А.Шепс Самолеты Первой мировой войны. Страны Антанты

Кодрон G.4 1915 г.

   С началом боевых действий появилась потребность в машинах, имевших радиус действия около 600 км и способных нести бомбовую нагрузку около 200 кг. Имевшиеся тогда двигатели не позволяли создать одномоторную машину, и братья Кодрон решили воспользоваться опытом строительства G.3 и создали двухмоторную машину, установив двигатели "Рон" на нижнем крыле. В основном конструкция была повторением серии G.3, за исключением увеличенного на 3,8 м размаха крыльев и добавленных в местах установки двигателей двух пар стоек.
   Топливные баки и маслобаки переместились в гондолы за двигателями. В центральной гондоле размещались стрелок-наблюдатель (в носовой части) и кабина пилота. Был увеличен размах оперения и появился третий киль с рулем поворота.
   Самолет не полностью соответствовал требованиям армии, но другого не было, и машина пошла в серию. Выпускалась она по лицензии в Италии и Великобритании теми же фирмами, что и G.3, и применялась на фронтах до начала 1917 года. Около 20 машин попало в Россию.
  

Модификации
   G.4 A2 - двухмоторный разведчик с двумя двигателями "Рон" (80 л. с.). Вооружение - один 7,71-мм пулемет "Гочкис".
   G.4 В2 - фронтовой бомбардировщик, тот же G.4 А2, но под крылом подвешивались бомбы общей массой более 100 кг.
  
  
ЛЕТНО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ
G.4 1915г.
  
   Размах, м 17,20/11,90
   Длина, м 8,10
   Высота, м 2,60
   Площадь крыла, кв.м 38,00
   Сухой вес, кг 841
   Взлетный вес, кг 1336
   Двигатель "Рон"
   число x мощность, л.с. 2 x 80
   Скорость максимальная, км/ч 132
   Время набора высоты, м/мин 2000/16
   Дальность полета, км 340
   Потолок, м 4300
   Экипаж, чел 2
   Вооружение 1 пулемет
   110 кг бомб

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

"Кодрон" двухмоторный 1915 г. (G-4, "Двукодрон") - ферменный четырехстоечный биплан с двумя гондолами под двигатели "Рон" в 80 л. с. и со средней двухместной гондолой (места одно за другим). Нижние пояса ферм шли почти по земле. Обтяжка крыльев в первых экземплярах была одиночной понизу (как в "Фармане-IV"). Вооружения не было. Самолет хорошо набирал высоту и имел неплохую скорость, мог делать петлю Нестерова. Было около 20 импортных самолетов, применявшихся и в гражданскую войну. Один такой самолет состоял на вооружении первой советской авиационной части - 1-го социалистического авиаотряда.


Самолет||"Кодрон" G-4
Год выпуска||1915
Двигатель , марка||"Гном" (2)
   мощность, л. с.||80
Длина самолета, м||7,2
Размах крыла, м||16,8(11,9)
Площадь крыла, м2||38
Масса пустого, кг||680
Масса топлива+ масла, кг||290
Масса полной нагрузки, кг||500
Полетная масса, кг||1180
Удельная нагрузка на крыло, кг/м2||31
Удельная нагрузка на мощность, кг/лс||7,4
Весовая отдача,%||42
Скорость максимальная у земли, км/ч||124
Время набора высоты 2000м, мин||16,7
Потолок практический, м||4500
Продолжительность полета, ч.||3

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

Caudron G.4

  The Caudron G.4 was produced in response to the Aviation Militaire's need for a more powerful army cooperation aircraft which could carry a forward-firing machine gun. By equipping the G.4 with two engines, Caudron increased the aircraft's range and created a position for a nose gunner. The G.3 was redesigned to permit this arrangement: the plane was enlarged and the central crew nacelle was lengthened. The observer fired a machine gun (a Hotchkiss 7-mm or a Lewis gun) on a flexible mounting in the nose. However, this arrangement did not permit the gun to be used to protect against attacks from behind. On some aircraft a crude attempt was made to rectify this by fitting a gun to the top wing fixed to fire to the rear. This arrangement proved ineffective and the gun was soon removed from the aircraft in service. The crew was equipped with a Chauchat gun or a carbine. Some G.4s were fitted with a camera for high-altitude reconnaissance.
  To handle the increased weight and also provide the gunner with a better field of fire, two engines (either 80-hp Le Rhones or 100-hp Anzanis) were placed in streamlined nacelles on either side of the center fuselage. The Le Rhone engines were cowled, but the rotary Anzanis dispensed with the cowlings. The number of rudders was increased from two to four. The prototype G.4's first flight was in March 1915; Caudron built 1.358 G.4s during the war. G.4s were built by Bleriot, SPAD, and Caudron.

