А.Шепс Самолеты Первой мировой войны. Страны Антанты

SPAD S.VII 1916 г.

   Появлению этого самолета предшествовало создание швейцарским конструктором Марком Биркигтом, имевшим в Испании автомобильную фирму "Испано-Сьюиза", 8-цилиндрового, V-образного двигателя жидкостного охлаждения HS-8A мощностью 150 л. с. И хотя во Франции уже были звездообразные двигатели "Сальмсон" (150 л. с.), благодаря меньшему лобовому сопротивлению и меньшей массе новый мотор позволил опытному самолету SPAD SA.V в начале апреля 1916 года достичь скорости в 213 км/ч. Уже в мае было заказано 268 машин для авиации Франции, получивших серийное обозначение SPAD S.VII C1. Успешное боевое применение новой машины увеличило объем заказов, и кроме SPAD машины строились следующими французскими фирмами: "Блерио Аэронаутике", "Лос Ательерс д'Авиасьон л’Яноир", "Келлнер эт сес Филс", "Конструксион Аэронаутике Эдмон де Марки", "Л'Ательер де Конструксион д'Аппарелс д'Авиасьон Роже Соммер", "Лес Ателье да Конструксион Режи Фрерье" и т. д. Кроме того, около 120 машин построила английская фирма "Манн Эгертон энд Ко" и 100 - английский филиал фирмы "Блерио" в Брукленде. Более 100 машин построила московская фирма "Акционерное общество Дукс".
   С 1917 года на самолет установили более мощный двигатель HS-8Ac (180 л. с.), летные качества значительно улучшились. С этим двигателем выпущено более 3500 машин из 5600 самолетов S.VII.
   Фронтовой истребитель SPAD S.VII C1 - одномоторный одноместный одностоечный биплан. Фюзеляж имел деревянный каркас из стрингеров и шпангоутов, обтянутый полотном. Носовая часть имела капот из алюминиевых панелей. В боковых стенках капота были съемные решетчатые крышки. Сверху и снизу фюзеляжа крепился овальный гаргрот. За кабиной пилота устанавливался небольшой заголовник. В носовой части устанавливался лобовой радиатор, за ним - 8-цилиндровый, жидкостного охлаждения, рядный, V-образный двигатель "Испано-Сьюиза" HS-8Ac (180 л. с.) с двухлопастным винтом "Шавье" диаметром 2,5 м. За двигателем размещался сбрасываемый бак емкостью 136 л, а над ним - масляный бак емкостью 20,5 л. Над двигателем устанавливался 7,71-мм синхронный пулемет "Виккерс" с боезапасом в 500 патронов. Крыло двухлонжеронное, цельнодеревянной конструкции, обтянутое полотном. Передняя кромка обшивалась фанерой. Верхнее крыло имело больший размах и оборудовалось элеронами. Стойки крыла - из металлических труб в деревянных обтекателях. В местах пересечения растяжек устанавливались дополнительные полустойки. Оперение имело деревянный каркас и обтягивалось полотном. Стабилизатор крепился дополнительно подкосами и растяжками.
   Шасси обычной схемы. Стойки деревянные. Ось имела аэродинамический обтекатель. Колеса мотоциклетного типа с колпаками. Шасси имело шнуровую резиновую амортизацию.
   На некоторых британских SPADах на верхнем крыле устанавливался дополнительный пулемет "Льюис", стреляющий над диском винта. Следует отметить, что SPAD мог на равных бороться с новыми германскими истребителями и к середине 1917 года помог союзникам завоевать на Западном фронте господство в воздухе. Кроме французских, британских и российских ВBС
SPADы состояли на вооружении американского экспедиционного корпуса, ВВС Бельгии.
   После окончания войны некоторое количество их попало в ВВС Польши и Чехословакии.


ЛЕТНО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ
  
   S.VII С1 S.VII С1
   1916г. 1917г.
   Размах, м 7,78/7,57 7,78/7,57
   Длина, м 6,18 6,18
   Высота, м 2,20 2,20
   Площадь крыла, кв.м 17,85 19,10
   Сухой вес, кг 525 545
   Взлетный вес, кг 740 770
   Двигатель: HS-8A HS-8AAC
   мощность, л. с. 150 180
   Скорость максимальная, км/ч 185 195
   Скорость подъема на высоту
   2000 м, мин. сек 6,2 5,5
   Дальность полета, км 400 450
   Потолок, м 5300 6000
   Экипаж, чел. 1 1
   Вооружение 1 пулемет 1 пулемет

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

"Спад-VII" - одноместный истребитель, одностоечный биплан. Внешне он казался двухстоечным благодаря полустойкам от центров пересечения расчалок до крыльев. Двигатель - "Испано-Сюиза" в 140 л. с., позже в 150 л. с., 8-цилиндровый, двухрядный, водяного охлаждения; радиатор - сотовый, лобовой, в круглом алюминиевом капоте. Вооружение - один синхронный пулемет "Виккерс" с 500 патронами в ленте на катушке за двигателем. Самолет строился на заводе "Дукс" в 1917 г. Построено было около 100 экземпляров. Из-за отсутствия двигателей "Испано" дальнейший выпуск этих истребителей был прекращен к началу 1918 г.


Самолет||
Год выпуска||1916
Двигатель , марка||
   мощность, л. с.||140 150
Длина самолета, м||6,1
Размах крыла, м||7,8
Площадь крыла, м2||18
Масса пустого, кг||545
Масса топлива+ масла, кг||80 100
Масса полной нагрузки, кг||230 250
Полетная масса, кг||775 795
Удельная нагрузка на крыло, кг/м2||43
Удельная нагрузка на мощность, кг/лс||5,2
Весовая отдача,%||30
Скорость максимальная у земли, км/ч||185 195
Время набора высоты||
   1000м, мин||2,5
   2000м, мин||5,5
   3000м, мин||9
Потолок практический, м||6000
Продолжительность полета, ч.||2

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

SPAD SH

  The identity of the SPAD SH remains a mystery: it may have been the prototype for the SPAD 7 fighter. It is believed that the STAe designation "SPAD 5“ was applied to this aircraft, which was built and tested in March 1916 powered by a 140-hp Hispano-Suiza engine. A development of the Type SH with an 18 square meter wing was built in April 1916. Neither type was selected for production. An official drawing of the Type SH was discovered by the authors at the Musee de l’Air and is the basis for the three-view.
  A version of the SH may have been fitted with an 80-hp Le Rhone 9C in April 1916. It is not known if the aircraft was flown; one source suggests that this variant formed the basis for the SPAD 15.



