В.Кондратьев Самолеты первой мировой войны
Моран-Солнье" N/I/V ("Моран-монокок") / Morane-Saulnier N/I/V (Morane Monocoque)
Самолет разработан братьями Моран и Раймондом Солнье в начале 1914 года как спортивная скоростная машина для участия в воздушных гонках. Первый полет под управлением Ролана Гарро состоялся 21 января. Конструкция цельнодеревянная, обшивка - полотно, двигатель - "Рон", 80 л.с. Слово "монокок" в названии машины тогда означало не фюзеляж с работающей обшивкой, а фюзеляж круглого или овального сечения.
Самолет, показавший высокие скоростные данные, был признан гораздо лучшим кандидатом на роль истребителя, чем тихоходный двухместный "Моран-парасоль". В апреле 1915-го на несколько "монококов" поставили курсовые пулеметы "Гочкис" и винты с отсекателями пуль, аналогичные тем, что Гарро месяцем ранее установил на своем "парасоле". Иногда эти машины называли "Моран-Солнье Nm", где буква "m" означает "милитэр", то есть "военный". Машина выпускалась серийно с мая 1915 по июнь 1916 года в трех модификациях.
На "монококах" летали французские, английские и российские пилоты. Первыми их получили французы, затем - англичане, а в Россию эти машины прибыли довольно поздно - в ноябре-декабре 1916-го, когда на Западе они уже считались морально устаревшими и были сняты с вооружения фронтовых частей первой линии.
"Моран-монокок" не пользовался популярностью у английских и французских пилотов, так как он был весьма строг в управлении и имел тенденцию к срыву в штопор из-за слишком задней центровки. Французы отказались него еще в мае 1916 года, отдав предпочтение полуторапланам "Ньюпор", англичане провоевали на "моранах" до октября. На русско-германском фронте "монококи" применялись примерно до осени 1917-го, при этом российские пилоты на сложности пилотирования не жаловались. В тогдашних российских документах эту машину, как правило, именовали сокращенно - "мормон".
МОДИФИКАЦИИ
"Моран-Солнье N" (Nm) - двигатель "Рон", 80 л.с. Вооружение - курсовой пулемет "Гочкис" без синхронизатора. Построено 49 экземпляров для французских ВВС (из которых на фронт попала примерно половина, остальные использовались в летных школах) и 24 - для английских. Англичане перевооружили свои "монококи" пулеметами "Льюис".
"Моран-Солнье I" - двигатель "Рон", 110 л.с. Вооружение - синхронный пулемет "Виккерс". Слегка увеличен размах крыла. Весной 1916 года построено четыре экземпляра для британских ВВС и осенью того же года - еще 20 - по российскому заказу (согласно иным данным - 50). Еще один самолет в 1916 году построен в опытном порядке на московском заводе "Дукс". От французских "моранов" он отличался отсутствием вооружения и кока винта.
"Моран-Солнье V". Самолет с тем же двигателем и вооружением, что и у предыдущей модификации, но с повышенной дальностью полета за счет установки в носовой части фюзеляжа дополнительного бензобака и еще раз увеличенным размахом и площадью крыла. Построено 12 экземпляров для британских ВВС.
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А.Шепс Самолеты Первой мировой войны. Страны Антанты
Моран-Сольнье тип N 1915 г.
Машина стала дальнейшим развитием самолетов типа M. Но с целью получения максимальных скоростных и маневренных качеств, фирма пошла на значительное уменьшение размеров самолета при том же двигателе. Машина была короче прообраза на 1,2 м. Размах крыльев уменьшен на 1,7 м, а площадь - почти в 1,5 раза. Однако прирост скорости был достигнут незначительный, а вот из-за высокой нагрузки на крыло маневренные качества - и особенно взлетно-посадочные - ухудшились. Машина была строгой в управлении. Поступившие в боевые эскадрильи машины быстро заменялись более современными самолетами фирм "Ньюпор" и SPAD. Несколько машин попало и в Россию с поставками союзников. На одном из них летал русский ас - штабс-капитан А. Казаков.
Следует отметить, что к 1917 году схема расчалочного моноплана изжила себя. Конструкторы отдавали предпочтение схеме биплана или полутораплана, обеспечивающей при той же площади крыла лучшие маневренные и взлетно-посадочные характеристики истребителя.