Variants

  The G.4 was built in three major versions: the A2 for reconnaissance, the B2 for bombing, and the E2 for training. The A2 had a wireless set for artillery spotting missions; the B2 could carry up to 220 kg ol bombs. The E2 had dual controls; it was intended for training and was powered by either Anzani or Le Rhone engines.
  There was an armored version of the G.4 that was sent to some ol the best units. It was powered by two 80-hp Le Rhone engines. A GQG memo noted that the armored Caudron G.4s were in great demand, but few were available because of a shortage of iron needed to produce the armor. Another GQG memo to the commander of the 1st Armee, dated 19 July 1916, stated that distinguished escadrilles were being sent the armored version first; these units were C 64, C 66, C 104, C 105, and C 106. These planes received the Army designation IB (B = blinde, or armored). It was eventually planned to supply all Caudron reconnaissance escadrilles with one or two armored G.4s, enabling them to carry out low-level attacks. However, a later memo suggested that the G.4 IBs would be most useful in situations over the front where there was heavy cloud cover (particularly in the winter). Presumably this would have provided the heavy planes with some measure of protection against fighters.
  A floatplane version, serial C 2498 and designated Le Gotland was also built.

Operational Service

  On 15 August 1915 there were 36 G.4s in service with the escadrilles and in the aircraft parks. By 1 February 1916 there were 161 G.4s in service as compared with 141 G.3s. On 1 August 1917 there were 215 Caudron G.4s in service. A total of 139 G.4s were with the front-line escadrilles and aviation parks, with a further 75 available but not yet in the parks. The G.4s at first supplemented the G.3s then in service and by late 1915/early 1916 had replaced the G.3s.
  In operational service the G.4 was initially praised for the gunner's improved field of fire, but because of its pusher layout, could not be defended against attack from the rear. Despite this serious limitation, the G.4s were used as bombers and often provided fighter escort for the slower M.F.11s and Voisin 3s and 5s. To overcome the handicaps ol their aircraft, G.4 pilots often attacked from high altitude to avoid anti-aircraft fire and fighters. In the attack role the G.4s would dive from high altitude on enemy planes and then try to escape before the Germans who survived could recover. However, the G.4s rapidly became obsolescent and as early as April 1916 the type was being criticized for having mediocre speed, limited maneuverability, poor range, and severe vulnerability to rearward attacks.

Army Cooperation

  The Caudron G.4s were used primarily for army reconnaissance and artillery spotting. The typical army cooperation unit also spent a large amount of time performing long-range bombing and ground-attack missions, and even flew combat patrols in addition to routine reconnaissance duties.
  C 11 provides an example ol a G.4-equipped escadrille. On 29 June C 11 had largely re-equipped with G.4s and had moved to an airfield in the Somme area. C 11 was active in the Somme area as part of the 2nd C.A. Perhaps inspired by the G.4s lack of rearward defense, the escadrille was given the cocette insignia around the middle of 1916. The cocotte's eye was positioned to the rear as if to watch for enemy aircraft. C 11 was extremely active for the next five months, flying reconnaissance, artillery cooperation, ground attack, and night bombing missions. Most of the bombing attacks were against the stations at Ham, Nesle, and Peronne. On 29 December 1916 C 11 moved to Villers-Bretonneiux near Toul. It was assigned to the 88th Division near Delme on 4 February 1917. On 24 April it moved to Marne to take part in the French offensive; it was based at Hourges. However, rain and snow inhibited aerial operations on that front. Later, C 11 moved to Rosnay and performed visual and photo-reconnaissance, bombing, and ground attack operations. It was active in this area until June. Despite the fact that German aerial defenses were taking heavy tolls on the unit, C 11 continued low-level attacks on the German trenches to enhance French morale. As 1917 progressed the vulnerable G.4s were supported by the new Letord long-range reconnaissance planes. Capitaine Vuillemin used one of C 11's Letords to great effect in protecting the unit s G.4s from German aircraft when on 29 July he attacked and drove off five German aircraft, claiming one as destroyed. On 11 June C 11 moved to Grigny as part of the 31st C.A., where it flew primarily photo missions. On 10 September it moved to the area of the Meuse and was stationed at Julvecourt. During November 1917 the unit re-equipped with Breguet 14 A2s to become BR 11.

Artillery Observation

  A number of G.4 units were assigned as S.A.L. escadrilles and served in the spotting role for heavy artillery.

