А.Шепс Самолеты Первой мировой войны. Страны Антанты

Бреге ВrМ.4 и ВrМ.5 1915 г.

   Летом 1915 года французское командование объявило конкурс на типовой фронтовой бомбардировщик с дальностью полета не менее 80 км и боевой нагрузкой не менее 300 кг. Это была доработанная модификация выпущенного на фирме Андре и Эдуарда Мишелин разведчика Br.2 с двигателем "Кантон-Унне" и толкающим винтом.
   Новая машина получила усиленное шасси, более мощный 12-цилиндровый, жидкостного охлаждения, рядный, V-образный двигатель "Рено" (250 л. с.). Это был трехстоечный биплан. Самолет имел смешанную конструкцию. Пояса хвостовых ферм и стойки изготавливались из металлических труб. Обтекатели стоек, каркас гондолы, лонжероны и нервюры крыла изготавливались из деревянного бруса. Гондола обшивалась фанерой. Обшивка крыльев и оперения полотном двухсторонняя. Элероны устанавливались только на верхнем крыле. Руль поворота устанавливался на стабилизаторе, который, в свою очередь, крепился на балке, соединяющей хвостовые фермы. На нем монтировались два дополнительных киля. Шасси трехколесное. Носовое колесо - на соединении двух V-образных стоек. Основные колеса - на одной общей оси и главных стойках. Под рулем устанавливался предохранительный костыль.
   В носовой части монтировалась турельная установка стрелка-бомбардира. Далее шло место пилота. За ним - хорошо закапотированный двигатель, над которым крепился маслобак. Топливные баки подвешивались под верхним крылом. Трубчатые радиаторы крепились на стойках центроплана. Вооружение самолета состояло из 37-мм пушки или спарки пулеметов "Гочкис" или "Льюис"
(в варианте истребителя сопровождения ВrМ.5), или 1 пулемета "Гочкис" или "Льюис" и 300 кг бомб (в варианте бомбардировщика). Однако использовать машину в качестве эскортного истребителя практически не получилось изза низких маневренных и скоростных характеристик.
   Все самолеты использовались как бомбардировщики. Несколько машин приобрели англичане для RFC. Кроме того, они выпускали их по лицензии с двигателями "Роллс-Ройс" и "Санбим".
   Машины перестали выпускать в конце 1916-го, а с 1917 года в эскадрильях оставшиеся самолеты стали заменяться более современными машинами.


Модификации
   BrM.4 B2 - фронтовой бомбардировщик с двигателем "Рено" (250 л. с.), отличался от прототипа двумя металлическими ящиками для бомб под нижним крылом.
   BrM.5 Са 2 - машина сопровождения с уменьшенной бомбовой нагрузкой и усиленным стрелковым вооружением в носовой турели.

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

"Бреге" - разведчики и бомбардировщики 1916 г. были представлены несколькими типами - это были трехстоечные бипланы с форменным хвостом, толкающей силовой установкой и двухместной гондолой. По схеме они соответствовали "Вуазенам", но были гораздо крупнее. На более ранних экземплярах были двигатели "Сальмсон" в 230 л. с., на поздних - "Рено" в 265 л. с. ("Бреге" В-2). На одном из "Бреге" гондола была открытая, по форме почти подобная гондоле "Вуазена", в другом для наблюдателя была оборудована турель и в третьем была еще куполообразная башня над турелью с дверью в правом борту.

   Эти самолеты были уже устарелыми и неполноценными для военного применения, так как не имели защиты сзади. Однако они могли действовать под охраной истребителей. Благодаря большой площади крыльев - до 67 м2 - и довольно легкой конструкции их нагрузка была немалой - 600-800 кг, а скорость достигала 130 км/ч.

   Поэтому они применялись на фронтах первой мировой и гражданской войн. Один "Бреге-Мишелен" был в Эскадре воздушных кораблей во второй половине 1917 г.


Самолет||/ В-2
Год выпуска||1915/1915
Двигатель , марка||/
   мощность, л. с.||230/265
Длина самолета, м||?/9,9
Размах крыла, м||?/18,8
Площадь крыла, м2||?/66,7
Масса пустого, кг||?/1432
Масса топлива+ масла, кг||?/300
Масса полной нагрузки, кг||600/800
Полетная масса, кг||?/2232
Удельная нагрузка на крыло, кг/м2||?/33,5
Удельная нагрузка на мощность, кг/лс||?/8,4
Весовая отдача,%||?/36
Скорость максимальная у земли, км/ч||130/132
Время набора высоты 3000м, мин||?/27
Потолок практический, м||?/3300
Продолжительность полета, ч.||3/4

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

Breguet Pusher Summary
Breguet Type Designation Engine Manufacturer Role
1 BLC 220-hp Renault Breguet Fighter
2 BLM 220-hp Renault Breguet, Michelin Bomber
3 BAM 230-hp Salmson A9 Breguet Bomber
4 BM IV 250-hp Renault Michelin Bomber Escort
5 Gamma 250-hp Renault Breguet, Darracq Fighter
6 Gamma 230-hp Salmson A9 Breguet Fighter
7 BUC 220-hp Salmson 2.M7 Breguet Fighter
8 BC 200-hp Sunbeam Breguet Fighter
9 BAC? 230-hp Salmson A9 Breguet Fighter
10 BUM 220-hp Salmson 2.M7 Breguet, Michelin Bomber Trainer
11 Delta 3 x 220-hp Renault Breguet Bomber
12 BR Xll 250-hp Renault Breguet Bomber with Cannon


