Professional Documents
Culture Documents
Nieuport Aircraft of Wold War One (PDFDrive)
Nieuport Aircraft of Wold War One (PDFDrive)
'
Nieuport Aircraft
of World War One
Other titles in the Crowood Aviation Series
Ray Sanger
1)~CI
The Crowood Press
First published in 2002 by
The Crowood Press Ltd
Ramsbury, Marlborough
Wiltshire SN8 2HR
ISBN I 86126447 X
1 THE COMPANY 7
Bibliography 188
Index 189
AcknowledgeDlents
ieuport aircraft were manufactured and by Jack Bruce, principally for Putnam and Woodman for supplying photographs and
used in many countries. Not being a lin- Albatros Publications; also of r.: Aviation giving me the benefits of his extensive
guist, it was not a practical proposition for Maritime Franfaise Pendant Ia Grande knowledge of armament and Russian avia-
me to refer to original documents in for- Guerre by Morareau, Feuilley and Cour- tion history. I also thank Greg van Wyn-
eign languages, even if they were to be still tinat; I Reparti dell' aviazione italiana nella garden, Lucien Morareau, Tomasz Kopans-
in existence after many years and the rav- Grande Guerra by Gentilli and Varriale; ki, Giorgio Apostolo, Paul Leaman and
ages of two world wars. Of necessity I have and the numerous articles that have Philip Jarrett for supplying photographs
therefore had to make extensive use of appeared in the excellent French maga- and giving encouragement.
secondary references; some of these have zine Avions. Finally, I would like to thank Mick Davis,
proved to be unreliable, but others have I also gratefully acknowledge the assis- who took time off from his own research to
proved of utmost value, and these are list- tance given by Stuart Leslie and Jack Bruce draw the diagrams.
ed in the appendix. I must make particular in making their collection of photographs
mention of the many publications written available; and wholeheartedly thank Harry
Designation System
The French system of designating military aircraft and squadrons became very complex French escadrille numbers were given a prefix designating the main type of aircraft
during the war, and was further complicated by an overlap in type numbers between used in the escadrille: for example, Escadrille N.12 operated Nieuport monoplanes until
the prewar Nieuport monoplanes and wartime biplane designs. it re-equipped with Morane-Saulnier Parasols, at which point it was re-designated
To avoid confusion over the Nieuport type numbers, in this book Roman numerals MS.12. However, escadrilles did not exclusively operate the type indicated by the let-
have been retained for the prewar Nieuport monoplanes, but arabic numerals have ter prefix: for example, one or two Nieuport scouts operated in most escadrilles early
been used for all Nieuport biplanes. although these were not officially adopted until in the war, and during its latter part Nieuports and Spads operated side by side in Nieu-
later in the war. The Nieuport company sometimes added .Ietters to its type numbers: port escadrilles for some time before the 'Spa' prefix was adopted.
for example, 'M' stood for 'Military' in the Type IVM designation; the biplane derivative Serial numbers allotted to aircraft by the Aviation Militaire indicated the sequence
of the Type X and Type XI monoplanes were designated the Type XB and Type XIB in which they were procured from each manufacturer, and not total aircraft procure-
respectively - and for the Type XIB the company also used the designation B=XI. ment as in the case of the British and American systems. Thus they began with a let-
In 1915 the Service des Fabrications Aeronautiques decided on an aircraft identifi- ter prefix denoting the manufacturer, the letter naturally being 'N' in the case of Nieu-
cation system in which aircraft from the various manufacturers were given Roman type port. Serial numbers were normally written in black letters on both sides of the fin and
numbers and the suffix M for manop/an and Bfor biplan. Thus the biplane derivative of rudder, and the aircraft model designation was commonly written below the serial num-
the Type X became the Nie-XB (Nieuport lOin this book). This was augmented a year ber; in the case of Nieuport aircraft this was often simplified to atype number; e.g. 'Type
later by adopting additional suffixes: A for observation aircraft, Bfor avian de combat 28'. While the American forces had their own serial number system, it was not applied
legeror light combat aircraft, Cfor avian de combat or heavy multi-seat fighters, 0 for to aircraft obtained from their Allies, which retained those originally applied by the
cannon-armed aeroplanes and Efor bombers. In this way the Nie-XI was designated manufacturer even if the aircraft was subsequently exported to the USA. British seri-
the Nie-XI BB (Nieuport 11 in this bookl. These designations were further modified als were allocated to British manufacturers with each batch at the time the contract
shortly afterwards, A still referring to observation aircraft, but Bbecoming bombardier was assigned, and were substituted for the original French serial numbers on Nieuport
or bomber, and Cchasseuror fighter or scout; the suffixes for the number of mainplanes aircraft manufactured by the parent company. Confusion may arise as the British seri-
was still retained. In 1917, Roman type numbers were totally replaced by arabic numer- al number system also included 'N' letter prefixes.
als, and the number of seats was shown by an arabic numeral after the suffix: for exam- Although, in gener_al. foreign language names have been used, Russian unit nomen-
ple, the Nie-XXIX became the Ni 0-29C-1, the system also adopted in this book. clature has been translated. The term 'detachment' has been used regularly in the lit-
Other designations were applied to Nieuport aircraft, which can lead to confusion erature to describe Russian aviation units, but they were in fact separate units and not
For example, the Nieuport-Macchi-produced Nie-1 0 was sometimes referred to as the generally detachments from larger establishments; so in this book the term 'section'
Ni.18 or Ni.18mq in Italian service, a nomenclature which referred to the wing area of has been used instead.
18sq m(194sq ftl.
6
CHAPTER ONE
The COlDpany
Edouard de N ieport was born on 24 May La Societe Generale
1875 at Elida, a small town in Algeria, d' Aero-locomotion
where his father, a colonel in the artillery,
was commander of the garrison. After a In 1907, Leon Levavasseur adopted the
sound technical education, he prepared for Nieuport-Duplex ignition system for the
an entrance examination at the Ecole Poly- Antoinette engine, and Henry Farman
technique in Paris; but in 1897 he aban- completed the first closed circuit of lkm in
doned his studies to devote his time to cycle a Voisin biplane powered by such an
racing. For young men at the end of the engine. Shortly afterwards Edouard found-
nineteenth century, cycling was a readily ed the Societe Generale d'Aero-locomo-
accessible sport for those with a mechanical tion, supported with finance by his brother
bent. The races, a great novelty for the peri- Charles and other members of his family
od, attracted a fashionable following, rather and the principal shareholder, the Lieu-
like golf or tennis today. It was not uncom- tenant de Caumont La Force (one of the
mon for future exponents of cars and aero- first military pilots in France). M. Zemette
planes - for instance Henry and Maurice became the director of the new company,
Farman, and Roger Sommer, amongst oth- and Henri Depasse the financial director.
ers - to begin their careers in cycle racing. The latter had also been a cyclist, and was
He won a dozen races as an amateur at the the son of the member of parliament for
Paris Velodrome d'Hiver. During 1897 the Neuilly, who was destined to become a
young Edouard showed sufficient proficien- future minister. The production manager
cy to turn professional, winning the Zim- Edouard de Niiiport. The Aero was Frank Schneider, a Swiss, and he was
merman Prize for the 1km tandem race; one assisted by the two brothers and other col-
year later he finished third in the champi- laborators including Cizeck, Desbordes,
onship of France, and the freedom of action 1902 became the first automobile to exceed Rispal and Armand Gobe.
this gave him allowed him to participat~ in . 200km/h (l24mph). At this time he did not It is said that Edouard bought a Voisin
a course at the Ecole Superieure d'Electric- appreciate the future of aviation; comment- in 1909, to practise flying and to test the
ite. He lacked the physique to reach the top ing in the magazine La Locomotion in electrical accessories that he was produc-
flight, but he compensated for his lack of November 1902 on Ferdinand Feber's glider ing at the time; but this was destroyed on
strength by courage and the application of experiments he wrote: 18 April 1910 when it caught fire in the
aerodynamics: he used a Rudge-Whitworth air, and Edouard was lucky to escape unin-
cycle with a long frarrie and low handlebars, This will become a game and a sport, nothing jured. The collaborators had no better luck
which gave him a low stance and thus more ...We shall never see the sky traversed by with their first indigenous design, as it was
reduced wind resistance. By this time he was air machines, or frontiers abolished by high-fly- destroyed by the flooding of the Seine
known as Nieuport. ing vehicles described by poets...or forecast by soon after its completion in January 1910.
inventors. The laws of gravity, above all of Shortly afterwards Edouard established a
geometry, will never be altered by the progress factory for the production of aeroplanes,
Nieuport-Duplex of science....it will be impossible to construct and also a flying school, at Mourmelon. He
machines by which the wings can support its was joined there by Franc;ois Dumoulin,
Forced to look for a living elsewhere, in 1902 corresponding weight. Andre Levasseur and Georges Kirsch
Nieuport established a small business in amongst others. Kirsch, who later became
Suresnes to manufacture electrical acces- He had cause to change his opinion, how- mechanic to Charles Weymann, had his
sories for internal combustion engines under ever, largely as a consequence of the disas- first experience of flying as a passenger
the brand name Nieuport-Duplex. His back- trous Paris to Madrid Rally of 1902, which with Hubert Latham in an Antoinette. He
ers included de Joug, Gustin, Altschuller and caused the French administration to ban later fought as a pilot in the war and was
Citroen, and the products included high- automotive competitions, a decision that badly wounded. He returned to Nieuport
tension magnetos, accumulators and spark- had a serious adverse effect on the car after the war, and for a time was a success-
ing plugs. He soon made a reputation in the industry. This led companies to tum to the ful test and competition pilot.
automotive and aeronautical world, and his fledgling aviation industry as an outlet for Edouard, flying his second design of air-
equipment was used in the Darracq, which in their energies and products. craft, obtained his pilot's certificate (No.
7
THE COMPANY
1910- 936
"JIRE 10 G~ ERALf A PARIS. ~, RUE DE TEHERAN '8";
Charles Weymann was the son of an American sugar planter in Haiti; he was born at
Port-au-Prince on 2 August 1889, but was educated in France. He was an unassum-
Nieuport advert from 1910. L'Aerophile
ing type, with the air of a country gentleman, and rather short in stature. He gener-
ally wore a pince-nez, and went around in a loose-fitting raincoat over a turtle-neck
sweater, with cap and goggles instead of acrash helmet. He had passed his tests for
the French brevet on 6 June 1910, and the Aero Club of America issued him with its
own licence (No.14) on the same date, enabling him to compete as an American pilot.
105) from the Aero-Club de France on 10 vived if he had been treated on the spot instance, at Mourmelon on 6 March he
June 1910. Less than a month later he instead of being carted in a farm wagon managed to exceed a speed of 101km/h
entered three monoplanes, powered by from Buc to St Cyr and thence to Ver- (62mph) with an engine of only 28hp,
Darracq engines, in the second Grande sailles. His death caused difficulties for the and over the next few weeks flew a num-
Semaine d'Aviation de Reims; however, company, as it was not selling its machines ber of record flights.
his only success was to come third in the in sufficient numbers to be financially On 1 July, Charles Weymann in a
cross-country race. viable. Nieuport carried off the Gordon Bennett
The year ended badly for Nieuport with Having gained self-confidence as a Trophy at the meeting held at East-
the death of the principal shareholder, Lt pilot, Edouard became more active in church, and Edouard finished third in a
de Caumont, who was killed while experi- promoting the company's aeroplanes, and similar time. However, no success was
menting with a REP Type III at Buc. His gained an international reputation for achieved in the Circuit de l'Est, nor in
rudder jammed and he omitted to cut off himself and his aircraft. In the period the Paris to Madrid, and Paris to Rome
his engine, with the result that he hit the from March to June he obtained several events. However, these failures were due
ground hard and smashed both his legs. He speed and distance records, and achieved to a number of reasons that were general-
died the same day, though might have sur- better success in competitions. For ly no fault of the aircraft.
8
THE COMPANY
In May 1911, a new company was formed In the early 1860s Henri had diligently studied
to build monoplanes. This was registered engineering at the Ecole Centrale; after this,
under the name of Societe Nieuport (E) et together with his brother Emile, he guided the
family petroleum business, known as Les Fils de
Deplante, with offices at 9 rue de Seine at
Alexandre Deutsch, to increasing profitability.
Suresnes, and it was expected that the In his own laboratory he developed ameans of
company would be sufficiently well found- refining petrol as a fuel for the internal com·
ed not to run into financial difficulties. bustion engine, and from the family fortune
But on 15 September, Edouard Nieuport encouraged the development of cars and air-
was killed in an accident. craft by putting up prizes for car, balloon and
At the end of every summer it was cus- aeroplane competitions. In 1904 he established
tomary to hold military manceuvres, and ajoint prize of 50,000 francs for the first airman
in 1911 these took place in the Ardennes, to fly a closed circuit of 1 km; this was won by
when twenty-two aircraft took part. Henri Farman. He then set up the Prix Deutsch
de la Meurthe, valued at 70,000 francs, for an
Edouard was summoned as a reservist, with
air race round Paris. He created the Institute
one of the Nieuport monoplanes powered Mronautique de Saint-Cyr; he also re-estab-
by a 50hp or 70hp Gnome rotary, to a lished the Etablissements Surcouf company as
squadron commanded by LV Gustav the Astra company, to build aeroplanes, bal-
Delage (much more of whom later). loons and airships; and he became the patron of
Edouard was sent to Verdun. He arrived many of the fledgling aeroplane manufacturers,
there in a gale, with squalls reaching more including Voisin and Nieuport.
than 80km/h (50mph). He landed in front
of a group of astounded officers, amongst
whom was Colonel Estienne, Comman- Henri Deutsch de la Meurthe with Roland
dant of the Military Aviation Laboratory Garros in 1913. The Aero
at Vincennes. Asked to give a demonstra-
tion flight, Edouard took off again,
climbed to around 800m (2,600ft) before
cutting his motor to glide down to land. Societe Anonyme des On 24 January 1913, prior to delivering
Unfortunately he could not restart his Establissements Nieuport three N ieuport three-seaters and in the com-
engine, and as he approached the ground pany of Espanet and Gobe, Charles N ieu-
he was hit by a gust and crashed. Edouard In December 1911, the N ieuport engine of port flew to the military field at Etampes
was not strapped in and was thrown out, 28hp was placed first in·the Ligue Aeri- with his mechanic Guillot to carry out some
hitting a plank that had been set up to lay enne competition. The day before Christ- flights before an army reception committee.
out maps. Gravely injured, he died. that. mas, Armand Gobe beat the world dis- He landed rather heavily following one
night from an internal haemorrhage, tance record, covering 740km (460 miles) flight, having achieved a height of 500m
despite the attentions of the eminent sur- non-stop in 8hr 16min. Charles N ieuport (1,640ft) in fifteen minutes with a load of
geon Professor Doyen, who had been succeeded his brother following his death: 500kg (1,lOOlb), but set out again - but on
rushed to the scene by car from Paris. It in 1912, after training as a pilot, he reaching an altitude of about 300m (980ft),
had been intended to award Nieuport the obtained his civil certificate (No. 742) on he side-slipped while making a steep turn,
Legion d'Honneur after the manoeuvres in 22 January, and his military one (No. 156) and crashed. Both occupants were killed.
recognition of his services, but in the on 9 February. Henri Deutsch de la Meur- In April, the Nieuport floatplanes of
event the Minister of War pinned the cross the bought all the N ieuport patents and Weymann and Espanet took part in the
to the aviator's chest a few hours after he created the Societe Anonyme des Estab- Schneider Cup; but in spite of qualifying
passed away. lissements Nieuport with a capital of 1.2 easily, they were both eliminated from the
Without its head the company would million francs, with Leon Bazaine as com- finals due to mechanical faults.
most probably have floundered but for the mercial director and Henri de la Fresnaye The Nieuport designs had hardly evolved
support of Henri Deutsch de la Meurthe. as technical director. Another company, since 1910, and were less advanced than
In the meantime, in order to select suit- Anonyme des Equipements Electriques, those of Deperdussin, and especially
able aircraft for the army, a competition was continued to manufacture N ieuport mag- Morane et Saulnier. At the end of 1913,
held during October and November 1911 netos and sparking plugs. In November a Deperdussin brought out a monoplane of a
by General Rocques, engineering director new factory was built at Issy-les-Moulin- new generation, the Type XI, with which
of the Ministry of War and responsible for eaux, and a flying school was set up at Vil- Maurice Legagneux beat the world alti-
military aeronautics. As a result of these tri- lacoublay. tude record. However, it was not as fast as
als the army ordered ten three-seat Nieu- More aircraft constructors were coming earlier designs, and the army, the only like-
port monoplanes: these had been found to on the scene at a time when aircraft sales ly customer, required something even bet-
be fast and robust, having achieved an aver- were stagnating. However, N ieuport re- ter, with improved visibility and shorter
age speed of 116.9km/h (72.67mph) over ceived an order from the French navy for take-off and landing distances. As early as
250km (155 miles). monoplanes fitted with floats. the beginning of 1913 Morane et Saulnier
9
THE COMPANY
Gustave Delage
At the beginning of the war, of the instated, though this was only for export.
twenty-four squadrons of the French Mil- These machines were therefore produced in
itary Air Force, only one squadron (N.12) only small numbers, and Nieuport found
was equipped with Nieuport monoplanes, itself acting as a subcontractor producing
some six or seven ordered in 1914. The Voisin 3 biplanes. In November 1914, the
navy possessed one squadron of Nieuport factory returned to Issy-les-Moulineaux,
floatplanes, which, although considered which was not threatened by the German
by the French to have inadequate perfor- advance. Delage returned in February to his
mance for military operations, gave a post as technical director, and by April the
Delage was born at Limoges on 8 March 1883; follow- good account of themselves alongside the business had recovered most of its special-
ing his formal education in Brest, he attended the Ecole British in the Red Sea area. ized personnel from military service. Appre-
Navale and became a naval officer. He pursued an When appointed as head of Military Avi- ciating the drawbacks inherent in their ear-
interest in aviation. and obtained his French Aero Club ation in October 1914, General Hirschauer lier designs, the company had developed a
brevet (no. 219) on 19 September 1910. As recounted decided to limit the number of aircraft types new series of sesquiplanes of BOhp, the first
elsewhere, he commanded the first squadron of Nieu- in service to four: the Morane et Saulnier of which reached the front in May.
port monoplanes during the 1911 manCEuvres. He nev-
Parasol, the Farman reconnaissance biplane, The factory was enlarged by the con-
ertheless continued his technical studies at Vincennes,
where he found time to be involved in the design of
the Caudron G.III for artillery spotting, and struction of six new buildings. Sixty-six
hydroplanes, an experience that was to be aconsider- the heavy Voisin biplane bomber. Nieuport Nieuport lOs had left the factory by
able advantage later in his career. successfully objected to its exclusion, and August 1915, a further fifty-one by Octo-
had the production of its monoplane re- ber and forty by January 1916. During this
10
THE COMPANY
time the technical office designed a new boats. At this time Nieuport acquired an Gustave Delage remained as the technical
scout, the Nie XIB, nicknamed Bebe, extensive area of land at Bordeaux with director and became chief designer, and he
which re-established Nieuport's reputa- the intention of building yards and giant also ran the factory that produced naval ves-
tion for building excellent aircraft. Some hangars, presumably with the objective of sels. The airship department, at the time an
7,200 of these were built, serving in twen- building large flying boats, starting with theessential part of Astra, stayed with its tech-
ty squadrons and also the famous Escadrille four-engined Tellier 4R 450. This policy was nical director Henry Kapferer; but this
Lafayette, manned by American volun- confirmed by the whole range of Tellier fly- department ceased production in 1925, and
teers, and helped to re-establish Allied ing boats appearing in the Nieuport cata- the name Astra disappeared with it.
supremacy on all fronts. logue. But the Nieuport management evi- The new company made its first public
The output of the N ieuport company dently had a change of heart, as flying boat appearance at the Seventh Salon d l'Avi-
during the war was prodigious; in these four development and construction ended with ation in Paris in November 1921. Shown
years the firm produced some twenty differ- the Nieuport-Tellier TM, and construction on the stand were the NiD 30T2, and
ent types, all remarkable in their own way. of the two Tellier 4R 450 machines was the sesquiplane that had won the 1921
In 1915, the firsttwo-seat sesquiplane scout, abandoned. Alphonse Tellier was terribly Coupe Deutsch carrying the racing num-
the Nieuport 10, and the Nieuport 12 affected by this decision and fell gravely ill,
ber '1'.
reconnaissance machine were produced. By and in 1919 he gave up all his professional Nieuport was very successful in competi-
1916, the famous Nieuport 11 was intro- activities and retired to Grasse. tive events, as will be recounted later, and
duced: this aircraft not only rapidly When the war ended, virtually all con- was fortunate in having a number of expe-
equipped the Aviation Militaire, but also tracts were cancelled. This came as a rienced pilots to fly their machines, includ-
found service in the RFC and RNAS. Many severe blow to the French aircraft industry, ing Kirsch, who has been mentioned before,
of the French aces scored with this aircraft, which had expanded in the expectation of Lasne, and particularly Sadi Lecointe.
including Guynemer with fourteen victo- manufacturing large quantities of aircraft Lasne was born in November 1894 at La
ries, Deullin, Dorme, Heurtaux, Pelletier to support the final offensives in 1919. Ferte-St-Aubin, several miles south of
d'Oisy, Pinsard, Navarre and Nungesser. Instead it had to adapt its expertise in the Paris. Intensely interested in aviation,
These two-seater and scout designs were fur- design and manufacture of aircraft when the war broke out he was posted to
ther developed, notably the ieuport 17, 24 acquired during the war to the rigours of Escadrille MS.38 - but as a lorry driver. He
and 27, which saw extensive service with the new world peacetime economy. got himself transferred to flying training at
the Aviation Militaire, the Royal Flying Avord in 1916, where his instructor was
Corps and the Imperial Russian Air Service. Sadi Lecointe, and he qualified in March
The manufacture of some N ieuport lIs and Nieuport-Astra 1917 (brevet no. 5870) He then flew with
17s was subcontracted to Borel, Duperon, Escadrille N.93 in the Vosges from May
Niepce et Fetterer (DNP), R. Savary et The demobilization of the armed forces at 1917 to August 1918, when he was posted
Henri de la Fresnaye and Societe Anon. the end of the war led to huge stocks of to the flight test escadrille at Villacoublay.
Fran~aise de Construction Aeronautiques unwanted aircraft, engines and compo- He joined Nieuport on 1 April 1920.
(SCAF), and from licensees Nieuport-Mac- nents. These were not only vastly in excess Unlike other companies, N ieuport-Astra
chi and Elettro-Ferroviera in Italy,. and. of the requirements of the civil market, but suffered little from the massive surplus of
Duks, Mosca and Anatra in Russia. The were not entirely suitable for peacetime war material, since between 1922 and 1924
Nieuport 28 appeared in 1917 and was allo- use. Thus although the Nieuport company the demand for small fighter aircraft was
cated to the United States Air Service, ended the war with the N i 29C1, a scout still strong in France and elsewhere: thus
which received about 300. The Nieuport 29 with an excellent performance, demand eighteen government contracts and export
came too late to see service in the war, but was slow to materialize, and the company orders totalled some 700 NiD 29C1 aircraft.
carried on for eleven years afterwards and was forced to layoff the majority of its In fact this total exceeded the production
also served with overseas air forces. There workforce. capacity of the factory at Issy-les-Moulin-
were other aircraft, too, in particular a two- Gustave Delage continued to manage the eaux, and it became necessary to subcon-
seater reconnaissance machine that was also company, with the financial support of the tract a large part of this production to other
capable of bombing. heirs of Henri Deutsch de la Meurthe, who manufacturers, including Bleriot, Buscay-
In August 1918, Societe N ieuport bought had died on 24 November 1919 aged seven- let, Farman, Letord, Levasseur, Potez and
the company Societe A. Tellier et Cie, ty-three. But in August 1921 the company Schreck.
which before the war had manufactured amalgamated with the Societe Astra and In 1925, twenty-five squadrons of the
marine engines and until 1916 had pro- the Compagnie Generale Transaerienne, to Aeronautique Militaire were equipped
duced a succession of multi-engined flying form a new company called Nieuport-Astra. with these aircraft, which remained in
boats for the French navy. Its founder Nieuport were no strangers to Astra, as it front-line service until passed on to the
Alphonse Tellier became technical director had taken over the construction of Astra flying schools in 1928. They were also
of the marine department of the Nieuport aircraft designs in 1913, to allow the latter exported to six other countries, and were
company, and engineer Robert Duhamel company to concentrate on airships. M. built under licence by four of these.
became its chief designer. Two yards belong- Gradis, son-in-law of Henri Deutsch de la Nieuport experienced a very prolific
ing to Societe Tellier, at Isle de la Jane and Meurthe, became chairman and managing period after 1928: it produced some 700
at Argenteuil, were linked up with the facil- director; M. Thomas and M. Bazaine NiD 62 scouts and derivatives, and it also
ities at Issy-les-Moulineaux and continued became respectively the director of admin- bought the Societe Dyle et Bacalan, the
to manufacture hulls and assemble flying istration and the commercial director. flying school near Bacalan in Bordeaux.
11
THE COMPANY
12
THE COMPANY
turned out this objective was never attained, nical advances for the previous twenty shareholders. Bad management and a failure
in the face of severe competition from years. Instead he dedicated himself entire- to integrate or coordinate the production of
Gnome-Rhone and Hispano-Suiza. ly to his other creation, Jaeger-France, its component companies led to the disinte-
Societe N ieuport joined the consortium which he had formed in 1917 to produce gration of the consortium towards the end of
on 11 February 1930, contributing 75 per precision instruments for the automotive 1932. Nieuport and SAB regained their
cent of its capital; but the integration did and aviation industries. independence at the beginning of 1933,
nothing for Nieuport's prospects, and did After two years of existence, it was evi- though were incapable of existing alone.
not revitalize the previously busy produc- dent that SGA was in serious financial trou- N ieuport therefore found a new partner in
tion lines. Seeing the writing on the wall, ble. The profit levels of 1930 could not be Chantiers de la Loire, but it was required to
at the end of 1932 Gustave Delage left the sustained in 1931 and 1932, although gen- cede its Bordeaux affiliate SAB to Marcel
company, where he had directed the tech- erous dividends continued to be paid to Bloch, which soon became part of the
Societe Nationale de Construction Aero-
nautiques du Sud-Ouest (SNCASO).
In August 1936, the aviation industry was
nationalized by the Front Populaire left-wing
government that had been elected on 3 May
1936. Thereby Loire-Nieuport became part
of the Societe Nationale de Construction
Aeronautiques de l'Ouest (SNCAO).
With the loss of Gustave Delage, its guid-
ing influence, and its independent identity,
the products of the Nieuport company were
no longer recognizable as descendants of
the line that began before World War One.
Societa Anonima
Nieuport-Macchi
In 1912 the Italian War Ministry
announced a competition to select an aero-
plane for the armed forces. One tender
came from Carlo Felice, a sportsman and
inventor: together with Roberto Corsi, a
businessman with an engineering back-
ground, and an artillery officer, Captain
Costantino Biego di Costa Bissara, he pro-
posed to form a company to manufacture
N ieuport aircraft under licence. These gen-
tlemen approached Giulio Macchi, an
engineer who owned a small foundry and
sawmill in Varese, to finance the company.
An agreement was signed to form the N ieu-
port-Macchi company with a capital of
200,000 lira on 1 May 1913: this took place
at a meeting between Leon Paul Maurice
Bazaine, representing the Nieuport compa-
ny; Paolo Molina, the legal representative
of the Macchi brothers; and Giovanni De
Martini of the Wolsit company of Legnano.
The aims of the company were 'the manu-
facture and sale of apparatuses for aerial
locomotion and components, accessories,
tools and other articles relevant to such
devices, their operation and repair etc'. The
technical manager was Enrico Amman, and
Felice Buzio became his deputy_ Nieuport
sent pilots and technicians to train the Ital-
ian personnel, and also arranged a supply of
Nieuport-Macchi 11s under construction at Varese. Giorgio Apostolo Gnome engines.
13
THE COMPANY
The new company did not win the War Shortly after hostilities began between developed into the M.5bis and the M. 7, the
Ministry contract. However, the govern- Italy and Austria-Hungary, an Austrian latter designed by Alessandro Tonini, who
ment did buy three 100hp N ieuports Lohner Type L flying boat suffered an engine had been appointed as technical manager at
assembled from French components by failure and was forced to alight intact at Varese. Two companies based in Naples,
seven workmen at Varese in a shed rented Porto Corsini near Ravenna. In less than Industrie Meridionali and Construzioni
from the Macchi car body factory, and seven weeks Nieuport-Macchi had built an Aeromarittime S.A., assisted in the produc-
later in the year it ordered another fifty- exact structural replica powered by a 150hp tion of the M.7 series, developments of
six. These machines, designated Nieuport Isotta-Franchini engine. Flight testing was which continued in service until 1928. The
10.000, were two-seat biplanes powered by carried out by a naval pilot, Lt Giovanni M.9 was a scaled-up M.8 and was produced
80hp Gnome engines, and intended for Roberti, based at Schiranna on the shore of in military and civil forms. The final sea-
tactical reconnaissance. a lake near Varese, where a shed was erect- plane produced by Macchi was the M.12, a
During 1913 the company designed its ed specifically for this purpose. This aircraft, twin-boomed machine designed by Buzio
first indigenous machine, a parasol deriva- the L.1, totally outperformed the equipment towards the end of the war.
tive of the two-seat Nieuport monoplane, then operated by the Italian navy, the Although some contracts were can-
and it underwent further development in French FBA flying boat built under licence celled when the armistice was signed be-
the hands of Clemente Maggiora, a pilot by Savoia at nearby Sesto Calende. tween Italy and Austria-Hungary at Villa
who arrived at Varese early in 1914. Alto- In 1916, the L.1 was replaced in pro- Giusti, altogether Nieuport-Macchi pro-
gether some forty-two were built for duction by the L.2, a redesign of improved duced some 2,538 aeroplanes during the
artillery spotting. On 4 December 1914 performance. This design was in tum war. Of these, forty-two were Parasols;
Maggiora established a new world altitude quickly replaced by the L.3 (renamed the fifty-six Nieuport 1O,000s; fifty Maurice
record in one of these, climbing to a height M.3), of similar configuration but essen- Farman Series lIs, with the standard 80hp
of 2,700m (8,860ft) with two passengers, tially a new design by Felice Buzio. Large- Renault engines replaced by the 100hp
Count Patriarca and Zanibelli, a pioneer ly due to its low weight, this design showed Fiat A.10; 240 Nieuport lOs; 646 Nieuport
aviator. More records followed: on 19 a significantly improved performance lIS; and the remainder mainly Nieuport
December a height of 3,750m (12,300ft) compared with its Loehner predecessors, 17s. To these can be added the flying boats
was reached in thirty-eight minutes, carry- and this was demonstrated on 10 October produced at Schiranna and Masnago: 139
ing one passenger; and in March 1915, fly- 1916 when it established a new world L.1s; ten L.2s; 200 M.3s; two MAs; 240
ing from Malpensa, an Italian altitude time-to-height record for seaplanes by M.5s; a single M.6; seventeen M.7s and
record of 3,790m (l2,435ft) was estab- reaching 5,400m (l5,170ft) in forty-one thirty M.8s; and sundry other types,
lished, again with one passenger. minutes. A total oflOO were built, and the totalling more than 640 machines.
Nieuport-Macchi had become an im- increased production required an exten- Most military contracts were cancelled
portant element of the Italian aircraft sion of the manufacturing facilities on the when the war ended. In the aftermath,
manufacturing industry, and by the end of lake. This design was used extensively by governments had more pressing needs
1915 the Varese factory had expanded sig- the Italian navy in the Adriatic on recon- than to establish the infrastructure for
nificantly, with its workforce increasing naissance and bombing missions. civil aviation, and the aircraft manufac-
from eighty-four in May 1915, to 625 by The management of the company was turing industry had no alternative but to
the end of 1915, and to 1,554 a year later. now restructured in recognition of the fact consolidate. Nieuport-Macchi ended the
Production was further facilitated by the that production was now centred on two war with four factories, those at Coquio
construction of a new factory, equipped distinct types of aircraft. The technical and Malpensa building landplanes, and
with new machine tools, behind the old manager, Enrico Amman, remained at those at Masgano and Schiranna building
Macchi car-body plant. Varese to direct work on land-based air- seaplanes. Workers were laid off, the num-
Although an important aircraft in the craft, while his former deputy, Felice bers reducing from a peak of about 2,825
development of Italian aviation, the per- Buzio, was promoted to head the seaplane employees to around 500. Nevertheless,
formance of the Nieuport 10.000 under department, now firmly established in the company made strenuous efforts to
difficult service conditions had not been much enlarged premises at Schiranna on promote its aircraft for civil use, and had
outstanding. By the end of 1915 it had the shores of Lake Varese. some success in winning orders.
been replaced in production by the Nieu- The M.3 concept was further developed The first postwar machine to appear was
port 10, of which a total of 240 were built, through the MA, of which only two were the M.9bis, a four-seat cabin version of the
and this in tum was replaced by the Nieu- built - the M.8, with a redesigned wing of military M.9. Next came the M.18 flying
port 11. The company continued to search greater stiffness and reduced drag, and the boat, in both civil and military forms, fol-
for records during 1916. One feat was the M.9, a scaled-up version of the M.8 used lowed by the M.14 military trainer and
altitude of 6,550m (21,490ft) reached by for anti-submarine patrols. M.14bis fighter designed by Alessandro
Goffredo Gorini in a Nieuport 11. Subse- At the beginning of 1917 Buzio and Tonini. In parallel with the M.14 came the
quently the Nieuport 17 and Hanriot HD Calzavara designed the M.5, a seaplane M.15 reconnaissance biplane. Tonini also
1 were also produced in large numbers, 150 fighter used by the Italian navy in some designed a diminutive single-seat light
of the former being built. The Hanriot was numbers to escort flying boats. Calzavara touring aircraft, which attracted domestic
an outstanding machine compared with was naval officer on assignment to Macchi and overseas orders. The M.24 twin-
the earlier N ieuports, and was delivered by from the Ufficio Vigilanza Costruzioni Avi- engined seaplane was produced between
Nieuport-Macchi to Italian squadrons atorie (Aircraft Manufacturing Inspec- 1923 and 1927, and was used by the Regia
from November 1917. torate) in Milano. The M.5 was further Aeronautica as a bomber, reconnaissance
14
THE COMPANY
and torpedo aircraft. The M.24 was the but the decision was made by the company Stocks of government war-surplus air-
last aircraft designed by Tonini, who was to undertake its own design work. To this frames, engines and components were
superseded by Mario Castaldi. end in 1917 the company employed Major taken over by the Aircraft Disposal Com-
Beginning in 1924, the company built S. Heckstall-Smith as managing director, pany, a syndicate formed by Frederick
about eighty N ieuport Delage 29C fighters and H.P. Folland as chief engineer and Handley Page using his company as a sole
under licence. This aircraft was the last designer. Both were formerly of the Royal selling agency and for technical back-up.
type produced in co-operation with Nieu- Aircraft Factory. The Nieuport company availed itself of an
port: thereafter the company was reformed The first indigenous design, the B.N.l offer by Airdisco to buy back its own air-
as Aeronautica Macchi, a title that it powered by the Bentley B.R.2 rotary engine, craft at a fixed price in order perhaps to
retains to this day. appeared in March 1918 but was not put protect its own sales, although it was diffi-
into production. This was followed by the cult to believe that there would be a sig-
Nighthawk. This machine was ordered in nificant postwar market for such aircraft.
The Nieuport and General large numbers, but severe problems with its In the event the company closed down in
Aircraft Company engine, the A.B.c. Dragonfly, led to the col- August 1920 and was put in the hands of a
lapse of the production programme. Some receiver the following month.
The British Nieuport company was formed Nighthawks were re-engined with Bristol The Gloucestershire Aircraft Company
before the outbreak of the war by Samuel Jupiter engines, and some airframes were took over their design and used the air-
Waring, to manufacture Nieuport designs retained for conversion to Nightjars, a frame as a basis for the Mars/Bamel racers
under licence in the United Kingdom. Its navalized version. Nieuport also built the and the Sparrowhawk, which it sold in
manufacturing facilities were at Crickle- prototype of a two-engined bomber, the some numbers overseas. H.P. Folland
wood in north London. During the war it London, but the war ended before it could joined the company shortly afterwards as
also built several hundred Sopwith Camels, be put into production. chief engineer.
~
International Michelin Cup. 1911. 1st NIEUPORT.
Gordon- Bennelt Cup. 191 I. 1st NIEUPORT.
-=,' "
="..::.
The Creat F rellth Military Compdition has prov«l an o'r-et'ft'helming su.~ for the ~
NIEUPORT Monopt~e,
•
~~
The NIEUPORT ha.d onl)' one machine entered.
The NIEUPORT was first to 6nish the preliminary tNls.
The NIEUPORT was first i:<. the fnW Compdition. cO~'erin3 185 miles at an a'Yuage
speed (official) of 77:5 miles an hour. \oo"ith the rqulation load of 666 Jbs.
Send all enquif'icl to the Sole Cancessionna.ire foe the British Empire :-
l\IIAURICE DUCROCQ,
BROOKLANDS AERODROME, WEYBRIDGE, SUR!U:Y.
15
THE COMPANY
Production in Russia
Most of the aircraft produced to Nieuport
designs were used for military purposes and
built under licence by the Duks Company,
which also manufactured its own variants.
Some early Nieuports were built by the
Russo-Baltic Wagon Works (R-BVZ), Ana-
tra (Nieuport 11), Mosca (Nieuport 11),
Schetinin works in Petrograd (N ieuport
11) and the Lebedev factory (N ieuport 10).
Those from the Schetinin works were criti-
cized for their poor wing construction.
The Duks company was founded in
Moscow in 1894 to build bicycles and
motorcycles, and changed to manufacturing Seguin opened a works in Moscow for the ture to supply aircraft and engine compo-
aircraft in 1910, producing six machines in assembly of Gnome engines, mainly from nents was generally lacking. As a result
its first year. The managing director was imported French components. Although most material had to be imported, and this
YA. Meller, and the production manager VA. Lebedev started a small factory in 1911 led to severe difficulties, particularly dur-
was engineer VV Bortashevich. The origi- to build integral propellers, the infrastruc- ing the early part of the war.
nal name was changed to Aktsionyemoye
Obshchestvo Vozdukhoplavania, 'Duks'
Genealogy of the Societe Nieuport & Associates
being derived from the last word. A ware-
house and repair facility was also set up in St
1907
Petersburg. Its first machine was a Farman
copy powered by an 80hp Gnome engine.
The Duks plant occupied an area of 1908
50,000sq m (540,OOOsq ft). By 1914 it was
employing about 1,025 workers, producing
ten to twelve machines per month; by 1917 1910 Nieuport &
the firm had grown to employ over 2,400 General
workers, completing some sixty machines
per month on an assembly line basis. Dur-
1912
ing the period from 1910 to 191 7 the com-
pany produced 1,733 aircraft, of which
about 150 were produced before the war.
The first N ieuport design to be built by
Duks was the Nieuport IVG monoplane fit-
ted with the 70hp Gnome engine; about 1913 Nieuport Macchi
300 of these were built in Russia, mostly by
the Duks company. The next design to be
Cie Gale Transaerienne
built was the Nieuport 10. A total of about 1921 Gloucestershire
700 of these types were built. Other Nieu- 1924 Aircraft Co Aeronautica Macchi
port designs that were manufactured include
the 11, 16, 17,21, 23, and 24bis; 133 Nieu- 1930
port 17s were built by 25 October 1917.
Following the Bolshevik coup d'etat of
1917, the Duks company became GAZ
No.1 (State Aircraft Factory No. 1), and Ste Aerienne
continued to produce Nieuport 24 aircraft. I------~I Bordelaise
Sixty were built in 1920, and a further
eighty before production ceased in 1923.
Some dozens of Nieuport 17s were built 1933 L -_ _- . - -_ _ ---'~ Chantier de la Loire
by the Anatra factory at Simferopol, all
these being sent to the Kacha fighter school
near Sevastopol on the Black Sea.
1937
L- ---'~_B_re_gu_e_t _
16
CHAPTER TWO
17
NIEUPORT AIRCRAFT BEFORE WORLD WAR ONE
joined with the spacers by mortise joints. It two fins protruding above and below at metal tube connected to a pair of foot ped-
was internally braced with piano wire. about midspan. As was common for the als, which controlled each wing indepen-
Unlike the first machine, the whole length period, the wings were of thin section with dently. The aeroplane was controlled in
of the fuselage was covered, in this case by a distinct camber, and the leading and trail- pitch and yaw by a control column. N ieu-
rubberized fabric. The forward part of the ing edges were slightly tapered. The wings port considered that this mechanism gave
fuselage, including the cockpit, was made of were constructed with two parallel spars of some means of automatic control, as the
welded metal tubing. In front, the longerons ash, with fourteen ribs spaced equally about pilot would naturally depress the pedals, in
on each side projected beyond a bulbous 30cm (1ft) apart. The spars were inserted in the correct sense, to counteract any devia-
firewall and were joined by curved metal sleeves mounted on the fuselage sides, and tions in flight due to gusts.
supports. The engine was connected to the whole wing was internally braced with The undercarriage consisted of a single
these supports by means of a curved clip sur- piano wire. Each wing was supported by two skid connected to the lower longerons by
rounding each cylinder. The pressurized fuel stranded cables connected to two pressed- two V-struts, one from the front engine
and oil tanks were placed immediately steel brackets bolted around the front spar bulkhead and the other from aft of the
behind the firewall. The front fuselage was at about mid-span, an upper one that was cockpit. There was no wire bracing. Two
deep enough for the pilot to be almost total- supported by a cabane structure formed wheels, splayed slightly outwards, were
ly enclosed, with just his head protruding. from four metal tubes over the cockpit, and supported by a metal leaf spring mounted
Although no windscreen was fitted, the a lower one connected to the undercarriage on top of the skid. By this design, which
front coaming of the cockpit sloped slightly skid. Two further cables, attached in a sim- was a feature of his aeroplanes, Nieuport
upwards, and bands of linen were also ilar way to the rear spar of each wing, pro- believed that as the aeroplane rested on
stretched around the shoulders to give the vided both support and a means to warp the the wheels and the rear of the skid, it
pilot some protection from the slipstream. wings. The upper pair of cables from each reduced the loading on the rear fuselage,
A flat, semicircular tailplane was mount- rear spar were joined by a heavy gauge, thereby enabling the structure to be
ed on top of the upper longerons. A univer- plain wire that slid through a steel tube sup- lighter and at the same time reducing the
sal joint was fitted to the vertical sternpost ported by the cabane struts, and the lower number of times the fuselage needed to be
on which pivoted the control surfaces: pair of cables was attached to a lever posi- re-rigged. The narrow track did mean,
these consisted of a horizontal plane, made tioned below the fuselage near the rear skid however, that the aircraft sometimes hit a
from welded tubes covered in linen, with support. This in turn was attached to a wingtip on the ground whilst taxiing, and
observers had also noted that it oscillated
laterally when taking off.
This machine was powered by an air-
cooled derivative of the earlier Darracq
engine. This had a stroke of 120mm and
bore of 130mm, and produced 20-24hp at
1,200rpm. It drove a Chauviere Integrale
propeller of 2m (605ft) diameter and
120-150cm pitch. Petrol was supplied to
the carburettor, situated within the cock-
pit, by gravity from a tank placed in front
of the pilot.
N ieuport's company, the Societe
Generale d'Aero Locomotion, entered
Nieuport liN flown by Edouard Nieuport at the Grande Semaine de Champagne at
three identical machines at the Semaine
Rheims in 1910. Philip Jarrett d'Aviation de la Champagne at Bethy,
held from 3 to 10 July 1910. These aero-
planes were piloted by ieuport, N iel and
Nogues, and were given racing numbers:
48, 49 and 50. The machines averaged
around 70-75km/h (44-47mph), and No.
48 recorded a speed as high as 84km/h
(52mph). Nevertheless, an observer noted
that, although the aeroplanes were fast,
control was somewhat erratic.
Modifications were therefore put in
hand to improve stability, and when the
aeroplane was exhibited on the company
stand at the Paris Salon in October, it was
fitted with a delta-shaped tailplane and a
pair of elevators with curved trailing edges.
Shortly afterwards, this was replaced with
Nieuport liN with a more conventional empennage. Philip Jarrett a semicircular tailplane. The tail assembly
18
NIEUPORT AIRCRAFT BEFORE WORLD WAR ONE
Nieuport Engines
Two-cylinder, horizontally opposed air-cooled engine.
Cast-iron pistons. Conne.cting rods and crankshaft of
special steel. Cylinders screwed into an aluminium
crankcase. The crankshaft was splash-lubricated, and
oil was recirculated by a gear pump, worm-gear driven
from the magneto driveshaft. Cam-actuated inlet and
exhaust valve, timing adjustable from the cockpit. Nieu-
port magneto and high tension ignition. There were at
least four versions, but no details are available.
28-32hp at l,300rpm
Bore 130mm, stroke 135mm
Capacity 4.31tr (09gal)
Weight 70kg (154Ib)
Consumption, petrol 16ltr/h (35gall, oil 2ltr/h (OAgal)
Price 5,000Fr
1
19
NlEUPORT AIRCRAFT BEFORE WORLD WAR ONE
November 1912 that was very different carriage was much simplified to save was shortened by removing five of the four-
from its predecessors: it was designed for weight, and consisted of two large wheels teen ribs, and both the chord and the cam-
speed, and called lObus' (meaning 'shell' positioned at the ends of a leafspring ber were reduced. The cabane struts were
or 'bullet') by the press because of its which was supported by a short steel skid shortened, and the cockpit area was stream-
streamlined shape. Although it retained a attached directly at the rear to the fuselage lined by adding mouldings front and rear.
similar fuselage and tail assembly to earli- and welded steel struts attached to the The undercarriage skid was shortened in
er designs, the 50hp Gnome driving a Regy lower longerons at the firewall. front of the forward V-strut, and the spokes
propeller was closely cowled, with the Nieuport entered a single-seat racer, of the large wheels were covered with can-
domed cowling cut away only at the bot- powered by an 80hp engine and piloted by vas. Unfortunately the Nieuport did not
tom. The span was reduced to 7m (23ft) by Dr Espanet, for the Coupe Gordon Bennett win the event: this honour went to Maurice
removing two ribs from each wing, and the of 1913 held in September at Betheny. It Prevost in a Deperdussin, at a speed of
section was of noticeably less curvature had the general shape of the Type II, but 203km/h (l26mph). To rub salt into the
and incidence. The sides of the cockpit the Gnome engine was almost totally wound, the Ponnier that came second at a
were cut away so that the pilot could see enclosed in a rounded cowling, with only speed of almost 200km/h (124mph) was a
the ground over his shoulder. The under- two small cooling apertures. The wingspan near copy of the 1911 Nieuport. This
marked the end of this line of development,
and Nieuport quickly produced two new
monoplanes, the Types XI and XIII.
The Type II was used by the Nieuport
flying school at the beginning of the war.
Argentine purchased one Type IIG, along
with one Type IV, both aircraft serving
with the Escuela de Aviacfon Militar. Rus-
sia acquired around fifty Type lIs and Ills
for use as trainers. Finally, Spain had one
Type lIN and two Type IIGs in service
with the flying school at Cuatro Vientos
between 1912 and 1914.
20
NIEUPORT AIRCRAFT BEFORE WORLD WAR ONE
21
NIEUPORT AIRCRAFT BEFORE WORLD WAR ONE
November 1911. The competition was lim- 299km (186 miles) across country between closed circuit record over a 5km (3mile)
ited to French aeroplanes powered by Reims and Amiens. The N ieuport machine, course with two passengers at a speed of
French engines and attracted a total of thir- powered by a 100hp Gnome driving a four- 102.85km/h (64mph).
ty-five machines from fifteen manufactur- bladed propeller and flown by Charles All the multi-seat Nieuports before
ers. A number of preliminary tests had to be Weymann, easily completed the qualifying 1914, with the exception of two, were
carried out. These tests consisted of three tests, and completed the speed course in derivatives of the Type IV. Only two vari-
separate flights with a landing, take-off and 2hr 33min 52sec at an average speed of ants featured in the catalogue of the peri-
repeat landing made respectively on a 116.7km/h (n.5mph), beating the next od, but photographs show a multiplicity of
ploughed field, stubble and a clover field. best by over 35min. The winning machine modifications, most of which related to
On each occasion the machine had to be was bought for 100,000Fr (£4,000) and ten the rudder. Other modifications, arising
dismantled and returned to the aerodrome similar machines were ordered at a price from experience of the military, were con-
by road. After the three landings, a flight to of 40,000Fr (£1,600) each. A bonus of cerned with improving the pilot's view of
measure fuel consumption was required over 280,000Fr (£11,200) was also awarded to the ground, accomplished by reversing the
a distance of299km (186 miles) at a speed the winner for exceeding the minimum position of the pilot and passenger, and
of not less than 60km/h (37mph).Then fol- speed requirement. making cut-outs at the wing root.
lowed two separate flights made at full load Claude Graham White flew a 70hp Type The Aero Club of France Grand Prix was
to a height of 500m (1,640ft) within fifteen IVG at the Boston meeting in the USA in held over three laps of a triangular course at
minutes. Following these preliminary quali- November 1911. A Type IVM was exhibit- Angers on 16 and 1.7 June 1912. It was a
fying tests, the winner would be the aero- ed at the Third Paris Salon in December handicap race with time allowances given,
plane that without landing, flew fastest with 1911, alongside a Nieuport IIN. On 20 July depending on the number of passengers
a load of 300kg (6611b) over a distance of 1912, Edouard Nieuport gained the world carried. However, because of very poor
(Above) Claude Grahame White about to take off in his 70hp Nieuport IVG at the 1911 weather only six competitors started out of
Boston meeting. Philip Jarrett the twenty-eight entrants qualified to start;
these included a N ieuport powered by an
Claude Grahame White's 70 hp Nieuport IVG '16', destined to become 282 in RFC
service, in the United States in 1912, with mechanic Reginald Carr in the cockpit.
80hp Gnome engine, piloted by Helen, who
Philip Jarrett was quickly eliminated with a broken valve,
breaking his undercarriage on landing.
The Nieuport company also entered two
aeroplanes, powered by 80hp engines and
piloted by Espanet and Gobe, in the Circuit
d'Anjou, for four-seater aeroplanes. Each
Nieuport featured a streamlined hemi-
spherical cowling over the 80hp Gnome,
especially built for the race, with the pro-
peller mounted on an extension shaft, the
undercarriage with the three V-struts, and
notably a long triangular fin in front of the
rudder, similar to those fitted to the float-
plane derivatives. The wingspan was about
22
NIEUPORT AIRCRAFT BEFORE WORLD WAR ONE
12.5m (41ft), some 40cm (16in) greater to continue until the end of the year, but Kavalkin engines. The Schetinin plant
than the Type IVG. Unfortunately Espanet decided to stop because of bad weather, built a Type IV '1914', featuring a longer-
retired with engine trouble after achieving secure in the knowledge that his distance than-standard-span wing and powered by
the best handicap time over the first lap; he could not be beaten. 80hp Gnome or Clerget rotaries. Eighty
did, however, win the consolation race held Although the Type IVM had won the Type IV-Espanets, powered by 50hp
on the following day. military competition in 1911, few, if any, Gnome engines, were also built by the
In 1913, General Bernard, head of equipped any escadrille. As will be ex- Schetinin plant in 1915. This type was
French military aviation, expressed a plained later, a single French escadrille, des- characterized by a very flexible, rectangu-
requirement for an armoured aircraft, and ignated N 12, was formed in 1912 at Reims lar-shaped wing with two ribs fewer in
the entrants were displayed before French with six Type IVGs powered with the 50hp each wing. One of these aircraft was fitted
and foreign dignatories in June 1913 at Gnome engine. Later deliveries were pow- with an 80hp Gnome. The Duks plant
Villacoublay. Dr Espanet presented a mod- ered by the 80hp Le Rhones. built small numbers of the Type IV 'Duks'
ified Type IV, in which the engine was Sales of the Type IVG were made to the in 1912, powered by the 70hp Gnome.
enclosed in a cylindrical cowling and pro- military of Great Britain, Italy and partic- Both the Duks and Schetinin plants built
tected by a shuttered plate. Nieuport had ularly Russia. Three engine options were large numbers of the Type IVG with 70hp
considerable reservations over the effect of available, of 50, 70 and 100hp, with the Gnomes, and Type VIMs with 100hp
the increased weight due to the armour 70hp version generally giving the best Gnomes. As will be discussed later, Italy
plating on the flying characteristics; how- performance. About 300 Type IVs were acquired its first Nieuports in 1911, sever-
ever, in the event this modification was built under licence in Russia in five basic al being assigned to the 1a Flottiglia Aero-
not put to the test, as the pilots refused to versions. Early examples were powered plani (Tripoli) with the Expeditionary
fly four out of the six entrants. by 50hp Gnome, 60hp Gnome or 60hp Corps in Libya.
Four Nieuport aeroplanes were shown at
the December 1913 Paris Salon. One of
these, powered by an 80hp Gnome fitted
with an Integral propeller, was used by
Helen to win the International Michelin
Cup for that year. He completed his
marathon on 2 December, by which time he
had officially flown 16,096.6km 00,002.4
miles) in thirty consecutive days. Counting
nine days flying lost through having to stop
before reaching the official timekeeper, he
had in fact completed 20,787km 02,917
miles) in thirty-nine days. He had intended
Engine: 20hp Darracq 30hp Nieuport 50hp Gnome 50/100hp Gnome 100hp Gnome
Dimensions: Span, m (ft) 7 (23) 8,4 (27.6) <8,4 (27.6) 10.93 (35.9) 12.25 (40.2)
Chord: at root, m (Et) 2.08 (6.8)
at tip, m (ft) 1.73 (5.7)
Length: m (ft) 6 (19.7) ~7 (23) 6.95 (22.8) 8,4 (27.6) 8.5 (27.9)
Height: m (ft) 1.52 (5)
Wing area, sq m (sq ft) 12 (129) 14 (150) 12.9 (138.8) 20.5 (220.5) 22.5 (242)
23
NIEUPORT AIRCRAFT BEFORE WORLD WAR ONE
Type lVs saw limited service in other The 'Destroyer' out-performed its com- Each float sprouted two small hydrofoils at
countries before World War One. One petitors and attracted an order that was the front, with the dual purpose of reduc-
Type lVG (christened 'la Argentina') later cancelled. Some time in 1914, the pro- ing the impact of spray on the propeller and
served with the Escuela de Aviaciofon Mil- totype was allocated to a squadron sta- preventing the floats from nosing into the
itar in 1912. A Type lVG, owned by E. tioned on the outskirts of Paris whose duty water. A third float - oval in shape, with a
Argyropoulos and christened 'Alkyon', was was the interception of airships, and for this capacity of 150ltr (33gal) and weighing
the first aeroplane flown in Greece. Five task the aircraft was modified: the complex lOkg (221b) - was placed under the rear of
Type lVs were purchased by Spain in April gun mounting was removed, and the gun- the fuselage. A panel of canvas had been
1913 and assigned to the Escuela de Peu. ner, equipped with just a large-calibre rifle removed from the starboard side of the
Sweden purchased two Nieuport lVGs, the and some cartridges, was seated behind the fuselage under the wing, and had been
first in 1912 and the second the following pilot facing forwards. The spinner was replaced by a sheet metal surround screwed
year. (The operational history of N ieuport removed to improve engine cooling. to the side longerons and spacers. The two-
monoplanes before and during World War bladed propeller was replaced by a four-
One is covered in Chapters 4-7.) bladed one of smaller diameter, but this was
Nieuport Type VI found to give an inferior performance and
and FIoatplanes a two-bladed propeller was reinstated but
The Nieuport Destroyer with its tips strengthened with copper plat-
Before the war, N ieuport designed several ing as protection against the impact of
During 1912, Nieuport redesigned the struc- single- and two-seat floatplanes closely spray. With subsequent models the central
ture of their monoplanes in order to reduce based on landplane equivalents. A Type skid was replaced by a metal bar and an
the empty weight and improve the load-car- lVG on floats appeared in April 1912 on additional inverted V-strut connecting the
rying capacity. The wing spars were light- the Seine at Meulan, piloted by l'Enseigne front and rear float supports.
ened by making them hollow, accomplished de Vaisseau Gustave Delage, who designed Three large meetings were held in 1912,
by gluing two shells together. In the fuse- it in co-operation with M. Chasserio. The but Nieuport did not compete in the first,
lage, the longerons were formed ofT-section structure supporting the floats was very held at Monaco at the end of March.
wood, the thickness of any part depending complicated. -The central V-strut of the During August 1912, the French navy
on the load-bearing requirements. Ash was landplane had been removed, and the skid held a competition off the coast of St
used for the front members where the load was deepened somewhat and strengthened Malo. A sum of £1,520 was offered in
was greatest, and pine was used for the rear with bands of linen. Four streamlined struts prizes on the basis of speed, with
sections. Cylindrical tubing replaced the were splayed out from the undercarriage allowances for passengers carried, and
oval-section tubing used for the undercar- anchor points on the fuselage to the floats, Nieuport entered a two/three-seater pow-
riage structure. Alternative control mecha- which were also connected by cross-mem- ered by a 100hp Gnome engine. On the
nisms for wing warping using either hands or bers attached to the central skid. The first day, Weymann and his mechanic took
feet were offered. wooden floats, made of cypress, were wide off from choppy sea outside harbour, but
Several new designs appeared on the but fairly short and were strengthened with the motor was pulling badly and they
Nieuport stand at the 1913 Paris Salon. sheet metal at their bows and by canvas. failed to gain altitude, so an emergency
One of these, dubbed the 'Destroyer', was
an armoured two-seater that generally
resembled the lVM, but featured the new
structural design. It was powered by a four-
teen-cylinder 160hp Gnome engine pro-
tected at the front by an armoured plate
furnished with vanes to facilitate cooling.
