А.Шепс Самолеты Первой мировой войны. Страны Антанты

"Ньюпор-10" 1915 г.

   В 1913 году Густав Деляж начал проектирование одностоечного биплана для участия в гонках на кубок Гордона Беннета.
   Начавшаяся война не позволила участвовать в гонках, и фирма предложила почти готовую машину военным. После ряда доработок в начале 1915 года самолет совершил свой первый вылет, и сразу же началось серийное производство. Конструкция этой машины определила конструкцию всех машин фирмы "Ньюпор", строившихся в Первую мировую войну. Подробно о ней рассказано в описании самолета "Ньюпор-11".
   Отметим только отличия. "Ньюпор-10" был более крупньм двухместным разведчиком и первоначально не нес вооружения. Следом за Францией его серийное производство начали заводы "Дукс" и Лебедева в России, где самолет получил большое распространение. Было выпущено несколько вариантов, отличавшихся двигателями и конструкцией капота, машина не была ни полноценным разведчиком, ни истребителем (малый радиус действия), и стала как бы переходной к знаменитому истребителю "Ньюпор11".

  
Модификации
   "Ньюпор-9" - разведчик с двигателем "Рон" (80л. с.). Наблюдатель располагался на переднем месте. Вставая, он вылезал в круглое отверстие в центроплане и мог вести огонь из карабина.
   "Ньюпор-10" - получил большое распространение. Самолет с тем же двигателем. Наблюдатель находился на заднем месте и мог вести огонь из пулемета-ружья "Мадсен" над верхним крылом. Но жесткое крепление оружия ограничивало сектор обстрела.
   "Ньюпор-10-бис" - вариант с двигателем "Гном-Моносупап" (100л. с.). Открытый снизу капот имел 5 отверстий в лобовой части и по одному отверстию по бокам для лучшего охлаждения.
   "Ньюпор-10-бис" - одноместный вариант с двигателем "Рон". Капот как у "Ньюпор 10".
   "Ньюпор-10-бис Дукс" - на нескольких машинах установили более мощные двигатели "Рон" (110 и 120 л. с.). Капот большего диаметра.
  
  
  
  
ЛЕТНО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ
  
   "Ньюпор-10" "Ньюпор-10-бис"
   1915г. 1915г.
   Размах, м 8,2/7,8 8,2/7,8
   Длина, м 7,1 7,1
   Высота, м 2,8 2,8
   Площадь крыла, кв.м 17,6 17,6
   Сухой вес, кг 409 455
   Взлетный вес, кг 658 630
   Двигатель: "Рон" "Гном-Моносупап"
   мощность, л. с. 80
   Скорость максимальная, км/ч 125 138
   Скорость подъема на высоту
   2000 м, мин.сек 20,0
   Дальность полета, км 250 250
   Потолок, м 3600 4200
   Экипаж, чел. 2 2
   Вооружение карабин карабин или ручной пулемет

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

"Ньюпор-X" ("Ньюпор-10" ). Выпущенный в 1915 г. и доставленный в Россию в конце того же года этот самолет первоначально был двухместным разведчиком с двигателем "Рон" в 80 л. с. При этом было два его варианта: с сиденьем летчика сзади и впереди.

   Первый тип называли у нас "Ньюпор-IX". Наблюдатель-стрелок, становясь на переднее сиденье, мог вылезать почти до пояса в круглое отверстие центроплана и в таком положении стрелять из ружья. Пулемета на самолете тогда еще не было.

   В самолете типа "Ньюпор-X" наблюдатель помещался сзади и мог уже пользоваться пулеметом, но положение его для стрельбы было неудобным и сектор обстрела получался очень ограниченным. В обоих случаях самолет не удовлетворял назначению ни истребителя, ни разведчика.

   Поэтому двухместный "Ньюпор-X", поступивший на фронт, сразу же стал подвергаться переделкам в одноместный, часто в порядке инициативы летчиков, и в таком виде получил распространение как истребитель. Самолет строился на заводах "Дукс" и Лебедева с конца 1915 г. в двух одноместных вариантах - с двигателем "Рон" в 80 л. с. (несколько экземпляров) и "Гном-Моносупап" в 100 л. с. (рис. 164, б) (десятки экземпляров). В обоих вариантах он назывался "Ньюпор-X бис" с добавлением марки двигателя. На нескольких экземплярах самолета завода "Дукс" в 1917 г. были также установлены двигатели "Рон" в 110 и 120 л. с.

   Двухместный "Ньюпор-X" применялся довольно долго как учебный с одиночным и с двойным управлением и в 1916-1917 гг. строился небольшими сериями, просуществовав в строю до 20-х годов. Одноместные "Ньюпоры-X" строились еще в начале 1918 г.

   При переделке "Ньюпора-X" в одноместный заднее сиденье сохранялось, переднее - закрывалось, управление смещалось к заднему сиденью. Неподвижный пулемет устанавливался на этом самолете без синхронизатора, поэтому ось ствола была направлена вне диска винта.