Breguet-Michelin BUM/BLM/BAM

  The Breguet-Michelin series of bombers were to become famous because of their participation in the earliest French bombing raids. The series began with the prototype BU 3. It was intended to meet a requirement issued by General Bernard in 1913 for a biplane, with a pusher layout, for reconnaissance and army-cooperation duties. However, Breguet decided that his new design could be better utilized as a fighter. The BU 3 was under construction in early 1914 but it did not fly until later in the year because the area where the prototype was to have been tested had to be evacuated because of the rapid German advance through northeast France. The completed aircraft was moved by road to the test center at Villacoublay. The BU 3 later served as the prototype for a new bomber for the Aviation Militaire, completely abandoning the lighter role for which it had been originally designed. (See entry under BU 3/BUC/BLC for further details).
  The BU 3 was a three-bay pusher biplane with straight, unstaggered wings. The engine, a 200-hp Canton-Unne 2M7, was mounted as a pusher at the rear of the central nacelle. The crew of two and the main fuel tank were located in the nacelle, which was set on the lower wing. Although Breguet would have preferred to use a tractor layout as on the preceding U2 and AG 4, the Aviation Militaire felt that the pusher layout optimized the gunner's field of fire and improved the view lor both crew members. The tailplane and rudder were supported by four booms that extended from the upper and lower wings. Armament was either a Hotchkiss or Lewis machine gun. Bombs were carried on underwing racks capable of holding up to 455 kg. The distinctive undercarriage of the series was first used on the prototype; this consisted of a pair of large main wheels at the rear and two smaller from wheels. At least one aircraft had a 200-hp Canton-Unne A 9 engine; it was designated BAM by Breguet and BM 3 by the STAe. A note dated 20 July 1915 gave details of flight test on BM 2 serial BM 101. The aircraft was tested with a payload of 880 kg. This aircraft could climb to 500 m in 8 min. 35 sec.; 1,000 m in 17 min.: 1.500 m in 27 min. 20 sec.; 2,000 m in 43 min.; and 2,500 m in 60 min. This performance was adequate but changes were suggested for the series. These included: placing a metal screen between the engine and fuel tank, a lever in the cockpit to shut down fuel flow, and changes in the fuselage structure to isolate the fuel pipe from the engine. Problems with engine fires did, in fact, occur in operational service as gas fumes exiting near the engine could ignite. Excessive engine vibration was also suspected as causing the fuel pipes to loosen and leak.
  The Michelin brothers were French patriots who wished to aid their country. They offered to produce 100 bombers for the Aviation Militaire and chose to manufacture the Breguet prototype. As noted above, Breguet had originally intended that it be employed as a fighter, but the Michelin brothers insisted that a bomber would be of more use. Breguet, also in a patriotic-gesture, granted the Michelin firm rights to build the type under license free of charge. Production was initiated at the factory in Clermont-Ferrand on February 1915. Fifty planes were built and received the designation BUM (B = Pusher. U = Canton-Unne engine, M = Michelin). Subsequently, the aircraft were designated as Breguet-Michelin 10s by the STAe.
  Fifteen were used to form a training school al Camp d'Avord on 20 September 1915. However, there were complaints that they were underpowered. It was noted that the takeoff roll was excessively long and engine failures were frequent. For these reasons, a development of the Breguet BUM employing the same airframe as the BUM but using a more reliable 220-hp Renault 8Gd engine was produced. External changes to the aircraft, designated BLM (L = Renault), included the removal of the fuel tank from the center nacelle, the fuel now being housed in two underwing tanks on either side of the fuselage. The performance of the BLMs was clearly superior to the BUMs. However, there were reportedly two serious accidents, possibly due to the relocation of the fuel tanks resulting in a change in the center of gravity. It was also noted that the absence of shock absorbers on the wheels may have contributed to these accidents. Approximately 50 BLMs were built at the Michelin factory at Clermont-Ferrand and these retained the STAe designation BM 2.
  Many of the BLMs produced served with units attached to GBM 5; details ol operational missions are given under the entry for the Breguet-Michelin 4. (Some accounts tend to confuse the BUM/BLM series with the Breguet-Michelin 4, but they were different aircraft).