The propeller featured a large spinner fit-
ted with six radial cooling gills. The fuse-
lage longerons were of ash, and the spacers
of spruce. The pilot was seated at the front
of a large cockpit on top of a large petrol
tank, and the single gunner was placed
behind, on a seat facing to the right. His
machine gun could be mounted on two or
three fixed spigots set around the edge of a
wide U-shaped frame situated on the two
sides and rear of the cockpit. However, the
field of fire was severely restricted by the
wings and fuselage and by the cabane
struts. The engine and the front portion of
the fuselage to just behind the cockpit
were armoured by 2.5mm and 3mm sheet
metal, respectively. Swedish Nieuport IVG. Philip Jarrett
24
NIEUPORT AIRCRAFT BEFORE WORLD WAR ONE
landing was made; unfortunately one of water. The shape of the rudder was similar to fitted with eyebolts at the base of the float
the floats detached and the machine cap- a quarter sector of a circle and a cabane con- struts for towing purposes. The perfor-
sized, though the crew were picked up safe- sisting of two inverted V-struts joined at the mance of these floats attracted a great deal
ly by a destroyer. On the second day Wey- apices by a horizontal bar. Cruising or max- of interest as they were the only ones in the
mann carried one passenger but did not imum speeds, for they were the same, were competition with steps. The eliminating
cross the finishing line, and was penalized about 100km/h (60mph) in all cases. A stages consisted of six tests: starting the
with twelve demerit points. On the third three-seat version, with the passengers seat- engine without touching the propeller,
day, however, he completed the round trip ed side by side behind the pilot, was exhib- climbing to 500m (l,640ft), gliding from
between St Malo and Jersey in a time of ited at the 1912 Paris Salon, the Brussels 100m (330ft), being hoisted out of the
1hr 41 min, beating the second-placed Exhibition, and Olympia early in 1913. water with a block and tackle, and navigat-
aeroplane by over 30min, and thereby Espanet and Weymann in Nieuports ing a 6.25km (4 mile) course on the floats.
winning a special prize for the fastest time were two of seven qualifiers for the final But numerous accidents before the event
presented by the Isle of Jersey. But due to stages of the 1913 Grand Prix d'Hydro- even got underway saw the end of many of
the problems on the first two days, the aeroplanes de Monaco held during April. the entrants; amongst these was Espanet
Nieuport came only fifth in the military The Nieuports had three-stepped floats (No.6), who had to retire before the final
competition, with a total of twenty-five
demerit points earning 2,000Fr.
For the meeting in September at Tamise
sur Escaut, which was effectively a trial to
select seaplanes for service in the Belgian
colonies in Africa, Nieuport entered two
floatplanes powered by 100hp fourteen-
cylinder Gnome engines and piloted by
Weymann and Gobe. But these aeroplanes
did not show good seaworthiness and were
not particularly fast. The floats were found
to be insufficiently buoyant, and these were
modified by increasing the length and mak-
ing them lighter by replacing the upper sur-
faces with varnished Willesden linen,
whilst at the same time strengthening them
by extending the supporting metal cross-
members across the width of the floats. A
floatplane was shown at the 1912 Paris
Salon, without its wings due to lack of
space. This had floats of 1,850ltr (407gal)
capacity, and by July 1912 large fins in front
of the rudder above and below the fuselage
had been introduced to improve direction- An early type of Nieuport f1oatplane. Philip Jarrett
al stability. All future Nieuport floatplanes
featured these improvements with, in addi-
tion, various changes to the rudder shape.
The first seaplane to appear in the Nieu-
port catalogue was the floatplane derivative
of the Type VI two-seater with a 100hp
Gnome engine fitted with a direct drive
Chauviere propeller. The Type VI had a
similar structure and wings to the Type
IVM, except that, although the longerons in
the fuselage were still made of wood, the
vertical spacers were of steel. The wings had
a slight dihedral angle with washout of both
. camber and angle of attack. The pilot and
observer were seated in tandem. The aircraft
had an endurance of about three hours. One
major advance pioneered by Nieuport was
the provision of a starting handle for the
engine within the cockpit, it being difficult
if not impossible to swing the propeller of a The 100hp Nieuport VIG '6' flown by Gabriel Espanet at the 1913 Grand Prix
seaplane while standing on a float in the d'Hydro-aeroplanes de Monaco. Philip Jarrett
25
NIEUPORT AIRCRAFT BEFORE WORLD WAR ONE
started after he damaged his port float on a headed to Margate, and then along the fitted to the Type XIII. The three-step
wave. Weymann managed to take off into Thames to Woolwich, where they de- floats were constructed of three-ply bot-
wind after leaving the harbour, but towards scended and skimmed the river to their toms, two-ply sides and canvas tops.
the end of the first stage he suffered a seri- destination. After leaving their aeroplane On 12 March 1914 Cdrs l'Escaille and
ous accident as he alighted at Beaulieu half in charge of the Thames River Police, who Destrem of the French navy, each in a
way round the course, when a squall caused later removed the aeroplane to the safety Nieuport floatplane, crossed the Mediter-
his machine to somersault backwards, of their riverside enclosure, they changed ranean from St Raphael to Ajaccio, a dis-
throwing Weymann himself out into the from their oil-soaked clothing at a hotel tance of257km (160 miles) in 2h 45m. In
water. The fuselage broke in two, with the and then visited friends in the City. Unfor- April 1914, at the aviation rally at Mona-
rear fuselage and float detached. As the tunately en route they had passed over sev- co, which preceded the Schneider Cup,
weather had deteriorated no one complet- eral prohibited areas, and two days later Nieuport entered three floatpIanes piloted
ed the course and the competition was found themselves in court at Bow Street by Espanet, Mallard and Weymann with-
abandoned, Weymann receiving 3,000Fr as where they were bound over and charged out achieving worthwhile results. For the
joint second prize. A consolation race was five guineas costs. The authorities relent- Cup, the aircraft had wings shortened to
held the following day in excellent weath- ed to allow them to fly back up the Thames fifteen ribs. The most powerful was very
er, with just four competitors, one of which and proceed to Rotterdam via Dunkirk. similar to a Type IV, unlike the others pow-
was Espanet in No.6. But he continued to They later flew to Emden and back. Their ered by 80hp engines. Mallard's aeroplane
have problems: on taking off he had to jet- Type VI behaved faultlessly throughout. was fitted with a rectangular wing and had
tison some of his spare petrol cans in order In August 1913, Nieuport entered two metal spars that were very flexible, so it was
to gain height, and then had trouble with floatplanes into both the Paris-Deauville easy to flex the wings. It is possible that this
his engine. He gave up after covering race and the military competition at Deau- machine was given to the French navy,
190km (118 miles), coming inshore to ville immediately following it. For the for- which possessed one with metal wings.
alight, and taxiing into port. evertheless mer race, the floatplanes had a 160hp The Aviation Maritime received its first
he still came in third, despite not complet- Gnome engine and a wing similar to the Nieuport floatplane in January 1913, and
ing the course. standard IVM wing, with seventeen ribs. seven had been delivered by the outbreak
Weymann in a Nieuport with a 160hp The cockpit was very cramped when seat- of the war. Three Nieuport VI floatplanes
Gnome with the racing number '5', and ing two. The machines entered for the mil- with 100hp engines were bought by Japan
Espanet in '6' with its 100hp Gnome, also itary competition had 100hp engines, much towards the end of 1912, after two of their
took part in the Jacques Schneider Cup that larger cockpits, quarter-circle rudders, and pilots, Lts Sawada and Nagasawa, had
followed. Espanet dropped out after about the wingspan extended by two ribs. Both been trained at the Nieuport School.
70km (43 miles) with a failed engine. Wey- had the pyramidal cabane strut structure. In
mann was very cautious in the seaworthi- the Paris-Deauville race, which followed
ness trial, and by the time he started, Pre- the course of the Seine for some 330km The Nieuport Type X or 10.000
vost in the Deperdussin was well ahead. (200 miles), Weymann crashed into a tree
Despite drifting wide at the turns, Wey- at Rouen and smashed a wing. Levasseur, Although the military considered the
mann was nevertheless catching up fast - who made two lengthy stops, one due to Type IVM to be better than its competi-
but his engine failed after 240km (150 magneto trouble and the other to refuel, tors, it was still not satisfied with its carry-
miles) and Prevost finished unopposed. came second, although taking more than ing capacity. The Type X used the new
Garros in a Morane-Saulnier had earlier twice the time of the winner; but he was dis- structural design of the second generation
failed to start, but seeing Weymann drop qualified due to missing the control point at of N ieuport aircraft in order to meet these
out, he made a determined effort and man- Mousseaux. The entries for the military more stringent requirements. One of the
aged to take off, and finished the course to competition were also unsuccessful. first Type Xs, if not the first, was shown at
claim second place. Weymann was awarded The floatplane exhibited at the Olympia the 1913 Paris Salon, along with the
third place despite not finishing. Show in February 1914 was fitted with a 'Destroyer'. It was powered by an 80hp
In July 1913, Julien Levasseur entered a revised control system, with a convention- Clerget rotary in a semicircular cowling,
Nieuport floatplane in the Circuit de la al control of the wing warping by a control and the leading edge of the wing was cut
Mer du Nord, which covered the route column replacing the foot-operated sys- back at the roots to improve the pilot's
Paris-London-Dunkirk-Rotterdam-Am- tem. The engine was fitted with a primer view. The large diameter of the Clerget
sterdam-Emden-Ostend-Rouen-Paris. operated from the pilot's seat, and a spe- allowed a roomy front cockpit that was
With M. Rougerie as passenger, Levasseur cially retarded magneto to assist starting, placed in front of the cabane structure and
flew the machine, loaded with 100ltr which was declutched in favour of a nor- fitted with a full-width windscreen. An
(ngal) of fuel and 40ltr (9gal) of castor mally timed magneto after the engine had identical windscreen was fitted to the rear
oil, from the Seine at Meulan to Blackwall started. The wings were now built up from cockpit. Wing warping was accomplished
Pier on the Thames in London. They fol- ribs with three-ply webs and ash flanges through cables connected to the wing
lowed the Seine over a bank of fog at about over steel tube spars. The front spar fitted through two pulleys situated at the base of
1,000m O,OOOft) altitude to Le Havre, and into a tubular socket mounted on the fuse- the rear undercarriage V-strut. Footrests
then followed the coast to Fecamp where lage, and the rear spar was hinged. The ribs were provided for the pilot.
they stayed for about forty-five minutes had a slight amount of play, allowing them It was not clear whether the machine
before continuing to Calais where they to rotate slightly round the spar to facilitate exhibited at the Salon was a two- or three-
refuelled and rested. From there they wing warping. This type of wing was also seater. However, as it evolved, the Type X
26
NIEUPORT AIRCRAFT BEFORE WORLD WAR ONE
27
NIEUPORT AIRCRAFT BEFORE WORLD WAR ONE
Performance: Speed, km/h (mph) 120 (74.6) 115 (71.5) 110-120 (68-74.5)
Initial climb, m (ft) 500 (1,640) in 7min 2-2.7 (6.6-8.8) per sec
The Nieuport-Dunne
In the interests of producing an aircraft of
inherent stability, Lt ].W. Dunne carried
out experimental work, under secrecy at the The Nieuport-Dunne. Philip Jarrett
Balloon Factory at Farnborough, on a series
of aircraft featuring a novel flying wing with
sharply swept back wings and a pusher
engine. In the event the British govern- impressed, and flew one back to Villacou- The Nieuport-Macchi Parasol
ment showed little or no interest in the blay and demonstrated it before the French
concept, and instead, Dunne formed a syn- Aeronautical Corps. At an air meeting at Towards the end of 1913 Macchi produced
dicate of businessmen at Blair Athol in Deauville in August 1913, Felix thrilled the a version of the Type 10.000 with a parasol
Scotland to promote the aeroplane. The crowd by getting out and walking on the wing. Although the parent Nieuport com-
Astra company first became interested in wing while flying solo. N ieuport took out a pany had little influence over the design,
Dunne's D.S design, and sent their pilot M. licence and built at least one machine, fit- the idea of improving the downward view
Montmain over to England to test it. Sub- ted with a much simplified landing gear, by placing the wing above the fuselage was
sequently N ieuport sent Commander Felix which was shown at the 1913 Paris Salon; in all probability copied from other French
to Eastchurch to evaluate it. He was but they could not interest the military. manufacturers such as Bleriot, REP and
28
L
NIEUPORT AIRCRAFT BEFORE WORLD WAR ONE
Morane-Saulnier, who had begun to use which wires supported the wings at one aerofoil of about 1m (Jft) surface area, set
this concept at about the same time. The third and two-thirds span. Flying wires vertically in the direction of flight and
machine was largely developed by a test were connected from the same wing points attached at its centre point to the apex of
pilot named Clemente Maggiora, who to the lower longerons at the junctions the pyramidal wing support pylon. The
arrived at Varese early in 1914. with the undercarriage V-struts. One or skid undercarriage was replaced by a more
The wing was in two halves, joined more airframes had a different cabane strut conventional two-wheeled undercarriage,
across an open centre section by the front structure, whereby two inverted V-struts on an axle supported by V-struts and
and rear spars. The spars at the centre sec- connected the centre of both the front and sprung with bungee cord, and a tail-skid .
tion were supported at shoulder height by .rear spars to the upper longerons. With The aircraft were unarmed.
struts connected to the upper longer~ns. this machine, the wings were supported by A total of forty-two were built. The
With most Parasols, these struts consisted wires from vertical king posts situated at machine was assigned to the Third Army,
of a pair of inverted V-struts at the front the apex of the V-struts. At least one such and was flown from the Medeuzza and Por-
spar, and a pair of single vertical struts at machine was also equipped with a N eri denone airfields in north-eastern Italy. It
the rear. These struts also supported a pyra- propeller with scimitar-shaped blades. was withdrawn from active use in August
midal structure of struts, from the apex of Some machines were fitted with a square 1915.
29
CHAPTER THREE
30
NIEUPORT AIRCRAFT OF WORLD WAR ONE
(Above and below) One of the earliest Nieuport lOs (XBs) delivered to the
RNAS. The upper wing cutout had been replaced by an overwing Lewis gun.
3165 was initially delivered to 1 Sqn RNAS at St Pol on 25 May 1915 and was
with the Dover Patrol Flight by February 1916. JMB/GLS collection
31
NIEUPORT AIRCRAFT OF WORLD WAR ONE
32
NIEUPORT AIRCRAFT OF WORLD WAR ONE
33
NIEUPORT AIRCRAFT OF WORLD WAR ONE
improved by fitting two pillars provided 12bis, and duplicated flying wires. Later died better and had a marginally better ser-
with rubber cord, one on each side of the still, a fin with a curved leading edge was vice ceiling and climbing rate at altitude.
curved support, which eased its movement added, and even later, a stronger undercar- Despite its deficiences, with its greater
up and down. When the Eteve ring was fit- riage was fitted with V-struts of broader power, the Nieuport 12 had a much im-
ted, the upper decking between the cock- chord. One or more were converted to sin- proved performance over the Nieuport 10
pits was removed. By mid-1917, the Eteve gle-seaters. In service, the RNAS found and was ordered in quantity by the Aviation
mounting was being replaced by the T03 that the novel method of attaching the Militaire, the Aviation Maritime and the
ring, which was essentially the Scarff No. interplane strut to the lower wing spar was RNAS, production aircraft being in service
2 mount with minor alterations, and later not strong enough to prevent flexing of the by early 1916.
still by the T04 version. wing. When the aircraft was put into a steep In 1916 an improved version, the Nieu-
Some Nieuport 12s were built by Beard- dive, all the incidence of the left-hand port 12bis, appeared fitted with a 130hp
more for the RNAS, and these differed from wing-tip, normally 5 degrees, washed out to Clerget 9B engine. The cowling was circu-
the Nieuport-built machines in certain around zero. It is believed that a modifica- lar, and the flat sides of the fuselage were
respects: the lower wings were of slightly tion was put in hand with Beardmore pro- faired into it. The interplane struts were
greater span, a small fairing was placed over duction to alleviate this problem. In also strengthened by making the chord
the attachment points of the flying wires to response to a letter from the Air Depart- slightly wider in the middle. One example,
the fuselage, and a small fairing was added ment of the Admiralty, RNAS Dunkerque designated the Nieuport 12bis C.2, was fit-
behind the carburettor breather pipes. Later reported that whereas the speeds of the ted with a cone de penetration and a Lewis
deliveries had circular cowlings similar to Nieuport and Beardmore machines were gun above the centre section to be fired by
those fitted to the French-built Nieuport equivalent, the Beardmore machine han- the observer.
34
NIEUPORT AIRCRAFT OF WORLD WAR ONE
35
NIEUPORT AIRCRAFT OF WORLD WAR ONE
36
L
NIEUPORT AIRCRAFT OF WORLD WAR ONE
Nieuport 11 and 16
The N ieuport 10 two-seat reconnaissance
aeroplane described in the previous chap-
ter established the mould for the genera-
tion of single-seater scouts that followed.
The first was the N ieuport 11, which was
smaller than the Nieuport 10 but powered
by the same 80hp Le Rhone rotary engine.
Lewis gun on an Eteve mounting, Nieuport 12 of 2 Wing RNAS. JMB/GLS collection
The Nieuport designation Nie-XIB quick-
ly won it the nickname 'Bebe'. The type
was fitted with a Lewis machine-gun
above the upper wing firing over the pro-
peller arc. The Lewis gun had a limited
magazine capacity, and its position made it
difficult to reload and to clear blockages.
Like the Nieuport 10, the design suffered
from weakness in the structure of the lower
wing, which resulted in a number of acci-
dents. However, the cause soon became
known, and steps were taken to correct the
problem.
The Nieuport 11 entered service at a
critical time, when the Fokker E.Ill,
with its synchronized, fixed machine-gun,
A rather poor photograph of what may be the Nieuport 13 (XIIIB) fitted with a 80hp had gained an ascendancy over Allied
Le Rhone engine. JMB/GLS collection machines. Being light and agile, the design
became immediately popular. The machine
was operated by both the Aviation Militaire
and the RNAS, but not the RFC: thus 450
were built by Nieuport-Macchi, and ninety-
three by Elettro-Ferroviere in Italy as the
Type 11.000. The Duks factory in Russia
also built the design in quantity, and some
were also allocated to the Aviation Militaire
Belge. After the internment of an RNAS
machine and its pilot, the design was built in
the Trompenburg factory in Holland. Twen-
ty were ordered, but only twelve were built,
equipped with 80hp Thulin engines. They
were delivered in 1918 and served until
1925. The aeroplane's opponents soon
developed a healthy regard for the aero-
plane, and at the behest of their frontline
pilots, the concept was widely copied by the
German manufacturers, Euler and Siemens-
Schuckert - even to copying the fragile
Manufactured in France, Nieuport 20 (A66021 was flown to England on 8 May 1917. JMB/GLS collection lower wing design.
37
NIEUPORT AIRCRAFT OF WORLD WAR ONE
38
NIEUPORT AIRCRAFT OF WORLD WAR ONE
French-built Nieuport 16 (5172) with the 110hp Le Rhone 9J. One of a batch transferred to the RFC from the RNAS. via Paul Leaman
the French navy for attacking Zeppelins, Sopwith Pup. However, they were fitted
Ie Prieur Rockets
observation kite balloons and aircraft. predominantly on Nieuport lIs and 16s
Le Prieur rockets were fitted on some air- They were fitted in trial and operational for use against balloons, and for that rea-
craft, starting in mid-1916. These rockets installations on a number of two-seaters son are worth describing here in some
were invented by Lt YP.G. Le Prieur of and scouts, including the Spad and the detail.
39
NIEUPORT AIRCRAFT OF WORLD WAR ONE
40
NIEUPORT AIRCRAFT OF WORLD WAR ONE
The Nieuport 14 (Above) Nieuport two-seater prototype with a 150hp Hispano Suiza engine. JMB/GLS collection
The Nieuport 14 was a two-seat reconnais- Nieuport two-seater prototype (N2487) without a type number, powered by a 180hp Lorraine Dietrich
sance machine based on the N ieuport 12 engine. It had large cutouts in the wing roots to improve the downward view. Jean Noel, via Stuart Leslie
with a slightly longer fuselage and two-bay
wings, the span being increased from 9m
(29.5ft) to 11.9m (39ft) and the resultant
wing area from 23sq m(247sq ft) to 30sq m
(323sq ft). The outer pair of struts was cant-
ed slightly outwards.
The prototype was fitted with a Hispano
engine of Spanish manufacture, which was
cooled by 'Hazet' radiators of German
design, six elements being fitted vertically
each side of the fuselage behind the
engine. In this machine, the pilot sat in
the rear seat. In production examples the
observer sat in the rear cockpit, and some
machines were provided with a single
Lewis gun on an Eteve mounting. The
standard engines were Hispanos of 150hp
41
NIEUPORT AIRCRAFT OF WORLD WAR ONE
42
NIEUPORT AIRCRAFT OF WORLD WAR ONE
The Nieuport 15
Appearing in November 1916, the Nieuport
15 closely resembled the Nieuport 14 and
was intended for bombing missions. It may
have been designed for the 1916 concours
puissant, arranged to select a heavy bomber
for the Aviation Militaire, but it was never
entered for that competition. Its armament
consisted of fourteen 10kg (22lb) Anilite
bombs and a defensive Lewis machine-gun.
The wingspan was increased by a further 5m
(16ft) to 17m (56ft), and the chord and span
of the lower wing were also increased to give
a total wing area of 47.8sq m (514sq ft).
Stagger was eliminated, and the lower and
upper wings were set at the same incidence.
The shape of the tailplane differed from ear-
lier designs, being heart-shaped rather than
rectagular. The aircraft was fitted with a
220hp Renault engine with enlarged radia-
tors placed either side of the fuselage. But
the performance of the Nieuport 15 was not
acceptable to the Service Technique Aero-
nautique (STAe), and none was ordered for
French units. Seventy were ordered for the
RNAS - ten two-seaters and sixty single-
seaters. Forty serial numbers were allocated
in the range N5560 to N5599 in September
1916, and two were reported ready for tests
early in December; but the serials were can-
celled in February 1917 and partly re-allo-
cated to other aircraft.
A Nieuport 15bis, with a 'V' painted on
the rear fuselage, was tested at Cachy dur-
(Middlel A Nieuport 15 'petit Renault' with a 150hp Renault engine. Jean Noel, via Stuart Leslie ing July and August 1916 by pilots of Esc
N.103. It was distinguished by the radia-
(Abovel Nieuport 1582 with the 220hp Renault 12F engine and an enlarged radiator. Philip Jarrett tors being set further back, a door on the
43
NIEUPORT AIRCRAFT OF WORLD WAR ONE
44
NIEUPORT AIRCRAFT OF WORLD WAR ONE
rear fuselage, each position equipped with a struts between the wings and braced to the dates are the Type 'Ecole' which went into
pillar-mounted machine-gun. It had a fuselage. It is probable that the Nieuport 18 production much later as the Type 82.
longer fuselage compared with the Nieu- was subject to several small orders from the There were also derivatives proposed of the
port 15 and an increased wingspan, giving a RNAS, which were not proceeded with. two-seat Nieuport 14 with the wing area
wing area of 51.36sq m (552.6sq ft). The The Nieuport 19 was similar to the Nieu- increased to 35sq m (377sq ft), and Lor-
wings were of a typical Nieuport configura- port 18, but was fitted with 110hp Clerget raine or Hispano engines for scout or army
tion, with the lower wing of shorter span engines. cooperation purposes.
and narrower chord than the upper, and There is no record of the Nieuport 22, a
braced with V-struts. The undercarriage type number which, if in sequence, should
was provided with an extra pair of wheels have been allocated in September or Octo- The Nieuport 17, 17bis, 21
under the nose to prevent overturning in ber 1916. There were several projects or and 23
the event of a crash landing, a formula prototypes under consideration at this time
adopted for the trainer version of the N ieu- that might have been candidates. One pos- Variations of the Nieuport sesquiplane
port 14. The tailplane was shaped similarly sibility is the prototype that is described scout layout continued to appear. Some did
to the Nieuport 15. The armament consist- later, with a Nieuport 24-style fuselage and not receive a type number, or the record of
ed of single machineguns on spigot mount- a twin-spar lower wing of increased chord the type number has been lost. These types
ings, one in the nose and the other half-way but with 'V' interplane struts. There was were not manufactured in sequence, but in
along the rear fuselage. They were powered also a similar type proposed with a 150hp many cases were produced side by side as
by two 150hp Hispano engines mounted by or 180hp Hispano engine. Other candi- circumstances dictated.
The Nieuport 17
The next scout produced by Nieuport was a
direct development of the N ieuport 16. The
standard engine was the 11Ohp Le Rhone 9J,
but it could also be fitted with the llOhp
Clerget. The wing area was increased to
compensate for the weight of the more
45
NIEUPORT AIRCRAFT OF WORLD WAR ONE
powerful engine and to improve the service lower wing. The wing box-spars were of their attachment bolts and screws. The
ceiling, and a number of small refinements spindled spruce channels, glued along steel tube, centre-section struts were verti-
were added. The centre section was covered their vertical centreline with an I-section cal at the front and consisted of an invert-
wirh transparent panels to improve the hardwood key. At junction points with ed V at the rear.
pilot's view, the line of sight being well struts, root attachment points and ribs, the The wing ribs had ash flanges and lime-
below the level of the upper wing. Some spars were reinforced with internal wood- wood webs with lightening holes. The
early Nieuport 17s were fitted with a cone de en blocks to support the metal fittings and leading and trailing edges of the wings,
penetration: this was a fixed fairing that
looked like a spinner, but was mounted on a
forward extension of the stationary crank-
shaft and an additional ball-race fitted to
the front of the engine.
The Germans captured several exam-
ples of the N ieuport 17, and we are indebt-
ed to their authorities for handing down
for posterity a detailed description and
drawings of this aeroplane. As we have
described a gradual progression of develop-
ment, it would be appropriate at this stage
to summarize the German information in
order to review the type of construction
used for the ieuport 17. Thus, the fuse-
lage was of a rectangular section forward,
tapering to a trapezoid section aft, with the
bottom narrower than the top. Forward,
the longerons were of ash, whilst the ver-
tical struts, cross-members and longerons
aft of the cockpit were of spruce. The fuse-
lage was diagonally braced with wire, and
had steel socket joints and wiring plates. Nieuport 17 (A6644) of 1 Sqn RFC. This aircraft was shot down on 18 June 1917 and its
pilot. Lt T.H. lines, taken prisoner. JMB/GlS collection
The top decking was faired with light for-
mers and longitudinal stringers. The
engine bearer, supported by an assembly of
steel tubes, was a fabricated heavy-gauge
steel plate lightened by recesses and corre-
sponding in shape to the rectangular cross-
section of the fuselage. The engine was
overhung from this bearer without the
front support seen on the Nieuport mono-
planes. The circular cowling was of alu-
minium, and was provided with two holes
in the lower starboard side for ventilation
and exhaust discharge. Curved aluminium
fairings were provided to blend the cowl-
ing into the sides of the fuselage, and these
featured large oval access panels on each
side. A faired headrest was provided for the
pilot. Plywood panels reinforced the fuse-
lage around the sternpost, but otherwise
the fuselage was fabric covered.
The sesquiplane layout and the V-
shaped interplane struts of the earlier types
were retained, together with the unique
circular clamps joining the struts to the
lower wing spar which allowed the inci-
dence of the lower wing to be adjusted on
the ground. The spars of the upper wing
were widely spaced, the front spar being set
close to the leading edge, and the rear set Attachment of interplane struts to the main spar of the lower wing, showing packing
vertically above the single spar of the pieces around the spar and locking collar. redrawn by Mick Davis
46
NIEUPORT AIRCRAFT OF WORLD WAR ONE
47
NIEUPORT AIRCRAFT OF WORLD WAR ONE
and one machine had twin Lewis guns in escadrille equipped with the Nieuport 17 Thus in service the design suffered from
addition to its Vickers gun; however the took part in the defence of Venice. It was structural failures of the lower wings which
increased weight must have affected the also used by one unit of the Aviation Mar- could be attributed to both the unique
performance too much, as this configura- itime. About 500 Nieuport 17s and 23s were strut attachment point and to weaknesses
tion was not adopted. As with the Nieuport used by the RFC; two of the British aces in the wing spar. A report received by 2
11 and 16, the N ieuport 17 could be fitted using it were Ball and Mannock. AD explained that:
with Le Prieur rockets. The Nieuport 17 was built in Italy by
Most of the Nieuport 17s were delivered Nieuport-Macchi, 150 of which were pow- ... the locking ring on the main spar of the lower
to the RFC with the French specification ered with the 1l0hp Le RhOne and given .plane, which carries the bottom socket of the V-
fittings for the fuselage-mounted Vickers the type number 17.000. These were armed strut, is sometimes found to be not properly fit-
gun, but the Aircraft Depots were ordered with a single Vickers machine-gun, and ted to the wood blocks on the lower plane main
to remove these and fit single Lewis guns on some were equipped for photographic spar. .. The result of this will be that if the
Foster mountings instead. A trial was made reconnaissance. The aircraft was also used machine is dived steeply, the locking ring will
with both guns fitted, but the performance in Russia, Belgium and Holland; the latter slip into its proper position and cause the rig-
of the aircraft proved to be inferior, the country built twenty, and five were still in ging on that side of the machine to go slack.
speed reduced by skm/h (3mph) and the service in 1918 as trainers. Finland was pro-
ceiling by l,2s0m (4, 100ft), and the time at vided with two examples, and the Ameri- N ieuport did not abandon the collar fit-
3,000m (9,8s0ft) and 4,s7sm (ls,OOOft) can Expeditionary Force was equipped with ting for its V-strut single-seater fighters:
increased by 4ssec and 6.smin respectively. seventy-five. instead the aeroplanes were modified in
Furthermore the Vickers gun was consid- By the beginning of 1917, although no the field. Packing pieces were fitted
ered unreliable, and stoppages could not be failures were reported in French service, between the spar and the locking ring,
cleared as the guns were inaccessible. serious structural problems became appar- and the attachment of the packing pieces
The armament of French-built ieuports ent, which threatened to mar the service to the spar was improved. The spar at the
for Russia consisted of a Lewis gun, fixed on career of the aeroplane in the RFC. One of attachment point was reinforced using an
a support above the centre-section firing the first was reported on 16 November aluminium sleeve cast in two parts. The
above the airscrew disc, and a synchronized 1916 when th~ starboard lower wing of a spar was strengthened by increasing the
Vickers gun mounted on the coaming in Nieuport 16 (A216) 'slipped during com- thickness of the three-ply internal rein-
front of the cockpit. Russian-built Nieuports bat'. This was attributed to poor fitting of forcement, and also by binding and gluing
adopted the British system of a Foster the locking collar. Then on 1 February tape over the whole length. The wing was
mounting whereby the over-wing Lewis 1917 a machine was returned to 2 AD with also strengthened by panels of 2mm three-
gun could be pulled down for reloading or a broken lower wing; and on 28 March, Lt ply top and bottom between the leading
for attacking enemy aircraft from below, C.H.F.M. Caffyn of 60 Sqn RFC was killed edge and the spar. This cladding on the
and several Russian aces used their guns in when the rear spar of the upper wing broke underside was later deleted. The modifi-
this way. and the starboard wings sheared off. A cations were introduced by mid-May
Nieuports delivered from the factory did month later 2nd Lt H.G. Ross, also of 60 1917, and all aeroplanes that were
not have an instrument panel, the few Sqn, was seriously injured when all four returned to depots for repair were similar-
instruments being attached to various parts wings ofBls12 folded up when he was div- ly modified.
of the airframe. After a trial this omission ing on a ground target. Trouble was also experienced with
was soon rectified by the RFC as a field On 19 April Edward Mannock of 40 fatigue and corrosion of the engine cowl-
modification. Some aeroplanes in French Sqn was engaged in shooting practice at ings. One horseshoe-shaped cowling, the
service used for the high-speed reconnais- ground targets in the butts in Nieuport 17 so-called Morane converted type, proved
sance role were fitted with a 260mm cam- (B1s97) when the bottom right-hand to be very brittle and tended to split, espe-
era installed in the fuselage behind the wing broke away completely. He was only cially round the apertures for the exhaust
pilot's seat, reached through a hinged ply- diving slowly at about 460m (l,sOOft) gases. The two variations of cowling
wood panel on the left side of the fuselage. when the incident happened. He managed designed by N ieuport, one with a central
The Nieuport 17 was undoubtedly a great to get down, but the machine turned over top section and the other made from two
improvement over the N ieuport 16, and was on landing. Inspection afterwards found halves, had L-shaped annular ribs riveted
built in large numbers in France, Russia and that the left-hand wing had also broken around the front opening of the cowlings.
Britain. French contractors building the away from the V-strut due to faulty weld- These ribs tended to detach and fall away
type included the Societe pour la Construc- ing of the strut bracket, and that the spar on the first type, though this didn't happen
tion et l'Entretien d'Avions (CEA), the had broken near the middle and at the with the latter. This latter type was even-
Ateliers d'Aviation R. Savary et H. de fuselage attachment. The machine had tually adopted as standard, but even so still
la Fresnaye, and the Societe Anonyme only been taken on charge the previous suffered from bimetallic corrosion at the
Fran<;:aise de Constructions Aeronautiques week and had accumulated fewer than ten annular reinforcing rib. There is evidence
(SAFC). It is not possible to give the exact hours' flying. that the rib was cut at the interface points,
number, but it must have approached one On 30 April Lt A.R. Penny managed to probably to allow the cowling to be
thousand. The type saw extensive service land after his Nieuport shed part of its removed without removing the propeller,
with the Aviation Militaire, being used lower port wing while diving to attack an which would have necessitated retiming
notably by Nungesser, Madon and Guyne- Albatros scout, as did Lt W.M. Fry in sim- the synchronization gear if fitted with the
mer in the Escadrille Cigognes. One French ilar circumstances. Vickers gun.
48
-------------------------------------------------------------
The Nieuport 23
The Nieuport 23 began to make its appear-
ance during November 1916. It was very
similar to the N ieuport 17, and early pro-
duction samples were fitted with the same
engine. However, most were fitted with
the 120hp Le Rhone 9Jb, which had the
same bore and stroke as the 9Ja, but with
cast-iron pistons replaced by aluminium
ones. In any case it was not uncommon for
the engine types to be interchanged
between the Nieuport 17s and 23s in the
field, making the two types virtually indis-
tinguishable. The change of engine con-
ferred a slight improvement in perfor-
mance as compared with the Nieuport 17.
There were also minor changes to the con-
struction of the rear spar of the upper wing.
The Nieuport 23 also had a modified
form of interrupter gear for synchronizing Nieuport 23 (N375?) of Esc. d'Athene, N.506. Jean Devaux via Stuart Leslie
the Vickers gun, which resulted in the gun
being positioned a few centimetres to the
right of the centreline of the fuselage top.
decking. Because the RFC continued to fit
overwing-mounted Lewis guns on Foster
mountings in place of the Vickers gun,
even this small difference was eliminated,
although the retaining bolts for the Foster
mounting plate were in a slightly different
position due to the change in rear spar
construction.
However, none of these changes
improved the structural integrity of the
wing structure, and accidents continued to
occur. A notice from the Generale chef de
service aeronautique to the Grand Quartier
General (GQG) dated 4 September 1917
reported that N ieuport 23s would not be
allowed to continue flying unless addition-
al cables were used to reinforce the wing. It
was suggested that 150 wing sets be
Nieuport 23 with Adj Edmund Thieffry of 5eme (Comete) Escadrille via Paul Leaman
obtained, which gives an indication of the
number ofN ieuport 23s in service with the
Aviation Militaire. Another GQG memo,
dated 10 December 1917, called for the
replacement of the tail-skids because of fre-
quent breakages, and so a new type of skid
was fitted with a rubber shock absorber.
At the end of the war, a N ieuport 23
variant appeared with an 80hp Le Rhone
engine, called the Type 23 Ecole. This
appeared in Nieuport catalogues as the
Type 21/23.
49
NIEUPORT AIRCRAFT OF WORLD WAR ONE
50
NIEUPORT AIRCRAFT OF WORLD WAR ONE
The Nieuport 21
The Nieuport 21 combined the 80hp Le
Rhone 9C engine and fuselage shape of the
Nieuport 11 with the wings of the Nieuport
17. Intended as a trainer aircraft, there may
be truth in the assertion that it was also (;;on-
sidered as a high-altitude bomber escort. At
least one Nieuport 21 was fitted with a 90hp
Le Rhone 9Ga, and some may have had the
120hp Le RhOne 9J.
Some Nieuport 21s were assigned to (Above and belowl Nieuport 178 (21), which combined the engine and fuselage of the
French frontline units for use alongside Nieuport 11 with the wings ofthe Nieuport 17. via Paul Leaman and JMB/GLS
51
NIEUPORT AIRCRAFT OF WORLD WAR ONE
Engine: 110hp Le RhOne 9]a 120hp Le Rh6ne 9]b or 1l0hp Clerget 9Z 80hp Le Rh6ne 9C
110hp Le Rh6ne 9]a 9C 130hp Clerget 9B
Dimensions: Span, upper, m (ft) 8.16 (26.8) 8.16 (26.8) 8.16 (26.8) 8.16 (26.8)
Span, lower, m (ft) 7.80 (25.6) 7.80 (25.6) 7.80 (25.6)
Lengrh, m (ft) 5.80 (19) 5.80 (19) 5.80 (19) 5.80 (19)
Height, m (ft) 2.40 (7.9) 2.40 (7.9) 2.40 (7.9)
Wing area, sq m (sq ft) 14.75 (158.8) 14.75 (158.8) 14.75 (158.8) 14.75 (158.8)
Weights: Empty, kg (lb) 375 (827) 350 (772)
Loaded, kg (lb) 560 (1,235) 573 (1,263) 530 (1,169)
Performance Max speed, km/h (mph):
at sea level 165(103) 175 (109) 150 (93)
at 2,000m (6,560ft) 160 (99)
at 3,000m (9,850ft) 154 (96) 172 (107)
Time to height:
2,000m (6,560ft) 6min 50sec 8min 27sec
3,000m (9,850fr) llmin 30sec 15min 42sec
Service ceiling, m (ft) 5300 (17,400)
Endurance, hr 1.75 2
Range, km (miles) 250 (155)
The Nieuport Triplanes (No. 502.709), which claimed that such a appear was similar to the aeroplane illus-
configuration would eliminate the need for trated in the patent application, apart
The Sopwith Triplane made its appearance cross-bracing wires and would produce 'a from the design of the cabane struts; it
over the Western Front in February 1917, light aircraft of great lifting capacity and of bore a French serial number of N1118.
its prototype having been passed for flight great stability, both lateral and longitudi- Based on the not necessarily valid assump-
testing towards the end of the previous nal'. What the patent did not anticipate tion that it was built in sequence with the
May. Its fighting qualities, which made was the greatly improved agility afforded by other serial numbers in the range, its date
such an impression on friend and foe alike, the short wingspan and the concentration of its manufacture might be placed around
led indirectly to the Fokker Dr.! following of mass about the centre of gravity. April 1916. It was a two-seater with a fuse-
suit in August 1917. However, the triplane As far as can be deduced, Nieuport pro- lage very similar to the Nieuport 10, with
concept had been anticipated in a Nieu- duced three prototype triplanes of two dif- the same tail and undercarriage configura-
port patent application on 10 January 1916 ferent basic configurations. The first to tion, and powered by the same 80hp Le
)
52
_ _ _~l
NIEUPORT AIRCRAFT OF WORLD WAR ONE
Rhone rotary engine. All three wings were stripped-down Lewis gun with Alcan syn- ary 1917. Now bearing the RFC serial
of narrow chord and constructed with sin- chronization. The upper wing had cutouts A6686, it was given a preliminary test
gle main spars. The lower and upper wings in both the central leading and trailing there in which it returned good climbing
were set conventionally, with a marked edges in order to improve the pilot's view. figures (4min 43sec to 1,500m (5,000ft)
degree of stagger which placed the upper The aircraft was given the designation and 9min 48sec to 3,OOOm (lO,OOOft)),
wing forward of the front cockpit. The N ie-ll C (or 11.000), and was tested by and was reported to be still climbing well
lower wing was attached to the lower fuse- the STAe; but the design was not adopted at the higher altitude. It was then sent on
lage longerons, and the upper wing sup- by the French authorities, and was 9 February to the Aeroplane Experimental
ported from the fuselage longerons by a declared obsolete in November 1916. Station at Martlesham Heath for a more
pair of vertical inverted-V struts. The mid- Despite this, examples were acquired detailed evaluation, where it is recorded as
dle wing was staggered behind the other both by the RFC and the RNAS, presum- having a 1l0hp Le Rhone 9J engine dri-
two and attached to the upper fuselage ably for trial purposes. One, in an overall ving a Levasseur propeller.
longerons, with its main spar in line with silver finish and bearing the French serial The official report recorded a speed of
the rear cockpit. The root was cut away by N1388, was flown to 2 Aircraft Depot at 177km/h (l10mph) at 900m (3 ,000ft) , and
about the distance between two ribs, thus Candas by Adj de Courcelles on 26 Janu- 155km/h (96.5mph) at 3,000m (lO,OOOft),
extending the full width of the chord to
improve the crew's view. Ailerons were fit-
ted to the middle wing only, and were
tapered slightly outwards towards the
wingtips. A triangular arrangement of sin-
gle interplane struts connected the spars of
each pair of wings at about mid-span.
No flight test data have been found to
establish whether the patent claims for
greater stability were well founded, but the
possibility exists that the reverse may have
been true. In any event, the first machine
was followed by another design. This
appeared to be based on a single-seat Nieu-
port 17 fuselage, tail unit and undercarriage.
The configuration of the three wings was
changed, however, with the middle wing
placed well forward of the lower wing, and
the upper wing set well back. The aircraft
was powered with a 1l0hp Le Rhone 9J The second triplane did not bear a serial number and was based on the Nieuport 17
engine fitted with a cone de penetration and a with a 110hp Le Rhone fitted with a cone de penetration. JMB/GLS collection
A6686 (formerly N13881 sent to Martlesham Heath for testing on 9 February 1917. JMB/GLS collection
53
NIEUPORT AIRCRAFT OF WORLD WAR ONE
54
NIEUPORT AIRCRAFT OF WORLD WAR ONE
Nieuport 24 (N4662) at 2 AD Candas on 28 July 1917. This became B3601 in RFC service, and served with 40
and 29 Sqns. Lt A.G. Wingate-Gray was taken prisoner when he failed to return from a mission whilst flying
this machine on 7 April 1918. JMB/GlS collection
to the latter. Despite having fitted an His- because all the engines produced were ing the same nominal power output as the
pano Suiza engine to an experimental required for other aircraft types. As regards Clerget 9B, initially gave only 120hp.
Nieuport biplane in 1915, Gustav Delage the operational type to succeed the N ieu- Nevertheless the new type, designated
had not proceeded with such an installa- port 17, the Aviation Militaire chose the the N ie- 24C.1, did differ in other, more
tion in a production model, probably 130hp Le RhOne 9]b, which despite hav- favourable respects from its predecessor,
55
NIEUPORT AIRCRAFT OF WORLD WAR ONE
principally in the shape of its wing section lower wing). The ribs consisted of poplar N3760. It differed from production Nieu-
- which was given a greater camber of the webs and 4mm ash capping strips. The port 24s in that the forward struts support-
upper surface, thereby giving more lift - leading edge consisted of a skin of2mm ply ing the upper wing centre section were of
and in the elliptical shape of the fin and covering the nose of the aerofoil sections' inverted-V configuration rather than ver-
rudder. Tests by the Section Technique de upper surfaces back to the front spar. The tical. The Vickers gun could not therefore
L'Aeronautique (STAe) on 15-19 Febru- trailing edges consisted of oval section (6 be mounted on the centreline of the upper
ary and 17 March 1917 showed a modest x 12mm) steel tube. Actuation of the fuselage, but instead was mounted on the
improvement in performance compared ailerons was by spanwise torque tubes with port upper longeron. It was possible that
with the Nieuport 17bis, and as a result the a bell crank at the inner ends connected to this arrangement was changed in later
Nieuport 24 joined the 17bis on the pro- the transverse shaft of the control column machines because the strut arrangement
duction lines. by pushrods. The flying wires were of 4mm proved unsatisfactory with regard to sight-
steel cable, and the landing and drag wires ing the gun, and its position made the
were of 3mm cable. The wings were not clearance of jams difficult. Also this
The Nieuport 24
interchangeable with the earlier types, and machine differed in that the engine was
Apart from the wings and tail unit, the the construction of the interplane struts provided with a longer chord cowling, the
N ieuport 24 retained most of the charac- and connections with the mainplane spars cockpit sides were higher, and the under-
teristics of the earlier Nieuport designs. were also different. The gap between the carriage had a split axle. Although fairing
The basic fuselage structure was similar, wing and ailerons was filled with a fairing strips were fitted to the gap between the
with the distance between the lower strip of canvas reinforced with spring strips wing and the ailerons, the trailing edges of
longerons being slightly less than that and attached to the rear spar of the wing. the ailerons were straight rather than
between the upper ones. The longerons The construction of the tail surfaces dif- curved.
were of spruce and were partially wrapped fered from the canvas-covered steel tube of
in linen tape. The formers supporting the earlier designs. The tailplane and elevators The-Nieuport 24bis
spruce stringers were of 4mm ply, and were had spruce spars, and the hom-balanced
scalloped and fretted to reduce weight. The rudder had a spruce leading edge. The rest The definitive Nieuport 24 was produced
covering behind the engine was of 4mm of the structure' consisted of interlocking alongside the N ieuport 24bis C.1. This
composition board, and 2mm board cov- ribs and sub-spars of 4mm birch ply. The model retained the earlier type of tail unit
ered the head fairing. The rest of the fuse- outer edges of the tailplane and rudder were and rudder shape, constructed of fabric-
lage was covered in fabric. The cabane of poplar, and those of the elevators were of covered steel tube, but was otherwise sim-
struts supporting the upper wing again con- walnut. All tail surfaces were covered with ilar. This was evidently an interim type,
sisted of a pair of vertical struts attached to two-ply, consisting of strips of veneer 25mm and may indicate that there were some ini-
the front spar and an inverted-V strut sup- wide and O.8mm thick glued at right angles, tial production difficulties in manufactur-
porting the rear spar. The bungee-sprung and coated on the outer surface with fabric. ing the new form of tail unit.
undercarriage consisted of a cross-axle sup- These panels were glued and pinned to the The N ieuport 24 appeared on the Front
ported by streamlined V-struts of alumini- tailplane structure. by May 1917, but unfortunately both the
um tubing, and the tail-skid was of a con- An early modification of the Nieuport N ieuport 24 and 24bis quickly acquired an
ventional Nieuport design. 24C.1 appeared with the serial number unfavourable reputation. As early as the
The Le Rhone engine could be fitted
with Levasseur 549, Regy 351 or Chauviere
2228 propellers; it was supported by flanges
consisting of a fretted steel pressing, and
was provided with a standard cowling. The
petrol tank was mounted behind this
support, and the oil tank was squeezed
between the engine and the support. As
with the Nieuport 23, the single Vickers
gun was mounted slightly to starboard of
the centreline. The ammunition box was
placed to starboard, and the empty belt was
fed into a large drum enclosed within the
fuselage side panel on the port side.
The wings were given an aerofoil sec-
tion designated the 'N 5', said to be
derived from that of the concurrent Sop-
with scouts, and most production aircraft
had ailerons that curved towards the tip.
The box spars were built up of two lengths
of channel-section spruce and central
webs of plywood (2mm for the twin spar Maybe an early Nieuport 24 (N3760), this had the split axle and sprung tail-skid of the
upper wing, and 5mm for the single spar Nieuport 27, but the straight-edged ailerons of a Nieuport 17. JMB/GLS collection
56
NIEUPORT AIRCRAFT OF WORLD WAR ONE
57
NIEUPORT AIRCRAFT OF WORLD WAR ONE
Sufficient N ieuport 24bis machines were Two Prototypes cone de penetration ahead of the propeller,
produced to partially equip several French with a central intake for cooling air to the
escadrilles, also to send five to the RFC, Two prototypes appeared during this peri- engine. The type of powerplant is uncer-
and supply 140 to the United States Air od, although official designations have not tain, but it may have been either the 140hp
Service in France. Some were also provid- been traced for these. One was a single- Clerget 9Bf or the 150hp Clerget 9Bd,
ed to Italy and Belgium. seater scout that may have preceded the which had its stroke increased from the
The Nieuport 24 was produced under Nieuport 24. It had the standard wing and standard 160mm to 170mm, and the com-
licence by Duks in Russia from 1917 to strutting, with straight aileron trailing pression ratio from 5.2 to 5.4.
1920. From 1917, France exported several edges and the troublesome fairing strip. Delage also attempted to utilize the
dozens of Nieuport 24s and 24bis, which
stayed in service until 1921. From 1919,
The fin and rudder were similar to the
Nieuport 24, but without the hom balance.
150hp Hispano Suiza in his classic Vstrut
design. This prototype was similar to that
/
Nakajima in Japan built seventy-seven The main undercarriage had a single axle, to which the cone de penetration had been
Nieuport 24s, using the aeroplane as a scout and the tail-skid was of the type mounted fitted. It is not known whether this design
and trainer under the designation K-03. on an inverted pyramid of struts that showed any improvement compared with
Exceptionally, these replaced the Spad 13 became standard in late 1916/early 1917. the Spad 7, but it was not put into quantity
and stayed in service until November 1926. The aeroplane was unique in having a high production; certainly by the end of 1917 the
58
NIEUPORT AIRCRAFT OF WORLD WAR ONE
The Nieuport 25
The Nieuport 27
individual axles pivoted at the centre joint tion to re-rig the aircraft to 2° 40' of inci-
The final sesquiplane variant of this peri- by twin spreader bars. The prototype was dence to the upper wing and 3 degrees to
od to go into production and see service fitted with straight-edged ailerons and the the lower wing, increasing to 4 degrees at
was the Nieuport 27. It was very similar to troublesome aileron fairing strips, but pro- the struts for the starboard lower wing only
the Nieuport 24, but differed in having the duction models had tapered ailerons with as a means of counteracting torque. One
split-axle undercarriage and simple tail- the fairing strips deleted. machine (B6774) was tested by 2 AD RFC
skid that had previously appeared on one At first the angles of incidence of the with the revised incidence settings. The
of the prototypes discussed above. The mainplanes of the Nieuport 27 were set at testing showed that the machine was mar-
wheels were sprung by bungee cord. on . less than those of earlier types. But the ginally slower on the ailerons, but no heav-
either side of each V-strut, and were on Nieuport company later issued an instruc- ier than before, and would fly hands-off
with the engine on or off - and the aero-
batic qualities were unchanged. As no par-
ticular advantage could be found for the
change, no specific instruction was issued
for a modification.
The engines of some Nieuport 27s were
fitted with a device operated by the pilot,
which was claimed to bum oil off sparking
plugs if they became short-circuited in
flight. The device was known as a car-
boliseur, and was basically a current intensi-
fier, weighing only a few ounces. A Nieuport
(NS637) fitted with one was delivered to
the RFC, but the aeroplane was recalled
before it could be tested.
Some Nieuports (NS618, NS622, NS623
and NS627) delivered to the RFC were
fitted with SOltr Olgal) Lanser fire-proof
tanks, but these tanks were removed
before the aeroplanes were issued to RFC
squadrons and sent to England for testing.
The Nieuport 27 replaced the earlier
This photograph is believed to show the Nieuport 27 prototype. JMB/GLS collection Nieuport designs on the production line,
59
NIEUPORT AIRCRAFT OF WORLD WAR ONE
60
_______J
IEUPORT AIRCRAFT OF WORLD WAR ONE
Engine: 120hp Le Rhone 9]b 120hp Le Rhone 9]b 150/170hp Clerget 120hp Le Rhone 9]b
Propeller: Regy 354
Dimensions: Span, upper, m (ft) 8.21 (26.9) 8.21 (26.9) 8.21 (26.9)
Span, lower, m (fd 7.82 (25.7) 7.82 (25.7) 7.82 (25.7)
Length, m (ft) 5.87 (19.2) 5.87 (19.2) 5.87 (19.2)
Height, m (ft) 2,40 (7.87) 2,40 (7.87) 2,40 (7.87)
Wing area, m (ft) 14.75 (158.8) 14.75 (158.8) 14.75 (158.8)
The Nieuport 28
Even before the Nieuport 24 and 27
entered service it was apparent that for a
further)-rnPFOvement in performance a
more;powerful engine was needed, cou-
pled with a stronger airframe and greater
wing area to carry the increased weight.
A prototype with a larger wing area, sim-
ilar to the Nieuport 24 and 27, appeared
in 1916 fitted with a lower wing of much
greater chord, increasing the total wing
area to 18sq m (194sq ft). The lower wing
had twin spars, but the V interplane struts
were retained. The ailerons were of the
standard straight-edged type. Upper and
lower wings were rigged with similar
dihedral. The landing wires were unusual
in that the rear cable was anchored to the
upper fuselage longeron, and the front
cable to the top of the rear wing-support
struts. The engine was a standard l30hp
Le Rhone 9J fitted with a long chord cir-
cular cowling of ample proportions. As
discussed earlier, this may have been the
'missing' Nieuport 22.
61
NIEUPORT AIRCRAFT OF WORLD WAR ONE
A Nieuport 28 Prototype
A machine that could be considered the pro-
totype of the Nieuport 28 was the subject of
a patent application on 31 July. The wings of
this machine were untapered, with elliptical
tips and a cutout on the trailing edge above
the cockpit. The lower wing was of reduced
chord compared with the upper wing. Only
the lower ones were fitted with ailerons.
Each wing consisted of two spars and spruce
leading and trailing edges supported by four-
teen ribs on each side, of which four were
compression ribs of increased strength. False
ribs between the main ribs helped to support
the leading edge. Each rib web was made of
poplar, capped with thin strips of ash nailed
to the top and bottom rib surfaces. Critical-
ly, as will be discussed later, the capping
strips did not extend forward of the main
spar on the top surface; instead, three-ply
birch plywood extended across the top of the
whole. span from the main spar to the lead-
ing edge, and was rebtd into the capping
strips. The wing was s engthened by cross-
bracing wires betw.e n the two spars and
between the outer ribs and trailing edge. The
wing spars were the same distance apart.
This allowed the interplane struts, of hol-
lowed spruce struts bound with linen, to be
parallel, and these were joined by false ribs at
their extremities, thereby eliminating the
need for rigging wires between the struts and
An experimental version of the Nieuport 28 (N44341, with (Below) A Nieuport 28 and its 160hp adjustments of incidence and stagger. Only
marked dihedral on the upper wing, and the centre section Gnome Monosoupape rotary engine the upper wing, which was joined at the cen-
at eye level (diedre compler). Another prototype of this stripped of fabric during a Swiss Air Force treline, had dihedral (diedre tota!), and the
version also existed. Jean Noel, via Stuart Leslie. evaluation. Greg Van Wyngarden stagger was 30 degrees.
62
NIEUPORT AIRCRAFT OF WORLD WAR ONE
63
NIEUPORT AIRCRAFT OF WORLD WAR ONE
deep-chord circular aluminium cowling. fuel lines: the copper tubing from which bre were sometimes fitted so that every fifth
The relatively small frontal opening was they were made tended to crack because it cartridge was an incendiary.
supplemented by vents in the sides. An was improperly annealed, and there was no This type was ordered by the Aviation
annular oil tank of 251tr (5.5gal) capacity flexible coupling to offset the effects of Militaire and given the designation Nie-
was fitted under the cowling. Although vibration. 2SC.l, but in the end the order was severe-
fuel tankage varied, a typical layout was Following testing of the second proto- ly cut back. Despite its performance being
two fuel tanks, one of 851tr (l8.7gal), and type, some dihedral was incorporated, better than the earlier Nieuport Scouts, it
a second of 45ltr (9.9gal) fitted under the which led to the third variant (demi-die- was still judged inferior to the new Spad
fuselage. A Guer et Mansuy hand pump dre) in which an intermediate setting of 10 13C.l, put into production by the end of
was available to pump fuel from the auxil- 10' dihedral was adopted for the upper 1917. The American Expeditionary Force
iary to the main tank should the Wey- wing. The change was accomplished by (AEF) had hoped to receive the Spad 13,
mann fuel pump break down. reducing the height of the centre-section but there were not enough, and because it
Some of the earlier troubles experienced struts, leaving the interplane struts unal- was in desperate need of aircraft it was
with Gnome engines were partially over- tered. This angle of dihedral was retained obliged to receive Nieuport 28s instead; it
come later by fitting dual ignition. Replace- on production models, but the entire took a total of somewhat less than 200.
ment of the inlet valve of the earlier-model upper wing was raised by lengthening both At least two variants of the Nieuport 28
engines - situated in the crown of the the centre section and interplane struts by airframe were built. One, a contemporary of
the Nieuport 28, had a 180hp Gnome and
a laminated wooden fuselage; and another,
which acted as a test bed for the 200hp
Clerget 11E rotary engine, had wings of
increased area with revised dihedral.
Problems in Combat
Combat experience with the N ieuport 28
showed that it had outstanding manceu-
vrability and rate of climb compared with
the Spad 13. However, it also had certain
drawbacks, and these gave it a bad reputa-
tion with its pilots. The engine tended to
catch fire, and it would shed fabric from its
wings during its recovery from a high-speed
dive, sometimes taking the leading-edge
riblets with it. This occurred on at least
seven occasions in American machines in
service with the 94th and 95th AS.
A prototype with a strong resemblance to the Nieuport 28. but with a shorter The first official notification came in a
wingspan. revised cabane structure. and a 200hp Clerget llE eleven-cylinder rotary report by Capt Du Dore, a French liaison
engine. Jean Noel, via Stuart Leslie officer serving with the American army.
He reported that: ' ... the front wing is too
weak; it gives way, the ribs between the
front of the wing and the main spar break,
piston, and which operated through the dif- the same amount. This improved the the fabric tears off, and the upper wing,
ferential pressure between the cylinder and pilot's view and also made room for a sec- particularly the starboard one, loses its fab-
crankcase, by ports in the cylinder walls - ond Vickers gun mounted on the top deck- ric completely.' Whilst Capt Du Dore's
also improved reliability. However, the ing inside the port centre-section struts. report highlighted the wing stripping as by
Monosoupape had an unfortunate tenden- The standard armament was one 0.303 far the most significant problem, it also
cy to catch fire. The engine had no throt- calibre Vickers machine-gun to the left of listed many other faults, namely: nlllner-
tle, power being adjusted by operating a the centreline; this was soon supplemented ous breakages of the outer tubes of the
'blip-switch' that suppressed the ignition in by a second on the left side of the fuselage, undercarriage during hard landings; the oil
one, three, six or all nine of the cylinders. outboard of the centre section. In Ameri- tank tended to leak; the engine cowlings
Rapid use of the switch could cause uneven can service these were later modified to were of poor quality and broke easily; the
firing and significant vibration. Further- take 0.30 calibre ammunition. They would gasoline tanks were poorly soldered and
more, if the pilot failed to switch off the fuel use service ammunition and special tracer, sprang leaks due to engine vibration; larg-
supply when he cut the ignition, unbumt incendiary and armour-piercing ammuni- er diameter oil and petrol pipes were
fuel would spill out of the exhaust valves' tion. For balloon busting the additional required; the gasoline tanks were too
into the cowling where it could catch fire or amount of incendiary material that could exposed to enemy fire; and finally the
explode, often with disastrous results. be carried in Ilmm (0,43in) calibre ammu- engine tended to overheat, and on average
Another source of fire came from leaking nition was preferred, and guns of this cali- lasted only twenty-one hours.