Bombing

  Because of its payload and long range the G.4 was often used as a bomber. Many of the army cooperation units undertook bombing missions and several units became dedicated bomber escadrilles. There were four units designated as bomber escadrilles in the 100 range: C 104, C 105, C 106, and C 122. Despite their designations, two of these units (C 104 and C 122) were used primarily in army cooperation (see above). C 105, C 106, and C 66, however, were assigned to Groupes de Bombardement.
  C 66 was formed (along with N 65) from G.C. Malzeville in late 1915 and assigned to GB 2 at Malzeville. Some of its G.4s were used in the escort role and also dropped propaganda leaflets on the Malancourt-Joloncourt area in December. C 66 remained at Malzeville in 1916. In March it provided fighter escort and bombed train stations and airfields. When used as bombers the planes usually did not carry gunners, enabling the G.4s to attack from a height of 4,500 meters, where they were safe from German fighters and anti-aircraft fire. Sorties by one or two G.4s against various targets were flown in April. In May leaflets were dropped on German trenches. High-altitude raids were flown against the Metz-Sablons station and the German airfield at Montange. GB 2 was disbanded on 17 June 1916 and C 66 was assigned to GB 1. By now C 66's commander, Capitaine Henri de Kerllis, had made this an elite unit. The first mission with GB 1 was flown on 22 June when 38 bombs were dropped on the arms works at Karlsruhe. This was a well-defended target and flying the Caudron G.4 in daylight was suicidal. One-third ol the nine planes taking part were lost. Capitaine de Kerllis, well aware that his aircraft were no match for German lighters, decided to time his attacks at dawn and dusk, when opposition was less likely. He also used a combination of stealth (such as flying at high altitude) and cunning (avoiding airfields and never flying the same route twice). Utilizing these tactics. C 66 flew numerous missions in July with no losses. On 24 August one pilot of C 66 succeeded in destroying a German aircraft - no small feat in a G.4. On 25 September the unit went to Demuin in the 6th Armee sector, thus ending its association with GB 1.
  VB 105 and VB 106 gave up their Voisin 3s and 5s for G.4s and rejoined GB 2 as C 105 and C 106 respectively in early June 1916. C 105 and C 106 flew patrols on 9 and 10 June. When GB 2 was disbanded C 105 was assigned to the 2nd Armee and C 106 to the 6th Armee in the army cooperation role.

Long Range Escort

  C 66 often provided fighter escort for the slower Voisins of GB 2; C 66's aircraft often had the dual roles of fighter and bomber on the same mission. On 8 March 1916 three G.4s of C 66 flew escort for a raid on the Brieulles station and even managed to drop 12 bombs on the target. During the latter part of March C 66 flew fighter missions and barrage patrols. The latter mission was necessitated by the fact that the Germans were staging frequent raids on GB 2's airfields, and the Voisins assigned to the bomb group were incapable of intercepting the enemy bombers. On 2 April a G.4 of C 66 attacked a German machine while flying a barrage patrol and fired 150 rounds; the Caudron was hit twice. Another German aircraft was chased off by a G.4's crew on 26 April 1916. Sometimes the crews of the G.4s had other problems to contend with beside Germans; for example, a crew of C 66 was frustrated in an attempt to bring down an enemy plane on 16 May 1916 when their machine gun jammed alter only ten rounds had been fired. C 105 and C 106 also flew a few barrage patrols with GB 2 until the Groupe was disbanded on 17 April 1916.
  C 34 and C 61 used their G.4s to provide fighter escort for the MF.11s and F.40s of MF 29 beginning in late November 1915. The G.4s were not much faster than the Farmans they were assigned to protect, and the limited efficacy of the G.4 as a fighter was made apparent when a G.4 of C 61 was shot down while escorting a bombing raid. In late January 1916 C 34 and C 61 were withdrawn from GB 4 and assigned to army cooperation duties (see above).

Overseas Escadrilles

  Ten Caudron escadrilles served as T.O.E. units. These were G 488 (Greece), G 489 (Cotiere de Mazagan in Morocco), G 490 (Cotiere de Sfax), C 543 (North Africa), C 544 (North Africa), C 545 (North Africa), C 546 (North Africa), C 547 (North Africa), C 548 (North Africa), and C 549 (North Africa).
  In a note from the 5th Armee dated 22 September 1916 the G.4 received scathing criticism. While it was acknowledged to have a good climb rate, it was very vulnerable to attacks from the rear. It was recommended that G.4s be limited to artillery spotting and photographic missions conducted over 5,000 m. Another note called attention to the fact that the rudders were suffering structural fatigue secondary to faulty attachment screws. It was recommended that they be reinforced with piano wire.
  The vulnerability of the G.4 to rear attack lead the Aviation Militaire to request a new long-range reconnaissance machine. It was to have twin engines in the tractor configuration and a conventional fuselage with gunners tore and aft. This class ol aircraft was designated A3 and led to the G.5, G.6, R.4, R.5, and R.11. However, there were significant delays in the development and production of the A3 class.
  As late as August 1917 there were 139 G.4s at the front as opposed to 133 G.6s, 53 R.4s, and 89 Letords of all types. Thus it appears that most of the Caudron units had substantial numbers of G.4s on strength until late 1917.
  In late 1916 the first G.6s joined those G.4s serving with the Caudron escadrilles. It appears that by 1918 the G.6 had supplanted the G.4s, which were retired to serve beside the G.3 in the training units. Most Caudron units had switched to more modern planes in late 1917. The stop-gap Sopwith 1 1/2 Strutters replaced the G.4s beginning in July 1917.
  Apparently a number of escadrilles retained a small number of G.4s for a variety of duties. For example, a GQG memo for 12 January 1918 requested that all units using G.4s for gunnery practice were to exchange them for A.R.1s as soon as possible.
  The artillery cooperation units also received new aircraft - Sopwith 1 1/2 A2s, Breguet 14 A2s, and Salmson 2 A2s replaced the G.4s in late 1917.
  The Aviation Maritime converted eight Caudron G.4s to floatplanes. Tests were carried out on these at the Saint Raphael naval base in September 1916.

