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

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

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.
<...>
  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.

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

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

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

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

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

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

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

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

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

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

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

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.

Societe des Avions Louis Breguet

<...>
  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:
<...>
   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.)
<...>
   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 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

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 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

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.

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.

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.

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

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

Caudron

  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

  Several other aircraft were produced before the war. These included:
<...>
   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.

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.

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.

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

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.

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

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

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.

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

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:
<...>
   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.
<...>
   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

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:
<...>
   7. Deperdussin Monocoque - racer with land and floatplane versions.
<...>


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.

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

Societe des Etablissements Donnet-Denhaut

<...>
  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

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)

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

Societe des Etablissements Donnet-Denhaut

<...>
  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.
<...>



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

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

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.

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

Henri Farman Pre-War Planes
<...>
   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.
<...>



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
<...>
   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
<...>



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:
<...>
   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

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

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)

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

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.

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

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.
<...>

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.

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

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

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

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.
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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

Gourdou-Leseurre C1 and 2 C1

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  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

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