SPAD SI
  The SPAD SI was intended from the outset to use a new 130-hp rotary engine then undergoing development. The identity ol this engine is not known. The Type I was a petite single-seat biplane with a fixed, synchronized machine gun. It was of monocoque construction. The rotary engine that had been intended for use by the SPAD SI never materialized and it would seem likely that the type was never flown.



SPAD SJ
  The SPAD SJ was to be powered by a new 130-hp rotary engine then undergoing development (its exact identity is not known). The aircraft was a single-engine fighter with a synchronized machine gun. The fuselage was of monocoque construction. The most interesting feature of the Type SI was that it was a monoplane - the first to be designed by Bechereau since the ill-fated Type SB. It is possible that the success of the Fokker monoplane had given Bechereau the impetus to try another monoplane design. The Type SI may have been given the STAe designation SPAD 6. Since the rotary engine for which the Type SI was intended never materialized it seems likely that the aircraft, which was constructed in April 1916, was never flown.



SPAD SK
  The SPAD SK was a small twin-engine lighter intended to use the same rotary engine (the designation for which is not known) as the SPAD SI and the SPAD SJ. The engine was never completed so it seems likely that the Type SK was never flown. It has been reported that another SPAD design was also designated SK. This was a biplane with two 150-hp Hispano Suiza engines, which suggests that the SK airframe may have been fitted with these engines because of the unavailability of the planned rotaries This aircraft reportedly had a crew of three: a pilot and two gunners. It was undergoing flight testing in November 1916.
  It is interesting to note that there were three separate and quite distinct designs intended to use the new rotary engine, which suggests that it held great promise. Although the failure to produce it may have seemed to be a setback for the SPAD firm, the company was to have its greatest success when it abandoned the rotary engine and turned to the fixed Hispano-Suiza V 8 - the engine that would power the SPAD 7 fighters.


SPAD 5

  The SPAD 7 was to become one of the most famous fighters of the First World War, yet its origins lay in the failure of three of Bechereau's earlier designs. The types SI, SJ, and SK all were designed to accept a new rotary engine that was never completed. Thus Bechereau, who had spent considerable effort to find a suitable airframe for the new engine, was left with three unusable airframes.
  Fortunately for Bechereau a new engine was completing development - the 150-hp Hispano-Suiza 8Aa engine, lightweight and powerful. When it appeared in the late spring of 1915 the STAe quickly saw that it would be ideal as a power plant for fighter aircraft. In response to the request for a new fighter to use it, Bechereau designed a compact single-engine biplane incorporating a number of features found in his earlier aircraft, especially the SA and SH series.
  The prototype may have been given the STAe designation SPAD 5, although this is not certain. Features of the aircraft that had been incorporated in the SPAD SA series included the patented two-part articulated auxiliary strut that gave the aircraft the appearance of a two-bay biplane. In addition, the basic airframe closely resembled that of the SA series. The undercarriage, control system, and tail were also based on the SA.2, SA.3, and SA.4. series. However, in the new SPAD the armament was a single synchronized Vickers machine gun, enabling Bechereau to dispense with the unwieldy gunner's nacelle. The airframe was extremely strong by virtue of its plywood engine bearers and main spars. On the prototype the propeller was covered by a large spinner and there was a circular radiator in an annular cowling. It may be that Bechereau's experience with the sleek nacelle used on the A series convinced him of the value of aerodynamic streamlining. Probably because of problems with engine cooling, the large spinner was deleted, although the annular cowling was retained.
  Flight trials of the new SPAD took place during July 1916. It had an impressive performance; the top speed was reportedly 170 km/h and it could climb to 3,000 meters in 9 minutes.
  The Aviation Militaire was enthusiastic about this aircraft and an order for 268 was placed on 10 May 1916. Despite the uncertainty over the SPAD 5 designation, it is known for certain that these production aircraft were designated SPAD 7.



SPAD 7

  The production SPAD 5 was designated SPAD 7 (the STAe designation SPAD 6 possibly being applied to the SPAD SJ). The first came off the production lines in late 1916 and a total of 24 had been delivered by September of that year. From October through December 143 were built.
  As the SPAD 7s began to reach operational units it was discovered there were some minor problems. The biggest was with engine cooling. It was found that the radiator system and cooling vents were inefficient, and the severe winter weather was taking a heavy toll on the new Hispano-Suiza engines. In addition to this problem the engines overheated in the summer. Early aircraft had a tight cowling and a small opening in the front for engine cooling. In the field, several (nine to ten) small holes were drilled into the top half of the cowling. As 1917 progressed the opening in the front cowling was greatly enlarged, thus obviating the need for the cooling holes. A GQG memo dated 1 October suggested that the spacers on the engine mounts be modified to give more space between the radiator and the front of the engine. It was hoped that this would improve cooling. The last production model of the SPAD 7 had the enlarged cowling opening and a system of nine vertical shutters to permit better control over the amount of air let into the engine.
  Engine cooling was not the only problem. In a report on 11 November 1916 Capitaine le Reverand of the Ministere de la Guerre stated that a number of modifications to the SPAD 7 would be required. These changes were to the bracing of the fuselage (the wire bracing being simplified) and aluminum sockets were substituted for steel ones. The engine bearers were reinforced with steel plates, as it was found that there were frequent failures as a result of engine vibration.
  An STAe memo noted that there had been criticism of Bleriot's method of construction. To evaluate these complaints, a SPAD 7 built by Bleriot was given a static test in which it supported 4,870 kg with a coefficient of 7.9. As the required coefficient for fighters was 6.0, this was more than enough to enable the Bleriot-built SPAD 7s to enter service.
  The SPAD 7 had a good performance and because it was well-constructed was able to absorb heavy punishment and dive rapidly. But these very qualities worked to the aircraft's disadvantage; it was so heavy that even with the 150-hp Hispano-Suiza engine it was less maneuverable than the aircraft it had been intended to replace - the Nieuport 17. This problem was solved by fitting the SPAD 7 with the new 180-hp Hispano-Suiza 8Ab. This made the SPAD 7 competitive with the newer German fighters. From the table given below it can be seen that the re-engined SPAD 7 was 16 km/h faster at 4,000 meters and could climb to 3,000 meters in 9 minutes and 50 seconds compared with 11 minutes and 20 seconds for the earlier SPAD 7s. The service ceiling was increased from 6,000 meters to 6,553 meters. Endurance, however, was reduced by more than one hour. By early April only the newer engines were being fitted to SPAD 7s.


