А.Шепс Самолеты Первой мировой войны. Страны Антанты

"Вуазен-III", "Вуазен-V" 1914 г.

   Недостаточные летные данные разведчиков типа "Фарман" заставили французских военных искать машины более пригодные к длительной эксплуатации в условиях фронта. Ими стала серия машин, предложенных фирмой "Вуазен". Это были ферменные трехстоечные бипланы с двигателем "Сальмсон" и толкающим винтом. Конструкция смешанная. Гондола имела деревянный каркас и фанерную обшивку. Пояса и стойки ферм, стойки крыльев и лонжероны двухлонжеронного крыла изготавливались из металлических труб. Нервюры крыла и оперения изготавливались из фанеры и бруса. Обтягивались крылья и оперение полотном.
   Руль поворота навешивался на заднюю стойку, соединяющую хвостовые фермы. Рули высоты без стабилизатора устанавливались на узле крепления хвостовых ферм. Двигатель 9-цилиндровый, жидкостного охлаждения, звездообразный. Трубчатые радиаторы устанавливались в хвостовой части гондолы. Шасси четырехколесное, на металлических V-образных стойках, имело резиновую шнуровую амортизацию. Пулемет устанавливался на шкворневой установке над головой пилота. Бомбы подвешивались по бортам гондолы и под ней. Машина получилась прочная, надежная, легко ремонтируемая, и хотя летные качества ненамного превышали данные самолетов "Фарман", самолет был устойчив, легко управляем, позволял выполнять крутые виражи. Этот самолет к 1915 году почти полностью заменил самолеты Фарман MF.16, MF.20, и MF.22 в боевых подразделениях. Он широко применялся на Западном фронте до 1917 года, а в России до конца Гражданской войны, когда стал заменяться машинами DH-9 и P-1.
  
  
Модификации
   "Вуазен-III L" - разведчик и легкий бомбардировщик с двигателем "Сальмсон" (130л. с., позднее 140 и 150 л. с.). Отличался вертикальными крайними стойками крыла бипланной коробки. Пилот размещался спереди, наблюдатель сзади.
   "Вуазен-III LA" - развитие предыдущего, отличался увеличенным размахом крыла. Крайние стойки крыла наклонные. Двигатель "Сальмсон" (140л. с.), позднее заменявшийся на "Сальмсон" (150л. с.).
   "Вуазен-V LAS" - тот же "Вуазен-III LA" с двигателем "Сальмсон" (150л. с.), все стойки крыла и ферм деревянные, каплевидные обтекатели.
   "Вуазен-V LBS" - развитие "Вуазен-V LAS", имел крыло несколько большего размера. Двигатель тот же.
   "Вуазен-V LBP" - самолет создан на базе "Вуазен-V LAS" и отличался более мощным двигателем "Сальмсон" (225л. с.) и установкой в носовой части 37-мм пушки "Кольт" для ведения огня по наземным целям.
  
   Все эти машины строились серийно и успешно применялись в боевых действиях. Однако из-за массированного применения истребителей к концу 1916 года эскадрильи "Вуазенов" понесли большие потери и стали заменяться на более современные и скоростные машины. Уже в середине 1917 года машины практически не применялись на французском фронте. Однако на Восточном, Итальянском и Ближневосточном театрах военных действий они применялись до конца войны.
  
  
  
ЛЕТНО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ
  
   Вуазен-III L Вуазен-III LA Вуазен-V LAS Вуазен-V LBS
   1914г. 1914г. 1915г. 1915г.
   Размах, м 13,51 14,74/12,54 14,74/12,54 15,71/14,50
   Длина, м 9,5 9,5 9,5 9,5
   Высота, м 2,95 2,95 3,65 3,63
   Площадь крыла, кв.м 39,0 42,0 42,0 47,0
   Сухой вес, кг 820 800 900 975
   Взлетный вес, кг 1120 1200 1250 1325
   Двигатель: "Сальмсон" "Сальмсон" "Сальмсон" "Сальмсон"
   мощность, л. с. 120 140 150 150
   Скорость макс., км/ч 100 115 105 105
   Набор высоты, м/мин 23/2000 23/2000
   Дальность полета, км 400 400 400 400
   Потолок, м 2800 3000 3000 3500
   Экипаж, чел. 2 2 2 2
   Вооружение 1 пулемет 1 пулемет 1 пулемет 1 пулемет
   200 кг бомб 60 кг бомб 60 кг бомб 60 кг бомб

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

"Вуазен L". Был начат серийной постройкой в России в 1914 г. Двигатель - "Сальмсон" в 130 л. с., в 1915-1917 гг. - в 140 и 150 л. с. Характерный признак самолета - крайние стойки коробки крыльев вертикальные, все стойки без обтекателей.

   В гондоле летчик помещался впереди, наблюдатель сзади. Пулеметная установка - над головой летчика. Под нижними крыльями были держатели для 10-12 пудов разных небольших бомб.

   Самолет был устойчив в полете и надежен. Он быстро заменил разведчики Ф-16, Ф-20 и Ф-22. Применялся до 1921 г.

   "Вуазены LA и LAS" отличались от самолетов типа L размерами крыльев и наклонными крайними стойками коробки крыльев. В самолетах типа LA стойки были без обтекателей, в самолетах типа LAS с обтекателями. Размеры и конструкция и тех и других были одинаковы.

   Самолет с "Сальмсоном" в 140 л. с. назывался сокращенно "Вуала" ("Вуазен LA"), а позже "Вуалас" (LAS). Самолетам типа LA с "Сальмсоном" в 150л. с. было дано название "Вуаполт", но оно не удержалось и их называли также "Вуалас". Оба широко применялись на фронтах.

   При двигателе в 150 л. с. скорость достигала 105-108 км/ч, а потолок составлял 3000 м. Данные были невысокие даже для того времени, но самолет LAS был весьма летуч, устойчив, допускал крутые виражи. С "Сальмсоном" в 155 л. с. данные "Вуазена LAS" были несколько выше: потолок 3500 м при массе стрелкового вооружения 30 кг и бомбового 47 кг. Время разбега и пробега всех "Вуазенов" - около 12 с.

   "Вуазен LBS" отличался от самолета типа LAS лишь несколько большими размерами крыльев при той же конструкции. Двигатель - первоначально "Сальмсон" в 130л. с., потом в 150 и 160л. с. Строился в небольшом количестве на заводе "Дукс".


Самолет||///
Год выпуска||1914/1914/1915/1915
Назначение самолета||Разведчик
Число мест||2/2/2/2
Двигатель, марка||///
   Мощность, л.с.||130/140/150/160
Длина самолета, м||9,5/9,5/9,5/~9,5
Размах крыла, м||13,51/14,74(12.54)/14.74(12,54)/15,70 (4,50)
Площадь крыла, м2||39/42/42/47
Масса пустого, кг||820/900/900/975
Масса топлива+ масла, кг||140+25/140+26/140+26/140+26
Масса полной нагрузки, кг||300/350/350/350
Полетная масса, кг||1120/1250/1250/1325
Удельная нагрузка на крыло, кг/м2||28,8/29,8/29,8/28,2
Удельная нагрузка на мощность, кг/лс||8,6/8,9/8,3/8,3
Весовая отдача,%||27/28/28/26
Скорость максимальная у земли, км/ч||100/100/105/105
Скорость посадочная, км/ч||70/70/70/68
Время набора высоты||
   1000 м, мин||13/12/11/10
   2000м, мин||28/26/23/22
   3000 м, мин||?/?/55/40
Потолок практический, м||2800/2800/3000/3500
Продолжительность полета, ч||4/4/4/4

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

Aeroplanes Voisin

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  The army's Aviation Militaire purchased 12 Voisin pushers with quadricycle landing gear. They were later designated the Voisin 1912 Type (it may have later been called Voisin Type 1). This aircraft featured the basic configuration that virtually all of Voisin's aircraft would use throughout the war. It was an equal-span biplane with no dihedral, a short nacelle with the crew in front and the engine in the rear, a cruciform tail attached to the wing by a set of booms, and a quadricycle landing gear. Although they were clearly obsolete by the start of the war, the sturdiness and reliability of the Voisin designs enabled them to form the backbone of the French night bomber force until late 1918.