   Установку пулеметов на русских "Ньюпорах-X" и последующих выполнил в 1915-1917 гг. киевский конструктор Василий Владимирович Иордан - начальник авиационной базы VIII армии, который сконструировал и построил до десятка удачных оригинальных установок. Заслуживает внимания пулеметная установка, выполненная им для летчика А. А. Козакова в начале 1916 г. Объем переднего сиденья на самолете был использован для помещения 700 патронов, пулемет был установлен под углом 24° вверх к оси двигателя. Ось ствола проходила в 100 мм над диском винта (рис. 165, а). Успех этой установки в бою был полный, хотя самолет с двигателем "Рон" в 80 л. с. и не обладал высокими летными качествами. В других установках В. В. Иордана пулемет помещался над центропланом, а патроны с лентами - под пулеметом или рядом с ним под обтекателем.

   "Ньюпор-X бис" с двигателем "Моносупап" в 100л. с. ("Ньюпор-X-Моносупап" в 100 л. с., "Нюдес"). Самолет отличался тем, что в его передней стенке капота было сделано пять больших круглых отверстий и в боковых стенках по одному большому отверстию для лучшего охлаждения двигателя. Пулемет ставился над центропланом.

   "Ньюпор-X-бис" с двигателем "Рон" в 80 л. с. Самолет имел капот спереди без отверстий, закрывавший двигатель только сверху и с боков. Характерным признаком, отличавшим "Ньюпоры-IX, -X и -XI" от других типов были треугольные выступы-щеки в задней кромке капота.

   "Ньюпоры-X" с двигателем "Рон" в 110 и 120 л. с. были построены заводом "Дукс" в 1917 г. Капоты не имели отверстий, как при двигателе "Рон" в 80 л. с., но были большего диаметра.


Самолет (X) с c c c
Год выпуска 1915 1915 1916 1916 1917
Двигатель, марка
   мощность, л.с. 80 80 80 100 110
Длина самолета, м 7,1 7,1 7,1 7,1 7,1
Размах крыла, м 9 9 8,2 8,2 8,2
Площадь крыла, м2 17,6 17,6 17,6 17,6 17,6
Масса пустого, кг 430 430 430 455 435
Масса топлива+ масла, кг 45+12 45+12 45+12 60+20 64+22
Масса полной нагрузки, кг 250 175 175 175 175
Полетная масса, кг 680 605 605 630 610
Удельная нагрузка на крыло, кг/м2 38,6 34,4 34,4 35,8 34,7
Удельная нагрузка на мощность, кг/лс 8,5 7,6 7,6 6,3 5,6
Весовая отдача,% 37 29 29 28 28
Скорость максимальная у земли, км/ч 138 140 135 138 145
Время набора высоты 1000 м, мин 6 5 7 5,5 3,5
Время набора высоты 2000 м, мин 13 12 18 12 8
Время набора высоты 3000 м, мин 28 23 38 24 15
Время набора высоты 4000 м, мин 40 44 25
Потолок практический, м 3800 4200 3600 4200 4800
Продолжительность полета, ч. 2 2 2 2 2

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

Prewar Nieuport Aircraft
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   12. Nieuport 9 - unknown. (In Russia the single-seat version of the Nieuport 10 was designated Nieuport 'Niner.')