ЛЕТНО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ
Моран тип N 1915г. "Моран Солнье"I
Размах, м 8,15 8,24
Длина, м 5,83 5,81
Площадь крыла, кв.м 11,0 11,20
Сухой вес, кг 288 334
Взлетный вес, кг 444 510
Двигатель "Рон" "Рон"
мощность, л.с. 80 100
Скорость максимальная, км/ч 144 164
Скорость подъема на высоту
2000м, мин.сек 10,0 6,40
Потолок, м 4000 4000
Экипаж, чел 1 1
Вооружение 1 пулемет 1 пулемет
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В.Шавров История конструкций самолетов в СССР до 1938 г.
"Моран-монокок" ( "Мормон" ) - одноместный истребитель с двигателем "Рон" в 120 л. с. (иногда в 110 л. с.), среднеплан с крылом типа "Моран-Ж", но меньших размеров и с многогранным расчалочным фюзеляжем с рейками под обшивкой. Вооружение - неподвижный пулемет "Виккерс", установленный на фюзеляже по оси симметрии. Синхронизатора не было, на лопастях винта были установлены отсекатели. Самолет сложен в пилотировании. Был в небольшом количестве. На заводе "Дукс" в 1917 г. был построен один пробный экземпляр.
"Моран N" . По схеме и конструкции - уменьшенный "Моран-монокок" с двигателем "Рон" в 80 л. с. и с крылом площадью 11 м2. Строился в 1916 г. на заводе "Дукс", но не был закончен.
Самолет||/
Год выпуска||1916/1916
Двигатель , марка||/
мощность, л. с.||120/80
Длина самолета, м||7/5,8
Размах крыла, м||9,8/8,1
Площадь крыла, м2||15/11
Масса пустого, кг||435/400
Масса топлива+ масла, кг||93+33/?
Масса полной нагрузки, кг||223/175
Полетная масса, кг||658/575
Удельная нагрузка на крыло, кг/м2||44/52,1
Удельная нагрузка на мощность, кг/лс||5,5/7,2
Весовая отдача,%||34/30
Скорость максимальная у земли, км/ч||177/?
Время набора высоты||
1000м, мин||5,9/?
2000м, мин||10,2/?
3000м, мин||17/?
Потолок практический, м||5600/?
Продолжительность полета, ч.||2,3/?
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J.Davilla, A.Soltan French Aircraft of the First World War (Flying Machines)
Morane-Saulnier Type N and Morane-Monocoque
The history of the Type N fighter can be traced back to 1912, when Morane-Saulnier and Roland Garros joined forces to design and build a 60-hp monoplane. This aircraft was used by Garros to make a flight from Tunis to Rome. The monoplane was successful enough to warrant further development and a second aircraft with an 80-hp Gnome engine and a smaller wing was built. Fitted with twin floats and designated the Type O (see below), it was entered in the 1913 Schneider Trophy race and finished second with an average speed of 92 km/h.
Probably inspired by the Deperdussin monocoque racer, which had finished first in the 1913 Schneider Trophy contest, the Morane-Saulnier firm designed another monoplane with a fully-faired fuselage. The fabric-covered fuselage had a circular cross-section; this streamlining was aided by the huge spinner that almost completely covered the engine cowling. The aircraft was entered in the Aspern meet in June 1914. When war broke out in August the Morane-Saulnier firm developed its sleek racer into a fighter designated the Type N.
The Type N was constructed primarily of wood. The wing was built around two spars with nine ribs on either side of the center section. The wings were covered with fabric except for the roots, which were covered in plywood. Control was, as with the preceding Types H and L, by wing warping. The fuselage was of wood and had a circular cross-section created by wooden stringers covered with fabric. The aircraft was not a true monocoque despite the fact that in official records it was often referred to as the Morane Monocoque.
The cowling and spinner were made of aluminum and closely covered the 80-hp Le Rhone 9C rotary. In fact, the engine was so tightly enclosed by the cowling that there was insufficient air flow to cool it. The cowling of the prototype Type N was later modified to a more streamlined shape.
The undercarriage used bungee shock absorbers. The fin, rudder, and stabilizer had wooden frameworks covered with fabric. The lower portion of the rudder was supported by the rigid tail skid.