64
NIEUPORT AIRCRAFT OF WORLD WAR ONE
65
NIEUPORT AIRCRAFT OF WORLD WAR ONE
66
NIEUPORT AIRCRAFT OF WORLD WAR ONE
Nieuport-Delage Monoplane
180hp ('Madon')
During the course of 1917, N ieuport con-
sidered returning to the monoplane con-
figuration for its next generation of fight-
ers. Its design office continued working on
the concept, particularly the problems of
wing structure and visibility. It produced a
design in response to a specification issued
in 1917 requiring the following perfor-
mance figures:
I
ject to some modifications during the
course of development. The wing was of
conventional construction, but to accom-
modate the transparent panels the lead-
ing edge sloped downwards at the junc-
tion with the fuselage. The undercarriage
axle was covered by a streamlined auxil-
iary wing that also provided anchor points
for a complex arrangement of struts. A
pair of struts joined the spars at the mid-
point of each wing to the extremities of
the axle fairing, which in turn was sup-
ported by two N -struts from the fuselage.
67
NIEUPORT AIRCRAFT OF WORLD WAR ONE
The Nieuport-Delage 31
Nieuport-Delage 31Rh. Jean Noel, via Stuart Leslie Following the formula begun by the 180hp
Nieuport monoplane described above, in
1918 Nieuport designed the Ni D-31 pow-
ered by a 170hp Le RhOne, which chrono-
An additional V-strut joined the fuselage and had a service ceiling of 7,OOOm logically appeared before the Ni D-29. Hav-
to the centre of the axle fairing. (23,OOOft). Two modifications were incor- ing the same general appearance as the
When first seen at the factory in porated early in the test programme: a earlier monoplane, it differed in some
November 1917, the first prototype was small cutout was made in the wing root to important respects. The fuselage was of
fitted with a 160hp Gnome; but this improve the downward view, which must monocoque construction, similar to that of
engine was replaced by a 180hp Le Rhone have been found wanting; and the surface the Ni D-29. The wings were not fixed
9N before the aircraft first flew at the area of the vertical tail surfaces was directly to the fuselage, but instead the outer
beginning of 1918. It achieved a speed of increased by adding a fillet between the fin panels were joined by a centre plate set on
205km/h (l27mph) at 3,OOOm (9,850ft), and the fuselage. top of the fuselage. The span was 8.6m
68
NIEUPORT AIRCRAFT OF WORLD WAR ONE
69
NIEUPORT AIRCRAFT OF WORLD WAR ONE
70
NIEUPORT AIRCRAFT OF WORLD WAR ONE
71
NIEUPORT AIRCRAFT OF WORLD WAR ONE
Relationship between main NieupDrt types. operated by the Italian navy, the French
FBA flying boat built under licence by
PREWAR pusher Dunne Savoia at nearby Sesto Calende.
The L.1 was a biplane with three bays on
either side, and with the lower wing flush
1910 '-CIf-T- C ;=:J-Cf lower wing had dihedral, and only the upper
wing was fitted with ailerons. Both wings
were of constant chord, and were designed
with 10 degrees sweepback from a rectangu-
lar centre section. Each wing had three
1 VI 1-------1-------- I Xliii
l=r l- t ep-I I
------------------------------------------------------------------------------------------------------.------------------------------------ spars, the upper wing with nineteen ribs and
the lower with thirteen. The upper wing also
had intermediate ribs extending from the
B3
leading edge to the rear spar. The ailerons,
unlike those of the Lohner that were almost
'----_2_3_---'1..- ~ ~
T I
Triplane
Triplane 1 T _1_8_0/_81---,
rectangular in shape, had reverse taper, giv-
ing wing-tips of wider chord. The ribs of the
ailerons were shaped to confer washout at
the wing-tips. The six pairs of interplane
WARTIME t struts were vertical when viewed from the
T-
frorit, and were staggered forwards by about
T
cp I 18/19 I
82 18 degrees. A Vshaped stay connected to
each of the foremost outer wing struts and
further braced to the tops of both outer
struts, supported the upper wing's overhang.
The hull was finely tapered, with the
y cross-section of the planing bottom chang-
'---_2,-7_---' --------~.~ 1_ _ 2_8__ 1 ~ 1_ _ 8_4?~_ ing from a V to a slightly concave shape
backwards to a single step. The cockpit had
two seats side by side in the forward fuse-
29B.1 1..- CQ ~ I 29ET.1 lage, and the crew were protected from the
POSTWAR
or T
I-----'--S-e-Sq-U-ip-Ia-ne-s---'---I
f
1
~
31Ah 1 9l
I
f
40R 1
slipstream and spray by an upward slope to
the latter. One version had a glass-panelled
cabin forward of the cockpit with dual con-
trols. The uncowled engine was suspended
between the wings by a complex strut sys-
tem; it was fitted with a frontal radiator,
and drove a pusher propeller. The fuel tank
II
was placed above the centre section. The
rectangular tailplane and trapezoid single
Two or
Monoplanes fin and rudder were supported well clear of
more seats Tm'"" the water by a system of struts above the
rear fuselage. The floats were set at the
wing-tips and consisted of a metal, tapered
cylinder fitted with a wooden flat-bot-
The Designs of Societa the crew could destroy it. This aircraft was tomed glove set at an angle to the water.
Anonima Nieuport-Macchi powered by a 150hp six-cylinder inline The cockpit could be fitted with a forward-
water-cooled Heiro engine. mounted machine-gun.
The L.1 and L.2 In less than seven weeks Nieuport-Mac- A total of 139 L.1s was produced.
chi had built an exact structural replica In 1916, the L.1 was replaced in produc-
Shortly after hostilities began between powered by a 150hp Isotta-Franchini tion by the L.2. This was a redesign by Nieu-
Italy and Austria-Hungary, on the night of engine. Flight-testing was carried out by a port-Macchi staff, substantially reduced in
the 27/28 June 1915 an Austrian Lohner naval pilot, Lt Giovanni Roberti, based at structural weight and aerodynamic drag,
Type L flying boat suffered an engine fail- Schiranna on the shore of a lake near and powered by a 160hp Isotta-Franchini
ure due to a damaged radiator. It was Varese, where a shed was erected specifical- V4B engine. The wingspan was reduced by
forced to alight at Porto Corsini near ly for this purpose. This aircraft, the L.1, about 40cm (16in), and the total number of
Ravenna, and was captured intact before totally outperformed the equipment then wing bays from six to four. The floats were of
72
NIEUPORT AIRCRAFT OF WORLD WAR ONE
II
IJIIi The M.3, M.4 and M.8
The L.2 was in tum quickly replaced by the
L.3 (renamed the M.3), of similar configu-
ration but essentially a new design by Felice
Buzio. The outline of the fin and rudder was
changed, with the leading edge curving
backwards, and a scalloped curved trailing
edge. A streamlined aluminium cowling
that partially covered the engine was also
designed for the machine, but was not
always fitted. This required the frontal radi-
ator to be replaced by twin radiators splayed
Nieuport-Macchi 11. via Paul Leaman
at an angle either side of the engine. The
floats were replaced by wooden floats of rec-
tangular section tapering to a horizontal
knife-edge front and rear. It could be armed
with a machine-gun on a ring in the front
cockpit, or sometimes a small cannon.
Largely due to its lower weight, this design
showed a significantly improved perfor-
mance compared with its Lohner predeces-
sors, and this was demonstrated on 10
October 1916 when it established a new
world time-to-height record for seaplanes
by reaching 5,400m (17, nOft) in 41 min.
Two hundred were produced, and were used
extensively by the Italian navy in the Adri-
atic on reconnaissance and bombing mis-
sions.
After the war, several M.3s were con-
verted to civil use. These had a cowled
engine with a frontal radiator, and the fin
Nieuport-Macchi 11. via Philip Jarrett (Below) Macchi L.1 copy of the Lohner flying boat. Giorgio Apostolo
and rudder were mounted directly on to
the fuselage with a strut-braced mid-
mounted tailplane. A partially enclosed
cabin for two passengers was placed imme-
diately in front of the wings, with an open
cockpit on a raised decking for the pilot
beneath the engine behind.
The M.3 was further developed into the
MA, designed for reconnaissance and
bombing. This represented a considerable
advance over the original Lohner concept.
The aerodynamic design was very refined
for its day, and this, along with the single-
seat M.6 derivative, represented the final
stage in the evolution of this series of
multi-role seaplanes for the Italian navy.
Unlike the earlier versions, the tail sur-
faces were mounted directly and cleanly to
the fuselage. The design was studied as a
73
NIEUPORT AIRCRAFT OF WORLD WAR ONE
The provision of both military and naval Engine 150hp Hiero 160hp Isotta-Fraschini
aircraft was the responsibility of Mag Gen Y.4B
G.B. Marieni, the director general of aero- Propeller: Starre
nautics. His plan for the naval air arm for Dimensions: Span upper, m (ft) 16.20 (53) 15.95 (52.3)
1917 saw a requirement for forty-six sea- Span, lower, m (ft) 10.00 (32.8)
plane scouts of advanced design for escort- Chord, upper, m (ft) 2.05 (6.7)
ing bombers and reconnaissance seaplanes Chord, lower, m (ft) 1.80 (5.9)
such as the M.3 and FBA, and for patrol Length, m (ft) 10.85 (35.6) 10.25 (33.6)
and scouting work. As it happened, by Height, m (ft) 3.50 (11.5) 3.2000.5)
September 1916 Buzio, in cooperation Wing area, sq m (sq ft) 45.0 (412) 45.0 (412)
with Calzavara, already had a single-seat
seaplane fighter design on the drawing Weights: Empty, kg (lb) 895 (1,973) 895 (1,973)
board: this was destined to be the forerun- Loaded, kg (lb) 1,325 (2,922) 1350 (2,977)
ner of the Macchi M.5 variants. Wing loading, kg(sq m (lb(sq ft) 29.5 (7.09) 29.3 (7.22)
Lacking a suitable engine with suffi- Power loading kg/hp (lb/hp) 8.8509.5)
cient power, the designers decided to Performance: Cruising speed, km/h (mph) 127 (79)
improve performance by reducing size Maximum speed, km/h (mph):
and weight. Although of similar con- at sea level 105 (65) 145 (90)
struction, the fuselage was about 20 per Time to height (min):
cent shorter than the Macchi L.1. The 500m (1 ,640ft)
wings showed strong Nieuport influence, 1,000m (3,280ft) 15 6
being of sesquiplane layout with a twin- 3,000m (9,850ft) 26
spar upper wing and a single-spar lower 4,000m 03,120ft) 39
wing joined by V-struts. The wingspan Service ceiling, m (ft) 5,50008,000)
was reduced by about a quarter, giving a Range, km (miles) 650 (404) 700 (435)
surface area little more than half that of Endutance, hr 6.5
the L.1. The empennage was made of Petrol capacity, kg (lb) 230 (507)
steel tube, and was placed on a steel-tube Oil capacity, kg (lb) 15 (33)
framework typical of Lohner designs. The
control cables were run externally. Large
floats were faired into the wings near the
tips. The uncowled engine was set below moved forwards by about 30cm (12in), was simplified by giving it a trapezoid plan
the upper wing and was equipped with and the bow was slightly widened and the form. The engine was fitted with an alu-
a pair of vertical frontal radiators. nose shortened by about 20cm (8in). A minium cowling with detachable side
Although the prototype was unarmed, it Fiat machine-gun was installed under a panels and a single frontal radiator. The
was conceived that a single machine-gun new sheet-metal forward decking, and a fuel tank inside the fuselage was enlarged.
could be mounted on a pillar forward of Nieuport-style windscreen was fitted, A contract for ten machines (4866 to
the windscreen. together with a metal fa ired headrest. The 4875) was authorized on 17 February 1917,
Initial flight tests showed that modifi- fin and rudder were also moved forwards and experimental testing of the first began
cations were necessary. The step was by about 30cm (12in), and the tailplane in May 1917. The reports of the tests were
74
NIEUPORT AIRCRAFT OF WORLD WAR ONE
decidedly favourable, both speed and leading edge to the front spar. Also the steel was very similar to the M.5, and as the lat-
climb being judged clearly superior to ailerons with seven ribs were replaced by ter was preferred due to its advanced stage
enemy machines currently used on the wooden units with eleven ribs. Although of development, the M.6 never progressed
Front. Eight machines of the first batch the overall dimensions were unchanged, the beyond the prototype stage.
had been delivered by 30 June 1917. new wings were not interchangeable with
On 1 July 1917 ambitious plans were the old. A vertical camera, operated by the
The MSbis
made by the Ispettorato Sommergibili ed pilot with a lever that opened a trapdoor in
Aviazione (Submarine and Aviation In- the bottom of the hull, was fitted to some, if The M.5 was further developed into the
spectorate) to expand the air arm of the not all of the machines used for photo- M.5 modificato or M.5bis. This has been
Regia Marina. These plans were for the graphic reconnaissance. variously reported to be a V-6-powered
production of 102 seaplane scouts and 96 At least one machine (7080) was altered M.5, an M.5 with M.6-pattern wings or a
reconnaissance machines (or MMs as structurally to take a 25Amm Fiat cannon VAB-powered M.7. However, a N ieuport-
they were called in the plan). Although in place of the machine-gun. The addi- Macchi report, dated March 1919, refers
there was no indication of the type to be tional weight and the recoil were counter- to an important order for 320 M.7s with
ordered, it was evident that the M.5 (or acted by fitting three spanwise steel tubes 250hp Isotta Fraschini V6 engines, and it
MM) was intended for both roles. Repeat of 20mm O'.\in) or 35mm (lAin) diameter, goes on to say that it was also agreed to
contracts were set for two further batches supported by twin 20mm V-struts. transform the remainder of the M.5s under
of fifty machines each. At the same time, More orders were received, raising the construction by fitting them with M.7-
200 Vickers guns were ordered from total to 420 aircraft, including 340 from type wings. It is most probable that this is
Britain. Macchi and 80 from Aeromarittima in the identity of the M.5bis. Acceptance tri-
Early operational experience showed Naples. Actual deliveries were limited - by als of this design began in the summer of
that further changes were necessary. A the introduction of the more powerful 1918, with the twenty-first production
new fin was designed that joined directly M.7, and by the end of the war - to about model (l3153) being tested on 19 Sep-
to the rear fuselage, and the shape of the 348. During the war, some of the machines tember. It is unlikely that any served oper-
stern was changed from a beaver tail to a were repaired by contractors, for instance ationally, because the first to be men-
rectangular section. The new shape twenty-three by Monti & Martini of tioned in operational reports is 13132 with
allowed the control wires to be run inter- Milan and four by Zari. Six were repaired 260 a Squadriglia in late November 1918,
nally, thereby affording protection from by Macchi, but they were forced to relin- followed by 13153 at Brindisi in early
salt-water corrosion and improving direc- quish this line of business in 1918 because December.
tional stability. The vertical fa ired floats of the pressure of production and develop- Atleast three M.5bis (13139, 13152 and
were changed to smaller units mounted ment work. 13153) were further modified by fitting
on steel struts. long-range fuel tanks to give a duration of
Further changes were made at some point flight of about five hours. These were des-
TheM6
during the production run of the first batch ignated the M.5as (autonomiaspeciale) and
of fifty. For instance, the structure of the A variant of the M.5 appeared in 1917, des- were otherwise unchanged except for pos-
upper wing was completely redesigne9; the. ignated the M.6. This had a similar fuselage sibly being fitted with cylindrical wing
number ofribs was increased from seventeen to the M.5, but the sesquiplane arrange- floats. After the war, and as a result of the
to twenty-seven; and the full-chord false ribs ment was replaced by untapered equal span 1923-24 seaplane programme, about thir-
inherited from its Lohner origins were wings, both upper and lower wings having ty-two M.5s were retrofitted with V-6 Isot-
replaced by additional ribs running from the twin spars. The performance of the M.6 ta Fraschini engines.
", .,
75
MacchiM.5 Macchi M.5bis Macchi M.7bis
Engine: 160hp Isotta- Fraschini V4B 190hp Isotta- Fraschini V4B 260hp Isotra-Fraschini V-6
TheM? (l30mph), which made it the fastest sea- During the early postwar period the
plane in the world at the time. However, basic M.7 design was developed into the
The first design by Alessandro Tonini, the Italian navy required it to be modified M.7bis, M. 7ter and M. 7AR (ali ripiegabli or
who had been appointed as technical as a longer-range escort fighter, and the 'folding wings'). Two companies based in
manager at Varese, was the M.7. This was added weight reduced its performance Naples, Industrie Meridionali and Con-
another direct derivative of the M.S, fitted slightly. The modifications also delayed its struzioni Aeromarittime S.A., assisted in
with the 250hp Isotta-Fraschini engine entry into service, and only three were the production of the M.7 series, develop-
and with reduced-span wings. In flight tri- delivered by the end of the war, and a fur- ments of which continued in service until
als the M.7 recorded a speed of 210 km/h ther fourteen afterwards. 1928.
76
CHAPTER FOUR
77
FRENCH OPERATIONS OF NJEUPORT AIRCRAFT DURING WORLD WAR ONE
Alliance with Germany and Austria- the freshwater lake, coupled with its high Dardenelles, and LV de l'Escaille was
Hungary and was expected to enter the altitude, made it difficult for the aircraft to ordered to set up a base on Tenedos with two
war against France if provoked. Just prior take off, and their performance was signif- Nieuport seaplanes, one officer and eleven
to the outbreak of the war on 29 July 1914 icantly affected. One ended up being ratings from Raven II before it returned to
an escadrille, at first with four Nieuports destroyed on the lake, and the other was Egypt. However, it proved impossible to
and later with eight, was based at Nice returned to Malta in the steamship Lia- control two separate establishments - the
under the command of de l'Escaille within mone. Disenchanted with the Nieuports' one at Tenedos and the Escadrille de Port-
the range of La Spezia. A flight of four performance, these aircraft were later Said - so far apart. By 11 April the unit had
machines was sent to Bonifacio under LV shipped to Port Said. been re-attached to the British forces on the
de Laborde to cover Sardinia. The Foudre During the opening days of the war two island, which already had twenty aircraft,
was equipped with two Nieuports. Initial German cruisers, the Goeben and Breslau, eleven pilots and 100 men under the com-
sorties from N ice and Bonifacio were attacked French installations at Bone and mand of Cdr Samson. They were embarked
therefore tentative, and confined to re- Philippeville on the north African coast. on the Ark Royal, but by 20 May the section
connaissance sorties close to the coast. It However, they were bottled up in the had been returned to Egypt where they con-
was decided to base six Nieuport XH float- Mediterranean by the British fleet based at tinued to give valuable service. Despite con-
planes - two of which had been held back Gibraltar, and were forced to take refuge in tinual demands it proved difficult for the
from a Turkish order for fifteen machines, the eastern Mediterranean where they British to release these men and machines,
and the French set up a new unit in Novem-
ber 1915 to operate with the troops in the
Dardenelles.
After their period with the British, in
April 1916 the surviving Nieuport XHs
were assigned to the seaplane carrier Camp-
inas and sent to Argostoli on the island of
Cephalonia off the west coast of Greece,
arriving on 24 May 1916. The Nieuports
involved were N.18, N.19 and N.20 with
80hp Clergets, and N.ll, N.23 and B.3
with 110hp Clergets. There they carried
out patrol dutie~ off the west coast of the
Peloponnese until May 1917. Two months
later the unit was transferred to Mytika.
At the request of the Italian govern-
ment, the ministre de la Marine decided to
set up on 29 July 1915 an escadrille of
three N ieuports and one Caudron Type R
at Brindisi for the purpose of carrying out
reconnaissance missions and protective
patrols, and to search for enemy warships
passing through the Straits of Otrante.
Nieuport XH (N.16) with the Escadrille de Port Said in the Red Sea during July 1915. The unit was commanded by LV Haute-
L. Morareau feuille, and was staffed by a small contin-
gent of Italian officers, who were trained
on the spot, and some French marines.
The original intention was to use N ieuport
and one from a British order - in Bizerte, joined forces with the Turks. They were floatplanes destined for Port Said, but
where they would form the backbone of therefore out of the range of aerial recon- instead three others were delivered on 25
the Aviation Maritime during the early naissance, and so it was decided to equip September; these were given fleet numbers
part of the war. the Foudre with the six Nieuport XH sea- NB.1, NB.2 and NB.3. For offensive pur-
A section of two Nieuports was trans- planes, five pilots and two observers from poses they were equipped with two bombs
ferred in the Foudre to Antivari in Mon- Saint Raphael, and send it to Port Said. consisting of 105mm shells carried within
tenegro, arriving on 17 October 1914. This force became known unofficially as the fuselage and jettisoned by the observ-
This unit was under the command of LV the 'Escadrille de Port-Said', and there it er. On 17 December the unit was rein-
Cintre, who had a civil pilot's licence but was seconded to British forces for the forced with a single Caudron Type R. By
no experience of flying floatplanes, with defence of the Suez Canal. This 'Escadrille' the end of the year, the Italian Naval Air
LV Destrem and QM (Quartier-maltre) stayed in Port Said from December 1914 to Service had relegated the unit to a recon-
Levasseur as pilots. Following an attack by April 1916, and served with distinction - a naissance role, and the Aviation Maritime
Austro-Hungarian aircraft, these were story told elsewhere in this book. closed down the unit and transferred the
moved to Lake Scutari, but this move During March 1915 it was felt necessary machines to Port Said where there was an
proved unsatisfactory as the low density of to maintain a permanent presence near the urgent need for more aircraft.
78
FRE CH OPERATIONS OF lEU PORT AIRCRAFT DURI G WORLD WAR 0 E
Nieuport XHs with the Escadrille de Port Said at Port Said in 1915. L. Morareau
79
FRENCH OPERATIONS OF NIEUPORT AIRCRAFT DURING WORLD WAR ONE
The Nieuport J 0
The N ieuport 10 was demonstrated to the Nieuport XH (NB.2) with the Escadrille de Brindisi during 1915. L. Morareau
Service Fabrication Aeronautique (SFA)
early in 1915. It was accepted for scouting
purposes and began to arrive at escadrilles
in late April. By August there were forty- in fourteen escadrilles, ten of which had the Champagne offensive as part of Groupe
two Nieuport lOs at the Front, with anoth- been re-designated from Morane esca- de Chasse Cachy, N.15, N.23 and N.67
er thirty-nine held in reserve, and seven in drilles in September 1915. were at Verdun, and N.65 was part of the
training units. These were initially sup- In 1915 the Allied Front occupied by Groupe de Combat Malzeville. This latter
plied to units using the Morane Saulnier French forces stretched all the way from Groupe was formed in August 1915, and
Type L Parasols, some of these units having Picardie astride the Somme via the Cham- had two Nieuport lOs in addition to its
previously had one or two Nieuport mono- pagne, Verdun and Nancy to the Swiss bor- Caudron GAs. Its function was to provide
planes on strength. By February 1916 the der. Nieuport escadrilles were involved along escorts for the bombers of GB.2 during
Aviation Militaire had 120 Nieuport lOs the whole Front. As examples, N.23 was sit- daylight raids, and to provide cover for its
and Nieuport 12s on strength, for the large uated on the Belgian front, N.3 was assigned base at Malzeville and nearby Nancy. By
part Nieuport 10 single-seaters, operating to the Armee de Picardie, N.3 7 took part in 25 February 1916, GC Malzeville had been
80
FRENCH OPERATIONS OF NIEUPORT AIRCRAFT DURING WORLD WAR ONE
disbanded, and N.65 transferred to the Ver- The French aircraft operated in flights of six The British had been intending to open
dun sector. or more aircraft and were assigned areas to an offensive of their own, but this was fore-
The Nieuport lOs were primarily used patrol, and ordered to keep at least one air- stalled by the German offensive at Verdun;
for combat patrols along the front lines to craft in the air at anyone time. This policy but eventually, on 1 July 1916, they
prevent German aircraft from penetrating caused the Allies to quickly regain control, launched an offensive on the Somme in
into French-held territory. The Nieuports and aerial supremacy had been regained by order to relieve the pressure on the French.
also escorted bombers, flew reconnais- the middle of April. N.124 also became During April 1916 the Aviation Militaire
sance missions, and even dropped agents involved after its formation. had begun to build up their strength in the
behind enemy lines. The type showed ade- Altogether the French units claimed VI Armee sector at Cachy, at the southern
quate speed and superior manceuvrability sixty-seven victories during this period: six end of the British sector and about 15km
when operated as a single-seat fighter. In for the N.3 detachment, three for N.12, (9 miles) south-east of Amiens. .103, an
this role the aircraft was equipped with a nine for N.15, seven for N.23, seven for Escadrille d'Armee with the VI Armee was
forward-firing Lewis gun fixed above the N.31, five for N.57, thirteen for N.65, ten already there, and it was joined by N.3 on
upper wing. The trigger mechanism was for N.67, four for .69 and three for N.124. 16 April, N.62 on 5 May and N.26 on 5
later modified with a Bowden cable to
allow the gun to be fired from the cockpit.
The Nieuport II
The N ieuport lOs continued to serve as
scouts until they began to be replaced by
Nieuport lIs at the beginning of 1916. The
first Nieuport lIs arrived at the Front in
December 1915, and by 1 February ninety
of the type had joined the 120 N ieuport lOs
in service, with more due to be delivered in
April. A total of nineteen escadrilles oper-
ated the Nieuport 11 for fighting and re-
connaissance alongside the other types.
Falkenhain, the German chief of staff,
decided to launch a big offensive in the
spring of 1916 in the important Verdun
sector: any breakthrough there would
threaten Paris and the British flank to the
north. In order to achieve aerial superiori-
ty he assembled about 180 aircraft, in.clud-
ing twenty-one Fokker Eindekkers. The
Fokkers had been concentrated into three Single-seat Nieuport 10 (N257), possibly with Esc. N.12. Castor oil from the engine exhaust
units, and these achieved the desired aeri- has stained the taut fabric where it covers the vertical spacers. JMB/GLS collection
al superiority over the Front at the start of
the offensive on 21 February 1916. The
French escadrilles Were too dispersed to
achieve any effective opposition, with the
result that the enemy could successfully
conduct reconnaissances over the French
lines whilst denying the same opportunity
to the French.
Major Trincornot de Rose was assigned
the task of re-establishing control of the
skies over Verdun. This he attempted to do
by concentrating escadrilles with Nieuport
lIs and Morane Type Ns into a stopgap
Groupe de Chasse in the Verdun area. N.65
and N.67, based at Bar-Ie-Duc, formed the
nucleus, with N.23 in reserve at Vadelain-
court. .15 and N.69 were also at Bar-le-
Duc, but under the command of the X
Annee, and N.3 7 was based at Brocourt. Nieuport 11 (Nl135) of Capitaine Ie Cornte J.L.V. de Plan des Sieyes de Veynes of Esc.
N.57 arrived later and was based at Lemmes. N.26, brought down inside German lines between Flers and Douai on 3 July 1916,
Selected pilots from N.3 were also used. with just a broken tail-skid. via Paul Leaman
81
FRENCH OPERATIONS OF NIEUPORT AIRCRAFT DURING WORLD WAR ONE
82
FRENCH OPERATIONS OF NIEUPORT AIRCRAFT DURING WORLD WAR ONE
Nieuport 12 in Aviation
Militaire Service
In French service, the N ieuport 12 was
mainly intended as a reconnaissance air-
craft, but was also employed in ground
attack, barrage flights and even as a fighter
for bomber escort. Nieuport 12s often made
up a substantial proportion of an escadrille's
strength: for example, during the Battle of
the Somme, N.38 had five Nieuport 12s
and five Nieuport lIs on strength. Of the
fourteen aircraft on the strength of N.49 in
March 1917, five were Nieuport 12s. Nieu-
port 12s made up the main part of N.77s
strength from its formation in September French Nieuport 12 (N883) visiting 2 Wing at Imbros in the Aegean. JMB/GLS collection
1916 until the middle of 1917. Other
escadrilles using the N ieuport 12 as part of
its inventory in this period were NJ, N.12,
N.15, N.23, N.26, N.31, N.37, N.48, N.57, He took off from Nancy in an extensively Nieuport 17, 17 bis and 23 in
N.62, N.65, N.67, N.68, N.69, N.75, N.78- modified Nieuport 12 and dropped leaflets Aviation Militaire Service
N.81, N.102, N.1OJ and N.124. Otherwise on Berlin. It was his intention to continue
it was allocated in small numbers to Nieu- his flight to land beyond the border The N ieuport 17 partially equipped every
port-equipped scout escadrilles for routine between Russia and Germany at Rovno, French scout unit at some time during 1916,
reconnaissance duties. but unfortunately after travelling a distance and many were still in service until the mid-
An RFC officer visiting the Groupe de of about 1,400km (870 miles), he came dle of the following year. These were sup-
Bombardement 0.1 at Malzeville during down in enemy territory at Chol and was plemented by the very similar Nieuport 23,
March 1916 reported that, when the taken prisoner. The aircraft was fitted with and both types served side by side in the
N ieuport 12 was used for bomber escort a 80hp Le RhOne, which although less pow- same escadrilles. All the principal French
duties, the usual practice was for the erful than the 110hp Clerget, had a lower fighter aces flew the N ieuport 17, including
bombers, in a group of thirty to forty, to fuel consumption. The wing area was mar- Guynemer, Nungesser, de Turenne, Dorme,
rendezvous with their escorts after about ginally increased to about 24sq m (258sq ft). Madon, Boyau, Deullin, Pinsard and Am-
an hour's flying at an agreed place. The Tankage was increased to take 3541tr brogi. Despite receiving an official SFA
Nieuport two-seaters, based at Bar-le-Duc, (78gal) of petrol and 881tr·( 199al) of oil, to designation, the 17bis C.1 did not appear to
would protect their charges by providing give an endurance of more than fourteen be regarded as a standard type in French ser-
cover above, below and at the sides of the . hours. With an empty weight of 530kg vice, although a few did see operational use
bomber formation. (1,0861b), a useful load of 100kg (22Olb), with the Aviation Militaire.
An outstanding feat was performed by a and all the petrol and oil, the all-up weight Following the success of Groupe de
Lt Marchal on the night of 20 June 1916. reached 1,000kg (2,200lb). Combat de la Somme in achieving local air
superiority over the Front at crucial periods
during the Battle of the Somme, five per-
manent groupes de combat were formed, the
first three in November 1916 and the other
two in March 1917. GC 11 was formed
at Vadelaincourt from N .12, N .31, N.48
and N.57, with N.94 arriving later. This
Groupe was assigned to the II Armee sec-
tor and later to the Groupe Armee de
Reserve (IV, V and VI Armees). GC 12 was
formed from the escadrilles that comprised
the Groupe de Combat de la Somme,
namely .3, N.26, N.?3 and .103, and
provided air cover for the Groupe Armee
de Reserve, and the X Armee. GC 13 com-
prised N.65, N.67, N.112 and N.124, with
N.37 joining later. This Groupe was based
at Ravenel and assigned to the Groupe
Armee du Nord and later to the III Armee
sector. By June 1917 this Groupe had been
Nieuport 17 (N3509) with the 'wasp' emblem of Esc. N.89. Jean Devaux, via Stuart Leslie reorganized, and comprised Escadrilles
83
FRENCH OPERATIONS OF NIEUPORT AIRCRAFT DURING WORLD WAR ONE
84
FRENCH OPERATIONS OF NIEUPORT AIRCRAFT DURING WORLD WAR ONE
escadrilles were little involved in direct escadrilles de l'interieur of the Defense Contre A single Nieuport 16, given the serial
combat with enemy machines but were Aviation. N.311 was formed in February number 1, was used at Saint Pol-sur-Mer
nevertheless in almost constant action, fly- 1917, and disbanded in June. N.312 was between July 1916 and September 1917.
ing escort to reconnaissance and bomber formed in March, and renumbered in July. The Escadrille received seven Nieuport
aircraft, carrying out fighter patrols and 17s in October 1916, the last of these sur-
accompanying ieuport 12s on reconnais- viving until March 1918. They were given
sance sorties. They also escorted Nieuport the serial numbers 2 to 8. Each sported a
12s and Sopwith 1YJ-Strutters that were
The Nieuport 12, 16, 17 and black eagle emblem on the side of its fuse-
dropping agents behind enemy lines, and 24bis in Aviation Maritime lage. For a period they were operated side
strafed enemy trenches. Service by side with Sopwith Triplanes, until these
Of the escadrilles involved in direct were returned to the RNAS. One of the
support of the Armees, in November 1917 The Escadrille de Chasse Terrestre du Cen- pilots there was LV Georges Guierre..
N.82 went to Italy with the X Armee. tre d'Aviation Maritime based at Saint-Pol- Much of the action involved the Sop-
It was based at San Pietro di Godego, sur-Mer, Dunkerque, received four Nieuport withs, but on 25 January 1917 an enemy
where it escorted reconnaissance and 12s, delivered one at a time between Janu- machine attacked over Houthulst forest
bombing missions. On 1 January 1918 it ary and May 1916. These were known as the escaped three Nieuport 17s piloted by Sous-
moved to San Pietro in Gu, where it Nieuport 23m in Aviation Maritime service Lt (Sous-Lieutenant) Delesalle, QM Le
carried out reconnaissance missions over (a reference to the wing area of 23sq m) and Garrec and QM Habillon. On 26 April,
Adige, Brenta and Piave, and escorted given the numbers NM.1 to NMA (NM EV1 (Enseigne de Vaisseau de 1iCre Classe)
the army cooperation machines of the for 'Nieuport Marine'). In August 1916 G. Guierre, piloting Nieuport 17 number
31st Corps d'Armee. In March 1918, it they were renumbered 11 to 14. They were '5', attacked a formation of six enemy
returned to France where it was assigned to assigned escort duties to protect the machines and claimed one and two proba-
GC 22. Esc. N.92, previously operating bombers and reconnaissance machines bles. On 25 May, QM Le Garrec in Nieuport
the N ieuport 11 in the defence of Venice, operated by the unit. One was converted number '7' and QM Vacher in a Sopwith
changed its designation to .392 and to a single-seater but was destroyed in an attacked a Gotha returning from a raid over
switched to the Nieuport 17 in June 1916. accident in September. The three others England and forced it to land in the sea.
Two escadrilles were briefly equipped with served until January 1917, when they were During March 1917, the Navy General
the N ieuport 17, and were assigned to the returned to the Aviation Militaire. Staff decided to form an escadrille equipped
85
FRENCH OPERATIONS OF NIEUPORT AIRCRAFT DURING WORLD WAR ONE
86
FRENCH OPERATIONS OF NIEUPORT AIRCRAFT DURING WORLD WAR ONE
duties ... If the production forecasts for February before, on 21 February 1916. Just two days injuring Thaw, Rockwell and Sgt Y.E.
and March are not realized in full, it can only be later, Adj W.E. Hall scored his first victory Chapman. On 1June, Sub-Lt N. Prince was
expected that about ten fighter escadrilles will still when, having left two colleagues guarding injured when unsuccessfully trying to pre-
have Nieuports at 1 April 1918. French observation balloons, he shot down vent an air-raid on Bar-Ie-Duc. Chapman
an Aviatik two-seater over Malancourt, was again injured on 17 June when jumped
In fact the situation was not as bad as after killing the pilot with a long burst. on by five Fokkers, and six days later he was
General Duval feared. The returns for 1 The escadrilles in the area combined to killed when in a brand new N ieuport he
April 1918 showed that the fighter form continuous patrols over the Front, at engaged three Fokkers. Masson borrowed a
escadrilles had 372 Spad 7s, 290 Spad Us three heights between 1,000m (3,280ft) Nieuport 12 from Capt Happe of GBA to
and five Spad 12s. However, although not and 4,000m (13,120ft), each unit con- fly Rockwell's brother over the battle zone
officially listed, several escadrilles were tributing two patrols each day. Voluntary to commemorate his death.
still wholly equipped with Nieuports. At patrols were allowed, provided that the offi- Despite constant activity, the Escadrille
the same time the French training units cial needs were met. It was on one of these, did not achieve another confirmed victory
had a total of fifty-six Nieuports of various
types with 120hp Le Rhone engines.
87
FRENCH OPERATIONS OF NIEUPORT AIRCRAFT DURING WORLD WAR ONE
Gervais Raoul Lufbery joined the Esca- observer. On 9 September, just before the The RNAS lost one of its Sopwiths
drille on 24 May. Unlike many newcomers unit was sent on a well-earned leave, when it collided with a Nieuport 12 of
he was meticulous in his preparations Rockwell shot down a two-seater and GBA, the wings of both aircraft collapsing
before a patrol. He would carefully check Prince shot down one of three Fokker Ein- under the impact. And there were further
every round of ammunition before loading dekkers, upon which he had launched a losses: on the afternoon of 12 October
them into his magazines, thus minimizing surprise attack. 1916, the Farmans and Breguet-Michelin
stoppages, and he would inspect or super- The American pilots returned to Luxeuil IVs of GBA, and the Sopwiths of the
vise every aspect of the maintenance of his from leave to find that they were now shar- RNAS, set off to bomb the Mauser factory
aircraft and engine. He also practised his ing the airfield with the Sopwith IJ.i-Strut- at Oberndorf, a nOkm (450-mile) round
flying until he was completely at home ters of 3 Wing RNAS. Unfortunately the trip, most of which was over enemy territo-
with his machine, a luxury rarely afforded Nieuport 17s that they were expecting as ry. The formation was escorted by four
to newcomers before they were committed replacement aircraft had not yet arrived. ieuports of N.124 as far as the Rhine,
to the fray. It was therefore some weeks However, five appeared on 20 September, where the N ieuports had to turn back; thus
before his preparations paid off, and it was and two of these were ready for use three far they had not seen an enemy aircraft.
not until 31 July that he scored his first vic- days later. On this day Rockwell and Luf- However, several bombers were lost to
tory, shooting down a two-seater that burst bery, on patrol, attacked several Fokker groundfire on the way out, and on the way
into flames on hitting the ground. On 3 scouts. Lufbery's Vickers gun jammed back the remainder were attacked by
enemy aircraft, initiating an aerial battle
that continued until the four N ieuports,
now refuelled, arrived to help. More
bombers were lost, but Lufbery shot down
a Roland C.II, and Prince a Fokker E.III,
and both Adj D. Masson and De Laage
forced down two E.IIIs. Masson himself
crash-landed on the French side of the
lines with a holed fuel tank; Prince died of
his injuries having struck power lines when
trying to land in the dark on his return.
On 19 October l'Escadrille Americaine
was transferred to the airfield at Cachy
Wood in the Somme valley where, along
with N.15, N.84 and N.65, it became part
of Groupe de Combat 13 under Comman-
dant Philippe Fequant. The airfield was
shared with the escadrilles of GC.12. There
the establishment was reinforced by several
more American pilots, including Adj EH.
Prince, the late N. Prince's brother, R.
Soubiran and W. Haviland. By 30 October
the unit had received twelve new Nieuport
17s, now emblazoned with the unit's new
emblem, the head of an Indian chief.
A civil Nieuport 27: F-AIB, cln N5748. Jean Devaux, via Stuart Leslie There was little opportunity for action as
the enemy only flew at night, and this fact
encouraged Pavelka to install lighting in
his cockpit to illuminate his instruments.
August he shot down two more in quick almost immediately, but both pilots man- But this installation was found wanting
succession, and five days later, while aged to extricate themselves from the fight. when enemy aircraft bombed the airfield.
escorting some reconnaissance machines, Rockwell continued with the patrol, while Pavelka took off in pursuit of the raiders by
he shot down an Aviatik. Lufbery landed to clear the stoppage, and the light of a burning hangar, but his cock-
SILt N. Prince fitted Le Prieur rockets to dived onto an Aviatik. Unfortunately pit lights failed, leaving him to navigate in
his machine and, after some days' search, Rockwell was killed when hit by enemy fire, the pitch dark until he ran out offuel. Luck-
found a German observation balloon, and the Nieuport continued its dive to ily dawn was breaking as his engine failed,
which he shot down. He unfortunately earth, shedding its wings in the process. and he was able to make a dead-stick land-
ground-looped his machine on landing. Due to a shortage of ammunition, the ing just inside the British lines. By this time
Both Sgt J.R. McConnell and Sgt P. Pavel- unit was unable to avenge this loss for sev- severe winter weather had set in, making
ka were badly hurt in accidents before this. eral weeks; but finally that time came, and flying patrols an infrequent event. Howev-
On 23 August, Prince scored a victory over Prince managed to surprise a Fokker that er, Lufbery scored his seventh victory when
a German two-seater, which he escorted was returning to its aerodrome at Hab- he rescued Sub-Lt E.C. Parsons from the
back to Allied lines after killing the sheim and shoot it down. attentions of three German two-seaters
88
after he had strayed over the lines on his
first patrol after joining the unit.
Shortly afterwards, on 26 January 1917,
the Groupe left the ramshackle billets of
Cachy for an even more inhospitable air-
field at Ravenel near St Just-en-Chaussee:
here the accommodation was for a time
non-existent. The weather was extremely
cold during March, and in one snowstorm
a patrol became separated; the pilots man-
aged to land, but were scattered along the
Front. On 19 March, J.R. McConnell, who
had rejoined the unit a few days previous-
ly, was killed, and Sgt E.C.C. Genet was
injured by very accurate fire from two Ger-
man two-seaters.
The United States entered the war on 6
April, and although this did not affect the
status of the CEscadrille Americaine, it did
improve morale. Gc.13 was strengthened
by one more N ieuport escadrille, N .88, and
assigned to a reconnaissance role with the
French V and X Armees, a change that
A civil Nieuport 27: F-ADCB. Philip Jarrett
involved a move from Ravenel to Eppevtlle
on the outskirts of Ham. It was intended
_ r
that N.124 would carry out a familiarization
flight along the Front on 8 April, but it was
called off after a series of accidents reduced
the unit's strength by a third. Sgt E.F. Hin-
kle completed a circuit of the airfield but
landed heavily, shearing off his right wheel
and demolishing his lower right wing. Sgt
H.B. Willis shot off his own propeller when
the synchronization gear failed when he
was ground-testing his Vickers gun. Adj W.
Lovell's engine seized on starting,. and
-.;
Genet's sheared a piston rod. Sgt K. Man
completed the havoc by hitting a pile of rail-
way sleepers when landing after completing
a circuit. Laage retrieved the day a little by
taking off on a lone patrol and managing to
shoot down two enemy aircraft harassing a
lone Nieuport that had been attempting to
protect an observation balloon.
To support the impending Nivelle offen- A civil Nieuport 28 operated by the Compagnie Generale Transaerienne. via Paul Leaman
sive, the Groupe were carrying out sorties to
intercept enemy observation planes over
their own lines, to carry out sweeps into
enemy territory to gain air superiority, and down an enemy aircraft on the following The Groupe was transferred from
finally to carry out ground attack duties in day, and two days later when Adj c.c. John- Ravenel to Chaudun. By this time the
order to neutralize the enemy defences and son and Haviland each shot down an Alba- Nieuports were gradually being replaced by
gather information regarding potential tar- tros D.III without loss during a melee Spad 7s; however, there was one more inci-
gets for the artillery. The artillery bombard- involving two opposing patrols. Two days dent involving a Nieuport that is worth
ment started on 16 April, and on this day later Lt W. Thaw and Haviland combined to recording. Sgt A.c. Campbell always flew
Genet was shot down and killed by ground- shoot down an enemy two-seater. The Niv- his aircraft to the limit, and on one occasion
fire, becoming the first American citizen to elle offensive petered out with an appalling exceeded it. He was beating up the airfield
be killed after the declaration of war. Sgt loss of life and the air battle subsided. How- when on about his fourth climbing zoom his
R.W. Hoskier was shot down whilst flying a ever, it was not the end of the Escadrille's lower port wing snapped off at the root and
borrowed Morane Parasol on 23 April, but losses, as de Laage was killed in an accident was left dangling by its V-strut and bracing
he was doubly avenged when Lufbery shot while trying out a Morane Bullet. wires. Miraculously Campbell managed to
89
FRENCH OPERATIONS OF NIEUPORT AIRCRAFT DURING WORLD WAR ONE
bring his crippled machine down for a per- mer of 1917, there was an attempt to trans- became the nucleus of the new 103rd Aero
fect landing. fer Americans serving with the Escadrille Squadron under the command of W. Thaw
Once fully equipped with Spads, the Lafayette, and with other escadrilles, to the - and thus on 18 February 1918, the
Escadrille moved to St Pol-sur-Mer on 18 fledgling United States Air Service. Some Escadrille Lafayette had disappeared from
July 1917 and took part in the Battle of pilots returned to the USA as instructors, the order of battle. During its twenty-two
Ypres. It then moved to Senard in time for but most elected to stay with the Escadrille months at the Front its pilots had shot down
the Petain offensive at Verdun that began in France. The Escadrille then moved to its thirty-nine German aircraft for the loss of
on 13 August 1917, and then back to last base, a disused ailfield at Noblette Farm, six pilots killed in combat, one due to anti-
Chaudun to support limited activity in the and its personnel were gradually dispersed aircraft fire and two due to accidents, with
Chemin-des-Dames area. During the sum- during January 1918. Those remaining another five badly wounded.
Brief Histories of French Nieuport Escadrilles (Victories refer to those of aces in the particular unit)
N.3 Beginning as 8.13 with Bleriots during July 1912, it became MS.3 with MS Type late 1915 to early 1916, and converted to Nieuport 11 s during the spring of 1916. At
Ls in 3.1915. It was equipped with Nieuport scouts by 20.9.15 and became N.3 on Verdun in 2.16, then part of Groupement de Chasse de Cachy with the VI Armee in 7.16.
16.4.16. It was first assigned to the Armee de Picardie. Moved to Vadelincourt in the Moved to III Armee in 1.17, and IV Armee in 3.17. Part of GC.15, then began to re-equip
Verdun sector in 2.16, and joined GC de la Somme at Cachy on 16.4.16 and GC.12 on with Spads, and became Spa37.
1.11.16. Credited with thirty-eight aircraft and three balloons between 183 and
18.8.16, and thirty-six aircraft from 19.8 to 19.11.16. Mixed Nieuport/Spad unit from N.38 Formed as MS.38 with Morane Parasols at Chateaufort, then re-equipped with
autumn 1916, and became Spa.3 equipped with Spads in early 1917. Credited victories: Nieuport 11/12s to become N.38 on 20.9.15. Assigned to the IV Armee, and took part
Capt AVR. Auger, two; Adj AJ Chainat, ten; Lt A.L. Deullin, nine (one); SILt R.PM. in the Champagne offensive that month, and the Battle of the Somme. Became part of
Dorme, twenty-three; Silt J.-H. Guiguet, three; Lt G.M.L.J Guynemer, fourteen; Silt GC.15 on 19.3.17, and on 14.6.17 was cited for twenty-eight victories in ten months.
C.M. Haegelen, two; Lt AM.J Heurtaux, four; Lt M.MJA Tenant de la Tour, six (one). Became Spa.38 with Spad 7s and 13s in the autumn of 1917. Credited victories: Silt
A.J Delorme, three; Adj G. Douchy:eight; Capt GF Madan, seventeen; Adj CA Revol-
N.12 Formed with ten Nieuport monoplanes in 1912 at Reims. Moved to Stenay with Tissot, one; Sgt P.J Sauvage, two.
the VArmes on 8.8.14. Re-designated MS.12 when re-equipped with Morane Saulnier
Type Ls on 28.2.15. Again N.12 on 9.15 with Nieuport lOs and later Nieuport 11 s, 12s N.48 Formed as MS.48 with Morane Type Ls on 293.15, then N.48 on 20.9.15 with
and 17s and assigned to the VArmee. With the II Armee during the second half of 1916. Nieuport 10/11/12s and based at Froidos. Moved to II Armee in 10.15, and joined GC.11
Moved to the Verdun sector with II Armee on 5.10.16. Part of GC 11 from 1.11.16 with in 10.15 with some Nieuport 17s and Spads. With V, IV and again V Armees, and
the V/I/VI Armees. Became Spa.12 in 12.17. Credited victories: Capt J.M.X. de Sevin, became Spa.48 in the latter half of 1917. Credited victories: Silt GM. de Guingand,
six; Lt PH.E. Dufaur de Gavardie, six; Silt HJ. Languedoc, seven; Silt M.JM. Nogues, four; Capt A.J.G.J de Turenne, six; Capt JGJ. Matton, seven (one); Adj R. Montmon,
two; Silt P.Y.R. Waddington, one seven.
N.15 Began as REP15 equipped with REP monoplanes on 22.8.12, and became MS.15 N.49 Formed as MS.49 on 18.4.15, then N.49 with Nieuport scouts on ;'0.9.15 and
with Morane Saulnier Type Ls on 30.3.15. Became N.15 in autumn 1915. Part of Groupe assigned to VII Armee. Based at Fontaine in May 1916. Became Spa.49 with Spad 7s
de Chasse et Reconnaissance in 10.15 with XArmee, except 3.16 to 4.16 with Groupe and 13s in 12.17. Credited victories: SILt M. Arnoux, one; Silt JG. Bouyer, five; Capt
de Chasse at Verdun and Battle of the Somme in 7.16. Joined GC.13 in 3.17 and vari- PA Gastin, five.
ously assigned to VI/I/II Armees. Became Spa 15 on 17.10.17. Credited victories: SILt
B. Antigau, twelve; SILt L.J. Jailler, eleven (one). N.57 Formed as N.57 on 10.5.15, and assigned to the Arras front with the X Armee.
Served on the Verdun front from 163.16, and joined GC.ll on 1.11.16. Moved to V
N.23 Began as MS.23 on 4.8.14, and became N.23 on 20.9.15 assigned to IV/VII Armees Armee sector on 8.4.17, and cited for claims of twenty aircraft and six balloons on
and finally II Armee. Cited on 5.11.16 as having destroyed seventeen aircraft and four 24.5.17. With I and V Armees, then became Spa.57 late in 1917. Credited victories: Lt
balloons, and twenty-three more by 193.18. Equipped with Spads for some time before J Chaput, five; SILt AP.J. Cordonnier (one); Lt L.F. Coudouret, one; Asp J.C. Dubois de
becoming Spa.23 in 8.18. Credited victories: Silt JPH.PJ Casale, eight (one); Adj AM. Gennes, one; SILt M.R. Hasdenteufel, one; Sgt M. Hauss, five; Capt G.M. Lachmann,
Lenoir, ten (one). two (one); Capt JGJ. Matton, one; Capt M.M.JA Tenant de la Tour, one; Adj V.L.G.
Sayoret, five; Adj PA.F. Violet-Marty, five.
N.26 Formed as MS.26 on 268.14, and became N.23 by 5.16, equipped with Nieuport
11 s and later 17s. Initially based on the Belgian front, it was assigned to GC de la N.62 Formed on 11.8.15 as MF.62 at Lyon-Bron, and joined GC de la Somme at Cachy
Somme in 6.16, then GC.12 on 1.11.16. With X/V/INI Armees while progressively on 5.5.16, and became N.62 on 25.5.16. Assigned to the VI Armee, then to GC de la
equipped with Spads to become Spa.26. Credited victories: Silt N.HAL. de Rochefort, Samme, and then as an Escadrille d'Armee back to VI Armee based at Fismes in Janu-
six (one); Adj G. Naudin, one; Capt A Pinsard, one; Sgt CJ. Soulier, five (one); Capt ary 1917. Claimed fifteen aircraft and six balloons by 13.1.17, and afurther fifteen air-
M.M.JA Tenant de la Tour, one. craft by 16.11.17. Became Spa.62 with Spad 7s and 13s in November 1917 Credited
victories: SILt M.R.L. Bloch (six); Lt PAP. Tarascon, eight.
N.3l Formed as MS.31 with Morane Type Lon 24.9.14. With I Armee, received Nieu-
port lOs by 4.15, and had ten Nieuport and some Nieuport 11 s by 1.16. Moved to II N.65 Formed on 2.8.15 at Lyon-Bron as a Provisoire de chasse as a component of the
Armee as part GC 11 in 11.16. Received first Spads from 7.1.17 to add to Nieuports, GC Malzeville with two Nieuport 11 s, three Nieuport 12s and three Caudron G4s,
Sopwith l).l-Strutters and Morane Parasols. Moved to Vthen II Armee in Flanders in assigned to the VII Armee near Nancy Became N65, totally equipped with Nieuports,
2.17. Became Spa31 on 17.9.17. Credited victories: Capt AVR. Auger. two; Adj G.P. on 24.10.15, and moved to Behonnes near Bar-Ie-Duc. Joined GC de Cachy in 6.17 for
Blanc, two; SILt JC. Covin. two; Lt JJ.l Ortoli. one. the Battle of the Somme. Assigned to GC 13 on 1.11.17. In the beginning of 1917
equipped with Spad 7s and Nieuport 17s, and on 17.3.17 assigned to VI Armee for the
N.37 Formed as MS37 with Morane two-seaters in 1.15 with the II Armee. During 7.15 Second Battle of the Ainse. Became Spa.65. Credited victories: Silt JD.B.R. de Bon-
it received some Nieuport lOs, and became N.37 on 20.9.15. Moved to Lisle-en-Barrois nefoy, five; Silt E.J.E. Campion, three; Adj M.L. Hemio!, one; Lt C.E.JM. Nungesser,
and took part in the Champagne offensive in 915. Based at Sainte-Menehould from eighteen (three); Sgt PJ Sauvage, six.
90
N.67 Formed in 17.9.15 at Lyon-Bron and assigned to IV Armee. Based at La Cheppe, Italy with XArmee in 11.17 where it was based at San Pietro di Godego, and on 1.1.18
initially with Nieuport lOs, under Region Fortified de Verdun from 10.15 until joined to San Pietro in Gu Returned to France in 3.18, and was assigned to GC.22, and became
GC.13 on 1.11.16 and re-equipped with Nieuport scouts. Carried out many reconnais- Spa.82 with Spad 7s and 13s. Credited victories: Lt F.E.MA de Boigne, four; Capt RC.R.
sance and bombing missions, and cited on 7.16 for claiming eleven aircraft in 257 com- Echard, four; Adj E.J. Pillon, four.
bats. With XNI Armees until 24.3.17, when it moved to III Armee sector. Groupe
assigned to Groupe Provisoire de Bonneuil on 1.6.17, and became Spa.67 on 1.8.17. N.83 Formed at Lyon-Bran in 1.17, equipped with Nieuport 12/17s and assigned to V
Credited victories: Capt J.M.E. Derode, two; SILt G.C.MJ. Flachaire, eight; SILt J.MD. Armee. Moved to VI Armee sector in early 1917, based at Rosnay. Participated in the
Navarre, nine; SILt M.P. Vial let, seven; Adj M.GJ.L. Vital is, one. Battle of Chemin de Dames. Moved to Bonne-Maison on 24.3.17, and joined GC.14
Received first Spads shortly afterwards, and became Spa.83.
N.68 Originally an Escadrille de Cavalerie unit, re-designated N.68 in 9.15. Assigned
to VIII Armee with Nieuport 12/24/27s. Equipped with Spads and Nieuport 22/24 N.84 Formed on 6.1.17 at Ravenel, equipped mainly with Nieuport 24bisand some Spad
fram 3.17.ln August had Spads and Nieuport 24/24bis.lt became Spa.68 with Spad 7s. Joined GC.13 on 22.3.17, and assigned to III Armee, then to II Armee on 9.8.17, and
7s in 11.17. Credited victories: SILt P.G. Gaudermen, one; Lt M.C.M. Lecoq de Ker- to VI in 9.17, and to IV Armee in 12.17. Became Spa.84 with Spad 13s in 2.18.
land, one.
N.85 Formed at Lyon-Bran on 7.3.17 with Nieuport 23/24s and assigned II Armee,
N.69 Formed from Bleriot XI Esc BLC.5 in September 1915, and assigned to XArmee as except with GC.15 between 22.4 and 7.6. Formed the nucleus of N.98 and became
a scout unit at the beginning of 1916. Moved to the Verdun sector in 2.16, but reas- Spa.85 in early 2.18. Credited victories: Capt A. Achard, one.
signed to XArmee in 7.16. Moved to Italy with X Armee in 10.17 after being cited for
twenty victories. Became Spa.69 with Spad 7s and 13s in 12.17. Credited victories: N.86 Formed at Villacoublay on 6 April 1917, and assigned to GC.14 equipped with
Capt 1'1. Malavialle, five; Capt R.L.H. Massenet-Royer de Marancour, three; Capt G. Nieuport 23s and some Spads. Spent time with X, II, VI and III Armees. Became Spa.86
Pettettier d'Oisy, two; SILt P. Pendomes, three; Sgt P.G. Radde, three. early in 1918. Credited victories: Capt H.J.M. Hay de Slade, five.
N.73 Became N.73 shortly after being formed as the Detachment Nieuport de Corcieux N.87 Formed in 3.17 at Lyon-Bron and assigned to VIII Armee. On 1.1.18 had two Spad
in VII Armee sector in 4.16. Assigned to GC de la Somme in 11.16, and to GC.12 on 7s, three Nieuport 24s, one Nieuport 24bisand three Nieuport 27s. Became Spa.87 with
1.11.16 with Nieuport 24s. The first Spads arrived in January 1917, and it became Spad 7s and 13s on 4.5.18. Credited victories: Adj L.B. Ruamps, one.
Spa.73 shortly afterwards.
N,88 Formed as an Escadrille de Chasse at the end of 3.17, and assigned to VII Armee.
N.75 Formed in 7.16 with Nieuport 12s and assigned to VIII Armee. With Division Moved to the VI Armee sector at Chemin de Dames on 30.6.17. Became Spa.88 on
Armee Lorraine in the latter half of 1916. Became part of GC 14 on 12.4.17, and became 30.9.17. Credited victories: SILt C.E. Plessis, two; Adj A.JE. Rousseaux, one.
equipped with Spad 7s as Spa.75.
N.89 Formed in late 3.17 at Villacoublay as an Escadrille de Chasse for the VIII Armee
N.76 Formed in 8.16 to fly Caudron Rlvs, but re-equipped with Nieuport scouts and with Nieuport 24/24bis/27s. The first Spad 7s arrived in 8.17, and became Spa 89 in
became N.76 in early 1917. Based at Muizon and assigned to the V Armee. Became 2.18.
Spa.76 with Spad 7s and 13s late in 1917. Credited victories: Lt H.MJL.G. de Bonald,
five; Capt R. Doumer, five. N.90 Formed in early 1917 fram Detachments de Chasse N.504 and N.507 and assigned
to VIII Armee. On 3.3.17 it had three Spad 11 s, three Nieuport 24s, two Nieuport 24bis
N.n Formed in 9.16 at Lyon-Bron equipped with Nieuport 12bis/17s. Assigned to VIII and seven Nieuport 27s.lt became Spa.90 with Spad 7s and 13s on 27.4.18. Credited
Armee on the Lorraine frant. Equipped with Nieuport 17/22s, with Spad 7s from 4.17 victories: SILt M.J-P. Ambrogi, two; Adj M. Bizot, two; Lt M.C.M. Lecoq de Kerland,
and Nieuport 24s in 6.17. Became Spa.77 in 9.17. ~redited victories: Lt MJ-P. Boyan, one.
four; Lt M.A. Hugues, one; Lt A.P.L.M. Marty, five; Lt JT.F. Ortoli, nine.