Variants

   1. SPAD 7 with 150-hp Renault engine - Probably intended for further development if the Hispano-Suiza engine had proved to be a failure (Bechereau undoubtedly had remembered what delays in engine production could do to an aircraft design from his experience with the SPADs SI, SJ, and SK). The engine was of a different configuration from the Hispano-Suiza Ab as its cylinder banks were set at 60 degrees instead of 90 degrees. Considerable modifications had to be carried out to the nose in order to fit the Renault. Fortunately, the Hispano-Suiza had proved successful so the Renault was not needed.
   2. SPAD 7 with reduced wing span - Tested by the STAe in November 1916, the aircraft had a span reduced to 7.315 meters, but increased area of 18 square meters. Its performance was inferior to the standard SPAD 7.
   3. SPAD 7 with flat wings - Presumably an aircraft with a wing airfoil modified from the standard SPAD 7. It was tested in February 1917 but production did not ensue.
   4. SPAD 7 with a 200-hp Hispano-Suiza 8B - At least two were tested with combat units but the type was never ordered into widespread production.
   5. SPAD 7 with a 190-hp supercharged Hispano-Suiza engine - this aircraft was tested in 1917 and it has been reported that its performance was equivalent to the SPAD 7 with the Hispano-Suiza 8Ab.
   6. SPAD 7 with "Bleriot wing" - Possibly the same aircraft as the SPAD 7 with the flat wings.


Operational Service

  By 25 February 1917 the number of SPAD fighters delivered was 268. The output, while far short of official expectations, improved when the aircraft was produced under license by Gremont, Janoir, Kellner, de Marcay, Regy, Sommer, and the SEA (Societe d’Etudes Aeronautiques). By 1 August there were 495 SPAD 7s in service with 445 in the escadrilles and aircraft parks, 32 with the RGA, and 18 others. More than 50 escadrilles were using SPAD 7s at this time.
  A GQG memo in April 1917 noted that planes were reaching front-line escadrilles covered with rust, with broken airframes, and damaged cowlings. It appears that the damage occurred in transit, however, and could not be directly traced to problems at the factory.
  Delays in production of the SPAD 13 resulted in SPAD 7s remaining in service longer than had been anticipated. On 1 April 1918 there were 372 SPAD 7s and 290 SPAD 13s at the front, while the RGA had 99 SPAD 7s and 64 SPAD 13s. The aircraft parks had 36 SPAD 7s and 18 SPAD 13s. This gives a total of 507 SPAD 7s and 362 SPAD 13s. Between 1 April 1917 and 31 March 1918 a total of 1,200 SPAD 7s had been produced, just short of the anticipated number of 1,276. Few SPAD 7s were in service with the GDE units because so many were needed at the front. Many escadrilles still had examples on strength up to the end of the war. SPA 167, for example, was formed in September 1918 and equipped with a mix of 12 SPAD 13s and six SPAD 7s. Approximately 3,500 SPAD 7s were produced during the war.
  The first aircraft to arrive at the front included a single example sent to N 49 on 7 November 1916 followed by a second machine sent to N 49 in December. It is interesting to note that there was no attempt to equip an entire escadrille with SPAD 7s. Rather, a few examples were sent to each unit and when, during 1917 enough machines were received, the escadrille would change its designation to SPA. It is known that the French fighter pilots were impatiently awaiting a replacement for their now obsolescent Nieuports. Therefore it is likely that the unit's best pilots (those with higher rank and scores) would have the first opportunity to fly the SPAD 7 in combat. This is supported by the fact that Georges Guynemer (then the highest-scoring French pilot), as well as the aces Paul Sauvage and Armand Pinsard, all were flying SPAD 7s before the end of 1916.

  SPAD 7s were assigned to fighter units beginning in early 1917.
  While the SPAD 7s are associated primarily with aerial combat and in particular with units assigned to the Groupes d'Combat; the escadrilles assigned directly to the armees employed the SPAD 7 for a wide variety of missions including ground attack and bombing. By mid-1917 SPAD 7s had been fitted with a bomb rack attached to each rear undercarriage leg. These racks each held a 10-kg Anilite bomb. Units equipped with SPAD 7s are known to have flown bombing missions. SPA 49 (with ten SPAD 13s and five SPAD 7s), for example, flew a night bombing mission on 2 October in which six bombs were dropped on stations, then the aircraft strafed trains.
  Ground attack was also of critical importance and SPAD 7s and 13s were used extensively to strafe retreating German troops during the closing weeks of the war. SPA 93 alone expended 50,000 rounds of ammunition while attacking troops in March 1918. These units also performed long-range reconnaissance; some SPAD 7s were fitted with vertical cameras mounted behind the cockpit. These aircraft were marked with the word "PHOTO" on each side of the fuselage.
  By the spring of 1918 SPAD 13s began to replace the SPAD 7s in service with the army cooperation escadrilles and Groupes d'Combat (see the entry under SPAD 13).


Foreign Service

Argentina
  Two SPAD 7s and two SPAD 13s were purchased by Argentina in 1919. They were assigned to the Escuela de Aviacion Militar, later re-designated Grupo de Aviacion 1.

Belgium
  The SPAD 7s ordered by Belgium were intended to replace Nieuport 17s. Fifteen were ordered in 1917 and given serials SP 1 through SP 15. They arrived in September 1917 and were assigned to the 5th Escadrille, (later re-designated the 10th Escadrille) and were based at Le Moeres in 1918. The first went to Belgian pilot Edmond Thieffy, who scored the first Belgian victory on the aircraft. Seven additional aircraft arrived later and were given serials SP 17 through SP 22.

Brazil
  Although some sources suggest that Brazil received SPAD 7s, these were in fact SPAD 13s. (See SPAD 13.)

Chile
  A single SPAD 7 was obtained by the Chilean air service in 1918.

Czechoslovakia
  Fifty SPAD 7s and 13s were obtained by Czechoslovakia after the war. The SPAD 7s were designated B-13s and assigned in 1919 to 2 Letecka Setnia (at Nitra), the flying school (Cheb) and Letecke Dilny (Olomouc); in 1923 to 32 and 34 Stihaci Rota (Prahha-Kbely), 33 Stihaci Rota (Olomouc), and 7 Pozorovaci Rota. They were withdrawn in 1924.

Estonia
  Two SPAD 7s were obtained by the Estonian air service in 1925; serial numbers were 78 and 79.