The most important innovation of the Type N was its armament, which usually consisted of a single 8-mm Hotchkiss or 0.303 Lewis machine gun mounted on the fuselage centerline and firing through a wooden propeller fitted with deflector plates. There was always the chance of a catastrophic failure of this system, which could result in the loss of the propeller as well as the aircraft and pilot.
The first Type N to arrive at the front was flown by Roland Garros' friend Eugene Gilbert. Determined to avenge the loss of Garros, who had been captured after crashing behind enemy lines, Gilbert named his aircraft Le Vengeur. The Type N was given the company designation Nm. The m (which presumably stood for Militaire as it was an armed variant of the Type N racer) was almost never used in official correspondence concerning the aircraft. The SFA designation was MoS.5 for types with the 80-hp Gnome. This airplane had a fixed 8-mm Hotchkiss gun and an armored airscrew with deflector plates. The 8-mm Hotchkiss had a 25-round clip.
Production machines differed from Gilbert's machine in having a more aerodynamic spinner, a revised head rest fairing, an enlarged rudder, and a fixed fin that had a sharp, rather than curved, leading edge. Part of the rudder extended below the fuselage and was hinged to a small fixed fin.
According to a note dated 5 June 1915, a total of 24 Type Ns were ordered. By June 1915 ten had left the factory and it was anticipated that from 20 June to 5 August an additional 24 were to be built. Maximum speed of the Type N was given as 145 km/h and it could climb to 2000 m in 10 minutes.
After June 1915, the first ten production Type Ns had arrived at the front. These aircraft were usually assigned to MS units to provide escort for the more vulnerable Type L/LAs. MS 12, 23, and 49 are all known to have been equipped with Type Ns; reports suggest that MS 3, 37, and 48 also utilized them. French reports for 1915 rarely mention the Type N specifically, but it is likely that from July through August 1915 most of the bomber escort missions and barrage flights flown by the MS units included Type Ns.
There were numerous encounters with enemy aircraft during the summer months but most were inconclusive: the German aircraft were usually described as having been forced to withdraw and few victories were achieved.
By September 1915 the Nieuport 10 was becoming widely available, followed a few weeks later by the first Nieuport 11s. In a letter from the Ministry of War dated 7 September 1915, the Type N was preferred over the Type G and I, as well as the Nieuport 10. However, when the Type N was evaluated against the Nieuport 11 in September 1915 the results revealed the superiority of Nieuport's design and further development of the Morane-Saulnier's design was abandoned.
The Type N had been found to be a demanding, and at times dangerous, aircraft to fly. The Morane-Saulnier fighter had a tendency to stall above 3000 meters and, perhaps due to its excessive wing loading, was uncomfortable to fly. The Nieuport 10s and 11s, on the other hand, not only had superior performance but were far easier to fly. There were also reports that the Type Ns were difficult to maintain in the field. Finally, the propeller deflection system of the Type N was far less reliable than the machine gun mounting on the top wing utilized on the Nieuports.
The Type Ns continued to see very limited service in the fall ol 1915; Jean Navarre (who commanded MS 12) destroyed a German aircraft while flying a Type N on 25 October. However, by the end of 1915 the Type N had been completely withdrawn from front-line units. While the Type N saw only limited service with the Aviation Militaire, it would see more widespread use with the RNAS and RFC.
Foreign Service
Russia
The information on the Type Ns used by the Imperial Russian Air Service is distorted by the Russian authors' confusion between the modified Type G fighter, Type I, and the Type N. Shavrov reports on a single-seat "monocoque" monoplane powered by a 110-hp Le Rhone engine. This is almost certainly the Type G of 1915, which had been fitted with a Hotchkiss gun and deflector blades on the propeller. He states that a 'small number were used' and that a single experimental aircraft was 'built by the Dux plant in 1917.' He also reports that Type Ns were obtained directly from France in 1916. It had been planned to produce the Type N at the Dux plant but, for unstated reasons, this plan was never implemented. A number of Morane-Saulnier Type I fighters were also obtained by the IRAS; at least 20 had been ordered.