BLM (BM 2) Two-Seat Bomber with 220-hp Renault 8Gd
   Wing area 70.5 sq. m
   Empty weight 3,042 kg; loaded weight 2,142 kg; payload 455 kg
   Maximum speed: 128 km/h; climb to 2000 m in 27 min; range 760 km
   Armament: a Hotchkiss or Lewis machine gun, a Winchester carbine, and 455 kg of bombs
   Approximately 50 built

BUM (BM 10) Two-Seat Bomber with 200-hp Canton-Unne
   Wing area 70.5 sq. m
   Empty weight 1,315 kg; loaded weight 2,115 kg
   Maximum speed: 124 km/h; climb to 2000 m in 40 minutes; range 730 km
   Armament: a Hotchkiss or Lewis machine gun and 455 kg of bombs
   Approximately 50 built



Breguet SN 3

  The Breguet SN 3, a further development of the BUM/BLM series, was intended to participate in the 1915 concours puissant. The aim of this competition was to produce an aircraft capable of bombing the city of Essen - hence the "SN" designation. The specifications called for a craft capable of carrying 200 kg of bombs over a 600 km radius (the distance from Nancy to Essen). Speed was to be 120 km/h with a ceiling of 2.000 meters.
  The main alteration made to the SN 3 was the change to the unequal span wings, which resulted in a decrease in wing area from 70.5 sq. m (for the BUM/BLM series) to 54 sq. in. The power plant was the same as for the BLM, a 250-hp Renault 8Gd. The aircraft was fitted with a Michelin bomb sight, a mechanical intervalometer, and bomb racks for 30 bombs of 8 kg each.
  Only the Paul Schmitt and the Breguet designs were able to meet the requirements of the competition, both being able to fly the required course (Villacoublay-Chartres-etampes-Villacoublay) in four minutes 30 seconds at 132 km/h. The Breguet was preferred because the pusher layout permitted the bombardier/gunner a better view and because its performance was clearly superior to that of the Paul Schmitt.
  Although the Breguet SN 3 placed first in the competition, it was not ordered into production because it was felt to be too poorly defended for day attacks and lacked sufficient range. Instead, Breguet began work on an improved SN 3 intended lor series production; this would become the Breguet-Michelin 4.


Breguet SN 3 Two-Seat Bomber with 250-hp Renault 8Gd
   Wing area 54 sq. m
   Empty weight 1,350 kg; loaded weight 2,150 kg
   Maximum speed: 135 km/h at 2,000 m; climb to 2,000 m in 28 minutes, range 800 km
   Armament: a flexible machine gun and 240 kg of bombs
   One built



Breguet-Michelin 4 (BM 4)

  Developed from the previous SN 3 (which had won the 1915 concours puissant) the BM 4 had a protracted development period that prevented it from entering service until 1916. Even worse, after the aircraft reached the front they were plagued with numerous problems that had to be overcome before they could become operational.
  Although intended to be an improvement over the SN 3, the BM 1 was of similar configuration with a Renault 8Gd engine of the same power (250-hp). While the speed was the same as the SN 3, the range and the bomb load were actually reduced. However, the area of the three-bay biplane wing was increased to 66.8 sq. m as compared with 54.0 sq. m for the SN 3. Two hundred of these planes were built at the Michelin factory from April 1916 until May 1917.
  After a prolonged development period the aircraft reached the front in April 1916. They were formed into their own bomb group - GBM 5. Some also served in GB 4 along with some of the earlier BUM/BLMs. The philosophy of putting all these aircraft into one unit was, in addition to simplifying logistics, to provide a mobile strike force capable of being sent to areas of critical importance. Such a group was to combine power with mobility. Unfortunately, the BM 2s and BM 4s would provide neither.
  The Breguet-Michelins proved unsatisfactory as either day or night bombers, and the type was not well liked by crews. Pilots found the aircraft more difficult to fly than the Voisins. Also, the takeoff and landing runs were still considered too long. Another complaint was that the defensive armament was inadequate for daylight missions.


