26 May 1917 alone, four F.B.A. Type Bs were downed by German aircraft. In June, 1915, six F.B.A. Type Bs were sent to protect the naval base at Venice.
Some aircraft carried two 150-kg bombs, and a 37-mm cannon was fitted to three Type Bs (serial numbers 454, 455, and 457). Most of the Type Bs, however, were unarmed and used as trainers.
Foreign Service
Brazil
Brazil purchased two Type Bs built by the Gosport firm in 1918. They were given serials 7 and 8 and were struck off charge in August 1923.
Portugal
Portugal obtained three Type Bs in 1917, all with 100-hp Gnome engines. They were assigned to the Escola de Aeronautica Militar at Vila Nova da Rainha and remained in service until 1918.
Russia
Thirty F.B.A. Type Bs were purchased by the Russians in 1914. An additional 34 were built by the Lebedev plant. They were in service from 1915 through 1916, originally for reconnaissance and later as trainers.
United Kingdom
Fifty-four F.B.A. Type Bs were ordered after the war began. Norman Britain provided 20 machines which were given serial numbers N 1040 to N 1059 and assigned to Flight C at Bognor. They were made in France but assembled in England. The Gosport company also built 60 Type Bs, given serial numbers N 2680 to N 2739. They were used as trainers at the naval aviation training depot at Lee-on-Solent. Three additional aircraft were obtained directly from the French, given serials B 3984 to B 3986. Four Type Bs were supplied to the RNAS via Italy. They were assigned to the RNAS air station at Otranto and later to No.266 Squadron at Malta in April 1918. Many of the Type Bs built by the Gosport firm were used as trainers, while those obtained directly from France were used operationally. Two Type Bs with serial numbers 3648 and 3650 were armed with machine guns and bombs and used for combat patrols over the North Sea. On 28 November 1915 attacks were made by Ensign P.B. Ferrand and mechanic/navigator G.T. Oldfield on a German torpedo boat and the seaplanes accompanying it.
Additional Type Bs were purchased directly from France during 1917. These also had 100-hp Gnome engines and were based at Killingholme and Calshot.
An F.B.A. Type B was used to test the maximum loads that could be carried by a seaplane. In September 1916 a Type B took off with a gross weight of 907 kg and attained a speed of 98 km/h. In January 1919, 24 Type Bs were still in service with the RAF.
F.B.A. Type B Two-Seat Flying Boat with 100-hp Gnome
Wing span 13.71 m; length 9.14 m; wing area 32 sq. m
Loaded weight 907 kg
Maximum speed: 96 km/h, range 300 km
Armament: two 150-kg bombs and a 37-mm cannon
More than 150 built
British-built F.B.A. Type B Two-Seat Flying Boat with 100-hp Gnome
Wing span 45 feet; length 30 feet (not a metric aircraft)
Loaded weight 2,000 lb
Maximum speed: 60 mph, endurance 4 hours
Armament: two 150-kg bombs or a 0.303 Lewis gun
80 built
F.B.A. Type C
The F.B.A. Type C was a development of the Type B. Type Bs reengined with 130-hp Clerget 9B rotaries were designated the Type C. The prototype Type C was built in 1915 and series production began in 1916. The dimensions of the Type C were the same as the Type B. The seaplane could carry two 11-kg bombs and a 7.7-mm machine gun. The Type Cs saw extensive service as patrol and anti-submarine aircraft and were operated from many French naval air stations. A total of 78 Type Cs were delivered from January to October 1917. When the F.B.A. Type H was introduced into service, the Type Cs were relegated to training. Several examples were embarked on the seaplane carrier Campinas. A single example of the Type C was fitted with two Clerget engines in 1917 but the conversion was not a success. Two additional variants of the Type C were produced postwar: the Type 11 two-seat trainer and the Type 14, another training aircraft. Twenty of the Type 14 were built.
Foreign Service
Italy
The Italian naval air service acquired a number of Type Cs to use against the Austrian Lohner seaplanes (which, ironically, had been heavily influenced by the Donnet-Leveque flying boat on which the original Type A had been based). In 1916 there were 38 F.B.A. Type Cs in service. A list of the Italian units that flew them is included in the section on the F.B.A. Type H. Some Type Cs were produced under license by the SIAI firm.
Russia
The Russian naval air service imported 30 Type Cs and 34 more were built at the Lebedev factory.
F.B.A. Type C Two-Seat Flying Boat with 130-hp Clerget 9B
Span 13.71 m; length 9.14 in; height 3.05m; wing area 32 sq. m
Empty weight 640 kg; loaded weight 907 kg;
Max speed: 110 km/h; climb to 2,000 m in 25 minutes; range 320 km; endurance 2.75 hours
Armament: two 11-kg bombs and a 7.7-mm machine gun
SIAI-built Type C Two-Seat Flying Boat with 130-hp Clerget 9B
Span 13.70 m; length 8.80 m; height 3.04 m; wing area 30.60 sq. m
Empty weight 575 kg; loaded weight 890 kg;
Maximum speed: 110 km/h; climb to 2000 m in 18 min; ceiling 3,500 m; range 450 km
Armament: two 11-kg bombs and a 7.7-mm machine gun
Louis Schreck was a South American representative for the Delaunnay-Belleville automobile firm. In 1911 he joined with Hanriot and an engineer named Gaudard to build the D'Artois flying boat. That same year he took over the Tellier establishment. Using British capital, he later formed Franco-British Aviation (F.B.A.). The firm was based at Argenteuil, but had satellite plants at Juvisy and Vernon. Schreck acquired the patents for the Donnet-Leveque flying boats before the war. In 1934 F.B.A. was acquired by Bernard.
F.B.A. Type A
F.B.A.'s first flying boat was a single-engine seaplane built in 1913. It was initially known as the F.B.A.-Leveque because it was heavily influenced by the previous Donnet-Leveque flying boats, the patents for which, as mentioned above, had been purchased by Schreck. The Type A, as it was later designated, was a petite biplane powered by a 50-hp Gnome Omega engine mounted in pusher configuration on struts between the upper and lower wings. The Type A had side-by-side seating, a wooden hull, and two-bay wings of unequal span.
The aircraft was developed into two variants: one with a wing area of 20 sq. m and a 70-hp Gnome engine, and one with a wing area of 22.2 sq. m and an 80-hp Gnome. The Type A shown at the 1912 Salon had a 50-hp Gnome N1 engine, a span of 9.00 m, a length of 7.79 m, a wing area of 18 sq. m, an empty weight of 309 kg, a maximum speed of 90 km/h, and carried a crew of two. Nine were built in the initial series. At least one example of this type was converted into an amphibian by the addition of retractable wheels to the hull. Another version was used as a racer; powered by a 100-hp Gnome engine, it was entered in the 1914 Schneider Trophy Contest, where it placed second. It appears that the Aviation Maritime never had any Type As on strength, although a development of the aircraft, designated Type B, saw widespread service.
Foreign Service
Austria-Hungary
The Austrians ordered several modifications to the Type A, including an enlarged fuselage to enable more fuel to be carried, a strengthened tail unit, and floats with a circular cross section. These aircraft were fitted with 80-hp Gnome engines. Three were used by the Austro-Hungarian naval air service, given serials A 22, A 23, and A 24. When the First World War began, they were flown as single-seaters to improve their range.
United Kingdom
The RNAS purchased 42 F.B.A. Type As in 1915 and 1916. They were assigned these serials:
1. Serial Nos. 3113, 3114 - 100-hp Gnome assigned to No.1 Wing.
2. Serial Nos. 3199-3208 - 100-hp Gnome assigned to No.1 Wing, Dunkerque.
3. Serial Nos. 3637-3656 - 100-hp Gnome based at Calshot, Dover, Killingholme, Felixstowe, Windermere, and White City.
4. Serial Nos. 9601-9610 - 100-hp Gnome based at Dover, Windermere, White City, and Calshot.
F.B.A. Type A Two-Seat Flying Boat with 50-hp Gnome N1
Wing span 9.00 m; length 7.70 m; wing area 18.00 sq. m
Empty weight 309 kg
Max speed: 90 km/h
Nine built
F.B.A. Type A Two-Seat Flying Boat with 80-hp Gnome 7A (for Great Britain)
Wing span 11.88 m; length 8.83 m
Loaded weight 570 kg
Max speed: 109 km/h
40 built
F.B.A. Type B
The F.B.A. Type A was not adopted by the French Aviation Maritime, but an improved version of it saw extensive service with the French and British navies. This version was designated the Type B, and it differed from the Type A in several respects. It had a more powerful 100-hp Gnome engine and larger dimensions. The Type B also had a redesigned tailplane and rudder and some had folding wings. More than 150 Type Bs were produced in France and Britain.
An escadrille of F.B.A. Type Bs was assigned to the naval station at Dunkerque. The first combat mission by Type Bs was flown on 4 February, 1915. They were used primarily for reconnaissance along the Belgian coast but a number of bombing missions were also flown. The F.B.A.s suffered heavily from German air attacks and a number of Type Bs were destroyed or captured. On 26 May 1917 alone, four F.B.A. Type Bs were downed by German aircraft. In June, 1915, six F.B.A. Type Bs were sent to protect the naval base at Venice.
Some aircraft carried two 150-kg bombs, and a 37-mm cannon was fitted to three Type Bs (serial numbers 454, 455, and 457). Most of the Type Bs, however, were unarmed and used as trainers.
Foreign Service
Brazil
Brazil purchased two Type Bs built by the Gosport firm in 1918. They were given serials 7 and 8 and were struck off charge in August 1923.
Portugal
Portugal obtained three Type Bs in 1917, all with 100-hp Gnome engines. They were assigned to the Escola de Aeronautica Militar at Vila Nova da Rainha and remained in service until 1918.
Russia
Thirty F.B.A. Type Bs were purchased by the Russians in 1914. An additional 34 were built by the Lebedev plant. They were in service from 1915 through 1916, originally for reconnaissance and later as trainers.
United Kingdom
Fifty-four F.B.A. Type Bs were ordered after the war began. Norman Britain provided 20 machines which were given serial numbers N 1040 to N 1059 and assigned to Flight C at Bognor. They were made in France but assembled in England. The Gosport company also built 60 Type Bs, given serial numbers N 2680 to N 2739. They were used as trainers at the naval aviation training depot at Lee-on-Solent. Three additional aircraft were obtained directly from the French, given serials B 3984 to B 3986. Four Type Bs were supplied to the RNAS via Italy. They were assigned to the RNAS air station at Otranto and later to No.266 Squadron at Malta in April 1918. Many of the Type Bs built by the Gosport firm were used as trainers, while those obtained directly from France were used operationally. Two Type Bs with serial numbers 3648 and 3650 were armed with machine guns and bombs and used for combat patrols over the North Sea. On 28 November 1915 attacks were made by Ensign P.B. Ferrand and mechanic/navigator G.T. Oldfield on a German torpedo boat and the seaplanes accompanying it.
Additional Type Bs were purchased directly from France during 1917. These also had 100-hp Gnome engines and were based at Killingholme and Calshot.
An F.B.A. Type B was used to test the maximum loads that could be carried by a seaplane. In September 1916 a Type B took off with a gross weight of 907 kg and attained a speed of 98 km/h. In January 1919, 24 Type Bs were still in service with the RAF.
F.B.A. Type B Two-Seat Flying Boat with 100-hp Gnome
Wing span 13.71 m; length 9.14 m; wing area 32 sq. m
Loaded weight 907 kg
Maximum speed: 96 km/h, range 300 km
Armament: two 150-kg bombs and a 37-mm cannon
More than 150 built
British-built F.B.A. Type B Two-Seat Flying Boat with 100-hp Gnome
Wing span 45 feet; length 30 feet (not a metric aircraft)
Loaded weight 2,000 lb
Maximum speed: 60 mph, endurance 4 hours
Armament: two 150-kg bombs or a 0.303 Lewis gun
80 built
F.B.A. Type C
The F.B.A. Type C was a development of the Type B. Type Bs reengined with 130-hp Clerget 9B rotaries were designated the Type C. The prototype Type C was built in 1915 and series production began in 1916. The dimensions of the Type C were the same as the Type B. The seaplane could carry two 11-kg bombs and a 7.7-mm machine gun. The Type Cs saw extensive service as patrol and anti-submarine aircraft and were operated from many French naval air stations. A total of 78 Type Cs were delivered from January to October 1917. When the F.B.A. Type H was introduced into service, the Type Cs were relegated to training. Several examples were embarked on the seaplane carrier Campinas. A single example of the Type C was fitted with two Clerget engines in 1917 but the conversion was not a success. Two additional variants of the Type C were produced postwar: the Type 11 two-seat trainer and the Type 14, another training aircraft. Twenty of the Type 14 were built.
Foreign Service
Italy
The Italian naval air service acquired a number of Type Cs to use against the Austrian Lohner seaplanes (which, ironically, had been heavily influenced by the Donnet-Leveque flying boat on which the original Type A had been based). In 1916 there were 38 F.B.A. Type Cs in service. A list of the Italian units that flew them is included in the section on the F.B.A. Type H. Some Type Cs were produced under license by the SIAI firm.
Russia
The Russian naval air service imported 30 Type Cs and 34 more were built at the Lebedev factory.
F.B.A. Type C Two-Seat Flying Boat with 130-hp Clerget 9B
Span 13.71 m; length 9.14 in; height 3.05m; wing area 32 sq. m
Empty weight 640 kg; loaded weight 907 kg;
Max speed: 110 km/h; climb to 2,000 m in 25 minutes; range 320 km; endurance 2.75 hours
Armament: two 11-kg bombs and a 7.7-mm machine gun
SIAI-built Type C Two-Seat Flying Boat with 130-hp Clerget 9B
Span 13.70 m; length 8.80 m; height 3.04 m; wing area 30.60 sq. m
Empty weight 575 kg; loaded weight 890 kg;
Maximum speed: 110 km/h; climb to 2000 m in 18 min; ceiling 3,500 m; range 450 km
Armament: two 11-kg bombs and a 7.7-mm machine gun
F.B.A. Type B. The F.B.A. Type B was an enlarged version of the Type A and had a redesigned tail and a more powerful 100-hp Gnome.
F.B.A. Type C taxiing on the water. Type B flying boats reengined with 130-hp Clerget 9B rotary engines were designated the F.BA Type C.
The F.B.A. Type Cs saw extensive service as patrol and anti-submarine aircraft and were operated from many French naval air stations. Reairche.
A single example of the F.B.A. Type C was fitted with two Clerget engines in 1917, but the conversion was not a success. Reairche.
A preserved Portuguese F.B.A. Type B. The Portuguese Type Bs were assigned to the Escola de Aeronautica Militar at Vila Nova da Rainha.
F.B.A. Type D Cannon Fighter
The French were strong believers of the value of the cannon-armed fighter. Aircraft of this classification (class D) included the Breguet 5, 6, and 12 as well as the Voisin 4. The D class called for an aircraft with a speed of 125 km/h able to climb to 2,000 in in 14 minutes and carrying a cannon with a wide field of fire. A variation of the D class intended for the destruction of airships called for a speed of 120 km/h and a climb to 2,000 m in 17 minutes.
To meet this specification, Louis Schreck modified one of his Type H flying boats (number 101) into a fighter. This was accomplished by fitting the wings of a Type H flying boat to a fish-shaped monocoque fuselage made of wood. A pair ol wheels were attached directly to the aircraft's hull. A conventional fin and rudder were fitted. The aircraft featured a 37-mm Hotchkiss cannon; apparently this did not use the same mount that was patented and designed by Schreck. The Hotchkiss was fitted in the nose and had a limited field of fire. The engine was a 150-hp Hispano-Suiza 8A or a 175-hp 8Aa. Despite its odd appearance, the F.B.A. cannon fighter exceeded the required maximum speed, but its climb to 2,000 meters barely met the 14 minutes that was called for in the D category. The restricted field ol fire and the relative suitability of the Voisin cannon series would seem to have made the F.B.A. design superfluous, and further development was abandoned.
F.B.A. Type D Two-Seat Cannon Fighter with 150-hp Hispano-Suiza 8A or a 175-hp 8Aa
Span 14.5 in: length 10.13 m; height 3.35 in; wing area 41 sq. m
Empty weight 761 kg; loaded 1.166 kg
Maximum speed: 135 km/h at 2,000 m; climb to 2,000 m in 14.0 minutes: climb to 3,000 m in 25.0 minutes 50 seconds; ceiling 4,700 m; endurance 3 hours
Armament; one 37-mm Hotchkiss cannon
One built
The French were strong believers of the value of the cannon-armed fighter. Aircraft of this classification (class D) included the Breguet 5, 6, and 12 as well as the Voisin 4. The D class called for an aircraft with a speed of 125 km/h able to climb to 2,000 in in 14 minutes and carrying a cannon with a wide field of fire. A variation of the D class intended for the destruction of airships called for a speed of 120 km/h and a climb to 2,000 m in 17 minutes.
To meet this specification, Louis Schreck modified one of his Type H flying boats (number 101) into a fighter. This was accomplished by fitting the wings of a Type H flying boat to a fish-shaped monocoque fuselage made of wood. A pair ol wheels were attached directly to the aircraft's hull. A conventional fin and rudder were fitted. The aircraft featured a 37-mm Hotchkiss cannon; apparently this did not use the same mount that was patented and designed by Schreck. The Hotchkiss was fitted in the nose and had a limited field of fire. The engine was a 150-hp Hispano-Suiza 8A or a 175-hp 8Aa. Despite its odd appearance, the F.B.A. cannon fighter exceeded the required maximum speed, but its climb to 2,000 meters barely met the 14 minutes that was called for in the D category. The restricted field ol fire and the relative suitability of the Voisin cannon series would seem to have made the F.B.A. design superfluous, and further development was abandoned.
F.B.A. Type D Two-Seat Cannon Fighter with 150-hp Hispano-Suiza 8A or a 175-hp 8Aa
Span 14.5 in: length 10.13 m; height 3.35 in; wing area 41 sq. m
Empty weight 761 kg; loaded 1.166 kg
Maximum speed: 135 km/h at 2,000 m; climb to 2,000 m in 14.0 minutes: climb to 3,000 m in 25.0 minutes 50 seconds; ceiling 4,700 m; endurance 3 hours
Armament; one 37-mm Hotchkiss cannon
One built
F.B.A. Type D cannon fighter. Something of an oddity, the cannon-armed FBA land-based fighter was derived from a flying boat.
The Type D was a Type H flying boat (number 101) converted into a land-based fighter by fitting the wings of a Type H to a fish-shaped monocoque fuselage. Renaud.
The Type D was a Type H flying boat (number 101) converted into a land-based fighter by fitting the wings of a Type H to a fish-shaped monocoque fuselage. Renaud.
F.B.A. Type H
In the second half of 1915 an F.B.A. Type B airframe was fitted with a 150-hp Hispano-Suiza 8A engine and flown to Burri. The aircraft had redesigned wings and tailplane and a reinforced hull. It could carry a crew of three. It was successful enough to warrant series production as the Type H and entered service in May 1916. The Type H was intended to fill the Aviation Maritime's requirement for a patrol seaplane capable of dealing with enemy cruisers and submarines. The naval air service required 360 patrol flying boats and most of these were to be F.B.A. Type Hs. The Type H was well armed with a machine gun on a swivel mount in the nose and a 35-kg F series bomb under each of the lower wings. Some of the Type Hs used the 160-hp AM (Lorraine) eight-cylinder engine. The crew of two sat side by side in the cockpit and there was a connecting tunnel to the nose gun compartment. The aircraft were based in the Atlantic, Channel coast, and Mediterranean. A total of 157 Type Hs were delivered from January to October 1917.
At least one Type H was modified to become an amphibian by fitting a pair of wheels on the side of the hull. It was flown on the Colombes race course. Another Type H was modified to accept a 37-mm Hotchkiss cannon and a fixed landing gear and was intended for use as a land-based fighter. (See F.B.A. Type D.)
The Type H was the most numerous F.B.A. flying boat to be produced during the war and was possibly built in greater numbers than any other flying boat in World War One.
Foreign Service
Belgium
The Escadrille Navale acquired five F.B.A. Type Hs during the war. Some were modified to accept 180-hp Hispano 8Ab engines and were redesignated Type N. They arrived on 18 September 1917. From their base at Calais, they were used to patrol the Channel and the North Sea. The escadrille moved to Ostende at the end of the war and was disbanded in 1919. Aircraft No.5 has been preserved and displayed at the Musee de l'Air at Brussels.
Estonia
Estonia acquired a single F.B.A. Type H in the 1920s, given serial number 66.
Finland
Finland acquired at least one Type H.
Italy
The F.B.A. Type H was produced under license in Italy by the Savoia (SIAI) firm. The aircraft differed from the French versions in having a more powerful 170-hp Isotta-Fraschini engine. Also, the dimensions of the Italian seaplanes were larger than the French machines. A total of 982 were built in Italy up until production ceased in late 1918.
In 1917 there were 367 Type Cs and Hs in service. They were assigned as follows on 1 June 1917: Brindisi (12), Valona (18), seaplane carriers (8), and Corfu (6).
At the time of the Armistice, the Italian naval air service had a total of nearly 600 F.B.A.s (Cs and Hs) on strength. These were assigned to the following squadriglias:
Reconnaissance squadriglias: 254, 255 (based at Varano), 256 (Otranto), 257 (Valona), 58 (seaplane carrier Europa), 263 (Porto Cosini), and 264 (Ancona).
Patrol squadriglias: 266 (Sanreno), 267 (Porto Maurizio), 268 (Rapallo), 269 (La Spezia), 270 (Palermo), 271 (Civitavecchia), 273 (Livorno), 274 (Piombino), 275 (Ponza), 276 (Napoli), 277 (Sapri), 278 (Terranova Pausiana), 279 (Cagliari), 280 (Milazzo), 281 (Taormina), 282 (Catania), 283 (Siracusa), 284 (Trapani), 285 (Orbetello).
Peru
Three F.B.A. Type Hs were brought to Peru by a French aviation mission in 1919. They were used as trainers.
Serbia
Serbia obtained three Type Hs postwar. They were assigned to Hidroplansk Kommande (Seaplane Command) and assigned codes N 13, 14, and 15. They were used primarily as trainers.
Spain
Two F.B.A. Type Hs were obtained by the Spanish naval air service beginning in 1917. They had been built under license by the Italian SIAI firm. The aircraft were well liked and it is believed that up to six more were purchased by the Spanish. The Type Hs were given serial numbers 1 through 8. There were only three Type Hs in service in 1922, and these were used by the pilots undergoing flight training at the base at Los Alcazares. Aircraft numbers 3, 4, and 6 remained in service until 1927, when, after they were worn out from their extensive use as trainers, they were replaced by Macchi M.18s.
United Kingdom
The Royal Naval Air Service obtained four F.B.A. Type Hs (which had built under license in Italy) in 1917. They were given serial numbers N1075-1078 and were assigned to the base at Otranto; some were also assigned to 6 Wing. Two were sent to Malta in June 1917 and one of them bombed a U-boat on 20 August 1917.
United States
Many of the U.S. naval aviation units based in France used F.B.A. Type Hs but they were rapidly replaced by Donnet-Denhaut D.D.8s and consequently saw only limited action. Three F.B.A.s were also flown by Americans based at Porto Corsini in Italy. The Americans, despite some hesitation, liked the F.B.A.s. An American report describes the hull as being "poorly constructed but has nevertheless given excellent results." The F.B.A.s were all sent directly from the Schreck factory to the U.S. naval base at Moutchic, where they were given serial numbers 295, 296, 297, 801, 802, 806, 807, 808, 813, 814, and 815. All but number 802 were returned to the French at the end of the war; it was destroyed while in U.S. service. These flying boats were used primarily as trainers.
Uruguay
The Uruguayan air service received a single Italian-built F.B.A. with a 220-hp engine, donated by a private citizen named D. Zambra. Consequently the aircraft was named Zambra. It was probably a Type H, although the H models usually had engines of lower horsepower.
F.B.A. Type H Three-Seat Flying Boat with 150-hp Hispano-Suiza 8A
Span 14.12 m; length 9.92 m; height 3.10 m; wing area 40.00 sq. m
Empty weight 984 kg; loaded weight 1,420 kg
Maximum speed: 150 km/h; ceiling 4900 m; range 450 km
Armament: a single 7.7-mm machine gun on a swivel mount in the nose and two 35-kg "F" series bombs
SIAI-built Type H Three-Seat Flying Boat with 170-hp Isotta-Fraschini
Span 14.55 m; length 10.20 m; height 3.78 m; wing area 42 sq. m
Empty weight 925 kg; loaded weight 1,400 kg
Maximum speed: 140 km/h; climb to 1,000 m in 8 min.; climb to 2,000 m in 18 min.; climb to 3,000 m in 31 min.; climb to 4,000 m in 47 min; ceiling 5,000 m, range 600 km
982 built
F.B.A. Type S
The Aviation Maritime's specification for a flying boat for patrol and light bombing was initiated by the availability of the 200-hp Hispano Suiza 8Bb engine in 1917. Levy-Besson submitted a triplane flying boat, Tellier a twin-engine flying boat, and the Donnet-Denhaut firm a redesigned D.D.2. F.B.A. also chose to alter a previous design, the Type H, to accept the new engine. The new plane was designated the Type S.
As well as having a more powerful 200-hp Hispano-Suiza 8Bb, the Type S differed from the Type H in having a larger wing span and a longer fuselage. Other changes included a square radiator and a larger tail unit to compensate for the more powerful engine. The hull was redesigned, with changes to the planing bottom, and the wings were designed to fold for easier storage. While only a single machine gun was carried, the bomb load was increased to two 77-kg bombs or two 110-kg or four 50-kg bombs. A crew of two was standard, but a mechanic could also be carried. Some Type S aircraft had the 210-hp Hispano-Suiza BDd engine.
The aircraft entered service in November 1917 and were based at the naval aviation stations on the Channel, Atlantic, and in the Mediterranean. They remained in service until 1923, when they were finally replaced by Latham and Blanchard flying boats.
Variants
There were developments of the F.B.A. Type S that included one fitted with a 275-hp Hispano engine mounted inside a nacelle. The fuselage was unchanged, but the wings and tail were altered. This experimental aircraft was given serial number 1222. To permit adequate stability, all ailerons were enlarged. The aircraft was destroyed during its second fight and the end of the war halted further development. One Type S was fitted with two rotary engines. Another was designed with a wing chord reduced by 20 cm. It crashed on its first flight.
F.B.A. Type S Three-Seat Flying Boat with 200-hp Hispano-Suiza 8Bb or 210-hp Hispano-Suiza 8Dd
Span 15.60 m; length 10.59 m; height 3.65 m; wing area 46.00 sq. m
Empty weight 1,060 kg; loaded weight 1,600 kg
Maximum speed: 142 km/h; ceiling 4,000 m; range 500 km; climb to 500 m in 2 min. 30 sec.; climb to 2,000 m in 18 min. (some sources say 16 min.)
Armament: a 7.7-mm machine gun in the nose and two 35-kg bombs or, later, two 50-kg bombs (one source states four 50-kg bombs)
F.B.A. High Seas Flying Boat
The French naval air service issued a requirement in 1918 for what was termed a high seas flying boat. This specification, perhaps inspired by the Felixstowe seaplanes, called for an endurance of eight hours, a large radio with a range of 300 km, four Type I (120-kg) bombs, and two machine guns. The aircraft was to have a maximum speed of 140 km/h and be able to climb to 2,000 m in 25 minutes. Aircraft designed to meet this requirement were submitted by Donnet-Denhaut, Farman, Nieuport, Tellier, Levy (Besson), Latham, and F.B.A.
The F.B.A design had four 250-hp Hispano engines. It was a biplane with a wing surface area of 180 sq. m and was 80 percent complete when the Armistice resulted in cancellation of the project.
F.B.A. Triplane Flying Boat
F.B.A. had a triplane flying boat under development in 1917. This was powered by a single 300-hp Renault (although one source states that a 300-hp Binetti was used). It had been completed by December 1917. It carried a crew of three and was undergoing testing in April 1918, but never entered service. It is unlikely that the type, even if successful, would have been selected for production by the Aviation Maritime. The navy had concluded that triplanes had a number of disadvantages over biplanes, including higher weight and a larger number of supporting struts which made them ungainly, especially when taxiing on the water.
F.B.A. Three-Seat Triplane Flying Boat with 300-hp Renault
Wing area 62 sq. m
Pay load 250 kg
Maximum speed: 87 mph at 2,000 in; climb to 2,000 in in 25 minutes
One built
In the second half of 1915 an F.B.A. Type B airframe was fitted with a 150-hp Hispano-Suiza 8A engine and flown to Burri. The aircraft had redesigned wings and tailplane and a reinforced hull. It could carry a crew of three. It was successful enough to warrant series production as the Type H and entered service in May 1916. The Type H was intended to fill the Aviation Maritime's requirement for a patrol seaplane capable of dealing with enemy cruisers and submarines. The naval air service required 360 patrol flying boats and most of these were to be F.B.A. Type Hs. The Type H was well armed with a machine gun on a swivel mount in the nose and a 35-kg F series bomb under each of the lower wings. Some of the Type Hs used the 160-hp AM (Lorraine) eight-cylinder engine. The crew of two sat side by side in the cockpit and there was a connecting tunnel to the nose gun compartment. The aircraft were based in the Atlantic, Channel coast, and Mediterranean. A total of 157 Type Hs were delivered from January to October 1917.
At least one Type H was modified to become an amphibian by fitting a pair of wheels on the side of the hull. It was flown on the Colombes race course. Another Type H was modified to accept a 37-mm Hotchkiss cannon and a fixed landing gear and was intended for use as a land-based fighter. (See F.B.A. Type D.)
The Type H was the most numerous F.B.A. flying boat to be produced during the war and was possibly built in greater numbers than any other flying boat in World War One.
Foreign Service
Belgium
The Escadrille Navale acquired five F.B.A. Type Hs during the war. Some were modified to accept 180-hp Hispano 8Ab engines and were redesignated Type N. They arrived on 18 September 1917. From their base at Calais, they were used to patrol the Channel and the North Sea. The escadrille moved to Ostende at the end of the war and was disbanded in 1919. Aircraft No.5 has been preserved and displayed at the Musee de l'Air at Brussels.
Estonia
Estonia acquired a single F.B.A. Type H in the 1920s, given serial number 66.
Finland
Finland acquired at least one Type H.
Italy
The F.B.A. Type H was produced under license in Italy by the Savoia (SIAI) firm. The aircraft differed from the French versions in having a more powerful 170-hp Isotta-Fraschini engine. Also, the dimensions of the Italian seaplanes were larger than the French machines. A total of 982 were built in Italy up until production ceased in late 1918.
In 1917 there were 367 Type Cs and Hs in service. They were assigned as follows on 1 June 1917: Brindisi (12), Valona (18), seaplane carriers (8), and Corfu (6).
At the time of the Armistice, the Italian naval air service had a total of nearly 600 F.B.A.s (Cs and Hs) on strength. These were assigned to the following squadriglias:
Reconnaissance squadriglias: 254, 255 (based at Varano), 256 (Otranto), 257 (Valona), 58 (seaplane carrier Europa), 263 (Porto Cosini), and 264 (Ancona).
Patrol squadriglias: 266 (Sanreno), 267 (Porto Maurizio), 268 (Rapallo), 269 (La Spezia), 270 (Palermo), 271 (Civitavecchia), 273 (Livorno), 274 (Piombino), 275 (Ponza), 276 (Napoli), 277 (Sapri), 278 (Terranova Pausiana), 279 (Cagliari), 280 (Milazzo), 281 (Taormina), 282 (Catania), 283 (Siracusa), 284 (Trapani), 285 (Orbetello).
Peru
Three F.B.A. Type Hs were brought to Peru by a French aviation mission in 1919. They were used as trainers.
Serbia
Serbia obtained three Type Hs postwar. They were assigned to Hidroplansk Kommande (Seaplane Command) and assigned codes N 13, 14, and 15. They were used primarily as trainers.
Spain
Two F.B.A. Type Hs were obtained by the Spanish naval air service beginning in 1917. They had been built under license by the Italian SIAI firm. The aircraft were well liked and it is believed that up to six more were purchased by the Spanish. The Type Hs were given serial numbers 1 through 8. There were only three Type Hs in service in 1922, and these were used by the pilots undergoing flight training at the base at Los Alcazares. Aircraft numbers 3, 4, and 6 remained in service until 1927, when, after they were worn out from their extensive use as trainers, they were replaced by Macchi M.18s.
United Kingdom
The Royal Naval Air Service obtained four F.B.A. Type Hs (which had built under license in Italy) in 1917. They were given serial numbers N1075-1078 and were assigned to the base at Otranto; some were also assigned to 6 Wing. Two were sent to Malta in June 1917 and one of them bombed a U-boat on 20 August 1917.
United States
Many of the U.S. naval aviation units based in France used F.B.A. Type Hs but they were rapidly replaced by Donnet-Denhaut D.D.8s and consequently saw only limited action. Three F.B.A.s were also flown by Americans based at Porto Corsini in Italy. The Americans, despite some hesitation, liked the F.B.A.s. An American report describes the hull as being "poorly constructed but has nevertheless given excellent results." The F.B.A.s were all sent directly from the Schreck factory to the U.S. naval base at Moutchic, where they were given serial numbers 295, 296, 297, 801, 802, 806, 807, 808, 813, 814, and 815. All but number 802 were returned to the French at the end of the war; it was destroyed while in U.S. service. These flying boats were used primarily as trainers.
Uruguay
The Uruguayan air service received a single Italian-built F.B.A. with a 220-hp engine, donated by a private citizen named D. Zambra. Consequently the aircraft was named Zambra. It was probably a Type H, although the H models usually had engines of lower horsepower.
F.B.A. Type H Three-Seat Flying Boat with 150-hp Hispano-Suiza 8A
Span 14.12 m; length 9.92 m; height 3.10 m; wing area 40.00 sq. m
Empty weight 984 kg; loaded weight 1,420 kg
Maximum speed: 150 km/h; ceiling 4900 m; range 450 km
Armament: a single 7.7-mm machine gun on a swivel mount in the nose and two 35-kg "F" series bombs
SIAI-built Type H Three-Seat Flying Boat with 170-hp Isotta-Fraschini
Span 14.55 m; length 10.20 m; height 3.78 m; wing area 42 sq. m
Empty weight 925 kg; loaded weight 1,400 kg
Maximum speed: 140 km/h; climb to 1,000 m in 8 min.; climb to 2,000 m in 18 min.; climb to 3,000 m in 31 min.; climb to 4,000 m in 47 min; ceiling 5,000 m, range 600 km
982 built
F.B.A. Type S
The Aviation Maritime's specification for a flying boat for patrol and light bombing was initiated by the availability of the 200-hp Hispano Suiza 8Bb engine in 1917. Levy-Besson submitted a triplane flying boat, Tellier a twin-engine flying boat, and the Donnet-Denhaut firm a redesigned D.D.2. F.B.A. also chose to alter a previous design, the Type H, to accept the new engine. The new plane was designated the Type S.
As well as having a more powerful 200-hp Hispano-Suiza 8Bb, the Type S differed from the Type H in having a larger wing span and a longer fuselage. Other changes included a square radiator and a larger tail unit to compensate for the more powerful engine. The hull was redesigned, with changes to the planing bottom, and the wings were designed to fold for easier storage. While only a single machine gun was carried, the bomb load was increased to two 77-kg bombs or two 110-kg or four 50-kg bombs. A crew of two was standard, but a mechanic could also be carried. Some Type S aircraft had the 210-hp Hispano-Suiza BDd engine.
The aircraft entered service in November 1917 and were based at the naval aviation stations on the Channel, Atlantic, and in the Mediterranean. They remained in service until 1923, when they were finally replaced by Latham and Blanchard flying boats.
Variants
There were developments of the F.B.A. Type S that included one fitted with a 275-hp Hispano engine mounted inside a nacelle. The fuselage was unchanged, but the wings and tail were altered. This experimental aircraft was given serial number 1222. To permit adequate stability, all ailerons were enlarged. The aircraft was destroyed during its second fight and the end of the war halted further development. One Type S was fitted with two rotary engines. Another was designed with a wing chord reduced by 20 cm. It crashed on its first flight.
F.B.A. Type S Three-Seat Flying Boat with 200-hp Hispano-Suiza 8Bb or 210-hp Hispano-Suiza 8Dd
Span 15.60 m; length 10.59 m; height 3.65 m; wing area 46.00 sq. m
Empty weight 1,060 kg; loaded weight 1,600 kg
Maximum speed: 142 km/h; ceiling 4,000 m; range 500 km; climb to 500 m in 2 min. 30 sec.; climb to 2,000 m in 18 min. (some sources say 16 min.)
Armament: a 7.7-mm machine gun in the nose and two 35-kg bombs or, later, two 50-kg bombs (one source states four 50-kg bombs)
F.B.A. High Seas Flying Boat
The French naval air service issued a requirement in 1918 for what was termed a high seas flying boat. This specification, perhaps inspired by the Felixstowe seaplanes, called for an endurance of eight hours, a large radio with a range of 300 km, four Type I (120-kg) bombs, and two machine guns. The aircraft was to have a maximum speed of 140 km/h and be able to climb to 2,000 m in 25 minutes. Aircraft designed to meet this requirement were submitted by Donnet-Denhaut, Farman, Nieuport, Tellier, Levy (Besson), Latham, and F.B.A.
The F.B.A design had four 250-hp Hispano engines. It was a biplane with a wing surface area of 180 sq. m and was 80 percent complete when the Armistice resulted in cancellation of the project.
F.B.A. Triplane Flying Boat
F.B.A. had a triplane flying boat under development in 1917. This was powered by a single 300-hp Renault (although one source states that a 300-hp Binetti was used). It had been completed by December 1917. It carried a crew of three and was undergoing testing in April 1918, but never entered service. It is unlikely that the type, even if successful, would have been selected for production by the Aviation Maritime. The navy had concluded that triplanes had a number of disadvantages over biplanes, including higher weight and a larger number of supporting struts which made them ungainly, especially when taxiing on the water.
F.B.A. Three-Seat Triplane Flying Boat with 300-hp Renault
Wing area 62 sq. m
Pay load 250 kg
Maximum speed: 87 mph at 2,000 in; climb to 2,000 in in 25 minutes
One built
F.B.A. Type H based at l'Ecole de Tir at Cazaux. The Type H was fitted with a 150-hp Hispano-Suiza and had redesigned wings and tail and a reinforced hull.
F.BA Type H based at l'Ecole de Tir at Cazaux. Developed from the F.B.A. Type C, the Type H was the most extensively produced flying boat of the war and served with Great Britain and Italy in addition to France.
F.B.A. Type H in service with the Finnish air force. It is believed that only a single example was purchased by Finland.
The F.B.A. Type S differed from the Type H in having a more powerful 200-hp Hispano-Suiza 8 Bb and larger dimensions. Reairche.
F.BA Type S. The F.B.A. Type S was a development of the Type H with a larger wing span, a longer fuselage. and a more powerful 200-hp Hispano-Suiza 8Bb.
F.B.A. Type S. Changes from the Type H included a square radiator and a larger tail unit to compensate for the more powerful engine.
Galvin Floatplane Fighter
Photographs taken during the First World War reveal that a floatplane with an unusual configuration was built in France. The single float appears to have been of conventional size and shape. The tail section was attached directly to the float by what appears to have been a single strut. A crescent-shaped rudder was mounted at the end of the tail section, and the bottom portion of the fin was attached to the end of the float. The forward fuselage was completely separate from the tail and housed the pilot and a 160-hp Gnome rotary engine. There was a huge nose cone which had the same diameter as the forward fuselage and was constructed of a metal alloy. Two N-shaped struts attached the forward fuselage to the central float. There was a shoulder-mounted top wing on the forward fuselage, while the bottom wing was suspended between the forward fuselage and the float. Finally, there were two crescent-shaped floats attached to the ends of the lower wing.
Little information is available concerning this unusual design. It was intended lo be used as a fighter, probably to act as an escort for flying boats. It is believed that the Galvin floatplane was flight-tested in 1919.
Galvin Floatplane Fighter with 160-hp Gnome Rotary
Span 8.00 m; length 7.20 m; height 2.30 in; wing area 18.59 sq. m
Empty weight 520 kg; loaded weight 800 kg
Max speed: 200 km/h at sea level; endurance 2 hours
One built
Photographs taken during the First World War reveal that a floatplane with an unusual configuration was built in France. The single float appears to have been of conventional size and shape. The tail section was attached directly to the float by what appears to have been a single strut. A crescent-shaped rudder was mounted at the end of the tail section, and the bottom portion of the fin was attached to the end of the float. The forward fuselage was completely separate from the tail and housed the pilot and a 160-hp Gnome rotary engine. There was a huge nose cone which had the same diameter as the forward fuselage and was constructed of a metal alloy. Two N-shaped struts attached the forward fuselage to the central float. There was a shoulder-mounted top wing on the forward fuselage, while the bottom wing was suspended between the forward fuselage and the float. Finally, there were two crescent-shaped floats attached to the ends of the lower wing.
Little information is available concerning this unusual design. It was intended lo be used as a fighter, probably to act as an escort for flying boats. It is believed that the Galvin floatplane was flight-tested in 1919.
Galvin Floatplane Fighter with 160-hp Gnome Rotary
Span 8.00 m; length 7.20 m; height 2.30 in; wing area 18.59 sq. m
Empty weight 520 kg; loaded weight 800 kg
Max speed: 200 km/h at sea level; endurance 2 hours
One built
Goupy Aircraft
Ambroise Goupy built his first aircraft, a triplane, in 1908. His second design, a tractor biplane, followed in 1909. Goupy later founded his own company and in 1914 the Etablissements Ambroise Goupy produced two aircraft. Both featured wood construction, ailerons for lateral control, positively-staggered biplane wings, and single mainwheels with skids.
The first was a single-seater powered by an 80-hp Gnome engine. It featured an angular yet slim fuselage suspended by struts above the bottom wing. The aircraft had a large, rectangular tailplane with elevators and a single fin with a large rudder. It had ailerons instead of the usual pivoted wing tips favored by the Goupy firm.
The second aircraft was a three-seat biplane. It had a 100-hp Gnome engine and was equipped with ailerons.
Neither aircraft was selected for service by the military. Subsequently, the firm acquired the services of the Swiss engineer Donnet, who designed a glider and a seaplane. The Goupy factory was destroyed by a fire shortly after the war began and ceased aircraft production.
Goupy Three-Seat Reconnaissance Plane with 100-hp Gnome
Span 12.75 m; length 9.10 m; wing area 30 sq. m
Loaded weight 390 kg
Maximum speed: 95 km/h; climb rate 35 meters per minute
One built
Ambroise Goupy built his first aircraft, a triplane, in 1908. His second design, a tractor biplane, followed in 1909. Goupy later founded his own company and in 1914 the Etablissements Ambroise Goupy produced two aircraft. Both featured wood construction, ailerons for lateral control, positively-staggered biplane wings, and single mainwheels with skids.
The first was a single-seater powered by an 80-hp Gnome engine. It featured an angular yet slim fuselage suspended by struts above the bottom wing. The aircraft had a large, rectangular tailplane with elevators and a single fin with a large rudder. It had ailerons instead of the usual pivoted wing tips favored by the Goupy firm.
The second aircraft was a three-seat biplane. It had a 100-hp Gnome engine and was equipped with ailerons.
Neither aircraft was selected for service by the military. Subsequently, the firm acquired the services of the Swiss engineer Donnet, who designed a glider and a seaplane. The Goupy factory was destroyed by a fire shortly after the war began and ceased aircraft production.
Goupy Three-Seat Reconnaissance Plane with 100-hp Gnome
Span 12.75 m; length 9.10 m; wing area 30 sq. m
Loaded weight 390 kg
Maximum speed: 95 km/h; climb rate 35 meters per minute
One built
Two Goupy aircraft at the 1914 Salon. The airplane in the foreground had an 80-hp Gnome; the airplane in the rear was a three-seater with a 100-hp Gnome.
Goupy Aircraft
Ambroise Goupy built his first aircraft, a triplane, in 1908. His second design, a tractor biplane, followed in 1909. Goupy later founded his own company and in 1914 the Etablissements Ambroise Goupy produced two aircraft. Both featured wood construction, ailerons for lateral control, positively-staggered biplane wings, and single mainwheels with skids.
The first was a single-seater powered by an 80-hp Gnome engine. It featured an angular yet slim fuselage suspended by struts above the bottom wing. The aircraft had a large, rectangular tailplane with elevators and a single fin with a large rudder. It had ailerons instead of the usual pivoted wing tips favored by the Goupy firm.
The second aircraft was a three-seat biplane. It had a 100-hp Gnome engine and was equipped with ailerons.
Neither aircraft was selected for service by the military. Subsequently, the firm acquired the services of the Swiss engineer Donnet, who designed a glider and a seaplane. The Goupy factory was destroyed by a fire shortly after the war began and ceased aircraft production.
Goupy Single-Seat Plane with 80-hp Gnome
Span 6.30 m; length 6.80 m; wing area 13 sq. m
Maximum speed: 130 km/h; climb rate 150 meters per minute
One built
Ambroise Goupy built his first aircraft, a triplane, in 1908. His second design, a tractor biplane, followed in 1909. Goupy later founded his own company and in 1914 the Etablissements Ambroise Goupy produced two aircraft. Both featured wood construction, ailerons for lateral control, positively-staggered biplane wings, and single mainwheels with skids.
The first was a single-seater powered by an 80-hp Gnome engine. It featured an angular yet slim fuselage suspended by struts above the bottom wing. The aircraft had a large, rectangular tailplane with elevators and a single fin with a large rudder. It had ailerons instead of the usual pivoted wing tips favored by the Goupy firm.
The second aircraft was a three-seat biplane. It had a 100-hp Gnome engine and was equipped with ailerons.
Neither aircraft was selected for service by the military. Subsequently, the firm acquired the services of the Swiss engineer Donnet, who designed a glider and a seaplane. The Goupy factory was destroyed by a fire shortly after the war began and ceased aircraft production.
Goupy Single-Seat Plane with 80-hp Gnome
Span 6.30 m; length 6.80 m; wing area 13 sq. m
Maximum speed: 130 km/h; climb rate 150 meters per minute
One built
Two Goupy aircraft at the 1914 Salon. The airplane in the foreground had an 80-hp Gnome; the airplane in the rear was a three-seater with a 100-hp Gnome.
Gourdou-Leseurre C1 and 2 C1
C. Edouard P. Gourdou and Jean A. Leseurre were aeronautical engineers who patented an aerofoil shape intended to reduce aircraft drag in January 1917. An official document shows that in the summer of 1917 a monoplane designed by Gourdou and Leseurre was built at the Wassmer carpentry works in Paris. It featured the new wing that Gourdou and Leseurre had patented (brevet no.504302). The plane appeared in the fall of 1917 and shortly thereafter testing began at Villacoublay. Powered by a 180-hp Hispano-Suiza engine, it attained a maximum speed of 223 km/h. Testing was suspended by December 1917, and the plane underwent a series of apparently minor alterations. The modified design, designated the GLa, retained the 180-hp Hispano-Suiza engine. It was submitted to the STAe to meet the C1 specification for a single-seat fighter with a payload of 110-170 kg, maximum ceiling of 9,000 km, a service ceiling of 6,500 m, and a maximum speed of 140 km/h. Other aircraft designed to meet the C1 category and powered with the 180-hp Hispano-Suiza 8 Ab engine included the Laboratoire Eiffel monoplane.
The Gourdou-Leseurre GLa first appeared in early 1918 and was also built by Societe Wassmer. The fuselage was of steel tubing while the engine mounts were constructed of duralumin. The undercarriage struts were made of steel tubing and a conformal fuel tank, which could be jettisoned, was fitted between the landing legs. The Hispano-Suiza 8Ab engine was fully cowled with large covers over the rocker arms. The monoplane wing was suspended by a combination of center section struts and two faired steel struts extending from each side of the fuselage. The wing spars were of steel, the ribs were wooden, and the entire structure was covered in fabric except for the leading edges, which were covered with plywood. This version of the Gourdou-Leseurre fighter had a fixed tailplane. The GLa received the STAe designation Gourdou-Leseurre C1.
<...>
G-L C1 Single-Seat Fighter with 180-hp Hispano-Suiza 8Ab
Span 9.0 m; length 6.6 m; height 2.3 m; wing area 16.65 sq. m
Empty weight 600 kg; loaded weight 786 kg
Maximum speed:
1.000 m 242 km/h
2.000 m 237 km/h
3,000 m 230 km/h
4,000 m 223 km/h
5,000 m 214 km/h
Climb:
1000 m 2 min 25 sec
2000 m 5 min 16 sec
5000 m 8 min 43 sec
4000 m 12 min 44 sec
5000 m 20 min 10 sec
Ceiling 6000m; endurance 1.5 hours.
One built
C. Edouard P. Gourdou and Jean A. Leseurre were aeronautical engineers who patented an aerofoil shape intended to reduce aircraft drag in January 1917. An official document shows that in the summer of 1917 a monoplane designed by Gourdou and Leseurre was built at the Wassmer carpentry works in Paris. It featured the new wing that Gourdou and Leseurre had patented (brevet no.504302). The plane appeared in the fall of 1917 and shortly thereafter testing began at Villacoublay. Powered by a 180-hp Hispano-Suiza engine, it attained a maximum speed of 223 km/h. Testing was suspended by December 1917, and the plane underwent a series of apparently minor alterations. The modified design, designated the GLa, retained the 180-hp Hispano-Suiza engine. It was submitted to the STAe to meet the C1 specification for a single-seat fighter with a payload of 110-170 kg, maximum ceiling of 9,000 km, a service ceiling of 6,500 m, and a maximum speed of 140 km/h. Other aircraft designed to meet the C1 category and powered with the 180-hp Hispano-Suiza 8 Ab engine included the Laboratoire Eiffel monoplane.
The Gourdou-Leseurre GLa first appeared in early 1918 and was also built by Societe Wassmer. The fuselage was of steel tubing while the engine mounts were constructed of duralumin. The undercarriage struts were made of steel tubing and a conformal fuel tank, which could be jettisoned, was fitted between the landing legs. The Hispano-Suiza 8Ab engine was fully cowled with large covers over the rocker arms. The monoplane wing was suspended by a combination of center section struts and two faired steel struts extending from each side of the fuselage. The wing spars were of steel, the ribs were wooden, and the entire structure was covered in fabric except for the leading edges, which were covered with plywood. This version of the Gourdou-Leseurre fighter had a fixed tailplane. The GLa received the STAe designation Gourdou-Leseurre C1.
<...>
G-L C1 Single-Seat Fighter with 180-hp Hispano-Suiza 8Ab
Span 9.0 m; length 6.6 m; height 2.3 m; wing area 16.65 sq. m
Empty weight 600 kg; loaded weight 786 kg
Maximum speed:
1.000 m 242 km/h
2.000 m 237 km/h
3,000 m 230 km/h
4,000 m 223 km/h
5,000 m 214 km/h
Climb:
1000 m 2 min 25 sec
2000 m 5 min 16 sec
5000 m 8 min 43 sec
4000 m 12 min 44 sec
5000 m 20 min 10 sec
Ceiling 6000m; endurance 1.5 hours.
One built
GLa C1. The prototype was heavier than expected and in order to meet the C1 payload specifications the aircraft's structure had to be considerably lightened.
Gourdou-Leseurre C1 and 2 C1
<...>
The prototype was heavier than expected and in order to meet the C1 payload specifications the aircraft's structure had to he considerably lightened. As a result ol the weight reduction program, the Gourdou-Leseurre C1 was an excellent performer and was faster than any of the other C1 aircraft equipped with the same engine. The STAe pilot’s report states the GLa was easy to fly, maneuverable, and offered the pilot an excellent field of vision. However, there were problems. The wing support structure was fell to be too weak and the aircraft was substantially revised to incorporate a more extensive array of wing braces. The wing was modified with an increase in span to 9.4 nt and elimination of dihedral; in addition, the tail was modified, the fin was reduced in size, and a new rudder was installed. The landing gear struts were revised to handle the increased weight of the aircraft and to permit the belly fuel tank to be jettisoned without difficulty. These changes were extensive enough to warrant the new designation GLb, while the STAe redesignated the aircraft the Gourdou-Leseurre 2 C1. The improved wing bracing enabled the wings to withstand a load factor of ten. Armament was two Vickers 7.7-mm machine guns.
Twenty ol these revised aircraft were ordered by the Aviation Militaire. The first was tested at Villacoublay in November 1918. The results revealed a good performance, but the fin and rudder were subsequently enlarged. It is possible that one aircraft was tested with a 230-hp Salmson 9Za; a Le Rhone 9K may also have been fitted. It was also planned to equip one aircraft with the 320-hp A.B.C. Dragonfly engine, but this was probably never done.
The end of the war meant that there was no further need for the Gourdou-Leseurre 2 C1 and plans to produce it for the Aviation Militaire and the United States Air Service were terminated. One example was sold to the Finnish air service in 1923, and 18 more were sent in 1924. One additional aircraft was later assembled from spares. Serial numbers were 8 E 2 and 8 F 5 through 22 (8 F 14 was used twice). Codes were later modified to become GL 5 through 22. These aircraft served with the Havittajaeskaaderi (First Fighter Squadron) commanded by Captain E. Koni at Utti. The aircraft were withdrawn from service by 1933. Postwar, the Gourdou-Leseurre factory was established at Saint-Maur-des-Fausses.
G-L 2 C1 Single-Seat Fighter with 180-hp Hispano- Suiza 8Ab
Span 9.4 m; length 6.45 m; wing area 18.8 sq. tn
Empty weight 570 kg; loaded weight 850 kg
Maximum speed: 245 km/h at ground level; 220 km/h al 5.000 m, climb to 5000 m in 17 min 50 sec; ceiling 7500 m
Armament: two Vickers 7.7-mm machine guns
Approximately 20 built
<...>
The prototype was heavier than expected and in order to meet the C1 payload specifications the aircraft's structure had to he considerably lightened. As a result ol the weight reduction program, the Gourdou-Leseurre C1 was an excellent performer and was faster than any of the other C1 aircraft equipped with the same engine. The STAe pilot’s report states the GLa was easy to fly, maneuverable, and offered the pilot an excellent field of vision. However, there were problems. The wing support structure was fell to be too weak and the aircraft was substantially revised to incorporate a more extensive array of wing braces. The wing was modified with an increase in span to 9.4 nt and elimination of dihedral; in addition, the tail was modified, the fin was reduced in size, and a new rudder was installed. The landing gear struts were revised to handle the increased weight of the aircraft and to permit the belly fuel tank to be jettisoned without difficulty. These changes were extensive enough to warrant the new designation GLb, while the STAe redesignated the aircraft the Gourdou-Leseurre 2 C1. The improved wing bracing enabled the wings to withstand a load factor of ten. Armament was two Vickers 7.7-mm machine guns.
Twenty ol these revised aircraft were ordered by the Aviation Militaire. The first was tested at Villacoublay in November 1918. The results revealed a good performance, but the fin and rudder were subsequently enlarged. It is possible that one aircraft was tested with a 230-hp Salmson 9Za; a Le Rhone 9K may also have been fitted. It was also planned to equip one aircraft with the 320-hp A.B.C. Dragonfly engine, but this was probably never done.
The end of the war meant that there was no further need for the Gourdou-Leseurre 2 C1 and plans to produce it for the Aviation Militaire and the United States Air Service were terminated. One example was sold to the Finnish air service in 1923, and 18 more were sent in 1924. One additional aircraft was later assembled from spares. Serial numbers were 8 E 2 and 8 F 5 through 22 (8 F 14 was used twice). Codes were later modified to become GL 5 through 22. These aircraft served with the Havittajaeskaaderi (First Fighter Squadron) commanded by Captain E. Koni at Utti. The aircraft were withdrawn from service by 1933. Postwar, the Gourdou-Leseurre factory was established at Saint-Maur-des-Fausses.