By mid-1916 the Russians had adopted the French practice of organizing fighter squadrons into larger units. Each of these fighter groups had between four and six squadrons. The groups were stationed at areas of the front where it was deemed essential to establish local air superiority. The 1st Fighter Group (with four squadrons) was assigned to the 11th Army, the 2nd Group served on the southwestern front, and the 3rd Fighter Group was on the western front. While most of these units were equipped with Nieuport 11s, a number of Type Gs, Is, and Ns (collectively and inaccurately known as Morane 'Monocoques') were also being used. On 1 March 1917 there were 12 Morane "Monocoques" of all types at the front distributed as follows: northern front (1); western front (3); southwestern front (6); and the Romanian front (2).
By the next month there were 18 "Monocoques" in service, represented 8 percent of all aircraft at the front. As late as July 1917 there were 11 on the Romanian and southwestern fronts. It appeals that none was used during the civil war.
Ukraine
Two "Morane monocoques" were obtained from the Russians in 1918. They had serial numbers 755 and 952.
United Kingdom
The RFC utilized more Type Ns than were employed by the Aviation Militaire; more than half of all the Type Ns produced went to the British. In many ways the RFC's decision to use the Type N was forced upon it by circumstances. The "Fokker scourge" and the limited number of Bristol Scouts available created an urgent need for single-seat fighters. Three Type Ns were ordered by the RFC in mid-September 1915, by which time the Type Ns had been almost completely retired from the front-line escadrilles of the Aviation Militaire. The first three were assigned to Nos.1 and 3 Squadrons. A follow up order for 24 was placed in January 1916 and all had been delivered by mid-June. These aircraft served with Nos.1, 3, and 60 Squadrons. They became popularly known as Morane Bullets or Morane Scouts.
Some of the Type Ns had 11-square-meter wings with a new profile and were similar to the forthcoming Type Is (see above). They were considered to be "excellent practice or transition machines." These were found to be 8 km/h faster than the standard Type Ns but their climb rate was slower. Armament was usually a single 0.303 Lewis machine gun with a 47-round drum. Some Type Ns had a 0.303 Vickers machine gun; in these the gun butt protruded into the cockpit, necessitating a take-up spool to collect the empty belt.
No.60 Squadron was the main user of the Type Ns, receiving its first on 28 May. The aircraft of No.60 Squadron saw action during the Battle of the Somme and while, as with the French, most combats were inconclusive, a number of victories were scored by pilots flying the Type Ns. No.24 Squadron also had some Type Ns, most having been transferred from No.3 Squadron. The British pilots also found the Type Ns difficult to fly and another disadvantage was its close resemblance to the Fokker E.III, which led to recognition errors.
The Type Ns were withdrawn from front-line squadrons in October 1916.
Morane-Saulnier Type N Single-Seat Fighter with 80-hp Le Rhone 9C
Span 8.146 m; length 5.83 m; height 2.25 m; wing area 11 sq. m
Loaded weight 444 kg
Maximum speed: 144 km/h at ground level; climb to 1,000 m in 4 minutes; climb to 2,000 m in 10 minutes; range 185 km; endurance 1.5 hours
Armament: one fixed 8-mm Hotchkiss, 0.303 Lewis, or 0.303 Vickers machine gun
Approximately 44 built; the RFC received approximately 26 directly from the Morane-Saulnier factory
Morane-Saulnier Type N Single-Seat Fighter with 80-hp Le Rhone 9C and Modified Wings
Dimensions: same as standard Type N
Payload: 155 kg
Maximum speed: 152 km/h at ground level; climb to 2000 m in 12 minutes; climb to 4,000 m 45 minutes
Morane-Monocoque Single-Seat Fighter with 120-hp Le Rhone
Span 9.8 m; length 7.0 m; height 2.25 m; wing area 15 sq. m
Empty weight 435 kg: loaded weight 658kg;
Maximum speed: 177 km/h at ground level; climb to 1,000 m in 5 minutes 54 seconds; climb to 2,000 m in 10 minutes 12 seconds; climb to 3,000 m in 17 minutes; ceiling 5,600 in; endurance 2.3 hours
One built by the Dux plant, others obtained directly from Morane-Saulnier. Note: This was probably a modified type G.