Voisin 1912 and 1913 Types (L)

  Two types of Voisin airplanes were in service at the outbreak of the First World War. The earlier was built in 1912 and so was given the designation "1912 Type.” It is possible it was later given the SFA designation Type 1. The Voisin factory designation was Type L. Initially, the 1912 Voisins were fitted with Gnome engines; later ones were given an 80-hp Le Rhone 9C. When the war began the 1912 Voisins were assigned to the training unit at Crotoy.
  The second pre-war Voisin was similar to the 1912 version but powered by a 70-hp Gnome 7A engine . It was designed in 1913 and some sources refer to it as the 1913 Voisin. Others state that it carried the designation 13.50, which indicated the wing span. Some 1913 Voisins were in service with V 14 and V 21 at the beginning of the war. Both escadrilles were assigned to the 4th Armee and performed short-range reconnaissance. However, by 20 August 1914 both V 14 and V 21 were reequipped with Voisin 3s. After being withdrawn from front-line escadrilles, the 1913 Voisins were assigned to training units.
  The Voisin 1913 types, however, played an important part in the development of aircraft armament. Capitaine Faure of V 24 experimented with ways to arm his Voisin aircraft beginning in 1914. He took his plans to the War Ministry, which dismissed his ideas. However, Gabriel Voisin heard of Faure's work and decided to develop a way to fit a gun to an aircraft. Eventually a tripod was developed that could hold an 8-mm Hotchkiss gun. Work was completed on 15 August 1914. A short time later, Voisin arrived at escadrille V 24 (based at Mezieres) with six Hotchkiss machine guns and mounts and a pass signed by Faure enabling him to gain entry to the base with his suspicious cargo. Six of V 24's Voisins were armed with the guns and were able to fly combat missions within a few hours of receiving their new weapons. It appears however, that none of the Voisin 1913 types saw combat before being replaced by the newer Voisin 3s, also fitted with Hotchkiss guns.
  Several armored versions of the 1913 Voisin were built to meet General Bernard's 1913 specification for an armored two-seater for short-range reconnaissance. Three of these were in service with the C.R.P on 4 November 1914.
  The Aviation Maritime had several Voisin 1913s on strength at the Boulogne and Dunkerque bases, used as bombers.
  It is believed that a total of 70 Voisins (Types 1912 and 1913) were built.
  Russia also had a number of Voisin Ls, some probably built under license. A table in Shavrov's book shows the engine as a 140-hp Salmson, which suggests that the Voisins were at some point retrofitted with these (see entry under Voisin 3).


Voisin (Voisin 1) Two-Seat Reconnaissance Airplane with 80-hp Le Rhone 9C
   Span 13.52 m; length 10.50 m; height 2.91 m; wing area 41.93 sq. m
   Empty weight 825 kg; loaded weight 1,100 kg
   Maximum speed: 94 km/h at 2,000 m; climb to 2,000 m in 28 minutes; endurance 4.3 hours

1913 Voisin (Voisin 2) Two-Seat Reconnaissance Airplane with 70-hp Gnome 7A
   Dimensions: same as Voisin 1
   Empty weight 820 kg; loaded weight 1,100 kg;
   Maximum speed 94 km/h at 2,000 m; climb to 2000 m in 28 minutes
   Approximately 70 Voisin 1s and 2s were built



Voisin 3 (LA/LAS)

  It was clear to Gabriel Voisin that the 1912 and 1913 types were underpowered. Furthermore, while the metal structure of the series made the airplanes sturdy, it degraded performance significantly. A new engine would permit a stronger airframe without a reduction in performance. Voisin elected to use the 120-hp Salmson M9. In 1914 one was experimentally fitted to a Voisin 1913 type that was tested at Toulon by the Aviation Militaire. The improvement in performance was impressive enough to warrant series production. The new aircraft received the SFA designation Voisin 3; the factory designation was Type LA. It has been estimated that more than 1,000 Type 3s and Type 4s (a development of the Type 3) were built.
  Most Voisin 3s were equipped with 120-hp Salmson M9 engines, and because the more powerful engine was fitted with a larger propeller the wings and nacelle had to be altered. A cutout was placed in the lower wing to permit adequate clearance for the propeller. The engine was attached to a platform, ensuring the propeller would not strike the ground, and the tail booms were spread farther apart and strengthened. Because of the increased horsepower of the M9, the Voisin 3 was the first Voisin design to feature an all-metal fuselage. The rear wheels were fitted with improved, and very powerful, brake drums to handle the increased weight. In addition to these brakes, the airplane could be brought to a rapid halt simply by forcing the nose down onto the front wheels while landing. The forward wheel struts could be adjusted to accommodate various loads. All four struts of the quadricycle landing gear were fitted with spring shock absorbers. The rear wheels were set directly beneath the engine and fuel tank in order to better support their weight. Windows were fitted to the floor of the nacelle to improve the crew's downward view; in some aircraft a machine gun was mounted to fire through these windows. Some Voisin 3s were fitted with lights on the front landing gear legs. These permitted the crew to observe objects on the ground during night missions from 150 meters in the air and also facilitated landing. An additional light was installed in the cockpit to help the pilot read his instruments. However, in escadrille service these lights were not used because they might have destroyed the pilot's night vision. Instead, the pilot would continually look outside the cockpit to preserve his night vision while the observer would call out the instrument readings. Some Voisin 3s were also fitted with mufflers for night bombing missions to reduce the risk of detection. When the airplane maintained an altitude of 800 meters it was virtually inaudible - possibly the first use of aerial "stealth" technology in wartime. Voisin 3s were often fitted with an 8-mm Hotchkiss machine gun, and the crew had a Winchester and a Chauchat gun.
  On later Voisin 3s the Salmson M9 was mounted on an elevated platform; these planes were designated LAS, the S standing for sureleve, or raised. As can be seen from the accompanying tables, the increase in performance was modest. Some Voisin 3s had Salmson P9 or R9 engines.
  An armored version of what is believed to have been a Voisin 3 was tested by V 14 in August 1914. Because of the added weight it could only carry the pilot. Performance include a climb to 1,000 m in 40 minutes. Two of these aircraft were built powered by a 130-hp Canton-Unne engine.