G-L 2 C1 Single-Seat Fighter with 180-hp Hispano- Suiza 8Ab
Span 9.4 m; length 6.45 m; wing area 18.8 sq. tn
Empty weight 570 kg; loaded weight 850 kg
Maximum speed: 245 km/h at ground level; 220 km/h al 5.000 m, climb to 5000 m in 17 min 50 sec; ceiling 7500 m
Armament: two Vickers 7.7-mm machine guns
Approximately 20 built
The Gourdou Lesseure GLb C1 employed modifications from the GLa which were extensive enough to warrant the new designation GLb, while the STAe redesignated the aircraft the Gourdou-Leseurre 2 C1.
First of the Gourdou-Leseurre fighters to enter production, the GL-2 was just too late to serve in World War I.
First of the Gourdou-Leseurre fighters to enter production, the GL-2 was just too late to serve in World War I.
Ponnier Pusher
Little is known about this unusual aircraft, and it is not possible to verify that it was a Ponnier design. The upper wing was longer than the lower and had a slight sweep-back. The pilot was seated in the rear with the observer/gunner in front. According to the memoirs of the pilot (nicknamed "Zozo") which were published in 1933, the aircraft had originally been fitted with a 120-hp engine which was replaced by a 45-hp Anzani. An attempt was made to fly the aircraft in either June or July of 1916. Presumably due to the reduced power the aircraft stalled on takeoff and crashed, badly injuring its unfortunate pilot.
Little is known about this unusual aircraft, and it is not possible to verify that it was a Ponnier design. The upper wing was longer than the lower and had a slight sweep-back. The pilot was seated in the rear with the observer/gunner in front. According to the memoirs of the pilot (nicknamed "Zozo") which were published in 1933, the aircraft had originally been fitted with a 120-hp engine which was replaced by a 45-hp Anzani. An attempt was made to fly the aircraft in either June or July of 1916. Presumably due to the reduced power the aircraft stalled on takeoff and crashed, badly injuring its unfortunate pilot.
Aeroplanes Hanriot et Cie
Rene Hanriot produced several aircraft prior to 1914. These included:
1. D 1 - single-seat monoplane; 50-hp Buchet engine.
2. D 2 - two- or three-seat monoplane; 100-hp Gnome.
3. D 3 - monoplane racer; 100-hp Gnome.
4. D 4 - monoplane with all-steel construction; 50-hp Peugeot.
5. D 7 - monoplane with 80-hp Gnome.
6. Trainer - 35-hp engine.
7. Trainer - 45-hp engine.
After the beginning of the First World War Hanriot established Aeroplanes Hanriot et Cie and built Sopwith 1 1/2 Strutters and Salmson 2s under contract.
Hanriot HD.1
The Hanriot firm produced its first aircraft in 1916. The HD.1, as it was designated, was designed by Pierre Dupont. The compact single-seater had an upper wing with dihedral. The lower wing had no dihedral; its span and chord were less than that of the upper wing. The center section struts were similar to those used on the Sopwith 1 1/2 Strutters which Hanriot had built under license. The synchronized Vickers 7.7-mm machine gun was fitted on the port side of the fuselage. The engine was a 110-hp Le Rhone 9Jb driving a Ratmanoff propeller 2.46 meters in diameter.
The fuselage was of wood except for the forward portion extending from the firewall to the cockpit, which was metal. The forward fuselage had three longerons: one behind the firewall, a second supporting the cabane struts and landing gear, and a third at the rear of the cockpit. The lower wing spar passed between the second and third frames. The rear fuselage had four rectangular longerons. The frame for the headrest was situated over the first three frames. At the rear of the fuselage steel tubes supported the tail and landing skid. The upper wing had two parallel spars and a dihedral of four degrees. The lower wing had a single large spar and, as mentioned earlier, no dihedral. The oil tank was in the forward fuselage. There were three fuel tanks: two in front of the cockpit and a third in the headrest fairing. Normally only a single machine gun was carried, but some HD.1s were modified to have two.
The Hanriot HD.1, as the new machine was designated, had an impressive performance which was fully evaluated when it made its first test flights in June 1916. The aircraft had the same engine as the Nieuport 16/17 series, which was probably the reason for its rejection by the Aviation Militaire. At this time the rotary engine's eccentric traits were being widely denounced by fighter pilots, who greatly preferred the SPAD 7 and its water-cooled engine. A 150-hp Gnome Monosoupape engine was later fitted to an HD.1 which also had new fuselage fairings and an altered fin and rudder. Although tests at Villacoublay confirmed its superior performance, no series production followed.
Although rejected by the Aviation Militaire, the Aviation Maritime adopted a modified version of the aircraft designated HD.2. The HD.1 was also widely used by the Italian, Belgian, and Swiss air services (see below).
Foreign Service
Belgium
The Aeronautique Militaire Beige ordered 79 Hanriot HD.1s in 1917. The first example was received in August 1917 by the 1st Escadrille. Others were supplied to most of the fighter units, the 9th Escadrille and 11th Escadrille (at Moeres airfield) being equipped entirely with Hanriot HD.1s during the war.
Despite the fact that the Hanriot HD.1s were found to be lightly armed and relatively slow, they were used with great success by such Belgian aces as Coppens, de Meulemeester, and Olieslagers. Field modifications included fitting two machine guns (which seriously degraded performance), fitting an HD.2 rudder to the HD.1 (which improved maneuverability), and fitting an 11-mm Vickers gun in place of the 7.7-mm weapon.
Postwar, the Hanriot HD.1s were operated by the 7th Escadrille of the 4th Groupe de Chasse based at Schaffen. By 1926 the 7th Escadrille was based at Nivelles. Later that year the unit retired the last of its Hanriot HD.1s.
Italy
The Aviazione Militaire needed a replacement for its Nieuport 17s, which were becoming rapidly obsolescent. Examples of the HD.1 had been tested by Italian pilots in Paris who gave favorable reports on the new fighter. The speed, maneuverability, and climb rate were found to be considerably better than that of the Nieuport-Macchi 17s. As a result, an arrangement was made for the Societa Nieuport-Macchi to produce the HD.1 under license.
An initial order for 100 aircraft was placed in late 1916 and production began soon alter. Most were powered by a 110-hp Le Rhone engine, although some were fitted with a 120-hp 9Jby. The Vickers machine gun, which originally was offset, was relocated to the centerline of the fuselage to improve lhe pilot’s access to the gun in flight and to make aiming easier.
The Italians were very pleased with the HD.1. They especially appreciated its robustness and agility. It was also marginally faster than the Albatros fighters and Brandenburg D.Is it was fighting.
The initial unit to be equipped with the type was 76 Squadriglia, which received its first in August 1917. The unit was based at Borgnano and assigned to the 6 Gruppo in the 2nd Armata sector. It participated in the 11th Battle of Isonzo on 18 August 1917, where the qualities of the HD.1 became readily apparent.
During 1917 many of the other Italian fighter units received the type. The units equipped with Hanriot HD.1s on 20 November 1917 were:
10th Gruppo (assigned to the Supreme Command): 70a, 82a, and 91a Squadriglias.
13 Gruppo (3rd Armata): 80a and 83a Squadriglias
6 Gruppo (4th Armata): 76a, 78a, and 81a Squadriglias, two Sezione of HD.1s assigned to defend Padova.
On 26 December 1917 HD.1s of the 6th and the 10th Gruppo Aeroplani participated in the air war over Istrana. By the end of 1917 there had been substantial changes in the dispositions of the HD.1 units. The new organization was:
10 Gruppo (Supreme Command): 70a, 82a, and 91a Squadriglias.
3 Gruppo (1st Armata): 72a Squadriglias.
13 Gruppo (3rd Armata): 80a and 83a Squadriglias.
6 Gruppo (4th Armata): 76a, 78a, and 81a Squadriglias.
By the time of the Battle of the Piave in June 1918 the following units had Hanriot HD.1s on strength:
10 Gruppo (Supreme Command): 70a, 80a, and 91a Squadriglias.
16 Gruppo (1st Armata): 71a and 80a Squadriglias.
6 Gruppo (4th Armata): 76a Squadriglia.
9 Gruppo (7th Armata/9th Armatas): 72a and 74a Squadriglias.
15 Gruppo (8th Armata): 78a and 79a Squadriglias.
214 Squadriglia of the Marina Italiana (Italian navy).
The Italian fighter command, perhaps learning from its counterparts in France, concentrated 120 fighters over the battlefield. This "Massa de Caccia," the majority of which were Hanriot HD.1s, proved very successful, and these units claimed 107 enemy aircraft and seven balloons destroyed between 15 and 23 June.
HD.1 units also saw action in Albania (85a Squadriglia Caccia based at Piskupi), Macedonia (73a Squadriglia Caccia based at Negocani), and Venezia Lido (214a Squadriglia of the Italian navy).
The Hanriot HD.1 remained in service throughout the war. By the Battle of Vittorio Veneto on 20 October 1918 the number of squadriglias using the aircraft had increased from 10 to 14 with a total of 144 HD.1s in service. These were as follows:
10 Gruppo (Supreme Command): 70a and 82a Squadriglias.
16 Gruppo (1st Armata): 71a Squadriglia.
3rd Gruppo (1st Armata): 75a Squadriglia.
13 Gruppo (3rd Armata): 80a Squadriglia.
6 Gruppo (4th Armata): 6a and 81a Squadriglias.
24 Gruppo (6th Armata): 83a Squadriglia.
9 Gruppo (7th Armata/9th Armata):72a Squadriglia.
20 Gruppo: 74a Squadriglia.
23 Gruppo (9th Armata): 79a Squadriglia.
8 Gruppo (Albania): 85a Squadriglia.
21 Gruppo (35th Divisione in Macedonia): 73a Squadriglia.
241 Squadriglia (Marina Italiana).
Squadriglias 72a, 73a, 76a, 80a, and 81a were equipped only with HD.1s; the other units operated a mixture of HD.1s, Nieuport 27s, and SPAD 7s.
A total of 1,700 Hanriot HD.1s were ordered from the Nieuport Macchi firm and by the time of the Armistice 831 had been delivered. An additional 70 were delivered after the Armistice.
Postwar, these Italian units still had HD.1s on strength:
3 Gruppo: 75a Squadriglia.
6 Gruppo: 76a and 81a Squadriglias.
8 Gruppo: 85a Squadriglia.
10 Gruppo: 70a and 82a Squadriglias.
13 Gruppo: 80a Squadriglia.
17 Gruppo: 71a and 72a Squadriglias.
20 Gruppo: 74a Squadriglia.
21 Gruppo: 73a Squadriglia.
23 Gruppo: 78a and 79a Squadriglias.
24 Gruppo: 83a Squadriglia.
241 Squadriglia (Marina Italiana) al Venezia.
When the Regia Aeronautica was formed in 1923 there were 48 Hanriot HD.1s on strength, composing 70 percent of the Italian fighter force. There were also 26 HD.1s in service at the Scula Allenamento Caccia (Fighter Training School). By 1924 the structure of the Hanriot HD.1 force was:
6 Gruppo: 70a, 73a, 79a, and 81a Squadriglias.
17 Gruppo: 71a, 72a, and 80a Squadriglias.
By 1926 the Hanriot HD.1s were retired to the training units, having been replaced by the new Fiat C.R.1.
Paraguay
Three HD.1s were obtained by Paraguay postwar for use as advanced trainers.
Switzerland
An Italian Hanriot HD.1 landed in Switzerland in June 1918. The Swiss were impressed enough by it to purchase 16 Macchi-built Hanriot HD.1s in 1921. These were used for pilot training. The aircraft were given serials 651 to 666 and were retired in 1930.
HD.1 Single-Seat Fighter with 120-hp Le Rhone 9Jb
Span 8.7 m; length 5.85 m, height 2.94 m; wing area 18.2 sq. m
Empty weight 400 kg; loaded weight 605 kg
Maximum speed: at ground level 186 km/h; 178 km/h at 2,000 m
Climb:
1,000 m 2 minutes 58 seconds
2,000 m 6 minutes 3 seconds
3,000 m 11 minutes 3 seconds
4,000 m 19 minutes 30 seconds
5,000 m 32 minutes
Ceiling 6,000 tn; endurance 2.5 hours
Armament: one 7.7-mm Vickers machine gun
Approximately 100 HD.1s of all variants were built by Hanriot
HD.1 Single-Seat Fighter with 110-hp Le Rhone 9Jb Built by Nieuport-Macchi
Span 8.50 m; length 5.85 m, height 2.5 m; wing area 17.50 sq. m
Empty weight 410 kg; loaded weight 600 kg
Maximum speed: 183 km/h
Climb:
1,000 m 2 minutes 40 seconds
2,000 m 6 minutes 40 seconds
3,000 m 11 minutes
4,000 m 16 minutes 30 seconds
Ceiling 5,900 m; endurance 2.5 hours
Armament: one 7.7-mm Vickers machine gun
Approximately 900 built under license by Nieuport-Macchi
Rene Hanriot produced several aircraft prior to 1914. These included:
1. D 1 - single-seat monoplane; 50-hp Buchet engine.
2. D 2 - two- or three-seat monoplane; 100-hp Gnome.
3. D 3 - monoplane racer; 100-hp Gnome.
4. D 4 - monoplane with all-steel construction; 50-hp Peugeot.
5. D 7 - monoplane with 80-hp Gnome.
6. Trainer - 35-hp engine.
7. Trainer - 45-hp engine.
After the beginning of the First World War Hanriot established Aeroplanes Hanriot et Cie and built Sopwith 1 1/2 Strutters and Salmson 2s under contract.
Hanriot HD.1
The Hanriot firm produced its first aircraft in 1916. The HD.1, as it was designated, was designed by Pierre Dupont. The compact single-seater had an upper wing with dihedral. The lower wing had no dihedral; its span and chord were less than that of the upper wing. The center section struts were similar to those used on the Sopwith 1 1/2 Strutters which Hanriot had built under license. The synchronized Vickers 7.7-mm machine gun was fitted on the port side of the fuselage. The engine was a 110-hp Le Rhone 9Jb driving a Ratmanoff propeller 2.46 meters in diameter.
The fuselage was of wood except for the forward portion extending from the firewall to the cockpit, which was metal. The forward fuselage had three longerons: one behind the firewall, a second supporting the cabane struts and landing gear, and a third at the rear of the cockpit. The lower wing spar passed between the second and third frames. The rear fuselage had four rectangular longerons. The frame for the headrest was situated over the first three frames. At the rear of the fuselage steel tubes supported the tail and landing skid. The upper wing had two parallel spars and a dihedral of four degrees. The lower wing had a single large spar and, as mentioned earlier, no dihedral. The oil tank was in the forward fuselage. There were three fuel tanks: two in front of the cockpit and a third in the headrest fairing. Normally only a single machine gun was carried, but some HD.1s were modified to have two.
The Hanriot HD.1, as the new machine was designated, had an impressive performance which was fully evaluated when it made its first test flights in June 1916. The aircraft had the same engine as the Nieuport 16/17 series, which was probably the reason for its rejection by the Aviation Militaire. At this time the rotary engine's eccentric traits were being widely denounced by fighter pilots, who greatly preferred the SPAD 7 and its water-cooled engine. A 150-hp Gnome Monosoupape engine was later fitted to an HD.1 which also had new fuselage fairings and an altered fin and rudder. Although tests at Villacoublay confirmed its superior performance, no series production followed.
Although rejected by the Aviation Militaire, the Aviation Maritime adopted a modified version of the aircraft designated HD.2. The HD.1 was also widely used by the Italian, Belgian, and Swiss air services (see below).
Foreign Service
Belgium
The Aeronautique Militaire Beige ordered 79 Hanriot HD.1s in 1917. The first example was received in August 1917 by the 1st Escadrille. Others were supplied to most of the fighter units, the 9th Escadrille and 11th Escadrille (at Moeres airfield) being equipped entirely with Hanriot HD.1s during the war.
Despite the fact that the Hanriot HD.1s were found to be lightly armed and relatively slow, they were used with great success by such Belgian aces as Coppens, de Meulemeester, and Olieslagers. Field modifications included fitting two machine guns (which seriously degraded performance), fitting an HD.2 rudder to the HD.1 (which improved maneuverability), and fitting an 11-mm Vickers gun in place of the 7.7-mm weapon.
Postwar, the Hanriot HD.1s were operated by the 7th Escadrille of the 4th Groupe de Chasse based at Schaffen. By 1926 the 7th Escadrille was based at Nivelles. Later that year the unit retired the last of its Hanriot HD.1s.
Italy
The Aviazione Militaire needed a replacement for its Nieuport 17s, which were becoming rapidly obsolescent. Examples of the HD.1 had been tested by Italian pilots in Paris who gave favorable reports on the new fighter. The speed, maneuverability, and climb rate were found to be considerably better than that of the Nieuport-Macchi 17s. As a result, an arrangement was made for the Societa Nieuport-Macchi to produce the HD.1 under license.
An initial order for 100 aircraft was placed in late 1916 and production began soon alter. Most were powered by a 110-hp Le Rhone engine, although some were fitted with a 120-hp 9Jby. The Vickers machine gun, which originally was offset, was relocated to the centerline of the fuselage to improve lhe pilot’s access to the gun in flight and to make aiming easier.
The Italians were very pleased with the HD.1. They especially appreciated its robustness and agility. It was also marginally faster than the Albatros fighters and Brandenburg D.Is it was fighting.
The initial unit to be equipped with the type was 76 Squadriglia, which received its first in August 1917. The unit was based at Borgnano and assigned to the 6 Gruppo in the 2nd Armata sector. It participated in the 11th Battle of Isonzo on 18 August 1917, where the qualities of the HD.1 became readily apparent.
During 1917 many of the other Italian fighter units received the type. The units equipped with Hanriot HD.1s on 20 November 1917 were:
10th Gruppo (assigned to the Supreme Command): 70a, 82a, and 91a Squadriglias.
13 Gruppo (3rd Armata): 80a and 83a Squadriglias
6 Gruppo (4th Armata): 76a, 78a, and 81a Squadriglias, two Sezione of HD.1s assigned to defend Padova.
On 26 December 1917 HD.1s of the 6th and the 10th Gruppo Aeroplani participated in the air war over Istrana. By the end of 1917 there had been substantial changes in the dispositions of the HD.1 units. The new organization was:
10 Gruppo (Supreme Command): 70a, 82a, and 91a Squadriglias.
3 Gruppo (1st Armata): 72a Squadriglias.
13 Gruppo (3rd Armata): 80a and 83a Squadriglias.
6 Gruppo (4th Armata): 76a, 78a, and 81a Squadriglias.
By the time of the Battle of the Piave in June 1918 the following units had Hanriot HD.1s on strength:
10 Gruppo (Supreme Command): 70a, 80a, and 91a Squadriglias.
16 Gruppo (1st Armata): 71a and 80a Squadriglias.
6 Gruppo (4th Armata): 76a Squadriglia.
9 Gruppo (7th Armata/9th Armatas): 72a and 74a Squadriglias.
15 Gruppo (8th Armata): 78a and 79a Squadriglias.
214 Squadriglia of the Marina Italiana (Italian navy).
The Italian fighter command, perhaps learning from its counterparts in France, concentrated 120 fighters over the battlefield. This "Massa de Caccia," the majority of which were Hanriot HD.1s, proved very successful, and these units claimed 107 enemy aircraft and seven balloons destroyed between 15 and 23 June.
HD.1 units also saw action in Albania (85a Squadriglia Caccia based at Piskupi), Macedonia (73a Squadriglia Caccia based at Negocani), and Venezia Lido (214a Squadriglia of the Italian navy).
The Hanriot HD.1 remained in service throughout the war. By the Battle of Vittorio Veneto on 20 October 1918 the number of squadriglias using the aircraft had increased from 10 to 14 with a total of 144 HD.1s in service. These were as follows:
10 Gruppo (Supreme Command): 70a and 82a Squadriglias.
16 Gruppo (1st Armata): 71a Squadriglia.
3rd Gruppo (1st Armata): 75a Squadriglia.
13 Gruppo (3rd Armata): 80a Squadriglia.
6 Gruppo (4th Armata): 6a and 81a Squadriglias.
24 Gruppo (6th Armata): 83a Squadriglia.
9 Gruppo (7th Armata/9th Armata):72a Squadriglia.
20 Gruppo: 74a Squadriglia.
23 Gruppo (9th Armata): 79a Squadriglia.
8 Gruppo (Albania): 85a Squadriglia.
21 Gruppo (35th Divisione in Macedonia): 73a Squadriglia.
241 Squadriglia (Marina Italiana).
Squadriglias 72a, 73a, 76a, 80a, and 81a were equipped only with HD.1s; the other units operated a mixture of HD.1s, Nieuport 27s, and SPAD 7s.
A total of 1,700 Hanriot HD.1s were ordered from the Nieuport Macchi firm and by the time of the Armistice 831 had been delivered. An additional 70 were delivered after the Armistice.
Postwar, these Italian units still had HD.1s on strength:
3 Gruppo: 75a Squadriglia.
6 Gruppo: 76a and 81a Squadriglias.
8 Gruppo: 85a Squadriglia.
10 Gruppo: 70a and 82a Squadriglias.
13 Gruppo: 80a Squadriglia.
17 Gruppo: 71a and 72a Squadriglias.
20 Gruppo: 74a Squadriglia.
21 Gruppo: 73a Squadriglia.
23 Gruppo: 78a and 79a Squadriglias.
24 Gruppo: 83a Squadriglia.
241 Squadriglia (Marina Italiana) al Venezia.
When the Regia Aeronautica was formed in 1923 there were 48 Hanriot HD.1s on strength, composing 70 percent of the Italian fighter force. There were also 26 HD.1s in service at the Scula Allenamento Caccia (Fighter Training School). By 1924 the structure of the Hanriot HD.1 force was:
6 Gruppo: 70a, 73a, 79a, and 81a Squadriglias.
17 Gruppo: 71a, 72a, and 80a Squadriglias.
By 1926 the Hanriot HD.1s were retired to the training units, having been replaced by the new Fiat C.R.1.
Paraguay
Three HD.1s were obtained by Paraguay postwar for use as advanced trainers.
Switzerland
An Italian Hanriot HD.1 landed in Switzerland in June 1918. The Swiss were impressed enough by it to purchase 16 Macchi-built Hanriot HD.1s in 1921. These were used for pilot training. The aircraft were given serials 651 to 666 and were retired in 1930.
HD.1 Single-Seat Fighter with 120-hp Le Rhone 9Jb
Span 8.7 m; length 5.85 m, height 2.94 m; wing area 18.2 sq. m
Empty weight 400 kg; loaded weight 605 kg
Maximum speed: at ground level 186 km/h; 178 km/h at 2,000 m
Climb:
1,000 m 2 minutes 58 seconds
2,000 m 6 minutes 3 seconds
3,000 m 11 minutes 3 seconds
4,000 m 19 minutes 30 seconds
5,000 m 32 minutes
Ceiling 6,000 tn; endurance 2.5 hours
Armament: one 7.7-mm Vickers machine gun
Approximately 100 HD.1s of all variants were built by Hanriot
HD.1 Single-Seat Fighter with 110-hp Le Rhone 9Jb Built by Nieuport-Macchi
Span 8.50 m; length 5.85 m, height 2.5 m; wing area 17.50 sq. m
Empty weight 410 kg; loaded weight 600 kg
Maximum speed: 183 km/h
Climb:
1,000 m 2 minutes 40 seconds
2,000 m 6 minutes 40 seconds
3,000 m 11 minutes
4,000 m 16 minutes 30 seconds
Ceiling 5,900 m; endurance 2.5 hours
Armament: one 7.7-mm Vickers machine gun
Approximately 900 built under license by Nieuport-Macchi
Hanriot HD.1 serial 6254 flown by Italian ace Giorgio Michetti while attached to Squadriglia 76a. Via Alan Durkota.
Hanriot HD.2
The HD.2 was a seaplane version of the HD.1 fighter. The aircraft was essentially an HD.1 with a pair of floats suspended beneath the fuselage. A fin beneath the tail of the fuselage was intended to balance the floats. At least one aircraft was tested using a single float, but this arrangement was found to be unsatisfactory and further development was abandoned. The HD.2s usually had the more powerful 130-hp Clerget 9Bs instead of the 120-hp Le Rhone 9Jbs.
To improve stability on the water, the third HD.2 had elongated floats and the fin and rudder were enlarged over the basic HD.1. The HD.2s were armed with two Vickers machine guns and were based at Dunkerque to supply protection for the flying boats based there. A total of 17 HD.2s were delivered from January to October 1917.
The Aviation Maritime also used HD.2s with a conventional wheel undercarriage. These planes may have carried the designation HD.2 C. Examples of these aircraft were flown off a turret of the ship Paris. Enseigne de Vaisseau Paul Teste practiced takeoffs and landings from a platform similar to the one fitted to the Paris, but located on land at the Saint Raphael naval base. The aircraft used had a 120-hp Le Rhone 9Jb in place of the Clerget engine. After 20 practice flights, the first actual takeoff took place on 26 October 1918 when an HD.2 was successfully launched from the Paris and landed at Toulon. A second attempt on 9 November 1918 was unsuccessful because the Paris failed to generate adequate wind over the deck, and the HD.2 crashed over the forward deck, fortunately without injury to the pilot. Later, pilots from C 10 were trained to land on a ship's deck by using a steep approach to the ship and had a crude arrestor gear fitted to the HD.2. HD.2s were also flown from the carrier Bearn in the 1920s; at that time construction had not been completed on the carrier and it was, in fact, merely a flight deck placed atop the uncompleted battleship.
Approximately 30 HD.2s were sent to the Saint Raphael naval aviation center at the end of 1918. Here, the HD.2s were converted from floats to wheel undercarriages and were assigned to AC 1 (escadrille de chasse) formed in 1919. The Hanriots served in front-line service until 1925 when they were replaced by Gourdou-Leseurre 22s. They subsequently served as trainers from 1925 until 1928. The temperamental Clerget rotary engines ensured that the HD.2s were not assigned to the Bearn; the Clergets were not reliable enough for the demands placed on them by carrier takeoffs and landings.
United States
The U.S. naval aviation service decided to purchase the HD.2 floatplane for use at its Dunkerque naval air station. Aircraft operating from the Dunkerque station had suffered heavy losses due to German fighters, and it was hoped that the Hanriots would provide the Donnet-Denhaut flying boats that were operated from the station with a measure of safely. Twenty-six HD.2s were purchased from the French government for the U.S. Navy. Serial numbers were: 211-220, 231-240, 244, 245, 249, 250, 252, and 258.
The HD.2s accompanied the Donnet-Denhaut flying boats on almost 500 patrols. However, no German aircraft were encountered during any of these missions.
After the war, ten of the Hanriots (serial A 5620 to A 5629) were sent back to the United States. The floats were removed and replaced with wheels, flotation bags, and hydrovanes. Modifications were also made to the rudder and a heavier skid was fitted. They were initially used as fighter trainers with two forward-firing 0.303 machine guns. The modified HD.2s were subsequently flown from ramps mounted on turrets of battleships and A-5624 was flown from the cruiser U.S.S. Mississippi in August 1919. Four HD.2 landplanes were used by the Second Ship Plane Unit from May to August 1919.
HD.2 Single-Seat Floatplane Fighter with 130-hp Clerget 9B
Span 8.70 m; length 7.00 m, height 3.10 in; wing area 18.20 sq. tn
Empty weight 495 kg; loaded weight 723 kg
Maximum speed: 182 km/h; climb to 2,000 m in 6 minutes 30 seconds; ceiling 4,800 m; range 300 km
Armament: two 7.7-mm Vickers machine guns
HD.2 (C) Single-Seat Ship-Based Fighter with 130-hp Clerget 9B
Span 8.70 m; length 5.94 m, height 2.59 m; wing area 18.90 sq. m Maximum speed: 180 km/h
Armament: two 7.7-mm Vickers machine guns
Hanriot HD.12
Although this aircraft did not actually fly until 1921 it falls within the scope of this present work as it represents the last development of that classic First World War design, the Hanriot HD.1. The HD.12 was similar to the HD.1 but with a more powerful engine. It is unclear if the HD.12 was intended for the C1 category (single-seat fighter) or was always planned as a shipboard naval fighter. In any event, the HD.12 was not selected by the Aviation Militaire for production, but it was tested by the Aviation Maritime for possible shipboard use.
The HD.2 and HD.4 had been flown from the turrets of naval vessels. This procedure required that crewmen on the ships literally hold the aircraft down while the pilot brought the engine to maximum power. At a signal from the pilot the personnel would release the aircraft. The HD.12 acquired by the Aviation Maritime was intended to facilitate this arrangement by making takeoff release simpler and more reliable. The primary improvement over the HD.1 was the fact that its more powerful engine meant that the HD.12 required a shorter takeoff run.
The aircraft had a primitive arrestor gear which could be released by the pilot after the engine had been run up. With this new arrangement, the plane could become airborne within only six meters. The aircraft was powered by a 170-hp Le Rhone 9R. Armament was planned to be two synchronized 7.7-mm Vickers machine guns. Other changes from the HD.1 included the deletion of the ailerons from the top wing, being instead fitted to the lower wing. The ailerons were enlarged from those used on the HD.1 and the wings were of equal span.
Initial testing was accomplished at Villacoublay and subsequent testing was performed at the naval base at Saint-Raphael. Two HD.12s were used to train pilots and were flown from the platform mounted on the Bapaume. Although the plane was successful, further development was abandoned in favor of the more modern HD.27.
HD.12 Single-Seat Shipboard Fighter with 170-hp Le Rhone 9R
Span 8.70 m; length 5.94 m; height 2.59 m; wing area 19.00 sq. m
Empty weight 480 kg; loaded weight 690 kg
Maximum speed: 190 km/h at sea level
Armament: two synchronized 7.7-mm Vickers machine guns
At least two built
The HD.2 was a seaplane version of the HD.1 fighter. The aircraft was essentially an HD.1 with a pair of floats suspended beneath the fuselage. A fin beneath the tail of the fuselage was intended to balance the floats. At least one aircraft was tested using a single float, but this arrangement was found to be unsatisfactory and further development was abandoned. The HD.2s usually had the more powerful 130-hp Clerget 9Bs instead of the 120-hp Le Rhone 9Jbs.
To improve stability on the water, the third HD.2 had elongated floats and the fin and rudder were enlarged over the basic HD.1. The HD.2s were armed with two Vickers machine guns and were based at Dunkerque to supply protection for the flying boats based there. A total of 17 HD.2s were delivered from January to October 1917.
The Aviation Maritime also used HD.2s with a conventional wheel undercarriage. These planes may have carried the designation HD.2 C. Examples of these aircraft were flown off a turret of the ship Paris. Enseigne de Vaisseau Paul Teste practiced takeoffs and landings from a platform similar to the one fitted to the Paris, but located on land at the Saint Raphael naval base. The aircraft used had a 120-hp Le Rhone 9Jb in place of the Clerget engine. After 20 practice flights, the first actual takeoff took place on 26 October 1918 when an HD.2 was successfully launched from the Paris and landed at Toulon. A second attempt on 9 November 1918 was unsuccessful because the Paris failed to generate adequate wind over the deck, and the HD.2 crashed over the forward deck, fortunately without injury to the pilot. Later, pilots from C 10 were trained to land on a ship's deck by using a steep approach to the ship and had a crude arrestor gear fitted to the HD.2. HD.2s were also flown from the carrier Bearn in the 1920s; at that time construction had not been completed on the carrier and it was, in fact, merely a flight deck placed atop the uncompleted battleship.
Approximately 30 HD.2s were sent to the Saint Raphael naval aviation center at the end of 1918. Here, the HD.2s were converted from floats to wheel undercarriages and were assigned to AC 1 (escadrille de chasse) formed in 1919. The Hanriots served in front-line service until 1925 when they were replaced by Gourdou-Leseurre 22s. They subsequently served as trainers from 1925 until 1928. The temperamental Clerget rotary engines ensured that the HD.2s were not assigned to the Bearn; the Clergets were not reliable enough for the demands placed on them by carrier takeoffs and landings.
United States
The U.S. naval aviation service decided to purchase the HD.2 floatplane for use at its Dunkerque naval air station. Aircraft operating from the Dunkerque station had suffered heavy losses due to German fighters, and it was hoped that the Hanriots would provide the Donnet-Denhaut flying boats that were operated from the station with a measure of safely. Twenty-six HD.2s were purchased from the French government for the U.S. Navy. Serial numbers were: 211-220, 231-240, 244, 245, 249, 250, 252, and 258.
The HD.2s accompanied the Donnet-Denhaut flying boats on almost 500 patrols. However, no German aircraft were encountered during any of these missions.
After the war, ten of the Hanriots (serial A 5620 to A 5629) were sent back to the United States. The floats were removed and replaced with wheels, flotation bags, and hydrovanes. Modifications were also made to the rudder and a heavier skid was fitted. They were initially used as fighter trainers with two forward-firing 0.303 machine guns. The modified HD.2s were subsequently flown from ramps mounted on turrets of battleships and A-5624 was flown from the cruiser U.S.S. Mississippi in August 1919. Four HD.2 landplanes were used by the Second Ship Plane Unit from May to August 1919.
HD.2 Single-Seat Floatplane Fighter with 130-hp Clerget 9B
Span 8.70 m; length 7.00 m, height 3.10 in; wing area 18.20 sq. tn
Empty weight 495 kg; loaded weight 723 kg
Maximum speed: 182 km/h; climb to 2,000 m in 6 minutes 30 seconds; ceiling 4,800 m; range 300 km
Armament: two 7.7-mm Vickers machine guns
HD.2 (C) Single-Seat Ship-Based Fighter with 130-hp Clerget 9B
Span 8.70 m; length 5.94 m, height 2.59 m; wing area 18.90 sq. m Maximum speed: 180 km/h
Armament: two 7.7-mm Vickers machine guns
Hanriot HD.12
Although this aircraft did not actually fly until 1921 it falls within the scope of this present work as it represents the last development of that classic First World War design, the Hanriot HD.1. The HD.12 was similar to the HD.1 but with a more powerful engine. It is unclear if the HD.12 was intended for the C1 category (single-seat fighter) or was always planned as a shipboard naval fighter. In any event, the HD.12 was not selected by the Aviation Militaire for production, but it was tested by the Aviation Maritime for possible shipboard use.
The HD.2 and HD.4 had been flown from the turrets of naval vessels. This procedure required that crewmen on the ships literally hold the aircraft down while the pilot brought the engine to maximum power. At a signal from the pilot the personnel would release the aircraft. The HD.12 acquired by the Aviation Maritime was intended to facilitate this arrangement by making takeoff release simpler and more reliable. The primary improvement over the HD.1 was the fact that its more powerful engine meant that the HD.12 required a shorter takeoff run.
The aircraft had a primitive arrestor gear which could be released by the pilot after the engine had been run up. With this new arrangement, the plane could become airborne within only six meters. The aircraft was powered by a 170-hp Le Rhone 9R. Armament was planned to be two synchronized 7.7-mm Vickers machine guns. Other changes from the HD.1 included the deletion of the ailerons from the top wing, being instead fitted to the lower wing. The ailerons were enlarged from those used on the HD.1 and the wings were of equal span.
Initial testing was accomplished at Villacoublay and subsequent testing was performed at the naval base at Saint-Raphael. Two HD.12s were used to train pilots and were flown from the platform mounted on the Bapaume. Although the plane was successful, further development was abandoned in favor of the more modern HD.27.
HD.12 Single-Seat Shipboard Fighter with 170-hp Le Rhone 9R
Span 8.70 m; length 5.94 m; height 2.59 m; wing area 19.00 sq. m
Empty weight 480 kg; loaded weight 690 kg
Maximum speed: 190 km/h at sea level
Armament: two synchronized 7.7-mm Vickers machine guns
At least two built
HD.2 of the Aviation Maritime. HD.2s were assigned to AC 1 (escadrille de chasse) formed in 1919. The Hanriots were in front-line service until 1925.
HD.2 A 5621 was one of 26 HD.2s acquired by the U.S. Navy. HD.2s A 5620-A 5629 were converted to land planes by the Naval Aircraft Factory after the Armistice.
Hanriot-Dupont HD.3 C2 and Cn2
On 24 May 1917 General Duval decided to obtain a two-seat fighter to supplement the single-seat fighters then in service. To meet this specification the C2 category was formulated by the STAe. The specification called for an aircraft with forward-firing machine guns and two flexible machine guns. An option was also requested for the aircraft to be capable for use in the photo-reconnaissance role by fitting a camera in place of the rear machine guns. The aircraft designed for the C2 classification were to have a speed of 220 km/h at 5,000 meters, a minimum speed of 110 km/h, a service ceiling of 8,000 meters, and a payload of 375 kg. The aircraft designed to meet this category were the Borel HS 300, Hanriot-Dupont 5 C2, Vickers Lorraine 370, Farman F.31, Morane Saulnier 16, Morane Saulnier 31, Morane Saulnier 32, Hanriot Dupont C1, Breguet 17, SPAD 20, SEA 4, and the Hanriot-Dupont 3 C2. Only the Breguet 17, SPAD 20, SEA 4, and the Hanriot Dupont 3 were selected for production.
The Hanriot firm had built Salmson 2s under license. Apparently Rene Hanriot and Dupont were impressed with the 260-hp Salmson 9Za engine used in the Salmson 2, and they utilized that engine lor the HD.3 C2.
The HD.3 was a single-bay biplane with ailerons on both the upper and lower wings. Each wing had two spars of spruce covered with plywood. The upper wing spar had sections reinforced in duralumin. The ribs were of plywood reinforced by spruce or poplar strips and attached to the spar by wood screws. The upper wing was attached to the fuselage by central cabane struts made of duralumin. The lower wing was attached directly to the fuselage by metal fasteners.
The fixed portion of the rudder had a crescent shape and was constructed of four tubular supports; the rudder also had a metal framework.
The forward portion of the fuselage was made of metal up to the cockpit. The rear portion had four ash longerons with spruce formers reinforced by a network of piano wire. The motor mount consisted of two metal plates connected by a U-shaped former. The fuel tank held 114 liters and the oil tank had a capacity of 24 liters. The fuel tank was within the fuselage, while the oil tank was located on the right side of the fuselage.
The landing gear consisted of three struts on either side which were bolted to the metal portion of the lower fuselage. The metal axle was articulated and encased in a wooden fairing. Bungee chord served as shock absorbers. The tail skid was made from ash and articulated at its attachment point to the lower fuselage.
Armament was two synchronized 7.7-mm Vickers machine guns and two turret-mounted 7.7-mm Lewis machine guns.
The prototype, which carried the military serial 1001, was tested al Villacoublay by a Lieutenant Bourgeois of the STAe on 10 March 1918 and had an impressive performance. The maximum speed was found to be 210 km/h, while the speed at 2.000 m was 207 km/h. The aircraft could climb to 1.000 meters in 3 minutes and 23 seconds.
The satisfactory performance of the HD. 3, SEA 4, SPAD 20, and Breguet 17 led to all four aircraft being ordered. By 18 April 120 HD.3s were ordered, but later this number was increased to 300. Changes to the production aircraft included a reduction of the upper wing span, which resulted in top and bottom wings of being equal span, and the addition of horn-balanced ailerons.
The first production example left the factory in the fall of 1918. Apparently the performance of the first production examples was inferior to the prototype, but it appears that replacing the Chauviere airscrew by one designed by Ratmanoff resulted in considerable improvement.
The HD.3 entered service very late in the war and, in fact, only 18 were in service at the time of the Armistice. Fifteen were in service with HD 174 which was formed in October 1918. Serials were 1010, 1012, 1013, 1015, 1016, 1020, 1021, 1025, 1026, 1027, 1029, 1035, 1052, 1063, and 1066. The unit was assigned to GC 17. In 1920 HD 174 became the 109th Escadrille of the 3rd Group de Chasse assigned to the 2nd Regiment de Chasse based at Strasbourg. After 1920 the HD.3s were assigned to training units. It has been estimated that about 75 aircraft were built; it is certain that many more would have been obtained had the war continued.
While it appears that only one escadrille was completely equipped with HD.3s, it is likely that the remaining HD.3s were assigned to other units. In a communique from the Conferences du Centre d'Etudes Aeronautiques it was stated that HD.3s were to be used in multiple roles including day bombardment and long-range escort for Breguet 14s. Postwar, the type was to be assigned to the aviation units attached to the Corps d'Armee. While serving with these units it was intended that the HD.3s would provide protection for the reconnaissance units and engage in ground attack.
The French were impressed with the German night fighters which had caused not inconsiderable losses to French bombers. A night fighter version of the Hanriot HD.3 was developed and designated HD.3 Cn2 (two-seat night fighter). A single prototype was constructed by September 1918. Changes from the standard HD.3 included a lower wing of thicker cross-section with heavy under-camber, enlarged ailerons, and an enlarged rudder. The aircraft was not selected for series production.
A single HD.3 was flown by Puget in the 7 September 1920 Michelin Coupe Militaire. It flew from Strasbourg to Angers in 18 hours and 40 minutes, but the race was won by a Breguet (probably a Breguet 17).
Several HD.3s obtained by the Aviation Maritime in 1921 were used to practice arrested carrier landings on the Bearn.
HD.3 Two-Seat Fighter with 260-hp Salmson 9Za
Span 9.170 m; length 6.95 m; height 3.00 m; wing area 25.5 sq. m.
Empty weight 723 kg; loaded weight 1,150 kg
Maximum speed:
ground level 210 km/h
2,000 m 207 km/h
3,000 m 203 km/h
4,000 m 196 km/h
5,000 m 187 km/h
Climb:
1,000 m 3 minutes 23 seconds
2,000 m 6 minutes 39 seconds
3,000 m 11 minutes 4 seconds
4,000 m 17 minutes 9 seconds
5,000 m 34 minutes 34 seconds
6,000 m 71 minutes 45 seconds
Service ceiling 5,700 m; range 400 m; endurance 2 hours
Armament: two synchronized 7.7-mm Vickers machine guns and two flexible 7.7-mm Lewis machine guns
Approximately 75 built
HD.3 Cn2 Night Fighter with 260-hp Salmson 9Za
Span 9.42 m; length 6,92 tn; height 3.20 m
Maximum speed: 200 km/h at 2,000 m; ceiling 6,200 m; range 400 km
One built
HD.4 and Navalized HD.3
The development of single-engined landplanes for use in the maritime patrol role was inhibited by the fact that the engines of the period were unreliable. An engine failure while over the sea would mean the definite loss of the plane and the probable death of its crew. On the other hand, fitting the aircraft with floats would seriously degrade performance. A novel solution was tried at the Saint-Raphael naval air station. Although the aircraft was not flown until after the war, it merits inclusion in this volume as it was a conversion of the HD.3 two-seat reconnaissance/fighter. The wheels were removed from the axle and replaced by twin skis. An inflatable float made of thin rubber was fitted at the base of each wing. Normally, these floats would remain deflated and thus produce minimal drag. In an emergency, however, they could be inflated by compressed air within 30 seconds. The floats were designed by Harry Busteed and weighed 30 kg; the compressed air bottle weighed 7 kg.
The navalized version of the HD.3 had a shorter wing span than the standard HD.3 but otherwise was quite similar. This HD.3 successfully proved the validity of the inflatable float concept. Although it was considered to be a successful design, the war's end as well as the development of naval aircraft with watertight fuselages and more reliable engines led to the abandonment of the plan to use the Busteed floats on naval aircraft. Thus, further development was unnecessary and only the single example was built.
HD.3 No.2003 was sent to the RAF Naval Air Station at Grain in September 1918. Here it was fitted with jettisonable wheels, a hydrovane, and flotation gear to permit operation from naval vessels. A test conducted on 23 October resulted in the aircraft nosing over when ditching in the water. It was subsequently fitted with a revised hydrovane for the main gear and a smaller hydroplane was added to the tail skid. A successful water landing was made on 4 December 1918.
The HD.4 was an HD.3 (serial 2000) fitted with floats, a Chauviere propeller, and an enlarged fin and rudder. While it had been the intention of the French Aeronavale to operate these aircraft, it seems that the HD.2 was preferred over the HD.4 and only the single example was built and tested on the Seine in 1918.
Some sources mention a Hanriot-designed floatplane intended to carry a torpedo. No such aircraft is mentioned in the May 1918 Ministry of Munitions report; it is possible that the floatplane version of the HD.3 was the aircraft referred to. However, it is not possible to confirm that the HD.3 floatplane was ever modified to carry a torpedo
HD.4 Navalized Two-Seat Floatplane Fighter with 260-hp Salmson 9Za
Wing span 9.10 m
Maximum speed: 168 km/h
One built
On 24 May 1917 General Duval decided to obtain a two-seat fighter to supplement the single-seat fighters then in service. To meet this specification the C2 category was formulated by the STAe. The specification called for an aircraft with forward-firing machine guns and two flexible machine guns. An option was also requested for the aircraft to be capable for use in the photo-reconnaissance role by fitting a camera in place of the rear machine guns. The aircraft designed for the C2 classification were to have a speed of 220 km/h at 5,000 meters, a minimum speed of 110 km/h, a service ceiling of 8,000 meters, and a payload of 375 kg. The aircraft designed to meet this category were the Borel HS 300, Hanriot-Dupont 5 C2, Vickers Lorraine 370, Farman F.31, Morane Saulnier 16, Morane Saulnier 31, Morane Saulnier 32, Hanriot Dupont C1, Breguet 17, SPAD 20, SEA 4, and the Hanriot-Dupont 3 C2. Only the Breguet 17, SPAD 20, SEA 4, and the Hanriot Dupont 3 were selected for production.
The Hanriot firm had built Salmson 2s under license. Apparently Rene Hanriot and Dupont were impressed with the 260-hp Salmson 9Za engine used in the Salmson 2, and they utilized that engine lor the HD.3 C2.
The HD.3 was a single-bay biplane with ailerons on both the upper and lower wings. Each wing had two spars of spruce covered with plywood. The upper wing spar had sections reinforced in duralumin. The ribs were of plywood reinforced by spruce or poplar strips and attached to the spar by wood screws. The upper wing was attached to the fuselage by central cabane struts made of duralumin. The lower wing was attached directly to the fuselage by metal fasteners.
The fixed portion of the rudder had a crescent shape and was constructed of four tubular supports; the rudder also had a metal framework.
The forward portion of the fuselage was made of metal up to the cockpit. The rear portion had four ash longerons with spruce formers reinforced by a network of piano wire. The motor mount consisted of two metal plates connected by a U-shaped former. The fuel tank held 114 liters and the oil tank had a capacity of 24 liters. The fuel tank was within the fuselage, while the oil tank was located on the right side of the fuselage.
The landing gear consisted of three struts on either side which were bolted to the metal portion of the lower fuselage. The metal axle was articulated and encased in a wooden fairing. Bungee chord served as shock absorbers. The tail skid was made from ash and articulated at its attachment point to the lower fuselage.
Armament was two synchronized 7.7-mm Vickers machine guns and two turret-mounted 7.7-mm Lewis machine guns.
The prototype, which carried the military serial 1001, was tested al Villacoublay by a Lieutenant Bourgeois of the STAe on 10 March 1918 and had an impressive performance. The maximum speed was found to be 210 km/h, while the speed at 2.000 m was 207 km/h. The aircraft could climb to 1.000 meters in 3 minutes and 23 seconds.
The satisfactory performance of the HD. 3, SEA 4, SPAD 20, and Breguet 17 led to all four aircraft being ordered. By 18 April 120 HD.3s were ordered, but later this number was increased to 300. Changes to the production aircraft included a reduction of the upper wing span, which resulted in top and bottom wings of being equal span, and the addition of horn-balanced ailerons.
The first production example left the factory in the fall of 1918. Apparently the performance of the first production examples was inferior to the prototype, but it appears that replacing the Chauviere airscrew by one designed by Ratmanoff resulted in considerable improvement.
The HD.3 entered service very late in the war and, in fact, only 18 were in service at the time of the Armistice. Fifteen were in service with HD 174 which was formed in October 1918. Serials were 1010, 1012, 1013, 1015, 1016, 1020, 1021, 1025, 1026, 1027, 1029, 1035, 1052, 1063, and 1066. The unit was assigned to GC 17. In 1920 HD 174 became the 109th Escadrille of the 3rd Group de Chasse assigned to the 2nd Regiment de Chasse based at Strasbourg. After 1920 the HD.3s were assigned to training units. It has been estimated that about 75 aircraft were built; it is certain that many more would have been obtained had the war continued.
While it appears that only one escadrille was completely equipped with HD.3s, it is likely that the remaining HD.3s were assigned to other units. In a communique from the Conferences du Centre d'Etudes Aeronautiques it was stated that HD.3s were to be used in multiple roles including day bombardment and long-range escort for Breguet 14s. Postwar, the type was to be assigned to the aviation units attached to the Corps d'Armee. While serving with these units it was intended that the HD.3s would provide protection for the reconnaissance units and engage in ground attack.
The French were impressed with the German night fighters which had caused not inconsiderable losses to French bombers. A night fighter version of the Hanriot HD.3 was developed and designated HD.3 Cn2 (two-seat night fighter). A single prototype was constructed by September 1918. Changes from the standard HD.3 included a lower wing of thicker cross-section with heavy under-camber, enlarged ailerons, and an enlarged rudder. The aircraft was not selected for series production.
A single HD.3 was flown by Puget in the 7 September 1920 Michelin Coupe Militaire. It flew from Strasbourg to Angers in 18 hours and 40 minutes, but the race was won by a Breguet (probably a Breguet 17).
Several HD.3s obtained by the Aviation Maritime in 1921 were used to practice arrested carrier landings on the Bearn.
HD.3 Two-Seat Fighter with 260-hp Salmson 9Za
Span 9.170 m; length 6.95 m; height 3.00 m; wing area 25.5 sq. m.
Empty weight 723 kg; loaded weight 1,150 kg
Maximum speed:
ground level 210 km/h
2,000 m 207 km/h
3,000 m 203 km/h
4,000 m 196 km/h
5,000 m 187 km/h
Climb:
1,000 m 3 minutes 23 seconds
2,000 m 6 minutes 39 seconds
3,000 m 11 minutes 4 seconds
4,000 m 17 minutes 9 seconds
5,000 m 34 minutes 34 seconds
6,000 m 71 minutes 45 seconds
Service ceiling 5,700 m; range 400 m; endurance 2 hours
Armament: two synchronized 7.7-mm Vickers machine guns and two flexible 7.7-mm Lewis machine guns
Approximately 75 built
HD.3 Cn2 Night Fighter with 260-hp Salmson 9Za
Span 9.42 m; length 6,92 tn; height 3.20 m
Maximum speed: 200 km/h at 2,000 m; ceiling 6,200 m; range 400 km
One built
HD.4 and Navalized HD.3
The development of single-engined landplanes for use in the maritime patrol role was inhibited by the fact that the engines of the period were unreliable. An engine failure while over the sea would mean the definite loss of the plane and the probable death of its crew. On the other hand, fitting the aircraft with floats would seriously degrade performance. A novel solution was tried at the Saint-Raphael naval air station. Although the aircraft was not flown until after the war, it merits inclusion in this volume as it was a conversion of the HD.3 two-seat reconnaissance/fighter. The wheels were removed from the axle and replaced by twin skis. An inflatable float made of thin rubber was fitted at the base of each wing. Normally, these floats would remain deflated and thus produce minimal drag. In an emergency, however, they could be inflated by compressed air within 30 seconds. The floats were designed by Harry Busteed and weighed 30 kg; the compressed air bottle weighed 7 kg.
The navalized version of the HD.3 had a shorter wing span than the standard HD.3 but otherwise was quite similar. This HD.3 successfully proved the validity of the inflatable float concept. Although it was considered to be a successful design, the war's end as well as the development of naval aircraft with watertight fuselages and more reliable engines led to the abandonment of the plan to use the Busteed floats on naval aircraft. Thus, further development was unnecessary and only the single example was built.
HD.3 No.2003 was sent to the RAF Naval Air Station at Grain in September 1918. Here it was fitted with jettisonable wheels, a hydrovane, and flotation gear to permit operation from naval vessels. A test conducted on 23 October resulted in the aircraft nosing over when ditching in the water. It was subsequently fitted with a revised hydrovane for the main gear and a smaller hydroplane was added to the tail skid. A successful water landing was made on 4 December 1918.
The HD.4 was an HD.3 (serial 2000) fitted with floats, a Chauviere propeller, and an enlarged fin and rudder. While it had been the intention of the French Aeronavale to operate these aircraft, it seems that the HD.2 was preferred over the HD.4 and only the single example was built and tested on the Seine in 1918.
Some sources mention a Hanriot-designed floatplane intended to carry a torpedo. No such aircraft is mentioned in the May 1918 Ministry of Munitions report; it is possible that the floatplane version of the HD.3 was the aircraft referred to. However, it is not possible to confirm that the HD.3 floatplane was ever modified to carry a torpedo
HD.4 Navalized Two-Seat Floatplane Fighter with 260-hp Salmson 9Za
Wing span 9.10 m
Maximum speed: 168 km/h
One built
Hanriot HD.3 serial 1001. The HD.3 utilized the same 260-hp Salmson 9Za engine employed on the Salmson 2.
HD.3 of HD 174. Fifteen of these aircraft were in service with HD 174 which was formed in October 1918.
The HD.3 serial 2000 was the prototype HD.4. In addition to the twin floats, the aircraft had an enlarged fin and rudder to balance the side area of the floats.
HD.5
The HD.5 was a development of the HD.1, intended to fill the C2 requirement for 1918. This category called for a two-seat aircraft with fixed forward machine guns for the pilot and twin machine guns on a ring mount for the observer. The aircraft was also to be capable of high-speed reconnaissance missions carrying a camera in place of the observer's machine guns. It was to have a speed of 220 km/h at 5,000 meters, a minimum speed of 110 km/h, a service ceiling of 8,000 meters, and a payload of 375 kg. A number of aircraft were designed to meet the C2 specification, those using the 300-hp Hispano-Suiza 8F included the Borel-Boccaccio 3000, BAJ fighter, and HD.5.
The main differences from the HD.1 were the fitting of a 300-hp Hispano-Suiza 8F engine, provision for a second crewman, and a larger wing. The two-bay wings were unstaggered and of equal span. The crew were seated in close proximity, the pilot in a prominent cutout in the top wing. The ailerons, rudder, and elevators were horn-balanced. Armament consisted of two fixed 7.7-mm Vickers machine guns and one or two 7.7-mm Lewis guns.
The aircraft was tested in the summer of 1918. Available performance figures include a maximum speed of 213 km/h (slower than the required speed for the C2 class), a ceiling of 6,200 meters (again lower than the 8,000 specified), and a payload of about 450 kilograms (higher than the required 375 kilograms).
Based on these figures, it is not surprising that further development of the HD.5 was abandoned and Hanriot turned his attention to another design to fill the C2 category - the HD.6.
HD.5 Two-Seat Fighter with 300-hp Hispano-Suiza 8F
Span 10.63 m; length 7.34 tn; height 2.54 m; wing area 30.40 sq. m
Empty weight 800 kg; loaded 1250 kg
Maximum speed: 213 km/h; climb to 2000 m in 6.2 minutes; ceiling 6,200 m; range 425 to 490 km
Armament: two fixed 7.7-mm Vickers machine guns and one or two 7.7-mm Lewis guns
One built
The HD.5 was a development of the HD.1, intended to fill the C2 requirement for 1918. This category called for a two-seat aircraft with fixed forward machine guns for the pilot and twin machine guns on a ring mount for the observer. The aircraft was also to be capable of high-speed reconnaissance missions carrying a camera in place of the observer's machine guns. It was to have a speed of 220 km/h at 5,000 meters, a minimum speed of 110 km/h, a service ceiling of 8,000 meters, and a payload of 375 kg. A number of aircraft were designed to meet the C2 specification, those using the 300-hp Hispano-Suiza 8F included the Borel-Boccaccio 3000, BAJ fighter, and HD.5.