Operational Service

  Originally, 200 Breguet bombers were ordered. These were to be divided into either two or three escadres. each with five escadrilles of ten aircraft each. The usual composition was nine or ten Breguets - eight BM 2s or BM 4s and one or two BUC, BLC, or Breguet 5 fighters (see below). By 21 September 1915 GBM 5 had received 24 Breguet bombers (probably BM 2s) with serials 101-117, 120-121, BR 60-62, and BR 65-66.
  GBM 5 was divided into three escadres, each with 30 aircraft, and was commanded by Lieutenant Dutertre. The 1st Escadre (GBM 5) was commanded by Capitaine Yence and was based near Champagne. It consisted initially ol three escadrilles: BM 117, BM 118, and BM 119. GBM 5 was supported by aviation park GBM 105. The 2nd Escadre was commanded by Capitaine Gouin and was formed in February 1916 with Escadrilles BM 120, BM 121, and BM 122. It was supported by aviation park BM 106. The 3rd Escadre was never formed because no further aircraft were ordered. Furthermore, BM 122 was never equipped with Breguet bombers; instead, it was formed in 1916 on Caudron G.4s.
  In September 1915 the 1st Escadre left Avord for Oiry. However, the escadrilles were all at about half strength. The first raid was made on 30 September. 1915 when two aircraft of BM 115 attacked Guignicourt. The units attempted a number of raids but were soon frustrated by the numerous shortcomings of their aircraft. Usually several aircraft would set out for a target, but only one or two would reach it; most turned back because of engine difficulties. Nevertheless, many railway stations were attacked in October and November. On 1 December 1915 the 1st Escadre moved to Ochey. Engine troubles still plagued the BM 2s. In fact, engine troubles forced the aircraft of Lieutenant Dutertre down close to Metz. After this, the unit returned to control of GBM 5.
  The Breguet-Michelin units of GB 4 saw action in the major battles of 1916. On 26 January 1916 a detachment of BM 120 was assigned to GB 4 at Belfort and placed under the control of Capitaine Happe, who also commanded MF 29. Hall of the unit's aircraft were fighters (BUC/BLC) and hall bombers (BM 2s). The fighters proved to be virtually useless in the escort role and were soon switched to bombing. For example, on 8 March, six M.F.11s ol MF 29 bombing the enemy aerodrome at Ensisheim were escorted by BUC/BLC escort fighters. However, the BUC/BLC fighters proved to be slower than the M.F.11s they were assigned to protect, and were therefore consigned to the hangars as useless. The BUC/BLCs were later converted to bombers. Three Breguet-Michelin bombers participated in other raids made by MF 29 and MF 123 but were now escorted by Caudron G.4s of C 34 and C 61. By October the BM 120 unit under Happe's control had 12 aircraft: six bombers (BM 4s)and six fighters (Breguet 5s). GB 4's raid on the Mauser factory at Rothweil on 12 October 1916 consisted of six F.40s of F 29, six F.40s of F 124, and 14 BM 4s and Breguet 5s of BM 120. Despite protection provided by G.4s and Nieuport 11s, BM 120 suffered heavy losses. Three BM 4s and three Breguet 5s were destroyed and an additional BM 4 had to be written off after it limped back to GB 4's base. Thus, almost 60 per cent of BM 120's planes had been destroyed in one raid. After this GB 4, along with its few remaining BM 4s and Breguet 5s, switched to night bombing.
  GBM 5 was also active throughout 1916. BM 2s and BM 4s bombed railway stations at Brieulles, Metz, and Thionville in April. However, many were damaged by German anti-aircraft fire. By the end of the month only three to live were reaching the target. The main problem was the Canton-Unne engines of the BM 2s. When GBM 5 at last began to receive the Renault-engined Breguets, serviceability improved dramatically. On 14 May 1916 one plane of GBM 5 dropped 11 75-kg bombs on the airship hangar at Metz-Frescaty. Railway stations were bombed during May; heavy anti-aircraft fire was encountered.
  On 16 June 1916 GBM 5 reported it had a total of 22 BM 2s and BM 4s; there were 22 pilots available and 26 in training. By 20 June 18 aircraft could be sent out nightly to attack the Metz and Arnaville stations. The BM 4s were preferred (or night missions, being easier to fly than the BM 2 and Breguet 5 fighters; as a result, it was requested that only BM 4s be supplied to the escadrilles of GBM 5.
  On 1 July 1916 GBM 6 was disbanded because of the lack of availability (and the poor efficacy) of the Breguet-Michelin series. The groupe's aircraft and pilots were transferred to GBM 5, including aviation park BM 106.
  In July BM 117 of GBM 5 bombed train stations. In August GBM 5 continued its campaign against railway stations. For example, on the night of 9/10 August, aircraft of GBM 5 bombed Guny and Apilly; four Breguet 5s with cannon joined the bombers and used their 37-mm guns to attack searchlights.
  By early autumn, BM 119 joined BM 117 in attacks on enemy bivouacs and barracks. GBM 5 was now being used primarily as a night-bombing unit, attacking camps, aerodromes, railway stations, and supply depots. Poor weather inhibited sorties in December.
  By 1917, the GBM 5 had three escadrilles (BM 117, BM 118, and BM 119) equipped primarily with Breguet-Michelin 4s. BM 120 was still attached to GB 4 but rejoined GBM 5 on 14 April, as did the fifth and final unit, BM 121.
  Winter weather continued to inhibit the activity of the bomb groups as 1917 began. GBM 5 made sporadic attacks on German airfields, factories, and railway stations.
  By spring, the activity of the escadrilles attached to GBM 5 continued to decline. This may have been because production ol the BM 4s and Breguet 5s was being terminated, and the older planes were probably becoming difficult to maintain. In any event, few raids were flown as the Breguet-Michelin escadrilles prepared to receive new aircraft.
  In September 1917 the units began to re-equip with the Breguet 14 B2. BM 117 and BM 120 were the first to obtain the new aircraft. Meanwhile, the BM 4s participated in raids against railway stations, the airfields at Chambley, factories in the Moselle valley, and the power plant at Le Couteulx.
  By the end of 1917 three ol the live Breguet-Michelin escadrilles had taken on the Breguet 14 B2 and one had adopted the Voisin 10. The last unit to give up the Breguet-Michelin 4 was BM 121, which adopted the Voisin 10 in May 1918.