Finland
  A single Dux-built SPAD 7 was captured by the Finns in 1918. It was given serial D 76/18 (later, ID445) and remained in service until 1923.

Greece
  The Greek air service purchased 16 SPAD 7s. 531 Mira (Squadron) had a mixture of Nieuport 24bis and SPAD 7s and was based at Gorgupi. It disbanded in 1919 and many of its aircraft were sent to the 534 Mira, based at Salunica-Lebet.

Italy
  Italy's fighter force had been equipped exclusively with modern French fighters. It is not surprising, then, that when the SPAD 7 entered service Italy would acquire some. It seems the type was not liked by most Italian pilots and the Nieuport 17s and Hanriot HD.1s remained the main fighter types. The SPAD 7s were found to be particularly useful as high-speed reconnaissance aircraft. However, the top Italian ace, Baracca, used the SPAD 7 because he was willing to accept its single machine gun armament as a trade-off for its improved speed and maneuverability. It appears that the type first entered service in March 1917 with the 77th and 91st Squadriglias. By August 1917 the following units had SPAD 7s on strength:
   1 Gruppo (3rd Armata): 71a and 77a Squadriglias.
   2 Gruppo {2nd Armata): 76a Squadriglia.
   3 Gruppo (Supreme Command): 9a Squadriglia.
   9 Gruppo (1st Armata): 75a Squadriglia.
   10 Gruppo (Supreme Command): 78a Squadriglia.
  All of these units were flying a combination of SPAD 7s and Nieuport 11 and 17s. By October 1917 the number of units had increased from six to eight:
   1 Gruppo (3rd Armata): 77a, 80a, and 84a Squadriglias.
   2 Gruppo (4th Armata): 76a Squadriglia.
   3 Gruppo (1st Armata): 72a Squadriglia.
   9 Gruppo (1st Armata): 71a, 75a Squadriglias.
   10 Gruppo (Supreme Command): 91a Squadriglia.
  In November 1917 Nos.76a, 80a, and 84a Squadriglias re-equipped with Hanriot HD.1s and gave up their SPAD 7s. This was in part due to the fact that the Hanriots were being built under license by the Macchi firm, unlike the SPAD 7s which had to be supplied by the overtaxed French aircraft industry. By June 1918 the SPAD 7s were no longer in front-line service and were relegated primarily to training units. The SPAD 7s did have some notable successes. 91a Squadriglia led by Baracca destroyed 14 Austro-Hungarian aircraft between 20 and 26 October 1918. As previously noted, the type was also used for reconnaissance; of particular importance was a mission by three SPAD 7s over Trieste and Istria. In these aircraft a camera was located behind die cockpit.
  The remaining squadriglias replaced their SPAD 7s with SPAD 13s during 1918.

Japan
  SPAD 7s were imported by the Japanese army air service in 1918 but the type was not selected for license production in Japan.

Netherlands
  SPAD 7 (serial number 1832) of SPA 73 was interned in November 1917 when it landed in Holland. It was purchased from the French and was supplied as a pattern aircraft to the Goedkoop firm. It was intended to produce the type under license, but no SPAD 7s were ever built in the Netherlands.

Peru
  Two SPAD 7s were purchased by the Peruvian air service in 1919 after samples had been brought to the country by a French military mission. Both were based at the Centro de Aviation Militar at Maranga.

Poland
  The 1st Polish Combat Aviation Unit was formed early in 1918 with several SPAD 7s.
  The 2nd Polish Combat Aviation Unit was formed December 1917 with one SPAD 7 or 13. The unit was based at Kanev and the SPAD was soon captured by the Germans. The 7th Squadron, which was equipped with SPAD 7s. was based at Warsaw in 1919. Later, an additional 15 SPAD 7s were ordered from the French.

Portugal
  SPA 124 had three Portuguese pilots assigned to the escadrille. After the war, the Portuguese air service obtained 12 SPAD 7s. These were assigned to the EMD in 1919 and in 1923 to the GIAC (Grupo Independente de Aviacao de Caca). Three years later the Portuguese air service had 17 SPAD 7s and Martinsyde 4 Buzzards on strength. These were now assigned to the Esquadrilha Nol de Caca. In 1927 this unit became the Grupo Independente de Aviacao de Proteccao e Combate. The SPAD 7s were withdrawn in 1932.

Romania
  Eight SPAD 7s were used by the Romanians in 1919. SPAD 7s and 13s were assigned to Grupul 3 at Galati.

Russia
  Initially, the French sent SPAD 7s directly to Russia and by early 1917 43 had been delivered to Russia. The type was well-liked and plans were made to produce the aircraft in Russia. Approximately 100 SPAD 7s were built by the Aktsionyernoye Obshchestvo Dux plant at Moscow during 1917. However, the lack of availability of the requisite Hispano-Suiza engines resulted in the termination of production in 1918 before the order for 200 could be completed. The few SPAD 7s available were assigned to the premiere Russian unit - No.1 Fighter Group, which was composed of four squadrons. A Soviet history of the IRAS states that "It is necessary to emphasize the importance of the single-seater SPADs... These airplanes...had a radius of operation which made them suitable for escorting the Russian bombers in long-range raids." On June I 1917 the disposition of 26 SPAD A.2s, A.4s, and 7s was: western front (4); southwestern/Romanian front (13); Caucasus front (9).
  Relatively few SPAD 7s saw service during the Russian civil war. On 9 December 1917 only 579 aircraft of all types were available. Of these, 19 were SPADs (mostly SPAD 7s, but this figure probably includes SA.2s and SA.4s).
  Postwar, 76 SPADs of all types were assigned to various RKKVF units. In 1921 they were in service with all the military districts, most of them were in the Ukraine. In 1922 the SPADs were with the Istrebitel'naya Eskadril'ya in Moscow, the 3rd Otryad of the Istrebitel'naya Eskadril'ya at Kiev, the 1st and 3rd naval Istrootryady at Leningrad and Sevastopol, the 2nd naval Istrootryady at Odessa, and the School of Military Pilots.
  In 1923 the SPAD 7s were with the 4th Otdel'naya Istrebitel'naya Aviaeskadril'ya at Minsk (four aircraft), the 2nd Otdel'nyi Istrebitel'nyi Aviaotryad at Kharkov (four), and the 1st Morskoi Istrebitel'nyi Vozdukhchast (three). Others remained in service as trainers with the Training Eskadril'ya and the 1st Higher School of Military Pilots. All had been withdrawn from service in 1925.