Foreign Service

Belgium
  The Franco-Belgian Squadron No.674 had both French and Belgian pilots. It was equipped with Caudron G.4s.

Brazil
  The Brazilian air service obtained two Caudron G.4s from France in 1921. They were intended as photo-survey aircraft and were unarmed. They were assigned to the Service Geographico de Ejercito (Army Geographical Service) and were withdrawn from service only two years later, in 1923.

Colombia
  Colombia obtained four G.4s in early 1922. They were assigned to the Escuela Militar de Aviacion (Military Aviation School), which became operational at Flandes in April of that year. The G.4s were placed in storage at that time and were reactivated in 1925 when a second school at Madrid was opened. They were finally retired in 1929.

El Salvador
  A single G.4 was obtained from the Italian aviation mission to El Salvador in 1924.

Finland
  A single Caudron G.4 was obtained by Finland in 1922 and was not assigned a serial number. It was apparently donated to the Finnish air service by a private company.

Italy
  The G.4s were found by the Italians to have superior qualities and, in particular, a good climb rate and high altitude performance. These two qualities made it especially suitable for service in the Alps. The type was built by the A.E.R. factory in Torino. Forty were built under license in 1916 and 11 in 1917. Italian G.4 units in 1917 included:
   3 Gruppo (1st Armata): 46a and 50 Squadriglias.
   5 Gruppo (3rd Armata): 42a, 43a, and 44a Squadriglias.
   7 Gruppo (6th Armata: reassigned to the 1st Armata in November): 49a Squadriglia.
   12 Gruppo (4th Armata): 48a Squadriglia.
  By 1918 the Caudron G.4 had been replaced by more effective aircraft such as the Pomilio PE and S.I.A.7 of indigenous origin.

Japan
  One Caudron G.4 (sometimes mis-identified in Japan as a G.6) was purchased by the Japanese army air service in 1921. Designated the type Bo.1, it remained in service until 1923.

Netherlands
  Five Caudron G.4s were obtained by the Netherlands air service and given serial numbers 427-431. They entered service in June 1918 and remained in service until the mid-1920s.

Portugal
  Portugal obtained nine G.4s from France in 1918. It was planned to assign them to the Esquadrilha Expedicionaria a Angola (Angolan Expeditionary Squadron). This unit was intended to see active service in Angola, but the fighting ended before any operational missions could be undertaken. The squadron, now named the Esquadrilha Inicial Colonial (Initial Colonial Squadron), was based at Humpata by October 1918. In 1921 it was redesignated Grupo de Esquadrilhas de Aviacao de Angola (Group of Air Squadrons at Angola) and had one squadron of Caudron G.4s and one with Breguet 14 A2s. The unit was disbanded in 1923.

Romania
  The Romanians obtained a number of Caudron G.4s and by July of 1917 eight of these were in service with No. 12 Squadron assigned to Grupul 2. In August this squadron was still attached to Grupul 2 and was based at Calmatui in support of the Romanian 1st Army. Apparently none of the G.4s remained in service at the end of the war.

Russia
  The G.4 was popular with Russian pilots. With two engines it was much faster, had a better rate of climb, and could be looped more easily than the single-engine G.3s. Between 20 and 40 G.3s were obtained and saw service both during and after the war.
  The G.4s were used primarily by what were described as corps air units, each of which had six army cooperation aircraft and two fighters for escort. Soviet sources list 37 G.4s in service in April 1917. This later figure probably also included some G.3s. It would seem that many of the G.4 units were in disrepair, as the reports from air divisions and air fleets in March listed only four Caudrons as serviceable. All four were on the southwest front. By June 1 the situation had improved, with a total of 12 Caudrons listed as serviceable. Eight were on the southwestern and Romanian fronts and four were on the Caucasus front.
  One G.4 survived long enough to enter service with the 1st Socialist Air Group - the first Soviet air unit. Six Caudron G.3s and G.4s were still in service as late as 1921.

Saudi Arabia
  The kingdom of Saudi Arabia received four Caudron G.4s with 120-hp Le Rhone engines in August 1921. These were apparently built by the A.E.R. firm.

Ukraine
  The Ukrainian air service obtained a single Caudron G.4 in 1918.