The main differences from the HD.1 were the fitting of a 300-hp Hispano-Suiza 8F engine, provision for a second crewman, and a larger wing. The two-bay wings were unstaggered and of equal span. The crew were seated in close proximity, the pilot in a prominent cutout in the top wing. The ailerons, rudder, and elevators were horn-balanced. Armament consisted of two fixed 7.7-mm Vickers machine guns and one or two 7.7-mm Lewis guns.
The aircraft was tested in the summer of 1918. Available performance figures include a maximum speed of 213 km/h (slower than the required speed for the C2 class), a ceiling of 6,200 meters (again lower than the 8,000 specified), and a payload of about 450 kilograms (higher than the required 375 kilograms).
Based on these figures, it is not surprising that further development of the HD.5 was abandoned and Hanriot turned his attention to another design to fill the C2 category - the HD.6.
HD.5 Two-Seat Fighter with 300-hp Hispano-Suiza 8F
Span 10.63 m; length 7.34 tn; height 2.54 m; wing area 30.40 sq. m
Empty weight 800 kg; loaded 1250 kg
Maximum speed: 213 km/h; climb to 2000 m in 6.2 minutes; ceiling 6,200 m; range 425 to 490 km
Armament: two fixed 7.7-mm Vickers machine guns and one or two 7.7-mm Lewis guns
One built
Hanriot HD.6
The failure of the HD.5 to meet the C2 category requirements spurred Hanriot to try a different design. The HD.6 was given a much more powerful engine - the 500-hp Salmson 18Z aircooled engine. This engine was created by coupling two Salmson 9Zs. The HD.5 was the only C2 design io use it. The bulky engine resulted in a rotund fuselage of circular cross-section. The two-bay wings were of equal span and unstaggered. The ailerons were horn-balanced and titled to both upper and lower wings. The rudder and elevators were also horn-balanced. As with the HD.5, the pilot was seated under a large cutout in the top wing. The pilot and gunner were again located closely together to facilitate communication - this being one of the strong points of the HD.3 and HD.5. Armament was two fixed and synchronized 7.7-mm Vickers machineguns for by the pilot, while the observer had two 7.7-mm Lewis guns on a ring mount and a third Lewis which tired through the floor of the fuselage. Three Lamblin radiators were located under the bottom wing.
When the fuselage had been completed by November 1918, the new engine was still not available. It appears that the Salmson 18Z (only 25 of which were built) was not fitted until the spring of 1919. Performance figures from testing at Villacoublay showed that both the speed and ceiling were still below that required of an aircraft in the C2 class.
While the HD.6 had an increased maximum speed, improved range, higher ceiling, and a heavier payload than the HD.3, these improvements were modest. It is probable that, with the end of the war, it was felt that the SPAD 20 and HD.3 could perform the C2 missions adequately and further development of the HD.6 was abandoned.
HD.6 Two-Seat Fighter with 500-hp Salmson 18Z
Span 13.60 m; length 8.85 m; height 2.90 m; wing area 47.50 sq. m
Empty weight 810 kg; loaded weight 1,250 kg; (another source gives an empty weight of 1,230 kg and a loaded weight of 1,950 kg)
Maximum speed: 225 km/h; climb to 1,000 m in 2 minutes 47 seconds; climb to 3,000 m in 9 minutes 37 seconds; climb to 5,000 m in 19 minutes 20 seconds; ceiling 7,100 m; range 600 km: endurance 3 hours
Armament: two fixed, synchronized 7.7-mm Vickers machine guns, two 7.7-mm Lewis guns on a ring mount, and a third Lewis gun which fired through the floor of the fuselage
One built
The failure of the HD.5 to meet the C2 category requirements spurred Hanriot to try a different design. The HD.6 was given a much more powerful engine - the 500-hp Salmson 18Z aircooled engine. This engine was created by coupling two Salmson 9Zs. The HD.5 was the only C2 design io use it. The bulky engine resulted in a rotund fuselage of circular cross-section. The two-bay wings were of equal span and unstaggered. The ailerons were horn-balanced and titled to both upper and lower wings. The rudder and elevators were also horn-balanced. As with the HD.5, the pilot was seated under a large cutout in the top wing. The pilot and gunner were again located closely together to facilitate communication - this being one of the strong points of the HD.3 and HD.5. Armament was two fixed and synchronized 7.7-mm Vickers machineguns for by the pilot, while the observer had two 7.7-mm Lewis guns on a ring mount and a third Lewis which tired through the floor of the fuselage. Three Lamblin radiators were located under the bottom wing.
When the fuselage had been completed by November 1918, the new engine was still not available. It appears that the Salmson 18Z (only 25 of which were built) was not fitted until the spring of 1919. Performance figures from testing at Villacoublay showed that both the speed and ceiling were still below that required of an aircraft in the C2 class.
While the HD.6 had an increased maximum speed, improved range, higher ceiling, and a heavier payload than the HD.3, these improvements were modest. It is probable that, with the end of the war, it was felt that the SPAD 20 and HD.3 could perform the C2 missions adequately and further development of the HD.6 was abandoned.
HD.6 Two-Seat Fighter with 500-hp Salmson 18Z
Span 13.60 m; length 8.85 m; height 2.90 m; wing area 47.50 sq. m
Empty weight 810 kg; loaded weight 1,250 kg; (another source gives an empty weight of 1,230 kg and a loaded weight of 1,950 kg)
Maximum speed: 225 km/h; climb to 1,000 m in 2 minutes 47 seconds; climb to 3,000 m in 9 minutes 37 seconds; climb to 5,000 m in 19 minutes 20 seconds; ceiling 7,100 m; range 600 km: endurance 3 hours
Armament: two fixed, synchronized 7.7-mm Vickers machine guns, two 7.7-mm Lewis guns on a ring mount, and a third Lewis gun which fired through the floor of the fuselage
One built
The HD.6. The 500-hp Salmson 18Z water-cooled engine was created by coupling two Salmson 9Z engines.
Hanriot HD.7
The Hanriot HD.7 was designed to meet the 1918 C1 classification calling for a single-seat fighter with twin machine guns and the ability to carry a camera for high-speed photoreconnaissance. Aircraft designed to meet this category and which were also powered by the 300-hp Hispano-Suiza 8F engine included the SPAD 18 Ca.1, SPAD 21, SPAD 22, Nieuport 29, Descamps 27, De Marcay C1, SAB.1, Moineau monoplane, Semenaud fighter, and the Hanriot HD.7.
The Hanriot HD.7 combined features from both the HD.3 and the HD.6. The wings and tail were basically the same as those on the HD.3, and the rudder was similar to that of the HD.6. The fuselage cowling closely surrounded the Hispano-Suiza 8F and twin Lamblin radiators were mounted on pylons which projected the units well below the fuselage. The placement of the radiators so close to the ground virtually assured that they would be damaged or torn off on landing. The fuselage was a redesign of that used on the HD.3, the most obvious changes being the provision of a single cockpit, elimination of the observer's station and machine gun ring, and modifications of the forward fuselage to permit mounting the Hispano-Suiza engine. Armament consisted of twin 7.7-mm Vickers machine guns.
The aircraft was test flown at Buc in November 1918 and later at Villacoublay. While its performance was respectable, it was inferior to the eventual winner of the competition, the Nieuport 29. No further development of the HD.7 was undertaken.
HD.7 Single-Seat Fighter with 300-hp Hispano- Suiza 8F
Span 9.80 m (some sources say 9.00 m); length 7.20 m; height 3.00 m; wing area 28.00 sq. m (25.5 sq. m)
Empty weight 1,230 kg; loaded 1,900 kg
Maximum speed: 214 km; climb to 5,000 m in 19 minutes 20 seconds; ceiling 7,250 m; range 900 km
Armament: twin synchronized 7.7 mm Vickers machine guns
One built
Hanriot HD.8
Considerable confusion exists as to the true identity of the aircraft carrying the HD.8 designation. It was built in 1922, and our source suggests it was based on the HD.7 but powered by a different motor. This version was flown in 1922 and had a maximum speed of 150 km/h. It is listed as being intended to meet the C1 classification for the navy, but further details or specifications and performance are lacking. The same source gives the 80-hp Le Rhone 9C engine as the power plant, but this seems to be a ridiculously outdated engine for use in a fighter.
It has also been suggested that the HD.8 was actually based on the HD 1 but fitted with a 170-hp Lc Rhone 9R engine. It seems this engine was quite troublesome and that the HD.8 (if, indeed, that was the identity of the aircraft powered by this engine) was test-flown in early 1918 by the company. As the type was not submitted for official testing, it is probable that the difficulties with the power plant were never actually solved. The specifications given below are for this aircraft
HD.8 Single-Seat Fighter with 170-hp Le Rhone 9R
Span 9.60 m; length 6.15 m; wing area 25 sq. m
Empty weight 480 kg; loaded weight 690 kg
Maximum speed: 200 km/h at 4,000 m; endurance 2 hours
Armament: two 7.7-mm Vickers machine guns (provisional)
One built
The Hanriot HD.7 was designed to meet the 1918 C1 classification calling for a single-seat fighter with twin machine guns and the ability to carry a camera for high-speed photoreconnaissance. Aircraft designed to meet this category and which were also powered by the 300-hp Hispano-Suiza 8F engine included the SPAD 18 Ca.1, SPAD 21, SPAD 22, Nieuport 29, Descamps 27, De Marcay C1, SAB.1, Moineau monoplane, Semenaud fighter, and the Hanriot HD.7.
The Hanriot HD.7 combined features from both the HD.3 and the HD.6. The wings and tail were basically the same as those on the HD.3, and the rudder was similar to that of the HD.6. The fuselage cowling closely surrounded the Hispano-Suiza 8F and twin Lamblin radiators were mounted on pylons which projected the units well below the fuselage. The placement of the radiators so close to the ground virtually assured that they would be damaged or torn off on landing. The fuselage was a redesign of that used on the HD.3, the most obvious changes being the provision of a single cockpit, elimination of the observer's station and machine gun ring, and modifications of the forward fuselage to permit mounting the Hispano-Suiza engine. Armament consisted of twin 7.7-mm Vickers machine guns.
The aircraft was test flown at Buc in November 1918 and later at Villacoublay. While its performance was respectable, it was inferior to the eventual winner of the competition, the Nieuport 29. No further development of the HD.7 was undertaken.
HD.7 Single-Seat Fighter with 300-hp Hispano- Suiza 8F
Span 9.80 m (some sources say 9.00 m); length 7.20 m; height 3.00 m; wing area 28.00 sq. m (25.5 sq. m)
Empty weight 1,230 kg; loaded 1,900 kg
Maximum speed: 214 km; climb to 5,000 m in 19 minutes 20 seconds; ceiling 7,250 m; range 900 km
Armament: twin synchronized 7.7 mm Vickers machine guns
One built
Hanriot HD.8
Considerable confusion exists as to the true identity of the aircraft carrying the HD.8 designation. It was built in 1922, and our source suggests it was based on the HD.7 but powered by a different motor. This version was flown in 1922 and had a maximum speed of 150 km/h. It is listed as being intended to meet the C1 classification for the navy, but further details or specifications and performance are lacking. The same source gives the 80-hp Le Rhone 9C engine as the power plant, but this seems to be a ridiculously outdated engine for use in a fighter.
It has also been suggested that the HD.8 was actually based on the HD 1 but fitted with a 170-hp Lc Rhone 9R engine. It seems this engine was quite troublesome and that the HD.8 (if, indeed, that was the identity of the aircraft powered by this engine) was test-flown in early 1918 by the company. As the type was not submitted for official testing, it is probable that the difficulties with the power plant were never actually solved. The specifications given below are for this aircraft
HD.8 Single-Seat Fighter with 170-hp Le Rhone 9R
Span 9.60 m; length 6.15 m; wing area 25 sq. m
Empty weight 480 kg; loaded weight 690 kg
Maximum speed: 200 km/h at 4,000 m; endurance 2 hours
Armament: two 7.7-mm Vickers machine guns (provisional)
One built
The Hanriot HD.7 was designed to meet the 1918 C1 requirement. The Nieuport 29 won the competition and was selected for mass production.
The Hanriot HD.7 combined features from both the HD.3 and the HD.6. The wings and tail were basically the same as those found on the HD.3, and the rudder was similar to that found on the HD.6.
Hanriot HD.9
The HD.9 was designed to meet the Ap.1 category issued by the STAe in 1918. This called for a single-seat photo-reconnaissance plane armed with one machine gun. It was to have an exceptionally high ceiling so that photographs would cover several kilometers of territory. At the same time, it was to have been able to defend itself and thus would need the speed, maneuverability, and firepower of a single-seat lighter. The HD.9 was the only aircraft in this category and was powered by the 260-hp Salmson 9Z. Some sources suggest that the HD.9 was intended to meet the same Ap.2 specification as the Breguet 14. However, as the HD.9 was a single-seater this is obviously not correct.
The aircraft was essentially a single-seat version of the HD.3 fighter with primary changes being deletion of the observer's cockpit, revision of the undercarriage, and the deletion of one of the Vickers machine guns as well as the guns used by the observer. The HD.9 was fitted with a camera placed in the position which had been occupied by the observer in the HD 3. The aircraft's fuel supply was markedly increased to permit long-range reconnaissance.
Trials commenced in September 1918 (some sources say November) initially at Buc and later at Villacoublay with the prototype, which had serial number 3001. The aircraft was well-liked and an initial hatch of ten was ordered. However, due to the armistice no further orders were placed, and it is not certain how many HD.9s were actually completed.
HD.9 Single-Seat Fighter/High Altitude PhotoReconnaissance Plane with 260-hp Salmson 9Z
Span 9.00 m; length 6.95 m; height 3.00 m; wing area 25.51 sq. m
Empty weight 710 kg
Maximum speed: 220 km/h; ceiling 7,250 m; range 800 km
Armament: one 7.7-mm Vickers machine gun
At least one but possibly as many as many as ten were built.
Hanriot Twin-Engine Aircraft
During the war Hanriot is believed to have designed an aircraft with twin 220-hp Renault engines mounted in pusher configuration. Apparently it was never completed; no STAe designation was ever applied to the design.
The HD.9 was designed to meet the Ap.1 category issued by the STAe in 1918. This called for a single-seat photo-reconnaissance plane armed with one machine gun. It was to have an exceptionally high ceiling so that photographs would cover several kilometers of territory. At the same time, it was to have been able to defend itself and thus would need the speed, maneuverability, and firepower of a single-seat lighter. The HD.9 was the only aircraft in this category and was powered by the 260-hp Salmson 9Z. Some sources suggest that the HD.9 was intended to meet the same Ap.2 specification as the Breguet 14. However, as the HD.9 was a single-seater this is obviously not correct.
The aircraft was essentially a single-seat version of the HD.3 fighter with primary changes being deletion of the observer's cockpit, revision of the undercarriage, and the deletion of one of the Vickers machine guns as well as the guns used by the observer. The HD.9 was fitted with a camera placed in the position which had been occupied by the observer in the HD 3. The aircraft's fuel supply was markedly increased to permit long-range reconnaissance.
Trials commenced in September 1918 (some sources say November) initially at Buc and later at Villacoublay with the prototype, which had serial number 3001. The aircraft was well-liked and an initial hatch of ten was ordered. However, due to the armistice no further orders were placed, and it is not certain how many HD.9s were actually completed.
HD.9 Single-Seat Fighter/High Altitude PhotoReconnaissance Plane with 260-hp Salmson 9Z
Span 9.00 m; length 6.95 m; height 3.00 m; wing area 25.51 sq. m
Empty weight 710 kg
Maximum speed: 220 km/h; ceiling 7,250 m; range 800 km
Armament: one 7.7-mm Vickers machine gun
At least one but possibly as many as many as ten were built.
Hanriot Twin-Engine Aircraft
During the war Hanriot is believed to have designed an aircraft with twin 220-hp Renault engines mounted in pusher configuration. Apparently it was never completed; no STAe designation was ever applied to the design.
Hochart S2
The requirement for armored aircraft went back to 1912, when the Artillery Corps decided that all its planes would need to be armored against ground fire. The engines of the time would not permit an aircraft to carry armor and still have an acceptable performance. However, experience during the war with armored Caudron G.4s and, with much less success, F.43s, showed that such aircraft could be of enormous value in attacking ground troops. However, the G.4s and F.43s were too outdated to be successful in this role for long. Indeed, both types were soon relegated to flying when weather conditions would limit fighter opposition. However, the Aviation Militaire still wanted an armored ground-attack plane and in 1918 issued the S2 classification. This category called for a two-seat aircraft with armor and capable of attacking ground troops with machine guns and bombs. The LeO 5, Canton S2, Voisin 12, and Hochart S2 were designed to meet this specification.
Little is known about the Hochart S2 aside from the fact that it had two 200-hp Clerget 11E engines. The wings were of unequal span and were staggered. Armament comprised four machine guns which fired ahead and downward and two flexible guns. Sixteen 10-kg bombs could be carried. The Clerget 11E rotary engines were high-compression, and it was estimated that the aircraft would have poor performance below 2,000 m. Since the Hochart S2 was intended for ground attack, this would appeared to have placed a severe limitation on its usefulness. This, plus the difficulties encountered with the development of the Clerget 11E engine, effectively ended the Aviation Militaire's interest in the type. As far as can be determined, construction of the prototype was never completed.
Hochart S2 Two-Seat Ground-Attack Aircraft With Two Clerget 11E Engines (all data provisional)
Loaded weight 2,335 kg
Maximum speed (estimated): 170 km/h at 3,000 m; ceiling between 6,000 and 6,500 m
Armament: six machine guns and 160 kg of bombs
The requirement for armored aircraft went back to 1912, when the Artillery Corps decided that all its planes would need to be armored against ground fire. The engines of the time would not permit an aircraft to carry armor and still have an acceptable performance. However, experience during the war with armored Caudron G.4s and, with much less success, F.43s, showed that such aircraft could be of enormous value in attacking ground troops. However, the G.4s and F.43s were too outdated to be successful in this role for long. Indeed, both types were soon relegated to flying when weather conditions would limit fighter opposition. However, the Aviation Militaire still wanted an armored ground-attack plane and in 1918 issued the S2 classification. This category called for a two-seat aircraft with armor and capable of attacking ground troops with machine guns and bombs. The LeO 5, Canton S2, Voisin 12, and Hochart S2 were designed to meet this specification.
Little is known about the Hochart S2 aside from the fact that it had two 200-hp Clerget 11E engines. The wings were of unequal span and were staggered. Armament comprised four machine guns which fired ahead and downward and two flexible guns. Sixteen 10-kg bombs could be carried. The Clerget 11E rotary engines were high-compression, and it was estimated that the aircraft would have poor performance below 2,000 m. Since the Hochart S2 was intended for ground attack, this would appeared to have placed a severe limitation on its usefulness. This, plus the difficulties encountered with the development of the Clerget 11E engine, effectively ended the Aviation Militaire's interest in the type. As far as can be determined, construction of the prototype was never completed.
Hochart S2 Two-Seat Ground-Attack Aircraft With Two Clerget 11E Engines (all data provisional)
Loaded weight 2,335 kg
Maximum speed (estimated): 170 km/h at 3,000 m; ceiling between 6,000 and 6,500 m
Armament: six machine guns and 160 kg of bombs
Ateliers d'Aviation L. Janoir
L. Janoir was a French aviation pioneer who built his first plane in 1912. At the beginning of the First World War Janoir was in Russia working with Vladimir Lebedev, whose firm was building Deperdussins under license for the Imperial Russian Air Service. Janoir helped to organize the first Russian aviation squadrons. He returned to France in February 1916 and established a factory at Saint-Ouen near the Seine. The Janoir firm concentrated primarily on the repair and manufacture of SPAD fighters.
Janoir Flying Boats
In 1918 Janoir designed at least three different seaplanes. The first was a flying boat with an extremely odd configuration. The slab-sided fuselage, which held the crew of two, was surmounted by two-bay biplane wings. An abbreviated fuselage was supported above the rear hull by several struts. The fuselage had triangular tail surfaces. The engine was located in the nose of the fuselage and a cut-out was provided in the upper wing to enable the propeller to turn. This unusual arrangement had the advantage of keeping the tail surfaces, engine, and propeller clear of water spray. One aircraft was built but details of its flying characteristics and ultimate fate are not known.
Janoir's patent (No. 493.502) showed a second design very similar to the J-3 except a second engine was fitted in front of the propeller; the single propeller was powered by both engines. It does not appear that this second design was ever built.
A third Janoir flying boat was a twin-boom plane with a single in-line engine at the front of each boom. The wings had two bays of struts and appear to have been of equal span. A combination central float and main fuselage was suspended beneath the bottom wing. There was a biplane horizontal stabilizer and four rudders. A wind tunnel model underwent testing at the Laboratory Eiffel, but it appears that this design also remained an unfinished project.
L. Janoir was a French aviation pioneer who built his first plane in 1912. At the beginning of the First World War Janoir was in Russia working with Vladimir Lebedev, whose firm was building Deperdussins under license for the Imperial Russian Air Service. Janoir helped to organize the first Russian aviation squadrons. He returned to France in February 1916 and established a factory at Saint-Ouen near the Seine. The Janoir firm concentrated primarily on the repair and manufacture of SPAD fighters.
Janoir Flying Boats
In 1918 Janoir designed at least three different seaplanes. The first was a flying boat with an extremely odd configuration. The slab-sided fuselage, which held the crew of two, was surmounted by two-bay biplane wings. An abbreviated fuselage was supported above the rear hull by several struts. The fuselage had triangular tail surfaces. The engine was located in the nose of the fuselage and a cut-out was provided in the upper wing to enable the propeller to turn. This unusual arrangement had the advantage of keeping the tail surfaces, engine, and propeller clear of water spray. One aircraft was built but details of its flying characteristics and ultimate fate are not known.
Janoir's patent (No. 493.502) showed a second design very similar to the J-3 except a second engine was fitted in front of the propeller; the single propeller was powered by both engines. It does not appear that this second design was ever built.
A third Janoir flying boat was a twin-boom plane with a single in-line engine at the front of each boom. The wings had two bays of struts and appear to have been of equal span. A combination central float and main fuselage was suspended beneath the bottom wing. There was a biplane horizontal stabilizer and four rudders. A wind tunnel model underwent testing at the Laboratory Eiffel, but it appears that this design also remained an unfinished project.
Labourdette-Halbronn H.T.1 and H.T.2
The Labourdette-Halbronn H.T.1 and H.T.2 were designed as torpedo bombers. They were the result of a collaboration between Lieutenant de Vaisseau Halbronn of the Section Technique de la Marine, who designed the plane, and Labourdette, who built it. It had twin hulls and triplane wings with a backward stagger. There were two bays of struts splayed outwards. Halbronn's design had wings of unequal length, the lower wing shortest. The H.T.1 was built in 1918 and flew in April 1919. It had two 200-hp Hispano-Suiza engines mounted on the top of the middle wing. A gunner could be accommodated in the nose of each hull, positions providing them excellent fields of fire. The pilot was situated in a raised nacelle which sat astride the two hulls. The torpedo was carried between the twin fuselages. A horizontal stabilizer connected the two hulls at the tail and at the end of each fuselage was a rounded fin and rudder. Apparently the power supplied by the two engines was felt to be insufficient as two additional aircraft, designated H.T.2,were built with two 350-hp Lorraine engines. Tests were conducted at the naval base at Saint Raphael and continued until 1922. Due to the armistice, no further examples were ordered. An officer of the RNAS who examined the prototype was impressed enough by the twin-hull design that he recommend an example be obtained for study; however, no machines were purchased by the British.
Labourdette-Halbronn H.T.1 Flying Boat with Two 200-hp Hispano-Suiza Engines
Wing area 100 sq. m
Empty weight 2,000 kg; loaded weight 3,200 kg
Maximum speed: 125 km/h
Armament: two machine guns and a torpedo
One built
The Labourdette-Halbronn H.T.1 and H.T.2 were designed as torpedo bombers. They were the result of a collaboration between Lieutenant de Vaisseau Halbronn of the Section Technique de la Marine, who designed the plane, and Labourdette, who built it. It had twin hulls and triplane wings with a backward stagger. There were two bays of struts splayed outwards. Halbronn's design had wings of unequal length, the lower wing shortest. The H.T.1 was built in 1918 and flew in April 1919. It had two 200-hp Hispano-Suiza engines mounted on the top of the middle wing. A gunner could be accommodated in the nose of each hull, positions providing them excellent fields of fire. The pilot was situated in a raised nacelle which sat astride the two hulls. The torpedo was carried between the twin fuselages. A horizontal stabilizer connected the two hulls at the tail and at the end of each fuselage was a rounded fin and rudder. Apparently the power supplied by the two engines was felt to be insufficient as two additional aircraft, designated H.T.2,were built with two 350-hp Lorraine engines. Tests were conducted at the naval base at Saint Raphael and continued until 1922. Due to the armistice, no further examples were ordered. An officer of the RNAS who examined the prototype was impressed enough by the twin-hull design that he recommend an example be obtained for study; however, no machines were purchased by the British.
Labourdette-Halbronn H.T.1 Flying Boat with Two 200-hp Hispano-Suiza Engines
Wing area 100 sq. m
Empty weight 2,000 kg; loaded weight 3,200 kg
Maximum speed: 125 km/h
Armament: two machine guns and a torpedo
One built
A Labourdette-Halbronn triplane flying boat. Designed as a torpedo bomber, the aircraft had twin hulls. The pilot was situated in a raised nacelle which sat astride the two hulls. Gunners with flexible machine guns were situated in the front of each hull. Ailerons were fitted to the top and middle wings. Power was from two 200 hp Hispano-Suiza engines (for the H.T.1); these were replaced by two 350 hp Lorraine engines in the H.T.2. The torpedo was carried between the twin fuselages. The Armistice terminated further development and production.
L.A.F. Desmon Flying Boat
The L.A.F. (Ligue Aeronautique Francaise or French Air League) designed and built a biplane flying boat with a crew of two which began testing in mid-1918. It was powered by two 280-hp Renault engines and was intended as a torpedo plane. The aircraft had twin hulls, each of which had two steps. The first flight was 28 June J 918. On the first two attempts to land a large amount of water sprayed up between the two hulls, making landing difficult. On the third attempt to land one of the aircraft's hulls failed and filled with water. As a result of this the Desmon was not flown again and the wreck was condemned in July 1919. Other land-based designs were proposed by L.A.F. but never built.
L.A.F. Flying Boat with Two 280-hp Renault Engines
Wing area 105 sq. m
Payload 500 kg
Maximum speed: 141 km/h at 2,000 meters; climb to 2,000 meters in 25 minutes
One built
The L.A.F. (Ligue Aeronautique Francaise or French Air League) designed and built a biplane flying boat with a crew of two which began testing in mid-1918. It was powered by two 280-hp Renault engines and was intended as a torpedo plane. The aircraft had twin hulls, each of which had two steps. The first flight was 28 June J 918. On the first two attempts to land a large amount of water sprayed up between the two hulls, making landing difficult. On the third attempt to land one of the aircraft's hulls failed and filled with water. As a result of this the Desmon was not flown again and the wreck was condemned in July 1919. Other land-based designs were proposed by L.A.F. but never built.
L.A.F. Flying Boat with Two 280-hp Renault Engines
Wing area 105 sq. m
Payload 500 kg
Maximum speed: 141 km/h at 2,000 meters; climb to 2,000 meters in 25 minutes
One built
Larnaudi
Larnaudi Single-Engine Flying Boat
This Larnaudi flying boat was a single-engine, single-seat biplane under construction in 1918. It was probably intended for the patrol or "alerte” category of seaplane and was powered by a 200-hp Hispano-Suiza engine. The type was not selected for use by the Aviation Maritime and it is not known if the plane was ever completed.
Larnaudi Flying Boat with 200-hp Hispano-Suiza (all data provisional)
Wing area 18 sq. m
Payload 180 kg
Maximum speed: 180 km/h at 2,000 meters, climb to 1,000 meters in 15 minutes
Larnaudi Twin-Engine Flying Boat
Larnuadi designed a twin-engine flying boat in 1918. It was to have been a triplane with two 500-hp Bugatti engines and a crew of three. As of May 1918 the design had not yet been built. The Bugatti engine, which was to have been built under license by Peugeot, apparently had severe developmental and production difficulties. The Morane-Saulnier Type AN fighter, Dorand flying boat, and the Levy-Besson triplane flying boat had also been designed to accept the new engine. However, the Type AN was eventually fitted with different engines and the Dorand and Levy-Besson designs had to be abandoned at an early stage, possibly due to difficulties with the Bugatti motor. It therefore appears likely that the Larnaudi flying boat also remained an unbuilt project.
Larnaudi Twin-Engine Flying Boat (all data provisional)
Wing area 150 sq. m
Payload 500 kg
Maximum speed: 160 km/h at 2,000 m; climb to 2,000 m in 25 minutes
Larnaudi Single-Engine Flying Boat
This Larnaudi flying boat was a single-engine, single-seat biplane under construction in 1918. It was probably intended for the patrol or "alerte” category of seaplane and was powered by a 200-hp Hispano-Suiza engine. The type was not selected for use by the Aviation Maritime and it is not known if the plane was ever completed.
Larnaudi Flying Boat with 200-hp Hispano-Suiza (all data provisional)
Wing area 18 sq. m
Payload 180 kg
Maximum speed: 180 km/h at 2,000 meters, climb to 1,000 meters in 15 minutes
Larnaudi Twin-Engine Flying Boat
Larnuadi designed a twin-engine flying boat in 1918. It was to have been a triplane with two 500-hp Bugatti engines and a crew of three. As of May 1918 the design had not yet been built. The Bugatti engine, which was to have been built under license by Peugeot, apparently had severe developmental and production difficulties. The Morane-Saulnier Type AN fighter, Dorand flying boat, and the Levy-Besson triplane flying boat had also been designed to accept the new engine. However, the Type AN was eventually fitted with different engines and the Dorand and Levy-Besson designs had to be abandoned at an early stage, possibly due to difficulties with the Bugatti motor. It therefore appears likely that the Larnaudi flying boat also remained an unbuilt project.
Larnaudi Twin-Engine Flying Boat (all data provisional)
Wing area 150 sq. m
Payload 500 kg
Maximum speed: 160 km/h at 2,000 m; climb to 2,000 m in 25 minutes
Latecoere 1 C2
The Latecoere 1 was built in 1918 to meet the C2 specification for a two-seat fighter. Latecoere's design had been influenced by the Salmson 2 which his firm had produced under license. It was designed by Marcel Lemoine and was powered by a 460-hp Salmson Z18 engine. It also had wings of equal span with a forward stagger. It is believed that the Latecoere 1 C2 was constructed of wood and fabric.
However, the Latecoere 1 C2 was not completed until the day of the Armistice, too late for the type to be considered for production. It was evaluated by Didier Daurat of the STAe and was subsequently converted into a postal aircraft. Further development was abandoned.
Latecoere 1 C2 Two-Seat Fighter with 460-hp Salmson Z18
Span 8.60 m; length 5.40 m; height 2.20 m; wing area 22.00 sq. m
Loaded weight 1,150kg
Maximum speed: 250 km/h
One built
The Latecoere 1 was built in 1918 to meet the C2 specification for a two-seat fighter. Latecoere's design had been influenced by the Salmson 2 which his firm had produced under license. It was designed by Marcel Lemoine and was powered by a 460-hp Salmson Z18 engine. It also had wings of equal span with a forward stagger. It is believed that the Latecoere 1 C2 was constructed of wood and fabric.
However, the Latecoere 1 C2 was not completed until the day of the Armistice, too late for the type to be considered for production. It was evaluated by Didier Daurat of the STAe and was subsequently converted into a postal aircraft. Further development was abandoned.
Latecoere 1 C2 Two-Seat Fighter with 460-hp Salmson Z18
Span 8.60 m; length 5.40 m; height 2.20 m; wing area 22.00 sq. m
Loaded weight 1,150kg
Maximum speed: 250 km/h
One built
Latham High Seas Flying Boat
Jean Latham founded a company for building seaplanes in 1917. The Societe Latham & Cie built 24 Levy HB.2 flying boats before constructing its own design for a large flying boat to meet the new requirement for a "high seas" aircraft.
The French navy decided in 1918 that it wanted a flying boat in the same category as the British Felixstowe series. This category was termed the "high seas" flying boat and the requirements called for a crew of four (two pilots and two observers), a T.S.F. radio with long-range, an endurance of eight hours, a 75-mm cannon with 30 rounds, two machine guns, a bomb load of 120 kg, a speed of 140 km/h, and an ability to climb to 1,000 meters in 15 minutes. Several aircraft submitted designs to meet the "high seas" specification, including Donnet-Denhaut, Farman, Tellier, Levy, Besson, and Latham.
The Latham design featured three Panhard-Levassor P1-12CB engines; two were mounted as tractors and one was a pusher. The propellers were four-bladed Chauvieres. The tail had a cruciform configuration and there were three rudders between the upper and lower horizontal stabilizers.
Four of these aircraft were ordered and were designated CH.1. However, the "high seas" category of flying boat had been rendered superfluous by the Armistice and no further aircraft were ordered, although consideration was given to using them in the colonial reconnaissance role.
Latham CH.1 Flying Boat with Three 350-hp Panhard-Levassor P1-12CB Engines
Span 31.17m; length 18.05m; height 6.00 m; wing area 176 sq. m
Empty weight 4,700 kg; loaded weight 7,190 kg
Maximum speed: 145 km/h; cruising speed 110 km/h; ceiling 3,000 m; range 1,000 km; endurance eight hours
Four built
Jean Latham founded a company for building seaplanes in 1917. The Societe Latham & Cie built 24 Levy HB.2 flying boats before constructing its own design for a large flying boat to meet the new requirement for a "high seas" aircraft.
The French navy decided in 1918 that it wanted a flying boat in the same category as the British Felixstowe series. This category was termed the "high seas" flying boat and the requirements called for a crew of four (two pilots and two observers), a T.S.F. radio with long-range, an endurance of eight hours, a 75-mm cannon with 30 rounds, two machine guns, a bomb load of 120 kg, a speed of 140 km/h, and an ability to climb to 1,000 meters in 15 minutes. Several aircraft submitted designs to meet the "high seas" specification, including Donnet-Denhaut, Farman, Tellier, Levy, Besson, and Latham.
The Latham design featured three Panhard-Levassor P1-12CB engines; two were mounted as tractors and one was a pusher. The propellers were four-bladed Chauvieres. The tail had a cruciform configuration and there were three rudders between the upper and lower horizontal stabilizers.
Four of these aircraft were ordered and were designated CH.1. However, the "high seas" category of flying boat had been rendered superfluous by the Armistice and no further aircraft were ordered, although consideration was given to using them in the colonial reconnaissance role.
Latham CH.1 Flying Boat with Three 350-hp Panhard-Levassor P1-12CB Engines
Span 31.17m; length 18.05m; height 6.00 m; wing area 176 sq. m
Empty weight 4,700 kg; loaded weight 7,190 kg
Maximum speed: 145 km/h; cruising speed 110 km/h; ceiling 3,000 m; range 1,000 km; endurance eight hours
Four built
Latham H-5 flying boat. This was a development of the wartime CH-1. The only significant difference between the two was that the CH-1 had three 350-hp Panhard-Levassor P1-12CB engines while the H-5 had four 260-hp Salmson 9Z engines.
Latham H-5 flying boat. The dimensions were identical to the preceding CH-1, except for the fuselage which was 0.83 meters longer. Both types had the upswept tail with three rudders.
Etablissements Letord
The Etablissements Letord was founded in 1908 to produce balloons and airships. It would become famous, however, for building a series of airplanes based on designs formulated by the STAe. After the war, Letord would build an experimental plane designed by Bechereau. In 1925 the factory was let to Villiers.
Letord 1, 2, 4, and 5
In April 1916 the STAe, at the direction of Colonel Dorand, formulated a requirement for a "triplace corps d'armee" or A3 category plane. This was to replace the other A3 category planes including the Caudron G.6s and later Morane-Saulnier Ts and S.M.1s. The aircraft was to have two 150-hp Hispano-Suiza engines. According to an STAe memo written in late 1917, only the Letord firm expressed an interest in producing a plane to the STAe's specifications. Letord and the STAe worked together in deciding on the appropriate configuration, including the size, profile, and negative stagger of the wings. In fact, in a letter dated 28 October 1917 from Dorand, it was specified that Letord was to follow the STAe's guidelines precisely in producing the new aircraft.
It had been intended to supply front-line units with a three-seat, long-range plane that could perform reconnaissance behind enemy lines as well as undertake light bombing missions. The C.A. and base escadrilles were to have 15 planes, of which four would be three-seaters. The A.L.G.P. and heavy artillery escadrilles were each to have a complement of 15 planes, of which five were to be three-seaters. However, there were severe problems with each of the aircraft types selected to fill this role. The Caudron R.4 and G.6 had proved to have major flaws; in fact, at one point the G.6s had to be grounded because of frequent crashes. The Morane-Saulnier T suffered structural failures of the tail assembly that could result in the loss of the aircraft and its crew. The S.M.1s were hard to maintain in the field and had inadequate performance. Because of these difficulties, Colonel Dorand of the STAe gave high priority to the development of the new Letords intended to meet the requirement for a three-seat, long-range reconnaissance aircraft.
The first of the series to emerge was built under license by the Etablissements Letord and hence carried the Letord name. However, it should again be noted that the aircraft was a product of the STAe design bureau, and that Letord was responsible only for producing it to the bureau's specifications.
The Letord 1 was a very large biplane. Its most striking feature was the negatively staggered wings, the top wing being located well aft of the bottom. The wings were of unequal span, the top wing longer. The two 150-hp Hispano-Suiza 8A engines were mounted in nacelles on the bottom wing and were in close proximity to the fuselage. Paired wheels were located below each nacelle. A large nosewheel served to prevent the Letord 1 from nosing over when landing on the poorly prepared airfields of the time. There was also a prominent tail skid. Rectangular tailplanes and a triangular fin were also a feature of the Letord series.
The pilot was seated beneath the trailing edge of the upper wing and a gunner was located just aft of the pilot. Another gunner had a cockpit in the extreme nose. Each had one or two ring-mounted 0.303" Lewis machine guns. Between 130 and 150 kg of bombs could be carried.
By February 1918 there were 125 Letord A3 category planes in service out of 390 ordered.
Variants
1. The Letord 2 was a development of the Type 1, the main difference between the two types being the engines - the Type 1 had Hispano-Suiza engines of 150-hp and the Type 2 had 200-hp Hispano-Suiza 8Ba engines.
2. The Letord 4 retained the main features of the series. It, too, was distinguished by its engines, these being 160-hp Lorraine-Dietrich 8As. The Letord 4 was first tested at the front by LET 46 in December 1917. It was frequently used as a light bomber.
3. The Letord 5 had the most powerful engines of the Letord reconnaissance series - 240-hp Lorraine 8Fbs. The Letord 5 may have initially been intended for use in the light bombing role rather than as a reconnaissance type. A distinguishing feature of the Letord 5 was the lack of a nosewheel common to the earlier Letord types. A total of 51 Letord 5s were built.
Operational Service
By 1 August 1917 there were 89 Letords of all types in service at the front, with an additional six at the R.G.A. and three under repair. By November 1917 there were 121 operational on the Western Front. It would appear from available records that most of them were no longer in front-line service by the end of the war.
It had been decided to provide each army cooperation escadrille with three or four Letords rather than establish separate escadrilles made up of only three-seaters. This would ease problems with maintenance and overcrowding that had resulted when these large planes were operated as a single unit. For example, SPA-Bi 20 had seven SPAD 11s, two Sopwith 1 1/2 Strutters, and three Letords (serial numbers 436, 445, and 446). The Letords were designed to provide the escadrilles assigned to the Corps d'Armee and A.L.G.P. with a long-range reconnaissance capability, as well as serving as escort fighters and bombers. It seems that only one escadrille assigned to the armees was ever fully equipped with the type, this being LET 46.
LET 46 was formed from R 46 (with Caudron R.4s) in March 1917. This unit served with the 3rd Armee in December 1917 and the 6th Armee in January 1918. LET 46 was subsequently assigned to the 4th Armee, then the 8th Armee, and, finally, GC 15, by which time it had received Caudron R.11s. Its designation thus changed to R 46.
Many of the other reconnaissance units using other aircraft types were also given Letord aircraft. Units known to have had some Letords on strength include MF 2, C 4, F 8, C 9, C 10, C 16, SPA-Bi 20, C 30, C 39, SAL 40, C 53, AR 58, AR 59, C 61, F 72, SAL 122, MF 211, R 209, SOP 214, SOP 219, SOP 221, SOP 223, SOP 227, SOP 231, and SOP 237. The A.R.1/2s, M.F.11s, F.40s, Salmson 2s, and Sopwith 1 1/2 Strutters used by these units were all short-range reconnaissance types. The Letords were occasionally employed as fighter escorts for the more vulnerable reconnaissance machines, particularly the Farman F.40s, and they were also used as bombers.
The Letord series was evaluated for possible use in providing long-range naval reconnaissance and fighter escort for the vulnerable flying boats and convoys. However, the Letords were too big to be fitted with flotation devices, meaning that they would immediately sink if forced down at sea. For this reason the Letords were not adopted by the Aviation Maritime. Although some of the coastal escadrilles did receive LET designations, only a small number of Letords were assigned to them; it appears that the majority of aircraft types with the LET escadrilles were Voisins or Caudrons.
It is not known how many aircraft in the Letord series were produced, but a rough estimate would be between 250 and 300 Letord 1s, 2s, 4s, and 5s.
Letord 1 Three-Seat Reconnaissance Plane with Two 150-hp Hispano-Suiza 8A Engines
Span 17.95 m; length 11.17m; height 3.660 m; wing area 61.4 sq. m
Empty weight 1250 kg; loaded weight 1 900 kg
Maximum speed: 150 km/h at 1,000 m; 148 km/h at 3,000 m; 135.5 km/h at 4,000 m; climb to 1,000 m in 5.20 min; to 3,000 m in 21 min. 30 sec.; to 4,000 m in 36 min.; ceiling 5,200 m; range 350 km; endurance 3 hours
Armament: three or four 0.303 Lewis machine guns and 136 kg of bombs
Letord 2 Three-Seat Reconnaissance Plane with
Two 200-hp Hispano-Suiza 8Ba Engines
Span 18.060 m; length 11.170 m; height 3.660 m; wing area 62.0 sq. m
Empty weight 1625 kg; loaded weight 2400 kg
Maximum speed: 157 km/h at 2,000 m; 145 km/h at 4,000 m; climb to 2,000 m in 10 min.; climb to 4,000 m in 29 min.; ceiling 5,400 m; endurance 3 hours; range 370 km
Armament: three or four 0.303 Lewis machine guns
Letord 4 Three-Seat Reconnaissance-Bomber with Two 160-hp Lorraine-Dietrich 8A Engines
Span 18.50 m (some sources say 17.70 m); length 11.83 m; height 3.55m; wing area 61.4 sq. m
Loaded weight 2,186 kg
Maximum speed: 140 km/h at 2,200 in; climb to 2,200 m in 13 min. 40 sec.; ceiling 4,500 m; endurance 3 hours
Armament: three or four 0.303 Lewis machine guns and 150 kg of bombs
Letord 5 Three-Seat Reconnaissance-Bomber with Two 240-hp Lorraine 8Fb Engines
Span 18.06 m; length 11.17m; height 3.660 m; wing area 63.20 sq. m
Empty weight 1,660 kg; loaded weight 2,445 kg
Maximum speed: 170 km/h at 2,000 m; 152 km/h at 3,000 tn; climb to 2,000 m in 10 min.; to 4,000 m in 20 min.; ceiling 4,900 m; range 455 km; endurance 3 hours
Armament: three or four 0.303 Lewis machine guns and 135 kg of bombs
Total of 51 built
The Etablissements Letord was founded in 1908 to produce balloons and airships. It would become famous, however, for building a series of airplanes based on designs formulated by the STAe. After the war, Letord would build an experimental plane designed by Bechereau. In 1925 the factory was let to Villiers.
Letord 1, 2, 4, and 5
In April 1916 the STAe, at the direction of Colonel Dorand, formulated a requirement for a "triplace corps d'armee" or A3 category plane. This was to replace the other A3 category planes including the Caudron G.6s and later Morane-Saulnier Ts and S.M.1s. The aircraft was to have two 150-hp Hispano-Suiza engines. According to an STAe memo written in late 1917, only the Letord firm expressed an interest in producing a plane to the STAe's specifications. Letord and the STAe worked together in deciding on the appropriate configuration, including the size, profile, and negative stagger of the wings. In fact, in a letter dated 28 October 1917 from Dorand, it was specified that Letord was to follow the STAe's guidelines precisely in producing the new aircraft.
It had been intended to supply front-line units with a three-seat, long-range plane that could perform reconnaissance behind enemy lines as well as undertake light bombing missions. The C.A. and base escadrilles were to have 15 planes, of which four would be three-seaters. The A.L.G.P. and heavy artillery escadrilles were each to have a complement of 15 planes, of which five were to be three-seaters. However, there were severe problems with each of the aircraft types selected to fill this role. The Caudron R.4 and G.6 had proved to have major flaws; in fact, at one point the G.6s had to be grounded because of frequent crashes. The Morane-Saulnier T suffered structural failures of the tail assembly that could result in the loss of the aircraft and its crew. The S.M.1s were hard to maintain in the field and had inadequate performance. Because of these difficulties, Colonel Dorand of the STAe gave high priority to the development of the new Letords intended to meet the requirement for a three-seat, long-range reconnaissance aircraft.
The first of the series to emerge was built under license by the Etablissements Letord and hence carried the Letord name. However, it should again be noted that the aircraft was a product of the STAe design bureau, and that Letord was responsible only for producing it to the bureau's specifications.
The Letord 1 was a very large biplane. Its most striking feature was the negatively staggered wings, the top wing being located well aft of the bottom. The wings were of unequal span, the top wing longer. The two 150-hp Hispano-Suiza 8A engines were mounted in nacelles on the bottom wing and were in close proximity to the fuselage. Paired wheels were located below each nacelle. A large nosewheel served to prevent the Letord 1 from nosing over when landing on the poorly prepared airfields of the time. There was also a prominent tail skid. Rectangular tailplanes and a triangular fin were also a feature of the Letord series.
The pilot was seated beneath the trailing edge of the upper wing and a gunner was located just aft of the pilot. Another gunner had a cockpit in the extreme nose. Each had one or two ring-mounted 0.303" Lewis machine guns. Between 130 and 150 kg of bombs could be carried.
By February 1918 there were 125 Letord A3 category planes in service out of 390 ordered.
Variants
1. The Letord 2 was a development of the Type 1, the main difference between the two types being the engines - the Type 1 had Hispano-Suiza engines of 150-hp and the Type 2 had 200-hp Hispano-Suiza 8Ba engines.
2. The Letord 4 retained the main features of the series. It, too, was distinguished by its engines, these being 160-hp Lorraine-Dietrich 8As. The Letord 4 was first tested at the front by LET 46 in December 1917. It was frequently used as a light bomber.
3. The Letord 5 had the most powerful engines of the Letord reconnaissance series - 240-hp Lorraine 8Fbs. The Letord 5 may have initially been intended for use in the light bombing role rather than as a reconnaissance type. A distinguishing feature of the Letord 5 was the lack of a nosewheel common to the earlier Letord types. A total of 51 Letord 5s were built.
Operational Service
By 1 August 1917 there were 89 Letords of all types in service at the front, with an additional six at the R.G.A. and three under repair. By November 1917 there were 121 operational on the Western Front. It would appear from available records that most of them were no longer in front-line service by the end of the war.
It had been decided to provide each army cooperation escadrille with three or four Letords rather than establish separate escadrilles made up of only three-seaters. This would ease problems with maintenance and overcrowding that had resulted when these large planes were operated as a single unit. For example, SPA-Bi 20 had seven SPAD 11s, two Sopwith 1 1/2 Strutters, and three Letords (serial numbers 436, 445, and 446). The Letords were designed to provide the escadrilles assigned to the Corps d'Armee and A.L.G.P. with a long-range reconnaissance capability, as well as serving as escort fighters and bombers. It seems that only one escadrille assigned to the armees was ever fully equipped with the type, this being LET 46.
LET 46 was formed from R 46 (with Caudron R.4s) in March 1917. This unit served with the 3rd Armee in December 1917 and the 6th Armee in January 1918. LET 46 was subsequently assigned to the 4th Armee, then the 8th Armee, and, finally, GC 15, by which time it had received Caudron R.11s. Its designation thus changed to R 46.
Many of the other reconnaissance units using other aircraft types were also given Letord aircraft. Units known to have had some Letords on strength include MF 2, C 4, F 8, C 9, C 10, C 16, SPA-Bi 20, C 30, C 39, SAL 40, C 53, AR 58, AR 59, C 61, F 72, SAL 122, MF 211, R 209, SOP 214, SOP 219, SOP 221, SOP 223, SOP 227, SOP 231, and SOP 237. The A.R.1/2s, M.F.11s, F.40s, Salmson 2s, and Sopwith 1 1/2 Strutters used by these units were all short-range reconnaissance types. The Letords were occasionally employed as fighter escorts for the more vulnerable reconnaissance machines, particularly the Farman F.40s, and they were also used as bombers.
The Letord series was evaluated for possible use in providing long-range naval reconnaissance and fighter escort for the vulnerable flying boats and convoys. However, the Letords were too big to be fitted with flotation devices, meaning that they would immediately sink if forced down at sea. For this reason the Letords were not adopted by the Aviation Maritime. Although some of the coastal escadrilles did receive LET designations, only a small number of Letords were assigned to them; it appears that the majority of aircraft types with the LET escadrilles were Voisins or Caudrons.
It is not known how many aircraft in the Letord series were produced, but a rough estimate would be between 250 and 300 Letord 1s, 2s, 4s, and 5s.
Letord 1 Three-Seat Reconnaissance Plane with Two 150-hp Hispano-Suiza 8A Engines
Span 17.95 m; length 11.17m; height 3.660 m; wing area 61.4 sq. m
Empty weight 1250 kg; loaded weight 1 900 kg
Maximum speed: 150 km/h at 1,000 m; 148 km/h at 3,000 m; 135.5 km/h at 4,000 m; climb to 1,000 m in 5.20 min; to 3,000 m in 21 min. 30 sec.; to 4,000 m in 36 min.; ceiling 5,200 m; range 350 km; endurance 3 hours
Armament: three or four 0.303 Lewis machine guns and 136 kg of bombs
Letord 2 Three-Seat Reconnaissance Plane with
Two 200-hp Hispano-Suiza 8Ba Engines
Span 18.060 m; length 11.170 m; height 3.660 m; wing area 62.0 sq. m
Empty weight 1625 kg; loaded weight 2400 kg
Maximum speed: 157 km/h at 2,000 m; 145 km/h at 4,000 m; climb to 2,000 m in 10 min.; climb to 4,000 m in 29 min.; ceiling 5,400 m; endurance 3 hours; range 370 km
Armament: three or four 0.303 Lewis machine guns
Letord 4 Three-Seat Reconnaissance-Bomber with Two 160-hp Lorraine-Dietrich 8A Engines
Span 18.50 m (some sources say 17.70 m); length 11.83 m; height 3.55m; wing area 61.4 sq. m
Loaded weight 2,186 kg
Maximum speed: 140 km/h at 2,200 in; climb to 2,200 m in 13 min. 40 sec.; ceiling 4,500 m; endurance 3 hours
Armament: three or four 0.303 Lewis machine guns and 150 kg of bombs
Letord 5 Three-Seat Reconnaissance-Bomber with Two 240-hp Lorraine 8Fb Engines
Span 18.06 m; length 11.17m; height 3.660 m; wing area 63.20 sq. m
Empty weight 1,660 kg; loaded weight 2,445 kg
Maximum speed: 170 km/h at 2,000 m; 152 km/h at 3,000 tn; climb to 2,000 m in 10 min.; to 4,000 m in 20 min.; ceiling 4,900 m; range 455 km; endurance 3 hours
Armament: three or four 0.303 Lewis machine guns and 135 kg of bombs
Total of 51 built
Letord 1 serial number 104. This photograph emphasizes the negative wing stagger that was favored by Dorand.
Letord 1 serial number 155 with modified nose contour, possibly used to evaluate features for the Letord 3 bomber prototype. Renaud.
Letord 1 of BR 210. Carrying serial number 7, it is one of the earliest aircraft. A long-range, three-seat reconnaissance plane, it was more conventional, reliable, and successful than the Salmson S.M.1 designed for the same role.
Letord 2 serial number 226. The Letord 2 differed from the Letord 1 mainly in being equipped with 200-hp Hispano-Suiza 88a engines.
Letord 2 of C228 which was assigned to the 87th regiment d'artillerie lourde in the 2nd Armee sector.
Letord 4. The Letord 4 differed from the other reconnaissance variants in having two 160-hp Lorraine-Dietrich 8A engines.
Letord 4. This is one of the few French airplanes in the First World War to carry a shark-mouth insignia.
Letord 5. serial number 422. The Letord 5 was the most powerful of the Letord reconnaissance series. having two 240-hp Lorraine 8Fb engines.
Letord 5. This aircraft has unusual "bullseye" markings which are a personal insignia. Note the interlocking rings painted on the Letord in the background.
Letords in front-line service. The size of these aircraft made it impractical to deploy them in a single escadrille; providing two or three to individual escadrilles proved to be more practical. Brian Flanagan via Colin Owers.
Letord assigned to an AR escadrille. The Letords were used by the army cooperation units for long-range reconnaissance and fighter escort. Renaud.
Letord 3
The need for a new night bomber led the STAe to request that Letord, Farman, and Caudron undertake the design of a twin-engine bomber designed to use two 240-hp Lorraine engines. The STAe was attracted by the concept of using a modified Letord 1 as the basis for the new bomber as this would speed development lime. Modifications to permit the Letord 1 to use the new engine included a new carburetor, rearrangement of engine wiring, and new radiators. Estimated speed was 140 km/h at 2,000 meters and climb to 2.000 meters was expected io take 20 minutes. Estimated weight of the bomber was 3,400 kg and wing surface area was to be 100 square meters (although another memo specified 71 sq. m. which was what was actually built). The bomb load was to be carried internally, which required the fuel tanks to be installed behind the engines. The new plane became the Letord 3, test-flown by Capitaine Villemin. Apparently the prototype was flown as a two-seater with a pilot and rear gunner only. It is likely that the deletion of the front gunner (a dubious asset for night flights) permitted a heavier bomb load, although this cannot be confirmed from available documentation.
The Letord type 3 was the first of the Letord series to be designed from the outset as a long-range bomber, intended to meet the Bn2 specification for a new night bomber. It retained the backward-staggered wing found in most of the Letord series but differed in having equal-span wings with four bays of struts as well as a substantial increase in wing area. Power was supplied by two 200-hp Hispano-Suiza 8Ba engines, the same engines as the Letord 2.
A Letord 3, flown by Marechal-de-Logis Dupart, was tested by LET 46 in December of 1917. However, it was not selected for production. The Farman F.50 and Breguet 16 were later chosen to meet the Bn2 requirement. An escort version of the Type 3, equipped with cannon, was developed as the Letord 6.