Nieuport 10

  The Aviation Militaire's decision to withdraw the Nieuport 6Ms from service resulted in the Nieuport firm being forced to produce Voisin 3s under license. Fortunately, Gustave Delage had joined the firm as chief engineer and it was he who would play a key part in the development of the Nieuport 10. Many of the design features of the Nieuport 10 would be repeated in virtually all the Nieuport aircraft built during the First World War.
  First of all, Delage had to contend with the army's decision that biplanes were ideal in the reconnaissance role as they offered a better view for the crew, had a superior climb rate, and were sturdier than monoplanes. The Nieuport firm, on the other hand, had advocated lightweight monoplanes capable of high speed. Delage's solution was to offer a compromise between a monoplane and a biplane. For the Nieuport 10 he selected a sesquiplane layout; literally, an airplane with one and a half wings. The standard fuselage of the prewar Nieuports was retained and a conventional upper wing was fitted, but the lower wing had a much narrower chord. The lower wing was braced to the upper wing by a V-shaped strut on either side. The "V" layout meant that the lower wings were attached to the solidly braced upper wing at only a single point. This point was actually a split ring that fit around the central wing spar and permitted the lower wing's incidence to be adjusted. While it could not be changed in flight, the incidence of the lower wing could be adjusted on the ground to compensate for the weight of the airplane or its type of engine. Thus the entire lower wing served the same function as the elevator. While this feature does not appear to have seen widespread use in service and was abandoned in later Nieuport designs, the V-shaped struts were retained and became a hallmark of the Nieuport firm. The incidence for the lower wing of a Nieuport 10 with a crew of two was between 2 degrees 30 minutes and 3 degrees, whereas a Nieuport 10 equipped with a 80-hp Le Rhone and carrying only a single crewman would have its lower wing incidence at a setting of 2 degrees 15 minutes. The lower wing had dihedral and was slightly swept. Another advantage of this layout was that the reduced chord of the lower wing resulted in a significant improvement in downward view for both the pilot and observer. The sesquiplane combined the maneuverability of a monoplane with the stability of a biplane. Lateral control was via ailerons on the upper wing. The ailerons' front edge was covered with wood and metal to reduce flutter. The fuselage was constructed of pine ash and ply, with metal used at stress points. Tubes were used as the basic structure for the tail section. All parts were covered with linen and doped.
  The Nieuport 10 was initially intended to carry a crew of two, as its primary missions were to be reconnaissance and army cooperation. On the Type AV the pilot was seated in front, while in the Type AR the observer was seated in front. Some Nieuport 10 Types AR were equipped with a machine gun fixed to the upper wing and angled to fire outside of the propeller arc. The observer had to stand up, fitting his body through a cut-out in the upper wing, in order to fire the gun. On the other hand, many of the Type ARs were equipped with an Eteve mount and Hotchkiss machine gun, which provided the rear observer a more practical and safer way of firing. Initially the airplanes had 80-hp Le Rhone rotary engines, but these were to prove to be inadequate for a two-seat reconnaissance machine.
  A Nieuport 10 was evaluated in the fighter role by MS 26 in June 1915. The aircraft was flown as a two-seater with the gunner sitting ahead of the pilot. In this configuration the Nieuport 10 was described as having several deficiencies. The stabilizer was described as "weak," the tail skid was too heavy, the undercarriage track too narrow, and there was excessive engine vibration. Recommendations included moving the pilot to the front seat and putting the gunner behind him.
  The Nieuport 10 was presented to the SFA in early 1915. It was accepted for use as a reconnaissance machine and began to arrive in front-line escadrilles in late April. It was initially supplied to units using the Morane Saulnier Type L/LA parasols that had replaced the Nieuport 6Ms earlier that year. By August there were 81 Nieuport 10s at the front: 42 with front-line escadrilles and the remaining 39 in reserve. There were enough Nieuport 10s in service to warrant the redesignation of 13 escadrilles as Nieuport units.
  The GQG reports for September show that the Nieuport 10s were initially used in the reconnaissance role. However, their mission soon switched to flying combat patrols along the French front lines. The GQG reports showed that there were increasingly intense combat with German fighters and reconnaissance machines. Usually these were described as inconclusive without loss to either side; however, the enemy airplanes were usually forced to withdraw. In addition to these barrage flights, Nieuport 10s flew bomber escort, reconnaissance sorties, and even dropped spies behind enemy lines. The change in the Nieuport 10's primary mission from army cooperation to fighter resulted from a basic flaw in the original design - with a crew of two the airplane was seriously underpowered. It was found, however, that when the observer was not carried the Nieuport 10 performed well as a single-seat fighter. In this role it had adequate speed and superior maneuverability. On many airplanes, the forward cockpit was deleted and the pilot fired a machine gun (often a Lewis with 47 rounds) fixed on the top wing. Initially, the pilot had to raise his arms above his head in order to fire the gun. Later a Bowden cable system was fitted so that he did not need to change position to use the gun. There were some successes reported even with the two-seat versions of the Nieuport 10. For example, on 9 November 1915 a Nieuport 10 of N 48 carrying a crew of two forced a Fokker to land. The crews were often issued a carbine or Chauchat automatic rifle.
  Nieuport 10s were assigned to what may have been the first Groupe d'Combat in the Aviation Militaire. This unit was Groupe d'Combat de Malzeville, which had several Caudron G.4s and two Nieuport 10s and was formed in August 1915. Its function was to guard the bombers of GB 2 during daylight raids and to provide fighter cover for GB 2's base at Malzeville and for the town of Nancy. In December 1915, N 65 with its Nieuport 10's and C 66 with Caudron G.4s were the constituent escadrilles of GC Malzeville. By 25 February 1916 GC Malzeville was disbanded and N 65 moved to Verdun.
  The Nieuport 10s continued to serve as fighters until being replaced by Nieuport 11 fighters at the beginning of 1916. After that, the Nieuport 10s continued to serve in small numbers with the escadrilles, usually returning to the task they had previously been intended to perform: reconnaissance. They were gradually replaced by the more powerful Nieuport 12 as 1915 progressed. By February 1916 there were 120 Nieuport 10s and 12s in service but the Nieuport 10s were gradually withdrawn from operational escadrilles during 1916.


Foreign Service

Belgium
  Belgium accepted its first Nieuport 10 on 17 June 1915. As the year progressed, the Nieuport 10s were assigned to the following units:
   No. 1 Escadrille - 1 Nieuport 10 at Coxyde airfield.
   No. 2 Escadrille - 1 Nieuport 10 at Coxyde airfield.
   No. 4 Escadrille - 1 Nieuport 10 at Houthem airfield.
  Franco-Belgian Escadrille 674 - several Nieuport 10s based at Hondschoote airfield.
  It had been intended to use the Nieuport 10s to provide fighter escort for the M.F.11s and Caudron G.4s used by these units. However, it was discovered that the front gunner's position severely restricted his field of fire and that, if he attempted to stand up to fire the gun, the Nieuport 10 would become unstable. For these reasons, the Nieuport 10s were soon replaced by the Nieuport 11 fighters.

Finland
  A single Russian-built Nieuport 10 was captured by Finland in 1918. Later, two Nieuport 10s were acquired by the Finns when two Russian pilots defected with their aircraft. Two of the airplanes were given Finnish codes D 63/18 and D 64/18. The Nieuport 10s remained in Finnish service from 1918 through 1919. They were assigned to Lento-osasto 2 which was based at Antrea. The unit saw action in the Viipuri area.