N.91 Formed in 417 from Detachments de Chasse N.505 and N.507 and assigned to
N.78 Formed on 12.12.16 at St Etienne-au-Temple with a variety of Nieuport scouts. the VIII Armee based in Lorraine. Completely re-equipped with Spad 7s and 13s, and
Joined GC.15 and assigned to IV Armee in March 1917. Soon became Spa.78. Credit- became Spa.91 in 1.18.
ed victories: Capt A. Pinsard, fifteen.
N.92 The designation was briefly applied to a unit at Venice (see N.392). Reformed on
N.79 Formed on 20.11.16 with Nieuport and Sopwith two-seaters, and assigned as an 2.5.17 at Chaux from Detachment de Chasse N.502 and N.503 with the VII Armee.
Escadrille d'Armee to III Armee. The first Spads arrived on 9.6.17 and were assigned to Moved to the II Armee sector on 27.7.17. Became Spa.92 on 14.5.18 as part of GC.22.
the Groupe Provisoire de Combat at Bonneuil on 24.7.17. Became Spa.79 with Spad 7s Credited victories: Adj M.J.E. Robert, five.
and 13s in 1.1 8.
N.93 Formed 26.4.17 at Corcieux from Detachments de Chasse N.50l and N.506 of the
N.80 Formed on 13.12.16 at Lyon-Bran with Nieuport 17s, and assigned to V Armee. VII Armee in the Vosges sector. It joined GC 15 on 27.7.17. Spad 7s and 13s began to
Moved to Bonne-Maison in January 1917. Joined GC14 on 17 March 1917 with X arrive in 11.17, and became Spa.93. Credited victories: Lt GV Dalalier, four; Silt F.E.
Armee, then II Armee on 5.7.17. Moved to VI Armee 11.10.17, and became Spa.80. Guyou, one.
N.81 Formed at Villacoublay on 26.12.15 with Nieuport 12/17s, and assigned to VI N.94 Formed on 14.5.17 at Melette from Detachments de Chasse N.512, N.513 and
Armee at Sacy-Ie-Grand on 5.1.17, and then to VII Armee at Fontaine on 29.1.17. Moved N.514, and assigned to the IV Armee equipped with Nieuport 24/27. Joined GC.1 8 on
to IV Armee sector on 17.4.17, and joined GC.15. The Groupe moved to the II Armee 30.1.18 at Villeneuve, which became part of Escadre de Combat 1. Became Spa.94 at
sector on 25.7.17. Became Spa.81. Credited victories: SILt PJ.P. de Cazenove de the beginning of 2.18. Credited victories: Silt A.H. Martenot de Cordou, one.
Pradines, five; Sub-Lt M.M. Dhome, five; SILt A.R.C. Herbelin, five; Lt M.A. Hugues,
seven; Capt A.L.J. Leps, five. N.95 Detachments de Chasse N.517 and N.519 at Vadelaincourt became Escadrille NF
on 15.5.17, N.l06 on 165.17, and N.95 on 20.5.17, equipped with Nieuport 23/24.lni-
N.82 Formed in January 1917, based at Sacy-Ie-Grand and assigned to VII Armee with tially assigned to II Armee, it moved to the VI Armee sector on 7.7.17, then back to II
Nieuports and Spads. Subsequently moved to Fontaine, Chaux and Bonne-Maison, and Armee in 9.17. Joined GC.19 in 2.18, and as Spa.95 became part of Escadre de Combat
briefly joined GC.14 in 4.17. Variously assigned to VII and III Armees before going to 1on 24.2.18. Credited victories: SILt J.-H. Guignet, one.
91
FRENCH OPERATIONS OF NlEUPORT AIRCRAFT DURING WORLD WAR ONE
N.124 Formed on 20A.15 at Luxeuil-Ies-Bains with American volunteers as the Lafayette N.387 Combined Franco-Serbian unit. part of the Army Forces Oriental.
Escadrille. Moved to the Front on 20 April. and to the Verdun sector on 19.5.16. and back
to the VII Armee at Luxeuil on 14.9.16. Received Spad 7s in 617, and was assigned to the N.391 Based in Serbia. and equipped with Nieuport 11 s as part of the Army Forces
VI Armee sector at Verdun in August, and to the the Ainse sector in September. Moved Oriental.
to the IV Armee sector in 12.17. and was disbanded in 2.18 to become the 103rd USAS
N.392 Six aircraft were stationed at Mestre from 15 August 1915 for the defence of
N.150 Formed in 7.17 and assigned to the VII Armee. Re-designated Spa.150 with Spad Venice, and designated the Escadrille de Mestre. In December the unit was moved to
7s in 12.17. the Lido to be nearer Ven ice. Re-designated N.92. then N.392 in 6.16, it was also active
over the Isonzo front In 7.17 it was re-designated N.561.
N.151 Formed at Chaux in 7.17 with Nieuport 24/24bis/27. and assigned to the VII
Armee. Became Spa.151 in 12.17. N.523 Formed from H.387 in 7.17. Assigned to the Army Forces Oriental in Serbia. It was
later re-equipped with Spad 7s and 13s, and became Spa.523.
N.152 Formed at Lyon-Bron on 9.7.17 with the VII Armee. and became Spa.152 with
Spad 7s in 5.17. Credited victories: Capt C.E.J.M. Lefevre Zeppelin. N.531 Formed on 13.3.18 as a Franco-Hellenic unit with Nieuport 27s. Later re-equipped
with Spad 7s and 13s as Spa.531. Credited victories: SILt BJ. Saune. five.
N.153 Formed at Etampes-Montdesir on 1.7.17 with Nieuport 24s. Assigned to Groupe
de Combat Provisoire at Bonneuil a week later in the III Armee sector. Equipped with N.561 Re-designated from N.392 on 1.7.17. and used for the defence of Venice for the
Nieuport 24bisand Spad 7/13s, and became Spa.153 in 11.17. rest of the war. In 4.18 it had ten Nieuports on strength. It was credited with the
destruction of twelve aircraft and four balloons. Later it became Spa.561, with Spad 7s
N.154 Formed on 11.7.17 at Martigny. with III Armee. Assigned to GC Provisoire on and 13s Credited victories: Sgt A.R. Levy. five.
17.7.17. Disbanded on 1.8.17 and re-assigned to Groupe d'Escadrilies de la III Armee
as Spa.154. N.562 Created in Corfu in 7.17 to protect the city of Potamos. Disbanded in 12.18.
N.155 Formed on 12.7.17 at Montdesir with Nieuport 24bis. butthese soon replaced N.581 Formed in 2.17 with eight Nieuport 17s and 23s and seven Spad 7s, and began
by Nieuport 27s and assigned to VI Armee. Became Spa 155 in 12.17. operations with the Seventh Russian Army in 5.17 at Boutchatch. Galicia. Transferred
to Buzcacz in 7.17. and re-assigned to the Third Corps on the Rumanian front in August
N.156 Formed in January 1918. and assigned to IV Armee. It was re-designated MS.156 Re-designated Spa.581. the 'Escadrille de Kiev'. by 2.18 when it re-equipped with Spad
a month later. when it received Morane-Saulnier Type Als. 7s. Repatriated to France in 3.18. Credited victories: Capt G.M. Lachmann, six.
92
CHAPTER FIVE
93
BRITISH OPERATIONS OF NIEUPORT AIRCRAFT DURING WORLD WAR ONE
Nieuport monoplane '282', powered by a 70hp Gnome, donated to the RFC by Claude
Grahame-White. JMB/GLS collection
Wilson as passenger, the latter being a 3 Sqn at Larkhill. The first was flown to although it would not have done any flying
pilot and also an expert on the Gnome Larkhill by Lt B.H. Barrington-Kennett on there, following the ban. By 15 February it
engine. As before, Loraine gained height 2 August 1912, where he and Capt D.G. was at Farnborough.
flying towards Shrewton, and began to Conner took turns to fly it. It was damaged A single-seat Nieuport lIN with a 28hp
turn back towards Larkhill. At abou t 100m in a landing mishap on 14 August, but was ieuport engine was taken on charge by
(300ft) over Fargo Bottom he began again in evidence there after being sent to the RFC on 22 October 1912 and given
another steep left turn - but the N ieuport's Farnborough for repair. On 6 September, the serial 264. Why an aircraft with such
nose dropped sharply and the aircraft piloted by Maj c.J. Burke, it landed at Hat- little military potential was obtained, par-
dived into the ground. Lt Fox in a BE3 field and then at Baldock on its way to Thet- ticularly when the monoplane ban was
landed nearby, but Wilson had died ford for the RFC and Army Manceuvres. But already in force, cannot be explained. It
instantly, and Loraine also died within a the monoplane ban was enforced a few days was allocated to 3 Sqn, and although its
few minutes of reaching Bulford Hospital. later, and it was returned to Farnborough; its engine was being overhauled in Novem-
Two more Nieuport monoplanes were total flying time was about two and a half ber, it is unlikely that it ever flew again. It
taken on charge in June 1912, one with a hours. There is no record of 255 having was at Farnborough by 1 February 1913
70hp Gnome and the other with a 100hp flown with 3 Sqn. Although it was reported and, despite twisting of the fuselage under
Gnome. They were given the serial numbers as lacking flying wires in November, it was load, had passed a structural test some time
254 and 255 respectively, and allocated to again serviceable by December at Larkhill, before mid-April. This was a considerable
94
BRITISH OPERATIONS OF NIEUPORT AIRCRAFT DURING WORLD WAR ONE
feat, since up to that time no other mono- of months after the Flying School was and other aerodromes at Mudros and Imbros
plane had passed such a test. taken over by the RN AS and re-designat- throughout the war. When Allied forces
All four Nieuport monoplanes were on ed RNAS Windermere on 29 June 1916. later drew back from Gallipoli during
the strength of the Flying Depot at Farn- December 1915 and January 1916, their
borough on 14 April 1913, and it is proba- withdrawal released Turkish reinforcements
ble that they remained there without ever for their forces threatening the Suez Canal,
flying again. At this time there was anoth-
Nieuport Type XH Floatplanes leading to RN operations off the coasts of
er Nieuport monoplane at Farnborough On Board RN Ships in the Palestine and Turkey in support of army
waiting to be allocated to the Military Eastern Mediterranean operations. The failure at Gallipoli also
Wing of the RFC: it had the serial number encouraged the Central Powers, with Bul-
282, and was one of several aircraft sold to It is necessary to make a brief introduction garian support, to attempt to crush Serbia
the War Office by Claude Grahame- in order to understand the importance of the and open up links with Turkey through the
White in March 1913 at a time when activities of the RFC and RNAS in the east- Balkans. To thwart this campaign Britain
every effort was being made to increase the ern Mediterranean. When Turkey entered and France landed in Greece on 5 October
strength of the Military Wing. Grahame- the war on the side of the Central Powers in 1915 to establish a base in Salonika.
White had originally taken delivery of the
aeroplane at Cherbourg in August 1912 on
his way to the USA: there he won many
prizes at the Boston and Nassau Boulevard
flying meetings. However, although the
aeroplane flew at least once at Farnbor-
ough, it was never sent to a squadron.
None of the aeroplanes survived until
the war. No. 255 was written off on ·5
August, followed by 253 on 13 August
after 40hr 29min flying; also 282 on 20
August, 254 on 1 September, and 264 on
15 October 1913.
95
BRITISH OPERATIONS OF NJEUPORT AIRCRAFT DURING WORLD WAR ONE
96
BRITISH OPERATIONS OF NIEUPORT AIRCRAFT DURING WORLD WAR ONE
97
BRITISH OPERATIONS OF NIEUPORT AIRCRAFT DURING WORLD WAR ONE
On 7 April 1916, four Nieuports (two 'Standard' N ieuports, the remainder from Wg Cdr A.M. Longmore RN. Single- and
80hp and two 110hp) were put aboard the 3974 onwards being delivered as Nieuport two-seat Nieuport lOs, along with other
French seaplane carrier Campinas, accom- lIs. Some, including 3965 and 3966, were types of aircraft, were participating more or
panied by three pilots, including Destrem. converted to single-seaters. The aeroplanes less daily in these activities, and some of the
On 18 April, the remaining Nieuports were of the second batch had more angular and highlights - and disasters - are given below.
dismantled and loaded in packing cases on perhaps larger tailplanes. FSL R.H. Mulock of Eastchurch Group
board Anne, which then sailed for Malta. The first three Nieuport lOs (serials 3163 in 3177 claimed to have sunk a U-boat
Anne arrived at Valetta on 9 May where all to 3165) were delivered to the RNAS at 1 30km (20 miles) off Nieuport when he
the personnel of the French squadron and Sqn at Dunkerque by 24 May 1915, the last attacked it with five 9kg (201b) bombs on
the N ieuports were transferred to the being delivered on that day from Paris by Lt 6 September 1915. On 18 October 1915,
Campinas, which sailed for Cephalonia on S.Y. Sippe. Also with the unit at this time 3177 was lost when FSL J.T. Bone was
12 May. Anne and Raven II continued to were three more awaiting their RNAS seri- killed when he force-landed on the sands
serve until August 1917, when they were al numbers but identified as 104, 114 and near Bray Dunes after suffering engine fail-
decommissioned as naval vessels and re- 120, these numbers being derived from ure following an attack on the airship
assigned to mercantile service. their original French serials. The serial sheds at Berchem Ste Agathe near Brus-
By the time the N ieuport operations had numbers of Nieuport lOs allocated to the sels. Then on 14 December 1915, 3971 of
come to an end, these aircraft had carried Dunkerque squadrons included 3163-3168, 1 Wing, crewed by FSL C.W. Graham and
out 1,072 sorties, including some 500 hours 3173,3176-3178,3180-3186,3962,3963 FSL A.S. Ince, shot down a large German
over enemy-held territory. Their operations and 3965-3973. Two more 'Standard' seaplane in flames when north-east of Le
were not carried out without difficulty: the
strong winds sometimes experienced in the
Mediterranean would cause planned sorties
to be cancelled, bearing in mind that the
maximum speed of the N ieuports was at
best around 110km/h (70mph); and poor
engine performance often prevented air-
craft from taking off. When they did so,
operating heights were commonly restrict-
ed to around 600-700m (2,000-2,500ft),
and many sorties were aborted because of
engine trouble.
98
BRITISH OPERATIONS OF NIEUPORT AIRCRAFT DURING WORLD WAR ONE
12 miles) west of Ostende, and dropped four H.G. Travers of C Sqn 1 Wing. Whilst December 1915, later appeared with 2
7kg (l6Ib) bombs. FSL E.W. Norton of B with the Dover Defence Flight, FSL S.J. Wing at Mudros; it was finally shot down by
Group in 3182 also contributed a 7kg (16Ib) Goble in Nieuport 10 8517 was twice in ObIt von Lyncker of Jasta 25 on 18 Febru-
bomb. A couple of days later FSL Keeble of action: during the evening of 27 July 1916 ary 1917. 3172 also had an eventful career:
HQ Sqn in 3178 forced down a seaplane he sent a two-seater down out of control arrivingat3 Wing Tenedos by August 1915,
llkm (7 miles) offNieuport. from 3,OOOm (lO,OOOft) when 5km (3 it was the mount of Flt Cdr R. Bell-Davis
Whilst on hostile aircraft patrol from miles) east of Dixmude; and on the morn- when he won a VC for rescuing FSL G.F.
Detling on 19 March 1916, Flt Cdr R.J. ing of 15 August 1916 he destroyed a two- Smylie from his stricken Henri Farman on
Bone in 3964 chased a Freidrichshafen seater seaplane when the left wing col- 19 November 1915. It was later damaged
FF33 (No. 537), which had been bombing lapsed during a combat 8km (5 miles) off beyond repair when, on 24 June 1916, FSL
Margate, and forced it to alight on the sea the coast at Ostende. K.Y. Hooper dived in from 60m (200ft)
offZeebrugge. On 23 April 1916, Nieuport Most of the Nieuports serving with 1 whilst on detachment with B Sqn 2 Wing
3173 was damaged beyond repair when Wing survived until struck off charge in at Mitylene.
FSL J.D. Marvin, of the War Flight, Dover, the early spring of 1917, the last remaining
side-slipped from 50-60m (about 200ft) in service until 30 June. Before then, four
on attempting a night landing. On 1 June Nieuport lOs - 3176,3185,3964 and 3965 The Nieuport 12 and Nieuport
1916, 3176 survived damage in a fight - were briefly attached to 29 Sqn RFC at 20 in RNAS and RFC Service
with an enemy aircraft near Abeele; the Abeele for special duties late in March
pilot, FSL 1. de B. Daly of A Sqn 4 Wing, 1916,3185 being returned to Dunkerque Tracking the orders and serials ofNieuport
12 deliveries to the RNAS is difficult due
to deliverie~out of sequence, and realloca-
tions of serials to and from other aircraft.
Initial orders totalled sixty-eight, of which
fourteen had been delivered by 25 February
1916, thirty by 23 March, and the remain-
der by 11 September. However, at this
point some eighty-four serial numbers had
been allocated: 3920-3931, 8510-8515,
8524-8529, 8708-8713, 8726-8744 and
8902-8920. The initial batch of twelve air-
craft, with serials in the range 3920-3931,
was apparently obtained by reducing by
twelve an order for thirty-eight Caudron
G.IVs that had been allocated serials in the
range 3894-3931; and the second and
third batches were reallocations of serials
originally intended for Voisin twin-
engined pushers. A further batch of aircraft
was ordered from N ieuport. Some of the
orders were converted to Nieuport 17s, the
Nieuport 10 (8517) of 1 Wing RNAS, serving at Dunkerque and Eastchurch and with surviving Nieuport 12s being allocated
the Dover Patrol. FSL S.J. Goble scored two victories in this machine, which was serials N3170-N3171, N3174-N3183 and
eventually taken off charge in January 1917. via Paul Leaman N3188. Of these, only the first four were def-
initely N ieuport 12s; the rest, powered by the
130hp Clerget, were probably Nieuport 12bis
C.2s. Overall it would appear that a total of
was injured. On 29 June 1916, 3968 was for repair on 2 April, and the others to 1 eighty-nine Nieuport 12 and 12bis aero-
completely wrecked when it suffered an Wing by the middle of April. planes were obtained from French sources.
engine failure on take-off and stalled when Some Nieuport lOs went to 2 Wing in In addition to the Nieuport-built
trying to return to the airfield at Dover. the Aegean, including 3167-3172,3174, machines, the RNAS ordered fifty Nieu-
The pilot, Flt Lt G.R.H. Talbot, was killed, 3175 and 3179, and experienced varied for- port 12s from Sir William Beardmore &
and AM 1 A. Hampson died of his inj uries. tunes. Stationed at Imbros, 3168 went miss- Co Ltd at Dalmuir under Contract No.
On 8 July 1916, 3962 was badly damaged ing in the Anzac/Suvia/Imbros area on 20 C.P.150907/15; these were allocated serial
when it collided with Caudron 9125 dur- December 1915; the pilot FSL F. Besson was numbers 9201-9250. The first of these was
ing a dusk landing whilst being piloted by killed and the observer wounded. Presum- test-flown by A. Dukinfield-Jones on 10
FSL Wyllie of A Sqn 4 Wing. It survived ably this aircraft was recovered, as it later May 1916, and a further two were accept-
this mishap, but was finally struck off saw service with 2 Wing at Long Island and ed during the next ten days. Deliveries
charge, worn out after extensive service. Marsh, before being damaged beyond repair were slow thereafter, the rest being gradu-
On 18 July 1916,3181 sank at sea follow- on 2 October 1917.3167, withdrawn from ally delivered over the ensuing year. A
ing a forced landing when piloted by FSL service with 1 Wing at Dunkerque by contributory factor to the delays was the
99
BRITISH OPERATIONS OF NIEUPORT AIRCRAFT DURING WORLD WAR ONE
large number of modifications made to the around seventeen found their way to the Later in the year, on 23 October 1916, FSL
design in the interim, the later aircraft UK. Apart from those transferred to the G.K. Bands and Lt R.G. Blakesley were
having modified engine cowlings, fuselage RFC - one of which went to the Aegean both taken prisoner when their N ieuport,
flank fairings, interplane struts and brac- and six to Dunkerque - the remainder 8913, was shot down near Drama whilst
ing and undercarriage. Some even had a of the Beardmore-produced machines re- carrying out a reconnaissance towards Buk.
new vertical tail assembly with a fixed fin mained in the UK. Of these, some went On 11 February 1917, Fit Lt C.E. Wood
and plain rudder. into store and the remainder went to train- and 2nd Lt E.P. Hyde in N3175 of D Sqn 2
Of the machines manufactured by N ieu- ing units. Wing were shot down by an Albatros near
port, thirty-eight were shipped to the Several RNAS machines in the Aegean Angista. On 13 February, Fit Lt H.E. Mor-
Aegean, five of which (8513, 8514, 8524, were involved in incidents. For example gan and Sub-Lt AE.H. Roberts, whilst
8525 and 8731) were handed over to the 3921, operating from Imbros, was badly serving with B Sqn at Thermi, survived a
Rumanian authorities. Except for one re- shot up by a Fokker during a reconnais- burst petrol tank, managing to land in the
tained by the French Government (8903), sance over Gallipoli on 17 March 1916, water near the aerodrome. On 20 February,
the remainder were delivered to the ADD but managed to return to base; one of the 3929 - known as the 'Gun Machine' - allo-
at Dunkerque. Most were written off there crew, FSL H.K. Thorold, was unhurt, cated to D Sqn of 2 Wing at Stavros, made
after varying degrees of service, although whilst Sub-Lt R.H. Portal was wounded. a forced landing behind enemy lines, but
was successfully recovered undamaged
under the cover of darkness. On 22 March
1917, Fit Lt S.G. Beare and Lt E.P. Hyde,
in N3182, became prisoners of war when
shot down by a Halberstadt scout piloted
by von Eschwege over the Drama-Mavala
road. Less fortunate were Fit Lt J.E. Morgan
and Sub-Lt A Sandell, who were both
killed when shot down in 9203 by a Fokker
near Smyrna on 30 March.
Likewise several RNAS machines with
1 Wing at Dunkerque were also involved
in action. On 24 April 1916, FSL H.R.
Simms and FSL H.A. Furniss, during a
fleet patrol in 8904, engaged a Frei-
drichshafen FF33E seaplane at 3,000m
(lO,OOOft) while it was attacking British
ships 8km (5 miles) off the coast at Zee-
brugge. The pilot was seen to slump for-
wards and one crew member jumped out at
Nieuport 12 - RNAS 9214, renumbered A/3270 on transfer to RFC - allocated to 46 Sqn 1,000m (3,000ft), and their machine then
RFC in France. via Paul Leaman dived into the sea, its bombs exploding on
hitting the water; Ltn z S Kurt Faber and
Flugmeister Paul Reutter were both killed.
Shortly afterwards FSL H.R. Simms lost
his own life, as did Sub-Lt C.J.A Mullens
RNVR, when shot down at sea on 5 May
1916 by a Freidrichshafen 33H piloted by
Obit Reinhart with Bbnisch as observer.
According to a German report, the Nieu-
port was hit during a head-on attack at a
range of 100m (JOOft), and with its engine
stopped, it hit the water, overturned and
sank. The bodies of the crew were picked
up by a British destroyer. The German air-
craft was slightly damaged from fire from a
German TBD that it was flying to protect.
Twenty N ieuport 12s were transferred to
the RFC by the Admiralty in response to a
plea by Trenchard for reinforcements dur-
ing the period preceding the Battle of the
Somme in 1916. An official document
dated 28 June requested that between two
Nieuport 12 (3923) in the Old Workshops, St Pol. JMB/GLS collection and three Beardmore N ieuport two-seaters
100
BRITISH OPERATIONS·OF NIEUPORT AIRCRAFT DURING WORLD WAR ONE
Beardmore-built Nieuport 12 with a 110hp Clerget engine at RNAS Chingford. This report did not save 46 Sqn RFC from
Philip Jarrett receiving the type. In fact the first
(A3282) had already been delivered to 1
AD St Omer, destined for this squadron on
5 October 1916 before the trials had been
completed. On 26 October 1916 the
squadron arrived at Droglandt with its full
complement of aeroplanes, and operations
with Nieuports continued until they were
replaced in April 1917, some, if not all in
service by then being ieuport 20s.
A further twenty Beardmore-built Nieu-
port 12s, numbered A5183-A5205, were
allocated to RFC squadrons during Novem-
ber and December 1916, some of them
being fitted with the 100hp Gnome
Monosoupape engine. They went to train-
ing units or squadrons working up to oper-
ational status.
Thirty Nieuport 20 machines were allot-
ted to the RFC during the week ending 5
August 1916, and these were due to be
delivered during the third quarter of the
year. They were given French serial num-
Nieuport 20s with 28RS at Castle Bromwich. JMB/GLS collection bers, although this marque was not adopted
by the French. Two were under test at Villa-
coublay in mid-September 1916, and were
subsequently flown to 2 AD at Candas on 15
without guns should be transferred each A3294. A3288 (ex-9226) received a very September, N1816 by E. Guillaux, and
week from 1 July. In the event these air- unfavourable report when evaluated by N1829 by Sgt Elliot Cowdin, formerly of
craft were delivered directly from Beard- the CFS test flight at Upavon on 3 and 7 Escadrille Lafayette and recently attached
more during the last three weeks of Sep- October 1916: to the British Aviation Mission in Paris.
tember. The aircraft were fitted with a These were given RFC serials, A258 and
fixed Vickers gun and the Scarff-Dibovsky Pilot's view not good on account of the high A259 respectively. These had been preced-
interrupter gear. The aircraft concerned fairing round his cockpit. ed by some others, for example A154 and
were serials 9213-9232, which were given When ca((ying full teconnaissance load it is so A156, which were in the hands of 1 Sqn
alternative serial numbers in RFC service, heavily loaded as to be not only useless in the RFC in June and July respectively. A154 dif-
namely A3270-A3275 and A3281- matter of performance but dangerous to fly, fered in some respects from the others in the
101
BRITISH OPERATIONS OF NIEUPORT AIRCRAFT DURING WORLD WAR ONE
batch, and may have been an early produc- about the base of their interplane struts. These BEE The other machines were similar to
tion machine identical to the N ieuport 12 wings were behind the centre of gravity, but the Nieuport 21 (known as the Nieuport
except for the engine. Two others, A 185 and even at their maximum incidence I found the 17B), being Nieuport lIs with Nieuport 17
A188, are known to have been delivered to two Nieuports I flew were always tail-heavy wings. Of these five, 3957 had been lost on
1 Sqn RFC at this time. The former was fit- when carrying an observer with gun and ammu- 8 December 1916 when FSL The Hon A.c.
ted with the 'Arsiad' interrupter gear, nition ... It was therefore impossible for N ieu- Corbett of 8 Sqn RNAS was shot down and
designed by Major A. Vere-Bettington of ports to do the work of Biz-Strutters. (Major) killed. 8750 and 8751 were on the strength
the Aeroplane Repair ~ection, No.1 Air- Read posted two Nieuports to each Flight and of the RNAS Detached Squadron, subse-
craft Depot (hence 'ARS1AD'). restricted their use to line patrols. quently known as 8(N) Sqn, that was
Twelve Nieuport 20s were due to equip I learned to spin the defective Nieuport by formed at the end of October 1916 to join
1 Sqn RFC by December, together with six accident. One day when the sky was full of 22 Wing RFC. 8750 returned to Dunkerque
Morane-Saulnier Type BB biplanes. How- heavy clouds, McArthur and I went off on two on 15 January 1917, and both 8750 and
ever, deliveries of the batch continued only Nieuports to make a north line patrol. He led 8751 joined 9(N) Sqn and later 11(N) Sqn
slowly, and by mid-October 1916, at Tren- the way upward through a narrow gap. Follow- on 27 March 1917 before being struck off
chard's request, steps were taken to obtain ing him, but to one side, I flew into cloud. Tail charge on 30 June 1917. 3956 and 3958
the much more desirable Nieuport 17. By heaviness increased, the airspeed indicator nee- were SOC on 16 May 1917.
28 October, Capt Lord Robert Innes-Kerr dle swung back, speed swiftly rose and I fell, On 15 January, FSL HR. Simms piloted
was able to report that 'I have definitely completely out of control, earthward, through 3981 to attack a German TBD offOstende;
arranged for the outstanding order for the cloud. When I came out of the cloud, and two days later he emptied a drum into a Ger-
twenty-three double-seater machines to be by the earth's horizon below I saw that I was man machine over the coast at Ostende,
converted to one of ten single-seater and spinning, I moved [he controls and came out though without apparent effect. On 20 Feb-
thirteen double-seater machines'. In the into the resulting dive. Three times I tried to ruary 1916, FSL R.S. Dallas of A Sqn 1
event, as far as can be ascertained, only follow McArthur through the clouds, but every Wing used the same machine to shoot down
twenty-one of the original order of thirty time my badly rigged Nieuport stalled, spun and an enemy aircraft; and nine days later it was
N ieuport 20s were delivered. [edelivered me into the clear sky below the bot- used again by FSL HR. Simms first to attack
At least five N ieuport 20s served with 1 tom of the clou(J bank. an LVG over Ypres, and then on the same
Sqn RFC. One of these (A258) had an day to shoot down an LVG in flames in front
overwing gun fitted in mid-October 1916. of the Belgian trenches near Dixmude. FSL
With the exception of one that was lost on R.S. Dallas was again in action with this
17 October, these were transferred to 46
The Nieuport 11 and 21 in same aircraft on 23 April, when he
Sqn RFC, together with another seven. RNAS Service in France and destroyed a two-seater - though damaging
When 46 Sqn was re-equipped with Sop- the Aegean his own machine in the process.
with Pups in April 1917, the Nieuport Some time before 11 May 1916, 3992
two-seaters were relegated to training The RNAS, which already operated the was fitted with a 13m (42.6ft) wing and
units, and remained in service with these Nieuport 10, was immediately interested in sent to the Experimental Flight; whilst
for several months. Two of these were the 'smaller and more agile N ieuport 11, to here, it was used on 21 May by FSL
briefly allocated to 39 Sqn at Woodford for the extent that deliveries were switched to Mulock to send two two-seaters down out
Home Defence duties, though one was re- the later type in mid-contract, resulting in of control. On the 20, FSL R.S. Dallas -
allocated to Training Brigade, and the the aeroplane being operated by the RNAS still with A Sqn - had used 3993 to shoot
other was found unfit for service. This type at about the same time as the Aviation Mil- down a seaplane, causing it to sink 7km (4
of aircraft was also operated by 45 Sqn itaire. Some served with 2 Wing in the miles) off Blankenberge; and the following
RFC, which received six in lieu ofSopwith Aegean (3974, 3975, 3979, 3984) and the day, in 3989, he shot down a two-seater in
Biz-Strutters that had been held up by rest - in the range 3976 to 3994 - with 1 flames north of Westende. Then on 8 July
an industrial dispute in Britain. The Wing in France. Two early examples (3975 1916, Flt Lt T.EN. Gerrard used the same
squadron's opinion of the aeroplane is and 3978) were despatched to Rumania 3989 to send a Fokker Eindekker out of
illustrated by the following quote from Wg from the Aegean. Two others (3976 and control3km (2 miles) off Ostende.
Cdr N. Macmillan's book, Into the Blue: 3977) were deleted by mid-1916. Of the Flt Lt R.G.A. Baudry was killed when
remainder, some were lost in accidents and his Nieuport 11 (3990) was hit by AA fire
The 1~-Strutter was already obsolescent, but combat, and the survivors carried on until 6km (4 miles) north of Ypres on 2 August
the Nieuport was obsolete .. .The Nieuport had April to June 1917 when they were retired, 1916. During the week ending 17 August,
two closely coupled cockpits, its 11 Ohp Le worn out from continual use. FSL D.M.B. Galbraith in 3992, with B Sqn
Rhone rotary engine was superior to the Cler- The RFC never operated the Nieuport 1 Wing, sent down a seaplane out of con-
get, and it had a strong steel undercarriage. 11. It had been intended to transfer six trol16km (10 miles) off Calais, though his
These were the only good points. Cockpit view RNAS machines (including 3956-8 and own machine was damaged in the process.
was bad, its controls were heavy as lead, its per- 8750-1) to the RFC, and serials A8738- In the afternoon of 9 July, FSL R.H Dallas
formance dud. I measured a top speed of 80mph A8743 were allocated for this purpose; but had been flying 3994 and had shot down a
at fulll,22Srpm. Ceiling with war load was only the transfer never took place. Of these six Fokker E.III, killing the pilot, over the
8,000ft. The fixed tailplane was not adjustable; RNAS machines, one Nieuport 11 (3986) aerodrome at Mariakerke; and in the
fore and aft trim was supposed to be obtained by served with 9 Sqn RNAS at a time when it morning of 20 October in the same year, Flt
altering the incidence of the small lower wing was supposed to be on the strength of the Lt E.W. Williams used the same aircraft to
102
BRITISH OPERATIONS OF NIEUPORT AIRCRAFT DURING WORLD WAR ONE
shoot down a kite balloon with Le Prier Locker-Lampson had been in Russia for Russia by mistake. He eventually reached
rockets at 250m (800ft) nearOstende. Two some time supporting the southern flank Bucharest on the 30 November.
days later, on 22 October, FSL D.M.B. Gal- against the Turks and Kurdish dissidents. Known to the Rumanians as the 'Eng-
braith of B Sqn, 1 Wing, was in 3986 when Then, it was concentrated in Odessa, but lish Squadron', its activities had little
he caused an enemy seaplane to dive into after Rumania came in it operated on the influence on the outcome of the war on
the sea 4km (2.5 miles) off Blankenberge. Galician Front and in Rumania itself, giving this front; but it did give valuable instruc-
On being transferred to 6(N) Sqn at support to the inexperienced Rumanian tion to the fledgling Rumanian aircrew.
Petit Synthe, 3981 failed to return from a army that was having a torrid time against The two-seaters were generally flown by
raid on Zeebrugge on 26 February 1917, the Bulgarian and Austrian forces. To give British pilots with Rumanian observers. A
force-landing at Cadzand in Holland after support to the division, and to give some few combats were recorded, and one
its fuel tank had been holed by groundfire. protection to Bucharest from German enemy aircraft was shot down by Fit Lt
Its pilot, FSL G.P. Powles, was interned in bombing attacks, the RNAS sent two AF.F. Jacobs on 23 December. When
Holland, and his machine became LA40, groups of aircraft from 2 Wing at Imbros to Bucharest fell, late in 1916, S Squadron
then N213, and finally NBO in the Dutch Bucharest: these comprised three Henri Far- left its aircraft behind, and Locker-Lamp-
air force. FSL D.H. Masson was killed on mans and seven Nieuports, and they were son evacuated its personnel, along with
20 April 1917 when 3991 crashed. designated'S' Squadron. The Nieuports some British volunteer nurses.
103
BRITISH OPERATIONS OF NIEUPORT AIRCRAFT DURING WORLD WAR ONE
The Nieuport 17
to 3 Sqn, and more of the original batch were adopted officially, and by the middle Favourable reports of the Nieuport 17 as
went to 60 Sqn when it began to re-equip. of June enough of them had been made to compared with the Nieuport 16 soon
At least eleven more went directly to 60 equip all the Nieuportsj indeed, this reached the notice of Maj Gen Trenchard,
Sqn in the summer, so it must have been mounting remained the standard for all and under his instructions British orders
almost completely equipped with the type subsequent Nieuport types in RFC service. were converted to this type in July 1916.
by mid-October 1916. The change to the over-wing Lewis gun The first three Nieuport 17s to enter RFC
It was quite evident that the three Nieu- on a Foster mounting was hastened by the service were those transferred from the
port 17s delivered with the second batch experience of Capt c.J.K. Cochran-Patrick. RNAS in mid-JulYj these were used briefly
were significantly better in performance He carried out a test at 1 AD St Omer on 19 by 1 Sqn RFC before being passed on to 60
than the Nieuport 16, and this led to a May 1916 on one of the few Nieuport 16s Sqn RFC. By the end of that month the first
request on 2 July 1916 for all future deliver- supplied to the RFC with a fuselage-mount- two of an order for ten machines from N ieu-
ies to the RFC to be of this type, and indeed ed Lewis gun fitted with the Alkan synchro- port for the RFC had been delivered, but a
most future deliveries were Nieuport 17s nization mechanism. The first drum was shortage of engines held up the rest for some
and its derivatives. Unfortunately no spares
came with the aircraft, so the Aircraft
Depots were instructed to use any spare
time that their carpenters and sailmakers
might have to manufacture complete sets of
wings, rudders, tailplanes and elevators for
the Nieuport. To this end all damaged sur-
faces, regardless of their condition, were to
be sent by the squadrons to the depots to act
as patterns and components.
It was very difficult to change drums on
the Lewis gun with the over-wing mount-
ings originally fitted to the Nieuport 16.
Although the gun could be tilted down-
wards for this purpose, the drum was still
out of easy reach. But by the end of April,
a Sgt Foster of 11 Sqn RFC had designed a
curved rail mounting that enabled the
drum to be brought down within reach of
even the shortest pilot. These mountings Another Nieuport 16 (A126) of 11 Sqn used by Albert Ball. JMB/GLS collection
104
BRITISH OPERATIONS OF NIEUPORT AIRCRAFT DURING WORLD WAR ONE
time. By mid-October the RFC had ordered with SE5as. Otherwise the intention was As far as can be established, the RFC
a further sixty machines, and by the end of to re-equip 1 and 29 Sqns with Nieuport had at least eighty Nieuport 23s. Certain-
the year some thirty-nine of these had been 24s and 27s, with 40 Sqn destined to retain ly thirty Nieuport 23s were allotted to the
delivered. Another order for fifty was made the ieuport 17 for longer than the other RFC during the week ending 18 August
in January, and it is probable that all of squadrons. 1917, and a further eighteen were handed
these were subsequently delivered.
By early November, the RFC were con-
cerned that its stocks of spares and replace-
ment aircraft were dangerously low. It
attempted to order 160 Nieuport 17s dur-
ing the first quarter of 1917, but this
request was blocked by the French author-
ities who were themselves in desperate
need for additional aircraft. A review of
these stocks made on 4 February 1917
showed that there were twelve at 1 AD
and sixteen at 2 AD, with one on its way
Nieuport 17s of 'C' Fit 29 Sqn RFC. JMB/GLS collection
from the manufacturer, and fifty-five still
to be delivered. Compared with this total
of eighty-four, it was estimated that the
wastage of those already in service with 1
Sqn and 60 Sqn would be eighty-one by
the end of June. Thankfully the French
relented, no doubt in recognition that the
support of the RFC was essential, and
released a further sixty scouts to the RFC
at Le Bourget during the week ending 17
March 1917, in exchange for thirty Sop-
with 1~-Strutters. Part of this consign-
ment was N ieuport 23s.
In the event, losses occurred at a greater
rate than predicted. In just the first three
weeks of April the wastage of N ieuport
Scouts totalled fifty-five, and a week later
no fewer than forty-three were under
repair at the depots. As a result, two fur-·
ther batches of fifty each were allotted to
the RFC by the French, and all of these
were handed over at Buc during the week
ending 12 May 1917. Most of these were
Nieuport 17s, but some were later Nieu- 2nd Lt L.B. Blaxland in a Nieuport 23 (A6733) of 40 Sqn RFC in the summer of 1917. JMB/GLS collection
port types. Despite' these reinforcements,
the situation continued to deteriorate and No.1 Squadron RFC
stocks became dangerously low. On 17 July
the Aircraft Depots were told to give This squadron was originally formed as an 'Airship Company', and came under RFC control in May 1914. It was re-
formed as an aeroplane unit equipped with a variety of machines and sent to Bailleul. France, in March 1915, where
Nieuport reconstructions priority over all
it stayed until March 1918. It received its first Nieuports 16, 20 and 17 in March, June and July 1916 respectively,
machines except DH4s and SE5s. and Nieuports 23, 24 and 27 in May, August and September 1917 respectively. It began re-equipment with SE5/5as
The Nieuport 17 could be considered in January 1918.
obsolescent by the end ofjuly 1917, but its Pilots making claims whilst flying Nieuports include: P.F. Fullard, forty (Nieuport 17 B1553, B3486, B1666, B3459,
anticipated successors, the Nieuport 24 Nieuport 23 B1559, Nieuport 27 B6789); WC Campbell. twenty-three (Nieuport 17 B1635, A6670, B1700, B3466,
and 24bis, had proved to be disappointing Nieuport 23 B3474); L.F. Jenkin, twenty-two INieuport 17 B1554, B1638, B1690, B1547, B1649, B1681, Nieuport 23
and had been relegated to school work. B3474, Nieuport 27 B3635); T.F. Hazell. twenty INieuport 17 A6604, A6738, B1649, B3455, Nieuport 20 B1632); H.G.
The type therefore continued to be Reeves, thirteen INieuport 17 B1630, B1650, B1672, B3558, B3630, B67741; G.P. Olley, ten INieuport 17 B1691, 81681.
employed on the front along with Nieu- Nieuport 27 B3628); RA Birkbeck, ten (Nieuport 17 B1582, Nieuport 27 B6753, B6826); C.C. Clarke, three (Nieuport
port 23s and 27s. The RFC squadrons 17 A6672); G.B. Moore, seven (Nieuport 17 B1508, Nieuport 27 B3629); WW Rogers, nine (Nieuport 23 B3463, Nieu-
port 27 B6754, B3629, B6789, B6827); C.S! Lavers, five (Nieuport 17 3495, B3485, Nieuport 23 BI692); W.VT Roop-
equipped with Nieuport scouts were 1, 29,
er, eight(Nieuport 23 B1675, Nieuport 27 B3632, B6767); E.ST Cole (Nieuport 17 A6619, A6603, B1508, A6690, Nieu-
40 and 60 Sqns, together with 6(N) Sqn port 23 A6790); W.O. Patrick, four (Nieuport 27 B6768, B68301; C.J. Quintin-Brand, seven (Nieuport 17 A6668); E.O.
RNAS, which was for a period attached to Grenfell, two (Nieuport 16 A208, Nieuport 17 A278); L. Cummings, five (Nieuport 27 B3631, B6790, 868151; F. Sharpe.
the RFC. Of these, 40 Sqn had been com- five (Nieuport 17 B1550, 83481).
pletely re-equipped during July and August
105
BRITISH OPERATIONS OF NIEUPORT AIRCRAFT DURING WORLD WAR ONE
106
BRITISH OPERATIONS OF NIEUPORT AIRCRAFT DURING WORLD WAR ONE
107
BRITISH OPERATIONS OF NIEUPORT AIRCRAFT DURING WORLD WAR ONE
along with spares equivalent to thirty more that time - and this squadron was the last equipment of 29 Sqn, from being sent to
aircraft. However, the French were unable to operate Nieuports on the Western Egypt, and many of these went to England
to meet this commitment, and offered the Front, finally parting with its remaining instead. However, 1 ASD managed to send
same quantity of Nieuport 24bis instead. N ieuport Scouts on 19 and 20 April. eleven N ieuports, including at least one
This offer was declined, and a compromise It was the intention to send many of the N ieuport 27, to X AD at Abukir on 3 May
was reached of thirty Nieuport 23s to be N ieuport Scouts withdrawn from use in 1918. Besides the Nieuport 24bis with 113
delivered in August, followed by twenty France to the Middle East. InJanuary 1918, Sqn at Sarona, another later-type N ieuport
Nieuport 27s in September, and fifty more fourteen Nieuports, including three Nieu- found its way to 111 Sqn in 1918.
in October. In the event, seven N ieuport port 24s and four Nieuport 27s, were sent Probably most of the Nieuports that
23s and sixteen ieuport 275 were deliv- to Egypt, some without engines to act as returned to England went to training units.
ered for the RFC in mid-August, and the spares. It was also the intention to send one However, two (B3637 and B6818) went to
total allocation was delivered by 20 Octo- ieuport 23bis and three Nieuport 24bis Farnborough, where both still resided in
ber 1917, consisting of twenty-nine Nieu- from the Scout School when it closed in the spring of 1919. By March the former
port 23s and seventy-one Nieuport 27s. March 1918. The retreat and subsequent had been fitted with auxiliary struts
It was originally the intention that only movements of the Aircraft Depots threat- between the leading edge of the lower wing
40 Sqn RFC would receive Nieuport 245 ened by the German Spring Offensive in and the forward interplane strut, probably
and 27s, but in the event, although this 1918 prevented many of the remaining in an attempt to stabilize any vibration or
squadron briefly operated six Nieuport 24s Nieuport 27s, made surplus by the re- twisting of the lower wirig.
and two Nieuport 24bis, it received Nieu-
port 17s and 23s as replacements, and no
Nieuport 27s. This squadron started to re-
29 Squadron RFC
equip with the SESa on 10 October 1917,
and returned its last Nieuports to 2 AD This squadron was formed in November 1915: first equipped wit~ DH2s, it received Nieuport 17s in March 1917, and
five days later. Nieuports 24 and 27 later
The Nieuport 24s and 27s went to make Pilots making claims while flying Nieuports include the following: w.B. Wood, thirteen (Nieuport 23 A6721 , 81609,
good the wastage at 1 and 29 Sqns instead. 81665: Nieuport 1'1 81646, 81553); FJ. Davies, one (Nieuport 27 868151; W.E. Molesworth, twelve (Nieuport 27 86812,
86820,86797); R.H. Rusby, three (Nieuport 27 83622); AS. Shepherd, ten (Nieuport 23 A6787; Nieuport 17 815041; JG.
By the beginning of February 1918, 1 Sqn
Coombe, (Nieuport 2786821,86832,86836,86820,86786); D'AJ Hilton, six (Nieuport 17 83494); AG. Jones-Williams
had also re-equipped with the SESa, leav- (Nieuport 23 A6721; Nieuport 17 81577; Nieuport 2783656,83647); E.S Meek, seven (Nieuport 17 81551, Nieuport 27
ing just one N ieuport 27 with the squadron. 86807,86812,836371; AW8. Miller, six (Nieuport 17 815061; PA de Fontenay (Nieuport 23 81618; Nieuport 17 83578;
On the other hand, 29 Sqn still had nine- Nieuport 27 83625, 86826); F.J. Williams (Nieuport 27 86826; Nieuport 24bis 83605)
teen Nieuport 27s and only one SESa at
108
CHAPTER SIX
109
NIEUPORT AIRCRAFT IN RUSSIA AND ON THE EASTERN FRONT
110
NIEUPORT AIRCRAFT IN RUSSIA AND ON THE EASTERN FRONT
A Russian Nieuport IVG captured intact by the Austro-Hungarians. probably during the winter of 1914/15.
G. Pelrov, via H. Woodman
section allocated to each of the ten armies, The situation gradually improved dur-
eight fortification sections, and eight oth-
Wartime Service with the ing 1915, and the majority of the air units
ers for special assignments. However, Imperial and Provisional had returned to the Front by the spring. By
many of these uni ts were undermanned in Governments the autumn there were some 553 aircraft
August 1914. split between fifty-eight army air sections:
The domestic aircraft industry lacked By the outbreak of the war, the Army Avi- these units included the 1st-13th Army
the expertise to supply adequate numbers ation Corps was numerically larger than Air Sections, the 1st-37th Corps Air Sec-
of suitable aircraft for the Service. As a the air forces of the other major belliger- tions, the 1st-5th Siberian Air Sections,
result, the Duks company were unsuccess- ents, but the number of useful aircraft was the 1st and 2nd Guards Air Sections, and
ful in selling their version of the Farman, much lower. It was equipped with a large the 1st Turkistan Air Section. Altogether
the Russian army preferring to buy French- variety of aeroplanes mainly of foreign ori- a further 910 aircraft were made available
built examples instead. The Nieuport spe- gin. In total some 248 aircraft were avail- between August 1914 and the end of 1915,
cial competition model was sold only in able, most of which were Nieuport IVGs to give a total of 1,158. Of these, 139 were
small numbers. However, several N ieuport and Farman XVIs and XXIIs. The early lost to enemy action, twenty-five were
II and III models were bought from France, Nieuports were gradually replaced by forced down behind enemy lines, and thir-
and the standard Nieuport IVG, mainly Morane monoplanes in the scout role. ty-nine were burnt and abandoned during
powered by the 70hp Gnome engine, were Russia's allies were sympathetic to Rus- a retreat. A further 450 had been written
built by the Schetinin firm in St Peters- sia's needs for more and better aircraft. off as worn out or obsolete, leaving 505
burg and the Duks factory in Moscow. A Deliveries were made by ship, arriving machines available, of which 328 were in
few were also built by the Russo-Baltic in Murmansk and Archangel. Inevitably working order.
Wagon Works (R-BVZ). It became a stan- there were losses en route: for example, the By the middle ofJanuary 1916 the num-
dard aircraft of the early Corps Aviation King David was sunk by a U-boat on its way ber of aircraft in working order had fallen to
Sections, and was used for reconnaissance to Archangel with forty-six Nieuports and 311, with 76 held in reserve and 118 under
purposes well into 1915. Farmans on board. From the docks the air- repair. Virtually all of these were aircraft of
Two sections of the First Aviation Com- craft were despatched by rail, still in their French origin, with Voisins and Morane
pany took part in the manceuvres held in packing cases, to be reassembled at depots Parasols predominating. However, fifty-
September 1913 at Krasnoe-Selo, the first in Moscow and Petrograd. However, the eight were Nieuports, twenty-five being at
comprising four Nieuport IVs and two Far- capacity of the railway was very limited the Front with twenty-five in reserve and
mans, and the second operating five Nieu- and much of the consignments remained eight under repair. Some success was
ports and one Wright biplane. at the docks. achieved in training pilots, however, with
111
NIEUPORT AIRCRAFT IN RUSSIA AND ON THE EASTERN FRONT
112
NIEUPORT AIRCRAFT IN RUSSIA AND ON THE EASTERN FRONT
113
NIEUPORT AIRCRAFT IN RUSSIA AND ON THE EASTERN FRONT
114
IEUPORT AIRCRAFT I RUSSIA AND 0 THE EASTERN FRO T
175
NIEUPORT AIRCRAFT IN RUSSIA AND ON THE EASTERN FRONT
Air Division, on 1 June 1917; it was proper maintenance and should have been Vakulovsky was appointed commander of
equipped with ten aircraft, namely one withdrawn, but there were no replace- the section on 16 July 1916, and gained his
Morane and five different Nieuport types, ments available and they continued to be first victory whilst flying a Nieuport 11 (ser-
of which two were two-seaters and five used. Unfortunately on 4 July, whilst in ial1295) on 7 September. There was plenty
Nieuport 21s. Sergievsky took over when combat with four enemy machines, the of action through August and September.
the unit commander Baftalovsky was seri- lower starboard wing of Orlov's machine As examples, Ensign PM. Tomson, who had
ously injured. Sergievsky tried to train inex- collapsed and his machine fell from been with the section since 16 May 1915
perienced pilots by accompanying them on 3,000m (lO,OOOft) and he was killed. and was destined to become an ace, used
patrols, though this was not always success- 2nd Lt J.v. Gilsher assumed command of Nieuport 10 (serial 160) to carry out twen-
ful. Returning from leave as a staff captain, the air section, but his period in office did ty-five reconnaissance, bombing and escort
Sergievsky had time for one more victory in not last long. By 20 July the Russian army missions during this period, and on 1 Sep-
a Nieuport before the armistice between was in retreat, and enemy aircraft appeared tember 1917 flying a ieuport 23 (3747).
Russia and the Central Powers was signed. in force over the section's airfield at Tarno- And Vakulovsky had sixteen air battles in
On 5 April 1916 the Seventh Fighter Air pol. Yanchenko, Makeenok and Gilsher one day, culminating in two victories.
Section, one of the components of the Sec- took off to intercept this force, but Makee- The Ninth Fighter Air Section was
ond Air Division, was given its first loca- nok became separated whist fighting his organized under the command of Ivan
tion, at an airfield near the village of own lone battle, leaving the other two Loiko in August 1916. Another pilot who
Tamopol in Galicia; it was equipped with attempting to fight off more than fifteen would become an ace, W /0 Grigory Suk,
the N ieuport 11. It had been formed a few enemy planes. One of these was shot down, joined this section on 19 August, and he
months earlier under the command of 2nd but the observer of another managed to was joined on the 24th by another experi-
Lt Ivan Orlov, who had previously gained rake Gilsher's Nieuport with machine-gun enced flyer, W/O (later Ensign) Vladimir
experience with the ieuport at the Odessa fire: as a result the engine tore away, the Strizhevsky. The unit was sent to the
aviation school. The air section was soon wings folded, and the machine fell to the Rumanian front, mainly equipped with
involved in daily combats in support of the ground, killing Gilsher. Nie~port 11 scouts, and by early October
Russian offensive, which started on 1 May On 5 August, Yanchenko and Makeenok 1916 it was located near Okna, north of
under General Brusilov. Also assigned to spotted an enemy two-seater attacking a Focsani. The section continued to support
this air section was Ensign Vasili Yanchen- Russian reconnaissance machine trying to the Rumanian army while it was trying to
kow, who arrived on 7 April after service photograph the enemy trench system. The link up with the Russians to the north-east
elsewhere, and a refresher course at the enemy machine fought back and seriously following a heavy defeat. Very bad weath-
Moscow Air School. To begin with he wounded Makeenok before it was shot er curtailed aerial activity during the win-
made nearly forty combat patrols without down, and as a result Makeenok took no ter months, but nevertheless the unit man-
any success. further part in the war. aged to score a number of victories.
Another pilot who became an ace was Yanchenko became seriously depressed The section continued to be active dur-
2nd Lt D. Makeenok, who joined the air following the loss of several of his com- ing the following months. For example,
section in December 1916. This was not rades and because of the precarious state of Strizhevsky made twelve combat flights
his first introduction to Nieuport aircraft: the war, and on 20 September 1917 he was during April, during which he scored three
he had graduated from the Sevastopol transferred to another unit, the Thirty- confirmed victories, two of these in Nieu-
School on 7 March 1914 after initial train- Second Corps Air Section on the Ruman- ports. On 8 August Suk scored his third
ing on a Nieuport IVG, and after a spell ian front. Whilst with that unit he scored and last victory in a Nieuport when he
with the Third Corps, was sent to Odessa his last three victories of the war, still using shot down an Oeffag C.II engaged in
for advanced training on the N ieuport 11. a Nieuport machine, to bring his total to artillery spotting. Thereafter Suk recorded
Yanchenko and Makeenok together dis- sixteen. Later Yanchenko went to Novo- another six victories flying Vickers FB.19
cussed how to revise their tactics, and this cherkassk, and early in 1918 joined the and Spad 7 aircraft. Loiko achieved his
re-direction of policy was soon put to good Volunteer Army under generals Denikin sixth and last victory (his fifth in Nieu-
effect when on 7 March 1917 they shot and Wrangel; from August 1918 he com- ports) when he and Sapozhnikov shot
down an enemy aircraft, thus recording manded the Second Air Section, a post he down an enemy two-seater.
Yanchenko's fourth and Makeenok's first occupied for two years. Makeenok recov- The Tenth Fighter Air Section was
victory. ered from his injuries and eventually formed in the summer of 1916 as part of the
After a period training in France with joined the 3rd Polish Section, just before Tenth Russian Army in Rumania, under
Esc. N.3, Orlov returned to the air section the outbreak of the Russo-Polish War of Cossack Captain Belofastov; it was based at
on 17 March 1917, and he scored his fifth 1920-1. After Poland gained indepen- Gnidava airfield. A pilot who would
victory just four days later (or his fourth if dence, Makeenok remained with the 3rd become an ace, W /0 Alexander Pish-
his victory with Esc. N.3 is discounted). Section until the end of 1921. vanov, joined the section on 2 October
During most of May and June the section 1916 - though it would be more than five
carried out a large number of combat months before he saw his first enemy air-
Other Fighter Air Sections
patrols. On 1 July 1917, General Brusilov craft. After more than fifty patrols totalling
launched Russia's last offensive of the war, The First Fighter Air Section was equipped more than eighty hours, on 21 March 191 7,
resulting in fierce air battles in which the with Morane Parasols and N ieuport lOs in whilst flying a Nieuport 21 (1890) - a type
section were involved several times a the spring of 1916, and early in July the sec- he used in all his victories - he came across
day. The war-weary Nieuport lIs lacked tion received its first Nieuport lIs. Lt K. a two-seater and forced it to crash-land in
716
IEUPORT AIRCRAFT IN RUSSIA A D ON THE EASTERN FRO T
117
NIEUPORT AIRCRAFT IN RUSSIA AND ON THE EASTERN FRONT
the Duks company in Moscow had orders hours. In addition to the pilots trained at Safonov had three more successes with-
for seventy-six fighters, and the Meltser Krasnoe Selo, the initial intake of pupils for in a couple of days. On 15 October he
company in Petrograd for fifty-five. Fur- the Baltic Air Division were trained in forced down an enemy machine after tak-
thermore, on 18 September a Russian naval Moscow. Several prominent leaders ofSovi- ing off from Kuivast on Moon Island. The
aviation purchasing commission in Paris et units mentioned later were trained at the following day he shot down a Frei-
was instructed to obtain a set of manufac- air combat school, including N.A Yakovit- drichshafen FF33L that crashed on Moon
turing drawings of the Nieuport 24bis for sky, B.A Schepotiev and N. . Evampliev. Island, killing the crew of two. The next
the use of the Duks company. Although it day, whilst flying over a German section of
is known that the Nieuport company were two battleships and two cruisers with
Nieuports in the Baltic Air Division
preparing a set of these drawings by 6 Octo- escorts, he opened fire on a twin-engined •
ber, the manufacturer had advised the Rus- Ten Nieuport fighters were allocated to bomber from a range of 20m (65ft). Ply-
sians that the model had been superseded the Baltic First Air Brigade at Arensburg wood and fabric splinters flew off the tar-
by a better design, for which a licence for and Tserel by 16 August 1917, with six at get and the machine started to burn and
manufacture would be necessary. Arensburg and four at Tserel. There was a fall away.