Foreign Service

Romania
  Romania acquired a number ol Breguet-Michelin 4s and Breguet 5s during the war. On 15 December 1916, there were six available for front-line service. On 9 January 1917 these were organized into Escadrila BM-8. based at Iasi and commanded by Locotenant Armand Delas. It was under the administrative control of the Grand Headquarters of the Romanian Army along with Escadrila F 7. Up until June 1917 it was manned exclusively by French aircrew. On 21 January 1917 there were a total of 12 Breguet-Michelin 4 ami Breguet 5s available at the front. As with its French counterpart, Escadrila BM-8 was to be used as a mobile strike force being moved from front to front as needed to supplement the other air units. BM-8 was especially active in the sector of the Russian 6th Army.
  BM-8 moved to Galati on 20 March 1917. On 31 March BM- 8 attacked warships at Braila Harbor with 16-kg bombs (each aircraft carried five bombs). One warship was claimed as being sunk. Troops and an ammunition depot were attacked on the 31st and 1 April.
  Subsequently the aircraft of BM-8 were used for long range reconnaissance missions. On one such flight the crew succeeded in forcing a German airplane to land near Braila. On 1 May BM 8 bombed railway stations, during which a French crew shot down an L.V.G. On 19 May the Breguets were used to attack ships sailing on the Danube and bombed the enemy camp near Ianea.
  One of BM-8's most successful raids was on 25 May when Braila harbor was bombed. Hits were scored on an ammunition depot and on an enemy warship.
  On 7 July BM-8 moved to Vanatori to escape the attention of German artillery. That same day, the German airfield at Foscani was bombed.
  In August 1917 Escadrila BM-8 was assigned to Grupul 3. It continued to support the Russian 6th Army units in the Dobdrudja sector. On 21 August there were night attacks on the railway station and airfield at Foscani; from the 22nd through the 24th BM-8 bombed troops at Marasesti and the airfield at Foscani. Reconnaissance missions were flown along the 1st Army front, accompanied by the aircraft of F 7. On 26 August BM-8 dropped 40 Michelin lance bombs on bivouacs south of Focsani.
  In September BM-8 continued its series of raids on Focsani, these missions were flown on the 2nd, 4th. 5th, and 22nd. On 1 October BM-8 bombed enemy barracks at Clipicesti; they were accompanied by Nieuport 11s. On the 15th enemy troops were bombed at Burca, again the Breguets were accompanied by Nieuport 11s. Other missions in October included dropping two "Gros" bombs on a warehouse at Faurei (25th), and attacks on the cantonments at Burca (28th, 29th, and 30th).
  November was the last month the B.M.4s and Breguet 5s were active over the Romanian front. On the 5th there was a raid on enemy positions at Clipicesti, and two days later the enemy supply depot at Faurei and barracks at Focsani were bombed. Enemy warehouses and cantonments were attacked on the 12th. The last recorded mission by BM-8 was on 18 November when eight "Gros" bombs were dropped on the German cantonments at Clipicesti.
  It seems that none of the 12 Breguet-Michelin 4s or Breguet 5s obtained by Romania survived the war. Known serial numbers include 193, 252, 256, 267, 572, 580, and 587.

Russia
  A single example of a Breguet-Michelin 4 was obtained by the Imperial Russian Air Service. The type was felt to be slow and to carry an inadequate bomb load; for this reason only one was purchased. The aircraft was attached to the EVK in the latter half of 1917.

United Kingdom
  A Breguet "Tractor" Bomber was obtained from the French in 1915. It had a 225-hp Sunbeam engine. Assigned serial No.3888 it served with No. 1. later No.5 Wings. This may have been a mis-identified Breguet 4 bomber.

Breguet BM 4 Two-Seat Bomber with 220-hp Renault 8Gd
   Span 18.8 m; length 9.9 m; height 3.9 m; wing area 66.8 sq. m
   Empty weight 1,435 kg; loaded weight 2,112 kg; payload 377 kg
   Maximum speed: 135 km/h; climb to 2000 m in 28 minutes; ceiling 3,900 m; range 675 km
   Armament: 320 kg of bombs, a Hotchkiss 8-mm machine gun, and a Winchester carbine
   Approximately 200 built