Italy
  In 1915 the Societa Nieuport-Macchi had acquired the rights to build Nieuport 10s under license. The Italians employed the airplane as a dedicated fighter and, for this reason, the observer's cockpit was faired over and a Lewis gun was fitted to the top wing. The first Nieuport 10s arrived from France in July 1915 and were initially assigned to 8a Squadriglia at Aviano. The pilots assigned to this unit were Italians who had been trained in France. A section of two Nieuport 10s was sent to Santa Caterina to provide aerial defense for the Supreme Command. This section saw considerable activity against the Austro-Hungarian Lloyd and Brandenburg reconnaissance aircraft. However, the limited performance of the Nieuport 10s soon became apparent and it has been reported that the Austro-Hungarians and Germans regarded the type as posing a negligible threat. As of January 1916 there were two Italian units using Nieuport 10s: Nos.1 and 2 Squadriglias. During 1916 Nieuport 10s were also used by Nos.70a and 71a Squadriglias.
  Teniente Baracca of 70a Squadriglia achieved the first Italian victory with a Nieuport 10 on 7 April 1916 when he destroyed a Austro-Hungarian Brandenburg C.I over Medeuzza. During the second half of 1916 the Nieuport 10s were assigned to provide fighter escort for Caproni bombers during attacks on Fiumee, Gorizia, Trieste, Opcina, and Dornberg.
  By the end of 1916, Nieuport 11s and 17s had begun to replace the Nieuport 10s in the fighter role. Nevertheless, as of mid-1917 six units still used Nieuport 10s: 70a, 7b, 75a, 76a, 77a, and 78a Squadriglias. The Nieuport 10 remained in front-line service well into 1917, but in the aerial reconnaissance role. By 1918 most Nieuport 10s had been assigned to training units. The Nieuport-Macchi firm built more than 240 of the type and it is believed that the Italians eventually acquired more than 500 Nieuport 10s before the end of the war.

Russia
  Russia received its first Nieuport 10s in late 1915, all two-seaters. Those versions with the pilot in the front cockpit and the observer behind him were designated Nieuport "Nine," while those with the pilot in the rear cockpit were Nieuport 10s. Initially, neither version was armed with machine guns and the observer had to make do with a carbine. The Russians decided that the type would be suitable as a fighter only when the observer's position was deleted and a more powerful engine provided. The Dux and Lebedev plants produced the following versions of the Nieuport 10:
   1. Nieuport 10bis: two types of engines - 80-hp Le Rhone (only a small number were built) and 100-hp Gnome Monosoupape (20 built).
   2. Nieuport 10 with 110 or 120-hp Le Rhone engines. These were built by the Dux plant and were in production as late as 1917. These airplanes had a larger cowling than Nieuport 10s with 80-hp Le Rhone engines.
   3. Nieuport 10bis with 100-hp Monosoupape engines. This version was characterized by five holes in the engine cowling, added to facilitate engine cooling.
   4. Nieuport 10bis with 80-hp Le Rhone engine.
  Some Nieuport 10s were built as two-seaters but these were used only as trainers. The trainers were in production between 1916 and 1917 and served until late 1920. The Nieuport 10 single-seat fighters remained in production until 1918. The machine guns for these fighters were installed by a subcontractor in Kiev using gun mounts for the top wing developed by Vasili Vladimirovich, commander of aviation for the 8th Army. In 1916 the Nieuport 10s were supplied to the 2nd, 3rd, 5th, and 12th Fighter units.
  On 1 March 1917 Nieuport 10s were in service on the northern front (5), western front (3), southwestern front (16), and the Romanian Front (5). This gives a total of 29 aircraft.
  On 1 April 1917 there were still 20 Nieuport 10s in service at the front, representing 10 percent of all aircraft with operational units. As of June 1917 the disposition of the Nieuport 10s at the front was: northern front (3), western front (8), southwestern/Romanian fronts (15), for a total of 29 aircraft. Most were assigned to corps air detachments, having been superseded in the fighter role.
  Most of the Nieuport 10s in service in 1917 were being used for reconnaissance. The decision had been made to concentrate on the production of Nieuport fighters and these began to replace the Nieuport 10s on the production line in 1916 and 1917. The remaining Nieuport 10s were used as trainers until the mid-1920s. In 1921 a total of 40 Nieuport 10s were in service. In 1922 some aircraft still served in front-line units; these were with the 4th, 14th, 19th, and 20th Aviaotryady and with the 2nd naval Istrootryad. They remained in service as trainers until 1925.

Ukraine
  A single Nieuport Niner (c/n 1046) and a single Nieuport 10 (c/n 725) were obtained by the Ukrainian People's Republic Air Force in 1918. The Ukrainian air force ceased to exist in 1919 when the Ukraine was occupied by the Red Army.

United Kingdom
  The Royal Naval Air Service ordered 24 Nieuport 10s in 1915 (although this number may include some Nieuport 12s). They were allocated serials 3163 through 3186 and were assigned to No.1 Wing. Twelve additional Nieuport 10s were purchased in France and given serials 3962 through 3973. These served with Nos.1, 3, and 4 Wings. Two additional machines, 8516 and 8517, were delivered in 1915. Both were assigned to 4 Wing, and later 1 Wing.