Serbia
  By July 1918 the Serbian air service had some SPAD 7s on strength. These served along with Nieuport fighters in the newly-formed 1st and 2nd Serbian Escadrilles. The 1st was based at Ostrow and the 2nd at Verbano. Later they formed the 1st Pursuit Group. The 1st Army also had a pursuit escadrille at Verbano. These units supported the Serbian attack on the Bulgarians in September 1918. The aircraft flew from Vertekop and made a large number of ground attack sorties. The units later moved to Uskub, where they attacked retreating German troops. The SPAD 7s were phased out of service after the war.

Siam
  Several examples of the SPAD 7 were acquired by the Siamese air service in 1920. Most were based at Don Muang.

Spain
  Spain planned to produce the SPAD 7 under license. These planes, known in contemporary literature as the Barron Espana, never entered service with the Servicio de Aeronautica Militar. The initial plans to build the SPAD 7 in Spain began after Coronel Rodriguez Mourelo, director of the Aeronautica Militar, visited Paris and reviewed plans for it. Capitan Eduardo Barron directed the adaptation of the French design. The firm of Pujol, Comabella, and Cia built the plane, which unfortunately had numerous defects. In 1920 the British Martinsyde F.4 was selected for production instead.

Ukraine
  Two SPADs were obtained by the Ukrainian air service in 1918. It is likely these were SPAD 7s captured from the Russians; one had serial 1516.

United Kingdom
  The RFC placed orders for SPAD 7s in April 1916. The first, S 126, was sent from France in September 1916, and allocated to No.60 Squadron, where it stayed until October. Pleased with the new aircraft, the British placed orders for additional machines with Bleriot (or possibly Janoir). The first, delivered to the RFC in late 1916, had French serial S.1002. The SPAD 7s were used by Nos.19 and 23 Squadrons; both began reequipment in October 1916. As the intensity of the air battles over the front increased, the RNAS was asked to release its
SPAD 7s to the RFC, and a large number were. It was hoped that SPAD 7s ordered by the RNAS from Mann, Egerton & Co. could be used to help replace the SPAD 7 losses at the front. However, these aircraft had structural defects requiring modifications and it seems that few of the SPAD 7s produced by this firm were ever sent to the front. An additional 100 were delivered to the RFC by Bleriot (Aeronautics) Ltd. of Brooklands. These saw service with Nos.30 and 63 Squadrons in Mesopotamia and No.72 Squadron in Palestine. At the front, Nos.19 and 23 Squadrons suffered significant losses of aircraft and, because of the delays in the production of SPAD 7s by the Mann, Egerton and Co. in Britain and Kellner et ses Fils in France, it was feared that it would not be possible to keep the squadrons up to strength. Fortunately, enough aircraft were forthcoming to prevent this from happening. No. 19 Squadron was active in the Battle of Arras, Messines Ridge, and the Third Battle of Ypres. The RFC units discovered that the SPAD 7s were quite effective in the ground attack role. Both combat patrol and ground attack missions continued until January 1918, when the squadron reequipped with Sopwith Dolphins. No.23 Squadron was also active in the same vicinity of the front as No. 19 Squadron. In addition to patrol and ground attack missions, the SPAD 7s were used on wireless interruption flights. When the unit re-equipped with Sopwith Dolphins in 1918 it retained a number of SPAD 7s. These, when retired from service, were sent back to Britain for service with the training units. Training units that had SPAD 7s were 27, 31, 54, 56, and 60th Squadrons, 17th Wing Beaulieu, and 18th Wing Fighting School. In addition, No.81 Squadron had some SPAD 7s on strength. As mentioned above, the RNAS also had an interest in the SPAD 7 and evaluated S.211 in November 1916 at Dunkerque. Based on a favorable report by evaluation pilots, an order for 75 aircraft (N6210-N6284) was placed with Mann, Egerton & Co. and another order for 50 (N6030-N6079) was placed with British Nieuport. An additional 25 were ordered from Mann, Egerton & Co. in January 1917 (N6580-N6604). Because of the intense need for fighters at the front, the RNAS agreed to transfer all its forthcoming SPAD 7s to the RFC. Even the initial SPAD 7 (S.211/9611) was turned over to the RFC and given the serial B 388. Thus, the SPAD 7 never saw operational service with the RNAS.

United States
  The Bolling Commission recommended on 30 July 1917 that the A.E.F. should purchase the SPAD 13 for its fighter squadrons. However, it was also decided to purchase SPAD 7s for use by training units. A total of 167 SPAD 7s were eventually obtained by the A.E.F. Many of these were built by the Mann, Egerton & Co. firm of Britain and these were decidedly inferior to those produced in France. Unfortunately for the Americans, French production estimates once again proved to be optimistic and this, combined with the pressing need of the French fighter escadrilles for SPAD 13s, resulted in a number of A.E.F. squadrons using SPAD 7s.
  The 41st Aero Squadron used SPAD 7s during much of 1918. Initially based in Scotland, it moved to Romorantin, France, in August. After the war it was based at Lay-St. Remy and was attached to the 5th Pursuit Group after the Armistice.
  The 138th and 638th Squadrons were also formed as the war ended and were assigned to the 5th Pursuit Group. It seems that these new units spent most of their time training and it is unlikely that the SPAD 7s saw much combat.
  After the war a number of SPAD 7s were sent to the United States for use as trainers. Some were still in service at Kelly Field, Texas, as late as 1926.


SPAD 7 Single-Seat Fighter with 150-hp Hispano-Suiza 8Aa
   Span 7.822 m; length 6.080 m; height 2.20 m; wing area 17.85 sq. m
   Empty weight 500 kg; loaded weight 705 kg
   Maximum speed:
sea level 193 km/h
2,000 m 187 km/h
3,000 m 180 km/h
4,000 m 174 km/h
   Climb:
2,000 m 6 minutes 40 seconds
3,000 m 11 minutes 20 seconds
   Ceiling 5,500 m; range 400 km; endurance 2.66 hours
   Armament: one 7.7-mm Vickers machine gun and two 10-kg Anilite bombs
   Approximately 3,500 SPAD 7s of all types were built in France during the War

SPAD 7 Single-Seat Fighter with 19 Square Meter Wing and 150-hp Hispano-Suiza 8Aa
   Span 7.315 m; length 6.080 m; height 2.20 m; wing area 19.00 sq. m
   Empty weight 510 kg; loaded weight 714 kg
   Maximum speed: 187 km/h at sea level, 185 km/h at 2,000 m; 179 km/h at 3,000 m; climb to 2,000 m in 6 minutes 55 seconds; climb to 3,000 m in 11 minutes 50 seconds; ceiling 5,501 m; endurance 2 hours
   Armament: a 7.7-mm Vickers machine gun and two 10-kg Anilite bombs