Letord 3 Twin-Engine Night Bomber with Two 200-hp Hispano-Suiza 8Ba Engines
Span 17.95 m; length 11.15 m; height 3.28 m; wing area 71.40 sq. m
Empty weight 1.625 kg; loaded weight 2,400 kg
Maximum speed: 157 km/h at 2,000 meters; climb to 2.000 m in 10 min.; range 370 km
One built
Letord 6
The Letord series of reconnaissance aircraft are well known but there was another development designated the Type 6 Ca.3. The Ca.3 specification called for a three-seat cannon-armed aircraft. It was specified that planes of this class must have sufficient speed and range to allow them to act as escort fighters for the Breguet 14 day bombers. The cannon would allow the escorts to destroy enemy fighters from a distance or be used to devastating effect in close-range combat.
The twin-engine Letord family had been shown to have adequate speed and range for long-range reconnaissance. It would have been logical to consider this aircraft as the basis for a cannon-armed escort fighter. The Letord 3 bomber was modified to serve as the new lighter, presumably because it had a greater range and load-carrying capacity than the reconnaissance variants. The fighter variant was powered by two 220-hp Hispano-Suiza 8Be engines, replacing the 200-hp Hispano-Suiza 8Bas on the Letord 3. The pilot was located just below the upper wing and there was a gunner’s station in the nose and a second one just behind the pilot. The nose station contained the Hotchkiss 37-mm cannon.
The Caudron R.11 would vindicate, at least to the French air service's satisfaction, the concept of the long-range escort fighter. In view of this aircraft’s success in this role, a cannon-armed variant (the R.14) was under development, thus making the Letord fighter superfluous. Further development ol the Letord Ca.3 was abandoned.
Letord 6 Cannon-Armed Long-Range Escort with Two 220-hp Hispano-Suiza 8Be Engines
Span 17. 95 in; length 11.05 tn; height 3.50 m; wing area 69.00 sq. m
Maximum speed: approximately 150 km/h
Armament: one 37-mm Hotchkiss cannon and one 7.7-mm machine gun
One built
Letord 7
Developed from the Letord 3, the Letord 7 was the second aircraft in the Letord family designed as a bomber. As with the preceding Letord 3, it may have been intended to meet the Bn2 classification. Built in 1918, it was a twin-engine biplane with four-bay wings. Unlike preceding planes in the Letord reconnaissance series, the Letord 7 had a wing with increased surface area in order to carry a heavier bomb load. Power was supplied by two 275-hp Lorraine-Dietrich engines, which were slightly more powerful than the 240-hp engines originally planned for the Letord 3. A crew of three was carried. The prototype is believed to have carried serial number 297. The Letord 7 was not selected for production.
Letord 7 Three-Seat Heavy Night Bomber with Two 275-hp Lorraine-Dietrich engines
Span 19.00 m; length 11.35 m; height 3.10 m; wing area 72.0 sq. m
Empty weight 1,760 kg; loaded weight 2,860 kg
Maximum area: 143 km/h at 3,000 meters; climb to 3,000 m in 18 minutes; range 530 km
One built
The need for a new night bomber led the STAe to request that Letord, Farman, and Caudron undertake the design of a twin-engine bomber designed to use two 240-hp Lorraine engines. The STAe was attracted by the concept of using a modified Letord 1 as the basis for the new bomber as this would speed development lime. Modifications to permit the Letord 1 to use the new engine included a new carburetor, rearrangement of engine wiring, and new radiators. Estimated speed was 140 km/h at 2,000 meters and climb to 2.000 meters was expected io take 20 minutes. Estimated weight of the bomber was 3,400 kg and wing surface area was to be 100 square meters (although another memo specified 71 sq. m. which was what was actually built). The bomb load was to be carried internally, which required the fuel tanks to be installed behind the engines. The new plane became the Letord 3, test-flown by Capitaine Villemin. Apparently the prototype was flown as a two-seater with a pilot and rear gunner only. It is likely that the deletion of the front gunner (a dubious asset for night flights) permitted a heavier bomb load, although this cannot be confirmed from available documentation.
The Letord type 3 was the first of the Letord series to be designed from the outset as a long-range bomber, intended to meet the Bn2 specification for a new night bomber. It retained the backward-staggered wing found in most of the Letord series but differed in having equal-span wings with four bays of struts as well as a substantial increase in wing area. Power was supplied by two 200-hp Hispano-Suiza 8Ba engines, the same engines as the Letord 2.
A Letord 3, flown by Marechal-de-Logis Dupart, was tested by LET 46 in December of 1917. However, it was not selected for production. The Farman F.50 and Breguet 16 were later chosen to meet the Bn2 requirement. An escort version of the Type 3, equipped with cannon, was developed as the Letord 6.
Letord 3 Twin-Engine Night Bomber with Two 200-hp Hispano-Suiza 8Ba Engines
Span 17.95 m; length 11.15 m; height 3.28 m; wing area 71.40 sq. m
Empty weight 1.625 kg; loaded weight 2,400 kg
Maximum speed: 157 km/h at 2,000 meters; climb to 2.000 m in 10 min.; range 370 km
One built
Letord 6
The Letord series of reconnaissance aircraft are well known but there was another development designated the Type 6 Ca.3. The Ca.3 specification called for a three-seat cannon-armed aircraft. It was specified that planes of this class must have sufficient speed and range to allow them to act as escort fighters for the Breguet 14 day bombers. The cannon would allow the escorts to destroy enemy fighters from a distance or be used to devastating effect in close-range combat.
The twin-engine Letord family had been shown to have adequate speed and range for long-range reconnaissance. It would have been logical to consider this aircraft as the basis for a cannon-armed escort fighter. The Letord 3 bomber was modified to serve as the new lighter, presumably because it had a greater range and load-carrying capacity than the reconnaissance variants. The fighter variant was powered by two 220-hp Hispano-Suiza 8Be engines, replacing the 200-hp Hispano-Suiza 8Bas on the Letord 3. The pilot was located just below the upper wing and there was a gunner’s station in the nose and a second one just behind the pilot. The nose station contained the Hotchkiss 37-mm cannon.
The Caudron R.11 would vindicate, at least to the French air service's satisfaction, the concept of the long-range escort fighter. In view of this aircraft’s success in this role, a cannon-armed variant (the R.14) was under development, thus making the Letord fighter superfluous. Further development ol the Letord Ca.3 was abandoned.
Letord 6 Cannon-Armed Long-Range Escort with Two 220-hp Hispano-Suiza 8Be Engines
Span 17. 95 in; length 11.05 tn; height 3.50 m; wing area 69.00 sq. m
Maximum speed: approximately 150 km/h
Armament: one 37-mm Hotchkiss cannon and one 7.7-mm machine gun
One built
Letord 7
Developed from the Letord 3, the Letord 7 was the second aircraft in the Letord family designed as a bomber. As with the preceding Letord 3, it may have been intended to meet the Bn2 classification. Built in 1918, it was a twin-engine biplane with four-bay wings. Unlike preceding planes in the Letord reconnaissance series, the Letord 7 had a wing with increased surface area in order to carry a heavier bomb load. Power was supplied by two 275-hp Lorraine-Dietrich engines, which were slightly more powerful than the 240-hp engines originally planned for the Letord 3. A crew of three was carried. The prototype is believed to have carried serial number 297. The Letord 7 was not selected for production.
Letord 7 Three-Seat Heavy Night Bomber with Two 275-hp Lorraine-Dietrich engines
Span 19.00 m; length 11.35 m; height 3.10 m; wing area 72.0 sq. m
Empty weight 1,760 kg; loaded weight 2,860 kg
Maximum area: 143 km/h at 3,000 meters; climb to 3,000 m in 18 minutes; range 530 km
One built
Letord 3. Intended as a medium bomber, the Letord 3 differed from the reconnaissance variants by having equal-span wings with a substantially increased wing area.
As with the Letord 3, the Letord 7 had the larger, equal-span wings and was intended to be used as a bomber.
Letord 7. Unlike other airplanes in the Letord series, the Letord 7 had increased wing area to carry a heavier bomb load.
Letord 9
A memo dated 28 November 1917 slated that a development of the Letord series would be the fastest way to replace the Capronis and Voisins in service. The Letord 9 night bomber was designed to meet lhe BN2/3 requirement for a night bomber capable of carrying 500 kilograms of bombs. The aircraft was markedly different from others in the Letord series. It had an enlarged wing with increased span and surface area. The wings were of equal span, had four bays of struts, and were straight without the negative stagger seen on the earlier Letords. Two 400-hp Liberty 12 engines were mounted in nacelles placed close to the fuselage. Twin main wheels were mounted underneath each of the nacelles. The aircraft had a conventional fin and rudder assembly with a biplane horizontal stabilizer mounted high up on the fin.
Unlike lhe Letord 7, the Type 9 was designed to carry a crew of only two. The Caudron C.23 was selected to meet the BN2 requirement, and the Letord 9 was not developed further.
Letord 9 Two-Seat Heavy Night Bomber with Two 400-hp Liberty 12 Engines
Span 25.94 m; length 14.95 m; height 4.26 m; wing area 135.0 sq m
Empty weight 1,24 3 kg: loaded weight 5.521 kg
Maximum speed: 145 km/h at 2,000 meters; endurance six hours
One built
A memo dated 28 November 1917 slated that a development of the Letord series would be the fastest way to replace the Capronis and Voisins in service. The Letord 9 night bomber was designed to meet lhe BN2/3 requirement for a night bomber capable of carrying 500 kilograms of bombs. The aircraft was markedly different from others in the Letord series. It had an enlarged wing with increased span and surface area. The wings were of equal span, had four bays of struts, and were straight without the negative stagger seen on the earlier Letords. Two 400-hp Liberty 12 engines were mounted in nacelles placed close to the fuselage. Twin main wheels were mounted underneath each of the nacelles. The aircraft had a conventional fin and rudder assembly with a biplane horizontal stabilizer mounted high up on the fin.
Unlike lhe Letord 7, the Type 9 was designed to carry a crew of only two. The Caudron C.23 was selected to meet the BN2 requirement, and the Letord 9 was not developed further.
Letord 9 Two-Seat Heavy Night Bomber with Two 400-hp Liberty 12 Engines
Span 25.94 m; length 14.95 m; height 4.26 m; wing area 135.0 sq m
Empty weight 1,24 3 kg: loaded weight 5.521 kg
Maximum speed: 145 km/h at 2,000 meters; endurance six hours
One built
Letord 9 heavy bomber. The Letord 9 was developed to meet the more demanding BN2/3 requirement for a night bomber capable of carrying 500 kg of bombs. As a result, the aircraft was markedly different from the other aircraft in the Letord series.
Levasseur "Saint Raphael" Flying Boat
Pierre Levasseur was a French aviation pioneer whose factory built 1,500 propellers and 100 SPAD 7, 12, and 13 fighters during the war. He also built the wings for the Besson H-1 and Levy GL.40, as well as the floats for the SPAD 14, and also played a key role in the design of the Bernard SAB C1 fighter. It has been reported in some publications that Levasseur helped design and build a flying boat constructed from the remains of a captured German LVG. The aircraft in question was built by the CEPA (Technical Section) at the Saint Raphael naval base. The bottom of the fuselage was modified to form an unsinkable hull and the aircraft's wheels were attached directly to the center section of the hull. Levasseur played a key role in this modification. The aircraft is of some importance, as it was his experience with converting a landplane's fuselage to a unsinkable hull that probably led Levasseur to add this feature to many of his land-based naval aircraft of the 1920s such as the LB.2 and PL.5. This fuselage-hull configuration was to provide an extra measure of safety should the naval aircraft be forced down over the sea. An error that appears in many publications is that the modified LVG was produced in 1918. The conversion was made in 1920; thus, it was actually a postwar design using a World War I airframe.
Pierre Levasseur was a French aviation pioneer whose factory built 1,500 propellers and 100 SPAD 7, 12, and 13 fighters during the war. He also built the wings for the Besson H-1 and Levy GL.40, as well as the floats for the SPAD 14, and also played a key role in the design of the Bernard SAB C1 fighter. It has been reported in some publications that Levasseur helped design and build a flying boat constructed from the remains of a captured German LVG. The aircraft in question was built by the CEPA (Technical Section) at the Saint Raphael naval base. The bottom of the fuselage was modified to form an unsinkable hull and the aircraft's wheels were attached directly to the center section of the hull. Levasseur played a key role in this modification. The aircraft is of some importance, as it was his experience with converting a landplane's fuselage to a unsinkable hull that probably led Levasseur to add this feature to many of his land-based naval aircraft of the 1920s such as the LB.2 and PL.5. This fuselage-hull configuration was to provide an extra measure of safety should the naval aircraft be forced down over the sea. An error that appears in many publications is that the modified LVG was produced in 1918. The conversion was made in 1920; thus, it was actually a postwar design using a World War I airframe.
Levasseur "Saint Raphael" flying boat. This was a non-flying testbed used to evaluate a watertight hull. Reairche.
Hydravions Georges Levy
Financier George Levy established Constructions Aeronautiques J. Levy in 1914 to build seaplanes. Marcel Besson joined with Levy to help design new seaplanes.
Besson H-1
Shortly before the war, Besson designed a triplane flying boat.
Besson's first wartime design was also a triplane flying boat, probably based on his earlier design. It was designated the H-1 (the H may have stood for hydravion). The center of the two-bay wings was substantially longer than the upper and lower ones. The 95-hp engine was in a streamlined nacelle in the center wing. Apparently, Besson felt that this layout would give the aeroplane greater stability by keeping the center of gravity along the line of thrust. The H-1 had a large rudder with a small fin. The H-1 was probably underpowered and this may have been the reason that it was considered for use only as a trainer. However, none was ordered by the Aviation Maritime.
Besson H-1 Flying Boat with 95-hp Engine
One built
Besson 150-hp Flying Boat
Besson's next design was a flying boat with a Renault 150-hp engine. He retained the triplane layout with the large middle wing and the engine mounted in its center. Unlike the H-1, it was a single-bay triplane. A large radiator was mounted in front of the engine. It has been reported that the aircraft was successful in service trials but it was not selected for production. This may have been due to the fact that the F.B.A. and Donnet-Denhaut biplane flying boats were already in service; the Aviation Maritime disliked triplane designs because of their higher weight and structural complexity.
At this time Besson joined forces with Georges Levy, who had the financial resources to develop and produce Besson's designs.
Besson H-1 Flying Boat with 150-hp Renault
One built
Besson-Lesseps Triplane Fighter
A Ministry of Munitions report, dated 1 May 1918, listed the Besson-Lesseps triplane as an unbuilt project. The airplane was intended as a fighter and was to have carried only a single crewman. The engine was to have been a 300-hp Hispano-Suiza. As far as can be determined, construction was never completed.
Besson-Lesseps Triplane Fighter with 300-hp Hispano-Suiza (all data provisional)
Wing area 25 sq. m
Loaded weight 1,100 kg; payload 110 kg
Maximum speed: 220 km/h at 4,000 m; climb to 4,000 m in 10 minutes; endurance 2 hours
Levy-Besson "Alerte" Flying Boat
The French naval command decided in 1917 that a newer class of seaplane was needed, able to make continuous patrols to prevent attacks from German ships or aircraft. Aircraft designed to meet this specification were designated as "Alerte" class seaplanes. They were the progenitor of today's early warning aircraft. As with most other seaplanes at the time, the aircraft were to be capable of carrying a T.S.F. wireless radio and a small bomb load. Only F.B.A. and Levy-Besson submitted aircraft to meet this category.
Besson's design was a further refinement of his previous triplane flying boats. The main alteration was the fitting of a more powerful Hispano-Suiza engine. Initial versions of the aircraft had a 200-hp Hispano-Suiza engine; later aircraft had a 250-hp Hispano-Suiza or a Renault. The engine mounting was altered to provide more stability and there was a large radiator with a triangular outline fitted to the front of the engine. The only alteration to the triplane format was that the span of the center wing was reduced and the interplane struts had an I shape. In addition, ailerons were now fitted to both the upper and middle wings. A crew of three was carried. The hull of the flying boat had been designed by Robert Duhamel and built by the Tellier firm. The wings were built at the Victor Depujols shipyards.
More than 100 of these aircraft were built by the Levy firm and they entered service in October 1917. However, they were used as patrol and not "Alerte" class seaplanes (almost all the "Alerte" missions were actually flown by F.B.A. Type Cs). The aircraft saw service primarily in the bombing role (anti-submarine) and could carry two 50-kg bombs as well as a single machine gun. The Levy-Besson 200-hp triplane easily exceeded the requirements for maximum speed (130 km/h) and useful load including fuel, crew and, armament (600 kg) required of the patrol/light bombing category of flying boat. However, the Aviation Maritime was dissatisfied with all triplanes because their higher weight and structural complexity made them too difficult to maneuver on the water. It was for this reason that relatively few triplanes were purchased. A single-seat fighter version was also produced.
Levy-Besson Two-Man "Alerte" Flying Boat with 200-hp Hispano-Suiza
Span (upper) 10.90 m; length 8.40 m; wing area 33.0 sq. m
Empty weight 850 kg; loaded weight 1,330 kg
Maximum speed: 185 km/h; climb to 2,000 m in 11 min. 15 sec.
Armament: two 35-kg bombs
A total of 100 were built.
Levy-Besson 300-HP Hispano-Suiza Flying Boat
In April 1918 Levy-Besson had a two-seat triplane under construction, to have been powered by a 300-hp Hispano-Suiza engine. Estimated data include a wing area of 56 sq. m and a military load of 500 kg. The maximum speed was projected to be 160 km/h at 2,000 meters and climb to that altitude would have taken 20 minutes. It is not known if construction on this type was ever completed.
Levy-Besson 500-HP Bugatti Flying Boat
The French government arranged to build the 450-hp Bugatti engine under license in 1917. It was produced by the Peugeot factory and intended for use in the Morane-Saulnier AN (see below). The 16 cylinders were arranged in a U-configuration that permitted a cannon to be placed between the two rows of cylinders. This engine was selected by at least two seaplane manufacturers for use in flying boats - Larnaudi (which see) and Levy-Besson. Levy-Besson's design for a two-seat triplane was probably based on its earlier triplane designs. Morane-Saulnier had concerns about the Bugatti's reliability, and these problems were serious enough to cause it to re-engine the Type AN. It is likely that similar difficulties resulted in delays in the development of the Levy-Besson flying boat, and it is not known if construction of the prototype was ever completed.
Farman Renault Flying Boat
Around 1918 the Farman firm built a single-engined seaplane with a hull very close in shape to the earlier Besson designs. It was a biplane and had a single 450-hp Renault engine. The hull had an ash framework covered with mahogany planking. Detachable fuel tanks with enough fuel for four hours of flight were carried in the hull. The wing was made to fold backward along the rear spar. Postwar, a development of this aircraft featuring an enclosed cabin was built. It had a single 300-hp Renault engine.
Farman Flying Boat with 450-hp Renault
Span (upper) 18.0 m; span (lower) 14.0 m; length 14.2 m: height 3.9 m; wing area 82 sq. m
Empty weight 1,900 kg; loaded weight 2,900m
Maximum speed: 170 km/h; climb to 2,000 m in 15 minutes
Financier George Levy established Constructions Aeronautiques J. Levy in 1914 to build seaplanes. Marcel Besson joined with Levy to help design new seaplanes.
Besson H-1
Shortly before the war, Besson designed a triplane flying boat.
Besson's first wartime design was also a triplane flying boat, probably based on his earlier design. It was designated the H-1 (the H may have stood for hydravion). The center of the two-bay wings was substantially longer than the upper and lower ones. The 95-hp engine was in a streamlined nacelle in the center wing. Apparently, Besson felt that this layout would give the aeroplane greater stability by keeping the center of gravity along the line of thrust. The H-1 had a large rudder with a small fin. The H-1 was probably underpowered and this may have been the reason that it was considered for use only as a trainer. However, none was ordered by the Aviation Maritime.
Besson H-1 Flying Boat with 95-hp Engine
One built
Besson 150-hp Flying Boat
Besson's next design was a flying boat with a Renault 150-hp engine. He retained the triplane layout with the large middle wing and the engine mounted in its center. Unlike the H-1, it was a single-bay triplane. A large radiator was mounted in front of the engine. It has been reported that the aircraft was successful in service trials but it was not selected for production. This may have been due to the fact that the F.B.A. and Donnet-Denhaut biplane flying boats were already in service; the Aviation Maritime disliked triplane designs because of their higher weight and structural complexity.
At this time Besson joined forces with Georges Levy, who had the financial resources to develop and produce Besson's designs.
Besson H-1 Flying Boat with 150-hp Renault
One built
Besson-Lesseps Triplane Fighter
A Ministry of Munitions report, dated 1 May 1918, listed the Besson-Lesseps triplane as an unbuilt project. The airplane was intended as a fighter and was to have carried only a single crewman. The engine was to have been a 300-hp Hispano-Suiza. As far as can be determined, construction was never completed.
Besson-Lesseps Triplane Fighter with 300-hp Hispano-Suiza (all data provisional)
Wing area 25 sq. m
Loaded weight 1,100 kg; payload 110 kg
Maximum speed: 220 km/h at 4,000 m; climb to 4,000 m in 10 minutes; endurance 2 hours
Levy-Besson "Alerte" Flying Boat
The French naval command decided in 1917 that a newer class of seaplane was needed, able to make continuous patrols to prevent attacks from German ships or aircraft. Aircraft designed to meet this specification were designated as "Alerte" class seaplanes. They were the progenitor of today's early warning aircraft. As with most other seaplanes at the time, the aircraft were to be capable of carrying a T.S.F. wireless radio and a small bomb load. Only F.B.A. and Levy-Besson submitted aircraft to meet this category.
Besson's design was a further refinement of his previous triplane flying boats. The main alteration was the fitting of a more powerful Hispano-Suiza engine. Initial versions of the aircraft had a 200-hp Hispano-Suiza engine; later aircraft had a 250-hp Hispano-Suiza or a Renault. The engine mounting was altered to provide more stability and there was a large radiator with a triangular outline fitted to the front of the engine. The only alteration to the triplane format was that the span of the center wing was reduced and the interplane struts had an I shape. In addition, ailerons were now fitted to both the upper and middle wings. A crew of three was carried. The hull of the flying boat had been designed by Robert Duhamel and built by the Tellier firm. The wings were built at the Victor Depujols shipyards.
More than 100 of these aircraft were built by the Levy firm and they entered service in October 1917. However, they were used as patrol and not "Alerte" class seaplanes (almost all the "Alerte" missions were actually flown by F.B.A. Type Cs). The aircraft saw service primarily in the bombing role (anti-submarine) and could carry two 50-kg bombs as well as a single machine gun. The Levy-Besson 200-hp triplane easily exceeded the requirements for maximum speed (130 km/h) and useful load including fuel, crew and, armament (600 kg) required of the patrol/light bombing category of flying boat. However, the Aviation Maritime was dissatisfied with all triplanes because their higher weight and structural complexity made them too difficult to maneuver on the water. It was for this reason that relatively few triplanes were purchased. A single-seat fighter version was also produced.
Levy-Besson Two-Man "Alerte" Flying Boat with 200-hp Hispano-Suiza
Span (upper) 10.90 m; length 8.40 m; wing area 33.0 sq. m
Empty weight 850 kg; loaded weight 1,330 kg
Maximum speed: 185 km/h; climb to 2,000 m in 11 min. 15 sec.
Armament: two 35-kg bombs
A total of 100 were built.
Levy-Besson 300-HP Hispano-Suiza Flying Boat
In April 1918 Levy-Besson had a two-seat triplane under construction, to have been powered by a 300-hp Hispano-Suiza engine. Estimated data include a wing area of 56 sq. m and a military load of 500 kg. The maximum speed was projected to be 160 km/h at 2,000 meters and climb to that altitude would have taken 20 minutes. It is not known if construction on this type was ever completed.
Levy-Besson 500-HP Bugatti Flying Boat
The French government arranged to build the 450-hp Bugatti engine under license in 1917. It was produced by the Peugeot factory and intended for use in the Morane-Saulnier AN (see below). The 16 cylinders were arranged in a U-configuration that permitted a cannon to be placed between the two rows of cylinders. This engine was selected by at least two seaplane manufacturers for use in flying boats - Larnaudi (which see) and Levy-Besson. Levy-Besson's design for a two-seat triplane was probably based on its earlier triplane designs. Morane-Saulnier had concerns about the Bugatti's reliability, and these problems were serious enough to cause it to re-engine the Type AN. It is likely that similar difficulties resulted in delays in the development of the Levy-Besson flying boat, and it is not known if construction of the prototype was ever completed.
Farman Renault Flying Boat
Around 1918 the Farman firm built a single-engined seaplane with a hull very close in shape to the earlier Besson designs. It was a biplane and had a single 450-hp Renault engine. The hull had an ash framework covered with mahogany planking. Detachable fuel tanks with enough fuel for four hours of flight were carried in the hull. The wing was made to fold backward along the rear spar. Postwar, a development of this aircraft featuring an enclosed cabin was built. It had a single 300-hp Renault engine.
Farman Flying Boat with 450-hp Renault
Span (upper) 18.0 m; span (lower) 14.0 m; length 14.2 m: height 3.9 m; wing area 82 sq. m
Empty weight 1,900 kg; loaded weight 2,900m
Maximum speed: 170 km/h; climb to 2,000 m in 15 minutes
Levy-Besson flying boat serial number 68. The hull of the flying boat was designed by Robert Duhamel and built by the Tellier firm. The wings were built at the Victor Depujols shipyards. The engine appears to be a 150-hp Renault.
A Besson "Alerte" triplane flying boat. This early design was probably powered by a 300 hp Renault 12Fe. The center wing had longer span than the top and bottom wings and had the ailerons. The aircraft had a multitude of bracing struts.
Besson "Alerte" triplane flying boat developed from the triplane flying boat. The engine was a 200 hp Hispano-Suiza. The bracing was very extensive, creating a lot of drag. It was used mainly for anti-submarine patrols.
Levy-Besson flying boat at Saint Raphael. Initial versions of the aircraft had a 200-hp Hispano-Suiza engine; later aircraft had a 250-hp Hispano-Suiza.
Levy-Besson flying boat at Saint Raphael. Initial versions of the aircraft had a 200-hp Hispano-Suiza engine; later aircraft had a 250-hp Hispano-Suiza.
Levy-Besson flying boat at Saint Raphael. More than 100 Levy Besson flying boats served with the Aviation Maritime.
Levy-Besson 450-hp Flying Boat
The next Levy-Besson design used a single 450-hp Renault engine. The flying boat carried a crew of three and had a triplane layout, in keeping with the Besson formula. Unlike Besson's other designs, the upper and middle wings were of equal length, while the lower wing was shorter. A gunner was carried in the bow cockpit. The Levy-Besson 450-hp flying boat appears to have been intended for the coastal patrol mission, and 12 of them were built. This type may have served as the basis for the LB three-engine "high seas" flying boat.
Levy-Besson Three-Man Flying Boat with 450-hp Renault
Empty weight 2,455 kg; loaded weight 4,000 kg
Maximum speed: 150 km/h
Twelve built
Levy-Besson "High Seas" Three-Engine Flying Boat
The "high seas" category of flying boats was intended to be the French equivalent of the British Felixstowe series. The aircraft had to carry a crew of four, a T.S.F. wireless, a 75-mm cannon with 35 rounds, and have a range of 1,120 miles. Utilizing an airframe similar to the previous 450-hp flying boat, the firm fitted three 350-hp Lorraine engines. As with the previous design, the upper and middle wings were of equal span, while the shoulder-mounted lower wing had a reduced span. Because of the huge span, the aircraft had folding wings to permit storage in hangars at French naval air stations. The pilot and observer were seated in the front of the fuselage and both had an excellent field of view. Cutaways in the hull permitted a good view below. The hull was of cedar ply and said by the manufacturer to be a "true boat" that could be operated in heavy seas or bad weather. The aircraft successfully met the specifications for the "high seas" category and 200 were ordered. However, delays in development of the aircraft, coupled with the Armistice, resulted in the order being canceled. One source records that one of the Levy-Besson aircraft was fitted with three 350-hp Panhard engines, although this may have actually been a Farman design that emulated the hull design of the Levy-Besson but was a biplane.
Levy-Besson Five-Man "High Seas" Flying Boat with Three 350-hp Lorraines
Span 24.90 m; length 17.90 m; height 6.15 m; wing area 185 sq. m
Empty weight 4,200 kg; loaded weight 7,200 kg; payload 3,000 kg
Maximum speed: 155 km/h; range 1800 km; endurance 3 hours (up to 12 hours possible in certain configurations)
A total of 200 were ordered but only a limited number built
The next Levy-Besson design used a single 450-hp Renault engine. The flying boat carried a crew of three and had a triplane layout, in keeping with the Besson formula. Unlike Besson's other designs, the upper and middle wings were of equal length, while the lower wing was shorter. A gunner was carried in the bow cockpit. The Levy-Besson 450-hp flying boat appears to have been intended for the coastal patrol mission, and 12 of them were built. This type may have served as the basis for the LB three-engine "high seas" flying boat.
Levy-Besson Three-Man Flying Boat with 450-hp Renault
Empty weight 2,455 kg; loaded weight 4,000 kg
Maximum speed: 150 km/h
Twelve built
Levy-Besson "High Seas" Three-Engine Flying Boat
The "high seas" category of flying boats was intended to be the French equivalent of the British Felixstowe series. The aircraft had to carry a crew of four, a T.S.F. wireless, a 75-mm cannon with 35 rounds, and have a range of 1,120 miles. Utilizing an airframe similar to the previous 450-hp flying boat, the firm fitted three 350-hp Lorraine engines. As with the previous design, the upper and middle wings were of equal span, while the shoulder-mounted lower wing had a reduced span. Because of the huge span, the aircraft had folding wings to permit storage in hangars at French naval air stations. The pilot and observer were seated in the front of the fuselage and both had an excellent field of view. Cutaways in the hull permitted a good view below. The hull was of cedar ply and said by the manufacturer to be a "true boat" that could be operated in heavy seas or bad weather. The aircraft successfully met the specifications for the "high seas" category and 200 were ordered. However, delays in development of the aircraft, coupled with the Armistice, resulted in the order being canceled. One source records that one of the Levy-Besson aircraft was fitted with three 350-hp Panhard engines, although this may have actually been a Farman design that emulated the hull design of the Levy-Besson but was a biplane.
Levy-Besson Five-Man "High Seas" Flying Boat with Three 350-hp Lorraines
Span 24.90 m; length 17.90 m; height 6.15 m; wing area 185 sq. m
Empty weight 4,200 kg; loaded weight 7,200 kg; payload 3,000 kg
Maximum speed: 155 km/h; range 1800 km; endurance 3 hours (up to 12 hours possible in certain configurations)
A total of 200 were ordered but only a limited number built
Levy-Blanchard "high seas" flying boat. The aircraft was successful in meeting the specifications for the" High Seas" category and 200 were ordered.
Levy-Blanchard "high seas" flying boat. Utilizing an airframe which was similar to the previous 450-hp flying boat, the firm fitted three 350-hp Lorraine engines.
Georges Levy 40 HB2
The Levy-Besson G.L.40 HB2 was a collaborative effort and may have incorporated some of Marcel Besson's design ideas. However, it was designed primarily by Le Pen and Blanchard. Given the large number of people involved in its design and production, it is not surprising that the aircraft was known by a number of other names. These included Georges Levy 40 HB2, Georges Levy 300-hp Renault, G.L.300, and the Levy-Le-Pen (which was how the seaplane was referred to by the Americans). The HB2 designation probably indicted Hydravion Bombardement with a crew of two.
While the Levy-Besson 200-hp triplane had been successful, the Aviation Maritime's distrust of triplanes probably made it imperative that the new design be a biplane. The Aviation Maritime felt that biplanes offered the dual advantages of providing an adequate surface area without excessive wingspan, and possessed a rigid structure without requiring the large number of drag-inducing struts needed on triplanes.
The aircraft was a two-bay biplane with the top wing longer than the bottom. Diagonal struts connected the base of the upper wing with the outermost interplane struts. The upswept tail had a fixed fin attached to the horizontal stabilizer with aerodynamically balanced elevators and a large unbalanced rudder. The engine was a 280-hp Renault 12 Fe. Consideration was given to fitting the plane with the less powerful 225-hp Lorraine engine, but this does not seem to have been done on operational machines. The engine was mounted as a pusher and was suspended just below the upper wing. A large cutout in the trailing edge of the top wing provided clearance for the propeller arc. There was a pivoted machine gun mounting in the nose. The hull was covered in cedar ply. The fuel tanks were in the hull and Astra pumps were used to supply the engines with fuel. The propeller was built by Levasseur. The crew of two were seated side by side in a small cockpit ahead of the lower wing. There was a stabilizing float under each wing tip.
The aircraft had an impressive weight-carrying ability and was for this reason used primarily as a bomber. Indeed, it was the only French seaplane in 1918 capable of carrying G bombs, which weighed 80 kg and were one of the most effective bombs for anti-submarine warfare. The usual armament load was four 35-kg bombs or two "I" bombs of 120-150 kg and a single Lewis machine gun. Although the aircraft was designed to meet the HB2 category for a two-seat bomber, there was a provision for a third crew member to be accommodated in the extreme nose. From this location the observer had an excellent view and an exceptional field of fire for the machine gun.
Production of the aircraft began shortly after the prototype's first flight, and the type entered service in November 1917. A total of 100 were ordered, built under license by the Farman firm. The G.L.40s were based in metropolitan France, Algeria, Greece, Morocco, Senegal, and Tunisia.
Foreign Service
Finland
Postwar, several aircraft were acquired by the Finnish air service. Twelve Georges-Levy G.L.40 HB2s were obtained although, at least by the Finns, these were given the designation Georges-Levy R. The known serials for these aircraft included B 304 and 400 to 409. They were in service from 1919-23.
Peru
In 1919 a French air mission supplied the Peruvian air service with an estimated three Levy-Le Pen flying boats - possibly G.L.40 HB2s.
Portugal
Portugal's naval air service purchased two G.L.40 HB2s in 1918. They remained in service until 1920.
United States
Twelve examples of the G.L.40 HB2 were used by the U.S. naval air service. The American aircraft had a Lewis gun in the bow. The aircraft used were given serials GL 13, GL 16, GL 20, GL 21, GL 27, GL 28, GL 29, GL 30, GL 60, GL 83, GL 84, and GL 85. They were based at Le Croisic and St. Trojan. The aircraft at St. Trojan escorted convoys beginning on 19 July 1918. However, while a number of missions were flown, it has been recorded that the aircraft's engines had been overhauled two or three times before delivery to the Americans and were therefore difficult to keep repaired. The bomb-carrying gear was also defective and resulted in the loss of an aircraft on 20 August 1918. Although it was also found that reconnaissance flights were of more value than convoy escort missions, the patrols flown from Le Croisic were mainly for convoy escort. GL 27 and GL 84 were sent to the United States after the war and received serials A-5650 and A-5651 respectively.
Georges-Levy 40 HB2 Two/Three-Seat Flying Boat with 280-hp Renault 12Fe
Span 18.50 m; length 12.40 m; height 3.85 m; wing area 68.72 sq. m
Empty weight 1,450 kg; loaded weight 2,350 kg
Maximum speed: 150 km/h (some sources state 185 km/h); climb to 2000 m in 25 minutes; range 400 km; endurance 6.5 hours
Armament: a Lewis machine gun and 300 kg of bombs Approximately 100 built
The Levy-Besson G.L.40 HB2 was a collaborative effort and may have incorporated some of Marcel Besson's design ideas. However, it was designed primarily by Le Pen and Blanchard. Given the large number of people involved in its design and production, it is not surprising that the aircraft was known by a number of other names. These included Georges Levy 40 HB2, Georges Levy 300-hp Renault, G.L.300, and the Levy-Le-Pen (which was how the seaplane was referred to by the Americans). The HB2 designation probably indicted Hydravion Bombardement with a crew of two.
While the Levy-Besson 200-hp triplane had been successful, the Aviation Maritime's distrust of triplanes probably made it imperative that the new design be a biplane. The Aviation Maritime felt that biplanes offered the dual advantages of providing an adequate surface area without excessive wingspan, and possessed a rigid structure without requiring the large number of drag-inducing struts needed on triplanes.
The aircraft was a two-bay biplane with the top wing longer than the bottom. Diagonal struts connected the base of the upper wing with the outermost interplane struts. The upswept tail had a fixed fin attached to the horizontal stabilizer with aerodynamically balanced elevators and a large unbalanced rudder. The engine was a 280-hp Renault 12 Fe. Consideration was given to fitting the plane with the less powerful 225-hp Lorraine engine, but this does not seem to have been done on operational machines. The engine was mounted as a pusher and was suspended just below the upper wing. A large cutout in the trailing edge of the top wing provided clearance for the propeller arc. There was a pivoted machine gun mounting in the nose. The hull was covered in cedar ply. The fuel tanks were in the hull and Astra pumps were used to supply the engines with fuel. The propeller was built by Levasseur. The crew of two were seated side by side in a small cockpit ahead of the lower wing. There was a stabilizing float under each wing tip.
The aircraft had an impressive weight-carrying ability and was for this reason used primarily as a bomber. Indeed, it was the only French seaplane in 1918 capable of carrying G bombs, which weighed 80 kg and were one of the most effective bombs for anti-submarine warfare. The usual armament load was four 35-kg bombs or two "I" bombs of 120-150 kg and a single Lewis machine gun. Although the aircraft was designed to meet the HB2 category for a two-seat bomber, there was a provision for a third crew member to be accommodated in the extreme nose. From this location the observer had an excellent view and an exceptional field of fire for the machine gun.
Production of the aircraft began shortly after the prototype's first flight, and the type entered service in November 1917. A total of 100 were ordered, built under license by the Farman firm. The G.L.40s were based in metropolitan France, Algeria, Greece, Morocco, Senegal, and Tunisia.
Foreign Service
Finland
Postwar, several aircraft were acquired by the Finnish air service. Twelve Georges-Levy G.L.40 HB2s were obtained although, at least by the Finns, these were given the designation Georges-Levy R. The known serials for these aircraft included B 304 and 400 to 409. They were in service from 1919-23.
Peru
In 1919 a French air mission supplied the Peruvian air service with an estimated three Levy-Le Pen flying boats - possibly G.L.40 HB2s.
Portugal
Portugal's naval air service purchased two G.L.40 HB2s in 1918. They remained in service until 1920.
United States
Twelve examples of the G.L.40 HB2 were used by the U.S. naval air service. The American aircraft had a Lewis gun in the bow. The aircraft used were given serials GL 13, GL 16, GL 20, GL 21, GL 27, GL 28, GL 29, GL 30, GL 60, GL 83, GL 84, and GL 85. They were based at Le Croisic and St. Trojan. The aircraft at St. Trojan escorted convoys beginning on 19 July 1918. However, while a number of missions were flown, it has been recorded that the aircraft's engines had been overhauled two or three times before delivery to the Americans and were therefore difficult to keep repaired. The bomb-carrying gear was also defective and resulted in the loss of an aircraft on 20 August 1918. Although it was also found that reconnaissance flights were of more value than convoy escort missions, the patrols flown from Le Croisic were mainly for convoy escort. GL 27 and GL 84 were sent to the United States after the war and received serials A-5650 and A-5651 respectively.
Georges-Levy 40 HB2 Two/Three-Seat Flying Boat with 280-hp Renault 12Fe
Span 18.50 m; length 12.40 m; height 3.85 m; wing area 68.72 sq. m
Empty weight 1,450 kg; loaded weight 2,350 kg
Maximum speed: 150 km/h (some sources state 185 km/h); climb to 2000 m in 25 minutes; range 400 km; endurance 6.5 hours
Armament: a Lewis machine gun and 300 kg of bombs Approximately 100 built
This G.L.40 is based in the Mediterranean; others served at naval air stations in France, Algeria, Greece, Morocco, Senegal, and Tunisia. Reairche.
A Levy-Lepen HB-2 flying-boat as used by the Navy.
A Levy-Lepen HB-2 flying-boat as used by the Navy.
A total of 100 G.L.40 HB2s were ordered. Some, such as this example, were built under license by the Farman firm. Reairche.
G.L.40 HB2 built by Levy. The usual armament load was four 35-kg bombs or two "I" bombs of 120-150 kg and a single Lewis gun. Reairche.
Etablissements Liore et Olivier
The firm created by Fernand Liore and Henri Olivier was founded in 1906 and began producing airplanes in 1908. In 1908 Liore collaborated with Witzig and Dutilleul to produce the WLD biplane with a 50-hp Renault engine. The first products of the LeO firm were the Flo-1 monoplane (designed by an engineer named Leflot) an autogyro, a helicopter, and a monoplane designed by Paul Zens. The LeO 2 was a single-engine monoplane tractor with a 40-hp Gregoire engine driving two propellers through a chain drive; it was built in 1911.
The firm created by Fernand Liore and Henri Olivier was founded in 1906 and began producing airplanes in 1908. In 1908 Liore collaborated with Witzig and Dutilleul to produce the WLD biplane with a 50-hp Renault engine. The first products of the LeO firm were the Flo-1 monoplane (designed by an engineer named Leflot) an autogyro, a helicopter, and a monoplane designed by Paul Zens. The LeO 2 was a single-engine monoplane tractor with a 40-hp Gregoire engine driving two propellers through a chain drive; it was built in 1911.
Liore et Olivier 3
During the war LeO built Morane Saulnier aircraft and Sopwith 1 1/2 Strutters under license. Its first original wartime design was the LeO 3, a single-engine aircraft intended for use as a fighter. It was built in 1917 but never flew and further development was abandoned.
Liore et Olivier 4 and 4/1
The firm of Liore and Olivier was manufacturing Sopwith 1 1/2 Strutters under license in 1916-17. LeO engineer Leflot designed and constructed an aircraft intended to replace the Sopwith 1 1/2 Strutter in 1917. It was built for the A2 classification, which called for a two-seat observation aircraft capable of carrying a payload of 450 kg at 200 km/h. The service ceiling was to be 3,000 m. Other aircraft designed to this specification included the Breguet 14 with a 300-hp Renault engine and Rateau turbo-compressor and the Carroll A2.
Liore and Olivier's aircraft resembled the Sopwith 1 1/2 Strutter. It was a two-seat tractor biplane with positively staggered wings of equal length and with two bays of struts, designated the LeO 4.
The most unusual feature of the design was the "umbrella" shape of the upper wing, featuring curved tips and wavy trailing edges. The bottom wing was of conventional design without curved lips and with straight trailing edges. The tail featured an elliptical fin and rudder assembly. Armament consisted of a machine gun synchronized to fire through the propeller arc; the gunner had a separate cockpit fitted with a swivel mount for two machine guns. The engine was a 200-hp Clerget 11E 11-cylinder rotary.
A second version was designated the LeO 4/1. It was broadly similar to the LeO 4 (and may very well have used the fuselage and tail of the LeO 4) but had a more conventional wing shape with four ailerons. A triangular fin and rudder were fitted. It retained the 200-hp Clerget 11E rotary. The plane was built and flown but was considered to be too heavy, demonstrated by the fact that it took 50 minutes to climb to 5,000 m (the Breguet 14 A2, on the other hand, could climb to the same altitude in only 35 minutes). The aircraft was judged to be inadequate by the STAe and the Breguet 14 was selected for production. The sole LeO 4/1 was later used as a civil aircraft (serial F-ABFR) and subsequently as an engine testbed for the company.
During the war LeO built Morane Saulnier aircraft and Sopwith 1 1/2 Strutters under license. Its first original wartime design was the LeO 3, a single-engine aircraft intended for use as a fighter. It was built in 1917 but never flew and further development was abandoned.
Liore et Olivier 4 and 4/1
The firm of Liore and Olivier was manufacturing Sopwith 1 1/2 Strutters under license in 1916-17. LeO engineer Leflot designed and constructed an aircraft intended to replace the Sopwith 1 1/2 Strutter in 1917. It was built for the A2 classification, which called for a two-seat observation aircraft capable of carrying a payload of 450 kg at 200 km/h. The service ceiling was to be 3,000 m. Other aircraft designed to this specification included the Breguet 14 with a 300-hp Renault engine and Rateau turbo-compressor and the Carroll A2.
Liore and Olivier's aircraft resembled the Sopwith 1 1/2 Strutter. It was a two-seat tractor biplane with positively staggered wings of equal length and with two bays of struts, designated the LeO 4.
The most unusual feature of the design was the "umbrella" shape of the upper wing, featuring curved tips and wavy trailing edges. The bottom wing was of conventional design without curved lips and with straight trailing edges. The tail featured an elliptical fin and rudder assembly. Armament consisted of a machine gun synchronized to fire through the propeller arc; the gunner had a separate cockpit fitted with a swivel mount for two machine guns. The engine was a 200-hp Clerget 11E 11-cylinder rotary.
A second version was designated the LeO 4/1. It was broadly similar to the LeO 4 (and may very well have used the fuselage and tail of the LeO 4) but had a more conventional wing shape with four ailerons. A triangular fin and rudder were fitted. It retained the 200-hp Clerget 11E rotary. The plane was built and flown but was considered to be too heavy, demonstrated by the fact that it took 50 minutes to climb to 5,000 m (the Breguet 14 A2, on the other hand, could climb to the same altitude in only 35 minutes). The aircraft was judged to be inadequate by the STAe and the Breguet 14 was selected for production. The sole LeO 4/1 was later used as a civil aircraft (serial F-ABFR) and subsequently as an engine testbed for the company.
Liore et Olivier LeO 4. The umbrella-shaped upper wing with curved tips and wavy trailing edges proved to be unsuccessful and was replaced with a more conventional wing.
Liore et Olivier 5 S2
The need for a heavily armored ground-attack aircraft was formulated as early as May 1918 by the Aviation Militaire. A requirement for a two-seat type was formulated under the S2 classification. Aircraft submitted to meet this specification were the Canton S2, the Liore-et-Olivier 5 S2, and the Hochart S2. The LeO 5 was a twin-engine biplane powered by two 175-hp Gnome Rhone rotary engines; it was felt that the rotary engines would be less susceptible to small arms fire. The engines were mounted in nacelles suspended between the upper and lower wings by a series of struts. The fuselage featured a short nose that did not extend beyond the propeller spinners. A large fin with rudder and a prominent tail skid were other features. The stabilizer had variable incidence. The two main wheels featured spats and were located under each of the engines. These spats would have helped protect the tires from damage due to ground fire. The crew of two was seated in tandem - the pilot beneath a cut out in the trailing edge of the upper wing and the gunner just behind him. Armament consisted of one machine gun in the nose and two others on a swivel mount. There was a total of 300 kg of armor.
Only one aircraft was built, but because the S2 specifications was not issued until late in the war it did not fly until 1919. When the STAe evaluated the type, it was fell to be more suitable for the Ab2 classification requiring a maneuverable aircraft with light armor for reconnaissance and army cooperation duties. It was developed into the LeO 7, which saw service postwar.
LeO 5 Two-Seat Armored Ground-Attack Plane with Two 175-hp Gnome Rhone Engines
Span was 14.35 in; length 8,30 m; height 47.25 in
Empty weight 1,300 kg; loaded weight 1,900 kg (with 160 kg of bombs)
Maximum speed: 185 km/h; climb Io 1,000 m in 4 minutes, range 550 km
Armament: three machine guns
One built
Liore et Olivier S2 Project
The LeO 5 had been intended to meet the S2 category of 1918. However, it was subsequently felt to be more suitable for the Ab 2 category of reconnaissance aircraft carrying light armor. The Liore et Olivier firm subsequently designed a new plane for the S2 category - a pusher fitted with two 170-hp Renault engines. It appears that it was never built and remained a project only.
The need for a heavily armored ground-attack aircraft was formulated as early as May 1918 by the Aviation Militaire. A requirement for a two-seat type was formulated under the S2 classification. Aircraft submitted to meet this specification were the Canton S2, the Liore-et-Olivier 5 S2, and the Hochart S2. The LeO 5 was a twin-engine biplane powered by two 175-hp Gnome Rhone rotary engines; it was felt that the rotary engines would be less susceptible to small arms fire. The engines were mounted in nacelles suspended between the upper and lower wings by a series of struts. The fuselage featured a short nose that did not extend beyond the propeller spinners. A large fin with rudder and a prominent tail skid were other features. The stabilizer had variable incidence. The two main wheels featured spats and were located under each of the engines. These spats would have helped protect the tires from damage due to ground fire. The crew of two was seated in tandem - the pilot beneath a cut out in the trailing edge of the upper wing and the gunner just behind him. Armament consisted of one machine gun in the nose and two others on a swivel mount. There was a total of 300 kg of armor.
Only one aircraft was built, but because the S2 specifications was not issued until late in the war it did not fly until 1919. When the STAe evaluated the type, it was fell to be more suitable for the Ab2 classification requiring a maneuverable aircraft with light armor for reconnaissance and army cooperation duties. It was developed into the LeO 7, which saw service postwar.
LeO 5 Two-Seat Armored Ground-Attack Plane with Two 175-hp Gnome Rhone Engines
Span was 14.35 in; length 8,30 m; height 47.25 in
Empty weight 1,300 kg; loaded weight 1,900 kg (with 160 kg of bombs)
Maximum speed: 185 km/h; climb Io 1,000 m in 4 minutes, range 550 km
Armament: three machine guns
One built
Liore et Olivier S2 Project
The LeO 5 had been intended to meet the S2 category of 1918. However, it was subsequently felt to be more suitable for the Ab 2 category of reconnaissance aircraft carrying light armor. The Liore et Olivier firm subsequently designed a new plane for the S2 category - a pusher fitted with two 170-hp Renault engines. It appears that it was never built and remained a project only.
LeO 5 armored ground attack aircraft. The location of the engine nacelles helped to shield the crew from ground fire. The engines were two 175-hp Gnome-Rhones, it being felt that the rotary engines would be less susceptible to small arms fire.
Although the LeO 5 was not selected to fill the S2 specification, it was further developed into the LeO 7 shown. The LeO 7 was used as a lightly armored army cooperation airplane.
Societe Henri et Maurice Farman
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Maurice Farman opened his own factory at Mallet. His first plane, the M.F.1, was completed in February 1909. Maurice and Henri continued their separate endeavors until 1909 when they pooled their efforts and founded Avions Henri et Maurice Farman at Billancourt.
Both Maurice's and Henri's planes saw widespread service during Ihe first three years of the war. However, the brothers' reluctance to abandon the pusher configuration when requested to in 1916 resulted in their losing a chance to produce a second generation reconnaissance aircraft for the Aviation Militaire. In fact, the only other Farman design to see operational service was the F.50.
Maurice Farman Pre-War Planes
1. M.F.1 (1909) - 60-hp REP; experimental.
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Maurice Farman opened his own factory at Mallet. His first plane, the M.F.1, was completed in February 1909. Maurice and Henri continued their separate endeavors until 1909 when they pooled their efforts and founded Avions Henri et Maurice Farman at Billancourt.
Both Maurice's and Henri's planes saw widespread service during Ihe first three years of the war. However, the brothers' reluctance to abandon the pusher configuration when requested to in 1916 resulted in their losing a chance to produce a second generation reconnaissance aircraft for the Aviation Militaire. In fact, the only other Farman design to see operational service was the F.50.
Maurice Farman Pre-War Planes
1. M.F.1 (1909) - 60-hp REP; experimental.
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Maurice Farman Pre-War Planes
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2. M.F.2 (1911) - 70-hp Renault 8B; reconnaissance plane entered in 1911 concours militaire.
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2. M.F.2 (1911) - 70-hp Renault 8B; reconnaissance plane entered in 1911 concours militaire.
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Maurice Farman Pre-War Planes
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3. M.F.5 (1911) - reconnaissance plane.
4. M.F.6 (1911) - 70-hp Renault 8B.
5. M.F.6bis (1914) - trainer.
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3. M.F.5 (1911) - reconnaissance plane.
4. M.F.6 (1911) - 70-hp Renault 8B.
5. M.F.6bis (1914) - trainer.
Maurice Farman M.F.7
The M.F.7 was the culmination of Maurice Farman's pre-1914 aeronautical design work. While its wings were similar to the H.F.20, the M.F.7 had a unique forward elevator positioned on curved extensions of the landing skids. The skids were reinforced by angled braces extending from the top and bottom wings. A biplane elevator located at the rear was supported by twin booms attached to the trailing portions of the top and bottom wings. Twin rudders were positioned between the top and bottom elevators. As with the H.F.20, a central nacelle which carried crew, fuel, and engine was attached to the bottom wing. However, in the M.F.7 this nacelle was more rounded and shorter than Henri's design. Like the H.F.20, the crew's location in the nose gave them an unexcelled forward, side, and downward view. Power was supplied by a 70-hp Renault aircooled engine; sometimes a 100-hp Sunbeam was fitted. The engine was mounted in a pusher configuration in the rear of the nacelle. Dual mainwheels were mounted on the skids and there were rubber shock absorbers. Steel braking skids were located at the rear of the main skids as well as on the bottom portion of the rear elevator. The arrangement of the landing gear made the M.F.7 very easy to land; this would prove of great value when the plane was operating from poorly prepared airfields or was being set down by student pilots. Lateral control of the M.F.7 was achieved through ailerons on both the top and bottom wings. While they drooped when the plane was on the ground, they were held in a neutral position by the airflow during flight. The control stick controlled the elevators and ailerons. Some M.F.7s were fitted with a Eteve machine gun mount in front of the crew nacelle.
The M.F.7 first flew in 1913. Because of its pusher configuration, stable flight characteristics, ease of landing, and structural strength, the M.F.7 was accepted for service with the Aviation Militaire as well as a large number of foreign air services. In French service the standard M.F.7 was designated the Army Type 1. MF 2 noted that the M.F.7s were troublesome in service because excessive engine vibration resulted in damage to the engines.
Variants
M.F.7bis: This plane was designated Army Type 3. It was a dual-control trainer, later given the SFA designation F 7 D2. The dimensions were identical to those of the standard M.F.7.
M.F.7bis: A version of the M.F.7 powered with an 80-hp De Dion engine and designated Type 4. The Type 5 was identical to the Type 4 but was a dual-control trainer. The Type 5 also carried the SFA designation F 7 D2.
M.F.7 seaplane: This was an M.F.7 with an increased wing span and area. The fuselage was shorter and the overall height was decreased. Twin floats were fitted at the landing gear attachment points. The engine remained the standard 70-hp Renault.
M.F.7ter: This version dispensed with the forward stabilizer and may have been the prototype for the M.F.11. The engine was a standard 70-hp Renault 8b. Dimensions were identical to the standard M.F.7 except the fuselage length was decreased. Deletion of the drag-inducing forward stabilizer and skids resulted in a 5 km/h increase in maximum speed.
Operational Service
Army Cooperation
There were six escadrilles equipped with M.F.7s at the outbreak of the First World War. While these units were equipped with M.F.7s or M.F. 11s, there were often a few H.F.20s and Voisin 3s assigned to them.
Some M.F.7s were assigned to escadrilles flying M.F.11s; for details of these units see the entry under M.F.11.
The stability and robustness of the M.F.7 made it an ideal plane for reconnaissance and artillery spotting. The M.F.7s often carried cameras to record enemy troop movements and to assist in the production of accurate maps of the front lines. For artillery spotting the crews often used either flares or colored flags to signal the French artillery units on how to correct their aim. However, T.S.F. units were occasionally carried; these permitted the crews to rapidly signal any necessary alterations of fire. Unfortunately, the transmissions were often unintelligible and in some cases the T.S.F. aerials broke off in flight. An example of the often mundane daily operations of a Farman escadrille can be seen from MF 21's activity report for 3 February 1915. On that day MF 21 flew two reconnaissance missions, three artillery spotting missions, and took several photographs of enemy camps. It should be noted that these missions were often undertaken by front-line units that were seriously under-equipped; for example, MF 20 had only five planes on strength on 10 February 1915.