Nieuport 10 Two-Seat Reconnaissance Plane or Single-Seat Fighter with 80-hp Le Rhone
   Span 7.92 m; length 7.051 m; height 2.67 m; wing area 18 sq. m
   Empty weight 400 kg; loaded weight 650 kg
   Maximum speed: 115 km/h; climb to 2,000 m in 16 minutes; range 250 km
   Armament on the single-seater: one Lewis machine gun and a Mauser pistol
   Armament on the two-seater: one Lewis machine gun and a Winchester and a carbine
   A total of 7,200 Nieuport 10s and 12s were built.

Macchi-Nieuport 10 Single-Seat Fighter with 80-hp Le Rhone
   Span 8.03 m; length 6.88 m; height 2.35 m; wing area 18 sq. m
   Empty weight 450 kg; loaded weight 630 kg
   Maximum speed: 140 km/h; climb to 2,000 m in 15 minutes 30 seconds; ceiling 4,000 m; endurance 3 hours
   Armament: one Lewis machine gun
   Approximately 240 built

Nieuport 10 ("Nieuport Niner") Single-Seat Fighter with 80-hp Le Rhone Built in Russia by Dux and Lebedev
   Span 9.0 m; length 7.1 m; height 2.35 m; wing area 17.6 sq. m
   Empty weight 430 kg; loaded weight 680 kg
   Maximum speed: 138 km/h; climb to 1,000 m in 6 minutes; climb to 2,000 m in 13 minutes; climb to 3,000 m in 28 minutes; ceiling 3,800 m; endurance 2 hours
   Armament: one machine gun
   Approximately 300 (of all types) built

Nieuport 10bis Single-Seat Fighter with 80-hp Le Rhone Built in Russia by Dux and Lebedev
   Span 8.2 m; length 7.1 m; height 2.35 m; wing area 17.6 sq. m
   Empty weight 430 kg; loaded weight 605 kg;
   Maximum speed 135 km/h; climb to 1,000 m in 7 min.;climb to 2,000 m in 18 min.; climb to 3,000 m in 38 min.; ceiling 3,600 m; endurance 2 hrs.
   Armament: one machine gun

Nieuport 10bis Single-Seat Fighter with 100-hp Gnome Monosoupape Built in Russia by Dux and Lebedev
   Span 8.2 m; length 7.1 m; height 2.35 m; wing area 17.6 sq. m
   Empty weight 455 kg; loaded weight 630 kg
   Maximum speed: 138 km/h; climb to 1,000 m in 5 minutes 30 seconds; climb to 2,000 m in 12 minutes; climb to 3,000 m in 24 minutes; ceiling 4,200 m; endurance 2 hours
   Armament: one machine gun
   Approximately 20 built

Nieuport 10 Single-Seat Fighter with 110-hp Le Rhone Built in Russia by Dux in 1917
   Span 8.2 m; length 7.1 m; height 2.35 m; wing area 17.6 sq. m
   Empty weight 435 kg; loaded weight 610 kg
   Maximum speed: 145 km/h; climb to 1,000 m in 3 minutes 30 seconds; climb to 2,000 m in 8 minutes; climb to 3,000 m in 15 minutes; climb to 4,000 m in 25 minutes; ceiling 4,800 m; endurance 2 hours
   Armament: one machine gun

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

O.Thetford British Naval Aircraft since 1912 (Putnam)

NIEUPORT 10

   This was the first of all the historic Nieuport biplanes to enter service with the RNAS early in 1915. Although a two-seater, it was often flown as a single-seater (with the front seat removed) and a machine-gun on the top wing. Fifty were supplied to the RNAS (3163-3186,3920-3921, 3962-3973 and 8516-8517) and they served with NO.1 Wing RNAS at Dunkirk and No.2 Wing in the Agean including the Dardanelles campaign. One 80 hp Gnome engine. Maximum speed, 87 l/2 mph. Climb, 16 min to 6,500 ft. Span, 25 ft 11 in. Length, 22 ft 11 in.

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

NIEUPORT 10 France

   Founded in 1910 by Edouard Nieuport, the Etablissements Nieuport became responsible for a series of fighting aircraft to the designs of Gustave Delage that was to extend over a quarter-century. The first of this distinguished line, the Nie 10, was allegedly derived from a racing biplane intended for the Gordon-Bennett contest and appeared before the end of 1914 as a military two-seater. At first, the French authorities evinced little interest, but subsequent to the British Royal Naval Air Service ordering 24, the Nie 10 was purchased in quantity. Initially, there were two versions: the Nie 10 AV (avant) in which the observer occupied the front seat and the Nie 10 AR (arriere) in which he occupied the rear seat. These were mostly converted to single-seat configuration for the fighting role, with a single machine gun mounted above the upper wing. Of orthodox wood-and-fabric construction, the Nie 10 was of sesquiplane configuration, the narrow-chord lower wing having less than half the area of the upper wing, and was powered by an 80 hp Gnome or Le Rhone rotary engine. It entered service with both France’s Aviation Militaire and the Royal Naval Air Service in May 1915, and was licence-built by Nieuport-Macchi in Italy, and by Dux and Lebedev in Russia, where production continued until 1920. Some Russian-built single-seaters were powered by the 100 hp Monosoupape or 110 hp and 120 hp Le Rhone engines, and were referred to as the Nie 10bis. The following data relate to the 80 hp single-seat version.