Operational Service

Army Cooperation

  Beginning in August 1914 the Voisin 1913s in service were replaced by Voisin 3s which soon became the primary night bomber for the Aviation Militaire. The army cooperation escadrilles exchanged their Voisin 3s for Caudron G.3s and M.F.11s and passed their Voisin 3s to the newly-formed Groupes d'Bombardement (Bomb Groups).
  Three escadrilles used Voisin 3s for army cooperation duties:
   14, formed in 1913, commanded by Lieutenant Mouchardand and assigned to the 4th Armee. It became part of GB 1 in 1914.
   21, formed in December 1913 and assigned to the 4th Armee. In addition to reconnaissance missions, V 21 flew bombing raids as far as 50 km behind enemy lines. In October it moved to Belgium and participated in the Battle of Flanders and later the Battle of Yser. On 7 June 1915 V 21 became part of GB 1.
   24, formed at Reims in August 1914, commanded by Capitaine Faure and assigned to the 5th Armee in September. V 24 operated over the Champagne front and re-equipped with Farman F.40s in May 1916.
  Although the Voisin 3s were successful as reconnaissance aircraft, they will always be best remembered as the airplanes that equipped the world's first dedicated bomber units.

Bombing

  On 29 September 1914 Voisin Escadrilles V 14 and V 21 were designated as bomber units. Groupe d’Bombardement 1 (GB 1) was formed on 23 November 1914 with three escadrilles assigned - V 14 (now redesignated VB 1), VB 2 (which was formed from BR 17), and VB 3, an entirely new unit. All three were equipped with six Voisin 3s, well-suited to bombing missions because of their inherent stability and because they could carry a bomb load of up to 150 kg.
  GB 1 moved from its home base at Malzeville to the Somme front on 19 December. The next day the unit flew its first combat mission when 11 of its aircraft bombed train stations near Lens. Four aircraft were damaged, but none was lost during the attack. Although bad weather hindered operations, GB 1 was able to fly a large number of sorties throughout 1915. Most of the time train stations were attacked to prevent troops and supplies from reaching the front. Initially the Voisin 3s carried either flechettes or modified 40-kg artillery shells.
  GB 2 was formed on 16 January 1915 with escadrilles VB 3, VB 4, and VB 5 assigned to it. GB 2 was initially based at Saint-Pol-sur-Mer and went into action on 3 February, when a single crew from VB 5 flew a reconnaissance mission over the front. Later in the month the naval facilities at Bruges and Ostende and the airfields at Laffinghe and Ghistelles were attacked.
  By 15 March 1915 a new unit, GB 3, had been formed at Alsace. All Voisin bomber units had been given new designations on 4 March 1915, as bomber escadrilles were to have numbers in the 100 series. VB 107, VB 108, and VB 109 were assigned to GB 3. GB 1's units became VB 101, VB 102, and VB 103 and GB 2's became VB 104, VB 105, and VB 106.
  During March GB 1 and 2 attacked train stations, artillery positions, and barracks; GB 2 also attacked the airfields at Gits on 20 March. GB 3 flew its first combat mission on 20 March, during which train stations at Altkirch and Mulheim were bombed.
  In April GB 1 attacked train stations and barracks and concentrated on targets in the Metz and Moselle valleys. GB 2 continued to have difficulties; raids on 1 and 11 April failed because the crews were unable to reach the targets. However, a notable success occurred on 15 April, when ten Voisin 3s struck the harbor at Zeebrugge with 155-kg bombs. Significant damage was inflicted, but all the Voisins were hit by anti-aircraft fire. For the remainder of the month GB 2's crews attacked barracks, airfields, and supply convoys. GB 3 continued attacks on train stations along the Alsace front and also bombed the airfield at Habsheim.
  One of the most important raids of the war took place 27 May, when units from GB 1, joined by V 21, bombed the poison gas factory at Ludwigshafen. The aircraft used in this mission had been modified by Voisin to have long-range fuel tanks and an improved ignition system. The factory was hit with 47 90-kg bombs and two 155-kg bombs. The plant was damaged and lead shields were breached, resulting in the release of toxic fumes.
  In early May GB 2 flew infantry support missions, concentrating on German artillery positions and train stations. Some German airplanes were encountered but they refused to engage in combat.
  GB 3 flew missions from Artois beginning on 15 May. Targets along that front were attacked throughout the spring and summer months. Artillery positions, balloons, and blast furnaces were bombed.
  GB 4 was formed on 19 May. VB 110, VB 111, and VB 112 were assigned to the new group.
  The next major raid was on 15 June, when GB 1 and V 21 bombed the city of Karlsruhe in retaliation for German attacks on French cities. It was hoped that by replying in kind the French could deter future such attacks on their cities. A total of 124 bombs were dropped. Two aircraft were lost, one to a night-fighter and one to anti-aircraft artillery. Civilian casualties numbered about 23, and the raid was effective enough to cause the German authorities to double the city's anti-aircraft artillery positions and to station 18 fighters near the town.
  GB 2 continued attacks in support of the French troops from its base at Herlin le Sec, bombing artillery positions and airfields. However, increasingly accurate ground fire resulted in significant damage to several Voisins and the inaccurate bombsights resulted in very little damage being done by the aircraft.
  On 23 June GB 2 joined GB 1 at Malzeville, followed by GB 3 on 19 July. All three groups prepared for a major series of strikes on the petroleum refineries at Pechelebron. On 30 July GB 1 and GB 2 sent 38 aircraft to bomb the refineries, while GB 3 attacked barracks in the vicinity of Pechelebron. The Germans retaliated by bombing the airfield at Malzeville. The Voisins were unable to intercept the intruders, and consequently Caudron 4s and Nieuport 10s were sent to the base to provide fighter protection and escort. During August and September GB 1, 2, and 3 bombed targets in the Saar Valley, Saarbrucken, and the steelworks at Dillingen.
  GB 3 moved to Artois on 3 September and concentrated its raids on transportation targets, particularly train stations. GB 2 moved to Matogues on 18 September and from this base attacked train stations and rail lines. GB 1, still at Malzeville, continued to attack railroad targets.
  By mid-October GB 1 was rejoined at Malzeville by GB 2 and 3. GB 4, on the other hand, was disbanded. The decisions to deactivate GB 4 and to switch from strategic bombing missions to tactical support were probably the result of the relatively poor results the Groupes de Bombardement had achieved after almost a year-long campaign. Furthermore, the damage inflicted by anti-aircraft artillery and fighters was steadily increasing. For this reason C 66 and N 65 had been assigned to GB 2 to provide fighter protection. The bomber units were dispersed throughout September and October and were relegated to tactical support of ground troops.
  Bad weather hindered operations during November and December. Because of increasing losses the bomber units now switched almost exclusively to night attacks. GB 3 was withdrawn from action in December and would spend four months retraining as a night bombardment unit. GB 1 continued night attacks during December.
  When V 24 re-equipped with Voisin 3s, several aircraft were fitted with Voisin's tripod mount carrying an 8-mm Hotchkiss gun. The gun was not fired in anger until a Voisin 3 (serial V.84) was on patrol with a crew of two - Sergeant Frantz and his mechanic, Louis Quenault. They engaged a German Aviatik B.I heading for the German lines. Quenault began to fire but the gun jammed after only 47 rounds. Both aircraft continued to maneuver while Quenault furiously tried to clear the jammed weapon. Incredibly, just as the gun was repaired, the Aviatik flipped over and dived into the ground.
  The victory, however tentative, over the German observation plane led to the widespread acceptance that heavy armament could be effectively used by military aircraft. However, the Hotchkiss was not a reliable weapon; eventually the Lewis machine gun would become preferred for French combat aircraft.
  At the beginning of January 1916 the Voisin 3s were being rapidly replaced by the improved Voisin 5s. By March most of the Voisin 3s had been retired to training units.
  The Aviation Maritime had at least two Voisin 3s based at Dunkerque in 1915 and these were used on numerous bombing raids. Additional Voisin 3s were sent to Dunkerque at the end of February 1915 (see section on the Aviation Maritime). Two Voisin 3 floatplanes were aboard the seaplane carrier Foudre in the Adriatic. They carried out reconnaissance of the Kotor section along the Balkan coast early in the war.