Bombing
It would be incorrect to conclude that the M.F.7 escadrilles limited their operations to army cooperation duties. Some of the earliest bombing missions were undertaken by these units.
A specialized bombing unit under the command of Capitaine Maurice Happe was formed at Belfort under the designation Escadrille de Bombardement de Belfort. The unit was equipped with M.F.7s. On 19 January 1915 Happe used his machine gun-equipped M.F.7 to destroy a German observation balloon at Remingen and dropped 4,000 flechettes on enemy troops in the area. During an attack on the station at Bollarville on 11 February, Happe’s M.F.7 was attacked from behind by a German plane described as an Aviatik. Happe tried desperately to give his observer a clear shot at the German. Finally, the Aviatik was driven off without apparent damage to either plane. This battle pointed out the vulnerability of the M.F.7 because of its pusher configuration and lack of maneuverability. The gunpowder factory at Rothweil was bombed with devastating effectiveness on 3 March 1915. Three days later Happe returned to the powder factory, which was now heavily defended by antiaircraft gun batteries. Despite the formidable defense, Happe was able to bomb the plant and spend ten minutes over the site to ensure an accurate attack. His plane was hit by 12 projectiles but neither crewman was injured, and the sturdy M.F.7 was able to return safely to the base at Belfort. The Zeppelin works near Friedrichshafen were bombed on 28 April 1915. Two of the six bombs hit a hangar and may have damaged two airships inside. On 29 May 1915 the unit at Belfort was redesignated MF 29. It had six M.F.7s on strength at that time, but by 3 July these had been replaced by the superior M.F.11s.
Fighter
M.F.7s, while never intended for use as fighters, participated in a number of aerial combats during the early part of 1915. The Escadrille de Bombardement de Belfort used M.F.7s to attack enemy planes and provided fighter protection for other M.F.7 bombers. MF 52 flew fighter patrols during April and on the 22nd of that month succeeded in forcing two German planes to return behind their lines.
The M.F.7 remained in front line service until early 1915, but Maurice Farman had developed an upgraded plane, designated the M.F.11. It was an improvement over the M.F.7 and was quickly accepted for service by the Aviation Militaire. By mid-1915 the M.F.11 had superseded the M.F.7 in front-line escadrilles. The M.F.7s were then reassigned to training units. The docile Farmans were used to train student pilots as late as 1917. However, despite the fact that the superior M.F.11s became the main equipment for operational escadrilles, a GQG document dated 1 February 1916 showed there were still 271 M.F.7s listed on strength with the Aviation Militaire.
Foreign Service
Australia
Australia acquired two M.F.7s for the Central Flying School. One, given serial CFS 7, had an interchangeable wheel or float undercarriage. As a floatplane it was shipped to New Guinea in 1914 and remained there through 1915. It was struck off charge in 1917. The second M.F.7 was a landplane designated CFS 15 and used at the Central Flying school beginning in 1916. One M.F.7 was assigned to the half flight in Mesopotamia. Designated 1FC 2, it was destroyed at Baghdad on 13 November 1915.
Belgium
Belgium had several M.F.7s on strength at the beginning of the war. They were assigned to Escadrille 2 at Namur and Escadrilles 3 and 4 at Brasschaat. In October 1914 these units moved to Ostend and 11 days later to Saint-Pol. In March 1915 Escadrille 1 (at Saint-Idesbald), Escadrille 2 (at Saint-Idesbald) and Escadrilles 5 and 6 (at Houthem) had M.F.7s on strength. By 1916 they had been replaced by M.F.11s.
Denmark
The Danish Haerens Flyveskole (Army Flying School) had four M.F.7s on strength during the war. They were given serials MF 1, MF 2, MF 3, and MF 4, and the last machine was struck off charge in 1922.
Greece
The Greek Aposasma Aeroploias Ipirou (Epirus Aviation Attachment) was assigned two M.F.7s in November 1912. The M.F.7s flew reconnaissance missions over Turkish positions during the Balkan Wars and were particularly active during the siege of the Bizani fort. On one such mission a Farman was hit by more than 20 bullets. The M.F.7s flew more than 240 km on some reconnaissance missions. In addition, they dropped hand grenades on Turkish troops. One Farman was destroyed on 11 November 1912. The remaining M.F.7 survived the war and was subsequently assigned to the Aeroporiki Sholi (Aviation School) at Thessalonica. On source suggests that up to six more M.F.7s were purchased in 1916 by the Greek Air Service and served as trainers until 1920.
One Greek M.F.7 was converted to a floatplane and gained a measure of fame in early 1913 (probably 6 February). Piloted by an army officer, Michael Moutoussis, with a navy officer, Ariastides C. Moraitinis, as observer, it flew a reconnaissance mission over the Dardanelles and unsuccessfully tried to bomb Turkish warships. This was almost certainly the first maritime combat mission ever flown by a serving naval officer of any nationality.
Italy
Italy acquired 12 M.F.7s in 1913. Subsequently, the type was built under license by the Societa Italiana Transaerea (S.I.T.). These were equipped with 70-hp Renault engines imported from France. The S.I.T.-built M.F.7s entered service in mid-1913. By the beginning of the war there were four squadriglias formed on M.F.7s: Nos.9a, 10a, 11a, and 12a. When Italy entered the war in 1915 the M.F.7s (along with M.F.11s) were assigned to the 1a, 2a, 4a, 6a, 10a, 11a, 12a, and 13a reconnaissance and bombing squadriglias. Two army cooperation squadriglias, Nos.6a and 7a, were also equipped with Farmans. By 1916 most of the M.F.7s had been assigned to training units and were replaced in front-line squadriglia by M.F.11s.
Japan
Japan imported five M.F.7s from mid-1913 through 1914. They were found to have excellent stability and their sturdy construction made them very dependable in service. The Tokyo Army Arsenal built M.F.7s and their 70-hp Renault engines under license, nine being completed by the end of 1914 as two-seat trainers.
Four M.F.7s along with a Nieuport 6M took part in the Tsingato campaign as part of the army's Provisional Air Corps. They flew 86 sorties from 4 September through 6 November, dropping a total of 44 bombs and using T.S.F. to direct artillery fire. On 27 September, in history's first true aeronaval battle, some of these aircraft attempted unsuccessfully to bomb the Austro-Hungarian cruiser Kaiserin Elisabeth and two German warships. Other aerial attacks on enemy ships were made later, but the often-repeated claim that a German minelayer was sunk is incorrect.
One of the Farmans may have taken part in one of the war's first aerial combats, a reported exchange of pistol shots with the German garrison's sole airplane, a Rumpler Taube. Reports about this supposed incident, however, are unclear and contradictory, and some sources doubt it actually happened.
The Japanese Navy purchased a three-seat M.F.7 in 1913 and it, together with three two-seat H.F.7s, operated at Tsingtao, initially from the seaplane carrier Wakamiya Maru, a crudely converted merchant ship. After that vessel was disabled by striking a mine, the Farmans flew from an improvised beach base. Altogether, the naval Farmans flew 49 sorties and dropped 199 bombs.
After the brief Tsingtao campaign the M.F.7s were used for more pacific exploits. One made a non-stop flight from the Tokorosawa army airfield to Osaka on 1 April 1915 in six hours 30 minutes.
A single M.F.7 was modified to accept a 100-hp Daimler engine by the Provisional Balloon Research Society (PMBRA). One M.F.7 was built by the PMBRA in 1913 and given a 70-hp Gnome rotary; a similar machine was built by the artillery arsenal. These two machines were faster and had a longer range than the other license-built M.F.7s; they were designated Kaishiki No.5 and No.6. A modified M.F.7 was created from one that crashed in July 1914. Designated the 7th Type Mo. 1913, the plane eliminated the front elevator and skids; a change permitting a machine gun to be placed in the nose. This became the first Japanese plane to be equipped with such a weapon. It crashed in May 1915.
Norway
Norway acquired ten M.F.7s, designated FF.1 in Norwegian service. The first three machines were christened, in order of acquisition, Ganger Rolf, Najal, and Olav Tryggvasson. A fourth M.F.7 floatplane was donated to the navy by polar explorer Roald Amundsen. The M.F.7s served until 1921. License-built versions of the M.F.7 were designated FF.2 Shorthorn, FF.3 Hydro, and FF.4 Swan.
Russia
Russia acquired a number of M.F.7s from France and the type may have been built under license. While the M.F.7s were not as widely used as the H.F.20s or H.F.27s, they did see limited service on the western and southwestern Fronts (see section on the M.F.11).
Spain
Spain acquired three Henri Farman Military Types in 1910 and used them as trainers as late as 1914. Pleased with this earlier Farman design, the Servicie de Aeronautica Militar purchased approximately 12 M.F.7s from France and built an equal number under license in Spain. Six M.F.7s arrived in Madrid in May 1913, the first planes to be assigned to the newly created air service. They were given serial numbers 1 through 6. Five of them took part in maneuvers during June 1913 and flew missions from Cuatro Vientos to Villaluenga, Aranjuez, and Guadalajara. In September another airfield was established at Alcala de Henares to supplement the base at Cuatro Vientos. The M.F.7s were used for flight training, a role for which their flying characteristics made them particularly well suited. The next month another base was formed at Marruecos and four of the M.F.7s were sent there. Operational reconnaissance missions against rebels in Spanish Morocco began on 4 November; on occasion the M.F.7s were used for bombing. One M.F.7 was sent to support the forces under General Silvestre, and a second to the base at Tetuan. Four more M.F.7s arrived in Spain in 1914 and were given serial numbers 7 through 10; they were assigned to Cuatro Vientos. However, by 1915 the M.F.7s had been superseded by the M.F.11 and were relegated once again to training.
The Spanish realized that the beginning of the First World War would severely restrict the availability of planes from France and therefore arranged to build M.F.7s under license by the firm of Carde y Escoriaza at Zaragoza. As previously noted, 12 were built; they were given serial numbers 17 through 28. Toward the end of 1915 some of the M.F.7s were re-engined with 80-hp De Dions. These planes were assigned to the school at Alcala de Henares; the M.F.7s at Cuatro Vientos retained their 70-hp Renaults. By mid-1915 M.F.11s had begun to replace the M.F.7 trainers at Alcala and Cuatro Vientos. Some of the surviving M.F.7s were sent to the school at Los Alcazares. Six were still in use at the Guadalajara air base as late as 1917. The type remained in service with training units until 1919, the period from 1913 through 1919 becoming known as the "era of the Farman." The M.F.7s were finally replaced by surplus Avro 504s in 1919.
United Kingdom
Great Britain purchased M.F.7s from France and in addition a number were built by the Aircraft Manufacturing Company (AIRCO). They were used primarily as trainers by: 1, 2, 3, 4, 5, 6, 7, 8, 10, 11, 12, 14, 15, 19, 22, 24, 25, 26, 36, 39, 41, 49, 57, and 58 CFS Reserve/Training squadrons. No.8 Depot also had a few M.F.7s on strength. The RFC Plane Flight at Barre was formed in April 1915 and had two M.F.7s on strength; in May two more joined the unit. The planes were used for reconnaissance during May and June.
The Royal Naval Air Service had a number of M.F.7 seaplanes on strength in 1914. These were used as trainers, assigned to the Naval Air Stations at Eastchurch, Felixstowe, Yarmouth, Dundee, and the Isle of Grain.
The M.F.7s in service with the RNAS were Nos.23, 29, 67, 69-73, 95, 113, 114, 115, 116, 117, 146, 188, 888, 909, 910-914, 949, 3001-3012, 8474, 8604, 8605, 8921-8940, N5000-N5059, N5330-N5439, N5720-N5749, and N5750-N5759.
M.F.7 (Army Type 1) Two-Seat Reconnaissance Plane with 70-hp Renault 8B
Span 15.52 m; length 11.52 m; height 3.35 m; wing area 60 sq. m
Empty weight 580 kg; loaded weight 855 kg
Maximum speed: 95 km/h; ceiling 4,000 m; climb 15 m/min.; endurance 3 hours 15 min.
Armament: usually a single machine gun and several bombs
A total of 358 M.F.7, 7bis and 7ter aircraft were built
M.F.7bis Two-Seat Reconnaissance Plane (Army Type 2) and Dual-Control Trainer (Army Type 3) with 70-hp Renault 8B
Span 15.52 m; length 11.52 m; height 3.35 m; wing area 60 sq. m
Maximum speed: 95 km/h
M.F.7bis Two-Seat Reconnaissance Plane ( Army Type 4) and Dual-Control Trainer (Army Type 5) with 80-hp De Dion
Span 15.52 m; length 11.52 m; height 3.35 m; wing area 60 sq. m
Maximum speed: 95 km/h
M.F.7bis Two-Seat Seaplane with 70-hp Renault 8B
Span 17.92 m; length 9.50 m; height 4.62 m; wing area 65 sq. m
M.F.7ter Two-Seat Civil Airplane with 70-hp Renault 8B
Span 15.52 m; length 9.48 m; height 3.35 m; wing area 60 sq. m
Empty weight 560 kg; loaded weight 860 kg
Maximum speed: 100 km/h
M.F.7 Two-Seat Reconnaissance Plane with 70-hp Renault 8B license-built in Italy by S.I.T.
Span 15.54 m; length 11.50 in; height 3.25 m
Empty weight 580kg; loaded weight 857 kg
Maximum speed: 90 km/h; climb to 1,000 m in 20 min.; endurance 3 hours
M.F.7 Two-Seat Reconnaissance Plane 70-hp Renault 8B Built in Japan by the Tokyo Army Arsenal
Span 15.54 m; length 11.28 m; height 3.45 m
Empty weight 580 kg; loaded weight 855 kg
Maximum speed: 51 kts; ceiling 3000 m; endurance 4 hours
Armament: usually a single machine gun and several bombs
A total of 22 M.F.7s were built by the Army Arsenal; four were built by other manufacturers including PMBRA
M.F.7 Two-Seat Reconnaissance Plane with 70-hp Renault 8B license-built in Spain by Carde y Escoriaza
Span 15.54 m; length 11.35 m; wing area 54 sq. m
Empty weight 580 kg; loaded weight 855 kg
Maximum speed: 95 km/h; climb to 1,000 m in 30 min.; ceiling 4,000 m; endurance 3.30 hours
Twelve built
M.F.7 Two-Seat Reconnaissance Plane with 70-hp Renault 8B License-Built in England by AIRCO and by Brush Electrical Engineering Co.
Span 15.52 m; length 11.52 m; height 3.5 m; wing area 49 sq. m
Empty weight 599 kg; loaded weight 871 kg
Maximum speed: 105 km/h; climb 1,000 m in 15 min.; climb to 2,000 m in 35 min.; endurance 5 hours
The M.F.7 was the culmination of Maurice Farman's pre-1914 aeronautical design work. While its wings were similar to the H.F.20, the M.F.7 had a unique forward elevator positioned on curved extensions of the landing skids. The skids were reinforced by angled braces extending from the top and bottom wings. A biplane elevator located at the rear was supported by twin booms attached to the trailing portions of the top and bottom wings. Twin rudders were positioned between the top and bottom elevators. As with the H.F.20, a central nacelle which carried crew, fuel, and engine was attached to the bottom wing. However, in the M.F.7 this nacelle was more rounded and shorter than Henri's design. Like the H.F.20, the crew's location in the nose gave them an unexcelled forward, side, and downward view. Power was supplied by a 70-hp Renault aircooled engine; sometimes a 100-hp Sunbeam was fitted. The engine was mounted in a pusher configuration in the rear of the nacelle. Dual mainwheels were mounted on the skids and there were rubber shock absorbers. Steel braking skids were located at the rear of the main skids as well as on the bottom portion of the rear elevator. The arrangement of the landing gear made the M.F.7 very easy to land; this would prove of great value when the plane was operating from poorly prepared airfields or was being set down by student pilots. Lateral control of the M.F.7 was achieved through ailerons on both the top and bottom wings. While they drooped when the plane was on the ground, they were held in a neutral position by the airflow during flight. The control stick controlled the elevators and ailerons. Some M.F.7s were fitted with a Eteve machine gun mount in front of the crew nacelle.
The M.F.7 first flew in 1913. Because of its pusher configuration, stable flight characteristics, ease of landing, and structural strength, the M.F.7 was accepted for service with the Aviation Militaire as well as a large number of foreign air services. In French service the standard M.F.7 was designated the Army Type 1. MF 2 noted that the M.F.7s were troublesome in service because excessive engine vibration resulted in damage to the engines.
Variants
M.F.7bis: This plane was designated Army Type 3. It was a dual-control trainer, later given the SFA designation F 7 D2. The dimensions were identical to those of the standard M.F.7.
M.F.7bis: A version of the M.F.7 powered with an 80-hp De Dion engine and designated Type 4. The Type 5 was identical to the Type 4 but was a dual-control trainer. The Type 5 also carried the SFA designation F 7 D2.
M.F.7 seaplane: This was an M.F.7 with an increased wing span and area. The fuselage was shorter and the overall height was decreased. Twin floats were fitted at the landing gear attachment points. The engine remained the standard 70-hp Renault.
M.F.7ter: This version dispensed with the forward stabilizer and may have been the prototype for the M.F.11. The engine was a standard 70-hp Renault 8b. Dimensions were identical to the standard M.F.7 except the fuselage length was decreased. Deletion of the drag-inducing forward stabilizer and skids resulted in a 5 km/h increase in maximum speed.
Operational Service
Army Cooperation
There were six escadrilles equipped with M.F.7s at the outbreak of the First World War. While these units were equipped with M.F.7s or M.F. 11s, there were often a few H.F.20s and Voisin 3s assigned to them.
Some M.F.7s were assigned to escadrilles flying M.F.11s; for details of these units see the entry under M.F.11.
The stability and robustness of the M.F.7 made it an ideal plane for reconnaissance and artillery spotting. The M.F.7s often carried cameras to record enemy troop movements and to assist in the production of accurate maps of the front lines. For artillery spotting the crews often used either flares or colored flags to signal the French artillery units on how to correct their aim. However, T.S.F. units were occasionally carried; these permitted the crews to rapidly signal any necessary alterations of fire. Unfortunately, the transmissions were often unintelligible and in some cases the T.S.F. aerials broke off in flight. An example of the often mundane daily operations of a Farman escadrille can be seen from MF 21's activity report for 3 February 1915. On that day MF 21 flew two reconnaissance missions, three artillery spotting missions, and took several photographs of enemy camps. It should be noted that these missions were often undertaken by front-line units that were seriously under-equipped; for example, MF 20 had only five planes on strength on 10 February 1915.
Bombing
It would be incorrect to conclude that the M.F.7 escadrilles limited their operations to army cooperation duties. Some of the earliest bombing missions were undertaken by these units.
A specialized bombing unit under the command of Capitaine Maurice Happe was formed at Belfort under the designation Escadrille de Bombardement de Belfort. The unit was equipped with M.F.7s. On 19 January 1915 Happe used his machine gun-equipped M.F.7 to destroy a German observation balloon at Remingen and dropped 4,000 flechettes on enemy troops in the area. During an attack on the station at Bollarville on 11 February, Happe’s M.F.7 was attacked from behind by a German plane described as an Aviatik. Happe tried desperately to give his observer a clear shot at the German. Finally, the Aviatik was driven off without apparent damage to either plane. This battle pointed out the vulnerability of the M.F.7 because of its pusher configuration and lack of maneuverability. The gunpowder factory at Rothweil was bombed with devastating effectiveness on 3 March 1915. Three days later Happe returned to the powder factory, which was now heavily defended by antiaircraft gun batteries. Despite the formidable defense, Happe was able to bomb the plant and spend ten minutes over the site to ensure an accurate attack. His plane was hit by 12 projectiles but neither crewman was injured, and the sturdy M.F.7 was able to return safely to the base at Belfort. The Zeppelin works near Friedrichshafen were bombed on 28 April 1915. Two of the six bombs hit a hangar and may have damaged two airships inside. On 29 May 1915 the unit at Belfort was redesignated MF 29. It had six M.F.7s on strength at that time, but by 3 July these had been replaced by the superior M.F.11s.
Fighter
M.F.7s, while never intended for use as fighters, participated in a number of aerial combats during the early part of 1915. The Escadrille de Bombardement de Belfort used M.F.7s to attack enemy planes and provided fighter protection for other M.F.7 bombers. MF 52 flew fighter patrols during April and on the 22nd of that month succeeded in forcing two German planes to return behind their lines.
The M.F.7 remained in front line service until early 1915, but Maurice Farman had developed an upgraded plane, designated the M.F.11. It was an improvement over the M.F.7 and was quickly accepted for service by the Aviation Militaire. By mid-1915 the M.F.11 had superseded the M.F.7 in front-line escadrilles. The M.F.7s were then reassigned to training units. The docile Farmans were used to train student pilots as late as 1917. However, despite the fact that the superior M.F.11s became the main equipment for operational escadrilles, a GQG document dated 1 February 1916 showed there were still 271 M.F.7s listed on strength with the Aviation Militaire.
Foreign Service
Australia
Australia acquired two M.F.7s for the Central Flying School. One, given serial CFS 7, had an interchangeable wheel or float undercarriage. As a floatplane it was shipped to New Guinea in 1914 and remained there through 1915. It was struck off charge in 1917. The second M.F.7 was a landplane designated CFS 15 and used at the Central Flying school beginning in 1916. One M.F.7 was assigned to the half flight in Mesopotamia. Designated 1FC 2, it was destroyed at Baghdad on 13 November 1915.
Belgium
Belgium had several M.F.7s on strength at the beginning of the war. They were assigned to Escadrille 2 at Namur and Escadrilles 3 and 4 at Brasschaat. In October 1914 these units moved to Ostend and 11 days later to Saint-Pol. In March 1915 Escadrille 1 (at Saint-Idesbald), Escadrille 2 (at Saint-Idesbald) and Escadrilles 5 and 6 (at Houthem) had M.F.7s on strength. By 1916 they had been replaced by M.F.11s.
Denmark
The Danish Haerens Flyveskole (Army Flying School) had four M.F.7s on strength during the war. They were given serials MF 1, MF 2, MF 3, and MF 4, and the last machine was struck off charge in 1922.
Greece
The Greek Aposasma Aeroploias Ipirou (Epirus Aviation Attachment) was assigned two M.F.7s in November 1912. The M.F.7s flew reconnaissance missions over Turkish positions during the Balkan Wars and were particularly active during the siege of the Bizani fort. On one such mission a Farman was hit by more than 20 bullets. The M.F.7s flew more than 240 km on some reconnaissance missions. In addition, they dropped hand grenades on Turkish troops. One Farman was destroyed on 11 November 1912. The remaining M.F.7 survived the war and was subsequently assigned to the Aeroporiki Sholi (Aviation School) at Thessalonica. On source suggests that up to six more M.F.7s were purchased in 1916 by the Greek Air Service and served as trainers until 1920.
One Greek M.F.7 was converted to a floatplane and gained a measure of fame in early 1913 (probably 6 February). Piloted by an army officer, Michael Moutoussis, with a navy officer, Ariastides C. Moraitinis, as observer, it flew a reconnaissance mission over the Dardanelles and unsuccessfully tried to bomb Turkish warships. This was almost certainly the first maritime combat mission ever flown by a serving naval officer of any nationality.
Italy
Italy acquired 12 M.F.7s in 1913. Subsequently, the type was built under license by the Societa Italiana Transaerea (S.I.T.). These were equipped with 70-hp Renault engines imported from France. The S.I.T.-built M.F.7s entered service in mid-1913. By the beginning of the war there were four squadriglias formed on M.F.7s: Nos.9a, 10a, 11a, and 12a. When Italy entered the war in 1915 the M.F.7s (along with M.F.11s) were assigned to the 1a, 2a, 4a, 6a, 10a, 11a, 12a, and 13a reconnaissance and bombing squadriglias. Two army cooperation squadriglias, Nos.6a and 7a, were also equipped with Farmans. By 1916 most of the M.F.7s had been assigned to training units and were replaced in front-line squadriglia by M.F.11s.
Japan
Japan imported five M.F.7s from mid-1913 through 1914. They were found to have excellent stability and their sturdy construction made them very dependable in service. The Tokyo Army Arsenal built M.F.7s and their 70-hp Renault engines under license, nine being completed by the end of 1914 as two-seat trainers.
Four M.F.7s along with a Nieuport 6M took part in the Tsingato campaign as part of the army's Provisional Air Corps. They flew 86 sorties from 4 September through 6 November, dropping a total of 44 bombs and using T.S.F. to direct artillery fire. On 27 September, in history's first true aeronaval battle, some of these aircraft attempted unsuccessfully to bomb the Austro-Hungarian cruiser Kaiserin Elisabeth and two German warships. Other aerial attacks on enemy ships were made later, but the often-repeated claim that a German minelayer was sunk is incorrect.
One of the Farmans may have taken part in one of the war's first aerial combats, a reported exchange of pistol shots with the German garrison's sole airplane, a Rumpler Taube. Reports about this supposed incident, however, are unclear and contradictory, and some sources doubt it actually happened.
The Japanese Navy purchased a three-seat M.F.7 in 1913 and it, together with three two-seat H.F.7s, operated at Tsingtao, initially from the seaplane carrier Wakamiya Maru, a crudely converted merchant ship. After that vessel was disabled by striking a mine, the Farmans flew from an improvised beach base. Altogether, the naval Farmans flew 49 sorties and dropped 199 bombs.
After the brief Tsingtao campaign the M.F.7s were used for more pacific exploits. One made a non-stop flight from the Tokorosawa army airfield to Osaka on 1 April 1915 in six hours 30 minutes.
A single M.F.7 was modified to accept a 100-hp Daimler engine by the Provisional Balloon Research Society (PMBRA). One M.F.7 was built by the PMBRA in 1913 and given a 70-hp Gnome rotary; a similar machine was built by the artillery arsenal. These two machines were faster and had a longer range than the other license-built M.F.7s; they were designated Kaishiki No.5 and No.6. A modified M.F.7 was created from one that crashed in July 1914. Designated the 7th Type Mo. 1913, the plane eliminated the front elevator and skids; a change permitting a machine gun to be placed in the nose. This became the first Japanese plane to be equipped with such a weapon. It crashed in May 1915.
Norway
Norway acquired ten M.F.7s, designated FF.1 in Norwegian service. The first three machines were christened, in order of acquisition, Ganger Rolf, Najal, and Olav Tryggvasson. A fourth M.F.7 floatplane was donated to the navy by polar explorer Roald Amundsen. The M.F.7s served until 1921. License-built versions of the M.F.7 were designated FF.2 Shorthorn, FF.3 Hydro, and FF.4 Swan.
Russia
Russia acquired a number of M.F.7s from France and the type may have been built under license. While the M.F.7s were not as widely used as the H.F.20s or H.F.27s, they did see limited service on the western and southwestern Fronts (see section on the M.F.11).
Spain
Spain acquired three Henri Farman Military Types in 1910 and used them as trainers as late as 1914. Pleased with this earlier Farman design, the Servicie de Aeronautica Militar purchased approximately 12 M.F.7s from France and built an equal number under license in Spain. Six M.F.7s arrived in Madrid in May 1913, the first planes to be assigned to the newly created air service. They were given serial numbers 1 through 6. Five of them took part in maneuvers during June 1913 and flew missions from Cuatro Vientos to Villaluenga, Aranjuez, and Guadalajara. In September another airfield was established at Alcala de Henares to supplement the base at Cuatro Vientos. The M.F.7s were used for flight training, a role for which their flying characteristics made them particularly well suited. The next month another base was formed at Marruecos and four of the M.F.7s were sent there. Operational reconnaissance missions against rebels in Spanish Morocco began on 4 November; on occasion the M.F.7s were used for bombing. One M.F.7 was sent to support the forces under General Silvestre, and a second to the base at Tetuan. Four more M.F.7s arrived in Spain in 1914 and were given serial numbers 7 through 10; they were assigned to Cuatro Vientos. However, by 1915 the M.F.7s had been superseded by the M.F.11 and were relegated once again to training.
The Spanish realized that the beginning of the First World War would severely restrict the availability of planes from France and therefore arranged to build M.F.7s under license by the firm of Carde y Escoriaza at Zaragoza. As previously noted, 12 were built; they were given serial numbers 17 through 28. Toward the end of 1915 some of the M.F.7s were re-engined with 80-hp De Dions. These planes were assigned to the school at Alcala de Henares; the M.F.7s at Cuatro Vientos retained their 70-hp Renaults. By mid-1915 M.F.11s had begun to replace the M.F.7 trainers at Alcala and Cuatro Vientos. Some of the surviving M.F.7s were sent to the school at Los Alcazares. Six were still in use at the Guadalajara air base as late as 1917. The type remained in service with training units until 1919, the period from 1913 through 1919 becoming known as the "era of the Farman." The M.F.7s were finally replaced by surplus Avro 504s in 1919.
United Kingdom
Great Britain purchased M.F.7s from France and in addition a number were built by the Aircraft Manufacturing Company (AIRCO). They were used primarily as trainers by: 1, 2, 3, 4, 5, 6, 7, 8, 10, 11, 12, 14, 15, 19, 22, 24, 25, 26, 36, 39, 41, 49, 57, and 58 CFS Reserve/Training squadrons. No.8 Depot also had a few M.F.7s on strength. The RFC Plane Flight at Barre was formed in April 1915 and had two M.F.7s on strength; in May two more joined the unit. The planes were used for reconnaissance during May and June.
The Royal Naval Air Service had a number of M.F.7 seaplanes on strength in 1914. These were used as trainers, assigned to the Naval Air Stations at Eastchurch, Felixstowe, Yarmouth, Dundee, and the Isle of Grain.
The M.F.7s in service with the RNAS were Nos.23, 29, 67, 69-73, 95, 113, 114, 115, 116, 117, 146, 188, 888, 909, 910-914, 949, 3001-3012, 8474, 8604, 8605, 8921-8940, N5000-N5059, N5330-N5439, N5720-N5749, and N5750-N5759.
M.F.7 (Army Type 1) Two-Seat Reconnaissance Plane with 70-hp Renault 8B
Span 15.52 m; length 11.52 m; height 3.35 m; wing area 60 sq. m
Empty weight 580 kg; loaded weight 855 kg
Maximum speed: 95 km/h; ceiling 4,000 m; climb 15 m/min.; endurance 3 hours 15 min.
Armament: usually a single machine gun and several bombs
A total of 358 M.F.7, 7bis and 7ter aircraft were built
M.F.7bis Two-Seat Reconnaissance Plane (Army Type 2) and Dual-Control Trainer (Army Type 3) with 70-hp Renault 8B
Span 15.52 m; length 11.52 m; height 3.35 m; wing area 60 sq. m
Maximum speed: 95 km/h
M.F.7bis Two-Seat Reconnaissance Plane ( Army Type 4) and Dual-Control Trainer (Army Type 5) with 80-hp De Dion
Span 15.52 m; length 11.52 m; height 3.35 m; wing area 60 sq. m
Maximum speed: 95 km/h
M.F.7bis Two-Seat Seaplane with 70-hp Renault 8B
Span 17.92 m; length 9.50 m; height 4.62 m; wing area 65 sq. m
M.F.7ter Two-Seat Civil Airplane with 70-hp Renault 8B
Span 15.52 m; length 9.48 m; height 3.35 m; wing area 60 sq. m
Empty weight 560 kg; loaded weight 860 kg
Maximum speed: 100 km/h
M.F.7 Two-Seat Reconnaissance Plane with 70-hp Renault 8B license-built in Italy by S.I.T.
Span 15.54 m; length 11.50 in; height 3.25 m
Empty weight 580kg; loaded weight 857 kg
Maximum speed: 90 km/h; climb to 1,000 m in 20 min.; endurance 3 hours
M.F.7 Two-Seat Reconnaissance Plane 70-hp Renault 8B Built in Japan by the Tokyo Army Arsenal
Span 15.54 m; length 11.28 m; height 3.45 m
Empty weight 580 kg; loaded weight 855 kg
Maximum speed: 51 kts; ceiling 3000 m; endurance 4 hours
Armament: usually a single machine gun and several bombs
A total of 22 M.F.7s were built by the Army Arsenal; four were built by other manufacturers including PMBRA
M.F.7 Two-Seat Reconnaissance Plane with 70-hp Renault 8B license-built in Spain by Carde y Escoriaza
Span 15.54 m; length 11.35 m; wing area 54 sq. m
Empty weight 580 kg; loaded weight 855 kg
Maximum speed: 95 km/h; climb to 1,000 m in 30 min.; ceiling 4,000 m; endurance 3.30 hours
Twelve built
M.F.7 Two-Seat Reconnaissance Plane with 70-hp Renault 8B License-Built in England by AIRCO and by Brush Electrical Engineering Co.
Span 15.52 m; length 11.52 m; height 3.5 m; wing area 49 sq. m
Empty weight 599 kg; loaded weight 871 kg
Maximum speed: 105 km/h; climb 1,000 m in 15 min.; climb to 2,000 m in 35 min.; endurance 5 hours
Maurice Farman M.F.11
Between the M.F.7 and M.F.11 there were three interim types. The M.F.8 was a seaplane that retained the forward elevator of the M.F.7. The M.F.9 seaplane had a layout similar to the M.F.8 but was smaller. Both the M.F.8 and 9 were intended for civil use. the M.F.10 was a landplane presented at the 1913 Salon. The M.F.8, 9, and 10 were not used by the military services.
The M.F.11 was a refinement of the M.F.7. Built in 1914 (and frequently called the 1914 Farman in contemporary literature), it deleted the forward elevator and elongated landing skids of the M.F.7.11 was found that deletion of the drag-inducing forward elevator resulted in an increase in speed and improved maneuverability. The biplane horizontal stabilizer was replaced with a single stabilizer. The wing span was increased by 0.65 m with a concomitant increase in wing area by 3.0 sq. m. The length was reduced by 0.50 m as a result of the elimination of the forward elevator and the resulting decrease in the size of the landing skids. The central nacelle was removed from the lower wing and was mounted between the upper and lower wings. Early versions of the M.F.11 were powered by a single 80-hp Renault 8B or De Dion Bouton engine.
The M.F.11s were manufactured as three major sub-assemblies. The biplane wings were assembled as individual units. The upper wing was 4.00 m longer than the lower wing, and both were fitted with ailerons. The supporting struts were 1.95 m long and the wings had a chord of 2.30 m. The struts were made of ash. The wing spars were constructed of pine and plywood and covered with cotton fabric. The extended portions of the top wing were supported by metal struts mounted at an oblique angle. The shape of the wings was maintained by taut piano wire rigging.
The fuselage nacelle was then attached to the completed wings. The nacelle was constructed of wood over a steel tubular support structure and covered by cotton fabric. The front of the nose was made of aluminum and the forward windscreen of mica. The nacelle was 3.35 m long and 86 cm wide. An 80-hp Renault or De Dion engine was fitted at the rear of the nacelle mounted on two longerons that protruded from the base of the fuselage. The nacelle was fitted 45 cm above the lower wing. A fuel tank with a capacity of 140 liters was placed in front of the engine. The pilot was seated in the rear with the observer/gunner in front. Their leather seats were mounted on a raised platform that was used to store the crew's equipment. A single control stick controlled the ailerons and elevator. Instrumentation consisted of a clock, manometer, and altimeter. There was also a spool on which maps could be stored and then rotated forward to advance the map sheet. The landing gear struts were made of ash. A pair of wheels were attached to each skid and were supported by bungee cords acting as shock absorbers. The wheels were mainly used to maneuver the plane while it was on the ground, while the skids acted to help cushion the shock of landing and also acted as brakes. Each skid was 3.50 m long.
The tail booms were the third major assembly. The booms were made of pine and tightly rigged with piano wire. The twin rudders had a 55 cm chord. The horizontal stabilizer consisted of a fixed portion 5.50 m in length and 1.00 m in chord. A tail skid was attached to the end of each of the booms. Standard armament was a Colt machine gun and a Winchester carbine.
The ability to construct each M.F.11 as three separate subassemblies facilitated production and permitted the Farman factory to build the type in large numbers.
The SFA closely regulated the production of M.F.11s. Modifications in production during 1915 included a new enamel paint and a change in the fabric. The ailerons were displaced lower by altering the pulleys that controlled their movement. The observer was relocated to the front of the plane while the pilot's floorboard was placed over the engine mount. All motors were eventually equipped with mufflers during production.
1914 Variants
1. M.F.11s with 80-hp Renault 8B engines were designated as army types 9, 10, 15. 17, 18, 19, 20, 21, 22, 23, 24, and 25.
2. M.F.11s with 80-hp De Dion-Bouton engines were given army type numbers 6, 9, 12, 14, and 16.
3. M.F.11s with 110-hp Lorraine 6 AM engines were given army type designations 50 and 51.
4. M.F.11bis's with 130-hp Renault 8C engines were given army type designations 28, 29, 30, 31, 32, 34, 35, 36, 37, and 38.
5. M.F.11bis's with 130-hp Renault 8C engines were given army type designation 33. Other M.F.11s with 130-hp Renaults were given Army type designations 28, 29, 30, 31, 32, 33, 34, 35, 36, 37, and 38
6. M.F.11bis's with 100-hp Renault 80s were given army designation Type 27.
1915 Variants
1. M.F.11bis's with 130-hp Salmson A9s were given army designation Type 39.
2. M.F.11bis's with 130-hp de Dion-Bouton 12B engines were given army designation Type 45.
M.F.11 1915 Bomber Versions:
3. M.F.11bis BO with 80-hp Renault R8B had army designation Type 52.
4. MF.11bis BO with 80-hp Renault R8B and a smaller wing was given army designation Type 53.
5. M.F.11bis BO with 130-hp Renault 1R8C was given army designation Type 54.
Operational Service
Army Cooperation
The M.F.11 began to enter escadrille service in early 1915. By 22 August 1915 there were 193 M.F.7s and 11s in service at the front and 12 with training units. A large number of other escadrilles were formed on M.F.11s as 1915 progressed.
MF 1 serves as an example of a standard M.F.11-equipped army cooperation escadrille. It was initially equipped with M.F.11s in February 1915. Assigned to the 33rd C.A. and based at Bruay, it later moved to Villers-Chatel. From this base it participated in the Battle of Artois from 9 through 13 May. The M.F.11s maintained contact with French troops and conducted low-altitude missions. MF 1 was able to locate enemy artillery and machine gun positions by drawing their fire. For these actions it was awarded l'Ordre de l'Armee on 31 May 1915.
During the Third Battle of Artois, the M.F.11s directed artillery fire and reconnoitered behind enemy lines. MF 1 supported the 33rd C.A. during its conquest of Souchez. During an advance near Farbus, MF 1 dropped messages to troops to keep them abreast of the rapidly changing situation.
The slow speed of the M.F.11s resulted in repeated requests by the pilots of MF 1 for more modern machines. When none was forthcoming the escadrille adopted the winged snail insignia as a means of satirizing the performance of their aircraft.
As a result of MF 1's reconnaissance flights, it was discovered that the Germans were concentrating artillery and troops in front of the 33rd C.A.'s lines. In response, a ground attack was launched on 8 February which enabled the 33rd C.A. to retain its position.
MF 1 was active during the Battle of Verdun in 1916 and concentrated its reconnaissance missions primarily on the right bank of the Meuse. For its superlative work MF 1 received a second citation from the Armee.
MF 1 remained active during the Battle of the Somme in July 1916 and gave effective support to the 33rd C.A. In the beginning of 1917 the 33rd C.A. and MF 1 moved to the 10th Armee front. By April the M.F.11s had at last been largely supplanted by A.R.1s and the escadrille's designation changed to AR 1.
By February 1916 there were approximately 370 Farmans (mostly M.F.11s) in front-line service, and 100 with training and local defense units.
The primary mission of these escadrilles was army cooperation. This usually entailed photo-reconnaissance missions and direction of artillery fire, the latter was accomplished by either signal flags trailed behind the plane or by T.S.F. The early wireless units were difficult to use and it was necessary to construct a universal code to allow the crews to pass along concise instructions. Usually two M.F.11s were used for artillery direction, each plane carrying a T.S.F. unit in case one should fail. Patterns of dashes and dots were used to signal necessary corrections. More complicated messages were sent via regular Morse code.
During battle the M.F.11s were able to remain in constant contact between the GQG and the rapidly moving army units. This required the troops to use signal panels or smoke to indicate their positions; unfortunately, the soldiers were often afraid that these signals might reveal their location to the enemy and so would not use them.
The M.F.11s flew daily reconnaissance missions and took numerous photos. The main purpose was to discover enemy activity that might indicate an imminent attack or to locate potential targets for the French artillery. The M.F.11s would also cross the enemy lines at low altitude to draw the fire of enemy batteries and machine guns; once the German positions had been revealed, the information was passed along to French commanders. Unfortunately, the distrust of some artillery commanders often meant that these messages were ignored.
However, these duties formed only a part of the functions the M.F.11 escadrilles were required to perform. For example, the records of MF 36 show that from 1 September 1915 through 15 March 1916 it flew 487 reconnaissance sorties, conducted 138 artillery-spotting missions, took 522 photographs, engaged in 97 aerial combats, and flew 32 bombing missions (24 of them at night).
By late 1915 it was obvious that the M.F.11s were vulnerable to enemy fighters, and the commanders of many units demanded better planes. Unfortunately, no suitable design was yet available.
Bombing
M.F.11 escadrilles flew occasional bombing missions using converted artillery shells or flechettes. The only dedicated bombing units to use to M.F.11s were MF 25, 29, and 123.
MF 25 was formed in 1914 and later became an independent bombing unit. The escadrille was based at Argonne in the 3rd Armee sector. During December 1914 it dropped 888 kg of bombs on various targets in the vicinity of the industrial center of Briey. The next month MF 25 concentrated on attacking enemy balloons and train stations. Early in 1915 the unit moved to Argonne in the 2nd Armee sector and then to Sainte-Menehould. During May and June train stations were attacked with converted artillery shells ranging in size from 90 to 120 kg. In July 2,174 kg of these weapons were dropped on train stations and German airfields. MF 25 flew its first night attack on the night of 25/26 August when the train stations at Challerange, Cernay, and Chatel were bombed. Similar missions were flown in September, although all but one of the raids were flown during the day. In October MF 25 joined with GBM 5 in attacking targets in the vicinity of Vouziers.
At the beginning of the Battle of Verdun on 21 February 1916, MF 25 was the only bomber unit available on that front. Based at Vadelaincourt, the escadrille bombed tactical targets in the vicinity of the front. The next month the unit concentrated on army cooperation duties while it trained for night operations. At this time the inadequacy of the M.F.11 as a day bomber had become apparent and hence there was a switch to night operations. By the 29th September 1916 only eight Farmans were serviceable, and the escadrille had received enough F.40s to replace the M.F.11s.
MF 29 was the other major independent bombing unit using Farmans. It was based at Belfort on 15 July 1915, equipped with six M.F.11s. Captain Maurice Happe, who commanded the unit, arranged his bombers in two vics each flying at different altitudes and guarded from above by one or two M.F.11s armed with machine guns.
An attack on the night of 30/31 July, 1915 against Freibourg resulted in one M.F.11 making a force landing. After this incident, the unreliable 80-hp Dion-Bouton engines were removed from the M.F.11s and replaced by superior 80-hp Renault motors. During a night attack on Cernes on 24 August 1915 it was discovered that many of the bombs failed to explode, and this prompted Happe to insist that more effective bombs be developed. Because of his success in attacking enemy targets, the Germans had put a price on Happe's head of 25,000 marks. Gratified by this response, Happe painted red crosses on his plane and literally taunted the Germans to attack him. A major raid took place on 7 September 1915 when five M.F.11s bombed the Aviatik factory; the strike was so successful that the factory was moved to Leipzig. Other raids during September included attacks on the Lauterbach train station, the Lorrach station, and targets at Rothwell. During the latter mission the bombers were assaulted by a German plane, described as an Aviatik. The tenacious German pilot took advantage of the M.F.11's pusher configuration by staging his attacks from the rear and underneath the French planes. The pilots desperately tried to bring the M.F.11s into a position where their gunners could fire at the German, but the slow and unwieldly Farmans were no match for the German plane. The result was two pilots dead, two taken prisoner when their plane was forced to crashland, and 60 bullets in Happe's aircraft. It was now clear that the usefulness of the M.F.11 as a day bomber was rapidly approaching an end.
M.F.11s with 130-hp engines were now entering service. It was decided that the 130-hp machines would be used as "fighter" escorts, while the standard 80-hp Farmans would serve as bombers. Later C 61, with Caudron G.4s, was assigned to MF 29; the G.4s were often used to provide escort for the M.F.11s. Two M.F.11 fighters and six bombers attacked the poison gas factory at Roessler; this time, however, they were escorted by eight Nieuport 11s of N 49. Despite this protection, two of the M.F.11s were attacked and forced down. On 28 November 1915 MF 29 had five different types of Farmans on strength: eight M.F.11s with 80-hp engines used as bombers, three M.F.11s with 80-hp engines used as trainers, three M.F.11s with 80-hp engines and an enhanced fuel capacity of 290 liters, four M.F.11s with 130-hp engines used as fighters, and seven M.F.11s with 80-hp engines and an enlarged wing span of 18.00 m.
New M.F.11s were sent to MF 29 in January 1916. These were 130-hp versions with enlarged fuel tanks which resulted in the planes being labeled "camel backs." They could carry a payload of 510 kg and could climb to 1,000 m in seven minutes. Later in January MF 29 was attached to GB 4.
One of the most important raids of the war for MF 29 took place on 18 March 1916. A total of 17 M.F.11s, three BM 4s, and three G.4s attacked the Mulhouse station and the Habsheim airfield. German fighters again attacked the nearly defenseless Farmans from behind and at least four M.F.11s were lost in this raid. On 1 April MF 29 moved to Luxeuil along with the rest of GB 4. On that same day MF 29 at last received new planes; unfortunately, these were the only marginally improved F.40.
MF 123 was the only other dedicated bombing unit to use Farmans. In February 1916 MF 123 was formed from personnel and equipment serving with MF 29. The escadrille was commanded by Lieutenant Mouraud. It was initially based at Alsace, but moved to Malzeville in October 1916. By this time it had re-equipped with F.40s.
Fighter
The M.F.11s saw limited service as fighters. In addition to flying bomber escort missions, they would fly "barrage patrols," which meant they would fly along the French lines and attack German aircraft attempting to cross into French airspace. For example, on 26 September 1915 planes of MF 16 attacked three balloons and engaged in three aerial combats. However, by 1916 the M.F.11s themselves required protection by either Nieuport fighters or Caudron G.4 long-range escort fighters.
Most MF escadrilles were eventually re-equipped with F.40s, which, while possessing a more powerful engine, retained the pusher configuration that made them vulnerable to enemy fighters.
Foreign Service
Australia
Australia acquired a number of M.F.11s in 1917. They served with these units:
CFS 16 and 17: two M.F.11s were ordered in 1917 and struck off charge in 1919.
CFS 19 and 20: two M.F.11s were ordered in May 1917 and sold in 1919.
Three half flights in Mesopotamia (1FC 1, 1FC 7, and 1FC 10) used M.F.11s. They performed reconnaissance and aerial supply missions.
No.5 Squadron AFC had 23 M.F.11s used for training. They were given serials A.222, 2233, 4074, 4672, 6897, 7084, B.1957, 1958, 2037, 2222, 4663, 4664, 4671, 4672, 4673, 4722, 4733, 4734, 4735, 4736, 4765, 4788, and 4790.
Belgium
Belgium purchased six M.F.11s with 80-hp Renault engines in late 1914. Later more M.F.11s with De Dion engines were obtained from France. Additional M.F.11s with provision for a machine gun to be mounted in their nose were also acquired.
On March 1915 Escadrille 5 had six M.F.11s with 80-hp Renault engines and Escadrille 6 had six M.F.11s with 100-hp Renaults. Several more with 130-hp engines were purchased from France in 1916. Eventually Escadrilles 1 and 2 at Coxyde and Escadrilles 4 and 5 at Houtem all had M.F.7s and 11s on strength. Escadrilles 1 and 2 were based at Saint-Idesbald and later Maires during 1916. They performed reconnaissance for the Belgian army during the Flanders offensive. Escadrilles 5 and 6 remained at Houtem throughout 1916. Escadrille 6 used its M.F.11s as bombers. As 1916 progressed the M.F.11s were replaced by F.40s.
Greece
The Greek air service obtained six M.F.11s in 1916. The last of these was withdrawn from service in 1920.
Italy
A total of 601 M.F.11s (which were known as Farman 1914s in Italy) were built under license by the Societa Construzioni Aeronautiche "Savoia" at Bovisio-Mombello beginning in May 1914. The Fiat firm at Torino also built them under license beginning in mid-1915. The Fiat-built machines were powered by 100-hp Fiat A-10 engines and carried the designation F.5b while the Savoia M.F.11s had 110-hp Colombo D.110 engines. Finally, the Societa Nieuport-Macchi built 50 M.F.11s.
The Savoia F5.bs were subject to a number of modifications closely resembling those of the Farman F.40s, and the Savoia design may have been inspired by that type. The Savoia Pomilio firm created copies of the M.F.11s designated S.P.1, 2, 3, and 4. The S.P.1 was essentially a license-built M.F.11. The S.P.2 was also similar to the standard M.F.11 but was more streamlined for better aerodynamics and strengthened so that it could carry the more powerful 260-hp A 12 engine. This meant that the empty weight of the standard S.P.2 was twice that of the standard M.F.11 but the increase in engine power more than compensated for this change. The S.P.2 was now able to carry a camera as well as a Fiat machine gun mounted in the nose. Approximately ten S.P.2s were fitted with 25-mm Fiat cannons; these planes were designated S.P.2bis. A total of 402 S.P.2s was built. However, because of the increase in weight the S.P.2s were found to be unstable in flight and poorly maneuverable. A lightened version with a smaller wing was introduced in the hope of correcting these problems. This version was designated S.P.3 and was found to be marginally faster and more maneuverable. Production of the S.P.3 began in 1917 and a total of 300 were built. However, the S.P.3 was still no match for Austro-Hungarian and German fighters and became known by its pilots as a "coffin for two." Finally, a twin-engine version of the S.P. series was built in 1916; it was a M.F.11 airframe fitted with two Isotta Fraschini V.4b engines mounted as tractors. The A.E.R. firm at Orbassano, near Torino, built 152 examples. The S.P.4 entered service with front-line squadriglias in the fall of 1917 and remained in service until the end of the war.
The M.F.11s equipped 12 squadriglias in November 1916. These units were:
Gruppo 1 (3rd Armata): Squadriglias 27a and 28a. Gruppo 2 (2nd Armata): Squadriglias 29a and 30a. Gruppo 3 (1st Armata): Squadriglias 31a and 37a. Gruppo 4 (2nd Armata): Squadriglias 47a.
Gruppo 7 (1st Armata): Squadriglias 46a (Verona and Asiaso) assigned to the 1st Army, 48 (Belluno) assigned to the 1st Army, and 49a assigned to the 1st Army.
Defense of Udine: Squadriglia 33a.
Albania: Squadriglia 36a (Valona) assigned to the 16th Army in Albania.
Initially the M.F.11s and F5bs were used as bombers, but their light bomb loads resulted in only modest success in this role, and they were shifted to reconnaissance missions.
By 1917 there were 15 Squadriglias which still used M.F.11s and F.5bs. These were:
Gruppo 1 (3rd Armata): Squadriglia 36a.
Gruppo 2 ( 2nd Armata, 4th Armata): Squadriglias 27a, 30a, and 41a. Gruppo 3 (1st Armata): Squadriglia 31a.
Gruppo 4 (2nd Armata, 4th Armata): Squadriglias 29a and 45a.
Gruppo 7 (6th Armata, 1st Armata): Squadriglia 32a.
Gruppo 8 (Albania): Squadriglia 34a.
Gruppo 9 (1st Armata): Squadriglia 37a.
Independent Squadriglias 101a (Bari), 102a (Ancona), 104a (Bengasi), 12a (Bengasi), and 7a.
The M.F.11s were withdrawn from front-line service in 1918 and assigned to training units. Some of the S.P. series of M.F.11s remained in Italian service until 1922 and provided support for Italian colonial troops during attacks against rebels.
Italian-Built Variants of the M.F.11:
Type Engine Span Length Area Weight Empty Weight Loaded Max Speed Climb Ceiling Endur. Built
SP 1 FA 10, 100-hp 16.13 m 9.19 m 56 sq. m 640 kg 920 kg 108 km/h - - - -
SP 2 A-12, 260-hp 16.74 m 10.70 m 67 sq. m 1250 kg 1700 kg 135 km/h 3,000 m in 26 min. 5,000 m 4 hours 402
SP 3 A-12, 260-hp 14.71 m 10.50 m 60 sq. m 1233 kg 1683 kg 145 km/h 3,000 m in 25 min. 5,000 m 4 hours 300
SP 4 IF V4b, 190-hp 19.80 m 10.70 m 78 sq. m 1700 kg 2500 kg 151 km/h 3,000 m in 18 min. 4,500 m 4 hours 52
Japan
Japan built M.F.11s under license designated Army Type Mo-4. The Japanese manufacturer introduced a number of changes resulting in improved stability and maneuverability. The type was put into mass production at PMBRA’s factory at Tokorozawa, the army arsenal, and the Atsuta Army Weapon Manufacturing Works of Nagoya. The M.F.11s replaced the M.F.7s in the reconnaissance and bombing roles and served with the balloon company and flight company based at Tokorozawa. Six Mo-6s, as well as eight Mo-4s, served with the air units assigned to the 12th Air Division; they were used in combat in Manchuria and Siberia in 1918. The Mo-4s were also used as trainers, and many were purchased by civilians after the war. It is estimated that 84 were built.
Variants of the standard Mo-4 were built by the Akabane Plane Manufacturing Works; these were the Kishi No.3 (which was identical to the Mo-4 except for a redesigned nacelle), the Kishi No.4 ( which had a lower wing of reduced span), and the Kishi No.6 (which was a standard Mo-4 built under license).
The Mo-6 was a Mo-4 fitted with a 110-hp Daimler liquid-cooled engine. Production by the PMBRA began in 1916 and a total of 134 were built by various manufacturers from 1917 to 1921. The Mo-6s experienced numerous problems, usually caused by the Daimler motors, but these were overcome and they served with the 2nd Army Air Battalion at Kagamigahara and the Air Battalions at Tokorozawa and Kagamigahara. Four Mo-6s served with the 2nd Army Air Battalion in Siberia and Manchuria, but their engines proved to be unsuitable for such cold climates. The last example was retired in 1923. The Army Type 5 Plane was an Mo-4 equipped with dual controls and became the first purpose-built Japanese army trainer. Eleven were built by the Tokorozawa Army Arsenal and Department of Supply in 1919 and 1920.
Norway
Norway purchased approximately ten M.F.11s in 1915. These served until 1921. The tail units from these planes were then fitted to several F.40s that had been purchased, the defective tail units of the F.40s having been the cause of several crashes.
Portugal
Portugal purchased two M.F.11s in August 1916. These were used for pilot training at the flight school at Vila Nova de Rainha. They entered service in September and were retired in 1917.
Romania
At least eight M.F.11s were transferred from the RNAS to the Corpul Aerean Romans. These planes served with the following Romanian units on 10 June 1916:
Grupul 1: (1st Group) three escadrillas.
Grupul 2: three escadrillas.
Grupul 3: two escadrillas.
Grupul 4: three escadrillas.