United Kingdom
  A single G.4 (serial 7761) was obtained by the RFC for evaluation. It arrived at No.1 Aircraft Depot at St.-Omer on 14 January 1916. Apparently a second Caudron was also obtained by the same depot on 29 February but was never assigned a serial number. The G.4 was never adopted for service with the RFC.
  Twelve G.4s were purchased by the RNAS for use by No.1 Wing in France. The RNAS ordered additional G.4s later in 1915 including:
   Serial Nos.3289-3300: 100-hp Anzani - Nos.1, 4, and 5 Wings.
   Serial Nos.3333-3344: 80-hp Le Rhone - Eastchurch and No.5 Wing.
   Serial Nos. 33894-3899: 80-hp Le Rhone - Eastchurch, Dunkirk, Nos.1, 2, and 5 Wings.
  Caudron G.4s purchased in 1916 included an initial batch of 12 (Nos.9101-9131) all with 100-hp Anzani engines. They were assigned to Nos.2, 4, and 5 Wings. A follow-up order for 20 (Nos. 9286-9305) was canceled.
  No.5 Wing at Coudekerque had a number of G.4s on strength in 1916, as did No.4 Wing at Petite Snythe. Both units used the G.4s as long-range bombers. Operations from Coudekerque by No.5 Wing began in March 1916. The first target was the airfield at Houttave and Zeebrugge. Several G.4s took part in the raid and considerable damage was done to the target. On April 23 No.5 Wing bombed Mariakerke. By May No.4 Wing was able to participate in some raids. On 5 May No.4 and 5 Wings returned to bomb Mariakerke at night. On 19 May the airfield at Ghistelles was bombed, as was Mariakerke again on the 21st.
  Attacks were suspended at the end of May but were resumed in August to help divert German aircraft away from the Somme front. On 2 August ten G.4s drawn from Nos.4 and 5 Wings took part in a raid on the St. Denis Westrem airfield. On 2 September Caudron G.4s, again from Nos.4 and 5 Wings, took part in a raid on the Ghistelles airfield and on the 7th St. Denis Westrem was attacked. One G.4 was lost during this raid. Further attacks during September included raids on St. Denis Westrem (17th and 21st), Ghistelles (9th and 23rd), and the Hadzaeme airfield (9th and 24th). Other targets were the Lichtervelde ammunition dump, the Hindenburg batteries, and the airship sheds near Brussels. On November 10, Nos.4 and 5 Wings attacked the base at Ostend. Ten aircraft from No.5 Wing attacked the docks at Ostend again on the 12th. Twenty-two aircraft from Nos.4 and 5 Wings raided Ostend on the 15th.
  As 1916 came to a close it was increasingly obvious that the Sopwith 1 1/2 Strutter and Short Bomber were superior to the G.4. The Caudrons were now relegated mostly to night attacks. On 10 February 1917 Nos.4 and 5 Wings attacked Bruges. There were few bombing raids for the remainder of February and March because of bad weather. By April the new Handley Page O/100 and D.H.4 were on strength and the G.4s ceased to play an active role as a bomber with the RNAS.
  G.4s also saw service with the RNAS No.7 Squadron.

United States
  The United States purchased ten G.4s for use as trainers. They were never used operationally.

Venezuela
  The Venezuelan Centro de Aviacion Naval (Naval Aviation Center) was formed at Palmita in November 1922. It was under the control of the army and it included one Caudron G.4 on strength. The naval center eventually merged with the army air service.


Caudron G.4 Two-Seat Reconnaissance Aircraft with Two 80-hp Le Rhone Engines
   Span 16.885 m; length 7.19 m; height 2.55 m; wing area 36.828 sq. m
   Empty weight 733 kg: loaded weight 1,232 kg; payload 210 kg
   Maximum speed: 130 km/h at sea level, 125 km/h at 2,000 m; 124 km/h at 3000 m; climb to 1,000 m in 6 min. 30 sec.; climb to 2,000 m in 15 min.; ceiling 4,300 m; endurance 5 hours
   Armament: one nose-mounted Hotchkiss 7-mm or a Lewis machine gun; the crew was also equipped with a carbine or Chauchat gun.
   A total of 1,358 G.4s were built.

A.E.R.-Built G.4 with Two 80-hp Le Rhone Engines
   Span 16.885 m; length 7.20 m; height 2.60 m; wing area 36.828 sq. m
   Empty weight 845 kg; loaded weight 1,350 kg; payload 505 kg
   Maximum speed: 130 km/h at sea level; climb to 3,000 m in 19 min.; climb to 4,000 m in 36 min.; ceiling 4,500 m; endurance 4 hours
   A total of 51 G.4s were built by A.E.R.

O.Thetford British Naval Aircraft since 1912 (Putnam)

Caudron G.4

   This curious-looking aircraft was a twin-engined derivative of the earlier Caudron G.3, which had served with the RNAS from its very early days. One Caudron G.3 (90 hp Gnome engine) was on the strength of the RNAS on 4 August 1914, when the total muster was 40 landplanes and 31 seaplanes. Subsequently, the type was widely used by the RNAS for pilot training both in Great Britain and in France.
   Although used chiefly by the French Air Force over the Western Front and, to a more limited extent, by the RFC, the Caudron G .4 has a definite place in the history of the RNAS. As has been recorded elsewhere, the RNAS was quick to appreciate the value of the bomber in air operations, and as early as March 1916 the Fifth Wing, specially trained for long-range bombing duties, had taken up its station at Coudekerque under the command of Sqn Cdr Spenser Grey. In the absence of more suitable British types, the initial equipment of this Wing comprised French Breguets and Caudron G.4s. Later the Sopwith 11/2 Strutter was added. Caudron G.4s also formed part of the equipment of No.4 Wing, which arrived at Petite Snythe from Eastchurch under the command of Sqn Cdr C.L. Courtney on 11 April 1916.
   The Caudrons of Nos.4 and 5 Wings, RNAS, were busily engaged during 1916 in day and night raids on German seaplane, submarine and Zeppelin bases in Belgium. On 2 August 1916 they took part in a daylight raid on the enemy aerodrome at St Denis Westrem, near Ghent, at the request of General Trenchard. The 10 Caudrons (plus one Farman) attacked in line astern, directed by Very signals from one of the five escorting Sopwith 1 1/2 Strutters, an early example of 'master-bomber' tactics.
   The cumbersome Caudrons remained with the RNAS until the spring of 1917, when the Handley Page 0/100 made its appearance. One of their last major operations was against Bruges docks in February 1917 with NO.7 Naval Squadron.
   Altogether, the RNAS took delivery of 46 Caudron G.4s, the parent firm supplying 39 (Nos.3289-3300 and 9101-9131), and the British Caudron Company seven (Nos.3333-3334, 3894-3895 and 3897-3899).