Foreign Service

Belgium
  Belgium acquired Voisin 3s in 1915. French units based in Belgium often carried Belgian observers during reconnaissance missions. Apparently the Belgian officers were impressed enough by the Voisin 3s to order seven for the Belgian Militar Vliegwezen (Belgian Air Service). By 5 January 1915 the first had been handed over but crashed on its initial flight.
  Undaunted, the Belgians acquired additional (estimated to be between five and seven) Voisin 3s. They equipped Escadrilles 6 (based at Houthem) and 3 (at Koksijde). By 1917 the Voisin 3s had been replaced by Farman F.40s. The Voisin 3s were subsequently used for pilot training at Etampes.

Italy
  After receiving several Voisin 3s in early 1915, the Italian Servizio Aeronautico (Air Service) decided to produce the type under license. More than 100 were built by the S.I.T. (Societe Italiana Transaera) firm. Their Salmson M9 engines were built under license by the Isotta-Fraschini firm. Other engines used were the 190-hp Isotta-Fraschini V.4, 100-hp Fiat A. 10, and (on at least one Italian Voisin) a 120-hp Le Rhone with external reduction gear. Deliveries began in January 1916. On some Italian Voisins a second gun, usually a 9-mm Revelli machine pistol, was carried.
  In 1915 Voisin 3s acquired from France were assigned to the 5a and 7a Squadriglias, both of which were attached to the 1st Gruppo Squadriglia Aviatori (assigned to the 3rd Armata).
  By 1916 the 5a Squadriglia had been redesignated 25a Squadriglia. It was still assigned to the 3rd Armata. The 7a Squadriglia was redesignated 27a Squadriglia and was assigned to the 2nd Armata. A new Voisin unit, 35a squadriglia, was attached to the 2nd Gruppo Aeroplani Udine, which was also assigned to the 2nd Armata.
  Some S.I.T.-built Voisin 3s were assigned to the 303rd (Novi Ligure) and the 305th (Cairo Montenotte) air defense units.
  By 1917 only 25a Squadriglia had Voisin 3s as its primary equipment. It was assigned to the 1st Gruppo Aeroplani and was still attached to the 3rd Armata.
  The Voisin 3s were withdrawn from front-line units in 1917 and assigned to reconnaissance training. Others were used to drop spies behind enemy lines. For these missions they were fitted with special mufflers to quiet engine noise.

Romania
  Romania acquired eight Voisin 3s in 1915. They were assigned to Grupul 2. By 1916 there were two assigned to Grupul 1 and two serving with Grupul 3. The Voisin 3s were withdrawn from front-line units by the end of 1916.

Russia
  After France, Russian was the main user of the Voisin 3. More than 800 were purchased by Russia during the war and an additional 400 Voisin 3s (of all types) were built in Russian factories. Voisin 3s were built by five Russian factories: Anatra, Breshnev-Moller, Dux, Lebedev, and Schetinin. The Lebedev plant alone produced 98 aircraft from 1917 through 1918. Engines were supplied by a subsidiary of Salmson which, at the insistence of the Russian government, had been established by the firm in Moscow. Shavrov states that the Voisin LAs were equipped with 140-hp Salmson engines and the LAS with 150-hp Salmson engines. This would seem unlikely unless the Voisins were re-equipped with these engines during the latter part of the war. Some Voisins built in Italy were fitted with water-cooled Isotta-Fraschini engines. Shavrov suggests that some of the Voisins with the Isotta-Fraschini were used by the Russians.
  Most of the Voisins were used by units assigned to the Second Army, particularly to the Second Aviation Artillery Unit. The Voisins were used extensively in the army cooperation role. Artillery spotting was a common mission for them, but the most dangerous activities were "decoy" missions in which one aircraft would fly near German lines to draw fire while another performed reconnaissance. Other Voisin 3s were used as night bombers by the simple expedient of fitting them with electric lights so the crew could read the instruments in the dark (Voisins serials 385, 487, 672, 689, and 690 were so modified). When used as a bomber, these aircraft could carry up to 176 kg of fuel and 80 kg of bombs. The latter were usually 4-, 10-, 16-, or 32-kg Oranovskiy bombs. The Voisins were also used for ground attack. Voisin 3s even had limited success when used as fighters. Voisins were assigned to the 2nd Fighter Group and Captain Kruten of that unit used his Voisin 3 to destroy a number of German reconnaissance airplanes.
  By March the distribution of the 116 Voisin 3s at the front was: northern front (33), western front (26), south-western/Romanian front (45), Caucasus front (12). In April 1917 there were 50 serviceable Voisin 3s at the front. In June 1917 there were 73: northern front (19), western front (17), southwestern/Romanian front (19), Caucasus front (18).
  Voisin 3s were also widely used by training units. The syllabus, based on the French method of instruction, called for students to transition from M.F.7 trainers to Voisin 3s.
  A few Voisin 3s were equipped with floats for use by the Russian naval air service, and some Voisins were fitted with skis.
  The Voisin 1 (L), Voisin 3 (LA/LAS), and Voisin 4 (LAS) are known to have been used in Russia after 1917. In 1920, 81 Voisins of all types were still in service with operational units; most of these were probably Voisin 3s. Additional Voisins were with the training units. Units identified as having Voisins in 1923 included the Higher School of Aerial Observers, the 1st Voennaya Shkola Letchikov, the Voennaya Shkola KVF, and the Strel'bom school. Most of the Voisins had been struck off charge by 1925.

Ukraine
  Two Voisins of undisclosed types were obtained by the Ukrainians in 1918. Since these were almost certainly obtained from the Russians it is likely they were Voisin 3s. Approximately six Voisins were assigned to the Don Cossack squadron under the command of General P.N. Krasnov. Four Voisins (with known serials 624, 730, 737, and 745) were assigned to the Ukrainian air service.

United Kingdom
  Britain acquired several Voisin 3s in early 1915 and a decision was made to manufacture 50 in England. They were assigned to Nos.4, 5, 7, 12, and 16 Squadrons. They were withdrawn from service in September 1915; none was ever sent to France. Subsequently the Voisin 3s served with No.1 and 8 Reserve Aeroplane Squadrons. Some were also used by No.4 Wing at Netheraron for training.
  The Royal Naval Air Service acquired 36 Voisin 3s. These were 8501-8509, 8518-8523, 8700-8707, A154, and 3821-3832. They were assigned to Nos.1 and 3 Wings Eastbourne, Eastchurch, Force D RFC, No.3 Wing Aegean, Grain, White City, and No.8 Squadron in South Africa.