Breguet BU 3/BUC/BLC/BC

  The Breguet-Michelin bombers were not very successful in the strategic bombing role, in part because German single-seat fighters inflicted severe losses on the bomber formations. There is some irony, then, that Breguet's original intention had been to use his plane as a fighter. The prototype of the entire Breguet pusher series was designated BU 5 and was completed and flown in late 1914. The crew of two were seated in tandem with the gunner behind the pilot - he had to stand to fire his gun over the pilot's head. The fuselage nacelle was mounted on the lower of the three bay wings. Twin booms extended from the top and bottom wings, their ends joined by the elevators. On early examples the booms were covered with fabric; later the fabric was removed and two fins added to the elevator. The rudder was mounted in the center of the elevators. The engine was a 200-hp Canton-Unne 2M7 water-cooled radial. The speed of the BU 3 was 125 km/h, impressive considering that the nacelle was armor-plated. The BU 3 was completed in late 1914 and evaluated by Louis Breguet at the C.R.P. It was given serial BR 54. However, as the Michelin brothers specified that they wished to produce a bomber, Breguet converted his design to meet the requirements of the 1915 concours puissant (see BUM/BLM entry).
  Aircraft BR 68 was tested at Villacoublay on 22 June 1915. It carried a payload of 380 kg. Flight tests revealed a maximum speed of 138 km/h and climb rates as follows: 500 m in 3 min.; 1.000 m in 6 min. 30sec.; 1.500 m in 10 min. 20 sec.; 2,000 m in 15 min.; 2,500 m in 19 min. 40 sec.; and 3,000 m in 5 min.
  The suggestion for re-converting the Breguet bomber into a fighter came from the commander of the Breguet-Michelin bomber unit. He wanted a heavily armed aircraft which could accompany his bombers to and from their objective. Breguet used the preceding BU 3 as the basis for a light-weight fighter design. To save weight he decreased the size of the aircraft and lightened the structure. The plane was to be armed with a 37-mm Hotchkiss cannon.
  The new prototype was designated the BUC (Breguet with Canton-Unne 200-hp engine; C = Chasse = fighter). It was smaller than the BUM bomber with a two-bay (instead of three-bay) wing. The lower wing was shorter and had a smaller chord than the upper. The undercarriage was simplified from four wheels (two fore and two aft) to a tricycle arrangement. The nacelle was altered so that the gunner, who now sat in front of the pilot, had a clear field of fire. The STAe designation was Breguet 7.
  The availability of a new and more powerful engine resulted in a 220-hp Renault 8Gd engine replacing the Canton-Unne. The aircraft was re-designated BLC (L for Renault). This new engine resulted in the fuel tank being removed from the fuselage nacelle; the fuel on the BUC and most BLCs was in external tanks mounted between the wings. The armament used was either the previously mentioned 37-mm Hotchkiss cannon or a machine gun. These were mounted on movable stands to permit the gunner to fire in all directions. The STAe designation was Breguet 1.
  It is unclear how many BUCs and BLCs were produced and it is not known if they had any successes in aerial combat. There were 11 Breguet fighters in service on 1 February 1916, but it is likely that most were Breguet 5s. It is safe to conclude that in 1916 the aircraft were obsolete designs using an outdated form of armament and were quickly withdrawn from service. (For further details see the operational section under BM 4).

United Kingdom

  The Royal Naval Air Service obtained some aircraft to escort its bombers. By early 1916 15 Breguets de Chasse were on order for that service. All had been delivered by the end of April 1916.
  Most were powered by a 225-hp Sunbeam engine. On those the fuel tank was again placed in the fuselage nacelle which had flank radiators on either side. The armament was usually a single Lewis machine gun. The aircraft were called Breguet de Chasse and were designated Breguet 8s by the STAe. Nos. 1390-1394 were assigned to both No.1 Wing (at St. Pol) and to No.3 Wing. Aircraft Nos. 3209-3213 and 3883-3887 were initially assigned to No.5 Wing RNAS at Dunkerque. As with the French, the RNAS found the Breguets too obsolete for use as either fighters or escorts. Some were armed with bombs and at least one was armed with a two-pounder Davis recoilless gun. The aircraft had outlived their usefulness only three months after entering service, and were withdrawn in June 1916.


Two-Seat Cannon or Machine-Gun Armed Fighter
Specification BUC (Breguet 7) BLC (Breguet 1) BC (Breguet 8)
Engine 200-hp Canton-Unne 2M7 220-hp Renault 8Gd 225-hp Sunbeam
Span, m: 17.95 16.40 -
Wing area, sq. m: - 54 -
Length, m: 9.2 9.5 -
Height, m: 3.5 3.7 -
Empty weight, kg: - 1,160 -
Loaded weight, kg: - 1,600 -
Maximum speed, km/h: 120 138 125
Climb to 1,000 m: - 6 min. 30 sec. 8 min. 30 sec.
Climb to 2,000 m: - 16 min. 30 sec. 20 min.
Ceiling, m: 3,000 3,700 3,000
Endurance: 3 hours 3 hours 3 hours
Armament: one machine gun 37-mm Hotchkiss or one 7.7-mm Lewis 7.7-mm Lewis or two-pounder Davis gun & six 112-lb bombs