Morane-Saulnier N Single-Seat Fighter with 80-hp Le Rhone 9C Supplied to Russia
Span 8.1 m; length 5.8 m; height 2.25 m; wing area 11.0 sq. m
Empty weight 400 kg; loaded weight 575 kg
Production was "started" at the Dux plant but never completed
Morane-Saulnier Type I
The designation Type I was probably given to this aircraft to avoid confusion with the Nbis (a Type I was developed in 1913 but not sold to the military). The prototype aircraft, completed in March 1916, was probably a modified Type N. The RFC had been pleased with the initial Type Ns it received in late 1915. A decision was made by the RFC headquarters to develop the Type N further by equipping it with a more powerful 110-hp Le Rhone 9J engine. It was also 10 have an endurance of three hours and, unlike the Type N, was to be capable of being flown by a "moderate pilot." Maximum speed was to be 161 km/h at 1.829 m. The dimensions of the Type I were very close to those of the Type N although the wing span and elevators were slightly larger. Armament was usually a synchronized 0.303 Vickers machine gun.
The RFC's interest in developing the Type N was in marked contrast to Ihe Aviation Militaire's decision to abandon it in favor of the Nieuport 11. However, Type Is did receive the SFA designation MoS.6. It is not known if any Type Is were used by French escadrilles, but it seems unlikely.
Four Type Is were supplied to No.60 Squadron shortly after July 1916. These were assigned serials MS733, MS744, MS735, and MS746 by the French and A198, A199, A202, and A206 by the RFC. Despite the fact that the specification called for an airplane which could be flown by a "moderate pilot," the Type I was apparently a very difficult aircraft to fly. Although fast, the Type Is were disliked by No.60 Squadron's pilots and after October 1916 the two Type Is still serviceable were returned to England for use by training units.
A number of Type I fighters were obtained by the Imperial Russian Air Service; at least 20 were ordered.
Morane-Saulnier Type I Single-Seat Fighter with 110-hp Le Rhone 91
Span 8.242 m; length 5.815 m; height 2.50 m; wing area 11 sq. m
Empty weight 334 kg; loaded weight 510 kg; payload 187 kg
Maximum speed: 164 km/h at sea level; 156 km/h at 3,000 m; climb to 1000 m in 2 min. 50 sec.; climb to 2000 m in 6 min. 45 sec; climb to 3000 m in 12 min. 40 sec.; ceiling 4700 m; endurance 1.3 hours
Armament: one synchronized 0.303 Vickers machine gun
Four built for the RFC (not including prototype), no more than 20 built for Russia
Morane-Saulnier Type V
The Morane-Saulnier Type I had been, essentially, a Type N equipped with a more powerful 110-hp Le Rhone 9J. The Type V was to have the same engine as the Type I but incorporate a number of improvements. While the Type I had an endurance of 1.3 hours, the Type V was intended to carry enough fuel for three hours. This requirement came at the insistence of Major General Trenchard, who had been displeased with the Type I's poor endurance. While at least one example is known to have been flown in French markings, further development of the Type V was abandoned by the Aviation Militaire. All the Type Vs produced were used by the RFC.
The most significant change in the Type V was the addition of a 50-liter fuel tank carried within the enlarged fuselage belly fairing. The span and chord of the wings were enlarged, presumably to permit the aircraft to carry this heavier payload. The elevators were also enlarged and the rudder modified. Armament consisted ol a synchronized 0.303 Vickers machine gun. As with the Type I, the gun butt protruded into the cockpit, necessitating a take-up spool to collect the empty belt. On the Type V the empty casings ran into a trunk that emptied out through the bottom of the airplane. A redesigned windscreen served to shield both the pilot and the ammunition belt from the slipstream.
Designated Type V by the Morane-Saulnier firm and, possibly MoS.22 by the SFA, 12 were ordered on 1 April 1916. The first was delivered to the RFC on 22 April 1916. It had serial number MS 747 and reached No.1 AD on 16 May and No.3 Squadron on 19 May.
Contemporary reports describe the Type V as being easy to fly. Assuming these analyses were accurate, the Type V would indeed have represented a significant improvement over the Type N.
The final Type Vs had been sent io the RFC by 26 August 1916. They were initially delivered to No.2 AD and then to No.60 Squadron. These aircraft saw considerable activity with No.60 Squadron. However, while the pilots who had initially evaluated the Type V had praised it as being easy to fly, the pilots at the front found it to be a demanding machine. One pilot stated that it behaved as if it "were doing its best to kill you." Realizing the Type Vs deficiencies, Trenchard ordered the remaining aircraft be returned to England.