Steps were also taken to secure produc- seaplane base and aerodrome near each But with the Russian forces in retreat, the
tion from French sources. By early October town, and the Nieuports were intended to Russian pilots' luck began to run out. Sever-
an order had already been placed for 100 air- protect both areas, which had been con- sky, making his way to Kuivast on 14 Octo-
frames from the Nieuport factory. These stantly bombed, from further attack. The ber, was obliged to force-land near Orissar
were to be supplied without their 130hp Nieuports were given fleet code numbers Dam due to engine failure, and had to
Clerget engines, at a cost of 15,650FF each. NR-1 to NR-10 (N = N ieuport, R = Le destroy his N ieuport, able to salvage only his
Two airframes were shipped to Russia on Rhone) and were allocated as follows: NR- machine-gun. On the same day Petrov, also
board a steamer at the beginning ofOctober, 1 to Sub-Lt M.l. Safonov, NR-2 to Jm Lt making his way to Moon, survived a crash;
but deliveries were stopped in late 1917 with (Army) Zherebtsov, NRA to Capt (Cav- but Filippov became a prisoner of war after
the contract only half completed for fear alry) VM. Nadezhdin, NR-5 to Capt landing on enemy-held territory. On 17
that the machines might fall into enemy (Army) Galyshev, NR-9 to Lt (Admiralty) October Galyshev crash-landed after a
hands. Records also show that forty-two VV Petrov, with NR-10 non-operational Lewis gun magazine jammed in his rudder
Nieuport 17s, to be fitted with 125hp Le at Arensburg and NR-3 to Jm Lt (Army) pedals; and on the same day 2nd Lt (Admi-
Rhone engines, had been ordered from an VL. Yakovlev, NR-6 to Lt A . Prokofiev ralty) D.l. Shteven damaged a Nieuport
unknown source on 25 September 1917. (later known as Seversky), R- 7 to Sub-Lt beyond repair during a landing at Hapsal.
The only modification requested by VM. Okhremenko and NR-8 to Jun Lt The following day Zherebstov survived a
naval pilots was for the provision of a col- (Army) VN. Filippov at Tserel. crash in his N ieuport after suffering engine
limater gunsight. One manufactured by The machines were fitted with a variety failure. Yakovlev's and Okhremenko's Nieu-
Duks was considered, but on 11 October a of armament, most of it very poorly main- ports were abandoned at Arensburg, and
contract was signed by the Naval Aviation tained and in an extremely dirty condi- one was lost in Oezel Island and possibly one
Board for the military-technical workshop tion. When visited on 22 August, four of at Verder. Therefore within the space of a
at Rur to manufacture fifty sights, designed the Nieuports at Arensburg were reported few days the Baltic Air Division had lost
by Jm Lt (Army) Musinyants, at a cost of to have synchronized Vickers guns, three most, if not all, of its N ieuports.
10,000 roubles. of British and one of Russian calibre. Of Alexander Nikolaivich Prokofiev de
the four machines at Tserel, two were fit- Seversky had experienced a varied career,
The Air Combat School ted with British Vickers guns, one with a amongst other things enjoying four con-
synchronized Vickers and a wing-mounted firmed victories whilst operating Grig-
The air combat school at Krasnoe Selo was Lewis, and the last with just a wing- orovitch M.9 flying boats in the Baltic, but
set up by 2nd Lt AA Nelidov for the pur- mounted Lewis gun. also sustaining several injuries, and includ-
pose of training pilots for naval land-based The first successful action involving ing latterly a period as technical adviser to
fighter units. He had obtained his wings Nieuports took place on 7 September the Shchetinin aircraft factory: in late July
with the Royal Naval Air Service in Eng- when three Nieuports, together with two 1917 he was appointed commander of the
land, and had also qualified at the School of flying boats, took off from Tserel to inter- Second Baltic Fighter Air Section sta-
Aerial Gunnery at Cazeaux in France. The cept two German aircraft. One of these tioned on Oesel Island, to defend its forti-
school was declared operational on 7 August was shot down 6km (4 miles) from Arens- fications from aerial attack. The main
1917, with a two-phase programme involv- burg, probably by the combined efforts of Russian army had withdrawn behind the
ing instruction in Lebed 12 two-seaters, fol- one of the flying boats and Lt Safonov in Dvina in anticipation of an overwhelming
lowed by solo experience in Nieuport 17s or Nieuport NR-l. This was followed on 10 German attack, leaving rearguard units to
23s. The first twelve Duks-built Nieuports October by further successes when two defend the islands in the Baltic. The sec-
were accepted between 4 October and 1 Nieuports forced down two German sea- tion was given four Nieuport 21s, one
December. By 14 November the school pos- planes. On 12 October, three Nieuports Grigorovitch M.9 and six Grigorovitch
sessed a total of twenty-two operational air- piloted by Seversky, Filippov and Petrov M.15 flying boats to achieve this task. Sev-
craft. There were nine instructors and nine- forced a German seaplane to land on the ersky's section stayed on the island during
teen pupils, with six having completed the sea, and shortly afterwards Seversky and the German assault, during which he
second phase of training. A total of 132 Petrov forced down another, at the ex- claimed several victories that were not
flights had been made, totalling eighty-four pense of damage to Seversky's engine. confirmed. However, two victories over a
118
NIEUPORT AIRCRAFT IN RUSSIA AND ON THE EASTERN FRONT
scout and bomber on 10 October 1917 in observer, were flying over the Kataloi- At the beginning of the war, the Ruman-
a N ieuport were confirmed by ground- Tulca road when they were subjected to ian Military Aviation had at its disposal
forces. The section was evacuated four groundfire. A splinter hit a cylinder valve, some ninety-seven pilots, forty observers
days later after its aerodrome and hangars resulting in a broken connecting rod and and forty-four aeroplanes of French origin,
had been destroyed by gunfire from the piston. The engine stopped and Klim glid- including Caudrons, Maurice Farmans,
German fleet. During the evacuation, ed a long way to reach a rear trench area. Voisins, Bleriots and Nieuport lIs. Orga-
Seversky's N ieuport developed engine The crew and aircraft survived, despite nized into four squadrons, F.1 Sqn was
trouble and he was forced to land behind being subjected to shellfire. attached to the First Army based at Talmaci
enemy lines; but in the general confusion Meanwhile the authorities had made in Transylvania, F.2 Sqn was with the Sec-
he was able to return through his own some headway in their attempt to set up ond Army at Brasov, and F.3 Sqn with the
lines. He eventually made his way to the the four fighter units in the Black Sea area, Northern Army in the Piatra Neamt. A
United States where he set up his own air- with the 13th Air Section being the first reserve squadron, with the rest of the aircraft
craft manufacturing business. to become operational. On 7 October including the N ieuports, was situated near
Safonov returned to the Front on 14 1917 this air section possessed two fighters Bucharest. A second reserve squadron was
November 1917 after getting married, and that had been assembled at Sulina, with a also formed with four aircraft on 30 August
assumed command of the Second Fighter number of others in crates at Kiliya, and by 1916, to cover the Bulgarian front.
Air Section now located at Kuivastoin. the end of the year this number at Sulina Within a couple of months the situation
From there he flew his Nieuport to inter- had been increased to six operational and on the Rumanian front had deteriorated,
cept an enemy aircraft that crashed on two non-operational Nieuport 17s. It is and it became necessary for the French to
Moon Island. The next day Safonov inter- not known for certain whether this unit send in a military mission under the direc-
cepted a twin-engined bomber that had was involved in combat, but by the middle tion of Gen H. Berthelot; this arrived in
been dropping bombs on Russian ships at of February 1918 it left for Odessa, where Bucharest on 15 October. The mission was
Moon Island. After an exchange of fire it survived the enemy invasion. On 29 accompanied by much needed reinforce-
the enemy aircraft began to smoke and September 1918 the unit took off for the ments, comprising forty-one Nieuport lIs,
crashed into the sea: this was Safonov's Don region and disappeared, its ultimate thirty-eight Farman 40s, eighteen Breguet-
fifth and last victory, and his third in fate not being recorded. Michelins and four Henri Farmans. Its aero-
a Nieuport. Following the revolution, nautical part was commanded by Lt Col de
Safonov escaped to Finland with his wife Vergnette de la Motte, who played a major
and three other pilots in two Nieuport lOs Nieuports in the Balkans with role in the reorganization of the Rumanian
and two Nieuport 17s. In 1919 Safonov Rumania and Serbia military aviation. Under his direction, the
was briefly with Denikin's White Army strength of the Rumanian squadrons was
near ovocherkassk. bolstered by French personnel, although
Rumania
three squadrons, including one of Nieu-
As a result of French dipl<omatic pressure, ports, remained essentially Rumanian. The
Nieuports in the Black Sea
Rumania came in on the side of the Allies: British, for their part, sent two Nieuport lIs
Due to a lack of engines and armament, on the night of 27 August 1916 the and five Nieuport 12s, which arrived in
the Duks factory were unable to fuifil a Rumanian army entered Transylvania, pre- Bucharest towards the end of October 1916.
request by the Naval General Staff Aero- viously an ancient province of Rumania, During December 1916, the Rumanian
nautical Department made on 14 July and sparked off hostilities against Austria- air force, now comprising fifty-three opera-
1917 to supply the Black Sea Air Division Hungary. tional aircraft including eighteen N ieuport
with four Nieuport 17s fitted with 120hp
le Rh6nes, and two Nieuport 21s with
80hp le Rh6nes. Instead the navy had to
rely on the army, resulting in its 6th Corps
Aviation Unit being attached to the naval
formation operating from a base near the
town of lzmail on the Danube estuary.
Although normally equipped with Farman
F.30s, this unit had five Nieuports at its
disposal, all fitted with 80hp Le RhOne
engines: two Nieuport lOs (707 and 726),
one N ieuport 11 (846) and two N ieuport
21s (l821 and 1906).
The unit carried out regular reconnais-
sance sorties in this area, which was rela-
tively quiet. There were, however, one or
two incidents. The N ieuport 11, piloted by
Jnr Lt Morozov, crashed on landing on 30
July. On 10 October Nieuport 10 (726),
piloted by Jm Lt Kim with Lt Fedoseev as Rumanian Nieuport 11 over the front at Marasesti. Valeriu Avram
119
NIEUPORT AIRCRAFT IN RUSSIA AND ON THE EASTERN FRONT
120
NIEUPORT AIRCRAFT IN RUSSIA AND ON THE EASTERN FRONT
Serbia
The Serbs received extensive support from
the Aviation Militaire, and three French
escadrilles, equipped with Nieuport lOs
and lIs, were active in Serbia in 1916.
These were N.387 (a combined Franco-
Serb unit), N.391 (an all-French unit) and
a Nieuport escadrille under the control of
the Serbian High Command. The latter
unit was used for reconnaissance and to
transport spies behind the enemy lines. A Nieuport 11 of the First Serbian Army.
N .387 was later assigned to the Serbian Sec-
ond Army and performed reconnaissance
duties over the right bank of the River Erna
and the left bank of the River Vardar. It also
provided escorts for Esc. MF.382. many were driven away, and the less fortu- strength of twelve aircraft, to be based in
By March 1917, four Nieuport lIs and nate were imprisoned or executed. Many the Ukraine, Mogilev, Sheremetev, Volog-
12s were assigned to the First Serbian pilots and mechanics, disillusioned with da, Kronstadt, Petrograd and Archangel,
Army, and a section of Nieuports was also the war, unpaid and underfed, deserted with one in reserve. This became the
assigned to the Second Serbian Army. and returned to their .homes. Others Workers' and Peasants' Red Military Air
N.387 by this time was under the direct joined the White Russian forces, fled to Fleet on 28 January 1918.
command of the Serbian High Command. the Allies or gave themselves up to the The renewal of the German offensive
and was based at Vertekop. By mid-1917, Germans. The production of aircraft and against Russia in February 1918 led to the
Spad 7s had replaced the Nieuports on the repair work virtually ceased, and many air- collapse of the Russian front and the loss
Se bian Front. craft were abandoned or destroyed. How- of much military equipment and aircraft.
ever, the Bolsheviks were in possession of The new Soviet government bowed to the
most of central Russia, and because they inevitable and signed the Treaty of Brest-
The Civil War and Foreign controlled the factories and depots within Litovsk on 3 March, in which they gave up
Intervention 1918-20 the country - and despite shortages of their interest in the Baltic States, Poland,
engines and raw materials - they were able Ukraine, Belorussia and some southern
Following the Bolshevik uprisings of to supply some new aircraft to the various republics, in exchange for the opportunity
October 1917 and January 1918, the pro- areas of conflict during the civil war. to establish a Communist state in peace.
visional government and constituent On 28 October, three days after the Bol- In the summer of 1918, Soviet military
assembly ceased to exist. The old Russian shevik coup, a Bureau of Commissars for aviation was formalized under the Commis-
empire dissolved into civil war, with the Aviation and Aeronautics was appointed, sar for National Defence, and unit officers
Bolsheviks opposed by various factions, and instructed to take over control of avi- came under the direction of political com-
collectively known as White Russians, the ation assets in the Petrograd area; similar missars. The units were reorganized into
latter supported by the former Allies organizations were formed in Moscow and three Area Boards, for Petrograd, Moscow
including French and US forces but prin- elsewhere. Efforts were made to salvage and the south, with seven, thirty and twen-
cipally the British. and collect usable aircraft, engines and ty-two units respectively, with a nominal
The Russian air forces were in chaos fol- components, put the factories back to strength of twelve machines each. These
lowing the seizure of power by the Bolshe- work, and vet former Army Aviation came under the formal direction of a direc-
viks after the revolution of October 1917. Corps personnel for their loyalty to the torate for the Field Army on 22 September
Many aviation specialists left the country, new regime. By November the framework 1918. A return made in February 1919
and most unit officers were suspected of had been set up to reorganize the air force showed that there were 1,102 machines
collusion with opponents of the regime: into eight aviation units, with a nominal available. However, only 349 were on
121
NIEUPORT AIRCRAFT IN RUSSIA AND ON THE EASTERN FRONT
active service, while a further thirty-four near the railway station at Plesetskaya, and attack, including Nieuport 25 4090 'Meri',
were allotted to military units to the rear. Of operated four French-built Nieuport 24bis which was damaged, and N ieuport 24bis
the remaining 753, 167 lacked engines, 363 (5101, 5115, 5116 and 5130) and two 5132 'Kisa', which was written off after
were damaged or incomplete and awaiting other N ieupon types; these were listed as being set on fire by an incendiary bullet. The
repair, while 142 were too worn out ever to Nieuport 23s, but one may have been a N ieuport 25 was subsequently repaired using
become serviceable. A large percentage of N ieuport 17 (1854). During September parts from Nieuport 25 4081 'Nata', which
these machines were Nieuports. 1918, three Nieuport 23s and two other was considered to be an 'unlucky' aircraft.
At the beginning of the civil war, Bol- Nieuports (probably Nieuport 25s) were The following day Nieuport 10 1536 'Lyusa'
shevik air forces supported their armies sent to the Volga fighter half-unit based at was badly damaged in a crash and written
fighting in areas as far apart as southern Nizhny Novgorod, and two Nieuport 25s off, and on 12 July Nieuport 24bis 'Mika',
Russia, the Ukraine, Belorussia, the Baltic to the Caspian Hydroaviation battalion which had been previously assembled from
States, Siberia and the Far East. The Red fighter unit at Astrakhan. These units three cannibalized machines (5106, 5132
Army also succeeded in stopping a Polish later received new aircraft and eventually and 5133), was written off after crashing
offensive and in turn invaded Poland. But reached the Black Sea and the Sea of on take-off. By 28 August 1919 the air
by October 1920, all this fighting, apart Azov. After the retreat from Kiev in 1919, squadron had just three operational aircraft,
from a few local uprisings, had petered out the Dnepr Hydroaviation unit remained at two Spad 7s and Nieuport 10 1524, with two
in favour of the Bolsheviks. Gomel in Belorussia; in the autumn it N ieuport 25s (4081 and 4090) under repair.
Red naval aviation operated in the Gulf acquired two Nieuport 21s, and then Two Nieuport lOs(1536 and 1543) had
of Finland, lakes Ladoga and Onega, the joined the Volga-Caspian aviation group been written off, and Nieuport 23 1758 was
Northern Dvina, the Volga and Kama to the south. too worn out to fly.
rivers, the Caspian Sea, and the Dnepr and By 31 December 1918, a 'special pur- Possibly the last action involving Russ-
Pripyat rivers. In 1920 their units reached pose' unit, with up to four ieupons and ian Nieuports occurred when the Commu-
the Enisei and Selenga rivers in Siberia, under the command of .N. Evampliev, nist authorities suppressed a mutiny of the
the Sea of Azov and the Black Sea. The air- was based in the Narva area. Another Kt:onstadt garrison, dockyard workers and
craft were moved about mainly by large, Baltic unit was at Novyi Peterhof near Pet- sailors of the Baltic fleet, including the
adapted river barges, towed or pushed by rograd and fought against British aircraft crews of the battleships Petrapavlovsk and
river steamers, which also acted as accom- that operated over the approaches of the Sevastopol, all of whom had been objecting
modation and provided rudimentary work- Baltic Fleet anchorages in the Gulf of Fin- to the harsh economic regime being
shop facilities. land, and specifically Kronstadt. By 1 imposed. On 7 March 1921, the first day of
The first Red fighter unit appeared in December 1919 this unit had lost one the mutiny, four Nieuport 23s (291, 303,
the Baltic on 2 May 1918, led by Lt N.A Nieupon 10, four Nieuport 23s, one Nieu- 338 and 343) were ordered from their base
Yakovitsky, formerly of the navy. It was port 23bis and one Nieupon 25. The latter at Novyi Peterhof to fly to the airfield at
then transformed into the First Northern was lost when it spun into the sea follow- Kommendantsky, north of Petrograd. Only
Fighter Unit and was sent to the Northern ing a reconnaissance mission over Koporie one arrived safely, however, the others mak-
Front on 17 August. Between 5/6 Septem- Bay. A possible cause of the accident was ing force-landings on the way. The mutiny
ber its three Nieupon 23s (1758, 1886 and structural failure due to the poor state of was suppressed after two weeks of bloody
1902) carried out their first missions from the airframe after being left in its crate for fighting by ground troops assisted by bomb-
an airfield near the village of Verkhnyaya over two years before being assembled. Its ing attacks by Grigorovich flying boats.
Toima; but the unit made many moves sub- pilot S.D. Nikolsky was killed.
sequently dictated by changing circum- Another naval unit, the Northern
The Allied Intervention
stances. On 31 August 1918 it received Hydroaviation Battalion, was formed in
four French-built Nieuport 24bis, which January 1919 from the Byelomorsky (White The Allies were naturally concerned that
replaced the worn out Duks-built machines Sea) and the Karnsky (Kama River) flying collapse of the Russian forces would
and were used extensively while it was on boat detachments and the First and Second release more German reinforcements for
the Northern Dvina river. The unit's main Fighter Air Squadrons. In the summer of the Western Front, and would take the
activity was reconnaissance, but there were 1919, the First Fighter Air Squadron, pressure off the Turks in the Middle East.
several events worthy of note. On 8 June equipped with a motley selection of aircraft They were also worried that their in-
1919, N.S. Meinikov in a Nieuport 25 including Spad 7s and Nieuports, was vestments in Russia would be lost, and
(4090, named 'Meri') attacked an enemy engaged against White Russian and British that the Communist revolution would
flying boat, but failed to destroy it. Nine forces in the Northern Ovina area. One day spread. Allied intervention began in the
days later Meinikov was again in action - believed to be 18 June 1919 - 2 Slavo- summer of 1918, with Britain, France and
against two enemy aircraft, though this fin- British Squadron led by Capt Carr, and the United States landing the Northern
ished without loss to either side. However, including AA Kazakov amongst its num- Russian Expeditionary Force at Mur-
a substantial amount of the unit's equip- ber - attacked the air squadron's airfield mansk, and with Japanese assistance
ment and stores was damaged in an air raid some 50km (30 miles) behind the Front at another force at Vladivostok.
on 17 June. Verkhnaya Toima, 350km (220 miles) In June 1918 a British force with French
The Second Northern Fighter Unit, south-east of Archangel. Some of the air support, the North Russian Expeditionary
commanded by a former naval 2nd Lt, squadron's aircraft, including a brand new Force, landed in Murmansk, supported by
B.A Schepotiev, arrived at the Front on Nieuport, were out in the open being refu- an RAF flight of eight DHAs. The following
23 August 1918. It was based at an airfield elled. Several of these aircraft suffered in the month the seaplane carrier Nairana arrived
122
NIEUPORT AIRCRAFT IN RUSSIA AND ON THE EASTERN FRONT
with five Fairey IllCs, two Sopwith Babys and remained in southern Russia until Bolshevik authorities, and the detachment
and a Sopwith Camel. These RAF units 1920. General Denikin's Volunteer Army, gradually lost its aircraft. However, the first
helped in the occupation of Archangel on 2 together with other White Russian forces five aircraft, including any Nieuports, had
August. The original objective of the force operating in the same area, was sent large already returned to Serdobsk by the end of
was to push southwards along the Dvina numbers of British-built aircraft in support March and luckily avoided the embargo.
river from its base at Archangel, to link up to supplement the few Nieuports and These aircraft were dispersed after arriving
with White Russian forces coming from the other machines already in its possession. at Vladivostok in June 1918.
east along the Trans-Siberian Railway. In A lack of trust between the Czechs and
this way it was hoped to stabilize an eastern Bolsheviks caused a confrontation at the
Czechoslovakia
front against the Central Powers, which had end of May 1918, and fighting broke out
collapsed following the treaty signed A Czech aviation unit, the First Aviation along a line between Penza and Vladivos-
between the Germans and Bolsheviks. But Detachment, was formed between the end tok; at this time the greater part of the
this objective was never achieved, and of February and early March 1918. It Czech forces were spread out along the
instead the British forces were confined to initially received nine aircraft from the length of the Trans-Siberian railway. Before
an area around its base. French aviation park at Lubny, including long the two sides were employing aircraft:
The British were supported by a number four Sopwiths, one Morane Parasol and at the Czechs formed two aviation detach-
of ex-Tsarist fliers, led by Alexander Kaza- least one Nieuport, probably a Nieuport 17 ments, one on the Volga and the other in
kov, who were incorporated into two or 23. But shortly after their acquisition, the the Urals. They mainly carried out recon-
Slavo-British squadrons established before Czech Anny Corps began to evacuate the naissance and bombing missions, for which
the British forces left Murmansk for Ukraine, and all this material was loaded Farman 30s and Voisin LA/LASs were used.
Archangel. These were equipped with on railcars for the journey of several Nieuport scouts were also employed on
eight French-built Sopwith 1Y2-Strutters thousand kilometres to Vladivostok. But by some missions, carrying out 17 per cent of
and two N ieuports - one Type 17 or 23, and then the passage of the Czechs on Russian the flights.
one Type 24 (4251 and 4263) - which had soil was subject to conditions by which At the beginning of August 1918, the
been found in crates at Archangel, togeth- their weapons had to be handed over to the Samarian First Detachment of the White
er with a large number of 120hp Le Rhone
engines and other spares, left over from an
earlier consignment intended for Ruma-
nia. These were assembled by RAF
mechanics and supplemented by the Sop-
with Camel from the Nairana. Reconnais-
sance and bombing operations with these
aircraft began in late September 1918.
More Sopwith Camels were added to these
squadrons in January 1919, and D.H.9s
and D.H.9As followed in June.
But by July 1919, after an ineffe'ctual
campaign lacking in both purpose and
direction, the British had decided to with-
draw, an operation completed by Septem-
ber. Kozakov was very upset by this deci-
sion and became· very morose. On 3
August he took off in a Sopwith Snipe,
made no attempt to gain altitude, stalled
off the top of a loop and crashed into the
ground, killing himself. On August 22, one
of the Nieuports, considered to be unsuit-
able for further use, was deliberately
destroyed by tying the controls in position
and pulling the throttle open by a length
of string. It took off pilotless in a climbing
tum and spun into the aerodrome from
60m (200ft). A few of the aircraft were
captured by the Red Army during the
fighting, and some 250 Sopwiths, Nieu-
ports and Farmans were later found aban-
doned at Archangel and Murmansk.
In November and December 1918,
British and French forces landed at
Novorossiisk and Odessa on the Black Sea, Alexander Dedulin and Viktor Knopp by Nieuport 21 (1940). Zdenek Cwjka collection
123
NIEUPORT AIRCRAFT IN RUSSIA AND ON THE EASTERN FRONT
Russian Popular Army became the Inde- they were approaching Simbirsk. As a days later, Vladimirov carried out a patrol
pendent Aviation Detachment of the First result the detachment quickly left Kind- in the same aircraft and dropped a bomb on
Hussite Division of Fusiliers. It took part in yakovka during the morning of 1 Septem- the station at Mikhailovskaya. Following
combats on the Volga front from 9 June to ber. Dedulin rescued the Nieuport by fly- this the Bolsheviks evacuated the town,
13 September 1918. Out of its total of eight ing to Verkhnaya Chasouina and landing and the Czechs moved in the following day.
aircraft, of which only three were available near the station, carrying out a reconnais- Vladimirov carried out a reconnaissance
at anyone time, three were N ieuports. The sance on the way. The detachment had in on 5 August in the Nieuport 17, which
first of these (2415) was acquired, together the meantime arrived there by rail, but merely served to confirm the fact that the
with a Farman 30, when Simbirsk was cap- having left behind a Farman 30 and a Nieuport was unsuited for the task due to
tured at the end of]uly 1918, and the two Voisin that had not been loaded on railcars its poor downward view. By August the
aircraft were taken on charge at the begin- in time and had fallen into Soviet hands. unit had moved to a new base near Uktus
ning of August, replacing a worn-out Far- On 12 and 13 September Dedulin carried station, with two Farmans, a Voisin and the
man 30. Nieuport 2415 was little used out more reconnaissances from this sta- Nieuport.
while the unit was at the front at Kazan. tion, though on the second flight he ran Activities on the Ural front began again
On 3 to 9 August, Ensign Dedulin and 2nd out of fuel and was forced to land near in the autumn, and scout missions were
Lt Melc between them flew four times - a Chelna station. The next day the aircraft carried out in addition to reconnaissance
test flight, two reconnaissance missions was loaded onto a railcar and returned to and bombing; but the extent of these oper-
and a transfer flight - totalling 4hr 40min. the detachment, which in the meantime ations was not recorded. Vladimirov flew
The career of the second N ieuport, a had reached Bugulma. Aerial activity had in the Nieuport 17 a few times during the
Nieuport 10 two-seater, was very brief, now ceased due to lack of fuel and because beginning of October, and he was flying
ending on its first mission: Dedulin, with of the distance from the Front. Altogether this machine on 15 October 1918 when he
2nd Lt Arbuzov as observer, left Kazan on during its time at the Volga front, Nieu- attacked a Soviet Sopwith of the First
3 September 1918 for a field near Kindyak- port 21 (1940) had carried out four fligh ts, Detachment of Irkovtsk. But his machine-
ouka, but two days later side-slipped on totalling 4hr 15mn. gun jammed after firing forty-three bullets,
take-off in a high wind, and crashed. Both The second aviation unit of the Czech and the enemy aircraft escaped. Neverthe-
were fortunate, Dedulin himself escaping forces to fight·the Soviets was the 33rd Hus- less, his aim must have been good, as some
uninjured, and Arbuzov suffering just light site Aviation Detachment. It entered the forty bullet holes were counted in the
wounds to his face and hands when he was fighting in mid-July 1918 at the beginning Soviet plane after it had landed - though
thrown out on impact. of the Ekaterinbourg offensive on the Urals despite this the crew were unhurt. The fol-
Less than a week later, on the evening front. Out of the total of nine aircraft with lowing day Vladimirov was killed when he
of 10 September, the detachment acquired which it was equipped, three were Nieu- attacked a Sopwith two-seater of the First
a Nieuport 21 (940) when Lt Gusev ports: a Nieuport 17 (N4214), a Nieuport 27 Aviation Group of T vessk near Shamary
defected from the 7th Soviet Fighter Air (N4000) of French origin, and a Nieuport station, this being the first Soviet aerial
Flight, landing near Cherdakhy station. 10 (136) constructed at the Duks factory. victory. When the Czechs left the north-
Dedulin flew the aircraft the same day to These were off-loaded from their railway ern Urals front in April 1919, the 33rd
a field near Kindyakovka station. The wagons and reassembled. Operations began Hussite Aviation Detachment was incor-
Czech front on the Volga was crumbling, on 14 July with a reconnaissance by Ensign porated into the White Russian Army
Kazan was taken by the Bolsheviks, and p. Vladimirov in Nieuport 17 (N4214). Four under Admiral Kolchak.
124
NIEUPORT AIRCRAFT IN RUSSIA AND ON THE EASTERN FRONT
125
NIEUPORT AIRCRAFT IN RUSSIA AND ON THE EASTERN FRONT
126
NIEUPORT AIRCRAFT IN RUSSIA AND ON THE EASTERN FRONT
127
NIEUPORT AIRCRAFT IN RUSSIA AND ON THE EASTERN FRONT
128
NIEUPORT AIRCRAFT IN RUSSIA AND ON THE EASTERN FRONT
despatched to the Third Regiment, where it Ukraine over by the Soviet Air Force. Other air-
was still on the inventory on 1 July 1921. craft were found at railway stations and
Another N ieuport was captured in the sec- Two Nieuport lOs (725 and 1046) and a aerodromes. About 300 aircraft were cap-
ond half of 1920 and sent to the depot at Nieuport 11 (l057) were obtained by the tured from German intervention forces
Varsovie where it was given the serial Ukrainian People's Republic Air Force in and from the various White Russian
11.06. Afterwards it was sent to the Avia- 1918. That same year the Ukrainians armies, including a large number taken
tion Command. Yet another Nieuport 17bis also obtained three Nieuport 17s (one of from General Denikin at Rostov and
was acquired by the Fifth Aviation Squad- which was 1437), two Nieuport 21s (380 Novocherkassk. The majority of these air-
ron at Przemsyl from the Second Regiment and 1317) and seven N ieuport 23s craft were various Nieuport, Farman,
before 10 June 1920. It crashed and was (3224,3226,3240,3241,3246,3247 and Morane and Voisin models.
wrecked sometime between 10 and 20 May 3731). One ieuport 17 was used by Licensed production of aircraft contin-
1921, and by June had been deleted from the Don Cossack squadron. In 1919 a ued in Moscow after 1917. Amongst these
the unit's records. AN ieuport 21 was taken defecting Czech pilot supplied Ukraine was a total of some 140 Nieuport 24s deliv-
from the First Ukraine Air Squadron near with yet another Nieuport 23. However, ered from the former Duks factory during
Koziatyn during April 1920, but its fate is the Ukrainian AF ceased to exist in 1919 the period 1920-23. At the end of 1920,
unknown. Another N ieuport was shot when the Ukraine was occupied by the the Red Air Force had at its disposal, in
down on 1 May 1920 by Sgt C. Lagoda and Red Army. various states of operational readiness and
Obs K. Szczepanski of the Fourteenth Air decay, about ten Il'ya Muromets bombers,
Squadron. It was sent to the depot at Varso- about 500 fighters (of which 189 were
vie for repair. Finally, a Nieuport 23 (4227) Service in the Soviet Air Force Nieuport 17s, sixty-seven were Nieuport
was used sometime during 1920 by the 24s and twenty-six were ieuport 24bis
Advanced School of Pilots at Grudziadz. It After the fighting had ceased, some 500 types, the majority of the rest being Nieu-
was equipped with an engine cowling simi- stored aircraft, in addition to those found port 21s, 23s and Spad 7s), and about 500
lar to that of a Nieuport 11. at Murmansk and Archangel, were taken reconnaissance and light bombing aircraft,
a few of which were N ieuport lOs.
Demobilization began in 1921 following
the end of the civil war. One unit to go that
was partially equipped with Nieuports was
the Second Flight based in the Eastern Mil-
itary District. By the end of 1921 a new
organization was in place. Two new units,
the Second Fighter Squadron in Moscow
and the Second Fighter Squadron in Kiev,
were equipped with Nieuport 24s and
Spads. The surviving twenty-one detached
flights were equipped with a variety of air-
craft including early Nieuports, Nieuport
23s and 24s. Three naval fighter units at
Leningrad, Odessa and Sevastopol were
similarly equipped. At least eighty different
(Top) A Duks-built Nieuport 21 fitted with a single Mk I (Above) Three French-built Nieuport 24bis of the Red Army Second Northern Fighter Unit at
Lewis gun in 1917. The clean-doped and varnished Plesetskaya in October 1918. The one on the right (serial 51161 was flown by B.A. Schepotiev and
fabric and multiple cockades of the Duks' finish are is armed with a Vickers. The central machine is armed with a Lewis gun, whilst the one on the left
clearly shown. G. Petrov, via H. Woodman (serial 5130), flown by N. Filatiev, is unarmed. The latter still has its French markings. Harry Woodman
129
NIEUPORT AIRCRAFT IN RUSSIA AND ON THE EASTERN FRONT
130
CHAPTER SEVEN
131
NIEUPORT AIRCRAFT IN ITALIAN SERVICE
missions, a number of attacks with both The First Battle of the Isonzo raged Nieuport lOS, and crashed it into a marsh.
bombs and flechettes, and was occasional- between 23 June and 7 July 1916, during On 6 July two Nieuports, piloted by
ly involved in combats. The unit was dis- which the Italian armies made a frontal Comazzi and Rocchi with Zoppi and
banded on 17 August 1915, and was attack on the Austrian positions at Carso Giammarco as observers, dropped incendi-
reformed with Voisins. without obtaining any territorial advan- ary bombs on hangars at Aisovizza. On 10
At the beginning of the war, S" tage. Similarly the Second Battle of the July the unit was placed under the direc-
Squadriglia N ieuport was a part of II Grup- Isonzo, between IS July and 4 August, also tion of the artillery commander of the VII
po at Campoformido with three Nieuports did not lead to an improvement in the Ital- Corps d'Armata. On 27 July it suffered its
(133,222 and 257). The first mission took ian positions. first casualties due to enemy action when
place on 24 May 1916 when the three air- After its move to S. Maria la Longa on Rocchi and his observer Cipriani in a
craft went on a reconnaissance mission, 11 July, 6" Squadriglia Nieuport took an N ieuport were forced down in the neigh-
and by the end ofJuly the unit had carried active part in the Second Battle of the bourhood of Lago di Pietra Rossa; the crew
out forty-nine reconnaissance missions, Isonzo, carrying out artillery spotting and were all killed. On 6 August, Andriani and
dropped twenty-five bombs and 3,000 bombing missions. On 20 June Comazzi Giovine were observers for the first firing
flechettes, and taken seventy-one pho- experienced engine trouble while in Nieu- of a 305mm howitzer on Isola Morosini.
tographs. The unit was disbanded at Clau- port 112 and crashed; luckily he was Shortly afterwards, on 27 August, 6"
riano on 27 August after carrying out a unhurt, but his observer Giovine was Squadriglia Nieuport was disbanded, and
total of ninety-five sorties, fifty-two of injured. On 23 June, De Rossi di Santa later reformed as a Farman squadriglia
which were combat missions. Rosa also experienced engine trouble in based at Pordenone.
132
NIEUPORT AIRCRAFT IN ITALIAN SERVICE
During 1915, aircraft of improved design 206 reconnaissance sorties and thirty-three Under these new classifications, on 1
such as Caudron G.IIIs, Voisins and Capro- artillery spotting missions. 3" Squadriglia December 1915 the aircraft and crew
nis began to replace obsolete machines. per l'Artiglieria, which was formed at Tal- members of 8" Squadriglia ieuport at
First of all the Bleriots were replaced, and iedo on 22 September 1915, also moved to Santa Caterina became 1" Squadriglia
these were followed during July by the Medeuzza to join X Corpo d'Armata of the Caccia and was placed under the Gruppo
Nieuport monoplanes of 5" Squadriglia, 3" Armata under the command of Maurel. Squadriglia per Difesa di Udine, along
with those of 8" Squadriglia being placed in It was equipped with four ieuport-Macchi with a Farman squadriglia. It became inde-
reserve at Campoformido. About 500 Parasols (including 413). Despite the use of pendent at the beginning of 1916, and in
Nieuport lOs were delivered to the Front, experienced crews, the Macchi Parasol was February received its first Nieuport 11; by
of which 240 were produced by Nieuport- found to be difficult to manoeuvre, and eas- 31 March it had eleven Nieuports with
Macchi, and the remainder were obtained ily went into a spin from which it was diffi- 80hp Le Rhone engines. On 7 April 1916,
directly from France. These machines were cult to recover; by the end of December it Baracca in a Nieuport 11 (451) and Tac-
used as fighters in Italian service, with the had been replaced by Caudron G.IIIs in all chini in aN ieuport 10 forced down a Bran-
front cockpit faired over and with a Lewis the Artiglieria Gruppo. denburg C.I 61.57 of Flik 19. A second
gun fitted to the top wing. The Third Battle of the Isonzo took place Brandenburg 61.59 of Flik 2 was brought
S" Squadriglia was reconstituted as the 8a between IS October and 4 November 1915, down by Bolognesi and Tacchini, and the
Squadriglia Nieuport Biplani at Mirafione and at the beginning of December, follow- crew were taken prisoner. Although fur-
on 26 July, and equipped with five Macchi- ing the success of Austrian forces in Serbia, ther combats took place between the unit's
built Nieuport lOs (384,387,388,595 and Italian troops were disembarked in Albania Farmans and the enemy, the Nieuports
596), each equipped with two machine- to open up a new front; this proved difficult, gained no further victories before 15 April
guns, and went into training. It was placed however, and the enemy captured Durazzo. when the unit was reclassified as 70"
under the command ofTacchini and trans- Squadriglia.
ferred on 21 August to Campoformido, for Preparations began at Mirafiore towards
The Squadriglie di Caccia
the purpose of protecting Udine from aeri- the end of 1915 to form the 2" Squadriglia
al attack; it carried out its first mission on There was a change of nomenclature on 1 Caccia, which officially came into exis-
25 August. On 9 September it was trans- December 1915 in which squadriglie were tence on 31 January 1916 and was ready for
ferred to Santa Caterina to be nearer classified in terms of their functions: Offe- active service on 9 February. Commanded
Udine, and on the same day had its first sa (offence), Ricognizione e Combatti- by Chiaperotti, it was equipped with two
encounter with an enemy machine. During mento (reconnaissance and bombing), da 80hp Nieuport monoplanes (658 and 679),
the second half of October, the unit Artiglieria (artillery support) and da Cac- a Nieuport 18m2 monoplane (040) and
received ten more Nieuport lOs (including cia (scout). Units not equipped with Nieu- five Nieuport lOs 0263 to 1267). Its first
1035,1037 and 1039), this time ofFrench ports consisted of five squadriglie under the mission took place on 18 February, when
manufacture. On 19 November six enemy battalion commander, four in I Gruppo, three N ieuports, including 1263, escorted
machines were intercepted over Udine by two in II Gruppo, five and a sezione in III Caproni bombers on the famous bombing
four Nieuports - 385,386, 1035 and 1037 Gruppo, attached to 3", 2" and 1" Armata raid on Lubiana, and during the mission
- piloted by Bolognesi, Tacchini, B~racca respectively, and five in Gruppo Aviazione were successful in driving off three Aviatiks
and Scarpis, respectively. One enemy per Artiglieria. that tried to attack the formation.
machine, an Albatros B.I from Flik 14, was
shot down into its own lines and its pilot
injured. On 1 December, S" Squadriglia was
reclassified as 1" Squadriglia da Caccia and
with 1" Squadriglia da Ricognizione e
Combattimento formed the Gruppo delle
Squadriglia per la difesa di Udine.
133
NIEUPORT AIRCRAFT IN ITALIAN SERVICE
134
NIEUPORT AIRCRAFT IN ITALIAN SERVICE
Baracca and Ruffo managed to damage they forced a Brandenburg C.I 26.11 to Farello, and was involved in thirty-eight
another Brandenburg, 61.61 of Flik 19; land in Italian territory near Arpignano. flights, mainly to protect naval seaplanes.
however, it escaped to make a perfect land- Two new N ieuport squadriglie were to
ing, despite the observer being injured. appear at this time: 76" and 77". 76"
On 23 May, 71" Squadriglia with seven Squadriglia was formed at Comina near The Nieuport 10 Replaced by
Nieuports (1047, 1263,1264, 1265, 1266, Pordenone on 25 May 1916, with four Nieuport lIs and 17s
1449 and 1766) was transferred to Villa- Nieuports (1042, 1043, 1805 and 1806)
verla and put at the disposal of XIV Corps under the command of de Carolis. Four days By 1 September 1916, Nieuport lOs were
d'Armata. There were several encounters later it was transferred to S. Maria la Longa, being progressively replaced by Nieuport
with the enemy, but without concrete assigned to I Gruppo where it was heavily lIs and 17s in the fighter role. However,
results. The first death in the unit occurred involved in the escort of reconnaissance they remained in front-line service as
on 7 June when Ghelfi took off for a patrol machines and bombers. At the end of June, reconnaissance machines with 70", 71",
over the plateau on an unauthorized sortie. the unit had seven Nieuports (1042, 1464, 75", 76", 77" and 78" Squadriglie until well
When he did not appear for a training 1606, 1806, 3438, 2182 and 2206). On 6 into 1917, when they were gradually rele-
exercise, Chiaperotti went in search of August, Stoppani forced down an enemy gated to training duties. For these duties,
him and found the remains of his aircraft aircraft while escorting a Caproni. On 24 the Nieuports were converted to dual con-
spread over some 100m (300ft). On 8 August, Giori in N ieuport 1615 attacked an trol, and in this form the type survived
August the unit became part of III Grup- observation balloon, but his petrol tank was until well after the cessation of hostilities.
po, at a time when there was intense Aus- holed and he was taken prisoner when Of the 328 front-line aircraft available in
trian aerial activity in the sector, resulting forced to land behind Austrian lines. His September, sixty-three were Nieuports.
in numerous encounters, with the Squad- aircraft was repaired by the Austrians, given Fourteen of these were with 77" Squadriglia
riglie attempting to secure the skies over the number 00.27 and used for training at of I Gruppo at Cascina Farello under Capt
Vicenza. The problem was that the Austri- their airfield at Wiener Neustadt. Piccio assigned to 3" Armata; fourteen were
an aircraft came over at an altitude of some 77" Squadriglia was formed on 31 May with 76" Squadriglia of II Gruppo at S.
4,000m (l3,000ft), and it took the scouts 1916 at Cormina airfield, and assigned to Maria la Longa under Capt de Carolis
about twenty minutes to attain that alti- the Comando Supremo based at Istranaj assigned to 2" Armataj and twelve were
tude, by which time the Austrian aircraft by 18 June it had been equipped with with 71" Squadriglia and eleven with 75"
had reached their target. N ieuport lOs. Its first combat sortie took Squadriglia of III Gruppo under Chiaper-
75" Squadriglia was also involved during place in July, by which time it had been otti and Scarpis respectively, assigned to 1"
this period: on 20 June, an Austrian air- equipped with Nieuport lIs. During this Armata. In addition there were fifteen
craft dropped a bomb on its airfield at month it carried out twenty-two missions Nieuports with 70" Squadriglia and thir-
Tombette, but it missed the hangar by 50m and was involved in two combats, one of teen with 78" Squadriglia under Tacchini
(l50fr), wounding just a horse. But De which resulted in an Albatros being and Bolognesi held in reserve.
Bernardi, Consonni and Nannini had brought down in Italian territory. In During the autumn between 14 Sep-
their revenge the same morning when August the unit was transferred to Cascina tember and 4 November there were three
135
NIEUPORT AIRCRAFT IN ITALIA SERVICE
brief campaigns, called the Seventh, Valsugana, in collaboration with 75" and reconnaissance machine and the Nieu-
Eighth and Ninth Battles of the Isonzo. 1" Idrovolanti. port-Macchi L.3 seaplane that the Italians
These had only limited objectives, and At the year end, 75" Squadriglia had were able to achieve any sort of parity.
were mainly intended as diversions to take seven Nieuport lIs (1646, 1647, 1649,
pressure off the Rumanian forces. 1654, 1688, 1690 and 1695). During the
By the end of 1916, 70" Squadriglia had year the unit had carried out 361 sorties, Nieuports in the Spring and
been on 600 sorties and had been involved and had been involved in twenty-four Summer of 1917
in fifty-two combats with seven recorded combats with a single confirmed victory.
victories, of which here a brief record. On Although still at S. Maria la Lunga, 76" At the beginning of 1917, Squadriglie 77"
13 September Baracca, although his own Squadriglia was transferred to II Gruppo and 76", with I and II Gruppo respectively,
aircraft was hit, forced Brandenburg C.I on 29 September, and put at the disposal and 71" and 75" with III Gruppo, were
64.07 of Flik 28 to make an emergency of II Armata. By the end of 1916, the unit equipped with N ieuports, the latter having
landing near Prosecco. The pilot and had carried out 624 sorties and been swapped in its Aviatiks. In Albania, 73" in
observer were both wounded, and the latter involved in thirty-nine combats, writing VII Gruppo had a flight of Nieuports in
died shortly afterwards. Three days later, off six Nieuports (1650,1683,1699,2111, addition to two squadriglie equipped with
Baracca in his favourite mount 1451, 3128 and 3133) in the process. Capronis and Farmans, while two Nieu-
together with Ruffo and Olivera, were able In September 1916, 77" Squadriglia, still port Squadriglie, 70" and 78", were unat-
to climb above a 180hp Lohner 43.74, and based at Cascina Farello, flew 124 sorties tached. Early in 1917, Nieuport lIs were
the enemy machine crashed and caught resulting in eleven combats. On 13 Sep- serving with 70" to 82" in Italy, 83" in
fire, killing both occupants. During the rest tember the unit took part in a large opera- Macedonia and 85" in Albania, and some
of September the unit was involved in tion over Trieste involving twenty Caproni were beginning to receive Nieuport 17s.
patrol and escort work. On 21 September bombers, sixteen seaplanes from Venezia There was a hiatus on 26 January when all
the first of the new Nieuport 17s (2614) and Grado, and fourteen scouts. Later, dur- Macchi-built Nieuport lIs across all
arrived from France, and this was quickly ing an Austrian counterattack, the unit· squiulriglie were grounded for inspection
commandeered by Baracca. The following scored two victories over Austrian sea- following structural failures.
month the unit received its first Le Prieur planes. On 5 September 1916 the unit was On 19 January 1917 new numbers were
rockets, to be used for balloon-busting reassigned to I Gruppo. In October the unit allocated to specialist squadriglie: 100 to
work. On 31 October two more victories carried out 109 sorties involving nine com- 199 for home defence and colonial units,
were secured: the first was by Caselli and bats, during which it shot down an obser- and numbers in the 200 series for Regia
Rossi with the assistance of Stoppani and vation balloon with Le Prieur rockets on 18 Marina units. During April there was also
Tesei from 77" over a Brandenburg C.I October at Selo, and scored a victory on 31 a total reorganization and reinforcement
68.25. The second was by Olivari, when he October. The following month, despite of the squadriglie under the control of the
attacked another Brandenburg 68.14 ofFlik having its airfield bombed, the unit carried army. Not only had numbers of aircraft
16: it crashed at Dobrova, and although the out 156 sorties, with four combats. In one increased, but these were of improved per-
crew escaped from the wreckage, the pilot of these, on 25 November, Ranza forced formance and included N ieuport 17 and
eventually died of his wounds. On the down down an Albatros. In December the unit Spad scouts. This increase in strength was
side, on 11 November the unit sustained its carried out seventy-seven sorties and had beginning to show some benefit: although
first loss when Ghizzoni crashed after take- five combats, but without victories or loss- little was gained during the Tenth Battle of
off on a training flight at S. Caterina. But es. Altogether during the whole of 1916, Isonzo in May despite a great many casual-
on 25 November, Baracca scored again the unit carried out 526 sorties with thirty ties on the ground, nevertheless the Aus-
when he attacked the rearmost of three combats, resulting in the destruction of two trians no longer had complete mastery in
enemy two-seaters: this aircraft was Bran- aircraft and a balloon. the air.
denburg C.I 68.03 ofFlik 16, and it crashed On 29 June a new squndriglia, 78", was The Tenth Battle of the !sonzo took
in the area of the Chiarzo valley 8km (5 formed, and mobilized at Comina airfield on place in May. The Italian objective was to
miles) behind Italian lines. The pilot died, 15 August 1916 with Nieuport lIs. It was take the well fortified enemy positions on
but the observer recovered from his injuries. transferred on 3 September under Bologne- Mt Kuk and Mt Vodice, but the Italian
Meanwhile on 26 September, 71 " si to the airfield at Istrana, initially with troops suffered heavy losses without
Squadriglia was ordered to have four air- seven Nieuport lIs and one Nieuport 10. Its achieving any significant gain. There were
craft constantly available and on patrol first sortie occurred on 9 September, and by also hard fought aerial clashes during this
between dawn and sunset to prevent Aus- the end of 1916 the unit had carried out 211 battle, and again, the Italians could
trian aircraft from directing their heavy sorties and had been involved in eleven achieve little in the face of superior num-
calibre guns onto the Italian front along combats, but without any conclusive results. bers. Also at this time - between 10 and 25
the line Vallarsa-Dolomiti-Monte Mag- As can be seen, for most of the year the June - was the Battle of Ortigara, in which
gio. Also the unit, along with elements Italian air force had of necessity to depend the Italians attempted to regain ground
from 75", 32" and 35" Squadriglie, was on obsolescent aircraft - the early French taken by the enemy in their offensive of
ordered to cover the Italian offensive on Nieuport scouts and Caudrons, Voisins and May 1916. In this, too, they were unsuc-
Pasubio. On 30 October the unit received Farmans for reconnaissance and bombing cessful and suffered heavy losses.
its first N ieuport 17. On 4 December, 71" duties, and French and enemy designs of By August 1917, none of the thirty-one
replaced 78" in preventing the movement engines and equipment. It was only with squadriglie with III, IV, V and XI Gruppo
of enemy cavalry over the plateau near the introduction of the Savioa Pomilio were equipped with Nieuports. However,
136
NIEUPORT AIRCRAFT IN ITALIAN SERVICE
of the eighteen squadriglie with VI, XI and unit's aircraft intercepted Brandenburg C.I escort duties, the unit was transferred to
X Gruppo, 70 a and 82 a at Udine, 71" at 27.74 of Flik 35 that was carrying out a Arcade on 9 November. Shortly afterwards
Villaverla, 75 a at Verona, and III/83 a at photographic sortie in the direction of the Nieuports were replaced by Hanriot
Cavazzo Carnico were all equipped with Udine around midday on 11 February. HD.ls.
Nieuports. In addition, VI Gruppo had 76 a Casali had to return to base to refuel, but An inventory dated 1 January 1917
and 78", which were equipped with Nieu- Baracca shot it down for his fifth victory: showed that 71 a Squadriglia was equipped
ports and Spads. Of the eight squadriglie the pilot was taken prisoner, and the with eight Nieuport lIs; inevitably they
with I Gruppo, 84" at S. Maria la Longa observer was seriously wounded. On 28 had mixed fortunes. On 21 January Mene-
and 77" and 80 a at Aiello had Nieuports February, Ruffo in a Nieuport 17 (3139) goni was killed when the right-hand wings
and some Spads on strength. Finally, of the attacked two Austrian aircraft between of his Nieuport collapsed in the air and he
total of twelve units with VII, VIII and XII Gradisca and Cevignano, and forced one, crashed to the ground near the airfield.
Gruppos, Nieuports equipped II/83 a at Bel- Brandenburg C.I 27.56, to make an emer- The cause was blamed on slack bracing
luno, 79" at Istrana, I/83 a at Salonika in gency landing in the lines. On 15 March wires on his Macchi-built aircraft. Bad
Macedonia, and a flight at Tahyraqua in the unit was reinforced by two Spads, and weather permitted only fifty-one days fly-
Albania. on 16 March Oliveri continued his series of ing between January and April, during
The Eleventh Battle ofIsonzo took place successes by shooting down Brandenburg which time the unit was employed in
between 18 August and 15th September C.I 29.53 of Flik 23 near Canziano: the escorting bombers and reconnaissance
1917, during which significant gains were pilot was taken prisoner and the observer machines. On 19 June, Macchi forced
consolidated in the Bainsizza plain; but was killed. Two days later, Gorini forced Brandenburg 129.25 ofFlik 15 to effect an
despite massive air support by some 200 air- down Brandenburg 129.04 of Flik 12: it emergency landing. In June 1917 the unit
craft each day, heavy casualties meant that landed to the east of the home airfield. received its first Spad, and in August a
the offensive again petered out. On 4 April 1917, 70 a Squadriglia be- sezione of SAMLs: these were escorted on
Looking at the unit records in more came part of X Gruppo and was used to their missions by the remaining N ieuports,
detail, on 1 January 1917, 70 a had at its dis- escort Caproni bombers, along with 78 a which by now were obsolete. On 16
posal ten Nieuport lIs (including 1609, and 79". Photographic equipment was also December 1917 the unit was transferred to
1639,1641,1659,1662,1685,1698,1764, installed in the French scouts for recon- XVI Gruppo, when it was equipped with
2127), two Nieuport 17s (2614 and 3127) naissance purposes. On 26 April Baracca, twelve Spads and no Nieuports.
and one other that could have been aN ieu- with the help of Gorini and di Imolesi of During the spring of 1917, 75" Squad-
port 11 (1451). The unit continued to be in 79 a Squadriglia near San Martino del riglia carried out escort and patrol duties.
regular action during the early months of Carso, shot down Brandenburg C.I 129.17; On 10 April 1917 the unit was transferred
the year. Baracca, in his new N ieuport 17, the crew was killed. At the beginning from III to IX Gruppo. On 24 April, Mac-
attacked a two-seater over Castagnevizza, of May, new personnel came in from chi in Nieuport serial no. 1646 attacked
and after a long battle the Austrian was other squadriglie and the unit was used as three enemy machines over Levico, but
forced to land inside the Italian lines. On the nucleus to form 91 ~ Squadriglia. 70 a without achieving a claim. Finally, on 11
the down side, the unit had a casualty when Squadriglia was left with a few obsolete July Ghidotti was fortunate to be unhurt
on 17 January Gentili lost his life wh~n his Nieuport lIs and 17s (1451, 1658, 2173, when he made a mistake on take-off and
scout went into a spin and crashed. 2175,2239,2614 and 2775), and was put smashed his Nieuport (2148).
During February, Austrian aerial activity into reserve until it was transferred from By 1 February 1917, 76" Squadriglia had
intensified in the II and III Armata sectors, Santa Caterina to Comina on 28 October an assortment ofNieuport lIs and 17s. On
and 70" was deeply involved. Four of the 1917. After carrying out some Caproni 25 February the unit was transferred to
137
NIEUPORT AIRCRAFT IN ITALIAN SERVICE
Borgnano airfield where, due to its prox- involved was 'not recorded. On 25 May an enemy machine over Forte Luserna. But
imity to the lines, it was occasionally sub- Marazzani and Cucchetti were killed in a tragedy occurred on 27 June 1917 when
jected to heavy shelling from Austrian N ieuport (211 7) during a take-off inci- Fornagiare had engine trouble in Nieuport
artillery. Despite the obsolescence of its dent. The unit scored one victory in June 1664 and landed near Fossalunga. He made
mounts, the unit continued to achieve and two in July, although again the aircraft a temporary repair, but stalled on take-off
successes. On 13 April, Arrigoni forced involved are not known. In August during and crashed into a vineyard, killing two
down a Brandenburg CI between Tivoli the Eleventh Battle of Isonzo, 77 a carried women on the ground. The unit was
and Skompass, and three days later Arrigo- out 398 sorties and was involved in twen- assigned to VI Gruppo on 9 July, but
ni scored his fourth confirmed victory ty combats resulting in three victories. remained just one month before returning
since 13 February, this time over Branden- One of these was obtained by Leggiadri to X Gruppo. On 18 July Nardini claimed
burg CI 129.13. On the down side, on 14 over Berg 38.01 in the vicinity ofVizovlia. another victory, although much of the
May the unit suffered its first casualty On 1 January 1917, 78 a Squadriglia had credit should have gone to Magistrini.
when Broili was shot down in combat and thirteen Nieuport lIs and 17s of French 79" Squadriglia was formed during
killed near Ciprianisca. On 1 June 1917 manufacture (1655, 1658, 1666, 1667, November 1916 as the Centro Formazione
the unit was equipped with Nieuport lIs 1669,2109,2153,2156,2158,2184,2619, Squadriglie di Arcadia, and became oper-
and 17s, but from this date it began to be 3122 and 3126). On 22 January the unit ationalon 12 January 1917, equipped with
equipped with Spads, and from then on it lost one of these when Vola was killed 80hp Nieuports. It was transferred to the
is unclear which types of aircraft were when his N ieuport broke up. One sezione of airfield at Istrana in order to carry out
involved in the many incidents recorded. 78 a was moved temporarily to Borganano patrol and scouting duties over the Asiago
On 1 January 1917, 77" Squadriglia was under Rudini. On 19 March, Chiri shot plateau, and was put at the disposal of the
still at Cascino Farello with I Gruppo down Brandenburg 27.55 ofFlik 21 at Gal- commander of the II Armata. Weather
attached to 3 Armata. It was equipped lio, and the crew were taken prisoner. On conditions did not allow the first opera-
with Nieuport lIs and 17s, and during 10 April, 78 a came under the newly formed tional sorties until 20 January. The unit
that month carried out 103 flights with X Gruppo. The unit had another success was involved in many organizational
two combats. Two Brandenburg CIs were on 19 May when Bolognesi in N ieuport 17 changes. On 28 March, 3" Sezione was
shot down in February: 29.63 by Piaggio (2619) forced down Brandenburg 29.70, detailed for the defence of Padova, and on
on 16 February, and 27.60 by Rizzotto on which landed at Busche: the observer was 10 April the unit was passed to X Gruppo
28 February. During March the unit was killed, but the enemy pilot was taken pris- and later to VII Gruppo under the VI
transferred to Aiello airfield and received oner. The unit then took part in the Orti- Armata. One sezione was detached to
its first Spad. By May the unit had four gara offensive. On 3 June Bolognesi Bolzano near Udine and participated in
Nieuport lIs (1627, 1680, 2113 and claimed another victory, though it was not the Tenth Battle of Isonzo. On 5 May
2132), four Nieuport 17s (2613, 3135, confirmed. On 14 June Nardini in Nieu- 1917, Nieuport 3142 was completely
3136 and 3137) and three Spads, and was port 3213 shot down an enemy machine in destroyed when Attili crashed on landing
involved in numerous combats during that flames over Val d'Assa, and three days later at the airfield. During the first half ofJune,
month although the type of aircraft Magistrini in N ieuport 3126 forced down the unit took part in the Battle ofOrtigara.