Breguet 5/6/9/12

  The rise of the cannon-armed fighter in France led many manufacturers to turn bombers into fighters by the addition of cannon. Cannon-armed aircraft were seen as being particularly useful in a long-range escort role, and many of these were converted from bombers in service with the Groupes de Bombardement. This meant that the aircraft had comparable performance to those they would be protecting and thus could escort the bombers all the way to the target and back while maintaining station with them. In addition, the cannon-armed aircraft were expected to intercept incoming fighters and airships, attack ground targets, and even destroy enemy searchlights at night.
  The cannon-armed version of the Breguet-Michelin bombers that appeared toward the end of 1915 was designated the Breguet 5. Power was supplied by a 220-hp Renault 12Fb engine. Armament was either 20 120-lb bombs or a single 37-mm cannon. There was also provision for a rearward-firing machine gun located on the leading edge of the top wing. Endurance was six hours on the prototype and three hours on production aircraft.
  Two hundred Breguet 5s were built in 1916 and 1917. They were built exclusively at the Breguet plant, and not at the Michelin factory; this explains why the BM designation was not assigned to the Type 5 by the STAe. Approximately 11 Breguet 5s were in service on 1 February 1916.
  Many cannon-armed Breguet 5s were sent to GBM 5, which was composed entirely of Breguet-Michelin escadrilles; however, they were a failure in their intended role. It was quickly discovered that the Breguet 5s were slower than the BM 4s they were escorting, especially after the bombers had dropped their payload. Furthermore, the cannons were found to be of limited usefulness in air-to-air combat. On some occasions the Breguet 5s were flown without the cumbersome cannon, and this necessitated the addition of ballast to the nose for the aircraft to maintain its center of gravity. Fatal crashes occurred when the aircraft was flown without this additional weight. (For further details see the operational section under BM 4).
  After it was realized that the aircraft were unable to function as escort fighters, some were used as bombers. Also, the cannon-armed aircraft were employed in the ground attack role.
  To prevent shortages ol the 220-hp Renault 12 Fb engines, one Breguet 5 was modified to accept a 225-hp Salmson A9. The re-engined aircraft, which was designated the Breguet 6, had an angular cowling completely enclosing the Salmson A9 and which was studded with cooling louvers. Some of the Breguet 6s were also fitted with a 37-mm Hotchkiss cannon. Fifty Breguet 6s were built. A version with a 230-hp Salmson A9 was designated BAC; the STAe designation was Breguet 9.
  After the disastrous Oberndorf raid of 1916. the French bomber arm switched to night operations. The remaining Breguet 5s (and possibly 6s) were converted to night attack configuration; this meant widening the undercarriage back to a four-wheeled arrangement to make the aircraft easier to land and taxi at night. This modification resulted in the aircraft receiving a new designation as the Breguet 12. As with the other Breguet-Michelin variants, it could also carry the 37-mm Hotchkiss cannon. One Breguet 12 was fitted with a searchlight on the right side of the cannon. This aircraft was intended to provide defense against night raids by German airships. The Breguet 12 was assigned to the DCA (air defense units) of the Aviation Militaire defending Paris. These units included Escadrilles 393, 394, 395, 396, and 397. It is not known if aerial victories were obtained, but it is not likely; German airships did not attack Paris in 1916. The last Breguet 12 was in service as late as the summer of 1917.


United Kingdom

  The RNAS purchased 59 Breguet 5s. They were assigned serials 1398-1399, 3946, 9175-9200, and 9426-9455 (ordered from the Grahame-White Aviation Co. of Hendon - only ten were built). All but Nos.9175-9200 had 250-hp Rolls Royce engines; the others had 225-hp Renaults. The aircraft were assigned to Nos.3 and 5 Wings.


Type 5 Two-Seat Escort Fighter with 220-hp Renault 12Fb
   Span 17.5 m; length 9.9 m; height 3.9 m; wing area 57.7 sq. m
   Empty weight 1,350 kg; loaded weight 1.890 kg
   Climb to 2,000 m in 22 min.; ceiling 3, 700 m; endurance 3.5 hrs

Type 5 Cannon Two-Seat Escort Fighter with 220-hp Renault 12Fb
   Dimensions: as Type 5
   Empty weight 1,394 kg, loaded weight 1,934 kg
   Maximum speed:
ground level 131 km/h
2,000 m 128 km/h
3,000 m 124km/h
   Climb to 2.000 m in 15 min. 30 sec., ceiling 4,300 m, endurance 3.5 hrs
   Armament: 37-mm Hotchkiss cannon and 7.7-mm Lewis machine gun
   200 Breguet 5s were built

O.Thetford British Naval Aircraft since 1912 (Putnam)

BREGUET BUC/BLC DE CHASSE

   Seventeen of these Breguet BUC/BLC pusher biplanes were supplied to the RNAS, where they served with 'A' and 'B' Squadrons of No.5 Wing in Belgium from April to June 1916. Named de Chasse by the Royal Navy, they were serialled 1390-1394, 3209-3213, 3883-3887 and 3946. One 225 hp Sunbeam Mohawk engine. Span, 53 ft 9 1/2 in. Length, 31 ft 2 in. Maximum speed, 86 mph at sea level. Service ceiling, 12.140 ft.


BREGUET TYPE 5 CONCOURS

The RNAS took this large pusher aircraft into service for use as a bomber, primarily with NO.3 Wing during 1916. Twenty-seven examples were supplied by the French manufacturers (3946, 1398-1399 and 9175-9200) and an additional 10 were built in Britain by Grahame-White (9426-9435) and designated Type XIX. They did not prove very successful and were soon withdrawn. One 225 hp Renault or 250 hp Rolls-Royce engine. Maximum speed, 88 mph at sea level. Climb, 15 1/2 min to 6.500 ft. Range, 435 miles. Service ceiling, 14.000 ft. Span, 57 ft 9 in. Length, 32 ft 6 in.