The M.F.11s were used for reconnaissance and bombing. Several important reconnaissance missions were flown by six F.40s and M.F.11s assigned to Locotenent Cholet. The M.F.11s served well into 1917 alongside the newer Farman F.40s.
Russia
The Imperial Russian Air Service does not seem to have employed many M.F.11s in combat. Most of those built by the Russians were used as trainers, but a small number were sent to the front. On 1 March 1917 there were 25 M.F.11s (along with some M.F.7s) in service - eight on the western front and 17 on the southwestern front. Two months later the number of Farmans had declined to 22 divided into one on the northern front, nine on the western front, and 12 on the southwestern and Romanian fronts.
Saudi Arabia
The Saudis obtained two Maurice Farmans from Italy in August 1921; these were S.P.1s built in Italy.
Serbia
On 27 February 1915 a French escadrille was sent to Serbia to assist in the formation of the Serbian air service. Six M.F.11s were assigned to this unit, which was manned by the French but under the control of the Serbian army command. The planes had serials F.193, F.194, F.195, F.196, F.199, and F.452. The first combat mission was flown on 1 April 1915 and a week later ten reconnaissance missions were flown over Kubin, Shabac, and Roma. Later the M.F.11s moved to a base at Banista outside Belgrade, while two Farmans were sent to Prakova to provide reconnaissance for the region.
Additional M.F.11s arrived in June. The French decided to keep all the M.F.11s in a single unit to simplify supply problems. Most of the planes would be based at Belgrade and employed in strategic reconnaissance, while smaller detachments would be sent to other airfields for tactical reconnaissance.
The type's first air-to-air victory took place 27 May 1915 when an M.F.11 shot down an Austro-Hungarian aircraft near Smedervo. A second victory occurred on 10 July when an Austro-Hungarian bomber was shot down over Belgrade. During a raid by three M.F.11s on an enemy airfield at Baavanistu in August an M.F.11 scored yet another victory over an Austro-Hungarian plane.
Reconnaissance and bombing missions continued throughout 1915, and the M.F.11s were even used to attack gunboats. Six more M.F.11s arrived in December.
1916 would be the last year that the M.F.11s would be used by front-line units. By 21 April the Serbian air service had been reformed into four escadrilles, all of which were equipped with M.F.11s: MF 82, MF 84, MF 98, and MF 99. By September the M.F.11 units were re-equipped with F.40s.
Spain
Spain acquired M.F.11s in 1914 to replace the M.F.7s in service; because of their abbreviated landing skids they were known as "amputados." Another nickname was "olives" because of the color of their nacelles. At least six M.F.11s were purchased from France; these were powered by 70-hp Renault engines. In 1915 one M.F.11 was based at Arcila and three were there by 1916. The M.F.11s were not as docile as the M.F.7s and there were numerous accidents. Furthermore, the Farmans were plagued by engine trouble until the Renaults were replaced by 80-hp de Dions. Some of the M.F.11s were assigned to the Escuadrilla de Tetuan and one was in use at Arcila as late as 1919. Serial numbers were MF 11 through 16.
Switzerland
Switzerland had two M.F.11s in service from 1915 through 1919. They carried serial numbers 30 and 61. Both were obtained when they landed in Switzerland and were interned. M.F.11 number 30 was used for reconnaissance by Fliegerkompagnie 1 until it crashed on 7 July 1916. No.61 was acquired on 27 June 1916 but was returned to France shortly thereafter.
Ukraine
The Ukrainian air service obtained a single M.F.11 in 1918. It had serial 5407.
United Kingdom
The Royal Flying Corps received its first M.F.11 in 1914 and had eight on strength by the middle of that year. Some M.F.11s were purchased directly from France, while others were built under license by AIRCO and Whitehead. Five were assigned to No.6 Squadron and two were with the CFS M.F.11s also served with Nos.2, 5, 9, and 16 Squadrons; the last shorthorn (as the plane was known in Britain) was retired in November 1915. No.30 Squadron in Mesopotamia had four M.F.11s used for survey duties; all were destroyed by a storm in May 1916. After their retirement these M.F.11s were assigned to Nos. 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 14, 15, 19, 21, 22, 24, 25, 26, 27, 29, 36, 38, 39, 41, 47, 48, 49, 57, and 68 Training/Reserve Squadrons. Others served with Training Depot Squadrons 8 and 204, the Wireless School, the School of Instruction, No.2 Auxiliary School of Aerial Gunnery, and No.1 School of Navigation and Bomb Dropping. Eight M.F.11 floatplanes were purchased for use by the Aerial Gunnery School. They were built by AIRCO and were replaced by mid-1917.
The Royal Naval Air Service used approximately 90 M.F.11s; 20 of these were built by the Eastbourne Aviation Company and used as trainers. However, most of the RNAS machines were used for reconnaissance and bombing by No.3 Squadron (later No.3 Wing) in the Aegean. Others served with Nos.1, 2, and 3 Wings. RNAS Serials were: 1127, 1134, 1369-1371, 1380-1387, 1240-1241, 3932-3939, 8106-8117, 8466-8473, 9133, N1530, N5060-N5079,and N6310-N6329.
M.F.11 Two-Seat Reconnaissance Plane with 70-hp Renault 8B
Span 16.13 m, length 9.48 m, height 3.20 m, wing area 54 sq. m
Empty weight 510 kg, loaded weight 810 kg
Maximum speed: 100 km/h, climb to 2,000 m in 22 min., endurance three hours
Armament: Colt machine gun and a Winchester carbine
M.F.11 Two-Seat Reconnaissance Plane with 80-hp Renault 8B
Span 16.13 m; length 9.48 m; height 3.20 m; wing area 52 sq. m
Empty weight 620 kg; loaded 945 kg
Maximum speed: 118 km/h
M.F.11 Two-Seat Reconnaissance Plane with 80-hp De Dion-Bouton
Span 16.13 m; length 9.23 m; height 3.00; wing area 52 sq. m
Maximum speed: 118 km/h
M.F.11 Two-Seat Reconnaissance Plane with 110-hp Lorraine 6AM
Span 16.13 m; length 9.23 m; height 3.00 m; wing area 52 sq. m
Maximum speed: 118 km/h
M.F.11bis Two-Seat Reconnaissance Plane with 130-hp Renault 8C
Span 18.15 m; length 9.23m; height 3.00 m; wing area 56 sq. m
Empty weight 780 kg; loaded weight 1,155 kg
Maximum speed: 130 km/h
M.F.11bis Two-Seat Reconnaissance Plane with 130-hp Renault 8C
Span 16.13 m; length 9.23 m; height 3.00 m; wing area 52 sq. m
Payload 227 kg
Maximum speed: 118 km/h; climb to 2,000 m in 15 minutes; endurance was 3 hours
M.F.11bis Two-Seat Reconnaissance Plane with 100-hp Renault 8C
Span 18.15 m; length 9.23 m; height 3.00 m; wing area 56 sq. m
M.F.11bis Two-Seat Bomber with 130-hp Salmson A9
Span 18.1 5 m; length 9.23 m; height 3.00 m; wing area 56 sq. m
M.F.11bis Two-Seat Bomber with 130-hp de Dion-Bouton 12B
Span 18.15 m; length 9.23m; height 3.00 m; wing area 56 sq. m
M.F.11bis BO Single-Seat Bomber with 80-hp Renault R8B
Span 18.15 m; length 9.23 m; height 3.00 m; wing area 56 sq. m
Empty weight 654 kg; loaded weight 928 kg
Climb to 2000 m in 20 minutes.
M.F.11bis BO Single-Seat Bomber with 80-hp Renault R8B
Span 16.13 m; wing area of 52 sq. m
M.F.11bis BO Single-Seat Bomber with 130-hp Renault 1R8C
Dimensions identical to M.F.11bis BO two-seat bomber with 80-hp Renault R8B
M.F.11 Two-Seat Reconnaissance Plane with 80-hp Renault 8B Built in England by AIRCO and Whitehead
Span 15.776 m, length 9.30 m, height 3.15 m, wing area 52 sq. m
Empty weight 654 kg, loaded weight 928 kg
Maximum speed: 116 km/h, climb to 1,000 m in 8 min.; climb to 2,000 m in 20 min.; endurance 3.75 hours
Armament: one 0.303 Lewis machine gun and a Winchester carbine
Japanese Army Type Mo-4 Built by PMBRA, Tokyo Army Arsenal and Atsua Army Manufacturing Works with 70-hp or 80-hp Renault 8B
Span 15.50 m; length 9.14 m; height 3.18 m; wing area 58 sq. m
Empty weight 563 kg; loaded weight 778 kg
Maximum speed: 49 kt; climb to 2,000 m in 25 minutes; ceiling 3,000 m; endurance 4 hours
Armament: one machine gun
Approximately 84 built
Maurice Farman M.F.12
The Maurice Farman 12 was a modified M.F.11bis with an enlarged wing span and a 100-hp Renault 8C engine. First produced in 1914, some M.F.12s were supplied to front-line units and were given army type number 26. They were used in the army cooperation role.
M.F.12 Two-Seat Reconnaissance Aircraft with 100-hp Renault 8C
Wing span 21.00 m, length 9.23 m, height 3.00 m
Between the M.F.7 and M.F.11 there were three interim types. The M.F.8 was a seaplane that retained the forward elevator of the M.F.7. The M.F.9 seaplane had a layout similar to the M.F.8 but was smaller. Both the M.F.8 and 9 were intended for civil use. the M.F.10 was a landplane presented at the 1913 Salon. The M.F.8, 9, and 10 were not used by the military services.
The M.F.11 was a refinement of the M.F.7. Built in 1914 (and frequently called the 1914 Farman in contemporary literature), it deleted the forward elevator and elongated landing skids of the M.F.7.11 was found that deletion of the drag-inducing forward elevator resulted in an increase in speed and improved maneuverability. The biplane horizontal stabilizer was replaced with a single stabilizer. The wing span was increased by 0.65 m with a concomitant increase in wing area by 3.0 sq. m. The length was reduced by 0.50 m as a result of the elimination of the forward elevator and the resulting decrease in the size of the landing skids. The central nacelle was removed from the lower wing and was mounted between the upper and lower wings. Early versions of the M.F.11 were powered by a single 80-hp Renault 8B or De Dion Bouton engine.
The M.F.11s were manufactured as three major sub-assemblies. The biplane wings were assembled as individual units. The upper wing was 4.00 m longer than the lower wing, and both were fitted with ailerons. The supporting struts were 1.95 m long and the wings had a chord of 2.30 m. The struts were made of ash. The wing spars were constructed of pine and plywood and covered with cotton fabric. The extended portions of the top wing were supported by metal struts mounted at an oblique angle. The shape of the wings was maintained by taut piano wire rigging.
The fuselage nacelle was then attached to the completed wings. The nacelle was constructed of wood over a steel tubular support structure and covered by cotton fabric. The front of the nose was made of aluminum and the forward windscreen of mica. The nacelle was 3.35 m long and 86 cm wide. An 80-hp Renault or De Dion engine was fitted at the rear of the nacelle mounted on two longerons that protruded from the base of the fuselage. The nacelle was fitted 45 cm above the lower wing. A fuel tank with a capacity of 140 liters was placed in front of the engine. The pilot was seated in the rear with the observer/gunner in front. Their leather seats were mounted on a raised platform that was used to store the crew's equipment. A single control stick controlled the ailerons and elevator. Instrumentation consisted of a clock, manometer, and altimeter. There was also a spool on which maps could be stored and then rotated forward to advance the map sheet. The landing gear struts were made of ash. A pair of wheels were attached to each skid and were supported by bungee cords acting as shock absorbers. The wheels were mainly used to maneuver the plane while it was on the ground, while the skids acted to help cushion the shock of landing and also acted as brakes. Each skid was 3.50 m long.
The tail booms were the third major assembly. The booms were made of pine and tightly rigged with piano wire. The twin rudders had a 55 cm chord. The horizontal stabilizer consisted of a fixed portion 5.50 m in length and 1.00 m in chord. A tail skid was attached to the end of each of the booms. Standard armament was a Colt machine gun and a Winchester carbine.
The ability to construct each M.F.11 as three separate subassemblies facilitated production and permitted the Farman factory to build the type in large numbers.
The SFA closely regulated the production of M.F.11s. Modifications in production during 1915 included a new enamel paint and a change in the fabric. The ailerons were displaced lower by altering the pulleys that controlled their movement. The observer was relocated to the front of the plane while the pilot's floorboard was placed over the engine mount. All motors were eventually equipped with mufflers during production.
1914 Variants
1. M.F.11s with 80-hp Renault 8B engines were designated as army types 9, 10, 15. 17, 18, 19, 20, 21, 22, 23, 24, and 25.
2. M.F.11s with 80-hp De Dion-Bouton engines were given army type numbers 6, 9, 12, 14, and 16.
3. M.F.11s with 110-hp Lorraine 6 AM engines were given army type designations 50 and 51.
4. M.F.11bis's with 130-hp Renault 8C engines were given army type designations 28, 29, 30, 31, 32, 34, 35, 36, 37, and 38.
5. M.F.11bis's with 130-hp Renault 8C engines were given army type designation 33. Other M.F.11s with 130-hp Renaults were given Army type designations 28, 29, 30, 31, 32, 33, 34, 35, 36, 37, and 38
6. M.F.11bis's with 100-hp Renault 80s were given army designation Type 27.
1915 Variants
1. M.F.11bis's with 130-hp Salmson A9s were given army designation Type 39.
2. M.F.11bis's with 130-hp de Dion-Bouton 12B engines were given army designation Type 45.
M.F.11 1915 Bomber Versions:
3. M.F.11bis BO with 80-hp Renault R8B had army designation Type 52.
4. MF.11bis BO with 80-hp Renault R8B and a smaller wing was given army designation Type 53.
5. M.F.11bis BO with 130-hp Renault 1R8C was given army designation Type 54.
Operational Service
Army Cooperation
The M.F.11 began to enter escadrille service in early 1915. By 22 August 1915 there were 193 M.F.7s and 11s in service at the front and 12 with training units. A large number of other escadrilles were formed on M.F.11s as 1915 progressed.
MF 1 serves as an example of a standard M.F.11-equipped army cooperation escadrille. It was initially equipped with M.F.11s in February 1915. Assigned to the 33rd C.A. and based at Bruay, it later moved to Villers-Chatel. From this base it participated in the Battle of Artois from 9 through 13 May. The M.F.11s maintained contact with French troops and conducted low-altitude missions. MF 1 was able to locate enemy artillery and machine gun positions by drawing their fire. For these actions it was awarded l'Ordre de l'Armee on 31 May 1915.
During the Third Battle of Artois, the M.F.11s directed artillery fire and reconnoitered behind enemy lines. MF 1 supported the 33rd C.A. during its conquest of Souchez. During an advance near Farbus, MF 1 dropped messages to troops to keep them abreast of the rapidly changing situation.
The slow speed of the M.F.11s resulted in repeated requests by the pilots of MF 1 for more modern machines. When none was forthcoming the escadrille adopted the winged snail insignia as a means of satirizing the performance of their aircraft.
As a result of MF 1's reconnaissance flights, it was discovered that the Germans were concentrating artillery and troops in front of the 33rd C.A.'s lines. In response, a ground attack was launched on 8 February which enabled the 33rd C.A. to retain its position.
MF 1 was active during the Battle of Verdun in 1916 and concentrated its reconnaissance missions primarily on the right bank of the Meuse. For its superlative work MF 1 received a second citation from the Armee.
MF 1 remained active during the Battle of the Somme in July 1916 and gave effective support to the 33rd C.A. In the beginning of 1917 the 33rd C.A. and MF 1 moved to the 10th Armee front. By April the M.F.11s had at last been largely supplanted by A.R.1s and the escadrille's designation changed to AR 1.
By February 1916 there were approximately 370 Farmans (mostly M.F.11s) in front-line service, and 100 with training and local defense units.
The primary mission of these escadrilles was army cooperation. This usually entailed photo-reconnaissance missions and direction of artillery fire, the latter was accomplished by either signal flags trailed behind the plane or by T.S.F. The early wireless units were difficult to use and it was necessary to construct a universal code to allow the crews to pass along concise instructions. Usually two M.F.11s were used for artillery direction, each plane carrying a T.S.F. unit in case one should fail. Patterns of dashes and dots were used to signal necessary corrections. More complicated messages were sent via regular Morse code.
During battle the M.F.11s were able to remain in constant contact between the GQG and the rapidly moving army units. This required the troops to use signal panels or smoke to indicate their positions; unfortunately, the soldiers were often afraid that these signals might reveal their location to the enemy and so would not use them.
The M.F.11s flew daily reconnaissance missions and took numerous photos. The main purpose was to discover enemy activity that might indicate an imminent attack or to locate potential targets for the French artillery. The M.F.11s would also cross the enemy lines at low altitude to draw the fire of enemy batteries and machine guns; once the German positions had been revealed, the information was passed along to French commanders. Unfortunately, the distrust of some artillery commanders often meant that these messages were ignored.
However, these duties formed only a part of the functions the M.F.11 escadrilles were required to perform. For example, the records of MF 36 show that from 1 September 1915 through 15 March 1916 it flew 487 reconnaissance sorties, conducted 138 artillery-spotting missions, took 522 photographs, engaged in 97 aerial combats, and flew 32 bombing missions (24 of them at night).
By late 1915 it was obvious that the M.F.11s were vulnerable to enemy fighters, and the commanders of many units demanded better planes. Unfortunately, no suitable design was yet available.
Bombing
M.F.11 escadrilles flew occasional bombing missions using converted artillery shells or flechettes. The only dedicated bombing units to use to M.F.11s were MF 25, 29, and 123.
MF 25 was formed in 1914 and later became an independent bombing unit. The escadrille was based at Argonne in the 3rd Armee sector. During December 1914 it dropped 888 kg of bombs on various targets in the vicinity of the industrial center of Briey. The next month MF 25 concentrated on attacking enemy balloons and train stations. Early in 1915 the unit moved to Argonne in the 2nd Armee sector and then to Sainte-Menehould. During May and June train stations were attacked with converted artillery shells ranging in size from 90 to 120 kg. In July 2,174 kg of these weapons were dropped on train stations and German airfields. MF 25 flew its first night attack on the night of 25/26 August when the train stations at Challerange, Cernay, and Chatel were bombed. Similar missions were flown in September, although all but one of the raids were flown during the day. In October MF 25 joined with GBM 5 in attacking targets in the vicinity of Vouziers.
At the beginning of the Battle of Verdun on 21 February 1916, MF 25 was the only bomber unit available on that front. Based at Vadelaincourt, the escadrille bombed tactical targets in the vicinity of the front. The next month the unit concentrated on army cooperation duties while it trained for night operations. At this time the inadequacy of the M.F.11 as a day bomber had become apparent and hence there was a switch to night operations. By the 29th September 1916 only eight Farmans were serviceable, and the escadrille had received enough F.40s to replace the M.F.11s.
MF 29 was the other major independent bombing unit using Farmans. It was based at Belfort on 15 July 1915, equipped with six M.F.11s. Captain Maurice Happe, who commanded the unit, arranged his bombers in two vics each flying at different altitudes and guarded from above by one or two M.F.11s armed with machine guns.
An attack on the night of 30/31 July, 1915 against Freibourg resulted in one M.F.11 making a force landing. After this incident, the unreliable 80-hp Dion-Bouton engines were removed from the M.F.11s and replaced by superior 80-hp Renault motors. During a night attack on Cernes on 24 August 1915 it was discovered that many of the bombs failed to explode, and this prompted Happe to insist that more effective bombs be developed. Because of his success in attacking enemy targets, the Germans had put a price on Happe's head of 25,000 marks. Gratified by this response, Happe painted red crosses on his plane and literally taunted the Germans to attack him. A major raid took place on 7 September 1915 when five M.F.11s bombed the Aviatik factory; the strike was so successful that the factory was moved to Leipzig. Other raids during September included attacks on the Lauterbach train station, the Lorrach station, and targets at Rothwell. During the latter mission the bombers were assaulted by a German plane, described as an Aviatik. The tenacious German pilot took advantage of the M.F.11's pusher configuration by staging his attacks from the rear and underneath the French planes. The pilots desperately tried to bring the M.F.11s into a position where their gunners could fire at the German, but the slow and unwieldly Farmans were no match for the German plane. The result was two pilots dead, two taken prisoner when their plane was forced to crashland, and 60 bullets in Happe's aircraft. It was now clear that the usefulness of the M.F.11 as a day bomber was rapidly approaching an end.
M.F.11s with 130-hp engines were now entering service. It was decided that the 130-hp machines would be used as "fighter" escorts, while the standard 80-hp Farmans would serve as bombers. Later C 61, with Caudron G.4s, was assigned to MF 29; the G.4s were often used to provide escort for the M.F.11s. Two M.F.11 fighters and six bombers attacked the poison gas factory at Roessler; this time, however, they were escorted by eight Nieuport 11s of N 49. Despite this protection, two of the M.F.11s were attacked and forced down. On 28 November 1915 MF 29 had five different types of Farmans on strength: eight M.F.11s with 80-hp engines used as bombers, three M.F.11s with 80-hp engines used as trainers, three M.F.11s with 80-hp engines and an enhanced fuel capacity of 290 liters, four M.F.11s with 130-hp engines used as fighters, and seven M.F.11s with 80-hp engines and an enlarged wing span of 18.00 m.
New M.F.11s were sent to MF 29 in January 1916. These were 130-hp versions with enlarged fuel tanks which resulted in the planes being labeled "camel backs." They could carry a payload of 510 kg and could climb to 1,000 m in seven minutes. Later in January MF 29 was attached to GB 4.
One of the most important raids of the war for MF 29 took place on 18 March 1916. A total of 17 M.F.11s, three BM 4s, and three G.4s attacked the Mulhouse station and the Habsheim airfield. German fighters again attacked the nearly defenseless Farmans from behind and at least four M.F.11s were lost in this raid. On 1 April MF 29 moved to Luxeuil along with the rest of GB 4. On that same day MF 29 at last received new planes; unfortunately, these were the only marginally improved F.40.
MF 123 was the only other dedicated bombing unit to use Farmans. In February 1916 MF 123 was formed from personnel and equipment serving with MF 29. The escadrille was commanded by Lieutenant Mouraud. It was initially based at Alsace, but moved to Malzeville in October 1916. By this time it had re-equipped with F.40s.
Fighter
The M.F.11s saw limited service as fighters. In addition to flying bomber escort missions, they would fly "barrage patrols," which meant they would fly along the French lines and attack German aircraft attempting to cross into French airspace. For example, on 26 September 1915 planes of MF 16 attacked three balloons and engaged in three aerial combats. However, by 1916 the M.F.11s themselves required protection by either Nieuport fighters or Caudron G.4 long-range escort fighters.
Most MF escadrilles were eventually re-equipped with F.40s, which, while possessing a more powerful engine, retained the pusher configuration that made them vulnerable to enemy fighters.
Foreign Service
Australia
Australia acquired a number of M.F.11s in 1917. They served with these units:
CFS 16 and 17: two M.F.11s were ordered in 1917 and struck off charge in 1919.
CFS 19 and 20: two M.F.11s were ordered in May 1917 and sold in 1919.
Three half flights in Mesopotamia (1FC 1, 1FC 7, and 1FC 10) used M.F.11s. They performed reconnaissance and aerial supply missions.
No.5 Squadron AFC had 23 M.F.11s used for training. They were given serials A.222, 2233, 4074, 4672, 6897, 7084, B.1957, 1958, 2037, 2222, 4663, 4664, 4671, 4672, 4673, 4722, 4733, 4734, 4735, 4736, 4765, 4788, and 4790.
Belgium
Belgium purchased six M.F.11s with 80-hp Renault engines in late 1914. Later more M.F.11s with De Dion engines were obtained from France. Additional M.F.11s with provision for a machine gun to be mounted in their nose were also acquired.
On March 1915 Escadrille 5 had six M.F.11s with 80-hp Renault engines and Escadrille 6 had six M.F.11s with 100-hp Renaults. Several more with 130-hp engines were purchased from France in 1916. Eventually Escadrilles 1 and 2 at Coxyde and Escadrilles 4 and 5 at Houtem all had M.F.7s and 11s on strength. Escadrilles 1 and 2 were based at Saint-Idesbald and later Maires during 1916. They performed reconnaissance for the Belgian army during the Flanders offensive. Escadrilles 5 and 6 remained at Houtem throughout 1916. Escadrille 6 used its M.F.11s as bombers. As 1916 progressed the M.F.11s were replaced by F.40s.
Greece
The Greek air service obtained six M.F.11s in 1916. The last of these was withdrawn from service in 1920.
Italy
A total of 601 M.F.11s (which were known as Farman 1914s in Italy) were built under license by the Societa Construzioni Aeronautiche "Savoia" at Bovisio-Mombello beginning in May 1914. The Fiat firm at Torino also built them under license beginning in mid-1915. The Fiat-built machines were powered by 100-hp Fiat A-10 engines and carried the designation F.5b while the Savoia M.F.11s had 110-hp Colombo D.110 engines. Finally, the Societa Nieuport-Macchi built 50 M.F.11s.
The Savoia F5.bs were subject to a number of modifications closely resembling those of the Farman F.40s, and the Savoia design may have been inspired by that type. The Savoia Pomilio firm created copies of the M.F.11s designated S.P.1, 2, 3, and 4. The S.P.1 was essentially a license-built M.F.11. The S.P.2 was also similar to the standard M.F.11 but was more streamlined for better aerodynamics and strengthened so that it could carry the more powerful 260-hp A 12 engine. This meant that the empty weight of the standard S.P.2 was twice that of the standard M.F.11 but the increase in engine power more than compensated for this change. The S.P.2 was now able to carry a camera as well as a Fiat machine gun mounted in the nose. Approximately ten S.P.2s were fitted with 25-mm Fiat cannons; these planes were designated S.P.2bis. A total of 402 S.P.2s was built. However, because of the increase in weight the S.P.2s were found to be unstable in flight and poorly maneuverable. A lightened version with a smaller wing was introduced in the hope of correcting these problems. This version was designated S.P.3 and was found to be marginally faster and more maneuverable. Production of the S.P.3 began in 1917 and a total of 300 were built. However, the S.P.3 was still no match for Austro-Hungarian and German fighters and became known by its pilots as a "coffin for two." Finally, a twin-engine version of the S.P. series was built in 1916; it was a M.F.11 airframe fitted with two Isotta Fraschini V.4b engines mounted as tractors. The A.E.R. firm at Orbassano, near Torino, built 152 examples. The S.P.4 entered service with front-line squadriglias in the fall of 1917 and remained in service until the end of the war.
The M.F.11s equipped 12 squadriglias in November 1916. These units were:
Gruppo 1 (3rd Armata): Squadriglias 27a and 28a. Gruppo 2 (2nd Armata): Squadriglias 29a and 30a. Gruppo 3 (1st Armata): Squadriglias 31a and 37a. Gruppo 4 (2nd Armata): Squadriglias 47a.
Gruppo 7 (1st Armata): Squadriglias 46a (Verona and Asiaso) assigned to the 1st Army, 48 (Belluno) assigned to the 1st Army, and 49a assigned to the 1st Army.
Defense of Udine: Squadriglia 33a.
Albania: Squadriglia 36a (Valona) assigned to the 16th Army in Albania.
Initially the M.F.11s and F5bs were used as bombers, but their light bomb loads resulted in only modest success in this role, and they were shifted to reconnaissance missions.
By 1917 there were 15 Squadriglias which still used M.F.11s and F.5bs. These were:
Gruppo 1 (3rd Armata): Squadriglia 36a.
Gruppo 2 ( 2nd Armata, 4th Armata): Squadriglias 27a, 30a, and 41a. Gruppo 3 (1st Armata): Squadriglia 31a.
Gruppo 4 (2nd Armata, 4th Armata): Squadriglias 29a and 45a.
Gruppo 7 (6th Armata, 1st Armata): Squadriglia 32a.
Gruppo 8 (Albania): Squadriglia 34a.
Gruppo 9 (1st Armata): Squadriglia 37a.
Independent Squadriglias 101a (Bari), 102a (Ancona), 104a (Bengasi), 12a (Bengasi), and 7a.
The M.F.11s were withdrawn from front-line service in 1918 and assigned to training units. Some of the S.P. series of M.F.11s remained in Italian service until 1922 and provided support for Italian colonial troops during attacks against rebels.
Italian-Built Variants of the M.F.11:
Type Engine Span Length Area Weight Empty Weight Loaded Max Speed Climb Ceiling Endur. Built
SP 1 FA 10, 100-hp 16.13 m 9.19 m 56 sq. m 640 kg 920 kg 108 km/h - - - -
SP 2 A-12, 260-hp 16.74 m 10.70 m 67 sq. m 1250 kg 1700 kg 135 km/h 3,000 m in 26 min. 5,000 m 4 hours 402
SP 3 A-12, 260-hp 14.71 m 10.50 m 60 sq. m 1233 kg 1683 kg 145 km/h 3,000 m in 25 min. 5,000 m 4 hours 300
SP 4 IF V4b, 190-hp 19.80 m 10.70 m 78 sq. m 1700 kg 2500 kg 151 km/h 3,000 m in 18 min. 4,500 m 4 hours 52
Japan
Japan built M.F.11s under license designated Army Type Mo-4. The Japanese manufacturer introduced a number of changes resulting in improved stability and maneuverability. The type was put into mass production at PMBRA’s factory at Tokorozawa, the army arsenal, and the Atsuta Army Weapon Manufacturing Works of Nagoya. The M.F.11s replaced the M.F.7s in the reconnaissance and bombing roles and served with the balloon company and flight company based at Tokorozawa. Six Mo-6s, as well as eight Mo-4s, served with the air units assigned to the 12th Air Division; they were used in combat in Manchuria and Siberia in 1918. The Mo-4s were also used as trainers, and many were purchased by civilians after the war. It is estimated that 84 were built.
Variants of the standard Mo-4 were built by the Akabane Plane Manufacturing Works; these were the Kishi No.3 (which was identical to the Mo-4 except for a redesigned nacelle), the Kishi No.4 ( which had a lower wing of reduced span), and the Kishi No.6 (which was a standard Mo-4 built under license).
The Mo-6 was a Mo-4 fitted with a 110-hp Daimler liquid-cooled engine. Production by the PMBRA began in 1916 and a total of 134 were built by various manufacturers from 1917 to 1921. The Mo-6s experienced numerous problems, usually caused by the Daimler motors, but these were overcome and they served with the 2nd Army Air Battalion at Kagamigahara and the Air Battalions at Tokorozawa and Kagamigahara. Four Mo-6s served with the 2nd Army Air Battalion in Siberia and Manchuria, but their engines proved to be unsuitable for such cold climates. The last example was retired in 1923. The Army Type 5 Plane was an Mo-4 equipped with dual controls and became the first purpose-built Japanese army trainer. Eleven were built by the Tokorozawa Army Arsenal and Department of Supply in 1919 and 1920.
Norway
Norway purchased approximately ten M.F.11s in 1915. These served until 1921. The tail units from these planes were then fitted to several F.40s that had been purchased, the defective tail units of the F.40s having been the cause of several crashes.
Portugal
Portugal purchased two M.F.11s in August 1916. These were used for pilot training at the flight school at Vila Nova de Rainha. They entered service in September and were retired in 1917.
Romania
At least eight M.F.11s were transferred from the RNAS to the Corpul Aerean Romans. These planes served with the following Romanian units on 10 June 1916:
Grupul 1: (1st Group) three escadrillas.
Grupul 2: three escadrillas.
Grupul 3: two escadrillas.
Grupul 4: three escadrillas.
The M.F.11s were used for reconnaissance and bombing. Several important reconnaissance missions were flown by six F.40s and M.F.11s assigned to Locotenent Cholet. The M.F.11s served well into 1917 alongside the newer Farman F.40s.
Russia
The Imperial Russian Air Service does not seem to have employed many M.F.11s in combat. Most of those built by the Russians were used as trainers, but a small number were sent to the front. On 1 March 1917 there were 25 M.F.11s (along with some M.F.7s) in service - eight on the western front and 17 on the southwestern front. Two months later the number of Farmans had declined to 22 divided into one on the northern front, nine on the western front, and 12 on the southwestern and Romanian fronts.
Saudi Arabia
The Saudis obtained two Maurice Farmans from Italy in August 1921; these were S.P.1s built in Italy.
Serbia
On 27 February 1915 a French escadrille was sent to Serbia to assist in the formation of the Serbian air service. Six M.F.11s were assigned to this unit, which was manned by the French but under the control of the Serbian army command. The planes had serials F.193, F.194, F.195, F.196, F.199, and F.452. The first combat mission was flown on 1 April 1915 and a week later ten reconnaissance missions were flown over Kubin, Shabac, and Roma. Later the M.F.11s moved to a base at Banista outside Belgrade, while two Farmans were sent to Prakova to provide reconnaissance for the region.
Additional M.F.11s arrived in June. The French decided to keep all the M.F.11s in a single unit to simplify supply problems. Most of the planes would be based at Belgrade and employed in strategic reconnaissance, while smaller detachments would be sent to other airfields for tactical reconnaissance.
The type's first air-to-air victory took place 27 May 1915 when an M.F.11 shot down an Austro-Hungarian aircraft near Smedervo. A second victory occurred on 10 July when an Austro-Hungarian bomber was shot down over Belgrade. During a raid by three M.F.11s on an enemy airfield at Baavanistu in August an M.F.11 scored yet another victory over an Austro-Hungarian plane.
Reconnaissance and bombing missions continued throughout 1915, and the M.F.11s were even used to attack gunboats. Six more M.F.11s arrived in December.
1916 would be the last year that the M.F.11s would be used by front-line units. By 21 April the Serbian air service had been reformed into four escadrilles, all of which were equipped with M.F.11s: MF 82, MF 84, MF 98, and MF 99. By September the M.F.11 units were re-equipped with F.40s.
Spain
Spain acquired M.F.11s in 1914 to replace the M.F.7s in service; because of their abbreviated landing skids they were known as "amputados." Another nickname was "olives" because of the color of their nacelles. At least six M.F.11s were purchased from France; these were powered by 70-hp Renault engines. In 1915 one M.F.11 was based at Arcila and three were there by 1916. The M.F.11s were not as docile as the M.F.7s and there were numerous accidents. Furthermore, the Farmans were plagued by engine trouble until the Renaults were replaced by 80-hp de Dions. Some of the M.F.11s were assigned to the Escuadrilla de Tetuan and one was in use at Arcila as late as 1919. Serial numbers were MF 11 through 16.
Switzerland
Switzerland had two M.F.11s in service from 1915 through 1919. They carried serial numbers 30 and 61. Both were obtained when they landed in Switzerland and were interned. M.F.11 number 30 was used for reconnaissance by Fliegerkompagnie 1 until it crashed on 7 July 1916. No.61 was acquired on 27 June 1916 but was returned to France shortly thereafter.
Ukraine
The Ukrainian air service obtained a single M.F.11 in 1918. It had serial 5407.
United Kingdom
The Royal Flying Corps received its first M.F.11 in 1914 and had eight on strength by the middle of that year. Some M.F.11s were purchased directly from France, while others were built under license by AIRCO and Whitehead. Five were assigned to No.6 Squadron and two were with the CFS M.F.11s also served with Nos.2, 5, 9, and 16 Squadrons; the last shorthorn (as the plane was known in Britain) was retired in November 1915. No.30 Squadron in Mesopotamia had four M.F.11s used for survey duties; all were destroyed by a storm in May 1916. After their retirement these M.F.11s were assigned to Nos. 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 14, 15, 19, 21, 22, 24, 25, 26, 27, 29, 36, 38, 39, 41, 47, 48, 49, 57, and 68 Training/Reserve Squadrons. Others served with Training Depot Squadrons 8 and 204, the Wireless School, the School of Instruction, No.2 Auxiliary School of Aerial Gunnery, and No.1 School of Navigation and Bomb Dropping. Eight M.F.11 floatplanes were purchased for use by the Aerial Gunnery School. They were built by AIRCO and were replaced by mid-1917.
The Royal Naval Air Service used approximately 90 M.F.11s; 20 of these were built by the Eastbourne Aviation Company and used as trainers. However, most of the RNAS machines were used for reconnaissance and bombing by No.3 Squadron (later No.3 Wing) in the Aegean. Others served with Nos.1, 2, and 3 Wings. RNAS Serials were: 1127, 1134, 1369-1371, 1380-1387, 1240-1241, 3932-3939, 8106-8117, 8466-8473, 9133, N1530, N5060-N5079,and N6310-N6329.
M.F.11 Two-Seat Reconnaissance Plane with 70-hp Renault 8B
Span 16.13 m, length 9.48 m, height 3.20 m, wing area 54 sq. m
Empty weight 510 kg, loaded weight 810 kg
Maximum speed: 100 km/h, climb to 2,000 m in 22 min., endurance three hours
Armament: Colt machine gun and a Winchester carbine
M.F.11 Two-Seat Reconnaissance Plane with 80-hp Renault 8B
Span 16.13 m; length 9.48 m; height 3.20 m; wing area 52 sq. m
Empty weight 620 kg; loaded 945 kg
Maximum speed: 118 km/h
M.F.11 Two-Seat Reconnaissance Plane with 80-hp De Dion-Bouton
Span 16.13 m; length 9.23 m; height 3.00; wing area 52 sq. m
Maximum speed: 118 km/h
M.F.11 Two-Seat Reconnaissance Plane with 110-hp Lorraine 6AM
Span 16.13 m; length 9.23 m; height 3.00 m; wing area 52 sq. m
Maximum speed: 118 km/h
M.F.11bis Two-Seat Reconnaissance Plane with 130-hp Renault 8C
Span 18.15 m; length 9.23m; height 3.00 m; wing area 56 sq. m
Empty weight 780 kg; loaded weight 1,155 kg
Maximum speed: 130 km/h
M.F.11bis Two-Seat Reconnaissance Plane with 130-hp Renault 8C
Span 16.13 m; length 9.23 m; height 3.00 m; wing area 52 sq. m
Payload 227 kg
Maximum speed: 118 km/h; climb to 2,000 m in 15 minutes; endurance was 3 hours
M.F.11bis Two-Seat Reconnaissance Plane with 100-hp Renault 8C
Span 18.15 m; length 9.23 m; height 3.00 m; wing area 56 sq. m
M.F.11bis Two-Seat Bomber with 130-hp Salmson A9
Span 18.1 5 m; length 9.23 m; height 3.00 m; wing area 56 sq. m
M.F.11bis Two-Seat Bomber with 130-hp de Dion-Bouton 12B
Span 18.15 m; length 9.23m; height 3.00 m; wing area 56 sq. m
M.F.11bis BO Single-Seat Bomber with 80-hp Renault R8B
Span 18.15 m; length 9.23 m; height 3.00 m; wing area 56 sq. m
Empty weight 654 kg; loaded weight 928 kg
Climb to 2000 m in 20 minutes.
M.F.11bis BO Single-Seat Bomber with 80-hp Renault R8B
Span 16.13 m; wing area of 52 sq. m
M.F.11bis BO Single-Seat Bomber with 130-hp Renault 1R8C
Dimensions identical to M.F.11bis BO two-seat bomber with 80-hp Renault R8B
M.F.11 Two-Seat Reconnaissance Plane with 80-hp Renault 8B Built in England by AIRCO and Whitehead
Span 15.776 m, length 9.30 m, height 3.15 m, wing area 52 sq. m
Empty weight 654 kg, loaded weight 928 kg
Maximum speed: 116 km/h, climb to 1,000 m in 8 min.; climb to 2,000 m in 20 min.; endurance 3.75 hours
Armament: one 0.303 Lewis machine gun and a Winchester carbine
Japanese Army Type Mo-4 Built by PMBRA, Tokyo Army Arsenal and Atsua Army Manufacturing Works with 70-hp or 80-hp Renault 8B
Span 15.50 m; length 9.14 m; height 3.18 m; wing area 58 sq. m
Empty weight 563 kg; loaded weight 778 kg
Maximum speed: 49 kt; climb to 2,000 m in 25 minutes; ceiling 3,000 m; endurance 4 hours
Armament: one machine gun
Approximately 84 built
Maurice Farman M.F.12
The Maurice Farman 12 was a modified M.F.11bis with an enlarged wing span and a 100-hp Renault 8C engine. First produced in 1914, some M.F.12s were supplied to front-line units and were given army type number 26. They were used in the army cooperation role.
M.F.12 Two-Seat Reconnaissance Aircraft with 100-hp Renault 8C
Wing span 21.00 m, length 9.23 m, height 3.00 m
M.F.11 serial number 742 of MF 29. MF 29 was an independent bombing unit using Farmans. It was based at Belfort on 15 July 1915 and was equipped with six M.F.11s.
M.F.11 of MF 58. MF 58 was under the command of Capitaine Noe and was based at Luneville and Saint Clement.
M.F.11bis of Capitaine Happe on 14 May 1916. By this time it had become clear that the M.F.11 was obsolete and replacement by F.40s had begun.
M.F.11 bis. The searchlight enabled the aircraft to serve as a nightfighter or attack ground targets at night.
M.F.12. The Maurice Farman 12 was a modified M.F.11 bis with an enlarged wing span and a 100-hp Renault BC engine. Reairche Collection.
M.F.11 flown by Cadet N. Mulroney, AFC, on his first solo at Spittlegate, Lincolnshire, in August 1917. N. Mulroney via Colin Owers.
An armed M.F.11 in Russian service. Most of the M.F.11s built by the Russians were used as trainers, but a small number were used at the front.
M.F.11 of CFS 17 at Point Cook CFS, Victoria, Australia. All four CFS M.F.11 s survived the war and were sold to a civilian operator in 1919. RAAF Museum via Colin Owers.
M.F.11 in service with the Serbian air service. Most of the M.F.11s were based at Belgrade and were employed for strategic reconnaissance.
Moineau C1 and Pusher
Rene Moineau was an engineer-test pilot who had tested many of Louis Breguet's aircraft beginning in 1911. In cooperation with the Salmson firm he produced two very unusual designs for reconnaissance aircraft - the S.M.1 and S.M.2. When the STAe formulated the C1 requirement for a fast fighter powered by a Hispano-Suiza engine of 300-hp, Moineau submitted his own design for it.
The specifications called for a single-seat fighter with twin machine guns and which also had to be capable of performing high-speed reconnaissance. Unlike most of the other entries, Moineau's design was a monoplane. It is believed that Moineau's decision to produce a monoplane, believed to have been based upon French analysis of a Fokker D.VIII. Moineau was well aware of the D.VIII and had requested the STAe to supply him with technical reports about it. Moineau's aircraft had an "overhanging wing" (presumably a parasol) and a retractable landing gear housed in the bottom of the wing. J.M. Bruce believes the wing may have had a cranked (possibly "gull") wing with a horizontal portion attached directly to the fuselage and a bent outer section ("inclinee"). Power was to have been supplied by a 300-hp Hispano-Suiza engine and there was to have been a semi-retractable radiator. Armament was to have been two fixed Vickers machine guns synchronized to fire through the propeller. It appears that construction of the aircraft was never completed.
A second design study by Moineau during the war was a two-seater pusher. No details are available.
Moineau Single-Seat Fighter with 300-hp Hispano-Suiza engine (all data provisional)
Wing area 20.6 sq. m
Loaded weight 1,025 kg
Maximum speed: 250 km/h at 4,000 m; ceiling 8,000 m
Armament: to have been two synchronized Vickers machine guns
Rene Moineau was an engineer-test pilot who had tested many of Louis Breguet's aircraft beginning in 1911. In cooperation with the Salmson firm he produced two very unusual designs for reconnaissance aircraft - the S.M.1 and S.M.2. When the STAe formulated the C1 requirement for a fast fighter powered by a Hispano-Suiza engine of 300-hp, Moineau submitted his own design for it.
The specifications called for a single-seat fighter with twin machine guns and which also had to be capable of performing high-speed reconnaissance. Unlike most of the other entries, Moineau's design was a monoplane. It is believed that Moineau's decision to produce a monoplane, believed to have been based upon French analysis of a Fokker D.VIII. Moineau was well aware of the D.VIII and had requested the STAe to supply him with technical reports about it. Moineau's aircraft had an "overhanging wing" (presumably a parasol) and a retractable landing gear housed in the bottom of the wing. J.M. Bruce believes the wing may have had a cranked (possibly "gull") wing with a horizontal portion attached directly to the fuselage and a bent outer section ("inclinee"). Power was to have been supplied by a 300-hp Hispano-Suiza engine and there was to have been a semi-retractable radiator. Armament was to have been two fixed Vickers machine guns synchronized to fire through the propeller. It appears that construction of the aircraft was never completed.
A second design study by Moineau during the war was a two-seater pusher. No details are available.
Moineau Single-Seat Fighter with 300-hp Hispano-Suiza engine (all data provisional)
Wing area 20.6 sq. m
Loaded weight 1,025 kg
Maximum speed: 250 km/h at 4,000 m; ceiling 8,000 m
Armament: to have been two synchronized Vickers machine guns
Societe Anonyme des Aeroplanes Morane-Saulnier
Leon Morane earned his pilot's license (Number 50) in 1910 and set a world speed record in his Bleriot monoplane in July 1910. On 3 September 1910 he set a world height record by reaching 2,582 meters. In light of this success, Morane formed an aircraft company with Gabriel Borel and Raymond Saulnier in 1910. Saulnier had worked with Louis Bleriot and had a part in designing the Bleriot 11. By October 1910 the relationship with Borel was severed and the Societe Anonyme des Aeroplanes Morane-Saulnier was formed. The first aircraft produced by the firm was the Type A.
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Leon Morane earned his pilot's license (Number 50) in 1910 and set a world speed record in his Bleriot monoplane in July 1910. On 3 September 1910 he set a world height record by reaching 2,582 meters. In light of this success, Morane formed an aircraft company with Gabriel Borel and Raymond Saulnier in 1910. Saulnier had worked with Louis Bleriot and had a part in designing the Bleriot 11. By October 1910 the relationship with Borel was severed and the Societe Anonyme des Aeroplanes Morane-Saulnier was formed. The first aircraft produced by the firm was the Type A.
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Societe Anonyme des Aeroplanes Morane-Saulnier
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By October 1910 the relationship with Borel was severed and the Societe Anonyme des Aeroplanes Morane-Saulnier was formed. The first aircraft produced by the firm was the Type A.
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Prewar Morane-Saulnier Aircraft
1. Type A (1911) monoplane with a 50-hp Gnome engine - 13 were used at the Morane training school at Villacoublay. These were later given the designation Army Type 11.
2. Type PP (1911) named for its flight from Pau to Paris.
3. Type C (1911) with an 80-hp Gnome; five re-engined Type As built for the Imperial Russian Air Service.
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By October 1910 the relationship with Borel was severed and the Societe Anonyme des Aeroplanes Morane-Saulnier was formed. The first aircraft produced by the firm was the Type A.
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Prewar Morane-Saulnier Aircraft
1. Type A (1911) monoplane with a 50-hp Gnome engine - 13 were used at the Morane training school at Villacoublay. These were later given the designation Army Type 11.
2. Type PP (1911) named for its flight from Pau to Paris.
3. Type C (1911) with an 80-hp Gnome; five re-engined Type As built for the Imperial Russian Air Service.
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Societe Anonyme des Aeroplanes Morane-Saulnier
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In 1913 the Types G and H appeared and it was these aircraft and their variants that would play a key role in the development of the world's first true fighters - the Types L, H, and N. During the war the firm developed long-range reconnaissance, army cooperation, fighter, and strategic bomber aircraft.
Prewar Morane-Saulnier Aircraft
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4. Type F (1911) with an 80-hp Gnome; two built for Romania.
5. Type G-see text.
6. Type H-see text.
7. Type GA (1912) with a 60-hp Le Rhone; development of Type G.
8. Type GB (1912) with an 80-hp Gnome; development of Type G.
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10. Type BI (1913) with an 80-hp Gnome; two-seat monoplane.
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Morane-Saulnier WR
There appear to have been two airplanes given the WR designation. The first was a floatplane modification of the Type G which served with the Imperial Russian navy, which designated it the Type WR (see entry for Type G below).
The other Type WR was an armored airplane designed to meet the 1913 specification for a two-seat armored reconnaissance machine. Power was supplied by an 80-hp Gnome and the machine cost 37,000 FF. It is not known if any of these were in service with the Aviation Militaire at the outbreak of the war.
Morane-Saulnier Single-Seat, Armored Airplane with 80-hp Gnome
Maximum speed: 131 km/h; minimum speed 85 km/h, climb to 1,000 m 5 minutes 55 seconds
Morane-Saulnier G
The Morane-Saulnier G was a single-engine monoplane with shoulder-mounted wings. It carried two crewmen seated in an elongated cockpit located in the center of the fuselage between the wings, a position which was later felt to be unsatisfactory because it severely limited downward vision. Those aircraft powered by the 60-hp Le Rhone were designated Type GA; those with the 80-hp Gnomes were designated Type GB.
Ninety-four Type Gs were ordered by the Aviation Militaire. They received the designation MoS.2. The Type G was also manufactured under license by the Grahame-White Company at Hendon; these aircraft were sold to civilian aviators in England, and later to the RFC.
Variants
There were two major developments of the Type G. One was used as a test-bed for the Garros-Hue version of the Saulnier bullet deflection system. A second fighter variant of the Type G was built in the summer of 1915. Changes included a fully faired fuselage, fixed vertical fin, modified landing gear struts, deletion of the observer's position, and fitting of an 8-mm Hotchkiss machine gun and bullet deflectors. The engine was the same as that of the Type H: an 80-hp Le Rhone 9 C. At least one of these aircraft (serial MS497) appears to have been fitted with wings similar to those used on the Type H. These aircraft were not adopted because the Morane-Saulnier Type L and N (which were more effective in the fighter role) were just entering service.
Known training variants include:
1. Type G - 80-hp Gnome two-seater, Army Type number 14.
2. Type G - 80-hp Gnome two-seater penguin, Army Type number 15.
3. Type G - 45-hp Anzani penguin. Army Type number 16.
4. Type G - 3 cylinder Anzani single-seater with undercarriage guard (to prevent nose-over), Army Type number 17.
5. Type G - 3 cylinder Anzani single-seat penguin, Army Type number 18.
6. Type G - 80-hp Le Rhone two-seat penguin, Army Type number 19.
Operational Service
A few of the surviving Type Gs may have been assigned, along with Morane-Saulnier Ls, to MS 23 and MS 26. However, French documents show that Type Ls constituted the bulk of MS 23's and MS 26’s equipment. In any event, the location of the Type G's cockpit meant that the crew's downward vision was inadequate, and it was soon replaced in the MS units by the newer Type L parasols. Most of the Type Gs were assigned to training units. Some of those used for training were fitted with either 30-hp or 45-hp Anzani engines. They were designated Morane-Saulnier 16 E1, "E" meaning ecole (or training) aircraft.
Foreign Service
Argentina
The Argentine army obtained two Type Gs in 1912.
Denmark
The Kongelige Danske Flyvevaben (Danish Army Air Service) purchased two Type Gs in 1915. These had been built under license by the Swedish firm of Thulin and were designated Thulin Bs by the firm. In Danish service they were designated M.S.1 Hugin and M.S.2 Munin. Originally both had 50-hp Gnomes. Munin was struck off charge in 1917. Hugin served until 1919 and had its 50-hp Gnome replaced by a 80-hp Gnome in 1917.
Mexico
In 1912 the Mexican government sent five army officers to the Moissant International Aviation School at Long Island, New Jersey. After learning to fly, these officers returned to Mexico, bringing with them two Morane-Saulnier monoplanes (probably Gs). The five, as well as a number of foreign mercenaries, formed the Escuadrilla de Ebano in 1915. The unit was assigned to the Northeast Army and saw action at Tamaulipas, Veracruz, and Yucatan.
Russia
The Imperial Russian Air Service usually employed its Type Gs as single-seaters. The accommodation for the observer (his seat was merely a cushion over the fuel tank) and its location at mid-wing were considered inadequate. There were two versions of the Russian Type Gs. One had a wing with a 9.3 m span; the other had a 10.2 m span. The wing surface areas were 14 sq. m and 16 sq. m respectively. Both wings had identical chords. The smaller wing had two pairs of bracing wires while the larger one had three. Most of the Russian machines used an 80-hp Le Rhone engine. The Russians liked the Type Gs because they could be transported in sections and reassembled in 11 minutes by two mechanics.
The Type Gs were initially used for unarmed reconnaissance although on occasion they were used to ram enemy airplanes. The Type Gs in service with the Imperial Russian Air Service's 11 th Air Corps were unarmed except for rifles and pistols. Initially, P.N. Nesterov, who commanded that unit, tried to use his aircraft to maneuver enemy aircraft into the ground. He also attached a blade to the rear fuselage of his aircraft in the hope of getting close enough to cut off his opponent's wings. He even tried to ensnare the propellers of enemy aircraft in a grapple hung from his plane. Finally, Nesterov devised a procedure for destroying enemy aircraft by ramming. These radical tactics were necessitated by Nesterov's inability to find machine guns suitable for mounting on an aircraft. Nesterov tried a ramming attack against an Austrian Albatros; both aircraft and their crews were destroyed in the ensuing crash. However, other Russian aviators were more successful in ramming attacks. The Type Gs remained in front-line service until mid-1915, when they were replaced by the Types L and LA parasols.
After the Gs were withdrawn from operational service they were assigned to training units. These aircraft were often fitted with nose wheels to prevent the student pilots from nosing over. Some were only used for taxying, fitted with low-powered engines such as 35-hp Anzanis. There were three basic training versions of the Russian Type G: the Type G produced in France and fitted with the Kachinsky undercarriage, the Slyusarenko trainer, and the Type G modified by a Lieutenant Fride.
The Type WR version of the Type G was built for the Russian navy and had a greenhouse fitted on the fuselage sides ahead of the wing, probably to improve the crew's vision.
In 1916 one Russian Type G was fitted with a smaller wing and a 100-hp Gnome-Monosoupape. It had a performance superior to the standard Type G and set a Russian altitude record of 5,200 m.
Approximately 20 Type Gs survived the war and were in use as late as 1923. They were assigned to the Tashkent Aviation School, the 2nd Higher School of Military Pilots, and the 1st and 2nd Military Schools of Pilots.
Spain
Three Type Gs were obtained by Spain in 1913. They were found to be lighter than the Nieuport 2s also in service and were faster and more maneuverable. Two of the Type Gs were used by the Escuadrilla de Tetuan and later for training at the Escuela Nacional de Aviacion's base at Getafe. The last Type G was withdrawn in September 1919.
Sweden
E. Thulins Aeroplansfabrik produced the Morane-Saulnier Type G under license. As mentioned above, two were built for the Danish Army Air Service and a third was delivered to the Flygkompaniet (Army Aviation service). It was given serial No.5, later redesignated 405.
Swiss
A single Type G was purchased by the Swiss Fliegertruppe in 1914. Given serial No.24, it was used to train pilots in aerial combat. It was withdrawn from service in 1919 and scrapped in the 1930s.
United Kingdom
A single Type G was impressed into British military service at the beginning of the war. It was given serial 482 and served with No.1 Reserve Airplane Squadron and later No.60 Squadron. An order for 12 additional aircraft, a combination of Type Gs and Hs, was placed in 1915. Serial numbers were 587-598.
It is believed that two Type Gs were obtained by the RNAS. These had serials 941 and 1242. The first was an impressed aircraft and was based at Eastchurch. Later it was assigned to No.2 Squadron. The second, built by Graham-White Aviation Co., was delivered to Eastchurch in December 1914. It was later sent to Hendon, then Grain.