Max speed, 91 mph (146 km/h) at sea level.
Time to 6,560 ft (2 000 m), 16.5 min.
Empty weight, 904 lb (410 kg).
Loaded weight, 1,455 lb (660 kg).
Span, 25 ft 11 in (7,90 m).
Length, 22 ft 11 1/2 in (7,00 m).
Height, 8 ft 10 1/4 in (2,70 m).
Wing area, 193.76 sq ft (18,00 m2).

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

Nieuport 10

  In 1915 the Societa Nieuport-Macchi had acquired the rights to build Nieuport 10s under license, after ten had been imported from the Nieuport factory. The Italians employed the airplane as a dedicated fighter and, for this reason, the observer’s cockpit was faired over and a Lewis gun was fitted to the top wing. These aircraft were often called Ni 10 or Ni 18 sq m the latter based on the wing area.
  The first Nieuport 10s arrived from France in July 1915 and were initially assigned to 8a Squadriglia at Aviano. The pilots assigned to this unit were Italians who had been trained in France. A sezione of two Nieuport 10s was sent to Santa Caterina to provide aerial defense for the Comando supremo (Supreme Command). This sezione saw considerable activity against the Austro-Hungarian Lloyd and Brandenburg reconnaissance aircraft. However, the limited performance of the Nieuport 10s soon became apparent and it has been reported that the Austro-Hungarians and Germans regarded the type as posing a negligible threat.
  As of January 1916 there were two Italian units using Nieuport 10s: 1a and 2a Squadriglias.

1a Squadriglia
  An M.F. 11 reconnaissance unit, it has been reported that at least one Nieuport 10 was supplied to the unit probably to provide escort for the slow Farmans.

2a Squadriglia
  2a Squadriglia was placed at the disposal of the Comando supremo (Supreme Command) for the defense of Udine and was strengthened by the addition of two Nieuport 10s which were flown by Guido Tacchini, Maffeo Scarpis, and Francesco Baracca in 1915. On 1 September 1a Sezione Nieuport replaced capitano Scarpis and received Oreste Salomone and lieutenant Domenico Bolognesi. On 19 November the unit had five M.F.11s and four Nieuport 10s. By 11 December 1915 the unit was redesignated 2a Squadriglia da Ricognizione e Combattimento and Sezione Nieuport.

70 Squadriglia
  The unit was born on April 15, 1916 as an autonomous unit on the field of S. Caterina di Udine as a fighter squadriglia.
  The unit’s flight line consists of eight Nieuport 10s.
  On 9 May, a storm uncovered three of the Squadriglia’s wooden hangars, seriously damaging eight planes, four of which had to be sent to the air park for repairs.
  On 9 August 70a escorted a formation of Capronis on a bombing mission over Dornberg. By 19 August the unit had 10 pilots and 12 aircraft, eight Nieuport 11s and four Nieuport 10s. Of the latter, urgent replacement was requested because they were not very fast and have been worn out by intense use. On that same day 70a Squadriglia escorted a formation of Caproni bombers on a bombing raid on Dornberg.
  By early 1917 the last Nieuport 10s had been replaced. One of the aircraft’s claim to fame in Italy was that it was on a Nieuport 10 that tenente Baracca of 70a Squadriglia achieved the first Italian victory on 7 April 1916 when he destroyed a Austro-Hungarian Brandenburg C.I over Medeuzza.

71a Squadriglia
  This unit was created April 15, 1916 from 2a Squadriglia with Nieuport 10 (single and two-seat), as well as some Nieuport 11s. It was based at Cascina Farello, near Aquileia, and under the control of I Gruppo. The aircraft were most likely single-seater Nieuport 10s 658, 1249 (with wing of 14 sq m), 1040 (wing of 18 sq m) and the two-seater with wing from 18 sq m serial number 1263 and 1264.
  During this period the Squadriglia made numerous attempts to intercept Austrian planes attempting to penetrate Italian lines.
  The unit moved to Villaver la on 23 May, now under the command of XIV Corpo d’Armata, and engaged in inconclusive combats for the rest of the month. In May the unit had Nieuports 1047, 1263, 1264, 1265, 1266, 1449 and 1766.
  Due to the bad weather conditions, the redeployment was not complete until the 25th, the day on which the first mission from the new base at Ghelfi was undertaken.
  During the second half of 1916 the Nieuport 10s were assigned to provide fighter escort for Caproni bombers during attacks on Fiumee, Gorizia, Trieste, Opcina, and Dornberg.
  71a now operated in the northern sector in June during the battle of Ortigara. On 8 July the Squadriglia became part of III Gruppo commanded by maggiore Ernesto La Polla. Guarding the air space over Vicenza sky, the unit was very busy intercepting Austro-Hungarian aircraft. However, as the unit’s diary noted, the aircraft warning system was inadequate and interceptions were few for which the commander stated that he could not assume any responsibility.
  On 26 September, four planes were kept on alert from sunrise to sunset, in the area of the V Corpo d’Armata, available to 44e Divisione. They patrolled the Vallarsa, Dolomiti, Monte Maggio line in an attempt to intercept Austrian artillery co-operation aircraft. The unit also supported the Italian offensive, alongside 32a, 35a, and 75a Squadriglias.
  In October, 71a carried out combat patrols during the Italian offensive actions on the Pasubio.
  On 4 December 71a replaced 78a in interdiction flights over the plateau at Valsugana, in collaboration with 75a and la Idrovolanti.They all operated along Pasubio and Vai Lagarina flying in closely spaced pairs. The weather conditions greatly limited sorties. In 1916, 71a Squadriglia had made 523 sorties and engaged in 74 combats.