Voisin 3 (LA) Two-Seat Bomber with 120-hp Salmson M9
   Span 14.74 m; length 9.50 m; height 2.95 m; wing area 49.65 sq. m (some sources report 54 sq. m)
   Empty weight 950 kg (825 kg); loaded weight 1,350 kg (1,100 kg)
   Maximum speed: 98 km/h at 2000 m; climb to 2000 min. 24.5 minutes; range 200 km
   Armament: an 8mm Hotchkiss machine gun, a Winchester and Chauchat gun; when used as bomber the Voisin 3 could carry up to 150 kg of bombs
   Approximately 1,000 Voisin 3s and 4s were built

Voisin 3 (LAS) Two-Seat Bomber with 120-hp Salmson M9
   Span 14.74 m; length 9.50 m; height 2.95 m; wing area 49.65 sq. m
   Empty weight 994 kg; loaded weight 1,400 kg
   Maximum speed: 100 km/h at 2000 m; climb to 2000 min. 24 minutes; range 200 km
   Armament: an 8mm Hotchkiss machine gun, a Winchester and Chauchat gun; when used as bomber the Voisin 3 could carry up to 150 kg of bombs
   Voisin 3 could carry up to 150 kg of bombs

Voisin 3 Two-Seat Floatplane with 120-hp Salmson M9
   Span 15.00 m; length 8.00 m; height 3.71 m; wing area 49.65 sq. m
   Payload 450 kg
   Maximum speed: 96 to 110 km/h

Voisin 3 (LA) Two-Seat Bomber with 120-hp Salmson M9 built by S.I.T. in Italy
   Span 14.74 m; length 9.50 m; height 3.60 m; wing area 53.60 sq. m
   Empty weight 800 kg; loaded weight 1,200 kg
   Maximum speed: 120 km/h; climb to 1,000 m in 7 minutes; endurance 3 hours 30 minutes
   A total of 112 were built
Voisin 3 (LA) Two-Seat Bomber with 140-hp Salmson Built by Anatra, Breshnev-Moller, Dux, Lebedev, and Schetinin in Russia
   Span 14.74 m; length 9.50 in; height 3.60 m; wing area 42.00 sq. m
   Empty weight 900 kg; loaded weight 1,250 kg
   Maximum speed: 100 km/h; climb to 1,000 m in 12 min.; climb to 2,000 m in 26 min.; ceiling 2,800 m; endurance 4 hours

Voisin 3 (LAS) Two-Seat Bomber with 150-hp Salmson Built by Anatra, Breshnev-Moller, Dux, Lebedev, and Schetinin in Russia
   Span 14.74 m; length 9.50 m; height 3.60 m; wing area 42.00 sq. m.
   Empty weight 900 kg; loaded weight 1,250 kg;
   Maximum speed: 105 km/h; climb to 1,000 m in 11 min.; climb to 2,000 m in 23 min.; climb to 3,000 m in 55 min.; ceiling 3,000 m; endurance 4 hours

Voisin 3 (LA) Two-Seat Reconnaissance/Bomber with 120-hp Salmson M9 Built by Savages of King's Lynn in Britain
   Span 14.74 m; length 9.50 m; height 2.95 m; wing area 49.65 sq. m
   Empty weight 950 kg; loaded weight 1,350 kg
   Maximum speed 105 km/h at sea level: climb to 1,000 m in 12 min.; climb to 2000 m in 30 min.; endurance 4.5 hours
   Armament: an 0.303-in Lewis machine gun and up to 91 kg of bombs
   Approximately 50 Voisin 3s were built

Voisin 3 (LAS) Two-Seat Reconnaissance/Bomber with 120-hp Salmson M9 Built by Savages of King's Lynn in Britain
   Span 14.74 m; length 9.50 m; height 2.95 m; wing area 49.65 sq. m
   Empty weight 950 kg; loaded weight 1,350 kg
   Maximum speed 110 km/h at sea level: climb to 1,000 m in 10 min.; climb to 2000 min. 24.5 min.; endurance 4 hours
   Armament: an 0.303-in Lewis machine gun and up to 91 kg of bombs



Voisin 5 (LAS)

  The Voisin 3 had proved a successful bomber, but its payload was limited by the Salmson M9 engine, which produced only 120-hp. The Aviation Militaire wished to obtain a more powerful airplane but with the concours puissant (competition for a heavy bomber) not due to take place until mid-1915, it was decided to produce a Voisin 3 with a new engine. A Voisin 3 airframe was fitted with a 150-hp Salmson P9 engine, and the airframe was strengthened and the central nacelle streamlined. The new engine was placed on a raised platform to provide clearance for the propeller and was angled to provide downward thrust. The landing gear was strengthened and the wing chord was increased from the roots to the wing tips. The new aircraft was given the STAe designation Voisin 5, while the factory designation was LAS. The S stood for sureleve (raised) which indicated the raised engine mount. While the exhaust system on the Voisin 3 permitted fumes to escape freely, that of the Voisin 5 ejected the fumes upward through two exhaust pipes.
  One Voisin 5 was transformed into a twin-engine aircraft in 1916. This was accomplished by adding a second Salmson in the front of the fuselage driving a tractor propeller. It is believed this was done to test a possible configuration for a new bomber planned by Voisin. The twin-engine Voisin 5 first flew in early 1916; apparently the type was not developed further.
  The first Voisin 5 reached VB 101 in 1915 and soon replaced the Voisin 3 on the production lines. However, the Voisins 150-hp (as they were referred to at the front) were held in low regard by their crews. Despite the more powerful engine, the Voisin 5s' payload was only marginally better and the maximum speed was only 13 km/h faster. Approximately 300 Voisin 5s were built, and these served alongside the Voisin 3s in front-line escadrilles during 1915 and well into 1916.

Operational Service

Army Cooperation

  A number of army cooperation escadrilles and artillery cooperation units used Voisin 5s