138
NIEUPORT AIRCRAFT IN ITALIAN SERVICE
The same month Reafi in Nieuport 2110 trian offensive. The unit was heavily operating separately. I' Sezione embarked
claimed an enemy two-seater near Borgo involved in scouting, patrols and ground for Macedonia, and 2' and 3' Sezione
Roncegno, but the victory was not con- attack work during this attack and the sub- formed part of the Centro Formazione
firmed. On 14 June, Cerutti scored the sequent fighting at Caporetto. Squadriglie di Arcade at S. Pietro in
unit's first confirmed victory when in 81' Squadriglia was formed as part of the Campo at Belluno and Cavazzo Carnico,
ieuport 2269 he shot down a Branden- Centro Formazione Squadriglie di Arcade respectively. 2' Sezione was assigned to XII
burg D.I 28.35 near Monte Verena. Sever- on 20 March 1917, and was transferred to Gruppo, equipped with four Nieuport lls
al other victories were scored during the Langoris, also called Borgnano, west of (2209, 2233, 2245 and 2262), and by 10
following days, but the type of aircraft Gorizia on 20 April as part of II Gruppo of May it was escorting Caudron G.IVs. 3'
involved are uncertain. II Armata under Calori, with twelve N ieu- Sezione was assigned to VI Gruppo with
80' Squadriglia was formed towards the port lIs. During the transfer on 23 April, just two pilots. On 1 September Dell'Oro
end of 1916 as part of the Centro For- Ciotti hit telephone wires whilst attempt- shot down an enemy aircraft.
mazione Squadriglie di Arcade; it was ing to land following an engine failure, 91' Squadriglia was formed on 1 May
mobilized on 28 February 1917, and trans- and died of his injuries. The first combat 1917 at S. Caterina di Udine from pilots of
ferred to the airfield at S. Maria la Longa took place on 24 April, but there were no 70' Squadriglia in X Gruppo, with four
with five aircraft. It was assigned to I successes until Sorrentino shot down a Spads and three Nieuport 17s (2614,3127
Gruppo at the disposal ofIII Armata under Brandenburg C.I (27.64) of Flik 2 over and 3138). On 1 May, Baracca engaged an
Gordesco.The unit had become an effec- Vippacco on 1 May. Between the end of Austrian two-seater 4,500m (15,OOOft) over
tive fighting force by 12 March 1917, May and early June, Baracchini chalked up Punta Sdobba, and drove it off with the
when it was equipped with ten Nieuport an impressive series of victories, claiming observer dead or wounded. In exchange,
lIs (2060,2125,2139,2140,2142,2147, an Albatros and three Brandenburg C.Is of Baracca had three bullet holes in his rudder.
2152,2157,2172 and 2174). Two pilots FLG 1. During the rest of] une the unit car- On 7 Maya sezione was detached to Aiello
flew to Cascina Farello near Aquileia and ried out 253 missions and was involved in to join 77' Squadriglia during the Tenth
were delegated to the defence of Cervig- thirty-two combats with two claims during Battle of Isonzo. During May, the unit
nano on 15 March. On 24 April Keller intense fighting. On the down side, on 14 received another ten Spads. Nieuports are
shot down a Brandenburg C.I 129.04 of June Guglielmi was killed when on taking not again mentioned in combat reports,
Flik 12: the pilot was killed and the off in the afternoon for a patrol he sud- although a unit return for 1 September
observer taken prisoner. denly side-slipped and crashed under full included one 80hp ieuport along with
On 30 April the unit was transferred to power just outside the airfield perimeter. seventeen Spads and two SVAs. On 4 Janu-
Aiello airfield. On 24 May the crew of an But his death was avenged when on 22 ary 1918, the unit was re-equipped with
Austrian Lohner flying boat (L.136) were June, Baracchini and Novelli, with the aid Spad XIIIs, but retained one Nieuport 27
taken prisoner when Leonardi forced it to of Piaggio from 77' Squadriglia, shot down and one Hanriot on strength.
land on the water. On 16 July the unit was a Brandenburg C.I (229.65) ofFlik 35 near
transferred to Comina, where its ancient Staragora. On 9 July the unit passed to VI
Nieuport lIs were replaced by Nieuport Gruppo and was put at the disposal of IV Nieuports in Decline
17s. On 10 August Esposti shot down a Armata. In July the unit re-equipped with
Brandenburg C.I (69.92), and on the same Nieuport 17s, and on 31 July Buzio shot In the late summer and autumn of 191 7, the
day Allasia shared a victory with a pilot down a Brandenburg C.I (229.03) of Flik Front had stabilized. The Italian troops had
from 91" near Monte Sto1. On 17 August 32. established strong defensive positions, and
the Eleventh Battle of the Isonzo started 83" Squadriglia was formed on 5 May the opposing Austria-Hungarian forces had
and Italian artillery fire carved up the Aus- 1917 as a special unit, with its sezione become weaker over a period of time, cer-
tainly more so than had been assumed by
the Allies.
On 17 September the Comando d'Aero-
nautica had again amended the squadriglie
numbering system, though as 70' to 8Y
were allocated to N ieuport and Hamiot
squadriglie, this made no practical difference
to the N ieuport allocation. The changed
situation at the Front meant that of the
Nieuport squadriglie, 78' was moved from
VI Gruppo to X Gruppo at Udine, and 79'
from VII Gruppo to Truppe degli Altiplani
at Istrana. As a temporary measure on 25
October, 70", 82' and 90' Squadriglie of
the Comande Supremo, 76', 78' and 81'
Squadriglie of Sottogruppo di Cavazzo,
and 77', 80' and 84' Squadriglie of Sot-
togruppo di Aiello were brought under the
Nieuport 115 of 83' Squadriglia 2' Sezione at Belluno in 1917. Philip Jarrett administration of X Gruppo. By 20
139
NIEUPORT AIRCRAFT IN ITALIAN SERVICE
140
NIEUPORT AIRCRAFT I ITALIAN SERVICE
enemy offensive was halted on 21 June recorded. On 1 April 1918 the Farmans to reinforce 71 'Squadriglia. On 29 October
1918 just six days after it began. This sig- went to 37" Squadriglia, and by 15 May the unit lost Sgt Bellina in a Nieuport 27
nalled the end of the enemy war effort in 1918, 71" Squadriglia had eighteen Hanri- when he failed to return from a combat mis-
the region, and victory over Austria- ots, one Nieuport and one Spad. sion. On the cessation of hostilities the unit
Hungary and its German allies. After the On 31 August 1917, 3" Sezione of 75" had eleven ieuport 27s at Ganfardine
battle the Masse da Caccia was disband- Squadriglia was re-equipped with Spads. (including 11318, 11327, 19748, 19758,
ed, and the squadriglie returned to their On 22 October, two sezione of the unit 19762, 19763, 19769, 19812, 19815) and
gruppo. were detached to form a new 72 a Squad- ten Hanriot HD.1s. During the last year of
After the Battle of Piave, the Aeronau- riglia, while at the same time 75" returned the war the unit had carried out 946 sorties
tica in all zones had a force of 647 to III Gruppo. On 30 October the unit was and had been engaged in thirty combats.
machines in sixty-five squadriglie. From reinforced by a sezione of SVAs, but due to The unit stayed at Ganfardine until March
these, 74", 75", 79", 81" and 83" Squadriglie bad weather, the unit was unable to dis- 1919.
were equipped with a mixture of Nieuport cover the true extent of the Austrian Squadriglia 77" was involved in the
27s and Hanriots, having fifteen, sixteen, preparations for the attack at Caporetto. fighting that continued through Septem-
twenty, twenty and seventeen machines On 3 November, Mancini in a Nieuport ber, and on the 29th, Tesio was killed in a
respectively. There were also sixteen 17 (3685) sent an Austrian aircraft down fight with three enemy scouts from Flik 55
Nieuport 17s and Hanriots with 85 a out of control over Lago di Caldonazzo, at Medana. No further mention is made of
Squadriglie at Piskupi in Albania, and having either wounded or killed the pilot. Nieuports except that Ancillotto shot
eleven N ieuports and Spads with 73" Encouraged by his success, Mancini down three observation balloons between
Squadriglie at Salonika. On 8 July 1918, returned to attack two more enemy 30 November and 3 December during
XXIII Gruppo was formed with two machines, but had to retire when his gun eight sorties made in an old N ieuport 11
Squadriglie - 78" equipped with Hanriots, jammed. On 16 December Campanaro equipped with Le Prieur rockets. By then
and 79" equipped with Nieuport 27s - and was wounded in a fight over Vall d'Assa the unit was probably equipped almost
was assigned to 8" Armata at San Luca: It whilst escorting an SVA, and on 30 entirely by Spads.
was disbanded on 1 August 1919. On 21 December Palpacelli badly damaged his Imolesi of79" shot down a Brandenburg
October, the commandante superiore Nieuport (3567) during an emergency in flames on 26 September, and Cerutti
d'Aeronautica reorganized the bomber, landing when his engine failed. claimed another enemy machine on 26
reconnaissance and scout squadriglie for sa
At the end of 1917, 7 Squadriglia had October. Between the end of October and
the final battle of the war, in which six five Nieuports (probably Nieuport 17s), the beginning of November the unit
scout squadriglie were again brought two SVAs and a sezione of Farmans bor- received new Nieuport 27 scouts from
together in a Masse di Caccia under the rowed from 50a Squadriglia. At the begin- France; on 2 November it was transferred
command of Piccio. However, none of ning of 1918, the unit received its first to Nove di Bassano. On 7 November
these were equipped with Nieuports, and Nieuport 27s imported from France. On Nicelli forced down Brandenburg C.I
no further action took place. the evening of 25 January, ·tired after a long 29.71 ofFlik 24 near Fonzaso, and the crew
By the end of the war the aviazione ital- flight, Mele wrecked his Nieuport 17 were taken prisoner. However, Nicelli's
iana had eighty-four squadriglie and s~xty (3698) in a heavy landing. In February the aircraft was also damaged during the inci-
four sezioni equipped with 1,055 aircraft; unit received nine Nieuport 27s and a dent, and he was forced to land with a dead
this included those overseas, and the Maurice Farman. On 18 March, Consonni engine. On 24 November Cerutti, whilst
twenty squadriglie and six sezione involved in Nieuport 5750 and Mancini in Nieu- escorting an SAML, attacked an Austrian
in home defence. Of the total of sixteen port 5838 were both thwarted when their reconnaissance machine, which was itself
scout squadriglie, only 75" at Ganfardine, guns jammed during combats with enemy being escorted by an enemy scout, and
85" at Piskapi and 73" in Salonika were aircraft. On 19 March the unit transferred after a brief skirmish the Austrian aircraft
equipped with Nieuports. to S. Luca. Meanwhile the unit, which had caught fire and crashed in flames north of
We will now look at the histories of the consisted of Nieuport 17s and 27s, was Monte Grappa. The unit passed to XV
N ieuport squadriglie in more detail. 72" reinforced by nine Hanriot HD.1s. Gruppo at the disposal of the troops on the
Squadriglia was reformed on 22 October By 1 April 1918, 75" Squadriglia had plateau, and the sezione at Padova was
1917 at Castenedo 10 from a sezione of 75" handed over its Farman Sezione and two restored to the unit. During 1917 the unit
Squadriglia under the command of G. SP.2s to 61" Squadriglia, leaving the unit carried out 1,500 sorties and was involved
Rigone, and assigned to III Gruppo. Its with three HD.1s and ten Nieuport 27s in sixty-nine aerial combats.
equipment consisted of Nieuport 17s. Its (including 113 26 and 113 72) on strength. In January and February 1917, 79"
first mission on 26 October was against the By 1 June the number of Hanriots had been Squadriglia was involved in the reconquest
Austrian offensive at Caporetto. On 1 increased to twelve, and the Nieuport 27s of Tre Monti on the plateau. During this
December it passed from III to IX Gruppo, reduced to eight (including 11289). By 15 period the unit received Hanriot HD.1s,
and during the same month received its June the unit had been transferred to and in March was transferred to the airfield
first Hanriot HD.1. By 1 January 1918, it Buriago in preparation for the final Italian at S. Luca di Treviso. On 10 March Imole-
was equipped wirh eleven Hanriots, five offensive at Grappa and Piave. The unit si was badly wounded while flying a Nieu-
ieuport lIs and two Farmans. The was fully engaged in patrols and many com- port 27 and died three days later. The unit
Squadriglia was involved in many opera- bats occurred, but the aircraft employed continued to score victories, although the
tional flights and combats over the front, were unidentified. On 28 August a sezione aircraft involved were not always recorded.
but the aircraft types involved were not of Hanriots with seven pilots was detached However, on 4 May N icelli in a N ieuport
141
NIEUPORT AIRCRAFT IN ITALIAN SERVICE
was involved in combat with seven enemy it had received the first of its Hanriot under IX Gruppo at Nelli with nine Nieu-
scouts, and with the aid of a Camel from 66 HD.1s, and Nieuports are not mentioned port 27s (5820, 5685, 5842, 5894, 5892,
Sqn RFC, shot down two Albatros D.IIIs. afterwards. During 1917 the unit had been 5814,5893,5883 and 5821). On 23 April,
These were his last victories, as on the fol- involved in more than 2,000 sorties and Gadda of 1" Sezione was killed in an inci-
lowing day he was killed near Porcellengo 128 combats. dent when returning from a sortie in Nieu-
when his Nieuport 27 (11353) broke up in 82" Squadriglia was formed in March port 27 (5889). On 23 May three pilots of
the air and fell 700m (2,000ft) to the 1917 as part of the Centro Formazione 1" Sezione attacked a patrol of six enemy
ground. During the second half of June, 79" Squadriglie di Arcade, and was mobilized aircraft on reconnaissance over Val Seren
was incorporated in the Masse di Caccia in on 11 April under X Gruppo with nine and shot down Phoenix C.I (121.82) of
order to counter the last desperate Austri- Nieuport lIs (1704, 2189, 2198, 2208, Flik 11, the crew surviving. 2" Sezione was
an attack on the Piave. On 17 June, during 2211, 2219,2221,2235 and 2236). On 25 later reformed, becoming the nucleus of 74"
a low-level machine-gun attack, Olivieri's May, 1" Sezione was transferred to S. Cate- Squadriglia, and was transferred to
N ieuport (11363) was hit by groundfire rina near Udine with seven N ieuports, and Pojanella.
and was destroyed when it crashed in the a day later Aliperta was in action over Tri- During the Battle of Piave on 16 June,
Italian lines. este. By 9 June the unit had completed two pilots of 83" Squadriglia shot down an
On 19 June, 79" Squadriglia had twelve ninety-six sorties and had been involved enemy machine at Riva Grassa. Overall
Hanriots and five Nieuport 27s in its inven- in four combats. It was then involved in the unit carried out 262 combat sorties and
tory. On 29 June, the Masse di Caccia was escorting Caproni bombers, right through 122 escort missions, during which it fired
disbanded, and the unit returned to XV until at least the end of August. On 1 63,800 bullets and dropped forty-two
Gruppo; a week later it was transferred to October Aliperta, emboldened by earlier 100mm bombs. The unit then became
the recently formed XXII Gruppo. On 10 successes, courageously attacked seven or equipped with Nieuport 27 and Hanriots
September the unit had twelve Nieuport eight enemy aircraft near Tolmino in the and had a number of successes. On 1
27s and five Hanriots, and it was involved direction of Udine. But the Italian pilot August, Rossi and Galassi had a victory
in intensive operations during the final Ital- was badly injured by two bullets in the leg over Val d'Assa, and on 21 August three
ian offensive. On 4 October Reali had his and had to land at Oleis airfield, from pilots shot down a biplane. On 14 Sep-
eleventh and final victory when in collabo- where he waS rushed to hospital. On 28 tember four pilots shot down an Albatros
ration with Lucentini he shot down an October the unit was transferred, despite scout over Arsie, and on 16 September
Albatros D.III 253.51 of Flik 56/J south of bad weather, to Pordenone with eight Fougier claimed a two-seater over Feltre.
Di Moriago, killing the pilot. But four days N ieuport 11 s and one N ieuport 17, and Altogether by 18 September the unit had
later the unit suffered another loss when due to Austrian pressure moved again to shot down seven enemy aircraft. On 4
Omizzolo was killed in a combat with an Arcade on 5 November. The unit began to October the unit became part of XXIV
Austrian aircraft near S. Stephano di Val- receive Hanriots on 6 November, and had Gruppo united with 74" at S. Pietro in Gu
dobbiadene. Its last victory was scored by received more by the time it moved to at Poianella. During the last days of the
Cerutti whilst flying Nieuport 27 (19775) Istrana on the 10th. N ieuports were not war the unit carried out patrols over the
in collaboration with Chiri of 78" Squad- mentioned again. Trento and reconnaissance missions over
riglia. At the Armistice the unit was still During the Battle of Caporetto, 83" enemy airfields. On 22 October Masala
assigned to VIII Armata, equipped with Squadriglia transferred three aircraft to and Donadio shot down an enemy aircraft
eighteen Nieuport 27s and three Hanriots. Feltre. On 6 November, Giannotti scored a over Monte Veren. On 4 October 83"
During 1918 it carried out nearly 3,000 sor- victory. On 11 November, 2" Sezione was Squadriglia was assigned to 6" Armata
ties and was involved in 158 combats. transferred to Marcon, while 3" Sezione with fourteen Nieuports. In total during
On 26 October, Leonardi of 80" Squad- stayed at Cavazzo Carnico; the two sezione 1918,83" was involved in 2,500 flights. By
riglia shot down an Austrian seaplane were reunited under XIII Gruppo under the February 1919, the unit was under VII
(K.212) over Lago di Doberdo. But on the command of Bonomi. On 5 December, Gruppo with three Nieuport 27s and four-
following day the unit's airfield was over- Carabelli shot down an observation bal- teen Hanriots at Pojanella. The unit was
run, and it moved as much material as it loon, and later in the day, with pilots of 77" disbanded on 25 March 1919.
could and destroyed the rest. Four unser- Squadriglia, participated in shooting down 84"Squadriglia was formed in June 1917
viceable aircraft were destroyed by fire Brandenburg C.I (67.1 7) of Flik 32. On 8 at Arcade, and on 2 July went to S. Maria
before the airfield was abandoned. The December, Gianotti shot down an observa- la Longa and was assigned to I Gruppo with
unit had moved to Arcade by 1 November. tion balloon at Grisolera using a Nieuport seven ieuport lIs (3209, 2294, 2296,
On 6 November, Leonardi in a Nieuport 11 with Le Prieur rockets. On 28 Decem- 2129,2191,2308 and 3244). It carried out
17, in cooperation with Rizzotto of 77" ber the unit received its first ieuport 27. numerous escort and patrol missions and
Squadriglia, attacked a Brandenburg C.I 3" became 1" Sezione when 1" Sezione in combats, the first in mid-July being an
(229.24) ofFlik 12 that crashed near San Macedonia achieved full squadriglia status escort of Voisins from 25" Squadriglia and
Michele di Conegliano inside the Italian as 77" Squadriglia. In March the unit had Caudrons of I Gruppo. On 22 July Fancel-
lines. The pilot was taken prisoner but the eight Nieuport 27s (5826, 5900, 5851, 10 was killed in an incident, crashing into
observer did not survive. On 8 November 5913,5906,5889,5917 and 5854) and one the airfield at high speed during a test
1917 the unit became part of XIII Groupo Nieuport 17 (3707). The unit was briefly flight. On 6 August Cabruna crashed but
and transferred ten Nieuport 17s by air to unified at Marcon with XIII Gruppo before was miraculously unhurt, although his air-
Marcon airfield where they joined with 1" Sezione was transferred on 18 March to craft was destroyed. On 26 September the
77" Squadriglia. At the end of that month, S. Pietro at Gu under VII Gruppo; 2" was unit was transferred to Aiello under I
742
NIEUPORT AIRCRAFT IN ITALIAN SERVICE
Gruppo, and a month later was temporari- Veronesi was killed when he crashed into land on the enemy's airfield at S. Pietro. In
ly assigned to X Gruppo at Comina. During a hill near Jdersko whilst flying at low alti- an inventory on 30 June, the unit's equip-
the Battle of Caporetto, the unit was tude in heavy rain. With the Italian with- ment consisted of fourteen Hanriots and
equipped with eleven Nieuport lIs, and drawal, the unit spent 28 October at the five Nieuport 27s; after that there is no fur-
harassed the advancing enemy despite its Comina airfield waiting for twelve new ther mention of Nieuports.
inferior equipment. Shortly afterwards, Hanriots, but their transfer was delayed
nine of the Nieuport lIs were written off due to the bad weather. Prior to the with-
and were replaced by nine Nieuport 17s drawal, the unit had carried out 512 scout- Sezione and Squadriglia da
and one Spad. However, the unit was dis- ing missions, 456 patrols and 215 escorts, Difesa
banded on 11 November 1917 due to a with 106 combats resulting in the destruc-
shortage of equipment and pilots. tion of eighteen enemy aircraft. Following Of the twenty-seven sezione da difesa, only
their re-equipment with Hanriots, the unit three were at any time equipped with
joined VI Gruppo Cassia and were Nieuports. One of these, 5a Sezione, was
Sottogruppo Aeroplani di assigned to the sector of 4' Armata. formed towards the end of 1917. Following
Borgnani 81 a Squadriglia became part of Sot- a fire on 8 January 1918, in which five
togruppo Aeroplani di Borgnano on 10 N~uport11s(3234,3237,3240,3247and
On 11 August 1917, 76", 78 a and 81" August 1917. In an inventory taken on 13 3276) were destroyed, the unit was re-
Squadriglie were grouped together under August, the unit had twelve Nieuport 17s, equipped with Nieuport 27s (including
the Sottogruppo Aeroplani di Borgnani. of which seven were serviceable. But the 5822,5824 and 3276). Nieuport 5824 was
At this time 76 a Squadriglia received its unit lost Pellanda in the early morning of lost on 22 January when Nelli, on transfer
first Hanriots, and by 13 August its equip- 28 August: he took off for a patrol along from 70 a Squadriglia, was killed in a crash.
ment consisted of six Hanriots, six N ieu- with Sorrentino, but had to turn back with In March the unit was placed under the
port lIs and three Spads. During the Bat- an engine problem, and tragically the administration of I Gruppo; by May it had
tle of Caporetto the unit was involved in engine failed before he reached the airfield five Nieuport 27s, two Nieuport lIs and
scouting and interdiction sorties. On 1 at Blanchis, and he was killed in the resul- four Hanriots, and by July it had a motley
November 1917 the unit came under the tant crash. On a more positive note, collection of aircraft including two Nieu-
direction of VI Gruppo at the airfield at during the Battle of Caporetto the unit port 27s (11322 and 11342), three Nieu-
Arcade, and on 10 ovember a sezione of collaborated with ground forces, and suc- port lIs (1683, 1686 and 2149), three
four Hanriots was withdrawn to an airfield cessfully machine-gunned the enemy's Nieuport 17s (3588, 3648 and 3659) and
at Treviso. Nieuports are not specifically columns and trenches. On 27 October, ten Hanriots. In August the Sezione was
mentioned in unit combats from then on, under pressure from the advancing Austri- assigned to Gruppo Difesa Aerea Veneto-
but the Hanriots took part in the Battle of an forces, the unit left Borgnai for Aviano, Emilia, whose duties included the protec-
Istrana. One Nieuport 27 (5846) was transferring all serviceable aircraft by air. tion of Padova. By September the unit had
reported as being wrecked on landing on Following a series of orders, and then twelve Hanriots and four Spads in addi-
24 January 1918, which showed that the counter orders resulting from the general tion to its complement of Nieuports. The
unit had at least one on its charge, but by .confusion, the unit was moved to Arcade unit was disbanded on 21 December 1918.
1 March 1918 the unit had nineteen H·an- on 31 October. During the retreat a Nieu- The Sezione Difesa Bologna was formed
riots and only one Nieuport single-seater. port 17 (3625) was captured intact by the on 15 June 1917, and was equipped with
From then on until the end of the war the Austrians, and was renumbered (00.59). SP2s and SP3s. It was also given a section
unit was equipped with Hanriots. On 9 November the unit left Arcade for of three Nieuport 80s (2154, 2186 and
On 10 August 1917, 78 a Squadriglia Istrana; the following day it received seven 3206) for the purpose of carrying out night
transferred to Cormon airfield to take part new Nieuport 27s. patrols, and at some stage it also acquired
in the massive offensive on the Isonzo in By the end of 1917, 81' Squadriglia had some Nieuport lIs. On 25 July, Sgt R.
an attempt to capture Bainsizza. This was completed 1,650 sorties and been involved Gigli was killed in an incident involving
unsuccessful, largely because the unit was in 150 combats, with fifteen confirmed vic- Nieuport 1694. The SP2/3s were decom-
having to use old Nieuport lIs, despite tories. On 15 January Rettori took off in missioned on 14 September, and the N ieu-
their commander repeatedly asking for Nieuport 27 (5802) for a patrol in the port lIs were replaced with SVAs in Octo-
new ones. On 7 August Buffa was killed in Alano-Rononi area, but was taken prison- ber; however the Sezione was finally
an accident during take-off in Nieuport er when he landed in error on the enemy disbanded on 19 ovember 1918.
2303. However, three more victories fol- airfield at S. Fior di Sopra. On 2 February, The Sezione Difesa di Brindisi was
lowed: Costantini on the 14th at Assling, the unit transferred to Isola di Carturo, and formed on 10 July 1916, but nine days later
Fornagiari near Bainsizza on the 22nd, and then on to Casoni on 17 February, where it was transferred for the defence of Rimi-
Chiri at Loque on the 26th. Four days later they started to be equipped with Hanriots. ni-Riccione. Originally equipped with
Aquilino's Nieuport was badly damaged, On 19 March, Giacomelli was docked a Farmans, the unit was re-equipped during
and he just managed to get back to his month's pay when he smashed a second 1918 with Nieuport lIs (including 2130,
lines. On 6 September Nardini claimed Nieuport 27 in the space of two days. On 1 2235, 2253 and 2272). The only notable
one victory during a combat with two April, the unit was equipped with twelve event that occurred before the unit was
enemy machines bombing Gorizia; and on Hanriots and five Nieuport 27s. On 1 May disbanded on 18 November 1918 hap-
2 October Fornagiari shot down an enemy 1918, Mellone was taken prisoner when he pened on 8 July, when Natale attempted to
machine at Podmelec. On 25 October ran out of fuel and found himself obliged to intercept an enemy airship over Pesaro.
143
NIEUPORT AIRCRAFT IN ITALIAN SERVICE
32a Squadriglia Farman was formed on incursion by Zeppelin L.59, which Monastir. On 1 January 1918, Bonavoglia
15 April 1916 and equipped with Farmans attacked the city from a base in Bulgaria. was gravely wounded and was replaced in
and Caudrons; it was based at Villaverla. In In the middle of March it received four command by Righi. In the early spring the
July or August 1916 it briefly had a sezione Nieuport lIs (1451, 3228, 1675 and unit received some Neuport 27s, and
of three N ieuports (1045, 1049 and 1051). 2123): one of these, 2123, had been Barac- experienced varied fortunes: on 4 April
75 a Squadriglia was formed at Tombette on ca's personal mount at Udine two years one of these was damaged by De Biasi, and
1 May 1916 under the command of Scap- previously. Shortly afterwards its obsolete one week later another was written off in
pis and assigned to III Gruppo and for the machines were replaced by SPs and SVAs. bad weather when it suffered engine fail-
defence of Verona. It was equipped with 139" Squadriglia was set up by combin- ure and crashed outside the airfield
five Nieuports (1455 to 1459). On 3 Maya ing two sezione of the Regia Marina boundary. On 25 May the unit became
sezione was detached and sent to Villaverla equipped with Pomilios that themselves part of the new XXI Gruppo, and that
with three pilots. The first combat mission had been formed as the Centro For- spring began to operate another Spad. On
took place on 11 May, when two pilots mazione Squadriglie di Ghedi in 1917. It 26 June, Randi in a Nieuport 27. was
intercepted an Austrian aircraft attempt- was relocated to Cascina Farello and used forced to land outside the airfield bound-
ing to bomb Verona; five days later an Aus- for escorting seaplanes over the Gulf of ary due to engine failure. The unit suffered
trian two-seater attempting to take pho- Trieste. For a short while after its forma- many problems with the quality of materi-
tographs was also driven away. tion it was equipped with six Nieuports of als and scarcity of parts, particularly with
On 19 January 1917 new numbers were French manufacture. the Nieuport 27. Nevertheless it carried
issued to units with a special function; out 384 sorties, and was involved in twen-
among these were the defence squadriglie ty-seven aerial combats. It returned to
that were allocated the range 100 to 199. Nieuports in Macedonia Italy in August 1919 to disband.
Some of these new squadriglia di difesa were
partially equipped with Nieuports at differ- On 15 April 1916 the 7" Squadriglie
ent periods. For instance, following the Artiglieria was renumbered 47" Squadriglia; Nieuports in Albania
transfer of the Sezione Difesa di Brindisi it was equipped with Farmans and based at
for the defence of Rimini-Riccione, lOY Oleis. It was-transferred to Macedonia on A Nieuport sezione was formed on 23 Sep-
Squadriglia was formed for the defence of 10 January 1917, and by 27 February occu- tember 1916 at Durazzo with XVI Corpo
Brindisi: it received Voisins late in 1916, pied Krumian airfield. On 8 June, four d'Armata and transported to Albania, com-
then SP2s in May 1917, and ieuport 11s Nieuports formed a sezione caccia at Dudu- manded by G. Sabelli with two other pilots.
and SP3s equipped with Le Prieur rockets lar under the command of Massola, and It was located at Tahyraqua, and was
in August. By September 1917 the unit had carried out reconnaissance duties. Men- assigned to VIII Gruppo on 9 December
one SP2, two SP3s and two Nieuport lIs, tions of N ieuports are few. On 16 August 1916. Due to very poor weather conditions
and at the beginning of 1918 it had three 1917, Bassio and Massola carried out a it did not commence operations until Feb-
SP3s and three Nieuport 11s. By 16 May search for a missing N ieuport without suc- ruary 1917. By May 1917 its strength had
1918 this had changed to seven SP3s and cess. On 17 August 1917 an attack was been increased to six pilots. It was reformed
five Nieuport lIs. An inventory showed carried out by eleven Farmans, eleven . as 85" Squadriglia on 25 September at Val-
that on 30 June 1918 there were eight SP3s French Nieuports and three Italian Nieu- ona under the command of Pellegrino, and
and five Nieuport 11s (3274, 2203, 3296, ports. The unit had returned to Italy by 6 received its allocation of Nieuports in
3225 and 2214); but by the autumn of 1918 October 1917. October. During the course of 1917 it had
this had changed to fourteen SVAs, six 8Y Squadriglia was formed on 5 May carried out ninety-seven sorties and had
SP3s and three Nieuport 11s. Very little 1917 as a special unit, with its sezione oper- been involved in three combats during
activity took place; on 9 June 1918, one of ating separately. Two sezione stayed in October: Gerard on the 13th, Bacula on the
the N ieuports is reported as pursuing an Italy, but 1a Sezione embarked from Taran- 15th, and Cena on the 26th. In February
Austrian seaplane, one of thirteen attack- to for Macedonia on the Savioa on 16 May. the unit was transferred from Tahyraqua to
ing Brindisi, back to the coast. On 1 June it moved to Dudular with one Piskupi. On 17 April Cortesi was killed
108a Squadriglia Nieuport was formed Nieuport (2273), and it received four oth- when he was shot down in flames by an
on 18 January 1918 for the defence of ers shortly afterwards. On 8 June it trans- enemy aircraft. That month the Nieuport
Milano, in cooperation with 122a Squad- ferred to Kremsan, and carried out its first 17s were replaced by six Hanriot HD.1s and
riglia SAML; it was based at Trenno. 108 a mission on the 22 June. Up to November by a further twenty-four Hanriots in May.
was equipped with twelve Nieuport lIs, the unit carried out 189 sorties and was
and 122 a received ieuport 17s for night involved in fifteen combats, with one vic-
patrols. In March, 108 a received some tory in September claimed by Miracca Seaplane Squadriglie of the
Nieuport 27s, and by June was totally re- over an Albatros. Regia Marina
equipped with Nieuport 27s and Hanriots. On 10 November 1917, 1" Sezione of 83"
It was demobilized on 30 November 1918. Squadriglia was reformed as 73" Squadriglia In the spring of 1916 the Regia Marina had
110 a Squadriglia was formed in March in Salonicco; it remained under the com- two Lohner seaplanes at a base at Grado,
1918 for the defence of Napoli, and based mand of Bonavoglia, supporting 35" Divi- ten Albatros seaplanes and a few other
at Capodichino. It was equipped with sione. With two other pilots, it was equipped machines at Venezia, nine machines at
two Nieuport 17s and a sezione of SP2s. with Nieuport lIs and 17s and one Spad. It Porto Corsini, one at Brindisi, four Curtiss
This unit was formed as the result of an was stationed 20km (12 miles) south of on the Regia Nave Europa and eighteen
144
machines at the flying school at Taranto. 3437 and 4823) were subsequently lost at least one M.5 on strength. In September
At the beginning of 1917 the Regia Mari- through accidents during that month. In 1918 the unit received some new M.8s,
na had six Nieuport-Macchi L.2s stationed the spring, the first of the new Macchi and by 4 November 1918 it had four L.3s
at Grado, eight L.1s and three L.2s at M.8s appeared on the scene. On 22 and four M.8s.
Venezia, five L.1s at Varano, four L.1s and April, L.3 (7354) was forced down by an Between Venezia and Brindisi were sta-
six L.2s at Brindisi, and six L.1s and a sin- Austrian seaplane during an operation tioned 263" Squadriglia at Porto Corsini,
gle L.2 with the Regia Nave Europa. against the battleship Tegetthoff, escorted which had been reformed as an American
Throughout 1917, naval aircraft were by destroyers. A similar fate nearly befell naval squadron, and 264" at Ancona. The
increasing in quantity and quality, with L.3 (4842) on 5 November, but it managed latter unit had been formed on 19 Novem-
increased numbers of personnel to match. to land and moor under the protection of ber 1917 from a unit based at the local sea-
The number of seaplanes on strength at a friendly armed barge. By 1 June 1918 the plane station. It was initially equipped
the beginning of 1917 had increased to Squadriglia had eight Macchi L.3s. with fifteen FBAs, but by 1 June 1918 it
115 by July, and 125 by August. These 252" was also formed in April 1917 and had four M.5s in addition to eight remain-
totals included two Nieuport-Macchi L.1s equipped with FBA seaplanes, but these ing FBAs. On 5 September 1918, three of
and thirty-seven L.3s in July, and six L.1s, had been replaced by Macchi L.3s by the the M.5s combined to shoot down an
two L.2s and fifty-five L.3s in August. second half of October. At this time these enemy seaplane. 289" was formed later at
These were based at Grado, Venezia, Porto machines were attached to III Armata and Varano with L.3s and M.8s, but was almost
Corsini, Varano, Brindisi, Otranto and S. provided with army observers and radio- immediately disbanded.
Maria di Leuca, with the six L.1s and one telephony to direct the artillery fire of The units at Brindisi, including 254",255"
L.2 at the flying school at Taranto. In addi- British and Italian monitors operating and 265", were mainly involved in protect-
tion to the FBA and Macchi L.3 flying along the coast. Three L.3s (including 4827 ing the convoys reinforcing the Italian
boats, the units were allocated some Mac- and 4829) were lost during November. By 1 forces in Albania and Macedonia from sub-
chi M.5s for escort duties. January 1918 the unit had seven Macchi marine attack, the interdiction of enemy
Those seaplane squadriglie equipped L.3s on charge (including 7303, 7304, shipping, and the bombing ofAustrian bases
with Nieuport-Macchi seaplanes were con- 7335, 7336 and 7353), but one was along the Dalmation coast. 254" was formed
centrated around Venezia in the northern destroyed in a landing accident later that in the spring of 1917 from the Squadriglia
Adriatic, and Brindisi in the south, with month. By 14 June the unit still had five Idrovolanti di Varano, and was based on the
some along the coast between these two L.3s available, and these had been joined by coast near Varano north of Gargono. On 1
areas at Porto Corsini near Ravenna, and two M.8s. One of the M.8s (19018) was lost May 1917 its inventory consisted of four
Ancona. The activities of these units at during an attack on Pola on the night of 21 L.1s, four L.3s and two FBAs, and on 1 June
Venezia were diverse, and included de- August. The unit was much involved dur- 1918, one L.1, eight L.3s, six FBAs and four
fending the sky above the city from air ing the final offensive in October, directing M.5s. 255" was formed during April 1917 at
attack, photo reconnaissance of the upper artillery fire and bombing and machine- Brindisi from the personnel and equipment
Adriatic, including the Austrian ports of gunning enemy positions during the Aus- of the local seaplane station. It was initially
Pola and Trieste, and the protection of trian retreat. During these activities three equipped with twenty FBAs, but soon
friendly naval forces. Also, operations M.8s (19012,19014 and 19023) were dam- included L.3s in its inventory. On 7 June
were carried out against the ships of the aged. During 1918, 252" carried out 758 1917, one of these L.3s (3440) was shot
Austrian navy, from small torpedo boats missions and took 4,000 photographs. It down by an Austrian seaplane. By the
to capital ships such as the battleships finished the war with five M.8s on strength. beginning of September the unit had
Wien and Monarch. From time to time the 253" was formed in the spring of 1917 on received a sezione of five L.3s, and three
units were also involved in directing the Isola di Gorgo near Grado, from elements more arrived in October. One of these
fire of artillery during the regular out- of 1" Squadriglia Idrovolante, with an FBA (3427) was lost in an accident on 13 Sep-
breaks of fighting along the Front. Some- and nine Macchi L.3s (3404, 3405 and tember, and an M.5 (7075) was lost on 25
times the seaplanes were required to land 3407 to 3413). The unit was situated just November. On 1 January 1918 the unit had
on the sea to rescue their own compatri- 1km from the Front and ten minutes flying fourteen FBAs, one L.3, eight M.5s and a
ots, or even enemy pilots who had been away from Trieste, where, using binocu- Sopwith. One of the M.5s (7079) was fitted
forced down or whose machines had suf- lars, Austrian planes could be seen taking with a 25.4mm cannon. On 25 July, L.3
fered engine failure. off. At the time of the Eleventh Battle of (7388) was lost during an attack on Duraz-
The squadriglie at Venezia included 251" the Isonzo, during which the unit carried zoo 265" was formed at the beginningof1918
and 252" at S. Andrea, 253" at Grado, and out offensive patrols over the Front, the with four L.3s, and received more later. On
259". 251" was formed in April 1917 from unit had one FBA, ten L.3s and two M.5s 30 August 1918, one was shot down by
the personnel of 1" Squadriglia Idro- (4866 and 4868). 259" was formed in June groundfire when eight L.3s took part in a
volante and its aircraft, consisting of FBAs 1917 from 3" Squadriglia Idrovolante at raid on Durazzo. The unit was equipped with
and two serviceable L.3s. By 1 July 1917 Venezia, with FBAs and L.3s. On 5 L.3s and M.8s at the end of the war.
the unit also had an M.5 (4867) on November, L.3 (4862) crashed in flames Two other Squadriglie, 256" and 257",
strength, and by the end of August the when shot down by an Albatros while based to the south of Brindisi, were in-
number of L.3s had increased to six. An attacking the bridge at Latisana. Alto- volved in similar duties. 256" was formed
inventory on 1 January 1918 showed that gether the unit lost seven L.3s during this from the Statione Idrovolanti di Otranto
the unit had nine L.3s in service and three period. On 1 January 1918 the unit had on 1 July 1917; unfortunately on the fol-
under repair, but three L.3s (including five L.3s on strength and by 20 March had lowing day it lost one of its L.3s (3447).
745
NIEUPORT AIRCRAFT IN ITALIAN SERVICE
On 1 September its inventory consisted of per la Defesa di la Spezia, and was equipped including the seaplane squadriglie. These
six L.3s - 3414 to 3417,4847 and 4853- with Nieuport lIs (including 2125). The units lost one of their number on 15 June
but 4853 was lost on 16 September. The unit suffered a series of problems with these when they were called upon to attack
unit received some M.5s early in 1918. On aircraft and their engines, and was re- ground targets and kite balloons. Away
20 April 1918 M.5 (7229) was destroyed equipped with SVAs during September. from the Front, on 9 June 1918, a Macchi
when it was blown by high winds onto At the end of 1917 the Regia Marina of 262" Squadriglia shot down one of four-
rocks near the slipway. On 1 September the had a total of 119 aircraft at its main bases teen Austrian seaplanes from DurazZQ,
unit had ten FBAs and ten M.5s. On 7 at Venezia, Porto Corsini, Ancona, Vara- attacking the unit's airfield at Brindisi and
November 1918, an M.5 (13040) collided no, Brindisi and Valona, and on the Regia the naval vessels in the Straits of Otranto.
with another aircraft and was lost. 257 a was Nave Europa, and a further 103 at the fif- At the end of the war, 260" comprised
formed in April 1917 at Brindisi with ten teen stations of the Ispettorato Difesa del one M.7 and ten M.5s, having altogether
FBAs, and transferred to Valona on 14 May Traffico Nazionale. lost seven M.5s and one L.3, and 261" had
opposite the Straits of Otranro to protect The first M.5s were assigned to existing one Hanriot seaplane and ten M.5s on
naval ships. On 1 June 1918 its aircraft squadriglie, but as greater numbers became strength, of which nine were serviceable.
were fifteen FBAs and two M.5s (7082 and available, a dedicated Gruppo Idrovolante The bureaucratic process of forming
7083). By 25 October 1918 the unit had da Caccia, or seaplane scout group, was squadriglie continued after the Armistice,
increased its inventory of M.5s to twelve, based at Venezia, consisting of 260" formed but these were soon disbanded. The units
which were then transferred immediately on 1 November, and 261 a formed in Decem- involved were 288", formed at Valona
to form 288 a Squadriglia. ber 1917. In addition, 262 a was formed at the towards the end of 1918, with some SVAs
In addition to the units based at sea- beginning of 1918 at Brindisi. These units and twelve M.5s taken from 257" and 258"
plane stations, 258 a was formed in the carried out patrols, scouting and reconnais- Squadriglie; 290a formed at Varano with
spring of 1917 and embarked on the sea- sance work, 261" accomplishing sixty-eight M.5s and SVAs; and 292", formed at Brin-
plane carrier Regia Nave Europa equipped such sorties in January 1918. disi with M.5s.
with FBAs. In November the unit received 260" suffered its first casualty on 3 .Towards the end of the war, M.7s started
its first two M.5s (7066 and 7084), and by November 1917. However, on the 17th, the to become available, although only three
1 January 1918 its inventory consisted of first victory felf an M.5 was shared by two were delivered by the time of the Armistice.
two M.5s and eight FBAs. The vessel was pilots of 260" over a Brandenburg (K.211).
involved in escort work, during which an The Austrian pilot was rescued from the sea
enemy seaplane K.l77 was shot down in by an M.5, though he had to lie down on Postwar Service
combat, with two FBAs and an M.5. A the fuselage decking behind the pilot. Two
second enemy seaplane was shot down on days later M.5 (7068) was captured intact As the M.5 and its variants had been
27 June 1918. by the enemy when it ran out of fuel while superseded in production before the end of
By the end of the war the Marina had chasing two Austrian aircraft. It was flown the war, its postwar service was not exten-
103 aeroplanes and 241 seaplanes along in enemy hands until 23 February 1918, sive. On 30 September 1919 there were
the Adriatic, and a further five aeroplanes when it crashed in Trieste harbour. On 8 still 242 M.5s, and twenty-nine M.5bis on
and 140 seaplanes involved in protecting December 1917 an M.5 (7029) of 261" was ·the inventory, but only eighty-seven were
transportation. A large proportion of the lost to anti-aircraft fire. Inventories show serviceable.
seaplanes were N ieuport- Macchis. that on 1 January 1918, 260" had five M.5s On 28 March 1923, the army and navy air
on strength (6059, 7058, 7071, 7062 and arms were merged into the new Regia Aero-
7065), and on 1 April 1918 261 a had eight nautica. By then, the majority of the
Scout Squadriglie of the Regia M.5s on strength. On 22 April two M.5s of remaining M.5 seaplanes were serving at
Marina 260a shot down an enemy seaplane while Brindisi, and the former Austro-Hungarian
escorting a bomber formation. base at Pola. The 1923-24 seaplane pro-
Nieuport scout and Nieuport-Macchi sea- May 1918 was a very busy month, in gramme had concentrated the remaining
plane squadriglie of the Regia Marina were which the M.5 earned its reputation as a M.5bis aircraft at Taranto and Venezia, each
renumbered on 19 January 1917. Squadriglie seaplane scout that could hold its own with with an establishment of nine aircraft, and
used for offensive purposes were allocated its land-based equivalents. On 1 Mayan had withdrawn the rest from front-line use.
numbers 200 to 220, scout squadriglie 221 to M.5 shot down an Austrian seaplane, and By 15 July 1924, all the M.5s had been with-
250, and seaplane squadriglie 251 onwards. three days later, five M.5s from 260a shot drawn, leaving just a few M.5bis in service.
Squadriglie in the first range were equipped down two Austrian Phoenix D.Is (A78 and No M.5 was accepted onto the civil reg-
only with bombers, but both of the scout A9l) and forced down another flown by ister, and the only competitive event in
squadriglie had N ieuports at some stage in the Austrian ace Banfield. On 14 May which any were entered was the Giro
their existence. 241 a was formed at Venezia seven aircraft from 261 a shared two victo- Aereo di Sicilia held on 14 September
Lido in the spring of 1918 with nine Hanri- ries (A70 and A85) but lost an M.5 in the 1919. Only five entrants completed the
ots and three Nieuport lOs and 17s (3699, process. On 22 May, the crew of a Macchi course around the island, one of which was
7430 and 7432), and began its first sorties in L.3 of 260a shot down Phoenix D.I (A115). the M.5 flown by C. Cattaneo, which
May. However, it was the Hanriots that con- As explained earlier, in June the Austri- came second in a time of 5hr 18min 56sec.
ducted virtually all of the missions of escort- ans launched their last desperate attempt Another M.5 stalled and crashed into a
ing L.3 and M.8 seaplanes. 242 a was formed to win the war, and the Italians threw all house, and a third crashed near the finish-
at Sarzanaon4 April 1918 from the Sezione their available resources into the battle, ing line, both pilots being injured.
146
r
CHAPTER EIGHT
747
NIEUPORTS WITH THE AMERICAN EXPEDITIONARY FORCE AND OTHER AIR FORCES
148
NIEUPORTS WITH THE AMERICAN EXPEDITIONARY FORCE AND OTHER AIR FORCES
149
NIEUPORTS WITH THE AMERICAN EXPEDITIONARY FORCE AND OTHER AIR FORCES
Baudry, from the same escadrille. Then on enemy aircraft when he heard the sounds of obtain six confirmed victories during the
22 May, 1st Lt PB. Kurtz (N6185) was wood cracking and fabric tearing. After month. By this time the group included
killed when his aircraft caught fire in the pulling out of the dive he saw that his upper the newly arrived 27th and 147th Aero
air as he returned from a patrol; this was starboard wing was broken and the fabric Squadrons in addition to the 94th and
possibly due to weakness in the fuel feed was tearing further in the slipstream. Unfor- 95th. On 28 June, it moved from the Toul
pipe, a problem later to become much more tunately as he was nursing his aircraft back . sector to Touquin aerodrome some 30km
apparent (and this would possibly consti- to base his engine was hit by AA fire, and (20 miles) south of Chateau Thierry; this
tute the first loss due to this cause). he crash-landed behind enemy lines. Then was in expectation of a German offensive
By the end of July, First Pursuit Group on 17 May, Rickenbacker similarly lost the in the Marne region. So far the Americans
had been credited with 114 victories, fabric from the upper starboard wing of had given a good account of themselves,
although the actual score was not so gener- N 6169 while making a rolling pull-out from but now they were up against sterner oppo-
ous, consisting of seven by the 95th, twen- a dive, following his second victory. He sition: the Jastas oOG 1.
ty-one by the 94th, sixteen by the 27th, and reported that the entire spread of canvas of And the Americans were soon in action.
nine by the 147th. Altogether the 94th lost the top wing was torn off and disappeared On 2 July, 27th Aero Sqn, led by 1st Lt Don-
four killed, three shot down and taken pris- behind him. And on 30 May, Meissner in ald Hudson, took off at 6.15am and an hour
oner, and three others wounded. The N6144 lost the fabric from a wing after later was in hot contest with nine Fokker
squadron received a total of thirty-six Nieu- achieving his second victory, as did Lt W.v. D.vIIs of Jastas 4 and 10. The squadron
port 28s before it traded in its Nieuports for Casgrain in N6152 - but he was less fortu- claimed four enemy aircraft shot down,
Spads towards the end oOuty 1918. nate, going down between the lines where although the Germans reported no losses.
It was during May and early June that a he was made prisoner. On 2 June, Lt Cun- One of the Jasta 10 pilots killed 1st Lt
structural weakness in the N ieuport 28 ningham of the 94th in N6163 lost the Edward Elliott, while Ltn Ernst Udet
became apparent. On 2 May, Lt J. Meissner front of his wing whilst diving on an enemy brought down 6347 ( o. 3), piloted by
lost the fabric from his upper wing whilst machine, but managed to land safely. Yet 2nd Lt Walter Wanamaker, who was injured
coming out of a high-speed dive, though he another incident involved Lt W. Heinrich and taken prisoner. Two Nieuports piloted
was able to control his aircraft (N6144) suf- of the 95th in N6160. Thus there were at by Lt W. Hoover and 2nd Lt J. MacArthur
ficiently to land safely, thanks to the least seven incidents of wing stripping - and were claimed by the Germans, but in fact
ailerons being on the lower wing. On 7 there may have been others where the pilot made it back to their home aerodrome.
May, Capt J.N. Hall in N 6153 also suffered did not survive to tell the tale. Meanwhile 147th Aero Sqn claimed six
failure of the fabric of his upper wing: he June was generally quiet, but neverthe- Pfalz scouts without loss, although no record
was in a steep dive and about to shoot at an less the First Pursuit Group managed to has been found of any German loss.
150
lEU PORTS WITH THE AMERICA EXPEDITIONARY FORCE A D OTHER AIR FORCES
The Germans launched their expected incident, 1st Lt Charles McElvain wound- Group. He forwarded his recommendation
offensive on 15 July 1918, and by the end ed Ltn dR Gunther Schuster, but was him- to replace the Nieuport on 12 June, stating
of that month the Americans had lost eight self brought down near Arcy by Ltn dR that the aircraft's weaknesses were of such a
pilots taken prisoner and nine killed in Alfred Fleischer. serious nature that it posed a considerable
action, one of the latter being 1st Lt The incidents of wing failures were now risk of unnecessary loss of life. He requested
Quentin Roosevelt of 95th Aero Sqn, the a subject of controversy in the higher levels that the aircraft be replaced at the front by
son of a former president, shot down on the of Command. Coincidentally, Brig Gen B. Spads or an equivalent British type, and
14th. The 94th and 95th Aero Sqns began Foulois replaced Billy Mitchell as Chief of that they be relegated to training duties
to replace their Nieuports by Spad Us in the Air Service First Army on 29 May 1918. where they could be used safely.
mid-July, but 27th Aero Sqn soldiered on Mitchell strongly resented being replaced In the First Pursuit Group, the members
with its N ieuports. On 1 August, eighteen and was uncooperative in handing over his of the 94th and 95th ASs were very
of the latter squadron's Nieuports were responsibilities, to the extent that Foulois pleased with receiving Spads. However,
escorting two Salmson 2A.2s recon- requested his immediate recall to the Unit- Maj H. Hartney and Maj G. Bonnell, who
noitring the Fhe-en-Tardenois area, when ed States. Brig Gen B. Foulois had always commanded the 27th and 147th AS
they were jumped on by pilots oOG 1. None opposed the use of the N ieuport, and since respectively, were less pleased, as they had
of 27th Aero Sqn's claims were confirmed he now had in his possession the reports on been aware of the problem before they left
by German records, but the squadron lost these incidents from Capt Du Dore, Maj England and appreciated that if properly
1st Lts Charles Sands and Jason Hunt A.M. Atkinson and Maj ]. Huffer, he also handled, the Nieuport with its good
killed, 1st Lt R.C. Martin taken prisoner, now had all the evidence he required to manoeuvrability could outperform other
and 1st Lt Oliver Beauchamp fatally insist on the replacement of the Nieuport machines of the same vintage. This was
injured in a crash on landing. In a separate 28 in the inventory of the First Pursuit likely true when the Nieuport 28 was
757
NIEUPORTS WITH THE AMERICAN EXPEDITIONARY FORCE AND OTHER AIR FORCES
Seaplane Bases
The Americans received two of the early
production Macchi M.5s for evaluation.
The first (4870) was shipped from Genoa
A restored Nieuport 28 once owned by Paul Mantz. via Paul Leaman on 1 August 1917 on the steamer Duca
degli Abruzzi, and arrived in America in
mid-August. This machine, together with
several other Italian types, was sent to
compared with the pfalz D.lIIa and Alba- their new mounts. Although the pilots of Langley Field, and it had been assembled
tros D.V, which were both designs from the 27th and 145th AS were at first pleased ready for testing by mid-September. It was
early 1917; but the Fokker D.VII was, of to receive Nieuports transferred from the sent, together with another M.5 (possibly
course, in a different class altogether. 94th and 95th, these were also soon 4871), to NAS Hampton Roads, Virginia.
Col Dunwoody, the Air Service's Chief replaced by Spads. Maj Geoffrey Bonnell, However, nothing further happened, as
of Supply in Paris, interceded on their commander of the 147th, protested so official policy changed direction.
behalf, proposing that an outstanding much over the change that he was replaced On 19 December 1917, Lt Cdr J.L.
order for 600 Nieuport 28s should not be by 1st Lt James Meissner, who, having Callan arrived in Rome to discuss with the
cancelled, particularly as his technicians twice lost wing fabric when flying Nieu- head of the Ispettorato Sommergibili ed
had now put together some twenty-three ports, was naturally much in favour of the Aviazione (Inspectorate of Submarines and
changes to overcome the aircraft's defi- replacements. Aviation) the problems of training Ameri-
ciences. Foulois agreed that, in recogni- After the war, thirty-one Nieuport 28s can naval students in Italy, and the taking
tion of the current military emergencies, were returned to the United States for use over by American naval aviation forces of
the order should not be cancelled, but by the armed forces. These (numbers certain stations in Italy, with the object of
insisted that a rigorous inspection regime 6125-6356) were derived from the only operating them in the same manner as
be implemented at the receiving depot at batch made by Loire et Olivier and were those in France. The initial offer comprised
Orly, and that the service of the aircraft designated 28As, having an improved the seaplane stations at Porto Corsini near
should be restricted to the less arduous throttle, strengthened leading edges and Ravenna and Pescara for operations, and at
duties at the Front. With these aircraft the undercarriage shock cord and cables, gun Bolsena for training. Bolsena was commis-
Vickers gun was replaced by the Marlin. mounts for the Marlin machine-gun, and sioned as a US NAS on 21 February 1918.
Soon after the events of 1 August, the an auxiliary fuel tank at the bottom of the It was equipped with FBA flying boats for
change of the First Pursuit Group's Nieu- fuselage. The army used eighteen as trainers initial training, Macchi L.3s for continua-
ports for Spad Us was complete. The pilots for a short time, and one was allocated to tion training, and M.5s for more advanced
of the 94th and 95th Aero Sqns welcomed the Marines. Twelve (serials A5794-5805) work. The operational stations were to be
152
NIEUPORTS WITH THE AMERICAN EXPEDITIONARY FORCE AND OTHER AIR FORCES
equipped with nine FBA· flying boats for it took part in a serious dogfight: four M.5s Nieuports with the Aviation
patrol work, six SVA seaplanes for defence, were escorting an M.8 that had been drop- Militaire BeIge
and twelve M.Ss. The Italian authorities ping leaflets over Pola, when they engaged
also wanted the Americans to take over an five enemy scouts. Ens Voorhees had to When the war began, the Belgian Compag-
airfield at San Severo, equipped with eighty drop out with a jammed gun, but Ens G. nie des Aviateurs had thirty-seven qualified
Caproni bombers, but this did not material- Ludlow, A. Parker and c.H. Hammann pilots and eight civilian pilots in two
ize. Furthermore the construction of the managed to break up the enemy forma- escadrilles, with two more being formed.
station at Pescara was not fully completed tion; however, Ludlow was forced to make The two operational units had their landing
by the Armistice, and was never handed an emergency landing on the sea with a grounds at Ans and Belgrade, close to the
over to the Americans. damaged engine and radiator some 8km (5 forts at Liege and Namur respectively. Each
Thus the only American seaplane station miles) from the coast. After opening the escadrille was equipped with four 80hp
established was the one at Porto Corsini, photographic port, slashing the wings and Henri Farmans. Eight more Farmans were
then occupied by 263" Squadriglia. This kicking holes in the side of the hull, he was subsequently delivered to units to replace
unit was formed on 10 November 1917 from rescued by Hammann who had landed unserviceable machines. As the Belgian
2" Squadriglia Idrovolanti di Grado, for pro- alongside. But Hammann must have dam- army fell back before the German
tection against the incursion of enemy sea- aged his hull in the choppy sea, because onslaught, its air force was relocated, with
planes and for attacks on Pola. It then con- after touching down normally at Porto Escadrille I at Coxyde, Escadrilles II and III
sisted of FBAs and a couple of M.Ss, which Corsini, his machine suddenly nosed over, at Houthem near Dunkerque, and Escadrille
by 1 June 1918 had increased to thirteen slightly injuring both pilots. On 15 Sep- IV at Ostende. In April 1915 the force was
FBAs and two M.5s (4875 and 7070). tember two more aircrew were killed when renamed the Aviation Militaire Belge. Bel-
On 24 July 1918, Lt Cdr W.B. Haviland Ens L.J. Bergen and Gnr T.L. Murphy gium received its first Nieuport lOs on 17
arrived at Porto Corsini from Pauillac with crashed in an M.8 while testing wireless June 1915. One each was allocated to
thirty-five officers, 300 men and 250 tons apparatus. During the following opera- Escadrilles I and IV, and two to Escadrille II.
of equipment. These numbers were later tions the unit, with a typical strength of Several were operated later by the Franco-
augmented by graduates from the flying sixteen to eighteen aircraft, settled down Belgian Escadrille at Hondsschoote. The
school at Bolsena. The following night the to routine patrols with occasional raids on first mission in a ieuport was flown by 2nd
Austrians had intended to greet the Amer- Pola, clocking up an average of forty to Lt H. Crombez of Escadrille IVan 26
icans by bombing the station, but luckily fifty sorties per week. On 1 January 1919 August, and the first combat success was
mistook the target. The station was com- the base and its complement of aircraft scored by 2nd Lt J. Olieslagers of Escadrille
missioned a week later, but the Americans were returned to the Italians. II on 12 September.
were soon complaining about the lack of On 2 December 1918, the secretary of It was decided on 18 January 1916 to form
equipment and facilities. Of the thirty sea- the navy accepted as a gift the two M.5s dedicated scout units: thus Escadrille I
planes handed over, only eight were ser- that had found their way to the United became the 1iere Escadrille de Chasse on 22
viceable. Of these, fifteen were M.5s and States over a year, and on·22 January these February, and in June the unit moved from
five were M.8s. Only three M.5s were ser- were given the serials A-5574 andA-5575. Coxyde to Les Moeres. There, the N ieuport
viceable, and of the remainder, seven. were Sadly the latter was destroyed and its pilot lOs were replaced by Nieuport lIs in
found to require factory overhaul. Only a Ens Hammann killed on 14 June 1919 August. Also in August a second scout unit
ieme
limited amount of work could be carried when it spun in from a low height while was formed, Escadrille V becoming the 5
out locally due to lack of spares: for practising for an air show. Escadrille de Chasse. This unit became
instance, while there were plenty of pro-
pellers, the spare wings were of the old
type, and not interchangeable. Neverthe-
less by 28 August there were thirteen ser-
viceable seaplanes, including four M.5s
and four M.8s. On 6 September, six new
M.5s were delivered, but they had been
poorly crated and roughly handled on the
railway, so each had to be thoroughly
inspected and overhauled on the base
before use. The same applied to the
engines, which had been assembled by the
Franco Tosi factory.