UNITS ALLOCATED
   Nos.4 and 5 Wings, RNAS (Belgium); NO.7 (Naval) Squadron.

TECHNICAL DATA (CAUDRON G.4)
   Description: Two-seat long-range day or night bomber. Wooden structure, fabric covered.
   Manufacturers: Caudron Freres, Rue (Somme), Le Crotoy. Sub-contracted by the British Caudron Co.
   Power Plant: Two 80 hp Le Rhone or two 100 hp Anzani.
   Dimensions: Span, 55 ft 5 in. Length, 23 ft 6 in. Height, 8ft 5 in. Wing area, 427 1/2 sq ft.
   Weights: Empty, 1,870 lb. Loaded, 2,970 lb.
   Performance: Maximum speed, 82 mph at 6,500 ft; 80 mph at 10,000 ft. Climb, 33 min to 10,000 ft. Endurance, 4 hr. Service ceiling, 14,000 ft.
   Armament: One machine-gun mounted in front cockpit and bombs on racks beneath wings.

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

CAUDRON G-IIIE-2 AND G-IVA-2

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   The 10 Caudron G-IVs procured by the A.E.F. had been built as “Corps d’Armee” types and retained their original G-IVA-2 designations while serving as American trainers. In design concept the G-IV, the first twin-engine military airplanes to go into action in World War I, was merely a G-III expanded to a twin-engine type using the same Le Rhone engines. As with the majority of obsolete aircraft obtained from the French, the Caudrons were delivered with French markings. The American colour arrangement was painted over the French on some, while others were flown as received.

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

Caudron G.4
  
  The G.4s were found by the Italians to have superior qualities and, in particular, a good climb rate and high-altitude performance. These two qualities made it especially suitable for service in the Alps. The type was built by the AER factory in Torino. Forty were built under license in 1916 and 11 in 1917.
  In late 1916, the first Caudron G.4s arrived, and 48a was the first unit to receive it. It was also the only Squadriglia fully equipped with this machine. Preceded by the news of the conquest of the world height record with a passenger on board, with an altitude of 6,240 meters, the first two specimens arrived in Belluno on 23 June. The Italian G.4s could carry a Fiat Revelli mod. 1914 and a Fiat Villar Perosa machine gun, and an offensive load of 100 kilograms of bombs. This availability enabled 48a to add bombing missions in the immediate rear and even combat patrols to hinder the action of KuK observation aircraft.
  Produced in 51 units, the G.4 replaced the Farman M.F.11s of the four seziones of 48a. As the war progressed, the addition aircraft were supplied to other artillery squadriglias deployed on the lower Isonzo as seziones with three aircraft.
  Italian G.4 units in 1917 included:
  V Gruppo (3a Armata): 42a, 43a, and 44a Squadriglias.
  12 Gruppo (4a Armata): 48a Squadriglia.
  The artillery squadriglias of the 2a and 3a Armatas had started 1917 equipped with about 8-9 aircraft each. In consideration of the inherent limitations of the Caudron G.3, whose flight qualities were no longer sufficient to compensate for the lack of armament and performance increasingly penalized by the poor efficiency of their rotary engines, the Squadriglias operating on the Lower Soca (42a, 43a and 44a) were each reinforced in February by a sezione of twin-engined G.4s.
  By 1918 the Caudron G.4 had been replaced by indigenous designs such as the Pomilio PE and SIA 7b of indigenous origin.

42a Squadriglia
  At the beginning of 1917 this unit received a Sezione of Caudron G.4s that, unlike the G.3s, were armed with a machine gun. In May, in the same position, it supported the offensive of XI Corpo d’armada with a total of 71 flights and took over 250 photographs taken over Comen, Vale, and Reifenberg.
  As part of V Gruppo and based at Medeuzza, 42a Squadriglia also was active during the offensives in August making a total of 43 flights, including 10 reconnaissance, 25 artillery regulations, and 8 bombings during the offensive. Like other Caudron Squadriglias, 42a was disbanded on October 15,1917. During the war it carried out approximately 850 flights of war.