In October 1916 No.60 Squadron sent its remaining nine Type Vs to England, where they may have seen service with training units.
Morane-Saulnier Type V Single-Seat Fighter with 110-hp Le Rhone 9J
Span 8.75 rn; length 5.815 m
Payload 210 kg
Maximum speed: 165 km/h at ground level; climb to 1.000 m in 3 minutes 20 seconds, to 2,000 m in 8 minutes; to 3,000 m in 15 minutes 20 seconds
Armament: one synchronized 0.303 machine Vickers machine gun
Twelve built for the RFC
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A.Durkota, T.Darcey, V.Kulikov The Imperial Russian Air Service (Flying Machines)
Additional Morane-Saulnier Models
Described as the Morane-Monocoque, this machine was smaller than the G model, yet similar to it except for the fuselage. It was experimental and was fitted with a 120hp Le Rhone engine. Only one was built by Dux.
The Morane-Saulnier N was nearly identical to the Monocoque. Powered by an 80hp Le Rhone, one aircraft of this version was started at Dux, but it was never finished.
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W.Green, G.Swanborough The Complete Book of Fighters
MORANE-SAULNIER TYPE N France
Effectively the earliest operational single-seat fighters were the Morane-Saulnier Type N and its German contemporary, the Fokker E I, although the former had not been conceived with a military application in mind. Both types were flown in May 1914, the latter as the M 5, and the Type N was demonstrated in the following month at Aspern, Vienna. Retaining the wing warping lateral control of earlier Morane-Saulnier shoulder-wing monoplanes, but embodying noteworthy aerodynamic refinements, the Type N was powered by an 80 hp Le Rhone 9C rotary engine, and its operational use was pioneered by Eugene Gilbert who flew an early example fitted with a forward-firing 8-mm Hotchkiss machine gun with propeller-mounted steel bullet deflectors and dubbed Le Vengeur. This armament was similar to that of the Type L flown by Roland Garros. The performance of Le Vengeur prompted an official order for a small series of aircraft for use by the Aviation Militaire and these entered service in the summer of 1915. In January 1916, 24 Type N aircraft were ordered for the Royal Flying Corps, these being delivered between March and June 1916, and becoming known unofficially to the service as "Morane Bullets". A few were delivered to the Russian Military Air Fleet, but most had been withdrawn from French operational service before the end of 1915, and those delivered to the RFC were phased out in the following summer. As supplied to the RFC, the Type N was fitted with either the Lewis or Vickers machine gun, both of 7,7-mm calibre.
Max speed, 89 mph (144 km/h) at sea level.
Time to 3,280 ft (1000 m), 4.0 min.
Endurance, 1.5 hrs.
Loaded weight, 976 lb (443 kg).
Span, 26 ft. 8 5/8 in (8,15 m).
Length, 19 ft 1 1/2 in (5,83 m).
Height, 7 ft 4 1/2 in (2,25 m).
Wing area, 118.4 sqft (11,00 m2).
MORANE-SAULNIER TYPE G France
The appellation Type G was something of a generic designation in that several very different Morane-Saulnier designs were known as such, the last of these being a single-seat fighter designed in the summer of 1915 and built after the initial production batch of Type N aircraft for the Aviation Militaire. A refined development of the basic Type G of 1912, but featuring a fully-faired fuselage and powered by an 80 hp Le Rhone 9C, the Type G fighter had a centrally-mounted 8-mm Hotchkiss machine gun with standard bullet deflectors on the propeller. Possessing a general resemblance to the Type N, the Type G fighter's raison d'etre has gone unrecorded, but it is improbable that more than one or two examples were built as no production contract was placed on behalf of the Aviation Militaire. No data other than the overall dimensions have survived.
Span, 29 ft 11 in (9,12 m).
Length, 21 ft 8 2/3 in (6,62 m).
Height, 8 ft 4 in (2,54 m).