SPAD 7 Single-Seat Fighter with Flat Wing and 150-hp Hispano-Suiza 8Aa
   Length 6.080 in; height 2.20 m
   Empty weight 499 kg; loaded weight 704 kg
   Maximum speed: 199 km/h at sea level; 194 km/h at 2,000 m; 188 km/h at 3,000 m; climb to 2,000 m in 5 minutes 50 seconds; climb to 3,000 in in 9 minutes 50 seconds; ceiling 6,004 m; endurance 2 hours
   Armament: a 7.7-mm Vickers machine gun and two 10-kg Anilite bombs

SPAD 7 Single-Seat Fighter with 180-hp Hispano- Suiza 8Ab
   Span 7.822 m; length 6.080 m; height 2.20 m; wing area 17.85 sq. m
   Empty weight 500 kg; loaded weight 705 kg
   Maximum speed:
2,000 m 212 km/h
3,000 m 204 km/h
4,000 m 200 km/h
5,000 m 187 km/h
   Climb:
2,000 m 4 minutes 40 seconds
3,000 m 8 minutes 10 seconds
4,000 m 12 minutes 49 seconds
   Ceiling 6,553 m; endurance 1.5 hours
   Armament: one 7.7-mm Vickers machine gun and two 10-kg Anilite bombs

SPAD 7 Single-Seat Fighter with 140/150-hp Hispano-Suiza License-Built in Russia by Aktsionyernoye Obshchestvo Dux
   Span 7.8 m; length 6.1 m; height 2.20 m; wing area 18.0 sq. m
   Empty weight 543 kg; loaded weight 795 kg
   Maximum speed: 185 km/h (with 140-hp H-S); 195 km/h (with 150-hp H-S); climb to 1,000 m in 2 minutes 30 seconds; climb to 2,000 m in 5 minutes 30 seconds; climb to 3,000 m in 9 minutes; ceiling 6,000 m; endurance 2 hours
   Armament: one 7.7-mm Vickers machine gun Approximately 100 built

Hispano-Barron SPAD 7 Single-Seat Fighter with 180 Hispano-Suiza 8Ab (Later Fitted with 220-hp Hispano-Suiza 8Ba) License-Built in Spain by Pujol, Comabella, and Cia
   Loaded weight 840 kg (H-S 8Ab)
   Maximum speed: 188 km/h (H-S 8Ab); 206 km/h (H-S 8Ba); climb to 1,000 m in 2 minutes 40 seconds (H-S 8Ab); climb to 2,000 m in 6 minutes (H-S 8Ba)
   No armament fitted
   One built

SPAD 7 Single-Seat Fighter with 150-hp Hispano-Suiza 8Aa, 180-hp Hispano-Suiza 8Ab; 150-hp Wolseley W.4A Python I, or 180-hp Wolseley W.4A Python II Produced Under License in England by Mann, Egerton & Co. and Bleriot (Aeronautics) of Brooklands
   Span 7.822 m; length 6.08 m; height 2.2 m; wing area 17.85 sq. m
   Empty weight 500 kg; loaded weight 705 kg
   Maximum speed (150-hp H-S or Python I):
sea level 193 km/h
2,000 m 187 km/h
3,000 m 180 km/h
4,000 m 174 km/h
   Maximum speed (180-hp H-S or Python II):
2,000 m 212 km/h
3,000 m 204 km/h
4,000 m 200 km/h
   Climb (1 50-hp H-S or Python I):
2,000 m 6 minutes 40 seconds
3,000 m 11 minutes 20 seconds
   Climb (180-hp H-S or Python II):
2,000 m 4 minutes 40 seconds
3,000 m 8 minutes 10 seconds
4,000 m 12 minutes 49 seconds
   Ceiling: 5,500 m (150-hp H-S or Python I); 6,553 m (180-hp H-S or Python II)
   Armament: one synchronized 0.303-in Vickers machine gun and two 25-lb Cooper bombs
   Approximately 120 built

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

SPAD S.VII France

   Evolved by Louis Bechereau virtually in parallel with the unorthodox Type G (SG.1) was the relatively conventional Type H which retained the characteristic interplane bracing of preceding SPAD fighters and was of similar construction. Powered by the new 150 hp water-cooled Hispano-Suiza 8Aa eight-cylinder Vee-type engine, the prototype, referred to contemporaneously as the SH.1, was flown in April 1916. Trials indicated that the SH.1 offered a pronounced advance on existing fighter equipment and SPAD received a contract on 10 May for 268 aircraft under the official designation Spa.VII C1 (monoplace de chasse). The derivation of this designation is obscure, but SPAD's series of letter designations in alphabetical sequence appears to have been discarded in favour of a system more or less conforming with the designation assigned by the SFA (Service des Fabrications de l'Aviation). Consequently, the production version of the Type H was given the company designation S.VII. A sturdy aircraft possessing great structural strength and fine handling qualities, the S.VII closely resembled the SH.1. It retained the circular frontal radiator, but dispensed with the large spinner with frontal opening, and wing area was increased by 19.90 sq ft (1,85 m2). Armament comprised a single 7,7-mm Vickers gun with Birkigt synchronisation mechanism. Initial delivery tempo was slow; by 25 February 1917, only 268 S.VIIs had been delivered to the Aviation Militaire plus 39 to the Royal Flying Corps. The S.VII was initially referred to as the mitrailleuse volante of Georges Guynemer (France’s leading ace), but by December 1916, he had told Bechereau that "the 150 hp SPAD is no match for the Halberstadt ... it [the Halberstadt] climbs better and, consequently, has an overall advantage". One consequence was the introduction of the 180 hp HS 8Ab engine in S.VIIs from the spring of 1917. Apart from production by the parent company, the S.VII was to be built in France by the Societe SPAD et Janoir, Bleriot Aeronautique, Kellner, Regy, Gremont, S.E.A. and De Marcay, some 5,500 being produced. In addition, 120 were built in the UK by Mann Egerton and 100 by L Bleriot (Aeronautics) for the RFC, and in Russia slightly more than 100 had been built by Dux when lack of engines terminated production. Most French escadrilles de chasse flew the S.VII at one time or another, and, in addition to its use in the UK and Russia, it was operated by Belgium, Italy and the USA. After World War I, S.VIIs served with Brazil, Czechoslovakia, Estonia, Finland, Greece, Peru, Poland, Portugal, Romania, Siam and Yugoslavia. The following data relate to the 180 hp S.VII.