Morane-Saulnier Type G Two-Seat Reconnaissance Plane with 80-hp Gnome
Span 9.63 m; length 6.38 m; height 3 m; wing area 16 sq. m
Empty weight 314 kg ; loaded weight 544 kg
Max. speed: 120 m/h; climb to 1,000 m in 7.0 minutes
Armament: usually none
Approximately 94 were built for the Aviation Militaire
Morane-Saulnier Type G Single-Seat Fighter with 80-hp Le Rhone 9C
Span 9.12 m; length 6.620 tn; height 2.54 m
Payload 195 kg
Armament: one unsynchronized 8-mm Hotchkiss machine gun
Morane-Saulnier Type G Two-Seat Reconnaissance Plane with 80-hp Le Rhone and Russian-built 14 sq. m Wing
Span 9.3 m; length 6.7 m; height 3.0 m
Empty weight 340 kg; loaded weight 550 kg
Maximum speed: 122 km/h; climb to 2,000 m in 17.0 minutes; ceiling 3,000 m; endurance 2.2 hours
Morane-Saulnier Type G Two-Seat Reconnaissance Plane with 80-hp Le Rhone and Russian-Built 16 sq. m Wing
Span 10.2 m; length 6.7 m; height 2.3 m
Empty weight 340 kg; loaded weight 625 kg
Maximum speed: 115 km/h; climb to 2,000 m in 25 minutes; ceiling 2,600 m; endurance 2.5 hours
Morane-Saulnier Type G Two-Seat Training Plane with 50-hp Gnome Engine Built by E. Thulins Aeroplansfabrik
Span 10.2 m; length 6.5 m; height 2.55 m; wing area 14.0 sq. m
Empty weight 370 kg; loaded weight 582 kg
Maximum speed: 135 km/h; endurance two hours
Three built
Morane-Saulnier Type H
The Morane-Saulnier Type H was a single-seat version of the two-seat Type G, having a shorter fuselage and wing span. Power was supplied by an 80-hp le Rhone 9C engine. It was flown for the first time in 1913. About 26 Type Hs were ordered by the Aviation Militaire and given the service designation MoS.1.
A version with a 45-hp Anzani was built, presumably lor use as a trainer. This type was later supplied to Portugal. Other versions had 50-hp or 60-hp Gnome engines and an enlarged wing of 13 square meters. Designated army Type 12s, it is likely that they too were used as trainers.
Operational Service
Most of the Type Hs served in Escadrille MS 31, which was formed on 24 September 1914. French documents show that at the time of its formation it had three single-seat Morane-Saulniers (with 60-hp engines) plus two in reserve. The unit was intended as an “escadrille artillerie" and was formed at Dijon-Longvic under the command of Capitaine Yence, who had four pilots. Two days later MS 31 moved to Toul where it was assigned lo the 1st Armee. By 6 November 1914 Morane-Saulnier Type Ls had replaced the Type Hs, which were sent to training units.
Two Type Hs were assigned to the C.R.P. (Camp Retranche de Paris) and armed with carbines. At least mount for the gun and may have had deflector plates on the propeller, as well as a modified cowling, spinner, and undercarriage.
Foreign Service
Germany
The Pfalz Flugzeugwerke built the Type H under license.
Portugal
The Portuguese air service obtained a single Type H in October 1916. Powered by a 45-hp Anzani engine, it had serial number MS 721 and carried the name Charge Maxima. It was assigned to the Escola de Aeronautics Militaire at Vila Nova da Rainha and probably used as a trainer.
United Kingdom
The RFC obtained several Type Hs as part of a combined order placed in early 1915 for 12 Gs and Hs. These aircraft arrived in April 1915 and were sent to 1, 2, 4, 10, and 11 Reserve Airplane Squadrons. The Type Hs were used as trainers. A second order for 24 Type Hs was placed with Grahame-White (which produced the type under license in Britain) in 1915. Serials were 5693-5716. Most served with training squadrons but some were assigned to Nos.7, 15, and 60 Squadrons.
Morane-Saulnier Type H Single-Seat Reconnaissance Plane with 80-hp Le Rhone 9C
Span 9.12 m; length 6.28 m; height 2.30 m; wing area 14.0 sq. m
Loaded weight 470 kg
Maximum speed 135 km/h; climb to 1,000 m in 3 minutes; range 280 km
Armament: one 8-mm Hotchkiss machine gun on a modified Type H and a small number of flechettes
Approximately 26 built lor Aviation Militaire; between 30 and 35 for the RFC
Morane-Saulnier Type H Single-Seat Training Plane with 45-hp Anzani engine
Span 6.37 m; length 6.37 m; height 2.30 m; wing area 14.0 sq. m
Empty weight 278 kg; loaded weight 4 38 kg
Maximum speed: 135 km/h; climb to 1,000 m in ten minutes: range 405 km; endurance three hours
Morane-Saulnier Type O
The Type O was designed by Saulnier for the Monaco aviation rally of 1914. At least two were built. The initial version had a rigid undercarriage and was described as being difficult to fly because of poor lateral control.
In addition to the Monaco rally, the aircraft was entered in the London-Paris-London race in July of 1914; it finished second behind a Morane-Saulnier Type H. The aircraft was modified for the race, being given new, extremely flexible wings and a more practical landing gear with shock absorbers. Unfortunately, these changes did nothing to ease the Type O's handling difficulties.
At least one Type O was in existence at the beginning of the war but it is not known if it was impressed by the Aviation Militaire or Aviation Maritime.
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In 1913 the Types G and H appeared and it was these aircraft and their variants that would play a key role in the development of the world's first true fighters - the Types L, H, and N. During the war the firm developed long-range reconnaissance, army cooperation, fighter, and strategic bomber aircraft.
Prewar Morane-Saulnier Aircraft
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4. Type F (1911) with an 80-hp Gnome; two built for Romania.
5. Type G-see text.
6. Type H-see text.
7. Type GA (1912) with a 60-hp Le Rhone; development of Type G.
8. Type GB (1912) with an 80-hp Gnome; development of Type G.
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10. Type BI (1913) with an 80-hp Gnome; two-seat monoplane.
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Morane-Saulnier WR
There appear to have been two airplanes given the WR designation. The first was a floatplane modification of the Type G which served with the Imperial Russian navy, which designated it the Type WR (see entry for Type G below).
The other Type WR was an armored airplane designed to meet the 1913 specification for a two-seat armored reconnaissance machine. Power was supplied by an 80-hp Gnome and the machine cost 37,000 FF. It is not known if any of these were in service with the Aviation Militaire at the outbreak of the war.
Morane-Saulnier Single-Seat, Armored Airplane with 80-hp Gnome
Maximum speed: 131 km/h; minimum speed 85 km/h, climb to 1,000 m 5 minutes 55 seconds
Morane-Saulnier G
The Morane-Saulnier G was a single-engine monoplane with shoulder-mounted wings. It carried two crewmen seated in an elongated cockpit located in the center of the fuselage between the wings, a position which was later felt to be unsatisfactory because it severely limited downward vision. Those aircraft powered by the 60-hp Le Rhone were designated Type GA; those with the 80-hp Gnomes were designated Type GB.
Ninety-four Type Gs were ordered by the Aviation Militaire. They received the designation MoS.2. The Type G was also manufactured under license by the Grahame-White Company at Hendon; these aircraft were sold to civilian aviators in England, and later to the RFC.
Variants
There were two major developments of the Type G. One was used as a test-bed for the Garros-Hue version of the Saulnier bullet deflection system. A second fighter variant of the Type G was built in the summer of 1915. Changes included a fully faired fuselage, fixed vertical fin, modified landing gear struts, deletion of the observer's position, and fitting of an 8-mm Hotchkiss machine gun and bullet deflectors. The engine was the same as that of the Type H: an 80-hp Le Rhone 9 C. At least one of these aircraft (serial MS497) appears to have been fitted with wings similar to those used on the Type H. These aircraft were not adopted because the Morane-Saulnier Type L and N (which were more effective in the fighter role) were just entering service.
Known training variants include:
1. Type G - 80-hp Gnome two-seater, Army Type number 14.
2. Type G - 80-hp Gnome two-seater penguin, Army Type number 15.
3. Type G - 45-hp Anzani penguin. Army Type number 16.
4. Type G - 3 cylinder Anzani single-seater with undercarriage guard (to prevent nose-over), Army Type number 17.
5. Type G - 3 cylinder Anzani single-seat penguin, Army Type number 18.
6. Type G - 80-hp Le Rhone two-seat penguin, Army Type number 19.
Operational Service
A few of the surviving Type Gs may have been assigned, along with Morane-Saulnier Ls, to MS 23 and MS 26. However, French documents show that Type Ls constituted the bulk of MS 23's and MS 26’s equipment. In any event, the location of the Type G's cockpit meant that the crew's downward vision was inadequate, and it was soon replaced in the MS units by the newer Type L parasols. Most of the Type Gs were assigned to training units. Some of those used for training were fitted with either 30-hp or 45-hp Anzani engines. They were designated Morane-Saulnier 16 E1, "E" meaning ecole (or training) aircraft.
Foreign Service
Argentina
The Argentine army obtained two Type Gs in 1912.
Denmark
The Kongelige Danske Flyvevaben (Danish Army Air Service) purchased two Type Gs in 1915. These had been built under license by the Swedish firm of Thulin and were designated Thulin Bs by the firm. In Danish service they were designated M.S.1 Hugin and M.S.2 Munin. Originally both had 50-hp Gnomes. Munin was struck off charge in 1917. Hugin served until 1919 and had its 50-hp Gnome replaced by a 80-hp Gnome in 1917.
Mexico
In 1912 the Mexican government sent five army officers to the Moissant International Aviation School at Long Island, New Jersey. After learning to fly, these officers returned to Mexico, bringing with them two Morane-Saulnier monoplanes (probably Gs). The five, as well as a number of foreign mercenaries, formed the Escuadrilla de Ebano in 1915. The unit was assigned to the Northeast Army and saw action at Tamaulipas, Veracruz, and Yucatan.
Russia
The Imperial Russian Air Service usually employed its Type Gs as single-seaters. The accommodation for the observer (his seat was merely a cushion over the fuel tank) and its location at mid-wing were considered inadequate. There were two versions of the Russian Type Gs. One had a wing with a 9.3 m span; the other had a 10.2 m span. The wing surface areas were 14 sq. m and 16 sq. m respectively. Both wings had identical chords. The smaller wing had two pairs of bracing wires while the larger one had three. Most of the Russian machines used an 80-hp Le Rhone engine. The Russians liked the Type Gs because they could be transported in sections and reassembled in 11 minutes by two mechanics.
The Type Gs were initially used for unarmed reconnaissance although on occasion they were used to ram enemy airplanes. The Type Gs in service with the Imperial Russian Air Service's 11 th Air Corps were unarmed except for rifles and pistols. Initially, P.N. Nesterov, who commanded that unit, tried to use his aircraft to maneuver enemy aircraft into the ground. He also attached a blade to the rear fuselage of his aircraft in the hope of getting close enough to cut off his opponent's wings. He even tried to ensnare the propellers of enemy aircraft in a grapple hung from his plane. Finally, Nesterov devised a procedure for destroying enemy aircraft by ramming. These radical tactics were necessitated by Nesterov's inability to find machine guns suitable for mounting on an aircraft. Nesterov tried a ramming attack against an Austrian Albatros; both aircraft and their crews were destroyed in the ensuing crash. However, other Russian aviators were more successful in ramming attacks. The Type Gs remained in front-line service until mid-1915, when they were replaced by the Types L and LA parasols.
After the Gs were withdrawn from operational service they were assigned to training units. These aircraft were often fitted with nose wheels to prevent the student pilots from nosing over. Some were only used for taxying, fitted with low-powered engines such as 35-hp Anzanis. There were three basic training versions of the Russian Type G: the Type G produced in France and fitted with the Kachinsky undercarriage, the Slyusarenko trainer, and the Type G modified by a Lieutenant Fride.
The Type WR version of the Type G was built for the Russian navy and had a greenhouse fitted on the fuselage sides ahead of the wing, probably to improve the crew's vision.
In 1916 one Russian Type G was fitted with a smaller wing and a 100-hp Gnome-Monosoupape. It had a performance superior to the standard Type G and set a Russian altitude record of 5,200 m.
Approximately 20 Type Gs survived the war and were in use as late as 1923. They were assigned to the Tashkent Aviation School, the 2nd Higher School of Military Pilots, and the 1st and 2nd Military Schools of Pilots.
Spain
Three Type Gs were obtained by Spain in 1913. They were found to be lighter than the Nieuport 2s also in service and were faster and more maneuverable. Two of the Type Gs were used by the Escuadrilla de Tetuan and later for training at the Escuela Nacional de Aviacion's base at Getafe. The last Type G was withdrawn in September 1919.
Sweden
E. Thulins Aeroplansfabrik produced the Morane-Saulnier Type G under license. As mentioned above, two were built for the Danish Army Air Service and a third was delivered to the Flygkompaniet (Army Aviation service). It was given serial No.5, later redesignated 405.
Swiss
A single Type G was purchased by the Swiss Fliegertruppe in 1914. Given serial No.24, it was used to train pilots in aerial combat. It was withdrawn from service in 1919 and scrapped in the 1930s.
United Kingdom
A single Type G was impressed into British military service at the beginning of the war. It was given serial 482 and served with No.1 Reserve Airplane Squadron and later No.60 Squadron. An order for 12 additional aircraft, a combination of Type Gs and Hs, was placed in 1915. Serial numbers were 587-598.
It is believed that two Type Gs were obtained by the RNAS. These had serials 941 and 1242. The first was an impressed aircraft and was based at Eastchurch. Later it was assigned to No.2 Squadron. The second, built by Graham-White Aviation Co., was delivered to Eastchurch in December 1914. It was later sent to Hendon, then Grain.
Morane-Saulnier Type G Two-Seat Reconnaissance Plane with 80-hp Gnome
Span 9.63 m; length 6.38 m; height 3 m; wing area 16 sq. m
Empty weight 314 kg ; loaded weight 544 kg
Max. speed: 120 m/h; climb to 1,000 m in 7.0 minutes
Armament: usually none
Approximately 94 were built for the Aviation Militaire
Morane-Saulnier Type G Single-Seat Fighter with 80-hp Le Rhone 9C
Span 9.12 m; length 6.620 tn; height 2.54 m
Payload 195 kg
Armament: one unsynchronized 8-mm Hotchkiss machine gun
Morane-Saulnier Type G Two-Seat Reconnaissance Plane with 80-hp Le Rhone and Russian-built 14 sq. m Wing
Span 9.3 m; length 6.7 m; height 3.0 m
Empty weight 340 kg; loaded weight 550 kg
Maximum speed: 122 km/h; climb to 2,000 m in 17.0 minutes; ceiling 3,000 m; endurance 2.2 hours
Morane-Saulnier Type G Two-Seat Reconnaissance Plane with 80-hp Le Rhone and Russian-Built 16 sq. m Wing
Span 10.2 m; length 6.7 m; height 2.3 m
Empty weight 340 kg; loaded weight 625 kg
Maximum speed: 115 km/h; climb to 2,000 m in 25 minutes; ceiling 2,600 m; endurance 2.5 hours
Morane-Saulnier Type G Two-Seat Training Plane with 50-hp Gnome Engine Built by E. Thulins Aeroplansfabrik
Span 10.2 m; length 6.5 m; height 2.55 m; wing area 14.0 sq. m
Empty weight 370 kg; loaded weight 582 kg
Maximum speed: 135 km/h; endurance two hours
Three built
Morane-Saulnier Type H
The Morane-Saulnier Type H was a single-seat version of the two-seat Type G, having a shorter fuselage and wing span. Power was supplied by an 80-hp le Rhone 9C engine. It was flown for the first time in 1913. About 26 Type Hs were ordered by the Aviation Militaire and given the service designation MoS.1.
A version with a 45-hp Anzani was built, presumably lor use as a trainer. This type was later supplied to Portugal. Other versions had 50-hp or 60-hp Gnome engines and an enlarged wing of 13 square meters. Designated army Type 12s, it is likely that they too were used as trainers.
Operational Service
Most of the Type Hs served in Escadrille MS 31, which was formed on 24 September 1914. French documents show that at the time of its formation it had three single-seat Morane-Saulniers (with 60-hp engines) plus two in reserve. The unit was intended as an “escadrille artillerie" and was formed at Dijon-Longvic under the command of Capitaine Yence, who had four pilots. Two days later MS 31 moved to Toul where it was assigned lo the 1st Armee. By 6 November 1914 Morane-Saulnier Type Ls had replaced the Type Hs, which were sent to training units.
Two Type Hs were assigned to the C.R.P. (Camp Retranche de Paris) and armed with carbines. At least mount for the gun and may have had deflector plates on the propeller, as well as a modified cowling, spinner, and undercarriage.
Foreign Service
Germany
The Pfalz Flugzeugwerke built the Type H under license.
Portugal
The Portuguese air service obtained a single Type H in October 1916. Powered by a 45-hp Anzani engine, it had serial number MS 721 and carried the name Charge Maxima. It was assigned to the Escola de Aeronautics Militaire at Vila Nova da Rainha and probably used as a trainer.
United Kingdom
The RFC obtained several Type Hs as part of a combined order placed in early 1915 for 12 Gs and Hs. These aircraft arrived in April 1915 and were sent to 1, 2, 4, 10, and 11 Reserve Airplane Squadrons. The Type Hs were used as trainers. A second order for 24 Type Hs was placed with Grahame-White (which produced the type under license in Britain) in 1915. Serials were 5693-5716. Most served with training squadrons but some were assigned to Nos.7, 15, and 60 Squadrons.
Morane-Saulnier Type H Single-Seat Reconnaissance Plane with 80-hp Le Rhone 9C
Span 9.12 m; length 6.28 m; height 2.30 m; wing area 14.0 sq. m
Loaded weight 470 kg
Maximum speed 135 km/h; climb to 1,000 m in 3 minutes; range 280 km
Armament: one 8-mm Hotchkiss machine gun on a modified Type H and a small number of flechettes
Approximately 26 built lor Aviation Militaire; between 30 and 35 for the RFC
Morane-Saulnier Type H Single-Seat Training Plane with 45-hp Anzani engine
Span 6.37 m; length 6.37 m; height 2.30 m; wing area 14.0 sq. m
Empty weight 278 kg; loaded weight 4 38 kg
Maximum speed: 135 km/h; climb to 1,000 m in ten minutes: range 405 km; endurance three hours
Morane-Saulnier Type O
The Type O was designed by Saulnier for the Monaco aviation rally of 1914. At least two were built. The initial version had a rigid undercarriage and was described as being difficult to fly because of poor lateral control.
In addition to the Monaco rally, the aircraft was entered in the London-Paris-London race in July of 1914; it finished second behind a Morane-Saulnier Type H. The aircraft was modified for the race, being given new, extremely flexible wings and a more practical landing gear with shock absorbers. Unfortunately, these changes did nothing to ease the Type O's handling difficulties.
At least one Type O was in existence at the beginning of the war but it is not known if it was impressed by the Aviation Militaire or Aviation Maritime.
The Morane-Saulnier Type H was a single seat version of the Type G, which had a shorter fuselage and wing span.
A rare photograph showing that at least one Morane-Saulnier Type H was used by the Belgians; no further details are available. R. Verhegghen via Colin Owers.
A Morane-Saulnier Type G of the IRAS. In Russian service the Type Gs were initially used in the unarmed reconnaissance role, although on occasion they were used to ram enemy airplanes.
Prewar Morane-Saulnier Aircraft
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12. Hydrobiplane 1912 - floatplane of biplane configuration used in the 1912 Monaco seaplane races.
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12. Hydrobiplane 1912 - floatplane of biplane configuration used in the 1912 Monaco seaplane races.
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Prewar Morane-Saulnier Aircraft
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9. Type G seaplane - used as a racer at Monaco.
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11. Type WR - modification of Type G seaplane built for the Imperial Russian Navy and, also, an armored airplane built for the Aviation Militaire (see text).
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Morane-Saulnier WR
There appear to have been two airplanes given the WR designation. The first was a floatplane modification of the Type G which served with the Imperial Russian navy, which designated it the Type WR (see entry for Type G below).
The other Type WR was an armored airplane designed to meet the 1913 specification for a two-seat armored reconnaissance machine. Power was supplied by an 80-hp Gnome and the machine cost 37,000 FF. It is not known if any of these were in service with the Aviation Militaire at the outbreak of the war.
Morane-Saulnier Single-Seat, Armored Airplane with 80-hp Gnome
Maximum speed: 131 km/h; minimum speed 85 km/h, climb to 1,000 m 5 minutes 55 seconds
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9. Type G seaplane - used as a racer at Monaco.
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11. Type WR - modification of Type G seaplane built for the Imperial Russian Navy and, also, an armored airplane built for the Aviation Militaire (see text).
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Morane-Saulnier WR
There appear to have been two airplanes given the WR designation. The first was a floatplane modification of the Type G which served with the Imperial Russian navy, which designated it the Type WR (see entry for Type G below).
The other Type WR was an armored airplane designed to meet the 1913 specification for a two-seat armored reconnaissance machine. Power was supplied by an 80-hp Gnome and the machine cost 37,000 FF. It is not known if any of these were in service with the Aviation Militaire at the outbreak of the war.
Morane-Saulnier Single-Seat, Armored Airplane with 80-hp Gnome
Maximum speed: 131 km/h; minimum speed 85 km/h, climb to 1,000 m 5 minutes 55 seconds
Morane-Saulnier Types L and LA
The Type L was to be the first of a large series of reconnaissance aircraft produced lor the Aviation Militaire by the Morane-Saulnier firm. It was developed from the prewar Morane-Saulnier Type G, which, alter being converted to a parasol configuration, was designated the MoS.19. It retained lhe slab-sided fuselage of the standard Type G but the undercarriage was modified. The parasol wing also had the same airfoil section of the Type G.
The standard Type L was developed from the MoS. 19. One of the most important differences between the two aircraft was the cockpit layout. Unlike lhe Type G, which had used a bathtub layout, the Type L featured a larger cockpit with separate seats tor each crewman. It was designated the MoS.3.
The Type L had a slab-sided fuselage with four spars made of ash and joined by transverse spars of either ash or pine. The wing spars were made of ash. The Type L used wing warping for lateral control, and the cables for supporting landing loads were attached to a prominent central pylon and held in place by iron fasteners. The wing incidence was set at eight degrees. The very small fin and rudder were made of steel tubing and covered with cloth. The rudder was held in place by two metal hinges and the lower portion of the rudder was attached directly to the tail skid support. The horizontal surfaces consisted of two separate balanced elevators that made the Type L sensitive in flight.
There were three fuel tanks; two were located in the nose ahead of the pilot. The tank on the right held 70 liters of fuel while the left held 34 liters. This asymmetry made it necessary to place a counterweight in the right wing. There was also a 34-liter tank in the rear of the fuselage. The undercarriage supports had an M configuration when viewed from the front and there were two V-shaped steel struts for lateral support. The two wheels were supported by a single axis. Each wheel had bungee cords to serve as shock absorbers.
It does not appear that the Aviation Militaire was interested in purchasing the Type L. However, the French government gave the Morane-Saulnier firm permission to sell 50 of them to Turkey. They were awaiting shipment when the war began, and they were soon impressed by the French War Ministry. All these aircraft had been powered by 50-hp Gnome engines; in French service many were fitted with 80-hp Le Rhone 9Cs or Gnomes. Approximately 600 Type Ls would be produced by France during the war.
Operational Service
The Type L quickly replaced the Morane-Saulnier G and H. The preference for the Type L was probably due as much to its parasol wing as to its maneuverability. The parasol wing provided the pilot and observer with an outstanding field of view, greatly enhancing the Type L's usefulness in artillery spotting and reconnaissance missions. The escadrilles with Morane-Saulnier Ls were under the direct control of the Groupes d'Armee, while the escadrilles with Caudron G.3s and Voisin 3s were attached to the Corps d'Armee for army cooperation and light bombing missions.
The Morane-Saulnier escadrilles were used for reconnaissance, bombing and, most importantly, fighter patrols. It was the latter mission that would make the Type L famous in 1915.
MS 23 was created on 15 August 1914 and was equipped with some of the ex-Turkish Type Ls. It was initially based at Toul and assigned to the 2nd Armee for the entire time it was equipped with Morane-Saulnier aircraft. MS 23 began flying fighter patrols on 13 March. On 11 May Sergeant Lacrouze forced an enemy aircraft down.
MS 26 was formed on 26 August 1914 with four aircraft and was based at Amiens and then Saint-Souplet, where it participated in the Battle of the Marne. From there MS 26 moved to Anvers, Ostende, Dunkerque, and Saint Pol. It flew a number of fighter patrols over Dunkerque in February 1915. The unit was able to drive off German aircraft on 27 March, 1 April, 13 June, and 16 June. An airplane of MS 26 (at this time serving in the 36th C.A. area) forced an enemy aircraft to land on 15 May. Another German aircraft was forced down on 13 June. A German seaplane was machine gunned by a Morane-Saulnier Parasol on 15 June. On 31 July a German fighter with two machine guns was driven off, apparently without damage to either aircraft.
MS 31 was created on 24 September 1914 at Dijon-Longvic, initially with Type Hs. In November, while based at Toul, MS 31 re-equipped with Type Ls. Three aircraft of MS 31 succeeded in driving off German aircraft on 18 February 1915. On 27 March Sergeant Jensen and Marechal-des-Logis Morel fired at a German airplane and forced it to jettison its bombs. Aircraft of MS 31, which were now armed with Lewis machine guns, drove off two enemy aircraft on 2 April. Other inconclusive attacks took place on 4, 13, 18, and 27 April. Lieutenant Schlumbereger and his observer, Sous-Lieutenant Pardieu, attacked an Aviatik which replied with its machine gun and Pardieu was wounded. The unit's first victory did not occur until 22 September, when Adjudant Bourhis destroyed a German reconnaissance aircraft. He achieved the unit's second, and last, victory while equipped with Morane parasols on 10 October. The unit lost two type Ls to enemy aerial activity.
Most of the time these units flew a combination of reconnaissance, artillery spotting, and light bombing missions. The bombing missions consisted of dropping large numbers of finned darts (flechettes). Although crude, this method of attack was an effective psychological weapon. MS 31 used its aircraft to attack the German airship hangars at Metz-Frescaty.
The Type Ls were also used to attack German balloons, and it was a modified Type L that achieved the distinction of becoming the world's first true fighter. Roland Garros, an aggressive pilot assigned to MS 26, insisted that his observer carry a loaded carbine whenever they flew. After several unsuccessful attempts to shot down an enemy plane, the commanding officer of MS 26 decreed that the unit would henceforth fly unarmed reconnaissance missions.
Despite these early failures, the superb qualities of the Type L were widely appreciated. In October 1914 Colonel Bares, Chef du Service Aeronautique aux Armees, specified that the Type L was the preferred aircraft for aerial combat. The Morane-Saulnier Ls were to be armed with rifles, carbines, or Lewis guns; these weapons were to be fired by the observer.
In 1915 seven more Morane-Saulnier escadrilles were formed. The first of these new units were:
MS 37, also formed in January and based at the airfield at Chateaufort. Assigned to the 3rd Armee, MS 37 participated in the battles at Argonne and Verdun. It flew fighter patrols beginning in mid-February 1915. On 28 March the type Ls drove off a German aircraft and on 4 and 5 June several more German planes were attacked, apparently without significant damage to either side. Capitaine Quilliem and Lieutenant d'Anohold engaged in a ten-minute dogfight with an Aviatik on 6 June; both sides escaped without damage. The next recorded combats occurred on 9, 12 17, 19, and 30 July without result. A Fokker E.III was attacked on 19 August as were two Aviatiks; again, there were no recorded results of either attack. There were more encounters with German aircraft on 13, 14, and 18 September.
MS 38, created on 8 January 1915, based at Chalons-sur-Marne and assigned to the 4th Armee. MS 38's first recorded encounter with a German airplane was on 19 March when an Aviatik was driven off. Other, equally inconclusive, combats took place on 14, 18, and 21 April. While a number of other fighter patrols were flown by MS 38, no victories were recorded.
MS 12, formed in February 1915 when N 12 retired its Nieuport 6s for Type Ls. It was assigned to the 5th Armee. MS 12 began to fly fighter patrols on 5 March. On 1 April Sergeant Navarre and Sous-Lt. Robert attacked an Aviatik and fired several carbine rounds at it, forcing it to land. Another combat occurred 14 April when Sergeant Navarre engaged a German aircraft. Enemy aircraft were driven off by MS 12 on 3 June. Other German airplanes were attacked on 15 June and 3 July.
MS 3, formed in March when BL 3 switched from Bleriot 11s to the Morane-Saulnier Ls. The commander was Capitaine Brocard who, convinced of the importance of fighter aircraft, would lead his pilots (including Guynemer) to a number of victories. MS 3 was assigned to the 6th Armee. It recorded its first Type L victory on 19 July when an Aviatik C of Feldfliegerabteilung 26 was destroyed. MS 3 did not destroy another German plane until September 1915. However, there were a number of successful fighter patrols that accomplished the unit's mission without having to destroy a German plane. For example, on 27 March and 8 September type Ls of MS 3 attacked German aircraft and forced them to jettison their bombs. There were other encounters with enemy planes which, while inconclusive, resulted in the German aircraft retreating. A number of other combats took place in the fall and winter of 1915 and three victories were scored by Guynemer.
MS 48, created on 29 March 1915 and initially assigned to the Fortress of Verdun. During April the escadrille was assigned to the D.A.L. (Army of Lorraine) with which it remained for the duration of 1915. MS 48's crews engaged in few aerial combats. A type L destroyed a German machine on 15 April; the French gunner was armed with only a carbine. The French, however, were not always the victors; on 22 June a type L was severely damaged by a Fokker E.III. There were a number of inconclusive combats in the spring and summer of 1915; again, these were at least partially successful in that they forced the German aircraft to withdraw. MS 48 also provided fighter cover for Voisin and M.F.11 bombers.
MS 15, created in March when REP 15 retired its R.E.P.Ns in April. It was assigned to the 10th Armee. Along with MF 16 and N 57, MS 15 would perform bomber escort and fighter patrol duties until late 1915. It became a dedicated fighter unit during 1915. Most of the time it flew fighter patrols accompanied by Nieuport 10s and Maurice Farman M.F.11 "fighters" of N 57 and MF 16 respectively. No air-to-air victories were recorded for MS 15 in the GQG daily operational reports.
MS 49, formed in April 1915. Assigned to the D.A.L., it was the first unit to be created specifically as a fighter escadrille. MS 49 flew a number of fighter patrols throughout 1915. In May 1915, a large number of combats occurred, but the first recorded aerial victory did not occur until 4 June when Sergeant Gilbert destroyed an enemy plane. He scored additional victories on 7 and 17 June, Adjudant Pegoud brought down an Aviatik on 11 July.
Although the Type L did not achieve a large number of aerial victories it was used successfully for fighter patrol and bomber escort duties throughout 1915. The Type Ls were at times able to provide fighter coverage over large areas of the front.
The efficacy of the Type L as a fighter was limited by its armament - a single Lewis gun fired by the observer. However, Roland Garros flew a modified Type L which had a forward-firing machine gun and bullet deflectors on the propeller blades. The central wing cutout was deleted. Initial trials had been performed on a Type G, but operational missions were flown with the Type L. As mentioned above, Garros had failed to destroy any enemy aircraft in 1914 but, on 1 April 1915 he brought down a German airplane. There were two more victories, one on 15 April and the third, and last, on 18 April. During the latter Garros' aircraft was brought down by ground fire. In spite of these victories, the French authorities canceled orders that had been placed for Garros-designed deflector-equipped Type Ls. A few Type Ls with deflectors were built but may have been standard machines modified in the field. In any event, by late 1915 the Type L fighters had been replaced by Nieuport 10s.
On 22 August 1915 there were 57 Morane-Saulniers in service at the front; most these would have been Type Ls. There were seven more with training units and six available for service at the front. The total of 70 Morane-Saulniers represented almost 10 percent of all aircraft in service with the Aviation Militaire.
While the Type L had been successful, the Morane-Saulnier firm attempted to improve the design. A modified Type L was designated the Type LA, which stood for Type L with ailerons. The fuselage of the LA was more streamlined with a nearly circular cross-section provided by full-length side fairings and dorsal and ventral deckings. A conical spinner was used and the fixed tail surfaces were enlarged. The engine remained the 80-hp Le Rhone 9C. The wing was entirely new with tapered ailerons. Most aircraft carried a single 7.7-mm machine gun fired by the observer. However, at least one LA was equipped with a Hotchkiss gun that fired through an airscrew fitted with bullet deflectors.
The Type LA was tested in late 1914 and entered service during the summer of 1915. It was given the SFA designation MoS.4. LAs served alongside the Type Ls in MS 3, 12, 15, 23, 26, 31, 37, 38, 48, and 49. Their career was cut short by the appearance of the superior Nieuport 10 and 11 series, which proved to be far more suitable for aerial combat.
In addition to aerial combat, many of the missions flown by the L- and LA-equipped escadrilles were for army cooperation and reconnaissance. The MS units were assigned five main missions during 1915. These were:
1. Fighter patrols to establish aerial superiority and prevent German aircraft from completing bombing and reconnaissance operations. These sorties were initially called vols de barrage (barrage flights).
2. Reconnaissance of the French fortifications.
3. Reconnaissance of German supply and communication lines.
4. Bomber escort.
5. Leaflet dropping. However, the variety of missions undertaken by the MS units is even greater than that shown in this list. For example, MS escadrilles flew Zeppelin patrols and were even used to drop spies behind the enemy lines. Many of the MS units also flew artillery spotting missions during the first few months of 1915. The MS escadrilles were also assigned the task of destroying German observation balloons.
During 1915 the MS units continued to undertake bombing missions, including attacks on the Zeppelin sheds at Friedrichshafen, enemy troop concentrations, and even dropping flechettes on balloons.
The Morane-Saulnier Types L and LA had proved to be remarkably versatile and were effective in virtually any mission they were called upon to perform. However, the pace of aeronautical development was so rapid that by the summer of 1915 both types were obsolescent.
The more modern Nieuport 10 was far superior to the Morane-Saulniers and began to replace the Ls and LAs in the fall of 1915. ft was natural that the Nieuport 10 fighters would be supplied first to the MS units as most of these escadrilles had become dedicated fighter units. MS 37 became the first MS unit to re-equip completely with Nieuport 10s when it received the N 37 designation in July 1915. By 20 September 1915 the remaining escadrilles using Type Ls and LAs (MS 3, 12, 15, 23, 26, 31, 38, 48, and 49) had all been designated as Nieuport escadrilles. By February 1916 there were only 59 Type Ls and LAs on strength with the Aviation Militaire. Eighteen were in service at the front and 41 were being used by training units. It is likely that by mid-1916 those aircraft in front-line service had been replaced.
Foreign Service
Belgium
Several examples of the Morane-Saulnier Type L were obtained by the Belgian air service for evaluation. They were used as fighter trainers by the schools at Etampes and Calais.
Czechoslovakia
A single Morane-Saulnier Type L was captured from the Russians and used by the Czech air service postwar.
Finland
Finland acquired two license-built Morane-Saulnier Ls from the Swedish Thulin firm in 1918. These were probably identical to aircraft which had been used by the Swedish army aviation service (see below).
Germany
The Pfalz Flugzeugwerke built the Type L (and Type H) under license. Designated E.Is (and E.IIs when given more powerful engines and longer wings), the Type Hs saw front-line service.
Netherlands
A single Morane-Saulnier Type L was obtained on 22 January 1915 when an RFC machine, serial 1845, landed at Schore op Walcheren. It was assigned serial LA 35, which was later changed to M-23 and then M-4 at the end of 1918.
Peru
Three or four Morane-Saulnier parasols (probably Type LAs) were taken to Peru by the French military mission in November 1919. They were assigned to the Centro de Aviacion Militar at Maranga.
Poland
When Polish personnel formed the Polish Aviation Unit on 23 October 1917 its equipment included a single Morane-Saulnier Parasol (either a Type L or LA which was probably captured from the Russians). The 2nd Polish Combat Aviation Unit also had a single Morane-Saulnier Parasol when it was formed in December 1917. Finally, the 1st Polish Aviation Base had some Type Ls and LAs on strength as late as March 1918.
Romania
In 1915 six Type LAs were purchased from France. Two went to the Escadrilla Allungare Aviatie Inamica (Squadron for Protection Against Enemy Aircraft) assigned to Grupul 1 and two went to Alungare Aviatie Inamica assigned to Grupul 2.
There were only four Type LAs in service when war was declared on 27 August 1916. By late 1916 only one was still serviceable, assigned to Grupul 1.
Russia
The Morane-Saulnier Type L was produced under license by the Dux and Lebedev plants. The Dux plant produced 400 and the Lebedev plant built 30. An additional 100 were imported from France. They were widely used for armed reconnaissance. Some were used as fighters and probably served with the 1st Fighter Group (assigned to the 11th Army), the 2nd Group (Southwest Front), and the 3rd Group (Western Front). However, by 1916 the Type Ls were replaced by Nieuport 10s and 11s. The total number of Morane-Saulnier Parasols (Types L and P) still in service in mid-1917 was as follows:
1. March 1917: Northern front (10); western front (17); southwestern front (15); Romanian front (15); Caucasus front (9).
2. June 1917: Northern front (5); western front (8); southwestern/Romanian fronts (7); Caucasus front (35).
Once the Type Ls were retired from the front they were utilized as trainers, and some were in service until 1925. In 1923 the 1st Higher School of Military Pilots in Moscow had 12, and the 2nd Higher School of Military Pilots as well as the 1st and 2nd Military Schools of Pilots also had some on strength.
One Type LA was in use with the Military School of Pilots and Observers and the 2nd Military School of Pilots as late as 1924. The Siberian Air Fleet of Admiral Kolchak had one Type L on strength.
Sweden
A single Morane-Saulnier Type L was obtained in 1914. It was assigned serial number 5 (subsequently changed to 405) and struck off charge in June 1918.
E.Thulins Aeroplansfabrik (later renamed AB Enoch Thulins Aeroplansfabrik) built the Type L under license as the Thulin D. At least five were built in 1917 and given construction numbers D 1 through 5. The initial version of the Thulin D, which was exhibited at the Stockholm aviation exhibit in May 1915, had a 50-hp Gnome engine. Subsequent machines had a 90-hp Thulin A engine. Two were used by the Flygkompaniet in 1915, assigned serials 15 and 19. The aircraft were subsequently assigned, after reconditioning at the Thulin plant, to the flying school in 1918. Two other Thulin Ds were built in 1918 for use at the flying school; they carried registration numbers S-AAF and S-AAG.
Switzerland
A single Type L was obtained on 24 June 1915 alter the aircraft landed near Rheinfelden following a raid on the Zeppelin hangar at Friedrichshafen. Given serial number 31, it was used to train pilots in air combat. It entered the civil register as CH-32 on 7 December 1919.
Ukraine
At least three Morane parasols were obtained from the Russians in 1918. These aircraft had serials 413/252, 629, and 908.
United Kingdom
Morane-Saulnier L
More than 50 Type Ls were purchased by the RFC. Many of these were assigned to No. 3 Squadron, which had 14 on strength by April 1915, and by the end of 1915 No.1 Squadron had also reequipped with 13 Type Ls. The Type Ls were replaced by Type LAs in 1916. After being retired from Nos.1 and 3 Squadrons, the Type Ls were allocated to Training Squadrons 15 and 25.
The RNAS acquired 25 Type Ls in 1915. These were assigned to 1 Wing (St. Pol), 2 Wing (Mudros), 3 Wing (Imbros), and 5 Wing (Dover). Serial numbers were 3239-3263 and the airplanes were obtained directly from the Morane-Saulnier firm.
Morane-Saulnier LA
The Type LA began to enter service with the RFC in late 1915. It was used to replace the more antiquated Type Ls in service with 1 and 3 Squadrons and also equipped 7, 12, and 60 Squadrons. The aircraft were found to be difficult to fly and it seems that modifications to the wings had to be made to permit continued service use. As with the Type Ls, the main functions of the Type LAs were reconnaissance, army cooperation, and light bombing. For example, three Type LAs made attacks on German Zeppelin sheds at Brussels on 2 August 1916. The LAs were even used for spy-dropping missions behind enemy lines. The Type LAs were slowly replaced by the Type P in early 1917. The retired Type LAs were then turned over to training units such as the Pilot's School at No.1 Aircraft Depot at St.-Omer and the Reserve Airplane Squadron No.1. By March 1917 it was decided to replace the Type LAs with Bristol Scouts and the aircraft were returned to Britain.
Morane-Saulnier Type L Two-Seat Reconnaissance Plane and Fighter with 80-hp Le Rhone 9C
Span 11.20 m; length 6.88 m; height 3.93 m; wing area 18.3 sq. m
Empty weight 385 kg; loaded weight 650 kg
Maximum speed: 125 km/h at sea level; climb to 1,000 m in 8 minutes; climb to 2,000 m in 18 minutes 30 seconds; endurance 4 hours
Armament: a 7.7-mm Lewis gun fired by the observer or rifles and carbines; occasionally flechettes or two 155-mm bombs were carried
A total of 600 were built
Morane-Saulnier Type LA Two-Seat Reconnaissance Plane and Fighter with 80-hp Le Rhone
Span 10.90 m; length 7.078 m; height 3.85 m; wing area 18.3 sq. m
Empty weight 400 kg; loaded weight 650 kg
Maximum speed: 135 km/h at sea level; 135 km/h at 2,000 m; climb to 1,000 m in 6 minutes 10 seconds; climb to 2,000 m in 15 minutes 25 seconds; climb to 3,000 m in 29 minutes 25 seconds; endurance 2.5 hours.
Armament: a 7.7-mm Lewis gun fired by the observer or rifles and carbines; occasionally flechettes or two 155-mm bombs were carried. At least one airplane used a 8-mm Hotchkiss.
Morane-Saulnier Type L Two-Seat Reconnaissance Plane and Fighter with 80-hp Gnome or Le Rhone 9C Engine Produced Under License by Dux and Lebedev
Span 11.20 m; length 6.88 m; height 3.93 m; wing area 18.3 sq. m
Empty weight 375 kg (Gnome); 395 kg (Le Rhone 9C); loaded weight 650 kg; (Gnome); 670 kg (Le Rhone 9C)
Maximum speed: 119 km/h (Gnome) and 127 km/h (Le Rhone 9C); climb to 1,000 m in 8 minutes (Gnome); 1,000 m in 6 minutes (Le Rhone 9C); climb to 2,000 m in 18 minutes 30 seconds (Gnome); 15 minutes (Le Rhone 9C); climb to 3,000 m in 33 minutes; ceiling 3,500 m: endurance 2.6 hours
A total of 400 were built by Dux and approximately 30 by Lebedev
The Type L was to be the first of a large series of reconnaissance aircraft produced lor the Aviation Militaire by the Morane-Saulnier firm. It was developed from the prewar Morane-Saulnier Type G, which, alter being converted to a parasol configuration, was designated the MoS.19. It retained lhe slab-sided fuselage of the standard Type G but the undercarriage was modified. The parasol wing also had the same airfoil section of the Type G.
The standard Type L was developed from the MoS. 19. One of the most important differences between the two aircraft was the cockpit layout. Unlike lhe Type G, which had used a bathtub layout, the Type L featured a larger cockpit with separate seats tor each crewman. It was designated the MoS.3.
The Type L had a slab-sided fuselage with four spars made of ash and joined by transverse spars of either ash or pine. The wing spars were made of ash. The Type L used wing warping for lateral control, and the cables for supporting landing loads were attached to a prominent central pylon and held in place by iron fasteners. The wing incidence was set at eight degrees. The very small fin and rudder were made of steel tubing and covered with cloth. The rudder was held in place by two metal hinges and the lower portion of the rudder was attached directly to the tail skid support. The horizontal surfaces consisted of two separate balanced elevators that made the Type L sensitive in flight.
There were three fuel tanks; two were located in the nose ahead of the pilot. The tank on the right held 70 liters of fuel while the left held 34 liters. This asymmetry made it necessary to place a counterweight in the right wing. There was also a 34-liter tank in the rear of the fuselage. The undercarriage supports had an M configuration when viewed from the front and there were two V-shaped steel struts for lateral support. The two wheels were supported by a single axis. Each wheel had bungee cords to serve as shock absorbers.
It does not appear that the Aviation Militaire was interested in purchasing the Type L. However, the French government gave the Morane-Saulnier firm permission to sell 50 of them to Turkey. They were awaiting shipment when the war began, and they were soon impressed by the French War Ministry. All these aircraft had been powered by 50-hp Gnome engines; in French service many were fitted with 80-hp Le Rhone 9Cs or Gnomes. Approximately 600 Type Ls would be produced by France during the war.
Operational Service
The Type L quickly replaced the Morane-Saulnier G and H. The preference for the Type L was probably due as much to its parasol wing as to its maneuverability. The parasol wing provided the pilot and observer with an outstanding field of view, greatly enhancing the Type L's usefulness in artillery spotting and reconnaissance missions. The escadrilles with Morane-Saulnier Ls were under the direct control of the Groupes d'Armee, while the escadrilles with Caudron G.3s and Voisin 3s were attached to the Corps d'Armee for army cooperation and light bombing missions.
The Morane-Saulnier escadrilles were used for reconnaissance, bombing and, most importantly, fighter patrols. It was the latter mission that would make the Type L famous in 1915.
MS 23 was created on 15 August 1914 and was equipped with some of the ex-Turkish Type Ls. It was initially based at Toul and assigned to the 2nd Armee for the entire time it was equipped with Morane-Saulnier aircraft. MS 23 began flying fighter patrols on 13 March. On 11 May Sergeant Lacrouze forced an enemy aircraft down.
MS 26 was formed on 26 August 1914 with four aircraft and was based at Amiens and then Saint-Souplet, where it participated in the Battle of the Marne. From there MS 26 moved to Anvers, Ostende, Dunkerque, and Saint Pol. It flew a number of fighter patrols over Dunkerque in February 1915. The unit was able to drive off German aircraft on 27 March, 1 April, 13 June, and 16 June. An airplane of MS 26 (at this time serving in the 36th C.A. area) forced an enemy aircraft to land on 15 May. Another German aircraft was forced down on 13 June. A German seaplane was machine gunned by a Morane-Saulnier Parasol on 15 June. On 31 July a German fighter with two machine guns was driven off, apparently without damage to either aircraft.
MS 31 was created on 24 September 1914 at Dijon-Longvic, initially with Type Hs. In November, while based at Toul, MS 31 re-equipped with Type Ls. Three aircraft of MS 31 succeeded in driving off German aircraft on 18 February 1915. On 27 March Sergeant Jensen and Marechal-des-Logis Morel fired at a German airplane and forced it to jettison its bombs. Aircraft of MS 31, which were now armed with Lewis machine guns, drove off two enemy aircraft on 2 April. Other inconclusive attacks took place on 4, 13, 18, and 27 April. Lieutenant Schlumbereger and his observer, Sous-Lieutenant Pardieu, attacked an Aviatik which replied with its machine gun and Pardieu was wounded. The unit's first victory did not occur until 22 September, when Adjudant Bourhis destroyed a German reconnaissance aircraft. He achieved the unit's second, and last, victory while equipped with Morane parasols on 10 October. The unit lost two type Ls to enemy aerial activity.
Most of the time these units flew a combination of reconnaissance, artillery spotting, and light bombing missions. The bombing missions consisted of dropping large numbers of finned darts (flechettes). Although crude, this method of attack was an effective psychological weapon. MS 31 used its aircraft to attack the German airship hangars at Metz-Frescaty.
The Type Ls were also used to attack German balloons, and it was a modified Type L that achieved the distinction of becoming the world's first true fighter. Roland Garros, an aggressive pilot assigned to MS 26, insisted that his observer carry a loaded carbine whenever they flew. After several unsuccessful attempts to shot down an enemy plane, the commanding officer of MS 26 decreed that the unit would henceforth fly unarmed reconnaissance missions.
Despite these early failures, the superb qualities of the Type L were widely appreciated. In October 1914 Colonel Bares, Chef du Service Aeronautique aux Armees, specified that the Type L was the preferred aircraft for aerial combat. The Morane-Saulnier Ls were to be armed with rifles, carbines, or Lewis guns; these weapons were to be fired by the observer.
In 1915 seven more Morane-Saulnier escadrilles were formed. The first of these new units were:
MS 37, also formed in January and based at the airfield at Chateaufort. Assigned to the 3rd Armee, MS 37 participated in the battles at Argonne and Verdun. It flew fighter patrols beginning in mid-February 1915. On 28 March the type Ls drove off a German aircraft and on 4 and 5 June several more German planes were attacked, apparently without significant damage to either side. Capitaine Quilliem and Lieutenant d'Anohold engaged in a ten-minute dogfight with an Aviatik on 6 June; both sides escaped without damage. The next recorded combats occurred on 9, 12 17, 19, and 30 July without result. A Fokker E.III was attacked on 19 August as were two Aviatiks; again, there were no recorded results of either attack. There were more encounters with German aircraft on 13, 14, and 18 September.
MS 38, created on 8 January 1915, based at Chalons-sur-Marne and assigned to the 4th Armee. MS 38's first recorded encounter with a German airplane was on 19 March when an Aviatik was driven off. Other, equally inconclusive, combats took place on 14, 18, and 21 April. While a number of other fighter patrols were flown by MS 38, no victories were recorded.
MS 12, formed in February 1915 when N 12 retired its Nieuport 6s for Type Ls. It was assigned to the 5th Armee. MS 12 began to fly fighter patrols on 5 March. On 1 April Sergeant Navarre and Sous-Lt. Robert attacked an Aviatik and fired several carbine rounds at it, forcing it to land. Another combat occurred 14 April when Sergeant Navarre engaged a German aircraft. Enemy aircraft were driven off by MS 12 on 3 June. Other German airplanes were attacked on 15 June and 3 July.
MS 3, formed in March when BL 3 switched from Bleriot 11s to the Morane-Saulnier Ls. The commander was Capitaine Brocard who, convinced of the importance of fighter aircraft, would lead his pilots (including Guynemer) to a number of victories. MS 3 was assigned to the 6th Armee. It recorded its first Type L victory on 19 July when an Aviatik C of Feldfliegerabteilung 26 was destroyed. MS 3 did not destroy another German plane until September 1915. However, there were a number of successful fighter patrols that accomplished the unit's mission without having to destroy a German plane. For example, on 27 March and 8 September type Ls of MS 3 attacked German aircraft and forced them to jettison their bombs. There were other encounters with enemy planes which, while inconclusive, resulted in the German aircraft retreating. A number of other combats took place in the fall and winter of 1915 and three victories were scored by Guynemer.
MS 48, created on 29 March 1915 and initially assigned to the Fortress of Verdun. During April the escadrille was assigned to the D.A.L. (Army of Lorraine) with which it remained for the duration of 1915. MS 48's crews engaged in few aerial combats. A type L destroyed a German machine on 15 April; the French gunner was armed with only a carbine. The French, however, were not always the victors; on 22 June a type L was severely damaged by a Fokker E.III. There were a number of inconclusive combats in the spring and summer of 1915; again, these were at least partially successful in that they forced the German aircraft to withdraw. MS 48 also provided fighter cover for Voisin and M.F.11 bombers.
MS 15, created in March when REP 15 retired its R.E.P.Ns in April. It was assigned to the 10th Armee. Along with MF 16 and N 57, MS 15 would perform bomber escort and fighter patrol duties until late 1915. It became a dedicated fighter unit during 1915. Most of the time it flew fighter patrols accompanied by Nieuport 10s and Maurice Farman M.F.11 "fighters" of N 57 and MF 16 respectively. No air-to-air victories were recorded for MS 15 in the GQG daily operational reports.
MS 49, formed in April 1915. Assigned to the D.A.L., it was the first unit to be created specifically as a fighter escadrille. MS 49 flew a number of fighter patrols throughout 1915. In May 1915, a large number of combats occurred, but the first recorded aerial victory did not occur until 4 June when Sergeant Gilbert destroyed an enemy plane. He scored additional victories on 7 and 17 June, Adjudant Pegoud brought down an Aviatik on 11 July.
Although the Type L did not achieve a large number of aerial victories it was used successfully for fighter patrol and bomber escort duties throughout 1915. The Type Ls were at times able to provide fighter coverage over large areas of the front.
The efficacy of the Type L as a fighter was limited by its armament - a single Lewis gun fired by the observer. However, Roland Garros flew a modified Type L which had a forward-firing machine gun and bullet deflectors on the propeller blades. The central wing cutout was deleted. Initial trials had been performed on a Type G, but operational missions were flown with the Type L. As mentioned above, Garros had failed to destroy any enemy aircraft in 1914 but, on 1 April 1915 he brought down a German airplane. There were two more victories, one on 15 April and the third, and last, on 18 April. During the latter Garros' aircraft was brought down by ground fire. In spite of these victories, the French authorities canceled orders that had been placed for Garros-designed deflector-equipped Type Ls. A few Type Ls with deflectors were built but may have been standard machines modified in the field. In any event, by late 1915 the Type L fighters had been replaced by Nieuport 10s.
On 22 August 1915 there were 57 Morane-Saulniers in service at the front; most these would have been Type Ls. There were seven more with training units and six available for service at the front. The total of 70 Morane-Saulniers represented almost 10 percent of all aircraft in service with the Aviation Militaire.
While the Type L had been successful, the Morane-Saulnier firm attempted to improve the design. A modified Type L was designated the Type LA, which stood for Type L with ailerons. The fuselage of the LA was more streamlined with a nearly circular cross-section provided by full-length side fairings and dorsal and ventral deckings. A conical spinner was used and the fixed tail surfaces were enlarged. The engine remained the 80-hp Le Rhone 9C. The wing was entirely new with tapered ailerons. Most aircraft carried a single 7.7-mm machine gun fired by the observer. However, at least one LA was equipped with a Hotchkiss gun that fired through an airscrew fitted with bullet deflectors.
The Type LA was tested in late 1914 and entered service during the summer of 1915. It was given the SFA designation MoS.4. LAs served alongside the Type Ls in MS 3, 12, 15, 23, 26, 31, 37, 38, 48, and 49. Their career was cut short by the appearance of the superior Nieuport 10 and 11 series, which proved to be far more suitable for aerial combat.
In addition to aerial combat, many of the missions flown by the L- and LA-equipped escadrilles were for army cooperation and reconnaissance. The MS units were assigned five main missions during 1915. These were:
1. Fighter patrols to establish aerial superiority and prevent German aircraft from completing bombing and reconnaissance operations. These sorties were initially called vols de barrage (barrage flights).
2. Reconnaissance of the French fortifications.
3. Reconnaissance of German supply and communication lines.
4. Bomber escort.
5. Leaflet dropping. However, the variety of missions undertaken by the MS units is even greater than that shown in this list. For example, MS escadrilles flew Zeppelin patrols and were even used to drop spies behind the enemy lines. Many of the MS units also flew artillery spotting missions during the first few months of 1915. The MS escadrilles were also assigned the task of destroying German observation balloons.
During 1915 the MS units continued to undertake bombing missions, including attacks on the Zeppelin sheds at Friedrichshafen, enemy troop concentrations, and even dropping flechettes on balloons.
The Morane-Saulnier Types L and LA had proved to be remarkably versatile and were effective in virtually any mission they were called upon to perform. However, the pace of aeronautical development was so rapid that by the summer of 1915 both types were obsolescent.