Bombing

  By early 1916 the Groupes de Bombardement were in disarray. GB 4 had been disbanded and two escadrilles of GB 1 (VB 102 and 103) had been withdrawn to retrain with Nieuport 11s. GB 3 was training to become a night bombardment unit. These changes were due to the relatively disappointing performance of the Voisin 3s. It had been hoped to replace these with more powerful types but the failure of the 1915 concours to produce a suitable bomber meant that the Voisin 3s and the only slightly better Voisin 5s would serve well into 1916. On 1 February 1916 there were 159 Voisin 3s and 5s at the front, with an additional 17 in foreign theaters, four in Paris, and 132 with the training units and the reserves. By March 1915 most of the Voisin bombers in service were Voisin 5s.
  The GQG planned to concentrate its bomber attacks on targets in the Metz, Alsace-Lorraine, and Briey areas, all of which were within the 300-km radius considered to be acceptable for the Voisin 5s. The targets, in order of priority, were railroads, airfields, communication centers, and cities. The latter were to be attacked only in reprisal for similar German raids on French cities.
  GB 1, consisting of VB 101, VB 114, and VC 110 (the latter with Voisin 4s), played a major part in the Battle of Verdun. Joined by fighter escorts, these units attacked railroad stations, camps, and factories during the first four months of 1916. On 24 April Voisin 4s and 5s of VB 101 and VB 114 moved from Malzeville to Autrecourt to support the Verdun offensive. For the next five days these units dropped 112 bombs on train stations, and during May the escadrilles based at Autrecourt dropped 430 bombs. Aircraft of VB 101, based at Lemmes, attacked targets near the Verdun front from 24 April through 13 May. Bad weather hampered operations in June (when only a single major mission was flown, on the night of 22/23 June). Similarly there was little activity in July, when a total of only 295 bombs were dropped. There was considerably more activity in August and September, with numerous attacks on enemy troops and train stations. By the end of September VB 114 had returned to Malzeville. However, VB 101 had now been detached from GB 1 and was assigned directly to the 10th Armee. Numerous raids were made by GB 1's units on railroads, factories, and airfields during the fall of 1916 but bad weather seriously reduced the number of sorties. By November 1916 the first Voisin 8s began to arrive and soon replaced those Voisin 5s still in service.
  GB 2 had only a brief existence in 1916. It consisted of VB 104, 105, and 106, all equipped with Voisin 5s. The unit was based at Malzeville and often joined GB 1 in attacks against various targets. However, the severe weather limited operations until 21 February. On that date GB 2 sent 11 crews to bomb targets at Pagny sur Moselle. GB 2 was reduced to two escadrilles when VB 106 was detached to re-equip with Caudron G.4s. With its two escadrilles, GB 2 was able to send only seven crews to bomb the Metz-Sablons station on 8 March. GB 2's last major mission was flown on 14 March, when seven crews dropped 23 bombs on the Brieulles station. Shortly after this the remaining units, VB 104 and VB 105, re-equipped with Caudron G.4s for army cooperation duties and GB 2 was disbanded.
  GB 3 and VB 101 were active over the Somme in 1916. GB 3 completed its training as a night bomber unit in April and was based at Villers-Bretonneux. During April GB 3 attacked fortifications at Biaches, the munitions depot at Cremery, and targets in the vicinity of Roye. In June VB 101 joined GB 3. During June and July factories at Noyon and train stations along the Somme front were bombed. During August and September GB 3 struck targets at Ham, Nesle, Guiscard, and Roiseel with bomb, incendiary, and cannon attacks. GB 3 then returned to the airfield at Matigny and attacked enemy camps along the front. Meanwhile, VB 101 concentrated its assaults on train stations along the Somme front. On 23 November, VB 101 dropped 171 bombs on the German airbase at Grisolles; the raid was so successful that the Germans had to abandon the airfield.
  In December VB 101 and GB 3 concentrated on tactical missions along the Somme front, including attacks on bivouacs, airfields, and lines of communication. As the first Voisin 8s began to arrive in late 1916, GB 3 bombed enemy airfields at Matigny and Flez. By the end of 1916 the Voisin 5s had been withdrawn from front-line escadrilles.


Foreign Service

Russia
  At least one Voisin 5 was sent to the air service, a Type 5 being attached to the 26th Air Group. It was modified by a pilot named Petr Ivanov and became known as the Ivanov Voisin. These changes performed at the 6th Aviapark included a new plywood gondola, a machine gun mounted in the nose and fired by the observer, and an aluminum bulkhead to separate the fuel tank from the engine. The fuel tank was self-sealing. The wings and tail were made of steel tubes with wooden fairings. The aircraft was test flown on 6 April 1916 with excellent results; it was 20 km/h faster than the standard Voisin despite being powered by the same 150-hp Salmson P9 engine. The Anatra plant was ordered to stop building standard Voisins and instead produced 125 Ivanov Voisins. Production began in late 1916 and by 1917 no fewer than 150 airplanes had been built. These remained in service as late as 1922, and some saw service in the civil war.
  It appears that a heavily-modified version of the Voisin 5 was produced in Russia. This was a two-seat, cannon-armed fighter with a 225-hp Salmson. It was considerably larger and heavier than the Voisin 5, but is listed in Shavrov as being based on the 1915 design. The Salmson engine suggests that this type was built late in the war, or possibly postwar.

Switzerland
  The Swiss obtained a single Voisin 5 when one was interned in August 1915. It was given the registration number 32 and used for reconnaissance. Postwar it was returned to the French but the engine still resides in a Swiss museum at Lucerne.


Voisin 5 (LB) Two-Seat Bomber with 150-hp Salmson P9
   Span 14.74 m; length 10.28 m (some sources say 9.50); height 3.80 m; wing area 45 sq. m
   Empty weight 1,000 kg (970 kg); loaded weight 1,450 kg (1,370 kg); bomb load 180 kg;
   Maximum speed: 109 km/h at 2,000 m; climb to 2,000 m in 22 minutes; endurance 4 hours.
   Approximately 459 Voisin 5 and Voisin 6 were built

Voisin 5 (LBS) Two-Seat Reconnaissance Airplane with 160-hp Salmson Built in Russia
   Span 15.70 m; length 9.5 m; height 2.95 m; wing area 47.00 sq. m
   Empty weight 975 kg; loaded weight 1,325 kg;
   Maximum speed: 105 km/h at 2,000 m; climb to 1,000 m in 10 minutes; climb to 2,000 m in 22 minutes; climb to 3,000 m in 40 minutes; ceiling 3,500 m; endurance 4 hours

Voisin 5 Two-Seat Cannon-Armed Fighter with 225-hp Salmson built in Russia in 1915 - Possibly Based on Voisin 5
   Span 18.80 m; length 11.0 m; height 2.95 m; wing area 63.00 sq. m
   Empty weight 1315 kg; loaded weight 1,865 kg;
   Maximum speed: 120 km/h at 2,000 m; climb to 1,000 m in 9 minutes; climb to 2,000 m in 20 minutes; climb to 3,000 m in 36 minutes; ceiling 4,000 m; endurance 2.8 hours

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

Voisin L

  Like the Farmans, all Voisin designs built by Dux were pusher reconnaissance aircraft. All incorporated a steel tube framework with linen-covered wings and flying surfaces, Wood was used for ribs and plywood for the nacelle. They were sturdy and stable in the air, although slow and not maneuverable, Their structure was simple, making this aircraft fairly easy to build and repair. About 400 of all types were built in Russia by all companies.
  The Voisin L was the first of this series, It was powered by a 130hp Salmson engine with two large box-type radiators mounted behind the crew in the shape of an inverted V. The nacelle protruded forward from the lower wing and had an unusual undercarriage of four-wheel design, with two at the nose and two under the wing. The wings were of equal span and chord, with ailerons fitted to the upper wing only, and non-streamlined wooden interplane struts,
  The pilot was seated in front of the observer, who also operated the machine gun if the aircraft was so equipped. Swiveling gun mountings were in two locations, A forward gun was attached to a bracket raised above the pilot's head. A second mount was behind the observer on a V-shaped bracket that concluded at the leading edge of the upper wing; from this position the gunner could fire rearward. In all cases he had to stand to fire the guns. Voisins could also carry small bomb loads of approximately 400 lb. attached by a variety of racks.