Max speed, 132 mph (212 km/h) at 6,560 ft (2 000 m).
Time to 6,560 ft (2 000 m), 4.67 min.
Endurance, 1.5 hrs.
Empty weight, 1,102 lb (500 kg).
Loaded weight, 1,552 lb (704 kg).
Span, 25 ft 8 in (7,82 m).
Length, 19 ft 11 3/8 in (6,08 m).
Height, 7 ft 2 5/8 in (2,20 m).
Wing area, 192.14 sqft (17,85 m2).

A.Durkota, T.Darcey, V.Kulikov The Imperial Russian Air Service (Flying Machines)

Spad 7

  The SPAD 7 was one of the best fighters employed in Russia during the war. A single-seat, two-bay biplane, the SPAD 7 offered very good performance and flying characteristics. The 150hp Hispano-Suiza engine was fully cowled and fitted with a circular radiator. The synchronized Vickers machine gun was mounted in front of the pilot slightly to starboard of the centerline. Nearly 100 of these machines were built at the Dux plant by the end of 1917.

O.Thetford British Naval Aircraft since 1912 (Putnam)

SPAD S.7

   This famous French fighting scout, which first flew in Mav 1916, was ordered for the RNAS by the Admiralty, and contracts for 120 placed with the firm of Mann, Egerton of Norwich. In December 1916 the Admiralty agreed to hand over 60 of its Spads to the RFC in exchange for Sopwith Triplanes. The following February it was agreed to divert all RNAS Spads to the RFC. The photograph shows a Spad S.7 with a RNAS serial number (N3399). One 140 hp Hispano-Suiza engine. Loaded weight, 1.632 lb. Maximum speed, 119 mph at 6.500 ft. Span, 25 ft 8 in. Length, 20 ft 3 1/2 in.

O.Thetford Aircraft of the Royal Air Force since 1918 (Putnam)

Spad Scout

   Spad Scouts (both VII and XIII versions) had largely disappeared from RFC squadrons on the West ern Front when the RAF came into being, but the type continued to serve in Mesopotamia with Nos 30, 63 and 72 Squadrons, all of which had mixed equipment; such survivors were Spad VIIs for the most part. The aircraft illustrated (A8798) is a Spad VII built by the Air Navigation Co of Addlestone, Surrey. Powerplant: One 175hp Hispano-Suiza engine. Span, 25ft 8in; length, 20ft 3in. Loaded weight, 1,550lb. Max speed, 119 mph at 6,500ft; service ceiling, 18,000ft. Armament, one synchronised Vickers machine gun.

G.Swanborough, P.Bowers United States Military Aircraft Since 1909 (Putnam)

SPAD VII

   The Spad VII, (with the model number appearing both in Roman and Arabic figures) was one of the most famous French fighters of World War I. The letters formed the abbreviation of the name “Societe Pour Aviation et ses Derivees.” It was designed in 1916 around the new 150- h.p. Hispano-Suiza motor and carried a single 0-303-in. Vickers gun in a trough on the nose. The 103rd Pursuit Squadron used Spad VIIs briefly and repainted them with American markings before re-equipping with Spad XIIIs. Some of the other 189 French-built VIIs were procured as fighters, but the majority were used as trainers. Some Spad VIIs built in England by Mann-Egerton remained in service as trainers at Kelly Field, Texas, until 1926.

H.Nowarra, G.Duval Russian Civil and Military Aircraft 1884-1969

In the late Spring of 1917 the Spad Company retrieved its good name in the Imperial Air Service by sending 43 S.7s to Russia, a scant eight months after their first appearance on the Western Front, and at last the Russian fighter pilots had a potent weapon. The S.7 power unit was the 200 h.p. Hispano-Suiza, which gave the machine a maximum speed of just under 120 m.p.h., and this, combined with its great strength, made the Spad S.7 a fighter to reckon with. Most of the S.7s were sent to supplement or replace the Nieuports and Moranes of the newly-formed No. 1 Fighter Group, comprising four squadrons under the command of the leading fighter ace, Kazakov. This Group adopted the insignia of Kazakov’s XIX Corps Air Squadron of 1915 - a white skull and cross-bones on a black rudder - although the Commander and his deputy, Shangin, had the colours reversed on their personal machines.

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

Spad 7

  Italy’s fighter force had been equipped exclusively with modern French fighters. It is not surprising, then, that when the Spad 7 became available that Italy would acquire the type. It seems the Spad 7 was not liked by most Italian pilots and the Nieuport 17s and especially the Hanriot HD.1 remained the main fighter types. Ironically, the later aircraft was offered to the Italians because the Aviation Militaire wished to preserved the Spads for their own use.
  The first Spad 7s arrived in early 1917 and were found to be particularly useful as high-speed reconnaissance aircraft. However, the top Italian ace, Baracca, flew the Spad 7 because he was willing to accept its single machine gun armament as a trade-off for its improved speed and maneuverability.
  No attempt was made to produce the Spad 7 under license; Italy was placing its hopes on license-built HD.1s and the indigenous designs such as the Ansaldo SVA and A.1. These were expected to possess the requisite performance requirements, and these all-wood designs would be easier to mass produce.
  It appears that Spad 7s first entered service in March 1917 with 77a and 91a Squadriglias. By August 1917 the following units had Spad 7s on strength:
  I Gruppo (3rd armata): 71a and 77a Squadriglias.
  II Gruppo (2nd armata): 76a Squadriglia.
  III Gruppo (Comando supremo): 91a Squadriglia.
  IX Gruppo (1st armata): 75a Squadriglia.
  X Gruppo (Comando supremo): 78a Squadriglia.
  All of these units were flying a combination of Spad 7s and Nieuport 11 and 17s. By October 1917 the number of units had increased from six to eight:
  I Gruppo (3rd armata): 77a, 80a, and 84a Squadriglias.
  II Gruppo (4th armata): 76a Squadriglia.
  III Gruppo (1st armata): 72a Squadriglia.
  IX Gruppo (1st armata): 71 a, 75a Squadriglias.
  X Gruppo (Comando supremo): 91a Squadriglia. In November 1917 76a, 80a, and 84a Squadriglias reequipped with Hanriot HD.1s and gave up their Spad 7s. This was in part due to the fact that the Hanriots were being built under license by the Macchi firm, unlike the Spad 7s which had to be supplied by the overtaxed French aircraft industry.
  During Caporetto, on 27 November, the Comando supremo reported that there were only 119 fighters in the War Zone, including 34 Spads (almost all Spad 7s), 38 Nieuport Ni.17, 33 Hanriot HD.1, two SVA, and even 12 Nieuport 11s. Spad 7s now made up only about a quarter of the Italian fighter strength.
  By June 1918 the Spad 7s were no longer in front-line service and were relegated primarily to training units.
  In addition to escorting two-seaters and bombers, the Spad 7s saw widespread use in the high speed reconnaissance role. During the final months of the war Spad 7s were used in the ground attack role, two bomb racks were fitted between the aircraft’s undercarriage. The bombs were released from the cockpit by a Bowden cable. Ground attack was a particularly dangerous assignment; Italian ace-of-aces Baracca lost his life on a ground attack mission on 19 June 1918.
  The Spad 7s did have some notable successes. 91a Squadriglia led by Baracca destroyed 14 Austro-Hungarian aircraft between 20 and 26 October 1918. The type was also used for reconnaissance; of particular importance was a mission by three Spad 7s over Trieste and Istria. In these aircraft a camera was located behind the cockpit.
  As more and more Spads arrived with front line units, problems began to appear. Poor construction in the French factories resulted in numerous defects requiring the Italians to modify and strengthen the airframes.
  On 18 October there were 74 Spad 7s with front line units, making up only 20% of the frontline fighter force.
  Spad 7s were in use with he following Squadriglias:
  70a - 5, 71a - 16, 73a - 1, 77a - 15, 82a - 7, 91a - 9, Depots - 35
  Busto Arsizio and Donate Pozzolo advanced fighter school and Furbara gunnery school - 12
  The remaining squadriglias replaced their Spad 7s with Spad 13s during 1918.
  The last Italian air-to-air victory of the war would go to Cabruna in a Spad 7. On 2 November he claimed two Brandenburg C.Is near Aiello.