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

BREGUET BUC & BLC France

   Evolved indirectly from the BU3 two-seat twin-boom pusher biplane of late 1914 as a smaller and lighter development of its bomber derivative, the BUM (B=Breguet, U=Salmson engine and M=Michelin-built), the BUC (the letter "C” signifying Chasse) was intended primarily as a bomber escort. It had a similar 200 hp Salmson (Canton-Unne) 14-cylinder radial engine and carried a 37-mm Hotchkiss cannon on a flexible mounting in the forward cockpit of the fuselage nacelle. Modest production of the BUC was undertaken for the Aviation Militaire, and, with the installation of a 220 hp Renault 12Fb 12-cylinder water-cooled engine in place of the Salmson, prototype trials were performed in June 1915, a few additional aircraft being built under the designation BLC. The performance of both the BUC and BLC versions of the Breguet de Chasse was unspectacular and, with fewer than 20 delivered, they were declared obsolete by the Aviation Militaire before the end of 1916. During that year, a further 17 essentially similar aircraft were supplied to the Royal Naval Air Service, these differing from the BUC/BLC primarily in having the 225 hp Sunbeam Mohawk 12-cylinder engine, armament being a single 0.303-in (7,7-mm Lewis machine gun (which was an alternative weapon to the Hotchkiss on French machines). The RNAS was disappointed with the performance of the Breguet de Chasse, which proved unsuitable for employment in the fighting role, and the service withdrew the type from its first-line inventory in June 1916. The following specification relates to the BLC.

Max speed, 86 mph (138 km/h) at sea level, 83 mph (133 km/h) at 6,560 ft (2 000 m).
Time to 3,280 ft (1000 m), 6.5 min.
Endurance, 3 hrs.
Empty weight, 2,557 lb (1160 kg).
Loaded weight, 3,384 lb (1 535 kg).
Span, 53 ft 9 1/2 in (16,40m).
Length, 31 ft 2 in (9,50 m).
Height, 12 ft 1 1/2 in (3,70 m).
Wing area, 581.27 sqft (54,0 m2).


BREGUET TYPE 5 France

   The Type 5, derived from the Type 4 bomber late in 1915, was regarded by the Aviation Militaire as a two-seat escort fighter or reconnaissance-fighter, and possessed a configuration similar to that of the earlier BUC/ BLC. Powered by a 220 hp Renault 12Fb 12-cylinder water-cooled engine, the Type 5 fighter, or Bre 5 Ca2, never equipped a complete escadrille, a few aircraft of this type being issued to each of the units operating the Bre 5 B2 bomber version, for which it was expected to act as escort. Armament comprised a 37-mm Hotchkiss cannon on a flexible mounting in the forward cockpit and a rear-firing 7,7-mm Lewis gun on an elevated mounting over the leading edge of the upper wing. Eleven Type 5 fighters were operational with the Aviation Militaire by 1 February 1916, but the type was generally unpopular.

Max speed, 83 mph (133 km/h) at 6,560 ft (2 000 m).
Time to 6,560 ft (2 000 m), 22 min.
Endurance, 3.5 hrs.
Empty weight, 2,976 lb (1350 kg).
Loaded weight, 4,167 lb (1890 kg).
Span, 57 ft 5 in (17,50 m).
Length, 32 ft 5 3/4 in (9,90 m).
Height, 12 ft 9 1/2 in (3,90 m).
Wing area, 621.1 sqft (57,70 m2).


BREGUET TYPE 6 France

   The Type 6 (Bre 6 Ca2) two-seat escort fighter was a 225 hp Salmson A9 water-cooled nine-cylinder radial-engined counterpart of the Renault-powered Type 5, and resulted from a fear that Renault engine production would prove inadequate to meet demands. The Type 5 airframe was modified to take the Salmson engine mounted immediately above the rear undercarriage legs and driving the propeller by means of an extension shaft, the power plant being entirely enclosed. Armament of the Type 6 fighter normally consisted of a short - barrel 37-mm Hotchkiss cannon in the forward fuselage. Performance, weights and dimensions were essentially similar to those of the Type 5.


BREGUET TYPE 12 France

   The Type 12 (Bre 12 Ca2) was a two-seat night fighter derivative of the basic Type 5 design which, introduced during the course of 1916, was allocated to various units defending Paris, and remained in service well into the summer of 1917. Powered by either the 220 hp Renault 12Fb or 250 hp Renault 12Fbx engine, the Type 12 featured a revised forward undercarriage unit with twin wheels and a modified fuselage nacelle. The 37-mm Hotchkiss cannon in the nose position was coupled with a Sautter-Harle searchlight which, operated by a wind-driven generator mounted under the front of the nacelle, was aligned with and moved with the gun. An aft-firing 7,7-mm Lewis machine gun was usually fitted on an elevated mount over the upper wing leading edge, and four landing lamps were mounted beneath each lower wing. Performance, weights and dimensions were essentially similar to those of the Type 5.

J.Davilla Italian Aviation in the First World War. Vol.2: Aircraft A-H (A Centennial Perspective on Great War Airplanes 74)

Breguet BUC

  Gentilli and Varriale have a picture of a Breguet pusher serving with the Sezione Difesa di Mirafiori in their units book. It is noted as being that unit’s only aircraft in August 1917 and was apparently operated until the end of September. The Breguet’s pilots were sergenti Canonica and Battaglia.
  The authors tentatively identified the aircraft as a Breguet-Michelin, but the single nose wheel indicates a fighter version. These were not funded by the Michelin brothers, so they only carried a Breguet identification. The shape of the nose and single nose wheel suggest a BUC, although the radiators shown were more commonly used on other variants. It could also be a heavily modified BM 4, but that would seem unlikely.