43a Squadriglia
  During 1916 this unit also received Caudron G.4s. Reconnaissance missions wren flown over Goriansko and Kobila Glava in March. In April, 43a had G.4 2007, which had to be SOC on 13 April due to AAA damage to the engines.
  In May, under V Gruppo at Bolzano, 43a was very active in support of the offensive, carrying out reconnaissance and artillery spotting. In May, 43a made 56 war flights.
  By August 1917 the unit had to be withdrawn due to the age of its Caudron G.3s and G.4s. Overall, in August 43a made 49 sorties, including 18 reconnaissance and observations, 28 infantry strafing, and three bombing operations. On September 26 it moved to Medeuzza, and was disbanded on October 15,1917.

44a Squadriglia
  44a received some Caudron G.4s in mid-1917.
  In August, during the offensives, 44a stepped up its operations, even though its planes were old. During August 44a had made 47 flights over the enemy lines, including three bombing missions, and had taken about 160 photos.
  Operations declined, and the Squadriglia was finally disbanded on 10 November, 1917. In the course of 1917 it had performed about 125 combat sorties.

48a Squadriglia
  This unit was constituted as 8a Squadriglia per l’Artiglieria, on April 5,1916 with Nieuport monoplanes. In June 1916, it converted to Caudron G.4s, which, having would be more suitable for high mountain areas.
  In July 48a left VII Gruppo and became an independent unit, available to the Comando di Artiglieria (Artillery Command) of 4a Armata.
  In September the 48a performed bombing missions and contact patrols against incursions by enemy aircraft, with whom there were several encounters.
  In 1916 48a Squadriglia performed, according to official reports, about 90 sorties.
  In January 1917 48a was still an autonomous unit based at Belluno. Only a few missions were flown in January due to bad weather.
  In the Spring, 48a Squadriglia ceased to be an autonomous unit and rejoined VII Gruppo, then in May it passed to the new XII Gruppo, under 4a Armata. It was still based at S. Pietro al Campo, Belluno.
  In early June 48a detached its second Sezione for two months to the field of Feltre; three pilots and three observers were sent.
  With the Caporetto retreat beginning in November, 48a made a series of moves to Casoni, S. Justina, and Castel di Godego.
  During 1917 48 Squadriglia had flown 224 combat sorties.
  In February 1918 48a flew strategic reconnaissance missions. Its Caudron G.4s meantime had become too difficult to maintain and were seen as now being too slow to operate over a front that was now becoming more active. As a result, 48a began refitting with Pomilio PEs, and sent many of its crew to other units.
  Shortly after being introduced into service, the Pomilio PE was discovered to be a difficult aircraft to use in combat. However, 48a was not able to fly many sorties due to its now thoroughly obsolete Caudron G.4s. On 18 June 48a Squadriglia participated in a mass low altitude bombing against enemy troops who were trying to cross the Piave, sending the four aircraft to attack.. The next day the same crews performed nine bombing missions, dropping a total of 117 bombs, and the action was repeated again on June 20. By this time the PEs, and later, SAML two-seaters had at last replaced the G.4s.


A.E.R.-Built G4 with Two 80-hp Le Rhone Engine
  Wingspan 16.885 ran; length 7.20 m; height 2.60 m; wing area 36.828 sq. m
  Empty weight 845 kg; loaded weight 1,350 kg; payload 505 kg
  Maximum speed: 130 km/h at sea level; climb to 3,000 m in 19 min.; climb to 4,000 m in 36 min.; ceiling 4,500 m; endurance 4 hours
  A total of 51 G.4s were built by A.E.R.

Журнал Flight

Flight, October 22, 1915.

EDDIES.

   About the photo, on this page of the "strafed" Caudron, Noel explains that the machine was hit by a German shell almost in the motor when at a height of 2,200 metres. The 'bus caught fire, and things looked pretty serious for the pilot, who, thanks partly to his other motor and partly to sheer good piloting, managed to get back safely to the right side of the French lines.
   In another photo, is seen a batch of French avions, which includes M. Farmans, Caudrons, Morane "parasols," and Nieuport scouts. The latter, of which we published illustrations and particulars some months ago, are, I believe, proving highly successful, a fact which, as they are modelled on the lines of our scouts, is no mean compliment to the Sopwith Aviation Co., who were the first to demonstate the high value of this type of machine as long ago as the summer of 1913.


Flight, December 3, 1915.

THE BRITISH-BUILT TWIN-ENGINED CAUDRON BIPLANE.