Post Armistice

  After the war ended, both Spad 7s and 13s remained in service.
  When the Regia Aeronautica was formed in March 1923 there were still 69 Spad 7s on strength (versus 216 Spad 13s):
  78a Squadriglia - Turin
  91a Squadriglia - Sesto San Giovanni
  Centro Aviazione da Caccia (Fighter Aviation Centre)
  According to Varriale, the last Squadriglia that operated Spad 7s was 83a as part of XVII Gruppo at Cinisello Balsamo. The Spad 7 was, at last, retired in October 1925.
  In 1927 two units still had a few Spad 7s:
  - the Sezione Autonoma Caccia (Autonomous Fighter Flight) at Nettuno
  - 1a Squadriglia of the Gruppo Autonomo 3° ZAT (3a Zona Aerea Territoriale (Territorial Air Zone, ZAT).


Spad 7 Single-Seat Fighter with one 180-hp Hispano-Suiza 8Ab engine
  Wingspan 7.822 m; length 6.080 m; height 2.20 m; wing area 17.85 sq. m
  Empty weight 500 kg; loaded weight 705 kg
  Maximum speed: 2,000 m 212 km/h 3,000 m 204 km/h 4,000 m 200 km/h 5,000 m 187 km/h Climb: 2,000 m 4 minutes 40 seconds 3,000 m 8 minutes 10 seconds 4,000 m 12 minutes 49 seconds
  Ceiling 6,553 m; endurance 1.5 hours
  Armament: one 7.7-mm Vickers machine gun

Журнал Flight

Flight, August 16, 1917.

FROM OTHER LANDS.
THE SPAD SCOUT.

   IMPROVEMENT is so rapid and changes so frequent in the design of the Spads, developed by the Societe Anonyme pour l'Aviation et ses Derives, Paris, that the type used within the next few months may differ in several respects from that in use to-day. The accompanying drawing shows the outlines of the type "S. VII," which is said to be one of the most recent. Fighting craft of this type are piloted by members of the Lafayette Escadrille, and used with good effect equipped with one and sometimes two Lewis or Vickers machine-guns.
   Approximate general dimensions of the "S. VII" are as follows:-

   Span, upper plane 25 ft. 6 ins.
   Span, lower plane 25 ft. 6 ins.
   Chord, both planes 4ft. 7 ins.
   Gap between planes 4 ft. 2 ins.
   Overall length 20 ft. 0 ins.
   Total weight 1,525 lbs.
   Useful load 470 lbs.
   Climb in 10 minutes 9,3oo ft.
   Speed at sea level 132 m.p.h.
   Speed at 3,000 metres 126 m.p.h.
   Motor, Hispano-Suiza "V." type 160 h.p.

   Both planes are nearly rectangular in plan, the ends being square and not raked, with corners slightly rounded off. The deep cut-out portion of the top plane, over the pilot's seat, as well as the close spacing of the interplane struts, shows a large area of plane surface aft of rear wing beams. As the ailerons are comparatively narrow, they must be carried on a subsidiary wing spar located about 9 ins. back of the main beam.
   It will be noticed that the interplane bracing is unusual; the wires from each side of the fuselage extend directly to the end struts, crossing at the intermediate struts. Where the wires cross there is a steel tube brace connecting the forward with rear intermediate wing struts.
   The fuselage is exceptionally deep, and the bottom is curved below the lower longerons as well as the sides and top, giving a smooth stream-line effect. The fore end of the machine, which houses the motor, is covered with aluminium, with a circular radiator opening which resembles the cowling of a rotary motor. Protuberances on either side of the cowl show where the camshaft covers of the Hispano-Suiza motor project. Perforations are made in the cowling, about the motor projections, for the admission of air.
   The rudder is hinged at a point about 10 ins. beyond the fuselage termination. The usual fixed stabilising plane and elevators are employed. The vertical fin extends 12 ins. forward of the leading edge of the tail plane.
   Wheels of the landing gear have a track of 5 ft.; the axle runs in slots which guide it up and backward in line with the rear chassis struts. Shock absorption is with rubber cord.
   The Hispano-Suiza motor develops 160 h.p. at about 1,500 r.p.m. Eight cylinders arranged V-type, water-cooled four-cycle, 4.7245-ins. bore by 5.1182-ins. stroke; piston displacement, 718 cubic ins. Weight, including carburettor, magnetos, starting magneto, crank and propeller hub, but without radiator, water or oil, and without exhaust pipes, 445 lbs. Fuel consumption, 1/2 lb. of gas per horse-power hour; oil consumption, 3 quarts per hour.