Voisin LA, LAS, LBS

  All these versions are similar and became very important to aviation corps detachments throughout the war, performing the majority of reconnaissance missions and bombing raids. They were larger than the Voisin L and used engines of higher horsepower. The LA was powered by the 140hp Salmson, while the LAS and LBS used the 150hp Salmson and occasionally the 160hp Salmson on the latter. The LA had the same non-streamlined struts as the L, while the LAS and LBS changed to streamlined struts. The LBS had a longer wingspan than the LA and LAS. Other than these minor differences, all appeared similar and had similar performance. Dux built only a small number of LBSs; no reliable production numbers are known,

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

O.Thetford British Naval Aircraft since 1912 (Putnam)

VOISIN III LA.S

   About 30 Voisin III LA.Ss were in service with the RNAS between 1915 and 1917. They operated as bombers with No.1 Squadron (later NO.1 Wing) and with No.2 Wing at Mudros. Four Voisins were also used by No.8 (Naval) Squadron in East Africa from March 1916. One 140 hp Canton Unne engine. Loaded weight, 2.959 lb. Maximum speed, 62 mph at 6.500 ft. Service ceiling, 10,000 ft. Span, 48 ft 5 in. Length. 31 ft 3 in.

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

Voisin 3

  After receiving 12 Voisin 3s in early 1915, the Italian Servizio Aeronautico (Air Service) decided to produce the type under license.
  The SIT firm of Turin was asked to produce 40 Voisins to supplement the 12 purchased from France. More than 100 were built by the SIT (Societe Italiana Transaera) firm. Their Salmson M9 engines were built under license by the Isotta-Fraschini firm. The Salmsons proved troublesome in operational units. Problems afflicting the rotary Salmsons installed on the Voisin were attributed to the lack of familiarity of pilots and engineers with this type of engine. By mid-1915 only 28 had been completed.
  Alegi lists mid-1916 production as:
  Voisin 3 with 140-hp Canton-Unne engines - 11
  Voisin 3 with 150-hp Canton-Unne engines - 15
  Voisin 3 with 150-hp Isotta Fraschini V.4 engines - 7
  Voisin 3 trainers with 125-hp Salmson or 100-hp Gnome - 7
  By the end of 1916 SIT had produced 112 Voisin 3s.
  Other engines used were the 190-hp Isotta-Fraschini V.4, 100-hp Fiat A.10, and (on at least one Italian Voisin) a 120-hp Le Rhone with external reduction gear. Deliveries began in January 1916. On some Italian Voisins a second gun, usually a 9-mm Revelli machine pistol, was carried.
  Although the Voisin 3s were antiquated, unlike the Caudron G.3s and Parasol Macchis, the Voisin 3s could operate in bad weather. The Voisin-equipped units were able operate successfully over the entire front at Carso.

  The April 1916 production plan was to create four Voisin squadriglias, of which two would have Salmson engines and 2 Isotta Fraschini engines for front line service.
  Although the Voisin 3s were used primarily in the army cooperation role, they could also serve as bombers. The Voisin 3s had performed strategic attacks for the Aviation Militaire in 1915 and 1916. In Italy they were used to supplement the reprisal raids carried out by the Caproni squadriglias.
  For example, in response to Austro-Hungarian raids on Italian cities in the first two months of 1916 on 16 February 5a and 7a Squadriglias sent nine Voisins Kostanjevica, hoping to hit the headquarters and depots at Carso. The Voisins take off was in darkness, fog, and heavy cloud cover. Six Voisins returned at the first light of the day and another two, at the limit of their range, landed at Colonna, near Romans, and near Forte Alberoni, between Chioggia and Venice. The last, a machine of 5a Squadriglia piloted by capitano Ernesto Jacometti with observer tenente Marcus Aurelius Ripamonti, reached the area of Castagnevizza. Immediately after releasing his bombs he was repeatedly hit by the anti-aircraft fire. The Voisin sought refuge in the clouds and flew towards the sea, but with the compass out of order and the flight controls damaged they ended up off course, making a crash landing on the coast of Istria, near Dignano, where the crew was taken prisoner.
  On 26 April, three Capronis joined with four Voisin 3s of 25a and 26a Squadriglias to attack the Ovcia Draga railway terminal; the aircraft were badly damaged by AAA.
  On 15 August, 1916 four Voisins from 25a and four from 26a Squadriglias, escorted by 3 Nieuports of 7a, bombed the Reifenberg station, engaging in several fights against KuK Brandenburgs and Fokkers, one of which was claimed as shot down. The Reifenberg station, on the Trieste-Gorizia line, was once attacked on August 17 by a formation of Voisins, again from 25a and 26a Squadriglias.
  During the Seventh Battle of the Isonzo, on 18 September, Voisin 3s and Farman M.F.11s from I Gruppo, escorted by 76a Squadriglia hit the Comen station twice in attacks that were closely integrated with the action of the ground forces.
  In 1916, Voisins also were used to fly combat patrols, as when Voisins, drawn from 25a, 26a, and 35a Squadriglias, flew two-aircraft patrols between Podgora and Gradisca and between Gradisca and the sea, to prevent enemy aircraft from crossing into Italian territory.
  By 1917, the Voisins were clearly no longer suitable for frontline use and were to be withdrawn from service. However, problems with Savoia Pomilio S.P.2s and S.P.3s, and delays in production, resulted in a few still being present in front line units. Even in late 1917, at Caporetto, 25a Squadriglia was still using the type.
  It is hard to imagine a more unequal series of combats in aviation history as the Voisins went up against the German Luftstreitkrafte. 25a had sent four old Voisins “protected” by Savoia Pomilios S.P.3s and three from 28a Squadriglia, for a mission over Tolmin. The entire formation was attacked by four or five German Albatros D.Vs. Voisin 1303 with capitano osservatore Giuseppe Gabbin and tenente Giuseppe Ciuffelli was the last and lowest in the formation, probably due to engine failure. This was the oldest aircraft in the unit, and in any event was obsolete and should never have been put into a combat situation, especially where the escort was incapable of putting up an adequate defense. Their epitaph was provided by sergente Molino: “It is therefore in the obstinacy of having to perform one’s duty at all costs, despite the enormous obstacle that has arisen, that the two glorious aviators have found death”.
  In the same attack, the plane of tenente Francesco Nociti and sergente Ezio Guerra were shot down, as was tenente osservatore Giacomo Macchi, and sergente Pietro Molino; they both survived. Only tenente osservatore Ignazio Lanza and tenente Umberto Gelmetti managed to return to their field. As a result of these catastrophic losses 25a Squadriglia was officially disbanded on 10 November. It is unfortunate that it took a slaughter of this magnitude, in which three Voisin 3s and four men were lost, to at last bring about the retirement of a successful design that had been pushed well beyond its limits due to the failure of the Italian aviation industry.
  The Voisin 3 s were withdrawn from front-line units and assigned to reconnaissance training. Others were used to drop spies behind enemy lines. For these missions they were fitted with special mufflers to quiet engine noise; this represented one of the first uses of stealth technology.