   AFTER the success attained by the original French twin-engined Caudron biplanes, it is not surprising that the British Caudron Co. turned their attention to the production of similar machines and, judging from the air-work that the first of the British-built biplanes has already done during the comparatively short period since it was first tested, there seems to be every reason to expect that it will worthily uphold the reputation established by its French prototypes.
   During the preliminary trials carried out a short time ago, the machine fulfilled in every way the expectations of its constructors. Without giving actual figures, it is possible to state that carrying capacity, speed, and climb are all very good, and the acquisition of a number of machines of this type should prove a valuable addition to the equipment of our Air Services.
   That the development of the large machine of the future, as we have stated on more than one occasion in the past, will in all probability lie along the lines of the aeroplane with two or more engines has always appeared natural to us, partly on account of the distribution of the main load thereby obtained (although we are aware that this advantage is accompanied by certain disadvantages) and partly because this arrangement allows of using the types of engines already available when high power is desired. Another point in favour of the employment of two or more engines, and one which, by the way, has been most forcibly demonstrated by one of the French prototypes of the machine under review, and illustrated in our columns not long ago, is that in this way putting all one's eggs into one basket is avoided. Should one engine peter out, either owing to internal trouble or to damage by hostile shells, the other will give sufficient power to enable the pilot to regain his own lines under circumstances when this would have been impossible even with the flattest glide of a single-engined machine,
   However, reverting to the first "twin" built by the British Caudron Co., our readers may form a very good opinion of its general arrangement from the accompanying photographs. Each of the Anzani engines is mounted in a little nacelle, which serves the double purpose of supporting the engine and its tanks, enclosing the latter in a streamline casing. The method of supporting each engine on one half of the chassis by "Vee" struts is one of the many good points of this machine, forming, as it does, a structure of great strength. Pilot and observer are comfortably installed in the central nacelle, both obtaining a very good view forward as well as downward on account of their respective positions.
   Apart from the question of engines there is no radical departure from ordinary Caudron practice. The main planes are characterised by the same flexible trailing edge which has always been one of the outstanding features of Caudron machines, and one to which, no doubt, they owe a large proportion of their good stability. As in earlier models, the upper plane is of considerably greater span than the lower, the overhang being braced by struts running out diagonally from the outer inter-plane struts. One departure from standard Caudron practice will be noticed in the reduction of the amount of trailing edge of the lower plane.
   From the accompanying illustrations it will be seen that the usual flexible elevator has been discarded and in its stead one of the hinged, divided type fitted. The tail plane, the angle of incidence of which is adjustable, is surmounted by four small triangular fins to which are hinged the four rudders. This large rudder area has, of course, been necessitated by the extra amount of vertical side area presented by the three nacelles, and also partly by the fact that the two inner rudders do not receive any of the "slip" from the propellers. When flying with only one engine running a large rudder area is also essential in order to counteract the turning couple. Owing to the long skids, which act as very efficient brakes when landing, the twin-engined Caudron biplane pulls up comparatively quickly, an advantage not otherwise easily obtained, as will be readily understood when it is considered that the momentum of such a great mass as that presented by two big engines, pilot and observer, and the weight of the machine itself, is of a very considerable magnitude. Constructionally the Caudron "Twin" is exceedingly well made, the workmanship and finish being of a very high standard. Some of the detail fittings, of which no description may be given at present, are highly ingenious, and are evidently the work of men who are experts in their own particular line of work. In conclusion, we wish to congratulate the British Caudron Co. on this very fine piece of work, and would express the hope that this machine may be followed by many more, and that further development along the same lines may be made to the mutual benefit of our Air Services and the Caudron Co.


Flight, July 10, 1919.

Paris-Melbourne

   WE understand that in a few weeks' time Poulet, on a Caudron, may have a try for the Paris-Melbourne flight which the late Jules Vedrines had intended to attempt.


Flight, October 16, 1919.

Poulet's False Start

   ON Sunday last, at 7.30 a.m., Etienne Poulet, accompanied by his mechanic Benoit, on his Caudron, set out from Issy-les-Moulineaux on the first stage of his flight to Australia. The fog was so thick along the Seine valley that, after covering about 30 miles, Poulet deemed it prudent to return. He made a fresh start at 12.30 p.m., but had not proceeded far, however, before magneto trouble obliged him once more to land. He made a fresh start on Tuesday morning.


Flight, October 23, 1919.

Poulet's Flight to Australia

   As briefly recorded in our last issue, Poulet was able to make a start from Paris on the morning of October 14, and he succeeded in reaching Frejus. The next morning he set out for Rome, but was forced down by the bad weather at Pisedom, north of Rome, and had to wait until the following day to complete the stage to Rome. He started off on his Caudron, from the Centocelle aerodrome on October 18 for Salonika, but later in the day he arrived at Naples, where he was compelled to land on account of bad weather conditions prevailing.


Flight, November 6, 1919.

M. Poulet's Progress

   M. POULET is making slow progress in his flight from Paris to Melbourne. He started from Avlona on October 22, but ran into a blizzard and had to go back. A few days later, however, he succeeded in getting on to Salonika, and on October 30 he went on to San Stefano.


Flight, November 13, 1919.

Poulet's Progress

   LAST week Etienne Poulet, on his Caudron, succeeded in covering one or two more stages on his journey from Paris to Australia. On the 5th inst. he made the journey from Constantinople to Konia, and on the 6th he was reported at Baghdad. The following day he reached Bushire, on the Persian Gulf, after a t r ip across the desert. On November 8, he was at Bundar Abbas, and left at 5 a.m. the next day for Karachi.


Flight, November 20, 1919.

M. Poulet's Progress

   ON November 11 M. Poulet, accompanied by M. Benoit, arrived at Karachi on his Caudron biplane at 3.30 p.m. He had left Gwadar at noon and landed on British military territory. The distance between Gwadar and Karachi is about 360 miles. On arrival M. Poulet was handed by M. Beaumont, the French Consul, a gift valued at ?500.