75a Squadriglia
  75a was formed at Tombette air field on 1 May 1916 under the command of capitano Maffeo Scarpis and assigned to III Gruppo. It was to provide air defense for the city of Verona with Nieuports 1455, 1456, 1457, 1458 and 1459.
  On 3 May the squadriglia sent a sezione of three planes and pilots to Villaverla.
  In October, 75a performed numerous escort missions for reconnaissance and bombing aircraft and supported aerial operations over Pasubio.
  The flight activity in the last two months of the year was limited due to bad weather. By now the unit had Nieuport 11s 1646, 1647, 1649, 1654, 1688, 1690 and 1695; by this time, the Nieuport 10s had been deleted.
  During 1916 74a had flown 361 combat sorties and engaged in 24 aerial combats’ there was one confirmed victory.

76a Squadriglia
  This Squadriglia was formed on the Comina field, near Pordenone, on 25 May 1916. It was equipped with Nieuport serial numbers 1042, 1043, 1805 and 1806 available. On May 29, 76a received the order to fly to S. Maria la Longa, to be assigned to I Gruppo.
  At the end of June the unit had Nieuports 1042, 1464, 1606, 1806, 3438, 2182 and 2206.
  On 29 September 76a became part of II Gruppo, based at Santa Maria la Longa. It supported II Armata offensive operations in the autumn of 1916.
During 1916 76a had to strike off charge Nieuports 1650, 1683,1699,2111,3128 and 3133 due to various damages. By 1917 the unit had fully re-equipped with Nieuport 11s.

77a Squadriglia
  77a Nieuport Squadriglia was formed on 31 May 1916 at Campo della Comina. It was assigned to the Comando Supremo and based in Istrana on June 18, 1916. It was equipped with Nieuport 10s. Combat operations began in July as it re-equipped with Nieuport 11s.
  By July 1916 Nieuport 11s had replaced the Nieuport 10s.

78a Squadriglia
  78a was formed June 29, 1916 at Comina. However, the unit had only a single Nieuport 10 (and seven Nieuport Ils); the Nieuport 10 was soon replaced.

  By the end of 1916, Nieuport 11s and 17s had begun to replace the Nieuport 10s in the fighter role. Nevertheless, as of mid-1917 six units still used Nieuport 10s: 70a, 71a, 75a, 76a, 77a, and 78a Squadriglias. By 1917 the two Nieuport 10s were replaced.
  The Nieuport 10 remained in front-line service well into 1917, but in the aerial reconnaissance role.
  By 1918 most Nieuport 10s had been assigned to training units. The Nieuport-Macchi firm built more than 240 of the type and it is believed that the Italians eventually acquired more than 500 Nieuport 10s before the end of the war.


Nieuport-Macchi 10 Single or Two-Seat Reconnaissance Aircraft with One 80-hp Le Rhone Engine
  Wingspan 8.03 m; length 7.01 m; height 2.85 m; wing area 18 sq m
  Empty weight 440 kg; loaded weight 650 kg
  Maximum speed 140 km/h; ceiling 3,800 m; endurance 2 hours 30 minutes, range 300 km

Журнал Flight

Flight, March 19, 1915.

A TWO-SEATER NIEUPORT BIPLANE.

   IN the accompanying photographs is seen a biplane which has been recently issued from the Nieuport works. Hitherto the Nieuport firm have chiefly concentrated their energies on machines of the monoplane type, and with the exception of the extra pair of wings their new machine follows very closely on the lines of the monoplanes that made the late Nieuport brothers famous, and it will be noted that everything has been done with the object of improving the views from both pilot's and passenger's seats and to give a gunner as far as possible a free range of firing in any direction.
   Generally speaking, this Nieuport military tractor biplane follows standard practice as regards the general arrangement, but upon closer examination several original ideas are noticed.
   From the photographs it will be seen that only one pair of struts on each side of the fuselage separates the two planes, and these struts, instead of being parallel to one another, as is usually the case, run to a point on the bottom plane. The reason for this is that the lower plane has only a single spar, which takes the form of a steel tube round which the wing pivots. The upper plane is fitted with two spars in the usual manner, to the rear one of which are hinged the two ailerons. For lateral control a hand lever in front of the pilot operates simultaneously the ailerons on the upper planes, whilst warping, or, more correctly speaking, pivoting, the corresponding half of the lower plane. This system undoubtedly provides ample lateral control. In fact we should imagine that the ailerons on the top plane would alone be sufficient for the maintenance of lateral stability, and the chief advantage in having such a small chord to the lower plane would lie in the fact that it only obscures the downward view to a very slight extent.
   As for the arrangement of the gunner's quarters, his seat is placed in the usual manner in front of that of the pilot, and when sitting down inside his cockpit a very wide range of vision is obtained in a downward and forward direction.
   In order that the propeller may be avoided when firing forward, there is a circular opening in the top plane through which the gunner can pass the upper portion of his body when standing in his seat. In this position, the muzzle of the gun or rifle is above the circumference described by the tip of the propeller, so that the gun can be fired straight forward, or in an upward direction. Altogether the Nieuport firm is to be congratulated on the machine.