MORANE-SAULNIER TYPE I France
The Type I single-seat fighter was fundamentally a Type N re-engined with a 110 hp Le Rhone 9J nine-cylinder rotary and stemmed from interest evinced by Maj-Gen Trenchard in a more powerful version of the basic aircraft. An order was placed in January 1916 on behalf of the RFC for one aircraft. Twelve more were ordered during the following March when the first example was flown for the first time. The Type I was intended to have a single 7,7-mm Lewis gun with French Alkan synchronising mechanism, but the four examples supplied to the RFC mid-July 1916 were fitted with a centrally-mounted Vickers gun. No additional Type I fighters were delivered to the British service as this aircraft had meanwhile been overtaken by the similarly-powered, but extensively redesigned, Type V which afforded greater endurance. The Type I was not adopted by the Aviation Militaire.
Max speed, 104 mph (168 km/h) at sea level.
Time to 6,560 ft (2 000 m), 6.75 min.
Endurance, 1.33 hrs.
Empty weight, 736 lb (334 kg).
Loaded weight, 1,124 lb (510 kg).
Span, 27 ft 0 1/2 in (8,24 m).
Length, 19 ft 1 in (5,81m).
Height, 8 ft 2 1/2 in (2,50 m).
Wing area, 118.4 sqft (11,00 m2).
MORANE-SAULNIER TYPE V France
Developed in parallel with the Type I, the Type V single-seat fighter was a larger aircraft with a three-hour endurance. First flown in April 1916, and powered by a 110 hp Le Rhone 9J engine, it differed from the Type I in having larger wings and deepened ventral contours to accommodate increased fuel tankage. Armed with a single 7,7-mm Vickers gun mounted centrally ahead of the cockpit, the Type V was intended primarily to meet an RFC requirement formulated at the beginning of 1916, and the first of 12 aircraft for that service was officially accepted on 13 May 1916. The Type V proved singularly unpopular, as did also the Type I, and the operational career of the 110 hp Morane-Saulnier fighters with the RAF proved to be brief, terminating on 19 October 1916. A number of 110 hp aircraft, probably Type Vs but possibly Type Is, was supplied to Russia, 18 of these being in service on 1 April 1917, and several reportedly survived the revolution of that year to see operational use with the Red Air Fleet.
Max speed, 102 mph (165 km/h) at sea level.
Time to 3,280 ft (1 000 m), 3.35 min.
Span, 28 ft 7 1/2 in (8,75 m).
Length, 19 ft 1 in (5,81m).
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L.Opdyke French Aeroplanes Before the Great War (Schiffer)
Deleted by request of (c)Schiffer Publishing
Type N: This was a 1914 racing design.
(Wing area: 11 sqm; 80 hp Gnome)
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A.Jackson British Civil Aircraft since 1919 vol.3 (Putnam)
Morane-Saulnier Type N replica
Replica of the wire-braced, mid-wing Bullet fighter designed and built in France for the Royal Flying Corps and the French Army in 1913. One aircraft only: G-AWBU, c/n PPS/REP/7, built from modern materials by D. E. Bianchi of Personal Plane Services Ltd., powered by one 145 h.p. Warner Super Scarab radial and first flown at Booker in 1969.
Data for original 80h.p. Le Rhone model: Span, 27 ft. 5 in. Length, 22 ft. 7 in. A.U.W., 1,122 lb. Max. speed, 102 m.p.h. Range, 150 miles.
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Журнал Flight
Flight, August 13, 1915.
EDDIES.
After such a series of brilliant feats in the service of La Patrie, it does seem hard luck for two of France's best-known pilots, the two Gs. one might call them, Garros and Gilbert, to have been put out of the running for the rest of the war by one and the same cause, one which is the constant dread of every pilot - engine trouble. While Garros, as is of course well known, is a German prisoner of war, Gilbert's engine took it into its head to strike while over Swiss territory, with the result that he is now interned in that country. It is really rather difficult to say which of the two alternatives is preferable, for while Garros, should the opportunity present itself, can without any scruples take his chances and attempt to escape, Gilbert, being interned in a neutral country, will probably have given his word of honour not to try to escape. In the accompanying remarkable photograph, which we reproduce by courtesy of our French contemporary, L'AEROPHILE, taken from another Avion, Gilbert is seen in his peculiar streamline Morane-Saulnier monoplane, le Vengeur, flying at a good altitude a few minutes previous to a victorious fight with a German Aviatik.
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