The Americans were soon to be given a
taste of warfare when on 11 August 1918,
QM J.L. Goggins was killed when he
crashed his M.5 near Porto Corsini. On 18
August the unit, together with two Mac-
chi L.3s from 265" Squadriglia, took part in
the search for the airship A.1 that had got
lost on its way to Cattaro. Three days later 2nd Lt Edmund Thieffrv with his Nieuport 23 of si;me (Cometel Escadrille. via Paul Leaman
153
NIEUPORTS WITH THE AMERICAN EXPEDITIONARY FORCE AND OTHER AIR FORCES
154
T
NIEUPORTS WITH THE AMERICAN EXPEDITIONARY FORCE AND OTHER AIR FORCES
Guatemala
A French mission took at least one N ieuport
28 to Guatemala in 1920. It was assigned to
the Cuel-Po de Aviacion Militar and used as
a trainer at the Campo de la Aurora. A Nieuport 17 (N220), one of five acquired by Holland in 1918. P.L. Gray, via Stuart Leslie
Holland
A damaged Nieuport 11 (3981) of A Sqn 1 were quite satisfied with the aircraft; they
Hungary
Wing of the RNAS force-landed at Cad- therefore arranged for production under
zand on 26 September 1917. It was bought A single Nieuport 17 was captured on 15 licence by the Tokorozawa branch of the
for £1,700 on the 23rd, and became LA40, May 1919 when a Rumanian machine Army Supply Depot beginning in March
then N213 and N230. It was sent on 17 landed behind Hungarian lines. It was used 1919, and later by Nakajima. The Le
March 1918 to the Nederlandsche Auto- by the 8th Voros Repuloszazad. Rhone engines were built under licence by
mobil en Vleieguigfabriek Trompenburg Tokyo Gasuden. A total of 102 were built
(NV Dutch Motor Car and Aeroplane Fac- from 1921 to 1923 by Nakajima. The air-
Japan
tory) at Trompenburg in Amsterdam, and craft were initially known as the Type Ni-
used as a pattern for licence building. Five Japan was a major user of Nieuports, proba- 24, but in November 1921 they were re-
aircraft (N21S to N219) were delivered in bly the second largest after France. The first designated Army Type Ko. 3 to conform to
1918 and served until 1925. A further twen- to be acquired was a single N ieuport (prob- a new army designation system. Those
ty were ordered and allocated serials N230 ably a Type VIM), purchased in 1913 by a with 120hp Le Rhone engines entered
to N249, but only twelve were delivered in Japanese officer who had been trained in operational service with fighter squadrons
1918. They were so poorly constructed that France; it was a two-seater with a 100hp in June 1922, replacing the Hei 1 (the
they were never used in service. Gnome engine. In 1914 it was sent, togeth- Spad 13), and these remained until
Holland's Luchtvaart Afdeling intro- er with four MF7s, to Tsingtao as part of the December 1926 when they were replaced
duced five Nieuport 17s as advanced train- Provisional Air Corps Unit, and flew recon- by N ieuport 29s. Some were built with
ers in 1918; these were given serials N220 naissance missions. Some ieuport 17s 80hp Le Rhone engines and were used as
to N224. One (N220) was re-engined with went to Japan after the war ended. fighter trainers. As the Ko. 3 was phased
an 80hp Thulin engine. These were struck Japan obtained several Nieuport 24s out of service, some went into the civil
off charge in 1925. from France in 1917. The army had a dis- market and were used as single-seat sports
Some N ieuport 28s served with the Royal tinct preference for manoeuvrability as aircraft until around 1933. The Japanese
Hellenic Air Force in the 1920s. compared with outright performance, and acquired at least one Nieuport 27 after the
155
NIEUPORTS WITH THE AMERICAN EXPEDITIONARY FORCE AND OTHER AIR FORCES
war; the ltoh Tsurubane No. 2 aerobatic licence agreement, and production was Ko.2, the first being completed in March
aircraft, produced by Tomotari lnnagaki, started at Tokorozawa; however, this was 1922. Some Ko.ls were used by the air reg-
was a modified version. soon transferred to civil constructors. The iments. Both types were used by the army
A single Nieuport 80 was bought after army supplied the drawings, and the aircraft flying schools at Tokorozawa and Kagami-
the war. Forty Nieuport 81E.2s and several were essentially identical to French-manu- gahara until around 1926, and after that,
Nieuport Type 83s were imported in 1919 factured machines. Mitsubishi built Nieu- several were released to civil flying schools.
by a French aviation mission. Because the port 81E.2s under the designation Ko.I, the At least sixty-two ieuport 24/27s, thir-
aircraft were required in greater numbers first being completed by May 1922. The ty-two Nieuport 81s, twenty Nieuport 83s
than could be imported, the army signed a Type 83E.2 was built by Nakajima as the and a single Nieuport 82 found themselves
on the Japanese civil register.
Portugal
The Escuela Militar de Aviaco received
seven Nieuport 83E.2s purchased in 1916.
The Escola de Aeronautica Militar received
three Nieuport 80E.2s in 1919.
Siam
Siam purchased four Nieuport IVGs in
1914; these were based at Don Muang air-
field and served as trainers. It also acquired
at ieast two Nieuport lIs (serials 4 and 23)
postwar; these were used as trainers until
1933, as was a Nieuport 12 (serial 1)
obtained from France after the war. At least
one ieuport 17 was used by the Royal
Siamese Aeronautical Service.
756
NIEUPORTS WITH THE AMERICAN EXPEDITIONARY FORCE AND OTHER AIR FORCES
Spain Nieuports remained operational until ABAA in the name of a company director,
1917. On 2 November 1913, 1st Lt S. D. Antonio Sam: it was the star of an air
Spain had one Nieuport IIN (christened Alonso, accompanied by Sagasta, became show at Valdespartera, where it was flown in
pinguino, or penguin) and two Nieuport the first to overfly the city of Tetuan. On an aerobatic display by two pilots, T. Collier
IIGs in service with the flying school at 13 February Capt Herrera, accompanied and Lt E Bernaldez. P. Carballo, who had
Cuatro Vientos in 1912, where they by O. Echague as observer, carried out a flown with the Aviation Militaire during
remained operational until 1914. They flight between Tetuan and Seville, over- the war and had formed an agricultural
were very popular as compared with the flying Gibraltar, which drew a formal development company with his father in
Farman biplanes already at the school. protest from the British government. The the Ebro delta, acquired two N ieuport lOs
Shortly after delivery, Capt Herrare flew escuela moved to Zeluan in May 1914, and from France and flew them from his country
one of these from Guadalajara to Cuatro the Nieuport IVMs remained in service estate. Both these aircraft were sold to J.
Vientos in a record thirty-five minutes. In until 1917. Canudas, who cannibalized one machine to
April 1913, a single Nieuport IVG (serial Towards the end of 1919 the Hispano produce a single airworthy aircraft. This was
6) and four Nieuport IVMs (serials 4, 5, 7 Britanica SA flying school was formed in registered M-AOOA, and gave valuable ser-
and 8) were purchased; at first they were Madrid using a DH.6 and two Nieuport lOs vice from its base in Barcelona until 1935.
assigned to the Escuela Nieuport de Peu, obtained in France at a give-away price. On
and were used for training. The first oper- 26 February 1920, the two N ieuports were
Sweden
ational escuela, formed at Tetuan on 22 given the first civil registrations M-AAAA
October 1913, included three Type IVGs. and M-AAAB. Not much is known about Sweden purchased two Nieuport IVGs,
It moved to Zezulan in May 1914, and the their use, although one was re-registered M- one in 1912 and the second in 1913. They
were the first aircraft supplied to the Flyg-
kompanier, and were given serials M1 and
M2. Nieuport M1 was struck off charge in
April 1918, and M2 crashed on 29 May
1916. One Nieuport floatplane (possibly a
VIH) was purchased by the Marine Fly-
vasende in 1913. Assigned serial N.1, it
was struck off charge in 1916.
SwitzerLand
Five Nieuport 23s were obtained by the
Fliegertruppe in 1917 and were given serials
601 to 605. They became the Fliegertruppe's
front-line fighters, and remained in service
until 1921. In that year 601 was tested to
destruction, and it was discovered that the
Nieuports could no longer meet the struc-
Nieuport 17 in Swiss service. Philip Jarrett tural requirements of the force. All of this
type were therefore withdrawn from service.
Switzerland acquired one N ieuport 28
on 28 June 1918 when 2nd Lt James
Ashenden of 147th Aero Sqn strayed over
the border and force-landed between
Derendingen and Seitingen. Ashenden
was interned, and the damaged Nieuport
was repaired and given the serial number
607. This machine was retired from the
Fleigertruppe in 1925 due to fatigue. In this
aeroplane, Obit Robert Ackermann beat
twenty-two other competitors from five
countries to win the aerobatic competition
at the First International Aeronautical
meeting at Dubendorf in 1922. This per-
formance led the Swiss to purchase an
additional fourteen N ieuport 28s for use as
fighter trainers and aerobatic machines.
They were given serials 685 to 698. These
were finally scrapped in 1930 except two
One of a number of Nieuport 28s operated by the Swiss air force. via Paul Leaman that survived in museums.
157
NIEUPORTS WITH THE AMERICAN EXPEDITIONARY FORCE AND OTHER AIR FORCES
158
CHAPTER NINE
Postwar DevelopDlents
of WartiDle Designs
After the war, Nieuport built two series of Race. Other such machines included the more dihedral than the upper. With an
aircraft, one of monoplanes and the other Ni D-29V ('Vitesse'), the Ni D-40R high- empty weight of 530kg (l,1701b) and a
of biplanes, the design of which began altitude record breaker and the racing loaded weight of 850kg (l,8751b), includ-
while the course of the war was still uncer- sesquiplanes, the 'Madon', Ni D-31Rh and ing two Vickers machine-guns, the maxi-
tain. Full-scale production of Nieuport the Coupe Deutsch entrants. The sesqui- mum speed was found to be 200km/h
biplane scouts during the war ended with plane concept was taken further through (l25mph) at 4,OOOm (l3,120ft), a height
the Nieuport 28. However, several proto- the Ni D-37C-1, Ni D-41 and Ni DA2S, that was reached in twelve minutes.
types were built during the later part of but these designs differed to such an extent Up to this time, Gustav Delage's designs
1917 and the early part of 1918, which in shape and configuration that they could had been powered by rotary air-cooled
allowed experimentation on different con- no longer be considered developments of engines. However, by the middle of 1917 it
cepts; this in turn led to the design of the the wartime designs, and so are not was becoming apparent that the rotary
N ieuport 29 biplane, built after the war in described in this book. engine was reaching the limit of its devel-
many military and civil versions. It became opment potential. It was only natural, there-
the principal single-seater put into produc- fore, that Delage would look to a water-
tion in the immediate postwar period, it Precursors of the cooled engine as a means of providing a
equipped French escadrilles for more than Nieuport-Delage 29 reliable source of greater power. It was esti-
ten years, and was extensively exported mated that with a Lorraine-Dietrich water-
and constructed under licence overseas. Towards the end of 1917, the Nieuport cooled engine of 220hp, an aircraft with a
Two prototypes based on the Nieuport 29 company had two prototypes with light- span of 9.25m (3Oft), a wing area of 2lsq m
and equipped with floats appeared towards weight nine-cylinder rotary engines under (226sq ft) and a loaded weight of 850kg
the end of 1918: one formed the basis of the test, one of these a 165hp Gnome 9N (l,8751b) could attain a speed of 220km/h
racing seaplanes, and the second became monosoupape engine. This was of a similar (l37mph) at 4,OOOm (13,120ft).
the forerunner of the N i D-32Rh uses:! by layout to the Nieuport 28, but had a fuse- The first machine to appear with a
the Marine. A few were converted into N i lage of monocoque construction, a much water-cooled engine was powered by a
D- 29B-1 light bombers, and a lightened simplified cabane strut arrangement con- 240hp Lorraine-Dietrich 8Bd V-8 engine.
version became the N i D-29ET-1, built in sisting of just two struts in tandem, and a It had more than a superficial resemblance
numbers as trainers. Later, Gustav Delage new shape of fin and rudder and tailplane to the Nieuport 28, with a similar under-
and his staff developed the Ni D-62 fighter similar to that which was to become the carriage, a fuselage of rounded cross-sec-
that equipped the Aviation Militaire dur- hallmark of the Nieuport 29 series. It tion, and a similarly shaped tailplane and
ing the 1930s; but this story is not within achieved a speed of 198km/h (l23mph) fin and rudder. The wings were constant
the scope of this book. at 2,OOOm (6,560ft), in which its perfor- chord with rounded wingtips, but differed
No other Nieuport 29 derivatives mance was comparable to the N ieuport 28. from the Nieuport 28 in that they were rel-
reached series production status for the A second machine was fitted with a 170hp atively widely spaced on long interplane
military. However, various prototypes, Le RhOne 9R: this performed slightly bet- and centre-section struts, which raised the
including the Ni D-40C-1 and Ni D-29bis, ter than the ieuport 28, but not suffi- upper wing well above the fuselage. The
optimized as high- and low-altitude inter- ciently to justify series production. In any engine drove a four-bladed propeller, and
ceptors, appeared from 1921 onwards. case, the two engines were not yet in pro- its radiator was placed between the closely
With orders for military aircraft becom- duction at that time. cowled banks of cylinders, which must
ing hard to come by after the war, ieu- In parallel with the tests of these have severely restricted the forward view.
port, in common with other manufactur- machines, another prototype began trials The aircraft was somewhat ungainly in
ers, turned its attention to modifying its in November 1917. This machine looked appearance, suggesting that it was put
designs for racing and record-breaking like a slightly larger version of the Nieu- together in a hurry to test the concept.
purposes; in this it achieved a considerable port 28, with a wing area of 21sq m (226sq Tests began in October 1917, and proved
reputation, which undoubtedly improved ft) and fitted with a rotary engine with that the ideas were on the right lines. The
prospects for sales overseas. The first such eleven cylinders, the 200hp Clerget lIE tests were then terminated to await the
machines were the Ni D-29 seaplane rac- The wings were different from the Nieu- arrival of a refined version, expected to
ers entered for the 1919 Schneider Trophy port 28 in that the lower wing had slightly appear in January 1918.
159
Tests on this second machine actually
began in February 1918, and carried on until
April. It was fitted with an uprated Lorraine-
Dietrich 8Bd. of 275hp. It again seemed to
be based on the N ieuport 28, but both wings
were slightly swept back, perhaps indicating
that there may have been a problem with
the centre of gravity of the first prototype.
The upper wing had been lowered to a more
normal position, and both upper and lower
wings were fitted with balanced ailerons.
The radiator was repositioned on the upper
wing out of sight of the pilot.
In early 1918 a similar machine to the
one described above appeared, fitted with a
300hp Hispano-Suiza 8Fb V8 watercooled
engine; testing commenced in March,
along with the Lorraine-Dietrich powered
aircraft, and continued until May. The
machine had the same wing area of 21sq m
(226sq ft), but was much heavier than the
160
POSTWAR DEVELOPMENTS OF WARTIME DESIGNS
161
POSTWAR DEVELOPMENTS OF WARTIME DESIGNS
Propeller: LangDRGL Lumiere 144 Lumiere 144C Lumiere 144C Chauviere Chauviere
5270A No.3 No.3 No.3 67.469 No.74677
diameter, m (ft) 2.69 (8.8) 2.49 (8.17) 2.49 (8.17) 2.58 (8.46)
pitch, m (ft) 2.01 (6.6) 2.12 (6.96) 2.12 (6.96) 2.215 (7.27)
blade width, m (ft) 0.1905 (0.625) 0.1745 (0.573) 0.1745 (0.573) 0.1705 (0.559)
Performance:
Maximum speed,
km/h @ rev/min:
at sea level 214 @ 1825 217 @ 1800 216@ 1910 236@ 1960 216.8 @ 1770 228.6 @ 1870
at 1,000m (3,280ft) 220.5 @ 1800
at 2,000m (6,560ft) 218@ 1925 220@ 1800 228 @ 1870
at 3,000m (8,850ft) 220@ 1830 223 @ 1835 215 @ 195 218@ 1780 223 @ 1840
at 4,000m (13,12Oft) 216 @ 1810 219 @ 1815 211 @ 1880 214@1750 217@ 1800
at 5,000m (16,40Oft) 209@ 1780 213@1780 204@ 1845 205 @ 1700 209@ 1760
at 6,000m (19,69Oft) 197@1735 193 @ 1805 190@ 1640 200@ 1710
Time to height,
min/sec @ rev/min:
1,000m (3,280ft) 2/22 @ 1600 2/38@ 1620 2/30@1775 1/56 @ 1775 2/48@ 1565 2/25 @ 1690
2,000m (6,560ft) 4/56@ 1590 5/27 @ 1630 5/21 @ 1775 4/19 @ 1765 5/40@ 1565 5/29 @ 1690
3,000m (8,850ft) 8/08@ 1580 8/35 @ 1635 8/49 @ 1765 6/37 @ 1755 8/51 @ 1570 8/24 @ 1680
4,000m (13,120ft) 11/39 @ 1575 12/29 @ 1610 13/05 @ 1745 9/53 @ 1750 13/03 @ 1580 12/21 @ 1665
5,000m (16,400ft) 16/38 @ 1570 17/33@ 1610 18/40 @ 1735 13/26 @ 1740 18/18 @ 1600 17/45 @ 1650
6,000m (l9,690ft) 23/54 @ 1560 23/08 @ 1725 18/46 @ 1740 26/49 @ 1625
Service ceiling, m 8,000-8,200 7,500-7,900 7,000-7,400 7,800-8,000 6,800-7,000 7,000-7,200
(26,000-26,900 ) (24,600-26,000) (23,000-24,300) (25,600-26,000) (22,300-23,000) (23,000-23,600)
Test conditions:
loaded wt, kg (lb) 1,118 (2,465) 1,037 (2,287) 1,143 (2,520) 1,106 (2,439) 1,047 (2,309) 1,206 (2,659)
fuel, kg (lb) 339 (747) +20 339 (747) +20 339 (747) +20 339 (747) + ?O 290 (639) 339 (747) + 20
wing area, m' 30.8 (331) 25 (269) 24.7 (266) 26 (280) 23.5 (253) 29.07 (313)
wing loading, kg/m' 36.3 41.5 46.5 42 44.5 41.5
date of test 21/22.7.18 27.6.18 24.7.18 01.10.18 28&30.7.18 31.8.18
serial number 4256 3615 12002
STAe Bulletin No.7 July '18 No.7 July '18 No.7 July '18 No.9 Sept '18 No.7 July '18 No.9 Sept '18
Hispano engine: these were the Spad 21, a performance was a reclassification of the the wing area from 24. 70sq m (266sq ft) to
re-engined Sopwith Dolphin, and a Mar- fighter categories by General Duval of the 26.84sq m (289sq ft). The increase in
tinsyde Buzzard. The Nieuport was fastest, STAe into two categories: wingspan meant that an extra pair of inter-
with a speed of 218km/h (l35mph) at plane struts was needed on each side to
2,OOOm (6,560ft). However, its climbing C.1 High Altitude for interception at form a two-bay structure.
performance was less spectacular because 7,OOOm (23,OOOft) (ceiling 9,OOOm In September the prototype obtained
it weighed some lOOkg (220Ib) more than (29,500ft)); and much improved results in the STAe tests. It
the Spad, reaching 5,OOOm (l6,400ft) in climbed to 5,OOOm (l6,400ft) in Umin
18min 40sec, compared with 18min 18sec, C.1 Medium Altitude for interception at 26sec, improving significantly on the time
and was outclassed by the Martinsyde that 4,OOOm (l3,OOOft) (ceiling 6,500m achieved by the first prototype and beating
reached the same altitude in 16min 38sec. (21,327ft)). the previous best, the Martinsyde, by 3min.
In order to improve the climb perfor- The maximum speed (236kmjh -147mph)
mance, 42kg (93Ib) was removed from the The improved performance at high alti- was superior to all other contestants. Due to
gross weight by reducing the useful load to tude became possible with the appearance an incident during testing the remaining
339kg (74 7lb) and by removing 20kg (44Ib) of the Rateau turbocharger that had been tests were not carried out at this time, but
of armour from the tankage. Another aspect under development since 1917. The wing were delayed until after further modifica-
that helped the designers to meet the climb loading was also decreased, by increasing tions were calTied out to the aircraft.
162
L
POSTWAR DEVELOPMENTS OF WARTIME DESIGNS
163
POSTWAR DEVELOPMENTS OF WARTIME DESIGNS
164
POSTWAR DEVELOPMENTS OF WARTIME DESIGNS
a Weymann pump to two gravity tanks of based in Germany. Later it was the tum of unnoticed - obviously this did not auger
30ltr (6.6gal) capacity set in the upper the Escadrilles of the 1iere, t eme and 3 ieme well for success in aerial combat should the
wings. The oil tank of nltr (4.8gal) capac- Regiments d'Aviation based at Thionville, occasion arise; and secondly, the part of the
ity was placed directly under the engine Strasbourg and Chateauroux respectively. fuselage to which the guns were fixed could
between the two vertical struts, and was By 1925, re-equipment of the Armee de distort when the guns were fired, leading to
corrugated to give an increased surface l'Air with the Nieuport 29 was complete, a deviation of the shot. Furthermore the
area to assist cooling. with the delivery of a total of 250 machines Hispano-Suiza engine did not have sufficent
The armament consisted of two 7.7 mm to twenty-five escadrilles, although some of power for the Nieuport 29 to intercept such
Vickers machine-guns firing through the these were also equipped with Spad 81s. machines as the Breguet XIX fitted with the
propeller arc and fixed to an aluminium The aircraft had a good reputation with 450hp Renault. Early modifications did not
mounting on top of the fuselage. The fore the military pilots, who appreciated its improve the problem with the armament,
and aft fixings were designed for rapid excellent flying qualities, its robustness, and although later the gun supports were
removal of the gun. the reliability of its engine. However, the anchored to a metal structure in a stream-
Due to the retrenchment that occurred aircraft was not without fault. In particular, lined, humped fairing. Another modifica-
following the end of the war, it was not until a report issued on 26 November 1923 by the tion consisted of raising the cockpit coam-
1920 that the Nieuport 29 was ordered into Inspector General de l'Aeronautique criti- ing to allow a parachute pack to be fitted,
quantity production. This aircraft was des- cized the design in two major respects: first- accommodated in the pilot's seat. The wind-
tined to be produced not only by the Nieu- ly, visibility from the cockpit was poor, screen was also modified to give increased
port factory at Issy-les-Moulineaux, but also which meant that other aircraft could pass protection to the pilot from the slipstream.
by many other French manufacturers,
including Potez, Levasseur, Bleriot, Letord,
Farman, Schreck and Buscaylet, and other
overseas constructors under licence.
The first production version was distin-
guished by three factors: the cowling was
more pointed at the front, there was
revised pipework for the oil system, and a
Lumiere 144C propeller of 2.5m (8ft)
diameter. The first machines began to
appear off the production line in 1922, and
equipped the Spa 37, 81 and 93 Escadrilles
165
POSTWAR DEVELOPMENTS OF WARTIME DESIGNS
Although at the outset there was some of service and the production of the N ieu- Italy
concern over the integrity of the mono- port Ni D-42/62 started. Altogether, more
cocque fuselage construction, in general it than 700 Nieuport 29s were built for the Italy acquired the manufacturing licence
gave few problems in service. There were Aeronautique Militaire Fran<;:aise, with the for the Nieuport 29 in 1923, and after
some instances of failed engine mountings, delivery of the last twenty in 1926. Total receiving six machines directly from
delamination of the tail structure, and production figures as high as 1,250 have France, Macchi and Caproni built a fur-
warping of the plywood, but in the main been quoted, when including licence pro- ther 175; these equipped a number of
these faults were attributed to sub-con- duction, though these have not been sub- fighter units between 1924 and 1927.
tractors rather than the parent factory. For stantiated. The initial imported batch was allocated
instance, in machines constructed by the experimental serial numbers MM34,
licensees there were other faults that could MM35, MM36, MM37, MM58 and
be attributed to the fact that inexperi- Service of the Nieuport- MM59. Fifty built by Macchi between July
enced, non-specialist workers were em- Delage 29 in Other Countries 1923 and March 1924, and fifty from
ployed. In particular there were some Caproni delivered between August 1923
problems with the position of the centre of and June 1924, were given serials 1000 to
Argentina
gravity; however, these were overcome by 1049 and 1050 to 1099 respectively. Then
adjusting the balance of the machine by A small number of Nieuport 29s were Macchi and Caproni each built a further
reducing the number of laminations, and received by Argentina from France and thirty in 1924, with serials in the range
thus the thickness and weight of certain assigned to the Gruppo de Aviacion 1 of the 1100 to 1199. A final batch offifteen was
parts of the fuselage shell. Aviacion Militar; these were used mainly for built by Macchi in 1929 and given serials
The Nieuport 29 was destined to remain reconnaissance purposes. The period of use 1700 to 1714. The aircraft were initially
in service longer than the general staff was brief due to problems in service. allocated in 1924/5 to 76", 84" and 91"
intended. This was because they failed to Squadriglia of 7 Gruppo, and 70", 74" and
find a suitable replacement in the fighter 75" of 23 Gruppo. The squadron alloca-
Belgium
competition of 1924, and because of the tions changed slightly in 1926, and the
delay in implementing the results of the In Belgium, the Aviation Militaire Belge Nieuport 29 was withdrawn from front-
1925 competition. Although an order was acquired a batch of twenty Nieuport 29s line duties and consigned to training units
placed in 1923 for eighty Spad 81s and from France, and then supplemented these the following year.
eighty Dewoitine D-1s with the intention by another eighty-seven built under
of replacing the Spad 13 and 20, due to licence by SABCA; these were delivered
Japan
problems in service with the fragile under- from January 1924 and October 1926, and
carriage of the former, production of the were used mainly by the 9th and 10th The Japanese army imported some Nieu-
Nieuport 29 was extended. It was not until Escadrilles. The Belgians also used some port 29s in 1923 to replace the Hei. 1 and
1928 that the last machines were delivered, ET.1 trainer versions fitted with 180hp Ko. 3 as the standard fighter. akajima
by which time the type was being taken out Hispano-Suiza engines. then obtained a licence to build them as
the Ko. 4. The first was built from import-
ed components in 1923 and, with a few
modifications, production continued until
Data on the Nieuport-Delage 29 January 1932, 608 being delivered to the
Engine: 320hp Hispano-Suiza 8Fd army. The first entered service in 1925 and
remained as standard equipment until
Propeller: 2.5m Lummiere 144C about 1933, when it was replaced by the
Dimensions: Span, upper, m (ft) 9.65 (31.7) Nakajima Type 91. Although its perfor-
Chord, m (ft) 1.50 (5.7) mance was generally satisfactory, pilots
Length, m (ft) 6.50 (21.3) preferred the earlier designs due to the
Tailplane span, m 3.2 (10.5) 29's tendency to side-slip and its relatively
Aileron area, sq m (sq ft) 2.4 (25.8) high landing speed, coupled with an unre-
Wing area, sq m (sq ft) 26.84 (288.8) liable engine. Type Ko. 4 machines were
assigned to the following Japanese army
Weights: Empty, kg (lb) 740 (1,654) units: two squadrons of the 1st Air Regi-
Loaded, kg (lb) 1,100 (2,426) ment, three squadrons of the 3rd Air Reg-
Performance: Max speed, km/h (mph): iment, two squadrons of the 4th Air Regi-
at sea level 230 (143) ment, and one squadron each of the 7th
at 1,000m (3,280ft) 224 (139) and 8th Air Regiments. They took part in
Climb to 6,000m (19,80Oft) 18min 38sec the Manchurian and Shanghai incidents
Service ceiling, m (ft) 7,500 (24,600) during the Sino-Japanese conflict, but
Fuel tank capacity, ltr (gal) 147 (32) encountered no aerial opposition. After
Oil tank capacity, Itr (gal) 22 (4.8) release from military service, some went to
Endurance, hr 2 civil operators and remained in flying
schools until as late as 1937.
166
1 POSTWAR DEVELOPMENTS OF WARTIME DESIGNS
Spain of the Le Rhone, which weighed 166kg The wings of the prototype were like the
(366Ib) as compared with 271kg (598Ib) for Ni 0-29, with overhanging ailerons, but
The Nieuport 29 gave an impressive perfor- the Hispano, enabled the wing loading to be this feature was removed from production
mance at the Spanish competition in 1923, considerably reduced. Without armament machines, whilst at the same time the wing
and as a result around forty were ordered for the Ni 0-32 weighed 857kg (1,890lb), as area was increased from 27sq m (290sq ft)
the Servicio de Aeronautica. The first compared with 1,100kg (2,246Ib) for the to 30sq m (3 23sq ft) by widening the chord.
arrived at Getafe at the end of that year Ni 0-29. However, the maximum speed was only
where a fighter squadron was formed under The N ieuport was selected over the Spad, 194km/h (l20mph), which might have
Capt J.G. Gallarza. Ouring the following and by October 1921 two 'Nieuport 180 cv been sufficient to engage airships, but not
summer, eight of these machines were sent Rhone' were in service with the Aviation other aircraft. Tankage was fitted to allow
to Melilla to replace Martinsyde Buzzards d'Escadre at Saint Raphael (later to become an endurance of more than four hours, but
in the squadron there under Capt EV. Escadrille C-I0) under L.v. Teste, and in practice this could be as low as fifteen
Camino. These aircraft were returned to orders had been placed for another eight. minutes if the fuel load had to be reduced
the Spanish mainland in November 1925, The first was the prototype brought up to to guarantee take-off.
where they gradually reduced in numbers production standard. Fleet numbers for Tests were carried out in cooperation
due to accidents and wear and tear, to be eight of these were in the range AE 13 to AE with the CEPA; however, the early ones
replaced by Nieuport 52s during 1931. 20. These stayed in service until towards the from a platform fitted to La Brecagne were
end of 1924. Two or three were allocated to not encouraging. In one test on the 27
the CEPA, and one or more of these were March 1920, the engine was difficult to
Sweden
still around in July 1923. start and did not give the power expected,
Sweden acquired ten Nieuport 29s for the
Flygvapnet in 1926: these were given the
designation J2, and all were assigned to F3,
based at Malslatt. Due to the recognized
problems, these were never used in front-
line service, and were sent to the F5 train-
ing squadron at Ljungbyhed during 1928/9.
Thailand
The Royal Air Force in Siam obtained a
number of Nieuport 29s in 1920, and
equipped the 1st Pursuit Group along with
some Spad XIIIs. Some N ieuports were
used as late as 1940 against Vichy forces.
167
POSTWAR DEVELOPMENTS OF WARTIME DESIGNS
168
POSTWAR DEVELOPMENTS OF WARTIME DESIGNS
169
POSTWAR DEVELOPMENTS OF WARTIME DESIGNS
day and night, the two machines were The next year, N ieuport entered an N i For the first Coupe Deutsche de la Meur-
repaired and made ready for the race. D-29C-1 with the racing number '25' and the after the war in 1919, Nieuport-Astra
On 7 September, three days before the of three-float configuration in the 1920 entered two prototypes, one a monoplane
race was due to begin, Casale took off from Trophy Race at Monaco. It did not com- powered by a 180hp Le RhOne, piloted by
Argenteuil in the new machine; despite pete, however, as N ieuport wanted to con- Jensen, and the other a modified Ni D-29
thick fog he crossed the Channel, and then centrate on the Gordon Bennett Race that piloted by de Romanet. Against them were
attempted to land at Cowes where the con- followed shortly after. ranged a Spad-Herbemont piloted by Sadi
testants were based. Having selected a shel- A Nieuport with short main floats and a Lecointe, and a Gourdou 180. The aircraft
tered area to land on the Medina river away short tail-float was entered for the 1921 piloted by de Romanet was called the N i D-
from rough sea in the Cowes Roads, he hit Schneider Trophy held in Venice. But it 29V (for vitesse) and was specially modified
a buoy and partially submerged. He was res- never got there, because during Sadi for the competition. Any excess weight
cued and towed ashore, where the aircraft Lecointe's first landing following a naviga- was removed, including armament, and the
was repaired by Sam Saunders and his men bility trial, a spreader bar between the tanks were filled with just enough petrol to
using a new engine and floats despatched floats broke, the floats folded upwards and complete the course. The wingspan was
from France. However, he once again dam- the wings collapsed. This effectively ended reduced to 6m (20ft) and the resultant
aged a float and developed a leak, and this the floatplane's career. But although the N i wing area from 26.75 to 13sq m(287.8 to
caused him to be the last competitor to 0-29 seaplanes were unsuccessful, valuable 140sq ft). The Hispano-Suiza engine was
reach Boumemouth. Meanwhile on 7 Sep- experience was gained, which was applied fine-tuned to give 320hp at 1,980rev/min.
tember, Mallard, who had made a stop at Le to other record-breaking aircraft. The right-hand Lamblin radiator was
Havre, had engine failure 80km (50 miles) replaced by a rectangular radiator placed
from the coast, and force-landed in the sea. on top of the cowling between the two
He spent one night in the water clinging to Nieuport-Delage 29V banks of cylinders. The machine was paint-
the wreckage of his machine before he was and 29Vbis ed black, polished to a high gloss, and given
rescued by a British naval vessel. the racing number '6'. On 23 October, dur-
The start of the race was delayed until With orders for military aircraft collapsing ing the first lap of the race, de Romanet
Casale arrived. When his tum came to at the end of the war, manufacturers turned succeeded in attaining an unofficial record
compete, the leakage in the float proved to modifying their designs into racing speed of 268km/h (166.5mph) - though
too great and he was forced to beach his list- machines or record-breaking aircraft as a immediately after this the race was post-
ing aircraft before it sank. As it happened, means of attracting the attention of poten- poned for three months due to extremely
thick mist and incompetent management tial customers at home and abroad, and the poor weather conditions. By then, Sadi
caused the race to be declared void. Nieuport company was no exception. Lecointe had rejoined Nieuport-Astra
from Bleriot, and it was he who at the end
of 1919 was charged with defending the
colours of the company in the Ni D-29Y.
Kirsch piloted a second example.
. The year 1920 started with a series of
duels between Sadi Lecointe and Casale in
a Spad. On 1 February, the former managed
to achieve a homologated world record of
275.862km/h (171.421mph) - but this was
beaten three weeks later by Casale with a
speed of 283km/h (175 .9mph).
After their unsuccessful entry in the
1920 Monaco Trophy Race, Sadi Lecointe
flew a ieuport 29 with the civil registra-
tion F-ABAV at the 1920 Olympiad held
in Antwerp in early September, and won
the speed test.
Nieuport entered two Ni D-29Vs for the
Gordon Bennett Cup beginning on 25
September. These were almost identical to
the 1919 machines, but differed in having
a more angular-shaped tail fin and rudder,
a more streamlined engine cowling, and a
return to the twin Lamblin radiators. The
Hispano engines had a compression ratio of
4.7, which gave little more than 260hp,
Nieuport-Delage 29C-1 number '25' being made ready for the 1920 Monaco Trophy Race pistons to give a compression ratio of
- in which it did not, however, compete. Note the two-bay wings and tail-float. 5.3 being required to deliver normal rated
Philip Jarrett performance. The two machines were
170
T
Nieuport-Delage 29V number '10', winner of the 1920 Gordon Bennett Race and holder of two world speed
records, October 1920. Philip Jarrett
distinguished by different wing configura- tures and landed in a field, puncturing a seat to the bottom of the fuselage, and fit-
tions: Kirsch's aircraft retained th.e same tyre. He was rescued by Courcelles, a ting windows on the sides of the fuselage to
arrangement as the 1919 machine, whereas famous racing driver, who drove Lecointe's give a restricted sideways view. One of the
that of Sadi Lecointe had the wing area mechanic Jean Bernard to find him. In his two Lamblin radiators was also removed,
reduced to 12.3sq m (132.3sq ft). During second attempt, Sadi Lecointe achieved a and the aircraft was repolished. On 12
tests prior to the race, the wing area of this closed circuit record of 279km/h (l73 December Sadi Lecointe had the last word
machine had been reduced to 11sq m (l18sq miles) over 100km (62 miles), and Kirsch when in poor conditions and at a height of
ft) by clipping the wings to a span of 5.46m was only 1sec slower. On 28 September, just 4m (13ft), despite the restricted visi-
(l7.9ft). The tests showed that the machine the day of the race, the weather began bility, he achieved a speed of 313.043km/h
was in fact some 30km/h (18.6mph) slower, poorly, but gradually improved. Kirsch (l94.525mph), thereby breaking the previ-
probably due to increased induced drag, and took off first, but his attempt failed due to ous record by llkm/h (6.8mph).
Sadi Lecointe opted for a comprom,ise of oiled sparking plugs. However, Sadi The Ni D-29Vbis, as it was now called,
retaining the 5.46m (l7.9ft) span for the Lecointe won with a speed of 271.5km/h was entered in the Aerial Derby due to
upper wing, but reverting to the 6m (19.6ft) (l68.7mph), with de Romanet second. take place in July 1921. However, during
span for the lower wing. This machine had The rivalry between de Romanet and the preceding April a wheel broke during
a landing speed of 120km/h (74.6mph) and Sadi Lecointe continued. On 10 October, a landing, and the aircraft was damaged
required over 400m (l,300ft) to come to a de Romanet attained a speed of 292km/h beyond repair, Sadi Lecointe being lucky
stop. Sadi Lecointe's machine had double (181mph), but the next day Sadi Lecointe to escape with just a broken arm. It was
lift wires compared with the single ones fit- reached 296.6km/h (l84.3mph). This replaced by the second Ni D-29V, the old
ted to Kirsch's machine. Both machines speed was achieved over a 1km course at a '10' from the Gordon Bennett Cup, in
were painted white, the only difference height of only 10m (JUt). Six days later, which Sadi Lecointe carried off the Gran
being that one machine had a blue tail, and Sadi Lecointe at Villacoublay attained a Premio d'Italia d'Aviazione at Brescia on
the other had a red one. They carried the speed of 302.529km/h (l87.99mph), the 4 September at an average speed of
racing numbers '10' for Sadi Lecointe and first time that 300km/h had been exceed- 280km/h (174mph), beating Brack-Papa
,11' for Kirsch. ed. into second place. A single Ni D-29V, car-
Eleven competitors were entered: these The duel between Sadi Lecointe and de rying the racing number'5', and two of the
were three Americans (Curtiss, Verville Romanet had not ended, because the latter new Nieuport sesquiplanes participated
and Dayton-Wright); three British (Mar- pilot modified his machine by sloping the in the Coupe Deutsche of 1921. On 1
tinsyde Semiquaver, British Nieuport and windscreen and lowering its headrest, October 1921, the first to take off was
Sopwith); and five French (two N ieuports, changes that allowed him to reach Sadi Lecointe in one of the sesquiplanes,
two Spad 20bis, piloted by Casale and de 309km/h (l92mph), thus beating the offi- and he achieved a speed of 314km/h
Romanet, and a Borel piloted by Barrault). cial record by 17km/h (l0.5mph). Sadi (l95mph) over the first 50km (30 miles)
Eliminating trials to reduce the French Lecointe responded by carrying out such before his propeller shattered, eliminating
entrants to three began on 25 September. modifications a stage further, eliminating him from the race. Staying the course,
On the first attempt, Sadi Lecointe was the cockpit opening completely by cover- Kirsch in his sesquiplane won with a speed
worried about his engine coolant tempera- ing it with a sliding hatch, lowering the of 278.3km/h (l72.9mph), with Fernand
171
POSTWAR DEVELOPMENTS OF WARTIME DESIGNS
172
POSTWAR DEVELOPMENTS OF WARTIME DESIGNS
Staff, Nieuport-Delage decided to con- Like the Ni D-29Y, the fuel was doped with The Nieuport-Delage Racing
struct a machine, designated the N i D- benzene to improve the octane rating and Sesquiplanes
40R, derived from the Ni D-40C-l mili- allow a higher compression ratio. The fuel
tary high-altitude fighter. The idea was to reverted to normal gasoline above 5,000m Parallel with the development of the i D-
significantly increase the wing area and (l6,400ft), where the more rarefied air 29Y, Delage and Mary, the directors of the
reduce the weight to improve the wing reduced the effective cylinder pressure on design office were developing their sesqui-
loading while increasing the power of the compression. plane concept for racing purposes by
engine at altitude by supercharging rather The Ni D-40R made its first flight improving power and performance, without
than turbocharging. towards the end ofjuly 1923 in the hands of worrying too much about providing good
The N i D-40R utilized the fuselage of the Sadi Lecointe, after which the fuselage was visibility for the pilot which until then had
N i D-40C-l, which was essentially that of painted white with the inscription 'Nieu- been an important consideration in design-
the N i D-29 with a more streamlined cowl- port-Delage' in large black letters along the ing against a military requirement.
ing. However, this was about the only fea- fuselage and under the lower wing. The The wings were thickened to allow the
ture that the two types had in common. company pilot had been acclimatizing him- accommodation of more robust spars in
The main difference was that the later self in a glass low-pressure chamber, dressed order to reduce the need for struts and
design had an entirely new wing, with in a fur coat and breathing oxygen at a pres- bracing wires. These could not be elimi-
much larger dimensions. The span of the sure equivalent to 12,000m (40,000ft) alti- nated entirely, as the STAe had stipulated
two-bay structure was increased from 9. 70m tude. He then began a series of flights in sufficient strength in the structure to resist
to 14m (3 1.8ft to 50ft), and the chord from which he gradually attained greater alti- forces of 12g. It was therefore necessary to
1.25m to 1.40m (4.1ft to 4.6ft), giving a tudes. Then on 1 August 1923, he took off retain two struts under the wing, which
wing area of 34sq m (366sq ft) compared from Villecoublay for a climb that regis- were supported by a small auxiliary wing
with 26.84sq m (288.8sq ft). Only the lower tered 10,800m (35,435ft), higher than the between the undercarriage wheels.
wing was given dihedral, and the two wings current world record; but after verification The machine had an untapered wing
were slightly closer together, 1.30m (4.2ft) of the barograph, this height was reduced to with rounded tips set in the upper part of the
as compared with 1.40m (4.6ft). The inter- 1O,127m (33,227ft). A new attempt was fuselage. It had two spars made of spruce and
plane struts were of aluminium, and the therefore necessary, and this was carried out wrapped in linen, and wing ribs built up
cabane struts were of N configuration. The on 5 September, when a height of 10,741m from 1.5mm mahogany plywood webs, with
area of the fin and rudder were slightly (35,241ft) was achieved. Judging that the steel tube and steel strap cross-members. It
increased, resulting in an increase of fuse- aircraft could do better, Sadi Lecointe made was covered in plywood, and then linen to
lage length from 6.60m to 6.80m (21ft 8in two more attempts, achieving 10,772m give a smooth profile. A span of 8m (26ft)
to 22ft 4in). The undercarriage legs were (35,343ft) on 8 September, and 11,145m gave the wing a surface area of 12.7sq m
lengthened to allow for a larger propeller, (36,567ft) on 30 October above Issy-les- (137sq ft), and a wing loading of 77kg/m2
and the shock absorbers were deleted to Moulineaux. This latter height was a record (15.8Ib/sq ft). The fuselage was of mono-
save weight, thereby requiring the aircraft that was valid for both aircraft and free- coque construction, as before. The auxiliary
to be positioned for take-off by trailer. flight balloons, and it was not bettered for wing between the wheels had a thick profile,
Along with other measures, the empty four years. However, the Ni D-40R was not and an area about a tenth of that of the wing,
weight was reduced to 746kg (l,645lb) and at the end of its career. Some months after and it supported single struts from each wing
the fuel restricted to 80kg (176Ib), giving a the record, the machine was fitted with a set at about mid-span. The engine was a His-
total weight of 980kg (2,160lb) and a wing pair offloats at the factory, and on 11 March pano 8Fb, similar to that in the Ni D-29V
loading of 27.9kg/m2 (5.72lb/sq ft). The 1924, flown by Sadi Lecointe, it took off but supercharged to give 320-340hp at
engine was a Hispano 8Fb, supercharged to from the Seine and two hours later beat the 1,800rev/min. It was fed by a 180ltr (40gal)
give a power of 400hp at 2,000rev/min, world seaplane altitude record with a height tank placed close to the centre of gravity in
which turned a two-bladed Regy propeller. of 8,980m (29,463ft). front of the pilot. Two Lamblin radiators
Dimensions: Wingspan, upper, m (ft) 6.05 (19.8) 5.4607.9) (lower 6.05 (19.8) 9.7 (31.8) 14.0 (50)
Wing chord, m (ft) 1.02 (3.3) 1.02 (3.3) (lower 1.26 (4.1)) 1.25 (4.1) 1.4 (4.6)
Length, m (ft) 6.2 (20.3) 6.2 (20.3) 6.6 (21.6) 6.8 (22.3)
Wing area, sq m (sq ft) 13.2 (142) 12.3 (132) 26.84 (288.8) 34 (366)
173
POSTWAR DEVELOPMENTS OF WARTIME DESIGNS
were installed under the fuselage between Germonville with a shattered propeller, The regulations for the Coupe Deutsch
the undercarriage legs. The propeller was a probably due to a bird strike. The machine the following year were the same as before,
2.3m (7.5ft) diameter Lumiere. careered along the ground for 50m (150ft) except the qualifying speed was to be
Two prototypes were constructed for the and was almost destroyed. Sadi Lecointe 280km/h (174mph) over the 300km (186
1921 Coupe Deutsch: they were finished in suffered an injured right eye and a broken miles). To improve the performance of his
highly polished white paint, number '6' wrist, but soon recovered without perma- sesquiplane, Mary made further efforts to
with a red fin and rudder, and number '7' nent injury. Kirsch and Lasne continued reduce drag and improve the power output
with a blue fin and rudder; they were pilot- the race, which was won by Kirsch at from the Hispano engine. This was raised
ed by Sadi Lecointe and Kirsch respective- an average speed of 278km/h (173mph) to 370hp at 1,900rev/min by raising the
ly. The Ni D-29V also took part, piloted by over 300km (186 miles), compared with compression ratio to 6, achieved by using
Lasne. The N ieuport machines were 257.4km/h (159.9mph) for Lasne. During benzene as fuel which has excellent anti-
ranged against the Monge, piloted by de the course of the race Kirsch had set a new knock characteristics. The engine was fit-
Romanet, a Hanriot piloted by Rost, a Fiat 200km (124mph) closed circuit record. ted with a Zenith carburettor and a Regy
piloted by Brack-Papa, and a Sopwith Kirsch had left his attempt late in the propeller. The wing-tips were squared off
Camel piloted by James. The Monge day, and being relatively inexperienced while retaining the same span and wing
crashed before the race, killing de with the aircraft, took the turns cautiously area, but the aerofoil, previously with an
Romanet, the Hanriot and Fiat were elim- and conserved the engine to be sure to fin- almost flat under-surface, was changed to a
inated for technical reasons, and the ish. Even so, at the end of the race, on Gottingen 416 bi-concave aerofoil. The
Camel pilot withdrew during the race. This landing at around 145km/h (90mph), he machine was christened 'Eugene Gilbert'
left just the three Nieuports in the contest. bounced, stalled the engine and porpoised after a prewar racing hero who had been
During the preliminary tests on 26 Sep- along the downward slope, eventually killed in the war. On 10 September, Sadi
tember, Sadi Lecointe managed to attain a slewing round and coming to a halt. In fact Lecointe flew 100km (62miles) at an aver-
speed of 330.275km/h (205.233mph), it was not surprising that Kirsch lost con- age speed of 325.491km/h (202.260mph),
beating the record previously held by the centration at the end, because heat from and nine days before the race on 21
Ni D-29V in 1920. The race itself began the engine had raised the temperature of September, he achieved 341.239km/h
on 1 October at Etampes, when Sadi the cockpit to around 90°F, making the (212.046mph) to take the world speed
Lecointe covered the first 50km (30 miles) metallic parts scalding hot and giving the record. In the race the machine was due to
at 313km/h (194mph), but crash-landed at pilot blistered feet! be flown by Lasne as Sadi Lecointe was
scheduled to fly the Ni D-41, a new proto-
type. However, the latter machine was not
ready in time, so Sadi Lecointe switched to
the sesquiplane, now numbered '5', and
Lasne took the Ni D-29V that had been
allocated the number '4'.
Many incidents occurred during the
race, causing many to abandon the con-
test. These included Sadi Lecointe, who
experienced engine failure when a spark-
ing plug blew out of its socket and pierced
the cowling. He crash-landed on the grass
of the aerodrome, hit a rut while still trav-
elling fast and turned over, luckily without
injuring himself. Lasne went round at a
j more lesurely pace and was the only com-
petitor to finish, at an average speed of
289km/h (180mph).
By then the Hispano engine had
reached the limit of its potential, and the
Coupe Deutsch had come to an end. Nieu-
port had won the race two years' running,
and had gained a great deal of internation-
al prestige and financial benefit as a result.
On 18 October, a new era began when
the world speed record went to America: a
Curtiss R-6, with a 450hp Curtiss D-12
engine and piloted by General Billy
Mitchell, attained a speed of 358.8km/h
(222.9mph). The directors of the Nieu-
Nieuport-Delage sesquiplane 'Eugene Gilbert' number '5', flown by Sadi Lecointe in port company decided to attempt to regain
the 1922 Coupe Deutsche; it did not finish. Philip Jarrett the record by heavily modifying the
174
POSTWAR DEVELOPMENTS OF WARTIME DESIGNS
175
POSTWAR DEVELOPMENTS OF WARTIME DESIGNS
(Abovel Wing radiator of late-1922 sesquiplane racer showing position of (Belowl1924 version of the Nieuport-Delage 425, winner of the 1924 and
radiator on lower wing skin and section across the Moreau radiator. Mick Davis 1925 Coupe Beaumont races. Philip Jarrett
176
POSTWAR DEVELOPMENTS OF WARTIME DESIGNS
were mounted on the outside of the cylin- false spar and were operated by a torque age speed of 311.239km/h (193.404mph),
der blocks. This arrangement must have tube. The tail surfaces were now elliptical he continued a further 200km (124 miles)
ensured excellent fuel/air mixture prepara- in shape and their controls were operated to beat the existing 500km (310 miles)
tion and distribution - although volumetric by cables. The undercarriage legs were closed circuit world record at 306.696km/h
efficiency must have suffered because of the made of beech and tulipwood. (190.580mph). However, it proved impos-
heated mixture. The engine was produced Sadi Lecointe began his attempts on the sible to coax much extra speed out of
in two versions, the 12Gb and 12Hb, with world speed record on 12 June 1924, and the design, and further record-breaking
compression ratios of 5.3 and 6.2 respec- these continued unsuccessfully until 7 July. attempts were abandoned.
tively. During its fifty-hour type test the However, he did achieve success in the 1924 Two other sesquiplanes were designed
12Gb produced 505hp at 1,800rev/min, Coupe Beaumont held on 23 June at Istres. for military and record-breaking purposes,
and 545hp at 2,000rev/min, and could The Coupe Beaumont was first announced the Ni D-37C-l and i DAI respectively,
deliver as much as 575 to 600hp. in 1923, but was cancelled through lack of but neither can be considered as develop-
The N ieuport-Delage 42S was built sole- foreign entries. The response was better in ments of wartime designs. Likewise mili-
ly in an attempt to regain the world speed 1924, but all the entrants except the Nieu- tary designs, designated the Ni D-42C-l
record. Although it was classed as a sesqui- port withdrew before the race, leaving Sadi and Ni DA2C-2, were later developed
plane, it could have been considered as a Lecointe to fly over the course unopposed to that were much larger and of a different
monoplane, as its auxiliary wing was little win the 75,000Fr first prize. After complet- configuration to the 42S. None of these
more than an axle fairing and support for ing the 300km (186 mile) course at an aver- developments are described in this book.
the undercarriage legs and wing struts. The
machine was larger than its predecessors.
The monocoque fuselage was built as Nieuport 29 Derivative Race Winners and Record Breakers
before from laminated 0.9mm strips of
tulipwood in two halves, divided horizon- Circuit of Paris 1919 1st Count de Romanet at 268.631 km/h (166.927mphl Nieuport-Delage 29V
tally, and stiffened by longitudinal stringers Circuit of Paris 1920 1st Sadi Lecointe at 266.314km/h (165,487mph) Nieuport-Delage 29V
Coupe Deutsch 1921 1st Kirsch at 289km/h (180mph) Sesquiplane No.7
and plywood bulkheads. A duralumin keel
2nd Lasne at 257.4km/h (1599mph) Nieuport-Delage 29V
was fitted with metal bulkheads that sup- Coupe Deutsch 1922 1st Lasne at 289km/h (180mphl Nieuport-Delage 29V
ported the pilot's seat, the wing structure Coupe Beaumont 1924 1st Sadi-Leconte at 311.239km/h (193,404mphl Nieuport-Delage 42S
and undercarriage and the duralurnin
engine bearers. The engine, tuned to 070220 World speed record km/h (mph) 275.862 (171,420) Sadi Lecointe Nieuport NiD-29V
give 600hp at 2,000rev/min, was closely 10.10.20 World speed record km/h (mph) 296.694 (184.366) Sadi Lecointe Nieuport NiD-29V
cowled, and flush radiators were fitted 20.10.20 World speed record km/h (mph) 302.529 (187992) Sadi Lecointe Nieuport NiD-29V
above and below the wings, covering near- 12.12.20 World speed record km/h (mph) 313.043 (194.524) Sadi Lecointe Nieuport NiD-29Vbis
ly the whole surface. The wing was built in 26.09.21 World speed record km/h (mphl 330.275 (205233) Sadi Lecointe Sesquiplane No.5
one piece, and was built up from twin box- 21.09.22 World speed record km/h (mph) 341239 (212046) Sadi Lecointe Sesquiplane NO.5
15.02.23 World speed record km/h (mph) 3375.000 (233.025) Sadi Lecointe Sesquiplane ·E. Gilbert'
spars of spruce, plywood ribs and spruce
05.09.23 World altitude record 10,743m (35.248ft) Sadi Lecointe Ni D-40R
stringers, and covered in ply and linen. The 30.10.23 World altitude record 11.145m (36,567ft) Sadi Lecointe Ni D-40R
inner part of the wing was braced by dura- 15.06.24 World altitude record
lumin tubes, and the outer parts by piano for seaplanes 8,980m (29,463ftl Sadi Lecointe Ni D-40R seaplane
wire. The ailerons were hinged to a spruce
177
POSTWAR DEVELOPMENTS OF WARTIME DESIGNS
The Nieuport TM
In January 1918, the Aeronautique Mar-
itime issued a specification for an ocean-
going reconnaissance flying boat. It called
for a crew of four, with provision for a
transmitter/receiver, a 75mm cannon with
thirty-five rounds, and two machine-guns.
Nieuport-Tellier BM '47' on the quayside at Monaco after failing to participate in the The Tellier submission, the T.7, or Nieu-
1920 Monaco meeting due to a leaking hull. Philip Jarrett port TM as it became, was of a similar
178
POSTWAR DEVELOPME TS OF WARTIME DESIGNS
configuration to the earlier machines but crew would transmit their position on an orders having been passed to E. Dubonnet
was much larger, with a biplane tailplane, hourly basis. There would be two bases en and Gannet & Wilock.
and was powered by three 250hp Hispano- route, one on St Paul Island, connected by One of these flying boats appeared in
Suizas in place of the intended 350hp Lor- cable to the Cape Verde Islands and from the Gran Prix de Monaco of 1920. It car-
raine-Dietrich l2D V12 engines, which there to Dakar, and the other on Fernando ried the racing number '5' and had 'Nieu-
were unavailable at the time the prototype de Norhona Island, connected by cable port' inscribed on its tail. The 350hp
was completed. The three engines were to Saint Louis in Senegal. It was intended engine of the Tellier had been replaced by
mounted between the wings, the centre to build two machines with two spare a 450hp Darracq-Coatalen water-cooled
tractor engine being flanked by two push- engines. It was planned that one machine V12 engine driving a wooden four-bladed
ers. Construction began in April or May would fly to Dakar as a starting point, and propeller. The frontal radiator had been
1918, and was completed before the the other would be shipped there. With replaced by streamlined cowling, and cool-
Armistice. The first flight took place from the understanding of the Under Secretary ing was accomplished by means of three
the Seine at Meulan towards the end of of State of the Marine and its chief engi- Lamblin radiators placed in the propeller
December 1918. Although it was under- neer Fortant, a detailed study was made, slipstream. The wing area was increased by
powered, the aircraft took off and flew sat- and agreement to manufacture was made. lOsq m (107sq ft), and the ailerons were
isfactorily, the fact that it did not have to The Nieuport company formed a design fitted to the lower wing and operated by a
carry the weight of the cannon compen- bureau, and assigned fifteen engineers and torsion bar. The forward crew position was
sating for the lower-rated engines. designers under the direction of Alphonse deleted, the bow made pointed, and all
Several days later, in January 1919, whilst Tellier and Robert Duhamel. three crew-members were accommodated
trying to negotiate a difficult manceuvre The hulls and centre sections and parts in a cockpit in front of the wings.
when under tow, the aircraft sank and lay of the wings had been manufactured, and The machine, piloted by Sadi Lecointe
immersed for several days before it could be the engines had been delivered by the sum- the Nieuport test pilot, flew in to Monaco
raised. It was repaired at the factory, then mer of 1919; but at this time Tellier became from St Raphael on the evening of 19 April.
dismantled and sent to Saint Raphael, ill, and retired as technical director. The The following day the machine easily met
where official trials began during May. At construction of the two machines was sus- the qualifying height of 2,000m (6,650ft)
first the flying boat refused to take off, due to pended, and the project was abandoned. In in 45min, attaining a height of 5,300m
the weight of water absorbed by the airframe an attempt to resurrect it, Marchal went to (l7,400ft) in 43min with a full load of
during its immersion, as well as the weight the United States to raise funds, but he fuel and 400kg (880lb) of ballast, and two
of the structural reinforcements carried out died there following an illness on 27 June days later it achieved 2,200m (7,200ft) in
while the aircraft was under repair following 1921. The Vanna remained in the Nieu- 30min. On 23 April it attained 6,350m
the accident. The fuselage was dried out, port catalogue under the name N ieuport (20,800ft) in 63min, but did not beat the
and three Lorraine Dietrich engines with 4R 450, but no further interest was shown. current record of 6,500m (21 ,300ft) held by
four-bladed wooden propellers were fitted, Jean Casale in a Spad-Herbemont. The fol-
after which trials proceeded satisfactorily. lowing day it took off with Capt Coli as
The Nieuport 5
The cannon was fitted during the first navigator and a mechanic. After a call at
months of 1920, and many firing tests were This machine was based on the Tellier Ajaccio in Corsica, it arrived at Bizerte in
carried out in the air with complete success. 350hp Sunbeam, a TA with a revised wing 14hr 48min after crossing the Mediter-
Following these tests the cannon was and engine. It is unlikely that any were ranean in 7hr 57min at an average speed of
removed; and the aircraft remained at Saint produced by Nieuport, the only known 122km/h (76mph). The flying boat left for
Raphael for two more years.