Flight, October 22, 1915.

EDDIES.

<...>
   In another photo, is seen a batch of French avions, which includes M. Farmans, Caudrons, Morane "parasols," and Nieuport scouts. The latter, of which we published illustrations and particulars some months ago, are, I believe, proving highly successful, a fact which, as they are modelled on the lines of our scouts, is no mean compliment to the Sopwith Aviation Co., who were the first to demonstate the high value of this type of machine as long ago as the summer of 1913.


Flight, October 19, 1916.

THE NIEUPORT BIPLANE-SCOUT.

   "SOMEWHERE in France" there is a little band of Americans, known as the American Escadrille, who are doing good work at the Front in the French flying service. The Nieuport "one-and-a-half-plane" is used by these American pilots, and we are indebted to our contemporary, Aerial Age, for the following description of this machine, the first model of which was illustrated in "FLIGHT" for March 19th, 1915.
   The top plane has a span of 24 ft. 6 ins. and a chord of 3 ft. 11 ins., whilst the lower plane is 23 ft. span and 2 ft. 4 ins. chord. The narrow lower plane allows a good range of vision, and the trailing edges of top and bottom planes being in line produces the effect of staggered planes. Both planes are slightly swept back, and thу lower one has a dihedral of about 8 ins. The upper plane, in two sections, is built up on two main spars 34 ins. apart. Above the pilot's seat the plane is cut away so that the pilot can easily reach the cockpit and also obtain a good view above to locate other aircraft or fire a machine gun. The ailerons, recessed in the upper plane only, are attached to tubes - indicated in the drawing by dotted lines - which run through the plane behind the rear spar to arms mounted above the fuselage. These arms are connected by rods passing inside the fuselage to a cross bar on the control column. This arrangement is shown in the accompanying diagram. The gap between the rear spar and the leading edge of the aileron is covered by an extension of the plane-covering. Each section of the lower plane is 10 ft. 5 ins. span, and has a single spar situated 9 ins. from the leading edge at the centre of pressure, the inner extremity forming the attachment to the fuselage. The attachment consists of a pivoted joint whereby the angle of incidence of the plane may be varied by rotating the spar by means of suitably arranged cranks and a hand lever.
   Top and bottom planes are separated by one pair of struts on either side of the fuselage. Each pair, it will be seen, is in the form of a V, the struts converging at the bottom in a single strut-socket, which is so clamped around the spar that the latter may turn in it. The vertical member of the inclined V is 3 ft. 6 ins. in length, 4 ins. wide, with its upper end attached to the rear spar of the top plane. The inclined member is 3 1/2 ins. wide, and has its upper end attached to the front spar of the top plane. The struts are streamlined and bound at 1 ft. intervals with silk fabric. Struts supporting the top plane above the fuselage are oval-section steel tube.
   The tail plane consist of a non-lifting stabilizing surface 1 ft. 5 ins chord by 7 ft. 9 ins. mean span, two elevator flaps of about 15 sq. ft. area, and a large vertical rudder. The stabilising plane is stayed by steel tubes from the bottom of the stern-post, and its trailing edge, to which the elevator are hinged, consists of a steel tube. The rudder is also a steel tube, and is hinged to the fuselage stern-post.
   The usual girder box construction is employed for the fuselage, which has flat sides and bottom, a turtle-deck top following the curve of the engine cowel which is 40 ins diameter. Vertical members are light, T section, and the covering is fabric back of the pilot's cockpit and three-ply veneer forward. The seat is a few inches from the fuselage bottom and the wide cockpit allows for free movement of the arms. The fuselage is 33 ins, deep and 32 ins wide at the cockpit, tapering to 12 ins. deep at the stern post, whilst at the leading edge of the stabilising plane it is 8 ins. wide.
   A V-type landing chassis is used, with a steel axle, sprung on rubber shock absorbers, carrying two 36 in disc wheels spaced 5 ft. 4 ins. apart. The streamline chassis struts are 4 ins. wide and 1 ins. thick, strongly braced with cable. The tail skid, which is of ash with a steel plate shoe is enclosed in a streamline shield of veneer. The control consists of a single vertical column in the centre of the cockpit operating the ailerons and the elevators by a side to side and forward-and-backward movement respectively, and a pivoted foot bar operating the rudder. The ailerons may also be operated by means of foot bat entirely separate from the rudder bar. All openings in the fuselage for control cables are reinforced with aluminium rings, 2 ins. diameter, riveted to the fabric. Where the elevator cables go through the tail plane there are slots, 6 ins. long, with aluminium edges. Small and easily removable doors are located at either side of the fuselage permitting inspection and adjustment of the control levers, &c.
   An 80 h.p. Rhone engine is used, coupled direct to an 8 ft. Levasseur tractor screw The fuel tanks are situated at the rear of the engine in the top of the fuselage.
   The following are the main characteristics, of this machine : Span, top plane. 24 ft. 6 ins.; bottom plane. 23 ft.; chord, top, 3 ft. 11 ins.; bottom, 2 ft. 4 ins.; supporting area, 145 sq. ft.; gap, 4 ft. 2 ins. (centre), 3 ft. 5 ins. (tips); length overall, 18 ft. 6 ins.