The more modern Nieuport 10 was far superior to the Morane-Saulniers and began to replace the Ls and LAs in the fall of 1915. ft was natural that the Nieuport 10 fighters would be supplied first to the MS units as most of these escadrilles had become dedicated fighter units. MS 37 became the first MS unit to re-equip completely with Nieuport 10s when it received the N 37 designation in July 1915. By 20 September 1915 the remaining escadrilles using Type Ls and LAs (MS 3, 12, 15, 23, 26, 31, 38, 48, and 49) had all been designated as Nieuport escadrilles. By February 1916 there were only 59 Type Ls and LAs on strength with the Aviation Militaire. Eighteen were in service at the front and 41 were being used by training units. It is likely that by mid-1916 those aircraft in front-line service had been replaced.
Foreign Service
Belgium
Several examples of the Morane-Saulnier Type L were obtained by the Belgian air service for evaluation. They were used as fighter trainers by the schools at Etampes and Calais.
Czechoslovakia
A single Morane-Saulnier Type L was captured from the Russians and used by the Czech air service postwar.
Finland
Finland acquired two license-built Morane-Saulnier Ls from the Swedish Thulin firm in 1918. These were probably identical to aircraft which had been used by the Swedish army aviation service (see below).
Germany
The Pfalz Flugzeugwerke built the Type L (and Type H) under license. Designated E.Is (and E.IIs when given more powerful engines and longer wings), the Type Hs saw front-line service.
Netherlands
A single Morane-Saulnier Type L was obtained on 22 January 1915 when an RFC machine, serial 1845, landed at Schore op Walcheren. It was assigned serial LA 35, which was later changed to M-23 and then M-4 at the end of 1918.
Peru
Three or four Morane-Saulnier parasols (probably Type LAs) were taken to Peru by the French military mission in November 1919. They were assigned to the Centro de Aviacion Militar at Maranga.
Poland
When Polish personnel formed the Polish Aviation Unit on 23 October 1917 its equipment included a single Morane-Saulnier Parasol (either a Type L or LA which was probably captured from the Russians). The 2nd Polish Combat Aviation Unit also had a single Morane-Saulnier Parasol when it was formed in December 1917. Finally, the 1st Polish Aviation Base had some Type Ls and LAs on strength as late as March 1918.
Romania
In 1915 six Type LAs were purchased from France. Two went to the Escadrilla Allungare Aviatie Inamica (Squadron for Protection Against Enemy Aircraft) assigned to Grupul 1 and two went to Alungare Aviatie Inamica assigned to Grupul 2.
There were only four Type LAs in service when war was declared on 27 August 1916. By late 1916 only one was still serviceable, assigned to Grupul 1.
Russia
The Morane-Saulnier Type L was produced under license by the Dux and Lebedev plants. The Dux plant produced 400 and the Lebedev plant built 30. An additional 100 were imported from France. They were widely used for armed reconnaissance. Some were used as fighters and probably served with the 1st Fighter Group (assigned to the 11th Army), the 2nd Group (Southwest Front), and the 3rd Group (Western Front). However, by 1916 the Type Ls were replaced by Nieuport 10s and 11s. The total number of Morane-Saulnier Parasols (Types L and P) still in service in mid-1917 was as follows:
1. March 1917: Northern front (10); western front (17); southwestern front (15); Romanian front (15); Caucasus front (9).
2. June 1917: Northern front (5); western front (8); southwestern/Romanian fronts (7); Caucasus front (35).
Once the Type Ls were retired from the front they were utilized as trainers, and some were in service until 1925. In 1923 the 1st Higher School of Military Pilots in Moscow had 12, and the 2nd Higher School of Military Pilots as well as the 1st and 2nd Military Schools of Pilots also had some on strength.
One Type LA was in use with the Military School of Pilots and Observers and the 2nd Military School of Pilots as late as 1924. The Siberian Air Fleet of Admiral Kolchak had one Type L on strength.
Sweden
A single Morane-Saulnier Type L was obtained in 1914. It was assigned serial number 5 (subsequently changed to 405) and struck off charge in June 1918.
E.Thulins Aeroplansfabrik (later renamed AB Enoch Thulins Aeroplansfabrik) built the Type L under license as the Thulin D. At least five were built in 1917 and given construction numbers D 1 through 5. The initial version of the Thulin D, which was exhibited at the Stockholm aviation exhibit in May 1915, had a 50-hp Gnome engine. Subsequent machines had a 90-hp Thulin A engine. Two were used by the Flygkompaniet in 1915, assigned serials 15 and 19. The aircraft were subsequently assigned, after reconditioning at the Thulin plant, to the flying school in 1918. Two other Thulin Ds were built in 1918 for use at the flying school; they carried registration numbers S-AAF and S-AAG.
Switzerland
A single Type L was obtained on 24 June 1915 alter the aircraft landed near Rheinfelden following a raid on the Zeppelin hangar at Friedrichshafen. Given serial number 31, it was used to train pilots in air combat. It entered the civil register as CH-32 on 7 December 1919.
Ukraine
At least three Morane parasols were obtained from the Russians in 1918. These aircraft had serials 413/252, 629, and 908.
United Kingdom
Morane-Saulnier L
More than 50 Type Ls were purchased by the RFC. Many of these were assigned to No. 3 Squadron, which had 14 on strength by April 1915, and by the end of 1915 No.1 Squadron had also reequipped with 13 Type Ls. The Type Ls were replaced by Type LAs in 1916. After being retired from Nos.1 and 3 Squadrons, the Type Ls were allocated to Training Squadrons 15 and 25.
The RNAS acquired 25 Type Ls in 1915. These were assigned to 1 Wing (St. Pol), 2 Wing (Mudros), 3 Wing (Imbros), and 5 Wing (Dover). Serial numbers were 3239-3263 and the airplanes were obtained directly from the Morane-Saulnier firm.
Morane-Saulnier LA
The Type LA began to enter service with the RFC in late 1915. It was used to replace the more antiquated Type Ls in service with 1 and 3 Squadrons and also equipped 7, 12, and 60 Squadrons. The aircraft were found to be difficult to fly and it seems that modifications to the wings had to be made to permit continued service use. As with the Type Ls, the main functions of the Type LAs were reconnaissance, army cooperation, and light bombing. For example, three Type LAs made attacks on German Zeppelin sheds at Brussels on 2 August 1916. The LAs were even used for spy-dropping missions behind enemy lines. The Type LAs were slowly replaced by the Type P in early 1917. The retired Type LAs were then turned over to training units such as the Pilot's School at No.1 Aircraft Depot at St.-Omer and the Reserve Airplane Squadron No.1. By March 1917 it was decided to replace the Type LAs with Bristol Scouts and the aircraft were returned to Britain.
Morane-Saulnier Type L Two-Seat Reconnaissance Plane and Fighter with 80-hp Le Rhone 9C
Span 11.20 m; length 6.88 m; height 3.93 m; wing area 18.3 sq. m
Empty weight 385 kg; loaded weight 650 kg
Maximum speed: 125 km/h at sea level; climb to 1,000 m in 8 minutes; climb to 2,000 m in 18 minutes 30 seconds; endurance 4 hours
Armament: a 7.7-mm Lewis gun fired by the observer or rifles and carbines; occasionally flechettes or two 155-mm bombs were carried
A total of 600 were built
Morane-Saulnier Type LA Two-Seat Reconnaissance Plane and Fighter with 80-hp Le Rhone
Span 10.90 m; length 7.078 m; height 3.85 m; wing area 18.3 sq. m
Empty weight 400 kg; loaded weight 650 kg
Maximum speed: 135 km/h at sea level; 135 km/h at 2,000 m; climb to 1,000 m in 6 minutes 10 seconds; climb to 2,000 m in 15 minutes 25 seconds; climb to 3,000 m in 29 minutes 25 seconds; endurance 2.5 hours.
Armament: a 7.7-mm Lewis gun fired by the observer or rifles and carbines; occasionally flechettes or two 155-mm bombs were carried. At least one airplane used a 8-mm Hotchkiss.
Morane-Saulnier Type L Two-Seat Reconnaissance Plane and Fighter with 80-hp Gnome or Le Rhone 9C Engine Produced Under License by Dux and Lebedev
Span 11.20 m; length 6.88 m; height 3.93 m; wing area 18.3 sq. m
Empty weight 375 kg (Gnome); 395 kg (Le Rhone 9C); loaded weight 650 kg; (Gnome); 670 kg (Le Rhone 9C)
Maximum speed: 119 km/h (Gnome) and 127 km/h (Le Rhone 9C); climb to 1,000 m in 8 minutes (Gnome); 1,000 m in 6 minutes (Le Rhone 9C); climb to 2,000 m in 18 minutes 30 seconds (Gnome); 15 minutes (Le Rhone 9C); climb to 3,000 m in 33 minutes; ceiling 3,500 m: endurance 2.6 hours
A total of 400 were built by Dux and approximately 30 by Lebedev
Morane-Saulnier Type L. The Type L was developed from a Morane-Saulnier Type G which had been converted to a parasol configuration. The Type L retained the same slab-sided fuselage and airfoil section that was used in the standard Type G.
Morane-Saulnier L. The very small fin and rudder were made of steel tubing and covered with cloth. The rudder was held in place by two metal hinges and the lower portion of the rudder was attached directly to the tail skid support.
A Morane-Saulnier L, the type used by Pulpe while assigned to escadrille MS.23 during 1915, before the squadron converted to Nieuports. He allegedly scored his first two victories while piloting this type of machine. Usually powered by the 80hp Le Rhone, it was capable of 72mph. The initial armament was a carbine; later these were exchanged for machine guns. Besides its use in France, the Morane saw extensive service in Russia.
A Morane-Saulnier L, the type used by Pulpe while assigned to escadrille MS.23 during 1915, before the squadron converted to Nieuports. He allegedly scored his first two victories while piloting this type of machine. Usually powered by the 80hp Le Rhone, it was capable of 72mph. The initial armament was a carbine; later these were exchanged for machine guns. Besides its use in France, the Morane saw extensive service in Russia.
Morane-Saulnier Type L. The crew of de Bernis and Jacotet had forced the German aircraft in the background to land and are posing with the captured plane's crew on 28 April 1915.
Morane-Saulnier Type L serial MS 274. Unlike the Type G which had used a bathtub layout, the Type L featured a larger cockpit with separate seats for each crewman. Renaud.
Morane-Saulnier Type L. The Type L used wing warping for lateral control, and the cables for supporting landing loads were attached to a prominent central pylon and held in place by iron fasteners.
Prewar Morane-Saulnier Aircraft
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13. Type M (1912) with an 80-hp Le Rhone - a monoplane with light armor to protect the pilot and engine. Three were built for the Air Ministry. (See text.)
Morane-Saulnier Type M
The Type M was an armored single-seater intended for reconnaissance. The engine was an 80-hp Gnome. Construction was of wood and, as with the preceding Types G, L, and H, control was by wing warping. The dimensions were identical to the Type G, suggesting that the M was a derivative of that design. Three were obtained by the War Ministry in 1913 but it is not known if any were used operationally. The aircraft was given the military designation MoS.13.
Morane-Saulnier Single-Seat Armored Airplane with 80-h.p. Gnome
Span 10.20 m; length 6.20 m; wing area 18 sq. m
Loaded weight 490 kg
Maximum speed: 125 km/h; climb rate 143 m per minute
Three built for Aviation Militaire
<...>
13. Type M (1912) with an 80-hp Le Rhone - a monoplane with light armor to protect the pilot and engine. Three were built for the Air Ministry. (See text.)
Morane-Saulnier Type M
The Type M was an armored single-seater intended for reconnaissance. The engine was an 80-hp Gnome. Construction was of wood and, as with the preceding Types G, L, and H, control was by wing warping. The dimensions were identical to the Type G, suggesting that the M was a derivative of that design. Three were obtained by the War Ministry in 1913 but it is not known if any were used operationally. The aircraft was given the military designation MoS.13.
Morane-Saulnier Single-Seat Armored Airplane with 80-h.p. Gnome
Span 10.20 m; length 6.20 m; wing area 18 sq. m
Loaded weight 490 kg
Maximum speed: 125 km/h; climb rate 143 m per minute
Three built for Aviation Militaire
Morane-Saulnier Type M armored aircraft. Three were obtained by the War Ministry in 1913 but it is not known if any were used operationally.
A flat plate over the front of the engine marks the military Morane Type M 1912.
A flat plate over the front of the engine marks the military Morane Type M 1912.
Morane-Saulnier Type N and Morane-Monocoque
The history of the Type N fighter can be traced back to 1912, when Morane-Saulnier and Roland Garros joined forces to design and build a 60-hp monoplane. This aircraft was used by Garros to make a flight from Tunis to Rome. The monoplane was successful enough to warrant further development and a second aircraft with an 80-hp Gnome engine and a smaller wing was built. Fitted with twin floats and designated the Type O (see below), it was entered in the 1913 Schneider Trophy race and finished second with an average speed of 92 km/h.
Probably inspired by the Deperdussin monocoque racer, which had finished first in the 1913 Schneider Trophy contest, the Morane-Saulnier firm designed another monoplane with a fully-faired fuselage. The fabric-covered fuselage had a circular cross-section; this streamlining was aided by the huge spinner that almost completely covered the engine cowling. The aircraft was entered in the Aspern meet in June 1914. When war broke out in August the Morane-Saulnier firm developed its sleek racer into a fighter designated the Type N.
The Type N was constructed primarily of wood. The wing was built around two spars with nine ribs on either side of the center section. The wings were covered with fabric except for the roots, which were covered in plywood. Control was, as with the preceding Types H and L, by wing warping. The fuselage was of wood and had a circular cross-section created by wooden stringers covered with fabric. The aircraft was not a true monocoque despite the fact that in official records it was often referred to as the Morane Monocoque.
The cowling and spinner were made of aluminum and closely covered the 80-hp Le Rhone 9C rotary. In fact, the engine was so tightly enclosed by the cowling that there was insufficient air flow to cool it. The cowling of the prototype Type N was later modified to a more streamlined shape.
The undercarriage used bungee shock absorbers. The fin, rudder, and stabilizer had wooden frameworks covered with fabric. The lower portion of the rudder was supported by the rigid tail skid.
The most important innovation of the Type N was its armament, which usually consisted of a single 8-mm Hotchkiss or 0.303 Lewis machine gun mounted on the fuselage centerline and firing through a wooden propeller fitted with deflector plates. There was always the chance of a catastrophic failure of this system, which could result in the loss of the propeller as well as the aircraft and pilot.
The first Type N to arrive at the front was flown by Roland Garros' friend Eugene Gilbert. Determined to avenge the loss of Garros, who had been captured after crashing behind enemy lines, Gilbert named his aircraft Le Vengeur. The Type N was given the company designation Nm. The m (which presumably stood for Militaire as it was an armed variant of the Type N racer) was almost never used in official correspondence concerning the aircraft. The SFA designation was MoS.5 for types with the 80-hp Gnome. This airplane had a fixed 8-mm Hotchkiss gun and an armored airscrew with deflector plates. The 8-mm Hotchkiss had a 25-round clip.
Production machines differed from Gilbert's machine in having a more aerodynamic spinner, a revised head rest fairing, an enlarged rudder, and a fixed fin that had a sharp, rather than curved, leading edge. Part of the rudder extended below the fuselage and was hinged to a small fixed fin.
According to a note dated 5 June 1915, a total of 24 Type Ns were ordered. By June 1915 ten had left the factory and it was anticipated that from 20 June to 5 August an additional 24 were to be built. Maximum speed of the Type N was given as 145 km/h and it could climb to 2000 m in 10 minutes.
After June 1915, the first ten production Type Ns had arrived at the front. These aircraft were usually assigned to MS units to provide escort for the more vulnerable Type L/LAs. MS 12, 23, and 49 are all known to have been equipped with Type Ns; reports suggest that MS 3, 37, and 48 also utilized them. French reports for 1915 rarely mention the Type N specifically, but it is likely that from July through August 1915 most of the bomber escort missions and barrage flights flown by the MS units included Type Ns.
There were numerous encounters with enemy aircraft during the summer months but most were inconclusive: the German aircraft were usually described as having been forced to withdraw and few victories were achieved.
By September 1915 the Nieuport 10 was becoming widely available, followed a few weeks later by the first Nieuport 11s. In a letter from the Ministry of War dated 7 September 1915, the Type N was preferred over the Type G and I, as well as the Nieuport 10. However, when the Type N was evaluated against the Nieuport 11 in September 1915 the results revealed the superiority of Nieuport's design and further development of the Morane-Saulnier's design was abandoned.
The Type N had been found to be a demanding, and at times dangerous, aircraft to fly. The Morane-Saulnier fighter had a tendency to stall above 3000 meters and, perhaps due to its excessive wing loading, was uncomfortable to fly. The Nieuport 10s and 11s, on the other hand, not only had superior performance but were far easier to fly. There were also reports that the Type Ns were difficult to maintain in the field. Finally, the propeller deflection system of the Type N was far less reliable than the machine gun mounting on the top wing utilized on the Nieuports.
The Type Ns continued to see very limited service in the fall ol 1915; Jean Navarre (who commanded MS 12) destroyed a German aircraft while flying a Type N on 25 October. However, by the end of 1915 the Type N had been completely withdrawn from front-line units. While the Type N saw only limited service with the Aviation Militaire, it would see more widespread use with the RNAS and RFC.
Foreign Service
Russia
The information on the Type Ns used by the Imperial Russian Air Service is distorted by the Russian authors' confusion between the modified Type G fighter, Type I, and the Type N. Shavrov reports on a single-seat "monocoque" monoplane powered by a 110-hp Le Rhone engine. This is almost certainly the Type G of 1915, which had been fitted with a Hotchkiss gun and deflector blades on the propeller. He states that a 'small number were used' and that a single experimental aircraft was 'built by the Dux plant in 1917.' He also reports that Type Ns were obtained directly from France in 1916. It had been planned to produce the Type N at the Dux plant but, for unstated reasons, this plan was never implemented. A number of Morane-Saulnier Type I fighters were also obtained by the IRAS; at least 20 had been ordered.
By mid-1916 the Russians had adopted the French practice of organizing fighter squadrons into larger units. Each of these fighter groups had between four and six squadrons. The groups were stationed at areas of the front where it was deemed essential to establish local air superiority. The 1st Fighter Group (with four squadrons) was assigned to the 11th Army, the 2nd Group served on the southwestern front, and the 3rd Fighter Group was on the western front. While most of these units were equipped with Nieuport 11s, a number of Type Gs, Is, and Ns (collectively and inaccurately known as Morane 'Monocoques') were also being used. On 1 March 1917 there were 12 Morane "Monocoques" of all types at the front distributed as follows: northern front (1); western front (3); southwestern front (6); and the Romanian front (2).
By the next month there were 18 "Monocoques" in service, represented 8 percent of all aircraft at the front. As late as July 1917 there were 11 on the Romanian and southwestern fronts. It appeals that none was used during the civil war.
Ukraine
Two "Morane monocoques" were obtained from the Russians in 1918. They had serial numbers 755 and 952.
United Kingdom
The RFC utilized more Type Ns than were employed by the Aviation Militaire; more than half of all the Type Ns produced went to the British. In many ways the RFC's decision to use the Type N was forced upon it by circumstances. The "Fokker scourge" and the limited number of Bristol Scouts available created an urgent need for single-seat fighters. Three Type Ns were ordered by the RFC in mid-September 1915, by which time the Type Ns had been almost completely retired from the front-line escadrilles of the Aviation Militaire. The first three were assigned to Nos.1 and 3 Squadrons. A follow up order for 24 was placed in January 1916 and all had been delivered by mid-June. These aircraft served with Nos.1, 3, and 60 Squadrons. They became popularly known as Morane Bullets or Morane Scouts.
Some of the Type Ns had 11-square-meter wings with a new profile and were similar to the forthcoming Type Is (see above). They were considered to be "excellent practice or transition machines." These were found to be 8 km/h faster than the standard Type Ns but their climb rate was slower. Armament was usually a single 0.303 Lewis machine gun with a 47-round drum. Some Type Ns had a 0.303 Vickers machine gun; in these the gun butt protruded into the cockpit, necessitating a take-up spool to collect the empty belt.
No.60 Squadron was the main user of the Type Ns, receiving its first on 28 May. The aircraft of No.60 Squadron saw action during the Battle of the Somme and while, as with the French, most combats were inconclusive, a number of victories were scored by pilots flying the Type Ns. No.24 Squadron also had some Type Ns, most having been transferred from No.3 Squadron. The British pilots also found the Type Ns difficult to fly and another disadvantage was its close resemblance to the Fokker E.III, which led to recognition errors.
The Type Ns were withdrawn from front-line squadrons in October 1916.
Morane-Saulnier Type N Single-Seat Fighter with 80-hp Le Rhone 9C
Span 8.146 m; length 5.83 m; height 2.25 m; wing area 11 sq. m
Loaded weight 444 kg
Maximum speed: 144 km/h at ground level; climb to 1,000 m in 4 minutes; climb to 2,000 m in 10 minutes; range 185 km; endurance 1.5 hours
Armament: one fixed 8-mm Hotchkiss, 0.303 Lewis, or 0.303 Vickers machine gun
Approximately 44 built; the RFC received approximately 26 directly from the Morane-Saulnier factory
Morane-Saulnier Type N Single-Seat Fighter with 80-hp Le Rhone 9C and Modified Wings
Dimensions: same as standard Type N
Payload: 155 kg
Maximum speed: 152 km/h at ground level; climb to 2000 m in 12 minutes; climb to 4,000 m 45 minutes
Morane-Monocoque Single-Seat Fighter with 120-hp Le Rhone
Span 9.8 m; length 7.0 m; height 2.25 m; wing area 15 sq. m
Empty weight 435 kg: loaded weight 658kg;
Maximum speed: 177 km/h at ground level; climb to 1,000 m in 5 minutes 54 seconds; climb to 2,000 m in 10 minutes 12 seconds; climb to 3,000 m in 17 minutes; ceiling 5,600 in; endurance 2.3 hours
One built by the Dux plant, others obtained directly from Morane-Saulnier. Note: This was probably a modified type G.
Morane-Saulnier N Single-Seat Fighter with 80-hp Le Rhone 9C Supplied to Russia
Span 8.1 m; length 5.8 m; height 2.25 m; wing area 11.0 sq. m
Empty weight 400 kg; loaded weight 575 kg
Production was "started" at the Dux plant but never completed
Morane-Saulnier Type I
The designation Type I was probably given to this aircraft to avoid confusion with the Nbis (a Type I was developed in 1913 but not sold to the military). The prototype aircraft, completed in March 1916, was probably a modified Type N. The RFC had been pleased with the initial Type Ns it received in late 1915. A decision was made by the RFC headquarters to develop the Type N further by equipping it with a more powerful 110-hp Le Rhone 9J engine. It was also 10 have an endurance of three hours and, unlike the Type N, was to be capable of being flown by a "moderate pilot." Maximum speed was to be 161 km/h at 1.829 m. The dimensions of the Type I were very close to those of the Type N although the wing span and elevators were slightly larger. Armament was usually a synchronized 0.303 Vickers machine gun.
The RFC's interest in developing the Type N was in marked contrast to Ihe Aviation Militaire's decision to abandon it in favor of the Nieuport 11. However, Type Is did receive the SFA designation MoS.6. It is not known if any Type Is were used by French escadrilles, but it seems unlikely.
Four Type Is were supplied to No.60 Squadron shortly after July 1916. These were assigned serials MS733, MS744, MS735, and MS746 by the French and A198, A199, A202, and A206 by the RFC. Despite the fact that the specification called for an airplane which could be flown by a "moderate pilot," the Type I was apparently a very difficult aircraft to fly. Although fast, the Type Is were disliked by No.60 Squadron's pilots and after October 1916 the two Type Is still serviceable were returned to England for use by training units.
A number of Type I fighters were obtained by the Imperial Russian Air Service; at least 20 were ordered.
Morane-Saulnier Type I Single-Seat Fighter with 110-hp Le Rhone 91
Span 8.242 m; length 5.815 m; height 2.50 m; wing area 11 sq. m
Empty weight 334 kg; loaded weight 510 kg; payload 187 kg
Maximum speed: 164 km/h at sea level; 156 km/h at 3,000 m; climb to 1000 m in 2 min. 50 sec.; climb to 2000 m in 6 min. 45 sec; climb to 3000 m in 12 min. 40 sec.; ceiling 4700 m; endurance 1.3 hours
Armament: one synchronized 0.303 Vickers machine gun
Four built for the RFC (not including prototype), no more than 20 built for Russia
Morane-Saulnier Type V
The Morane-Saulnier Type I had been, essentially, a Type N equipped with a more powerful 110-hp Le Rhone 9J. The Type V was to have the same engine as the Type I but incorporate a number of improvements. While the Type I had an endurance of 1.3 hours, the Type V was intended to carry enough fuel for three hours. This requirement came at the insistence of Major General Trenchard, who had been displeased with the Type I's poor endurance. While at least one example is known to have been flown in French markings, further development of the Type V was abandoned by the Aviation Militaire. All the Type Vs produced were used by the RFC.
The most significant change in the Type V was the addition of a 50-liter fuel tank carried within the enlarged fuselage belly fairing. The span and chord of the wings were enlarged, presumably to permit the aircraft to carry this heavier payload. The elevators were also enlarged and the rudder modified. Armament consisted ol a synchronized 0.303 Vickers machine gun. As with the Type I, the gun butt protruded into the cockpit, necessitating a take-up spool to collect the empty belt. On the Type V the empty casings ran into a trunk that emptied out through the bottom of the airplane. A redesigned windscreen served to shield both the pilot and the ammunition belt from the slipstream.
Designated Type V by the Morane-Saulnier firm and, possibly MoS.22 by the SFA, 12 were ordered on 1 April 1916. The first was delivered to the RFC on 22 April 1916. It had serial number MS 747 and reached No.1 AD on 16 May and No.3 Squadron on 19 May.
Contemporary reports describe the Type V as being easy to fly. Assuming these analyses were accurate, the Type V would indeed have represented a significant improvement over the Type N.
The final Type Vs had been sent io the RFC by 26 August 1916. They were initially delivered to No.2 AD and then to No.60 Squadron. These aircraft saw considerable activity with No.60 Squadron. However, while the pilots who had initially evaluated the Type V had praised it as being easy to fly, the pilots at the front found it to be a demanding machine. One pilot stated that it behaved as if it "were doing its best to kill you." Realizing the Type Vs deficiencies, Trenchard ordered the remaining aircraft be returned to England.
In October 1916 No.60 Squadron sent its remaining nine Type Vs to England, where they may have seen service with training units.
Morane-Saulnier Type V Single-Seat Fighter with 110-hp Le Rhone 9J
Span 8.75 rn; length 5.815 m
Payload 210 kg
Maximum speed: 165 km/h at ground level; climb to 1.000 m in 3 minutes 20 seconds, to 2,000 m in 8 minutes; to 3,000 m in 15 minutes 20 seconds
Armament: one synchronized 0.303 machine Vickers machine gun
Twelve built for the RFC
The history of the Type N fighter can be traced back to 1912, when Morane-Saulnier and Roland Garros joined forces to design and build a 60-hp monoplane. This aircraft was used by Garros to make a flight from Tunis to Rome. The monoplane was successful enough to warrant further development and a second aircraft with an 80-hp Gnome engine and a smaller wing was built. Fitted with twin floats and designated the Type O (see below), it was entered in the 1913 Schneider Trophy race and finished second with an average speed of 92 km/h.
Probably inspired by the Deperdussin monocoque racer, which had finished first in the 1913 Schneider Trophy contest, the Morane-Saulnier firm designed another monoplane with a fully-faired fuselage. The fabric-covered fuselage had a circular cross-section; this streamlining was aided by the huge spinner that almost completely covered the engine cowling. The aircraft was entered in the Aspern meet in June 1914. When war broke out in August the Morane-Saulnier firm developed its sleek racer into a fighter designated the Type N.
The Type N was constructed primarily of wood. The wing was built around two spars with nine ribs on either side of the center section. The wings were covered with fabric except for the roots, which were covered in plywood. Control was, as with the preceding Types H and L, by wing warping. The fuselage was of wood and had a circular cross-section created by wooden stringers covered with fabric. The aircraft was not a true monocoque despite the fact that in official records it was often referred to as the Morane Monocoque.
The cowling and spinner were made of aluminum and closely covered the 80-hp Le Rhone 9C rotary. In fact, the engine was so tightly enclosed by the cowling that there was insufficient air flow to cool it. The cowling of the prototype Type N was later modified to a more streamlined shape.
The undercarriage used bungee shock absorbers. The fin, rudder, and stabilizer had wooden frameworks covered with fabric. The lower portion of the rudder was supported by the rigid tail skid.
The most important innovation of the Type N was its armament, which usually consisted of a single 8-mm Hotchkiss or 0.303 Lewis machine gun mounted on the fuselage centerline and firing through a wooden propeller fitted with deflector plates. There was always the chance of a catastrophic failure of this system, which could result in the loss of the propeller as well as the aircraft and pilot.
The first Type N to arrive at the front was flown by Roland Garros' friend Eugene Gilbert. Determined to avenge the loss of Garros, who had been captured after crashing behind enemy lines, Gilbert named his aircraft Le Vengeur. The Type N was given the company designation Nm. The m (which presumably stood for Militaire as it was an armed variant of the Type N racer) was almost never used in official correspondence concerning the aircraft. The SFA designation was MoS.5 for types with the 80-hp Gnome. This airplane had a fixed 8-mm Hotchkiss gun and an armored airscrew with deflector plates. The 8-mm Hotchkiss had a 25-round clip.
Production machines differed from Gilbert's machine in having a more aerodynamic spinner, a revised head rest fairing, an enlarged rudder, and a fixed fin that had a sharp, rather than curved, leading edge. Part of the rudder extended below the fuselage and was hinged to a small fixed fin.
According to a note dated 5 June 1915, a total of 24 Type Ns were ordered. By June 1915 ten had left the factory and it was anticipated that from 20 June to 5 August an additional 24 were to be built. Maximum speed of the Type N was given as 145 km/h and it could climb to 2000 m in 10 minutes.
After June 1915, the first ten production Type Ns had arrived at the front. These aircraft were usually assigned to MS units to provide escort for the more vulnerable Type L/LAs. MS 12, 23, and 49 are all known to have been equipped with Type Ns; reports suggest that MS 3, 37, and 48 also utilized them. French reports for 1915 rarely mention the Type N specifically, but it is likely that from July through August 1915 most of the bomber escort missions and barrage flights flown by the MS units included Type Ns.
There were numerous encounters with enemy aircraft during the summer months but most were inconclusive: the German aircraft were usually described as having been forced to withdraw and few victories were achieved.
By September 1915 the Nieuport 10 was becoming widely available, followed a few weeks later by the first Nieuport 11s. In a letter from the Ministry of War dated 7 September 1915, the Type N was preferred over the Type G and I, as well as the Nieuport 10. However, when the Type N was evaluated against the Nieuport 11 in September 1915 the results revealed the superiority of Nieuport's design and further development of the Morane-Saulnier's design was abandoned.
The Type N had been found to be a demanding, and at times dangerous, aircraft to fly. The Morane-Saulnier fighter had a tendency to stall above 3000 meters and, perhaps due to its excessive wing loading, was uncomfortable to fly. The Nieuport 10s and 11s, on the other hand, not only had superior performance but were far easier to fly. There were also reports that the Type Ns were difficult to maintain in the field. Finally, the propeller deflection system of the Type N was far less reliable than the machine gun mounting on the top wing utilized on the Nieuports.
The Type Ns continued to see very limited service in the fall ol 1915; Jean Navarre (who commanded MS 12) destroyed a German aircraft while flying a Type N on 25 October. However, by the end of 1915 the Type N had been completely withdrawn from front-line units. While the Type N saw only limited service with the Aviation Militaire, it would see more widespread use with the RNAS and RFC.
Foreign Service
Russia
The information on the Type Ns used by the Imperial Russian Air Service is distorted by the Russian authors' confusion between the modified Type G fighter, Type I, and the Type N. Shavrov reports on a single-seat "monocoque" monoplane powered by a 110-hp Le Rhone engine. This is almost certainly the Type G of 1915, which had been fitted with a Hotchkiss gun and deflector blades on the propeller. He states that a 'small number were used' and that a single experimental aircraft was 'built by the Dux plant in 1917.' He also reports that Type Ns were obtained directly from France in 1916. It had been planned to produce the Type N at the Dux plant but, for unstated reasons, this plan was never implemented. A number of Morane-Saulnier Type I fighters were also obtained by the IRAS; at least 20 had been ordered.
By mid-1916 the Russians had adopted the French practice of organizing fighter squadrons into larger units. Each of these fighter groups had between four and six squadrons. The groups were stationed at areas of the front where it was deemed essential to establish local air superiority. The 1st Fighter Group (with four squadrons) was assigned to the 11th Army, the 2nd Group served on the southwestern front, and the 3rd Fighter Group was on the western front. While most of these units were equipped with Nieuport 11s, a number of Type Gs, Is, and Ns (collectively and inaccurately known as Morane 'Monocoques') were also being used. On 1 March 1917 there were 12 Morane "Monocoques" of all types at the front distributed as follows: northern front (1); western front (3); southwestern front (6); and the Romanian front (2).
By the next month there were 18 "Monocoques" in service, represented 8 percent of all aircraft at the front. As late as July 1917 there were 11 on the Romanian and southwestern fronts. It appeals that none was used during the civil war.
Ukraine
Two "Morane monocoques" were obtained from the Russians in 1918. They had serial numbers 755 and 952.
United Kingdom
The RFC utilized more Type Ns than were employed by the Aviation Militaire; more than half of all the Type Ns produced went to the British. In many ways the RFC's decision to use the Type N was forced upon it by circumstances. The "Fokker scourge" and the limited number of Bristol Scouts available created an urgent need for single-seat fighters. Three Type Ns were ordered by the RFC in mid-September 1915, by which time the Type Ns had been almost completely retired from the front-line escadrilles of the Aviation Militaire. The first three were assigned to Nos.1 and 3 Squadrons. A follow up order for 24 was placed in January 1916 and all had been delivered by mid-June. These aircraft served with Nos.1, 3, and 60 Squadrons. They became popularly known as Morane Bullets or Morane Scouts.
Some of the Type Ns had 11-square-meter wings with a new profile and were similar to the forthcoming Type Is (see above). They were considered to be "excellent practice or transition machines." These were found to be 8 km/h faster than the standard Type Ns but their climb rate was slower. Armament was usually a single 0.303 Lewis machine gun with a 47-round drum. Some Type Ns had a 0.303 Vickers machine gun; in these the gun butt protruded into the cockpit, necessitating a take-up spool to collect the empty belt.
No.60 Squadron was the main user of the Type Ns, receiving its first on 28 May. The aircraft of No.60 Squadron saw action during the Battle of the Somme and while, as with the French, most combats were inconclusive, a number of victories were scored by pilots flying the Type Ns. No.24 Squadron also had some Type Ns, most having been transferred from No.3 Squadron. The British pilots also found the Type Ns difficult to fly and another disadvantage was its close resemblance to the Fokker E.III, which led to recognition errors.
The Type Ns were withdrawn from front-line squadrons in October 1916.
Morane-Saulnier Type N Single-Seat Fighter with 80-hp Le Rhone 9C
Span 8.146 m; length 5.83 m; height 2.25 m; wing area 11 sq. m
Loaded weight 444 kg
Maximum speed: 144 km/h at ground level; climb to 1,000 m in 4 minutes; climb to 2,000 m in 10 minutes; range 185 km; endurance 1.5 hours
Armament: one fixed 8-mm Hotchkiss, 0.303 Lewis, or 0.303 Vickers machine gun
Approximately 44 built; the RFC received approximately 26 directly from the Morane-Saulnier factory
Morane-Saulnier Type N Single-Seat Fighter with 80-hp Le Rhone 9C and Modified Wings
Dimensions: same as standard Type N
Payload: 155 kg
Maximum speed: 152 km/h at ground level; climb to 2000 m in 12 minutes; climb to 4,000 m 45 minutes
Morane-Monocoque Single-Seat Fighter with 120-hp Le Rhone
Span 9.8 m; length 7.0 m; height 2.25 m; wing area 15 sq. m
Empty weight 435 kg: loaded weight 658kg;
Maximum speed: 177 km/h at ground level; climb to 1,000 m in 5 minutes 54 seconds; climb to 2,000 m in 10 minutes 12 seconds; climb to 3,000 m in 17 minutes; ceiling 5,600 in; endurance 2.3 hours
One built by the Dux plant, others obtained directly from Morane-Saulnier. Note: This was probably a modified type G.
Morane-Saulnier N Single-Seat Fighter with 80-hp Le Rhone 9C Supplied to Russia
Span 8.1 m; length 5.8 m; height 2.25 m; wing area 11.0 sq. m
Empty weight 400 kg; loaded weight 575 kg
Production was "started" at the Dux plant but never completed
Morane-Saulnier Type I
The designation Type I was probably given to this aircraft to avoid confusion with the Nbis (a Type I was developed in 1913 but not sold to the military). The prototype aircraft, completed in March 1916, was probably a modified Type N. The RFC had been pleased with the initial Type Ns it received in late 1915. A decision was made by the RFC headquarters to develop the Type N further by equipping it with a more powerful 110-hp Le Rhone 9J engine. It was also 10 have an endurance of three hours and, unlike the Type N, was to be capable of being flown by a "moderate pilot." Maximum speed was to be 161 km/h at 1.829 m. The dimensions of the Type I were very close to those of the Type N although the wing span and elevators were slightly larger. Armament was usually a synchronized 0.303 Vickers machine gun.
The RFC's interest in developing the Type N was in marked contrast to Ihe Aviation Militaire's decision to abandon it in favor of the Nieuport 11. However, Type Is did receive the SFA designation MoS.6. It is not known if any Type Is were used by French escadrilles, but it seems unlikely.
Four Type Is were supplied to No.60 Squadron shortly after July 1916. These were assigned serials MS733, MS744, MS735, and MS746 by the French and A198, A199, A202, and A206 by the RFC. Despite the fact that the specification called for an airplane which could be flown by a "moderate pilot," the Type I was apparently a very difficult aircraft to fly. Although fast, the Type Is were disliked by No.60 Squadron's pilots and after October 1916 the two Type Is still serviceable were returned to England for use by training units.
A number of Type I fighters were obtained by the Imperial Russian Air Service; at least 20 were ordered.
Morane-Saulnier Type I Single-Seat Fighter with 110-hp Le Rhone 91
Span 8.242 m; length 5.815 m; height 2.50 m; wing area 11 sq. m
Empty weight 334 kg; loaded weight 510 kg; payload 187 kg
Maximum speed: 164 km/h at sea level; 156 km/h at 3,000 m; climb to 1000 m in 2 min. 50 sec.; climb to 2000 m in 6 min. 45 sec; climb to 3000 m in 12 min. 40 sec.; ceiling 4700 m; endurance 1.3 hours
Armament: one synchronized 0.303 Vickers machine gun
Four built for the RFC (not including prototype), no more than 20 built for Russia
Morane-Saulnier Type V
The Morane-Saulnier Type I had been, essentially, a Type N equipped with a more powerful 110-hp Le Rhone 9J. The Type V was to have the same engine as the Type I but incorporate a number of improvements. While the Type I had an endurance of 1.3 hours, the Type V was intended to carry enough fuel for three hours. This requirement came at the insistence of Major General Trenchard, who had been displeased with the Type I's poor endurance. While at least one example is known to have been flown in French markings, further development of the Type V was abandoned by the Aviation Militaire. All the Type Vs produced were used by the RFC.
The most significant change in the Type V was the addition of a 50-liter fuel tank carried within the enlarged fuselage belly fairing. The span and chord of the wings were enlarged, presumably to permit the aircraft to carry this heavier payload. The elevators were also enlarged and the rudder modified. Armament consisted ol a synchronized 0.303 Vickers machine gun. As with the Type I, the gun butt protruded into the cockpit, necessitating a take-up spool to collect the empty belt. On the Type V the empty casings ran into a trunk that emptied out through the bottom of the airplane. A redesigned windscreen served to shield both the pilot and the ammunition belt from the slipstream.
Designated Type V by the Morane-Saulnier firm and, possibly MoS.22 by the SFA, 12 were ordered on 1 April 1916. The first was delivered to the RFC on 22 April 1916. It had serial number MS 747 and reached No.1 AD on 16 May and No.3 Squadron on 19 May.
Contemporary reports describe the Type V as being easy to fly. Assuming these analyses were accurate, the Type V would indeed have represented a significant improvement over the Type N.
The final Type Vs had been sent io the RFC by 26 August 1916. They were initially delivered to No.2 AD and then to No.60 Squadron. These aircraft saw considerable activity with No.60 Squadron. However, while the pilots who had initially evaluated the Type V had praised it as being easy to fly, the pilots at the front found it to be a demanding machine. One pilot stated that it behaved as if it "were doing its best to kill you." Realizing the Type Vs deficiencies, Trenchard ordered the remaining aircraft be returned to England.
In October 1916 No.60 Squadron sent its remaining nine Type Vs to England, where they may have seen service with training units.
Morane-Saulnier Type V Single-Seat Fighter with 110-hp Le Rhone 9J
Span 8.75 rn; length 5.815 m
Payload 210 kg
Maximum speed: 165 km/h at ground level; climb to 1.000 m in 3 minutes 20 seconds, to 2,000 m in 8 minutes; to 3,000 m in 15 minutes 20 seconds
Armament: one synchronized 0.303 machine Vickers machine gun
Twelve built for the RFC
Morane-Saulnier Type I was a development of the Type N which was fitted with a more powerful 110-hp Le Rhone 9J engine.
Morane-Saulnier Type BB
The Type BB represented a considerable departure for the firm. Previously, the company's line of parasol reconnaissance aircraft had enjoyed considerable success. The new Type BB, however, was a two-seat biplane with a conventional layout built to meet the specification for a two-seat reconnaissance plane. The Type BB was first flown in 1915, powered by a 80-hp Le Rhone rotary engine. The prototype used wing warping for lateral control. The single-bay wings were of unequal span and the fuselage was fully faired with a circular cross-section. There was a balanced elevator and a triangular fin and rudder.
The aircraft was evaluated by the Aviation Militaire and received the STAe designation MoS.7. However, no examples were purchased by the French and the RFC received almost all the aircraft that were produced. Production aircraft dispensed with wing warping and were fitted with ailerons.
Foreign Service
Russia
A small number of Type BBs were supplied to the Imperial Russian Air Service. A single example was built at the Dux plant in 1917. It is described as being armed with two "synchronized" Vickers machine guns.
Spain
In 1915 the firm of CECA (Compania Espanola Construcciones Aeronauticas) acquired the rights to build copies of the Morane-Saulnier Type BB under license. The aircraft they produced were similar to those used by the British, except that a 150-hp Hispano-Suiza 8A engine was used and the radiators were relocated to either side of the fuselage. The first flight of the new aircraft took place at Albericia in January 1916. A total of 12 were produced for the Aeronautica Militaire. By mid-1917 they had beer sent to the military airfield at Cuatro Vientos. There apparently were a number of problems with these aircraft and in mid-1918 they were placed in storage at Cuatro Vientos. An attempt to produce an improved version of the CECA Type BB was undertaken by a Luis O'Page. His aircraft, which was completed in 1918, was not purchased by the military.
United Kingdom
One Type BB, serial 3683, was supplied to No.4 Squadron RNAS. The RFC ordered 92 but specified that they were to have 110-hp Le Rhone 9J engines. However, the French refused to supply enough engines so the RFC reduced its order to slightly more than 80. The 110-hp Le Rhones were often removed from the Type BBs and used on the Type Ps in service with the RFC. Those airframes without engines were then sent to England via No.1 Aircraft Depot. Those Type BBs that did see service were modified to accommodate a wireless set and camera in the observer's position, although on some these were placed in a fairing on the starboard fuselage. Problems with the ailerons were solved by placing fairing strips over the aileron hinges. The Type BBs were usually armed with two 0.303-inch Lewis machine guns. One was fixed to the top wing to fire upward and was controlled by the pilot; the second gun was on a flexible mount in the observer's cockpit.
The aircraft served with Nos.1 and 3 Squadrons, which were already equipped with Type Ps. It was planned to provide each squadron with a flight of four Type BBs; the aircraft were used in the army cooperation and reconnaissance roles. In addition to Nos.1 and 3 Squadrons, the Type BB was used in limited numbers by Nos. 12 and 60 Squadrons, as well as the pilot's school at No.1 Aircraft Depot at St. Omer.
A single Type BB was delivered to the RNAS in October 1915. It was sent to 3 Squadron, 1 Wing and was later sent to Coudekerque as part of 5 Wing.
Morane-Saulnier BB Two-Seat Reconnaissance Plane with 80-hp Le Rhone 9J
Span 8.585 m; length 6.935 m; height 2.615 m; wing area 22.32 sq. m
Empty weight 491 kg; loaded weight 761 kg
Maximum speed: 134 km/h at 3050 m; climb to 1,980 m in 13 minutes, climb to 3,050 m in 26 minutes 48 seconds; ceiling 3,660 m
Armament: two 7.7-mm Lewis machine guns
Approximately 80 built for the RFC
Morane-Saulnier BB Two-Seat Reconnaissance Plane with 80-hp Le Rhone 9J Built at the Dux Factory
Length 7.1 m; height 2.615 m; wing area 23 sq. m
Empty weight 440 kg; loaded weight 625 kg
Maximum speed: 160 km/h at 3,050 m; climb to 1,000 m in 4 minutes 30 seconds, climb to 2,000 m in 9 minutes 30 seconds; climb to 3,000 m in 16 minutes; ceiling 5,700 m; endurance 2 hours
Armament: two "synchronized" Vickers machine guns
One built by Dux
Morane-Saulnier Type BH
The Type BH was a modified Type BB built in 1915. It was the first Morane-Saulnier aircraft to use a Hispano-Suiza engine. The 140-hp engine was tightly enclosed by the cowling and cooled by a water jacket around the crankcase. The cylinders, however, were air cooled. Apparently the Type BH was used only as a test bed for the Hispano-Suiza engine and was never placed into production. It was given the STAe designation MoS.8.
The Type BB represented a considerable departure for the firm. Previously, the company's line of parasol reconnaissance aircraft had enjoyed considerable success. The new Type BB, however, was a two-seat biplane with a conventional layout built to meet the specification for a two-seat reconnaissance plane. The Type BB was first flown in 1915, powered by a 80-hp Le Rhone rotary engine. The prototype used wing warping for lateral control. The single-bay wings were of unequal span and the fuselage was fully faired with a circular cross-section. There was a balanced elevator and a triangular fin and rudder.
The aircraft was evaluated by the Aviation Militaire and received the STAe designation MoS.7. However, no examples were purchased by the French and the RFC received almost all the aircraft that were produced. Production aircraft dispensed with wing warping and were fitted with ailerons.
Foreign Service
Russia
A small number of Type BBs were supplied to the Imperial Russian Air Service. A single example was built at the Dux plant in 1917. It is described as being armed with two "synchronized" Vickers machine guns.
Spain
In 1915 the firm of CECA (Compania Espanola Construcciones Aeronauticas) acquired the rights to build copies of the Morane-Saulnier Type BB under license. The aircraft they produced were similar to those used by the British, except that a 150-hp Hispano-Suiza 8A engine was used and the radiators were relocated to either side of the fuselage. The first flight of the new aircraft took place at Albericia in January 1916. A total of 12 were produced for the Aeronautica Militaire. By mid-1917 they had beer sent to the military airfield at Cuatro Vientos. There apparently were a number of problems with these aircraft and in mid-1918 they were placed in storage at Cuatro Vientos. An attempt to produce an improved version of the CECA Type BB was undertaken by a Luis O'Page. His aircraft, which was completed in 1918, was not purchased by the military.
United Kingdom
One Type BB, serial 3683, was supplied to No.4 Squadron RNAS. The RFC ordered 92 but specified that they were to have 110-hp Le Rhone 9J engines. However, the French refused to supply enough engines so the RFC reduced its order to slightly more than 80. The 110-hp Le Rhones were often removed from the Type BBs and used on the Type Ps in service with the RFC. Those airframes without engines were then sent to England via No.1 Aircraft Depot. Those Type BBs that did see service were modified to accommodate a wireless set and camera in the observer's position, although on some these were placed in a fairing on the starboard fuselage. Problems with the ailerons were solved by placing fairing strips over the aileron hinges. The Type BBs were usually armed with two 0.303-inch Lewis machine guns. One was fixed to the top wing to fire upward and was controlled by the pilot; the second gun was on a flexible mount in the observer's cockpit.
The aircraft served with Nos.1 and 3 Squadrons, which were already equipped with Type Ps. It was planned to provide each squadron with a flight of four Type BBs; the aircraft were used in the army cooperation and reconnaissance roles. In addition to Nos.1 and 3 Squadrons, the Type BB was used in limited numbers by Nos. 12 and 60 Squadrons, as well as the pilot's school at No.1 Aircraft Depot at St. Omer.
A single Type BB was delivered to the RNAS in October 1915. It was sent to 3 Squadron, 1 Wing and was later sent to Coudekerque as part of 5 Wing.
Morane-Saulnier BB Two-Seat Reconnaissance Plane with 80-hp Le Rhone 9J
Span 8.585 m; length 6.935 m; height 2.615 m; wing area 22.32 sq. m
Empty weight 491 kg; loaded weight 761 kg
Maximum speed: 134 km/h at 3050 m; climb to 1,980 m in 13 minutes, climb to 3,050 m in 26 minutes 48 seconds; ceiling 3,660 m
Armament: two 7.7-mm Lewis machine guns
Approximately 80 built for the RFC
Morane-Saulnier BB Two-Seat Reconnaissance Plane with 80-hp Le Rhone 9J Built at the Dux Factory
Length 7.1 m; height 2.615 m; wing area 23 sq. m
Empty weight 440 kg; loaded weight 625 kg
Maximum speed: 160 km/h at 3,050 m; climb to 1,000 m in 4 minutes 30 seconds, climb to 2,000 m in 9 minutes 30 seconds; climb to 3,000 m in 16 minutes; ceiling 5,700 m; endurance 2 hours
Armament: two "synchronized" Vickers machine guns
One built by Dux
Morane-Saulnier Type BH
The Type BH was a modified Type BB built in 1915. It was the first Morane-Saulnier aircraft to use a Hispano-Suiza engine. The 140-hp engine was tightly enclosed by the cowling and cooled by a water jacket around the crankcase. The cylinders, however, were air cooled. Apparently the Type BH was used only as a test bed for the Hispano-Suiza engine and was never placed into production. It was given the STAe designation MoS.8.
Morane-Saulnier Type BB serial number 581. No examples were purchased by the French; the RFC received almost all the aircraft produced.
Morane-Saulnier S
The Morane-Saulnier S was intended as a heavy day bomber. Built in 1915, the aircraft had a crew ol three or four; two of which were gunners. There were gunner’s stations in the nose and mid-fuselage. The fuselage appears to have been wide enough to accommodate two pilots side by side and was of circular cross-section. Both the fuselage and tail assembly were remarkably similar to those of the later Type P reconnaissance aircraft. There was a rounded fin on each ol the elevators. The three-bay wing was of unequal span, the upper wing being slightly longer than the bottom. Two 220-hp Renault engines were mounted in nacelles suspended between the top and bottom wing and were very close to the crew's cockpits. As with many French heavy bombers of the time, the Type S had twin nose wheels to prevent nosing over during landing.
The prototype Type S was given serial MS 625 and designated MoS.10. It was entered in the 1916 concours puissant for a heavy bomber. Only the Type S and the SPAD E were able to meet the requirements of the competition and it was the Type S that was selected for series production. Colonel Bares ol the Aviation Militaire requested that 300 be purchased at a cost ot 60 million francs. The Parliament felt that this was an excessive sum and reduced the order to 90 aircraft. In response, the order for 90 Type S bombers was canceled by the Aviation Militaire. The decision to produce Caproni bombers under license may have eliminated the need lor an indigenous heavy bomber.
It is interesting to note that an STAe document dated 1 November 1916 shows that MoS.10s with two 220-hp Renault engines were in service at the front, but there are no photographs or documents to suggest the Type S ever entered service with the Aviation Militaire. Either the document is referring to a Type S at the front for operational evaluation or to the Type T. The latter would seem to be less likely since the Type T entered service in August 1917 and it used two 110-hp Le Rhone engines.
Morane-Saulnier Type S Three-Seat, Twin-Engine Heavy Bomber with Two 220-hp Renault Engines
Span 26.00 m; length 12.20 tn; area 120 sq. m
Maximum speed: 140 km/h al 2.000 m; range 1200 km
Armament: it appears the prototype was unarmed. Planned armament would have included 300 kg of bombs and at least two machine guns.
One built
Morane-Saulnier T
The Type T was designed in late 1914 or early 1915, intended for long-range reconnaissance. It was a large biplane and appeared to be a scaled-down version of the Type S bomber. It has been reported in some sources that the Type T contract was given to the Morane-Saulnier firm as a consolation for the Type S debacle as described above. The original Type T was powered by two 80-hp Le Rhone engines. The angular fuselage originally had a gunner's position in the nose with a large number of portholes. However, the nose was later redesigned and the portholes were eliminated.
The pilot was located beneath the top wing and a second gunner's position was located behind the wings. The rear fuselage tapered sharply and a triangular fin an
The Morane-Saulnier S was intended as a heavy day bomber. Built in 1915, the aircraft had a crew ol three or four; two of which were gunners. There were gunner’s stations in the nose and mid-fuselage. The fuselage appears to have been wide enough to accommodate two pilots side by side and was of circular cross-section. Both the fuselage and tail assembly were remarkably similar to those of the later Type P reconnaissance aircraft. There was a rounded fin on each ol the elevators. The three-bay wing was of unequal span, the upper wing being slightly longer than the bottom. Two 220-hp Renault engines were mounted in nacelles suspended between the top and bottom wing and were very close to the crew's cockpits. As with many French heavy bombers of the time, the Type S had twin nose wheels to prevent nosing over during landing.
The prototype Type S was given serial MS 625 and designated MoS.10. It was entered in the 1916 concours puissant for a heavy bomber. Only the Type S and the SPAD E were able to meet the requirements of the competition and it was the Type S that was selected for series production. Colonel Bares ol the Aviation Militaire requested that 300 be purchased at a cost ot 60 million francs. The Parliament felt that this was an excessive sum and reduced the order to 90 aircraft. In response, the order for 90 Type S bombers was canceled by the Aviation Militaire. The decision to produce Caproni bombers under license may have eliminated the need lor an indigenous heavy bomber.
It is interesting to note that an STAe document dated 1 November 1916 shows that MoS.10s with two 220-hp Renault engines were in service at the front, but there are no photographs or documents to suggest the Type S ever entered service with the Aviation Militaire. Either the document is referring to a Type S at the front for operational evaluation or to the Type T. The latter would seem to be less likely since the Type T entered service in August 1917 and it used two 110-hp Le Rhone engines.
Morane-Saulnier Type S Three-Seat, Twin-Engine Heavy Bomber with Two 220-hp Renault Engines
Span 26.00 m; length 12.20 tn; area 120 sq. m
Maximum speed: 140 km/h al 2.000 m; range 1200 km
Armament: it appears the prototype was unarmed. Planned armament would have included 300 kg of bombs and at least two machine guns.
One built
Morane-Saulnier T
The Type T was designed in late 1914 or early 1915, intended for long-range reconnaissance. It was a large biplane and appeared to be a scaled-down version of the Type S bomber. It has been reported in some sources that the Type T contract was given to the Morane-Saulnier firm as a consolation for the Type S debacle as described above. The original Type T was powered by two 80-hp Le Rhone engines. The angular fuselage originally had a gunner's position in the nose with a large number of portholes. However, the nose was later redesigned and the portholes were eliminated.
The pilot was located beneath the top wing and a second gunner's position was located behind the wings. The rear fuselage tapered sharply and a triangular fin an