Voisin 3 (LA) Two-Seat Bomber with One 120-hp Salmson M9 Built by S.l.T. in Italy
  Wingspan 14.74 m; length 9.50 n height 3.60 m, wing area 53.60 sq. m
  Empty weight 800 kg; loaded weight 1,200 kg
  Maximum speed: 120 km/h; climb to 1,000 m in 7 minutes; endurance 3 hours 30 minutes
  A total of 112 were built

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Voisin 5
  
   The Voisin 3 had proved a successful bomber, but its payload was limited by the Salmson M9 engine, which produced only 120-hp. The Aviation Militaire wished to obtain a more powerful airplane but with the concours puissant (competition for a heavy bomber) not due to take place until mid-1915, it was decided to produce a Voisin 3 with a new engine. A Voisin 3 airframe was fitted with a 150-hp Salmson P9 engine, and the airframe was strengthened and the central nacelle streamlined. The new engine was placed on a raised platform to provide clearance for the propeller and was angled to provide downward thrust. The landing gear was strengthened and the wing chord was increased from the roots to the wing tips. The new aircraft was given the STAe designation Voisin 5, while the factory designation was LAS. The S stood for sureleve (raised) which indicated the raised engine mount. While the exhaust system on the Voisin 3 permitted fumes to escape freely, that of the Voisin 5 ejected the fumes upward through two exhaust pipes.
   One Voisin 5 was transformed into a twin-engine aircraft in 1916. This was accomplished by adding a second Salmson in the front of the fuselage driving a tractor propeller. it is believed this was done to test a possible configuration for a new bomber planned by Voisin. The twin-engine Voisin 5 first flew in early 1916; apparently the type was not developed further.
   The first Voisin 5 reached VB 101 in 1915 and soon replaced the Voisin 3 on the production lines. However, the Voisins 150hp (as they were referred to at the front) were held in low regard by their crews. Despite the more powerful engine, the Voisin 5s' payload was only marginally better and the maximum speed was only 13 km/h faster. Approximately 300 Voisin 5s were built, and these served alongside the Voisin 3s in front-line escadrilles during 1915 and well into 1916.
  
  
   Voisin 5 (LB) Voisin 5 (LBS) Voisin 5
   Two-Seat Bomber Two-Seat Reconnaissance Two-Seat Cannon-Armed Fighter
   150-hp Salmson P9 160-hp Salmson 225-hp Salmson built in Russia
   Built in Russia
Span 14.74 m 15.70 m 18.80 m
Length 10.28 m 9.5 m 11.0 m
Height 3.80 m 2.95 m 2.95 m
Wing area 45 sq. m 47.00 sq.m 63.00 sq. m
Weights:
   Empty 1,000 kg (970 kg) 975 kg 1315 kg
   Loaded 1,450 kg (1,370 kg) 1,325 kg 1,865 kg
Bomb load 180 kg
Performance:
   Max speed 109 km/h at 2,000 m 105 km/h at 2,000 m 120 km/h at 2,000 m
   climb to
   1,000 m 10 minutes 9 minutes
   2,000 m 22 minutes 22 minutes 20 minutes
   3,000 m 40 minutes 36 minutes
   Ceiling 3,500 m 4,000 m
   Endurance 4 hours 4 hours 2.8 hours

Журнал Flight

Flight, October 8, 1915.

THE VOISIN WARPLANE.

   ATTENTION has been called, from time to time, in our columns to the use made by our enemies of captured French machines for school and other purposes. Thus, it may be recollected, we have given illustrations of a captured M. Farman decorated with the black cross that forms the identification mark of all German military machines.
   Among the various types captured by the Germans have also been one or more Voisin biplanes, a fighting machine that has found great favour with our allies across the Channel, who have made, and are making, very extended use of it. As the accompanying illustration, reproduced from Flugsport, shows, the Germans have succeeded in capturing one of these machines intact, and are now employing it for teaching pilots the handling of a type which was considered by their military experts obsolete until French pilots gave practical proof to the contrary. The accompanying scale drawings, which we reproduce by courtesy of our New York contemporary, Aerial Age, and the following description by Mr. Walter H. Phipps, should give a good idea of the general arrangement of this successful French fighting biplane.
   "The Voisin gun-carrier, which is the subject of our description this week, is one of the most interesting developments of the European war. It is a type which is rapidly finding favour for offensive purposes, as its size and weight-carrying ability, coupled with its great range of vision and unobstructed mounting for a large machine gun, make it a terror to all machines coming within its range.
   "The machine is chiefly characteristic on account of its all-steel construction, a feature which, contrary to previous accepted theory, has found great favour for military work on account of its not being affected by climatic conditions. Other outstanding characteristics of the Voisin machine are the excellent four-wheel shock-absorbing chassis, the small gap between the planes, and the large balanced elevator in the rear.
   "The chassis, which is quite different to those fitted to other machines, consists of two sets of wheels, one pair mounted on a single axle at the extreme front of the machine and connected to the nacelle by long telescopic spring absorbers, the other pair directly under the rear main beam and similarly connected by means of shock absorbing -telescopic springs to the rear end of the nacelle. This provides a most excellent landing gear for military work, where landings must frequently be made on very rough ground without fear of capsizing.
   "The nacelle or body is built up in the usual way, the construction being mainly wood with steel for the engine and chassis bearers and braces. It provides accommodation for pilot and observer, the former sitting in front with the observer directly in back of him.
   "Supported by steel tubes and immediately over the pilot's head is the gun, so mounted that it can easily be handled by the observer, who stands up when working the gun.
   "A sloping dash in the nose of the nacelle deflects the air above the heads of the occupants. Behind the passenger's seat and inside the nacelle is mounted a large gasolene tank, sufficient for over 5 hours' flight.
   "The engine, 135 h.p. nine-cylinder water-cooled Salmson, is mounted between double bearings in the rear of the nacelle and drives through a long extension shaft a large diameter propeller which revolves behind the main planes. The engine can be started from the passenger's seat by means of a starting handle.
   "The main planes, which have a comparatively small gap in relation to the chord, are built up of wooden ribs over steel tube spars. Inter-connected ailerons are fitted to both upper and lower planes, and the chord of the ailerons is greater at the tip than at their inner ends in order to render them more efficient.
   "The elevators, which are of tremendous size, are carried on an outrigger formed of four steel tubes, and are unusual in that the elevators, which are of the balanced type, are supported rigidly at only one point on the outrigger, the remainder of the bracing being carried out by wires running to the bottom of the outriggers, and to a short mast on top. Mounted on the rear vertical tube of the outrigger is the large balanced elevator, which is unusual for its great length compared to breadth.
   "A refinement worth noticing are the wheel brakes fitted to the rear wheels.
   "By means of these brakes, which are operated from the pilot's seat, the machine can be held back by the pilot, whilst running the engine all out, so that it is possible by the aid of these brakes, and the starting handle behind the passenger's seat, to start the machine without any outside assistance whatever, a feature which should prove useful for cross-country work where, after having made a forced landing en route, experienced assistants are not always available, and where the help of inexperienced, though willing, assistants may easily cause considerable damage to the machine. Another advantage of the wheel brakes is that on making a landing in restricted grounds this machine can be brought to a standstill, where others would probably be wrecked by running into obstacles."


Flight, November 5, 1915.

EDDIES.

   In spite of the busy-ness of Hendon and the many more or less "near things" that occur almost daily up there, there is no case on record of a machine landing on top of another without, practically, any damage being done to either. The incident illustrated in our photographs occurred at a French aerodrome some little time ago. The machines were both landing, and the Voisin, piloted by an N.C.O. and having a pupil as passenger, was gliding along about six feet from the ground. The Bleriot was also coming down, and the fuselage and wings of the monoplane prevented the pilot from seeing the Voisin. At the instant when the biplane touched the ground the wheels of the Bleriot alighted on its upper plane, and so gentle was the impact that the pilot of the Voisin did not immediately realise that anything unusual had happened. All the repairs that were necessary when the machines had been parted were a new wheel for the Bleriot and a couple of ribs for the top plane of the Voisin.