179
POSTWAR DEVELOPMENTS OF WARTIME DESIGNS
180
POSTWAR DEVELOPMENTS OF WARTIME DESIGNS
The Nieuport B.N.] decided when the sole Nieuport caught formed in the leading edge of the struts at
fire whilst flying from Sutton's Farm and the top, and the trailing edge failed in ten-
The first indigenous design, begun in March was completely destroyed. Two further sion at a total load on the rear spars of
1918, was the B.N.1 single-seater fighter machines were built, but too late to influ- 3,323kg (7,325lb). Although this repre-
powered by a Bentley B.R.2 rotary engine. ence the production decision. The aircraft sented a suitable safety margin compared
The aircraft had unstaggered, cross-braced, was not developed following the official with the designed all-up weight of 885kg
two-bay wings of unequal chord with two adoption of the Sopwith Snipe, and the (l,950lb), the strength was not as great as a
pairs of single interplane I-struts. When it company's efforts were concentrated on conventionally strutted two-bay wing. The
first appeared it was fitted with a large coni- the ighthawk. I-strut layout was therefore abandoned for
cal spinner, but this was later removed. The The unconventional interplane I-struts the Nighthawk design.
fuselage was a simple box girder with round- used on the B.N.1 had previously been
ed top decking and side fairings behind the used by Folland in the S.EA, which he had
The Nieuport Nighthawk
engine cowling. It incorporated some S.E.5a designed whilst at Farnborough. His col-
components, including the under-fin and leagues there had cast doubts regarding the The second fighter designed by H.P. Folland
tail-skid. The armament was similar to other structural stiffness of such a layout, and it was the Nighthawk powered by the 320hp
aircraft of the period, including the Sopwith had been replaced by conventional inter- AB.C. Dragonfly engine. The Nighthawk
Snipe, and consisted of twin fuselage- plane struts in the S.EAa derivative. It was also had two-bay wings but, as described
mounted Vickers guns and a single Lewis narural, therefore, that in incorporating above, had a more conventional structure
gun mounted at a slight upward angle above the I-strut concept into a commercial compared with the B.N.1.
the centre section. The latter could be design, care should be taken to ensure that The fuselage was again of girder con-
pulled downwards for reloading and for fir- the structural strength was adequate. The struction, with four main longerons of ash,
ing upwards. structural strength was therefore static- lightened in some places by spindling; the
The first prototype, fitted with the sixth tested at Farnborough to determine the spacers were of square-section spruce,
B.R.2 built, was sent to Martlesham on 1 ultimate strength whilst subject to the rounded at the ends to fit into circular
March 1918, but the engine ran inconsis- loads experienced in a vertical dive. sockets. It was cross-braced with tie-rods.
tently. It then went to Sutton's Farm on 9 Folland's interplane struts comprised The front fuselage was streamlined by
March for comparative tests with the sim- streamlined upright spruce shafts to which using light longitudinal stringers on three-
ilarly powered Sopwith Snipe, Boulton horizontal walnut ends were fitted with a ply formers. The front of the fuselage ter-
Paul Bobolink and Austin Osprey. The scarf joint, and held by narrow aluminium minated in a near-circular engine plate of
Osprey proved the most manceuvrable, but plates secured by hollow rivets. These ends plywood, reinforced on its front face by a
the Nieuport was easily the fastest. With rested across the surface of the wing spars steel plate through which passed the steel
the Sopwith company's reputation already and were secured by vertical bolts. The tor- bolts securing the engine. The engine
well established with the Camel, it was sional couples imposed by diving were rep- plate was secured to the upper main
likely that it would still win future con- resented by artificial down-loads on the longerons with steel strips. The fuel tanks
tracts despite the better performance of front spar and up-loads on the rear spar of were placed in streamlined fairings to the
the Nieuport. In any case, the matter was increasing magnitude. Compression creases side of the fuselage, and could be easily
removed by taking off the side panels and
undoing the retaining straps. A gravity
tank was placed in the centre section of
the upper wing. The pilot was protected
from the slipstream by a V-shaped wind-
screen. The control column and rudder bar
were adjustable in relation to the pilot's
seat. The undercarriage was of a conven-
tional V-strut type, with the rubber-sprung
axle housed in a three-ply fairing. The
stearable tail-skid and many fuselage fit-
tings were taken from the S.E.5a. The air-
craft was armed with two synchronized
fuselage-mounted Vickers guns belt-fed
via chutes from the lower fuselage.
The wings were staggered and connect-
ed by four pairs of interplane struts with
wire cross-bracing. The two main spars
were of spruce spindled out to an I-section.
Most ribs were of lightweight spruce webs
and flanges, but the compression ribs inline
with the interplane struts were I-section
spruce. Ailerons were fitted to both upper
Nieuport Nighthawk prototype. Philip Jarrett and lower wings, hinged to false spars. The
181
POSTWAR DEVELOPMENTS OF WARTIME DESIGNS
engine, and it went into large-scale produc- Some of the undelivered airframes were Oxford and the Sopwith Cobham, the
tion towards the end of 1918, some subcon- rebuilt by the R.AE. These were initially Nieuport London was designed to be pow-
tracted with the Grahame-White Compa- fitted with the Dragonfly engine, and sev- ered by two AB.C. Dragonfly engines.
ny. However, the Dragonfly engine suffered eral were used for testing undercarriage However, whereas the others were intended
from dynamic unbalance and severe vibra- modifications (]2405), engine exhaust and as high-speed day bombers, the London was
tion, which generally led to mechanical fail- silencer system tests (] 2415) and in gener- designed as a night bomber. Design was
ure after just a few hours flying. These prob- al (]2413), endurance tests (]2414) and started by H.P. Folland in 1918, but the pro-
lems, which were not confined just to the parachute tests (]2416). Two of these totype (H.1740) did not fly until 1920.
ighthawk, led to the cancellation of most (]2405 and J2416) were later re-engined The London was a triplane, and was
of the Nighthawk production. with the Jaguar. Three others (]6925 to designed to be cheap and simple to con-
Some ighthawks were used for experi- J6927, now fitted with the 325hp Jaguar II struct. It was built entirely of wood, and
mental purposes; for instance, F2911 went or 385hp Jaguar III) joined Sopwith the number of metal fittings was kept to a
to Martlesham Heath for performance Snipes in service with No.8 Sqn RAF and minimum. The structural members were a
tests between June 1919 and February No.1 Sqn at Hinaidi in Iraq during 1923. mixture of deal, pine and cypress. Wooden
1920, H8553 went to Grain on 13 March pegs and dowels were used, and joints
1920 for flotation gear tests, and another were fastened with nails and brass wire.
The Nieuport London
was used for testing crash-proof fuel tanks. Most metal fittings were of pressed steel,
The type was obsolete by the spring of Like the contemporary Avro 533 Manches- and welding was kept to an absolute mini-
1923 and was withdrawn. ter, Boulton & Paul Bourges, the D.H. 11 mum. The rectangular-section fuselage
782
POSTWAR DEVELOPMENTS OF WARTIME DESIGNS
was formed of four longerons and spacers, Each wing spar consisted of two planks above the fuselage, and were rigged with-
the joints between them consisting of tri- of spruce about 1.25cm (Yzin) apart, with out stagger with a very simple arrangement
angular pieces of three-ply slotted in, glued the outer surfaces spindled out and joined of vertical struts. All the control surfaces
and fixed with wooden pegs. Load-bearing together by wooden blocks at load-bearing were horn balanced. To begin with, all the
areas were strengthened with diagonal areas such as the interplane strut attach- mainplanes were fitted with ailerons, but as
wooden strips. This structure was covered ments. The ribs were of a lattice construc- the aircraft proved to be responsive to the
with 6mm (!:lin) tongue-and-groove tion. Both the wings and tail unit were fab- controls, only those on the lower plane
boarding that was nailed in place and then ric covered. The twin-bay wings were were retained and the other wings rebuilt
covered in fabric and varnished. equally spaced, with the middle wing just and the control system much simplified.
The tail unit sported a curved fin, an angu-
lar rudder and an under-fin similar to the
earlier British Nieuport designs. All the
control surfaces were the same shape and
interchangeable. The wide-track undercar-
riage consisted of two single wheel units
positioned under the engine nacelles, with
each axle supported at the ends by two V-
struts, one attached to the wing spars and
the other to the lower longerons of the
fuselage. The tail-skid consisted of an
inverted A made of tubular steel, pivoted
about the cross-member and sprung with
rubber between the ends of the two struts
and the lower fuselage longerons.
The two Dragonfly engines were fitted
into streamlined nacelles and mounted mid-
way between the middle and lower wings.
Each engine plate was of a similar design to
the Nighthawk, but was positioned by
means of two pairs of Vstruts with the
apices joined to the front and rear spars of
the middle and lower wings. The oil tanks
were placed in the nacelles behind the
engines, but the two cylindrical fuel tanks,
each consisting of a main and a header tank,
were placed in the fuselage. It was intended
to build a second prototype, designated the
London Mk. II, to be fitted with Armstrong
Siddeley Puma engines in case the problems
with the Dragonfly engines proved insur-
mountable; however, it is unlikely that the
second prototype was ever built.
Nieuport London. Philip Jarrett Three seats were provided for the crew
of two, two of which were side by side just
in front of the mainplanes. If attacked, one
crew-member was expected to leave his
seat and make his way to the gunner's posi-
tion in the nose where the armament con-
sisted of a pair of Lewis guns mounted on a
Scarff ring. The machine was designed to
carry a load of nine 113kg (250Ib) bombs
arranged in sets of three.
By the time the first airframe was com-
pleted with the Dragonfly engines, the war
was over and no military orders were forth-
coming. Instead it was proposed to convert
the London into a transport aircraft with
accommodation for thirteen passengers, or
Nieuport L.C.1 Nieuhawk (K.151) with a 320hp A.B.C. Dragonfly engine entered for the more than a ton of mails or freight. But
1919 Aerial Derby; it failed to finish. Philip Jarrett development of the London ceased when
183
POSTWAR DEVELOPMENTS OF WARTIME DESIGNS
184
POSTWAR DEVELOPMENTS OF WARTIME DESIGNS
185
POSTWAR DEVELOPMENTS OF WARTIME DESIGNS
H8513-H8662: 150 N ieuport Nighthawk H8533 and H8553 were used, H8513- H8532, H8534 and H8544: Three Gloster
(320hp A.B.c. Dragonfly I) ordered from H8531 and H8546-H8552 were put in Nighthawk (Mars VI) (325hp Jaguar III or
Nieuport and General under contract no. store, H8532 and H8534-H8545 were 385hp Jaguar IV) under contract no.
35a/2739/C3053 dated 28 August 1918. rebuilt, H8555-H8662 were cancelled. 346773/22 to D of R Type I Specification.
HH8535-HH8543 and H8545: Ten
Gloster Nightjar (Mars X) (230hp Bentley
B.R.2) under contract no. 373763/22,
dated 8 January 1923 to RAF Type XX
Specification.
J2392-J2541: 150 Nieuport Nighthawk
ordered on contract no. 35a/3461/C.4064
dated 1 November 1918. J2392-J2416
completed, J241 7-J2461 cancelled but
completed as spares, J2462-J2541 can-
celled 15 April 1919.
J6801-J6848: Forty-eight Nieuport Night-
hawk ordered on contract nos 378663/20
and APT52332, reserved for rebuilds by
186
POSTWAR DEVELOPMENTS OF WARTIME DESIGNS
Macchi M.9his
submarine patrols. After the war the M.9
was exported to Spain and Brazil.
Engine: 250hp Isotta-Fraschini Y.6 The first civil N ieuport-Macchi machine
15.45 (50.69)
to appear was the M.9bis, a passenger ver-
Dimensions: Span, upper, m (ft)
Length, m (ft) 9.5 (31.2)
sion of the military aircraft with a four-seat
Wing area, sq m (sq ft) 44.57 (479.57)
cabin that was completely enclosed and fit-
ted with large windows, situated forward of
Weights: Empty, kg (lb) 1,100 (2,426) the wings. Most of these aircraft were fitted
Loaded, kg (lb) 1,620 (3,572) with the standard engine, but at least two
160 (l00)
were fitted with a 300hp Hispano-Suiza
Performance: Cruising speed, km/h (mph)
Maximum speed, km/h (mph):
engine built by Fiat under licence and des-
180 (112)
ignated the M.9ter.
at sea level
Service ceiling, m (ft) 5500 (18,000)
The final seaplane produced by Macchi
170 (106)
during the war was the M.12, designed by
Range, km (miles)
Buzio. It was intended as a fast, long-range
Endurance, hr 3
seaplane for unescorted bombing missions
and anti-submarine duties. It featured a
twin-boom rear fuselage. A passageway
R.A.E but not used. Postwar Nieuport-Macchi allowed a gunner to move from the front
J6925-J6927: Three Gloster Nighthawk Designs turret to a rear turret, which gave an unre-
(Mars VI) ordered on contract no. stricted view to the rear allowing coverage
340272/22, dated 13 October 1922. Nieuport-Macchi M.9 and M.12 from a stern attack. In 1919 the M.12bis
J6928-J6929: Two Nieuport Nighthawks, was produced, a civil version of the M.12
R.A.E rebuilds not taken up. The M.9 was a scaled-up version of the with the fuselage converted to give accom-
J6930-J6941: Twelve Gloster Nightjars M.8, with a six-cylinder 250hp Isotta- modation in an enclosed cabin for three
(Mars X) ordered on contract no. 373763/ Fraschini inline water-cooled engine and passengers.
22 dated 8 January 1923. improved armament; it was used for anti-
Postwar Service of Civil Nieuport-
Macchi Aircraft
Two civil conversions of the Nieuport-
Macchi M.3 were operated on the Swiss
lakes by Ad Astra Aero. CH 12 was burnt
at Lugano in 1922, and CH 15 was
withdrawn from use the same year. Three
M.9s were also operated in Switzerland:
CH 19 and CH 20 by Ad Astra Aero, and
CH 96 by Aero Lausanne. The latter two
were in fact M.9ters powered by 300hp Fiat
engines. One M.9bis was owned privately
in Italy and given the registration I-BAEG.
The Societa Italiana di Transporti Aerei
(or Sociedade Italo-Brasileira de Trans-
portes Aereos) briefly operated two Macchi
flying boats in Brazil. The Italians arrived in
Rio de Janeiro in November 1919 with an
M.7 and an M.9 together with a Caproni
1 bomber. The M.9 was destroyed when John
Pinder, formerly of Handley Page, made a
forced landing on a lagoon in South Cata-
rina whilst attempting to fly from Rio to
Buenos Aires. The M.7 was donated to the
Brazilian military on 2 November 1920.
187
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Cavanagh, R.L. The 94th and its Nieuports (US Cross 1910-1918 (Schiffer, 2000, pp.132-140). 2.12.11,1051; III, 154,9.12.11, ix; Ill, 156,
& Cockade, pp.193-222). Sili6, J.v. Aviones Espanoles desde 1910 (Aena, 23.12.11, 1110-4; IV, 158,6.1.12, vi, 8-9; IV, 178,
Cejka, Z. (ed. B. Klaeyle) Les Chasseurs Nieuport 1995, pp.32-3, 52-3, 82-3, 112-3,460). 25.5.12,473; IV, 192,31.8.12,799; IV, 202, 9.11.12,
Tchecoslovaques (Avions 94, Jan. 2001, pp.38-47; Stroud, J. European Transport Aircraft since 1910 1023-8; V, 210, 4.1.12,18, V, 212,18.1.12,76; V,
Avions 95, Feb. 2001, pp.42-7). (Putnam, 1966, pp.422-6). 215,8.2.12,148; V, 216,15.2.12,185-6; V, 221,
Corret, c.-A.J. L' Aeronautique Navale it Frejus-Saint- Sturtivant, R. and Page, G. Royal Navy Aircraft Seri- 22.3.12,339; V, 225, 19.4.12,430-1,432-9; V, 228,
Rapael, 1912-1995 (Ardhan, 1995, pp.12-44). als and Units, 1911-1919 (Air-Britain, 1992). 10.5.13,523; V, 237, 12.7.13,768-9; V, 243,
Cronin, R. Royal Navy Shipboard Aircraft Develop- Thompson, D. and Sturtivant, R. Royal Air Force 23.8.13,942-3; V, 244, 30.8.13, 961; V, 245, 6.9.13,
ments 1912-1931 (Air-Britain, 1990). Aircraft J I-J9999 and WWI Survivors (Air- 992; V, 256, 22.11.13; V, 258, 6.12.13,1331; V, 259,
Foxworth, TG. The Speed Seekers (Macdonald & Britain, 1987, pp.30-1, 182). 13.12.13,1349,1355; VI, 262,3.1.14,6-7; VI, 265,
Janes, 1975, pp.107-128). Villard, H.S. Blue Ribbon of the Air, The Gordon 24.1.14, viii; VI, 266,30.1.14; 113; VI, 272,
Frandsen, A. Nieuport 28, Broken Wings in the Pur- Bennett Races (Smithsonian, 1987, pp.l09-27). 14.3.14; 261-2, 267; VI, 273, 21.3.14,305; VI, 274,
suit Group (WW.l Aero 165, Aug. 1999, Woodman, H. The Russian 1912 Military Aircraft 28.3.14, viii, 332-4; XI, 570, 4.12.19,1191; XI,
pp.33-51). Competition (Windsock Intemational16, 4, 27.11.19,1524-32; XI1, 577,15.1.20, 65-7; XI1,
Frey, R.D. The Nieuport 28 Described (US Cross & Jul./Aug. 2000, pp.14-19). 592,29.4.20,467-70; XI1, 593, 6.5.20, 491-6; XI1,
Cockade 12, 2, summer 1971, pp.116-128). Woodman, H. Avions-Torpilleurs, Le Prieur's rockets 605,19.7.20; XI1, 615, 7.10.20,1055-9; XI1, 623,
Gentilli, R. and Varriale, P. I Reparti dell' aviazione (Windsock 10, 3, May/Jun. 1994, Albatros Publi- 2.12.201231-9; XII1, 543,21.4.21,276; XIll, 656,
italiana nella Grande Guerra (Aeronautica Mil-- cations, pp.8-14). 21.7.21,483,490-2; XII1, 667,6.10.21, 663; XIll,
itare, 1999). Woodman, H. Early Aircraft Armament, The Aero- 672,10.11.21,731.
Geust, c.-F. and Petrov, G. Camouflage & Markings of plane and the Gun up to 1918 (Arms & Armour
Russian and Soviet Aircraft until 1941 (Apali, 1999). Press, 1989). Windsock Intemational: Vol. 5, No.4, Winter 1989,
George, M. and Sheppard, V Russia's Air Forces in Woodman, H. Imperial Russia, manuscript undated. pp.24-6; 7,1 Jan./Feb. 1991,24-7; 8,1, Jan./Feb.
War and Revolution 1914-1920 Parts I & II, Wright, P. Herbert Rutter Simms (Cross & Cockade 1992, 12-15;8, 3, MaYnun. 1992, 24-8;9,4,
(Cross & Cockade 17,4,1986, pp.145-153 and Joumal13, 3,1982, pp.112-123). Jul./Aug. 1993, 14-15; 9, 5, Sep./Oct. 1993,36-7;
18,2,1987, pp.49-54). 9,6, Nov./Dec. 1993,24-6; 10,3, MaYnun. 1994;
Guttman, J. Nieuport 28 (Windsock Datafile 36, 12,6, Nov./Dec. 1996,7-8; 13, 1, Jan./Feb. 1997,4;
Albatros Publications, 1992). 15,2, Mar./Apr. 1995, 14-19; 16,3, May/Jun. 2000,
James, D.N. Gloster Aircraft since 1917 (Putnam, Periodicals 6-12.
1971, pp.68-88).
Jones, I. An Air Fighter's Scrapbook (1938, Greenhill The Aero: Vol 111, No.61, 20.7.10, p.57; III, 63, World War One Aero: No. 111, Sept 1986, p.31-40;
reprint 1990). 3.8.10,88; 111, 75, 26.10.10, 328; 111, 76, 2.11.10, 119, Apr. 1988, 14-16.
188
Index
Abakanowicz, Lt P. 128 Ashenden, 2nd Lt J. 157 Esc. N.95 91 Beare, Fit Lt S.G 100 Brocaurt 81 Chiaperotti 133-5
A.B.C Dragonfly engine 15, Asiago 134 Esc. N.96-N.102 92 Beauchamp, 1st Lt O. 15 I Broili 138 Chile 154
181-3, 186 Astra 11, 28 Esc. N.103 43, 82-3, 92 Beersheba 96 Brusilov, Oen 116 Chiri 142-3
Abd-el-Krim 12, 169 Astrakhan 122 Esc. N.I12 83-4, 92 Behonne 87 Buc 8, 105 Chita 130
Abeele 99 Ateliers d'Aviation R. Savary Esc. N.124 81-4, 87-90, Belgian Seaplane Trial, Tamise Bucharest 103, 119 Cintre, LV A. 78, 95
Ackermann, Obit R. 157 et H. de la Fresnaye 11, 92 sur Escaut 1913 24 Bucovini 120 Ciotti 139
Ad Astra Aero 187 47-8, 107 Esc. N.150-N.162 92 Belgium 48, 166 Bugulma 124 Cipriani 132
Adams, Fit Cdr S. 103 Atkinson, Maj A.M. 65, 151 Esc. N.311 85,92 Belgrade 153 Buk 100 Ciprianisca 138
Adlge 85 Attili 138 Esc. N.312-N.314 92 Bell-Davis, Fit Cdr R. 99 Bulgaria 95, 158 Circuit d'Anjou 1912 19
Aegean 99-100 Aubry, Capt 77 Esc. N.38? 92, 121 Bellina 141 Bureau of Commissars for Circuit de l'Est 8
Aenne Rickmers (see HMS Austin Osprey 181 Esc. N.391 92, 121 Belluno 137 Aviation and Circuit of Britain 1911 21
Anne) Austria-Hungary 14, 78, 119, Esc. N.392 85, 92 Belofastov, Capt 116 Aeronautics 121 Circuit of Europe 1911 21
Aerial Derby: 131,141 Esc. .523 92 Belorussia 121-2 Buriago 141 Ciselet, 2nd Lt CE.L. 154
1919184 FLGI 139 Esc. N.531 92 Bembridge 95 Burke, Maj C.J. 94 Citroen 7
1921 171 Flik 2 133-4 Esc. N .561 92 Bentley B.R.2 engine 15, Buscaylet 11, 165 Cizeck 7
Aero Club of America 8 Flik 11 142 Esc. N .562 92 181,184 Busche 138 Clauriano 132
Aero Lausanne 187 Flik 12 134, 137, 139, 142 Esc. N.581 92, 115 Berchem Ste Agathe 98 Buzcacz 115 Clerget engines:
Aero-Club de France 8 Flik 15 137 Esc. Sherifian 12 Bergen, Ens L.J. 153 Buzio, Felice 13, 14, 139 110hp 95
Aero-Club of France Grand Flik 16 136 Esc. Spa 37 165 Bernaldez, Lt E 157 7Z 80hp 71, 82, 96
Prix 22 Flik 19 133, 135 Esc. Spa 68 149 Bernard, General 23 Cabruna 142 9B 120j130hp 34,49-50,
Aeromarittima 75 Flik 23 137 Esc. Spa 81 165 Bernard, Jean 171 Cachy 43, 81, 88 54,56,59, 106, 118
Aeronautique Militaire 11, Flik 28 136 Esc. Spa 93 165 Berthelot, Gen H. 119 Cadzand 103, 155 9Z/110hp 45,50, 83, 106
178 Flik 32 139, 142 Esc. Spa 581 115 Bessarabia 120 Caffyn, Lt CH.F.M. 48 lIE 200hp 64, 159-60
Aeroplane Experimental Flik 35 137, 139 GB.183 Besson, FSL E 99 Calais 102 Cochran-Patrick, Capt CJ.K.
Station, Mardesham Flik 55141 GB.280 Biansizza 143 Callan, Lt Cdr J.L. 152 104
Heath 53 Flik 56J 142 GBA 88 Siego di Costa Bissara, Calori 139 Collier, T. 157
Aiello 139, 142 Monarch 145 GC11 82-3 Constantino 13 Calshot 95 Columbia 154
Air Battalion Royal Engineers Wien 145 GC12 82-3, 88 Bir EI Abd 97 Calzavara 14 Columbian Escuela Militar
93 Aviaclon Militar 166 GC.13 83, 89 Birk igt, Marc 176 Campanaro 141 de Aviacion 154
Aireo: Aviano 143 GC22 85 Bizerte 78, 178-9 Campbell, Sgt A.C 89 Comazzi 132
DH2103 Aviatik 87-8 GC Cachy 80-2 Black Sea 122, 158 Campbell, Lt D. 65, 148-9 Comina 135-6, 139, 143
DH4 105, 122 Aviation Competition 1911 9 GCChaux 84 Black Sea Air Division 119 Campo de la Autora 155 Commissar for National
DH.9j9A 123 Aviation Maritime 26, 34, GC de la Somme 82-3 Black Sea Fleet 117 Campo dos Afonsos 154 Defence 121
DH.11 Oxford 182 48, 52, 77-80, 85-6 GC Maizeville 80 Blanchis 143 Campoformido 131-4 Compagnie Generate
Aircraft Disposal Company 15 Esc. 313 47 I'Escadrilie Americaine Blankenberge 102 Canakkale 158 Transaerienne 11
Airship A.l 153 Esc. de Chasse Terrestre du 87-90 Bleriot aircraft 11, 21, 28, 109, Canziano 13 7 Concours International,
Aisovizza 132 Centre d'Aviation l'Escadrilie Lafayette 82, 119,131, 133, 158, 165 Cape Verde Is 179 Madrid 168
Ajaccio 77, 179 Maritime 85 87,90,149 Bleriot-Spad 12 Caproni aircraft 131, 133-4, cone de penetration 34, 58
Albania 136, 140 Esc. de Port-Said 78-9 Regiments d'Aviation 165 Biery, Capt P. 120 135-6, 140, 153, 166 Conner, Capt D.G. 94
Albatros 100, 139, 142, 145 Port Said Detachment 10 Aviation Miliraire Beige 37, Blida, Algeria 7 Carabelli 142 Consonni 135
D.1\I89 Aviation Militaire 11,34,37, 153-4 Bolling, Col R.C 147 carboliseur 59 Constantini 143
D.Va 148, 152 43,48,50-1,64,77, 1 Esc. de Chasse 153 Bolognesi 138 Carr, Capt 122 Construzione Aeromarine
seaplane 144 80-7, 102, 121 5 Esc. de Chasse 153 Bolsena flying school 153 Carso 132 SA 14
Aliperta 142 Esc.e-l0 167 10 Esc. 166 Bolshevik Revolution 121, 126 Casablanca 169 Consrruzioni Aeromarittirne
Alkan, SgtMec 38 Esc. Cigoglles 48 Compagnie des Aviateurs Bolzano 138 Casale, Lt J. 163, 169, 172, 76
Alkan gun mounting 38 Esc. d'Athene 49 153 Bonavoglia 144 179 Coppens, Willy 41, 54
Alkan synchronization gear Esc. de I'interior 85 Esc. I 153 B6ne 78 Caseina Bianca 134 Corbett, Sub-Lt The Hon
103-4 Esc. de Mestre 82 Esc. 11 153 Bone, FSL J.T. 98 Cascina Farello 134-6, 138-9 A.C 102
Alkyon 154 Esc. MS.12 38 Esc. III 153 Bone, Fit Cdr R.J. 99 Caselli 136 Corfu 86
Allasia 139 Esc. MS.26 31 Esc. IV 153 Bonifacio 78 Casgrain, Lt W.V 150 Connon 143
Allied Military Commission Esc. MS.38 11 Franco-Belgian Esc. 153 Borel, Duperon, Niepce et Caspian Sea 122 Corsi, Roberto 13
125 Esc. N.3 80-3, 90, 116 Avro 533 Manchester 182 Fetterer 11, 171 cassserale d' helice 47, 51 Cortesi 144
al~Masri,Aziz 131 Esc. N.5 82 Borgnano 138-9 Castenedolo 141 Coupe Beaumont:
Alonso, 1st Lt $. 157 Esc. N.12 10,23,77,80-1, Bacalan flying school 11 Bortashevich, vv. 16 Castle Bromwich 101 1924 177
Altschuller 7 83,90 Bacula 144 Bo"esti 120 Cattaro 153 1925 12
Ambrogi 83 Esc. N.15 80-3, 88, 90 Baftalovsky 116 Boston Meeting 1911 22 Caudron 77-8, 119-20, 169 Coupe Deutsch:
American Expeditionary Force Esc. N.23 80-3, 90 Bainsizza 137, 143 Boulton & Paul: G.3 10, 82, 133, 136 191968, 170
(AEF) 48, 64, 71, 147-53 Esc. N.26 81-3, 90 Baklanov, Lt P. 128 Bobolink 181 GA 80, 99, 139 1921 11,168,174
Amiots-SECM 12 Esc. N.31 82-3,90 Baldock 94 Bourges 182 Cavazzo Carnico 137 1922172, 174
Amman, Enrico 13 Esc. N.37 80-4, 90 Ball, Albert 48 Bournemouth 170 Cazeaux School of Aerial Coupe Gordon Bennett:
Anatra 11, 16, 114 Esc. N .38 82, 90 Balloon Factory, Farnborough Bowden cable 81 Gunnery 118 19108
Ancillotto 141 Esc. NA8 82-3, 90 28 Boyau 83 Celle-sur-Ouese 21 1911 19,21
Ancona 145-6 Esc. NA9 82-4, 90 Baltic Fleet 117 Brack-Papa 171, 174 Cena 144 1913 20
Andriani 132 Esc. N.57 81-3, 90 Bands, FSL G.K. 100 Brandenburg C11I4, 120, Central Powers 95, 112 191430
Angista 100 Esc. N.62 82-3, 90 Baracca 133, 136-7, 139 133-9, 142, 146 Centre d'aviation maritime, 1920170
Anilite bomb 43 Esc. N.65 81-4, 88, 90 Baracchini 139 Brasov 119 Saint Raphael 77 1921 171
Ans 153 Esc. N.67 80-3, 91 Barattini 134 Bray Dunes 98 CEPA 167 Courcelles 171
Antivari, Montenegro 78 Esc. N.68 83, 91 Barbasi 120 Brazil 52, 154 Cephalonia 78, 97 Courtney, Sqn Ldr CL. 50, 54
Antoinette 7 Esc. N.69 81-3, 91 Bar-Ie-Due 81,87 1 Companhia de Parque de Cerutti 141-2 Cowdin, Sgt Elliott 101
Amani flying school 12 Esc. N.73 82-3, 91 Barrault 171 Aviacao 154 Cevignano 137, 139 Cowes Roads 170
Aquilino 143 Esc. N.75 83-4, 91 Barrington~Kennet, Lt 93-4 Destacamento de Aviacao CFS Upavon 93, 101 Cox, Fit Lt G.A. 103
Arbuzov, 2nd Lt 124 Esc. N.76 91 Barthelemy de Saizieu, LV L. 154 Chalons-sur-Vesles 77 Coxyde 153-4
Arcade 143 Esc. N.77 91 95,97 Escola de Aviacao Miltar Chambe, Capt R. 120 Craiu, Lt V 120
Archangel Ill, 121, 129 Esc. N.78 83-4, 91 Bassio 144 154 Chambers, Lt Reed 65, 148 Craonne 77
Arensburg 117-18 Esc. .79 83, 91 Battle of Caporetto 139-40, Breguet aircraft 77, 93 Champaigne 80 Crombez, Lt H. 153
Argeev, Staff Capt Pavel Esc. N.80 83-4, 91 142-3 XIX 165 Chantiers Aero~Maritimes de Cuatro Vientos 157
113-15 Esc. N.81 83-4, 91 Battle of Champagne 84 Breguet-Michelin 119-20 la Seine (CAMS) 12 Cucchetti 138
Argenteuilll1,169-70 Esc. N.82 84-5, 91 Battle of Chemin des Dames Brenta 85 Chapman, 2nd Lt Cw. 148 Cunnungham, Lt 150
Argentina 154, 166 Esc. N.83 84, 91 84 Bretagne 86 Chapman, Sgt VE. 87 Curtiss 171, 175
1 Gruppo de Aviacion 166 Esc. N.84 84, 88, 91 Battle of Guise 77 Brimont 77 Chasserias 169 D-IA 600hp engine 174
Argyropoulos, E. 24, 154 Esc. N.85 84, 91 Battle of Ortigara 136 Brindisi 144-6 Chasserio 24 D-12 450hp engine 174
Armee de l'Air 172 Esc. N.86 84, 91 Battle of Piave 140-2 Briscol Jupiter engine 15 Chilteauroux 165 flying boat 144
Armistice 126, 146 Esc. N.87 91 Battle of the Somme 80, 83, British Air Mission to Japan Chaudun 89 R-6174
Armstrong Siddeley: Esc. .8889, 91 100,103 184 Chauviere propeller 56 Czechoslovakia 123
Jaguar 182, 184 Esc. N.89-N.91 91 Bartle of Ypres 90 British Aviation Commission Chaux 84 1 Aviation Detachment 123
Puma 183 Esc. N.92 82, 85, 91 Baudry, Fit Lt R.G.A. 102 106 Chelna station 124 2 Aviation Company 125
Arrigoni 138 Esc. N.93 11,84,91 Bazaine, Leon P.M. 11, 13 British Nieupoft (see Nieuport Chemin-les-Dames 90 3 Czech Division of
Arsie 142 Esc. N.94 83, 91 Beardmore 34, 101 & General Aircraft Co) Cherdakhy station 124 Fusiliers 125
189
INDEX
Dakar 179 Egyptian Survey Department Foudre 77-8, 95-6 Great Britain (see also RFC, Imperial Army Air Service 263" Sqd 145, 153
Dallas, FSL R.S. 102 96 Jean Bart 86 RNAS, RN) 10 110 265' 145, 153
Dalmatian coast 145 Ekaterinbourg Offensive 124 La Bretagne 167 Greece 154, 184 Imperial Russia 109 288" Sqd 145
Daly, FSL 1. de B. 99 Elettro~Ferroviera 11, 37 Liamone 78 1 Flying Sqn 154 1nce, FSL AS. 98 290" Sqd 146
Dardenelles 78 Eleventh Battle of the 1sonzo Montcalm 97 531 Mira Sqn 154 Industrie Meridionali 14, 76 292" Sqd 146
Darracq engines 8, 17 138 Franco Tosi factory 153 A Aircraft Sqn 184 Innes-Kerr, Capt Lord Robert Centro Formazione Sqd eli
Darracq~Coatalen 12A Elliott, 1st Lt E. 150 Freidrichshafen FF33 99-100, E Fighter Sqn 184 102 Arcardia 138-9, 142
450hp 179-80 Emaillite dope 178 118 Grigorovitch International Michelin Cup Gruppo Difesa Aerea
Daugherry, E. 152 Emery Rogers & Co 152 Fry, Lt W.M. 48 M.9118 1913 23 Veneto-Emilia 143
Davis, 2nd Lt P.W 149 Enisei river 122 Fulton, Capt J.nB. 93 M.15 118 lordan, Y.Y. 112 Masse de Caccia 140-2
Dayton-Wright 171 Epiez 148 Furniss, FSL H.A 100 Grisolera 142 lrben 117 RN EuroJ)a 144-6
De Bernardi 135 Eppeville 89 Grudziadz Advanced Pilot's Isle de la Jatte 11 Sezione Defesa Bologna
De Biasi 144 Erna river 121 Gadda 142 School 129 Isles de !.erins 77 143
de Carolis 135 Eschwege, von 103 Galassi 142 Gruppo ldrovolanre cia Isola di Artuto 143 Sezione Defesa Brind isi
de Caumonr La Force, Lt 7-8 Escuela de Aviaciofon Militar Galbraith, FSL nM.B. Caccia 146 Isola di Gorgo 145 143-4
de Chaestret de Haneffe, 2nd 24 102-3 Guadaljara 157 Isola Morosini 132 Sottogruppo Aeroplani di
Lt Baron P.L.M.G. 154 Escuela de Peu 24 Galician From 103 Guatemalan Cuerpo de !sonzo river 131 Borgnani 143
de Courcelles, Adj Henri 53, Espanet 9, 22-6 Gallipoli 95, 97, 100 Aviacion Militar 155 !sotta-Franchini engines: Sqd Idrovolanti di Varano
57 Esposti 139 Galyshev, Capt 118 Gude, 1st Lt O. 149 150hp 14 145
de Jong 7 Estienne, Col 9 Ganfardine 141 Guglielmi 139 V4B 160lip 72 itoh Tsurubane No.2 156
De Laage de Meux, Lt Alfred Estonia 126 Garos, Roland 9 Guierre, LV Georges 85 V6 250hp 75-6
87-9 Estonian Aviation Company Gasson, FSL C.B. 95 Guillaux, E. 101 1ssy-les-Moulineaux 10, 11, Jacob, Fit Lt A.EE 103
de Laborde, LV 78 126 GAZ No.1 factory 16 Guillot 9 165 Jacques Schneider Cup 1913
de l'Escaille, LV 26, 77-8 ~tampes 9 Genet, Sgt E.C.C. 89 Gulf of Aqaba 96 lstrana 13 7-8, 140, 143 26
de Lettenhove, 2nd Lt Eteve gun mounting 34, 41 Gengoult 148-9 Gulf of Finland 122 1raly 10,14,60,74,131,166 Jaeger~France 13
Kervyn 154 Euler 37 Genoa 152 Gunnery School, Eastchurch Ispettorato Difesa del Japan 10, 155-6, 166
de Marmier, Lt F 57 Evampliev, N.N. 118, 122 Gentili 137 107 Traffico Nazionale 146 Air Regiments 166
De Martini, Giovanni 13 Gerard 144 Gusev, Lt 124 Ispettorato Sommergibili Army Flying Schools:
de Meulemeester, Lt A.E.A. Faber, Ltz K. 100 Germany 78 Gusiatina lIS ed Aviazione 75, 152 Kagamigahara 156
154 Fairey lllC 123 Breslau 78 Gustin 7 Regia Aeronautica 14,146 Tokorozawa 156
de Romanet 170-1, 174 Falkenhain 81 Fl. Abt(A) 46b 148 Guynemer 11, 48, 83 Regia Marina 140, 144 Army Supply Depot,
De Rossi di Santa Rosa 132 Fancello 142 Fl. Abt(A) 242 148 Sezione per la Defensa eli Tokorozawa 155
de Turenne 83 Fargo Bottom 94 Goeben 78 Haapsala 126 la Spezia 146 Jdersko 143
ele Vergnette de la Motte, Lt Farman 10, 11, 77, 88,123, Jasta4150 Habillon, QM 85 P Flottiglia Aeroplani 23, Jensen, Keith 68
Col 119 131,136,141,144,165 Jasta 10 150 Habsheim 88 131 Johnson, Adj c.c. 89
Dedulin, Ens Alexander VUllO Jasta 25 99 Hall, Adj W.B. 87 1" Gruppo Sqd di Artilieria Jurkiewicz, Lt A 126
123-5 XVI III Jasta 64148 Hall, J.N. 148, 150 . 133
Delage, LV A. 95-6 XXll111 JGl150-1 Hammann, Ens C.H. 153 l' Sqd Caccia 133-4 Kacha Field 109, 114
Delage, Gustave 9-13, 30, 30123-5 Spring Offensive 1918 108 Hampson, AMI A 99 l' Sqd ldrovolante 145 Kacha fighter school 16
55, 161, 175 Farman, Henri 7 Germonville 174 Handley Page 106 1" Sqd N ieuport 131 Kama river 122
Delesalle, Sous-Lt 85 Farman, Maurice 7 Gerrard, Capt E.L. 93 Handley-Page, Sir E 15 2' Gruppo Sqd di Artilieria Kantara 97
Dell'Oro 139 Farnborough 94, 108, 181 Gerrard, Ft Lt T.EN. 102 Hanek, Sgt E 125 133 Kapferer, Henry 11
Denikin 119, 123, 129 FBA 80, 145-6, 152-3 Glielfi 135 Hanriot 12, 27, 174 2" Sqd Bleriot 131 Kataloi-Tulca 119
Depasse, Henri 7, 19 Feber, Ferdinand 7 Ghidotti 13 7 12 167 2" Sqd Caccia 133-4 Kavalkin 60hp engine 23
Deperdussin 20, 93, 158 Fedoseev, Lt 119 Ghizzoni 136 HD.1 14,139-44,154 2<1 Sqd Idrovolanti di Kazakov 122-3
Type Xl9 Felice, Carlo 13 Giacomelli 143 HD.286 Grado 153 Kazan 124
Desbordes 7 Felix, Cdr 28 Giammarco 132 seaplane 146 3" Gruppo Sqd di Artilieria Keeble, FSL 99
designation systems 6 Feltre 142 Giannotti 142 Happe, Capt 87 133 Keller 139
Destrem, EV 26, 77, 78 Fequant, Philippe 88 Gibraltar 78, 157 Hapsal118 3" Sqd ldrovolante 145 Kent, L.M. 95
Deullin 11, 83 Fere~en~Tarnenois 151 Gigli 143 Hartney, Maj H. 151 sa Sezione da Difesa 143 Kerensky 113
Deutsch de la Meurthe , Fernando de Norhona Is 179 Gilewicz, Lt J. 126-7 Hatfield 94 5" Sqd N ieuport 131, 133 Kiliya 119
Henri 9, 11,28 Fiat 174 Gilsher 2nd Lt J.Y. 116 Haviland, Lt Cdr WE. 88-9, 6' Sqd Nieuport 131-2 Kim, Jnr Lt 119
Dewoitine D-1 166 25.4mm cannon 75, 145 Giori 135, 137 153 l' Sqd Artilieria 144 Kindyakouka station 124
di lmolesi 137 A.10 engine 14 Giovine 132 Hazet radiator 41 l' Sqd N ieuport 131 Kirsch, Georges 7, 11, 171-2,
Di Moriago 142 Fifth Battle of the !sanzo 134 Giro Aerea di Sicilia 146 Heinrich, Lt W 150 8" Sqd Nieuport 131-3 174
Diderot 86 Filippov, Y.N. 118 Gloucestershire Aircraft Heiro 150lip 72 25" Sqd 142 Kirschbaum, Gef 149
Dixmude 102 Finland 48, 154 Company 15 Helen, Emmanuel 19, 22 32' Sqd 133, 136, 144 Knopp, Vikror 123
Dobrova 136 Lento~osasto 2 154 Gnome engines: Hendon 106 35" Sqd 133, 136 Kokorin, Ens 115
Dollfus, Lt 98 First Aeronautical meeting 50hp 93 Hengst, Ltn 149 31' Sqd 141 Kolchak, Vice Adm A. Y.
Domesnes 117 1922, Dubendorf 157 70hp 16, 94 Henri Farman aircraft 9, 119, 41' Sqd 144 117, 124
Don Muang 156 First Balkan War 154 160hp 24 153 50'Sqd 141 Komorowski, Lt W 126
Donadio 142 First Battle of the !sanzo 132 180hp 64 Herbert, Capt T.R. 96 61" Sqd 141 Kosice 125
Donne 11,83 First Pursuit Group AS 9N 165hp 159-60 Herrare, Capt 157 70" Sqd 133, 135-7, Kozakov, Staff Capt
Dornberg 134 148-51 Monosoupape 160hp 33, Heurtaux 11 139-40,143, 166 Alexander 33,113-14
Dover 98 Fiume 134 67, 148 Hinkle, Sgt E.E 89 71" Sqd 134-7, 141 Koziatyn 129
Dover Patrol 99 Fleischer, Ltn R.A. 151 Gobe, Armand 7, 9, 22, 24 Hiouthulst Forest 85 72" Sqd 140-1 Krakow Pilot's Scliool 128
Doyen, Professor 9 Fokker 100 Goggins, QM].L. 153 Hirschauer, Gen 10 73" Sqd 136, 140-1, 144 Krasnoe-Selo Ill, 117-18
Dragnaeuusti 103 D.Vll 71, 150, 152 Gamel 122 Hispano~Suiza 54 74' Sqd 140-2, 166 Kronstadt 121-2
Dragusanu, Sub~Lt M. 120 Dr.l52 Gonde, Capt M. 120 150hp 41, 44-5 75" Sqd 135-7, 140-1, Krumian 144
Droglandt 101 E.1ll37, 81, 87-8, 102, Gannet & Wilock 179 180hp 166 144,166 Kruten, Capt Evgraf 113,
Du Dare, Capt 64, 151 120 Gordesco 139 200hp 42 76" Sqd 135, 139-40, 143, 115
Dubonnet, E. 179 Folland, H.P. 15, 181-2 Gorgupi 154 220hp 43 166 Kuivast 118
Dura degli Abruzzi 152 Fonzaso 141 Gorizia 134, 143 250hp 44 77' Sqd 135-9, 142 Kurtz, 1st Lt P.B. 149-50
Dudular 144 Fornagiari 138, 143 Gorha 85 300hp 160-1 78" Sqd 135-9, 141, 143
Duliamel, Robert 11 Fort Douaumont 40 Gourdou: 8Aa 175hp 42 79"Sqd 137-41 La Ferte-St-Aubin 11
Dukinfield-Jones, A. 99 Fortam 179 180170 8b 178-9 80" Sqd 13 7, 139-40 La Societe Generale d'Aero-
Duksfactory 11, 16, 23, 33, Fossalunga 138 manop lane 169 12Ga/b/12Hb 176-7 81" Sqd 139-41, 143 locomotion 7
37, 111-12, 117-18, 129 Foster gun mounting 47, 104 Gradis 11 V-12176 82" Sqd 136-7, 139-40, La Spezia 78
Dumoulin, Fran<.;oise 7 Fougier 142 Gradisca 131, 13 7 Holland 48, 103, 155 142 Ladoga lake 122
Dunkerque 47, 54, 98-100 Foulois, Brig Gen B. 65,148, Grado 144-5 Luchtvaart Afdeling 155 83" Sqd 136-7, 139-42, Lagarina valley 134
Dunn, Capt EG. 57 151 Graham, FSL C.W 98 Hondsschoote 153 144 Lago di Caldonazzo 141
Dunne D.8 28 Fournie, LV 77 Grahame-White, Claude 22, Hoover, Lt W. 150 84" Sqd 137, 139, 142, 166 Lago di Doberdo
Dunne, Lt J. W 28 Fox, Lt 94 94-5 Hoper, FSL K.Y. 99 85" Sqd 136, 140-1, 144 Lago di Pietra Rossa 132
Dunwoody, Col. 152 France (see also Aviation Grahame-White Co 182 Hoskier, Sgt R. W. 89 86" Sqd 140 Lagoda, Sgt C. 129
Dupre, Sgt 149 Maritime, Aviation Grall, QM H. 95-6 Houthem 153 90" Sqd 139 Lake Barawil 97
Durazzo 144-6 Militaire) 95 Gran Premio d'italia Hudson, 1st Lt D. 150 91' Sqd 137, 139-40, 166 Lake Drisviaty 114
Duval, Gen 86, 162 Aeronautical Corps 28 d'Aviazione, Brescia Huffer, Major J. 65, 151 108" Sqd 144 Lake Scutari 78
Dvina river 118, 122-3 Military Aeroplane Trials 1921 171 Hungary 155 110" Sqd 144 Lamblin radiator 164, 168,
1911, Reims 21 Grand Prix de Monaco 1920 8 Voros Repuloszazad 122" Sqd SAML 144 170-1,175,179
Eastchurch 21, 28, 99 Military Manceuvres: 179 155 139' Sqd 144 Langley Field 152
Eastchurch Naval Flying 1911 9 Grand Prix d'Hydroaero~ Hunt,J.151 24l"Sqd 146 Larissa 154
School 93 191277 planes de Monaco 1913 Hyde, 2nd Lt E.P. 100 242" Sqd 146 Larkhi1l93
~chagUe, O. 157 1913 77 25 251" Sqd-259" Sqd 145 Lasne, Fernand 11, 171-2,
~cole Polytechnique 7 Navy Competition 1913, Grande Semaine d'Aviation 1\'ya Muromets 129 260" Sqd 75, 146 174
Ecole Superieure d'Electricite St Malo 24 de Reims 8 1mbros 95, 98-9, 100, 103 261"Sqd 146 Latham, Hubert 7
7 Campinas 78, 97 Grappa 141 lmolesi 141 262' Sqd 146 Latvia 125-6
190
INDEX
Laurent~Eynac. Victor 12, Marchal, Capt A. 36, 178-9 Nakajima 155 180hp lorrnine Dietrich Northern Aircraft Flying Pola 145, 153
172 Marcon 142 Hei .1 155, 166 41,43 School, Windermere 95 Poland 126-9
le Bourget 172 Mariakerke 102 Ko.I156 200hp Hispano-Suiza 42 Norton, FSl E.W 99 I Aviation Sgn 126-8
le Gall 97 Marr, Sgt K. 89 Ko,} 58, ISS, 166 1910 monoplane 17,23 Novelli 139 2 Air Regiment 128
le Garrec, QM 85 Martin, E. 152 K04166 lI/lID/lIN/lIG 17-19,23, Novocherkassk 116-18, 129 4 Aviation Sqn 126-7
le Panne 98 Martin, 1st It R.e. 151 Type 91 166 94, 108-10, 154, 157 N ovoross i tsk 123 5 Aviation Sqn 127-9
le Ptieur, It Y.P.G. 39 Martinsyde: Nancy 80 ll1 20 Novyi Peterhof 122 6 Aviation Sqn 127
le Ptieur rockets 39-40, 48, e.1 Buzzard 162, 167 Nannini 135 lV/IVG/IVM 16, 19-24, No\Vo~Swieciany 127 14 Aviation Sqn 128-9
88,136, 141-2, 144 Semlquaver 171 Napier Lion 184 77,93-5, 109-11, 116, Nungesser, Sous-lt e. 40, 48, Szyrinkin Sgn 128
le Rhone engines I07, 155 Martlesham Heath 181-2, 186 Nardini 138, 143 154, 156-7 50,59,83,87 Polock 128
9C/80hp 31,37-8, 4I, 49, Marvin, FSl J.D. 99 NAS Hampton Roads 152 VI 24-6, 77-9, 108, ISS, Ponnier 20, 158
51-3,71,83,133, Mary, A. 161, 174 Nasta, Sub-lt E. 120 158 Oberndorf 88 Pont~a~Mousson 148
147-8, 167 Masala 142, 144 Natale 143 X 26, 77-80 Odessa 103, 119, 123, 129 Popescu, Sub-lt M. 120
9Da/90hp 51 Masson, FSl D.H. 87~, 103 Navarre 11 XI27 Odessa Aviation School 116 Popov, 2nd It 127
9J/llOhp 33, 38, 41, 45, Matecki, ltJ.I27 Nederlandsche Automobilen Xll127~ Oeffag ClI 116 Porcelengo 142
47~,50-l,53,61, 117 Maugham 176 Vleieguigfabriek 'de Vitesse' 19 Oezellsland 118 Pordenone 132-4, 142
9Jb/120/130hp 33,49,55, Maurice Farman 11 14,82 Trompenburg 155 Destroyer 24 Okhremenko, SLT Y.M. 118 Port Said 97
118,123, 127, 147~ 40119 Nelidov ,2nd It A.A. 118 f10atplanes 9, 10,24-6,29, Okna 116 Portal, Sub-lt R.H. 100
9N/170jhp180hp 67, 159, ME7 ISS Nelli 143 95~ Oleis 142 Port-au-Prince 8
167-8 Maxim machine-gun 112, Nesbizh 115 monoplanes 9,22,93,131-3 Olieslagers, 2nd It J. 153-4 PortO Corsini 72, 144-6,
lebedl2118 114 Nice 78 'Obus' 20, 23 Olivern 136 152-3
lebedev, V.A. 16 Maxwell, It Gen Sir John G. Nicelli 141-2 Pusher Seaplane 28-9 Olivieri 142 Portugal 156
leblanc 21 95 Nicholas 11, Tsar 113 S 179-80 Olomouc Aircraft Works 125 Escola de Aeronautica
lecointe, Sadi 170-7, 179 Mazio, Capt 131 N ieuporr, Charles 7, 9 single~seat scout prototype Olympia Show: Militar 156
ledger 97 McConnell, Sgt J.R. 88-9 N ieuport, Edouard 7, 21 58 1911 19 Escuela Militar de Aviaco
Legagncux, Maurice 9 McCook Field 148 N ieuporr advertisement 8 Triplanes 52-4, 108 191426 156
Legion d'HonneuT 9 McElvain, 1st It e. 151 N ieuport & General Aircraft Nieuport engines 19,94 Olympiad 1920 170 Potamos 86
legros, E 57 McReady, It 172 Co. 15, 106, 171 Nieuport-Astra 10, 11 Omizzolo 142 Potez II, 165
leman 114 Medaets, 2nd It M.P.A.J-B. B.N.115, 180-1, 186 Nieuport-Delage: Omsk 125 Powles, FSl G.P. 103
Lcml10s 95 154 Goshawk 186 165hp Gnome 9N Onega lake 122 Prevost, Maurice 20
leningrad 129-30 Medana 141 london 15, 182-4, 186 prototype 159-60 Opcina 134 Prieditis, Sgt J. 126
Leonardi 142 Medeuzza 133 Nieuhawk 184 170hp le Rhone protorype Orlov, 2nd It Ivan 116 Prince, Adj FH 88
les Moeres 154 Meinikov, N.S. 122 Nighthawk 15, 181-2, 184, 159 Orly 65 Prince, Sub-lt N. 87-13
letaI'd 11, 165 Meissner, 1st It J. 149, ISO, 186 200hp Clerget 11 F Ostende 103, 153 Programme des Avions
Levasseur 165 151, 152 Nightjar 15, 184-6 prototype 159-60 Otranto 145 Nouveaux 161
Levasseur 549 propeller 56 Melc, 2nd It 124 Spartowhawk 184 240hp lorraine-Dietrich Ots, Ens]. 126 Prokofiev, It AN. (see
levasseur, QM J. 78,95 Mele 141 Nieuport aircraft: prototype 159-60 Seversky)
Levavasseur, Andre 7, 11 Melilla 167 1010, 11, 14,30-33,36, 275hp lorraine-Dietrich Packhard-lepere 172 Proscini 134
lewis gun 34, 36, 39, 41, 43, Meller, YA. 16 52,80-1,98, 102, 112, prototype 160-1 Padova 138, 141 Prosecco 136
47~, 50-I, 81,104, Mellone 143 114,116-17,121-2, 300hp Hispano-Suiza Palestine 95 Protopopescll, Capt S. 120
118,127 Meulan 179 124, 129-30, 133-4, prototype 160-1 Palpacelli 141 Pryjamino 128
Liepaja 125 Middle East 106, 108 146, 153-4 380hp Biplane 168 Palyvestre 168 Przemysl 127-9
Lincoln, G. 152 Mihail, It G. 120 11 11, 14, 16,37-39,41, 29 159-67 Paraquay 154 Punta Sdobba 139
Lithuanian~Belorllssian front Mikhailovich, The Grand 80-2,87,98, I02-3, 29 seaplane racers 169-70 Paris 8
128 Duke Alexander 109 108,112-13,115-16, 29B-1 159, 168-9 Paris Salon: Rabenfds (see HMS Raven 1/)
Lloyd 125 Mikhailovskaya station 124 119-21, 126, 130, 29bis 159, 168 1911 22 Royal Aircraft Factory:
Lloyd e.1I1 134 Military Aviation Laboratory, 135-9, 142-3, 146,153, 29C 15 1913 23-4, 28 BEJ 94
locker-lampson, Oliver 103 Vincennes 9 155 29ET.! 159, 166, 169 1922 168 SE4/4a 181
loda 126 Minsk 126-7 llC 53 29VjVbis 159, 170-3 Paris to Madrid Race 21 SE5/5a 105, 107-8, 181
Lohner Type l 14, 72, 74, Mitchell, Col W 148, 151, 12/12bis 11,33-36,41,83, 30T211 Paris Velodrome d'Hiver 7 Randi 144
136, 139, 144 174 85-6,88,99-103, 108, 3168-9,159 Paris-Deauville mce 1913 26 Rankine Dart 35
loiko, Ivan 116 Mitsubishi Ko.1 156 119,121,126,130, 32M/Rh 159, 167~ Paris-Rome-Turin race 1911 Rateau turbocharger 168, 172
Loire et Olivier 152 Mogilev 121 154-5 37 159, 177 21 Ravenel 89
longmore, Wg Cdr A.M. 98 Molina, Paulo 13 13 37, 69, 113 40/'IOR/DC-1159,168, Parker, Ens A. 153 Ravenna 145, 152
Logue 143 Monaco Rally 191426 1441-4 172-3 Parsons, Sub-lt E.e. 88 Regy propeller 56, 173-5
Loraine, Capt Eustace 94 Monaco Trophy Race 19Z0 1543-4 41159,175,177 Partridge, It 97 Reims 77
Loraine, Robert 94 170,178-9 1637-41,48,82,85-6, 42 166, 168, 177 Paso de Mendoza 158 Reinggart, Obit 100
Lorraine~Die[r;ch 12 Monastir 144 103-4, 108, 114, 154 42S 159 Pasubio 136 Renault engines:
180hp 41 Monfaleone 131 17/17bis 11, 14,38,45-53, 6211,159,166 Patriarca, Count 14 80hp 14
240hp 159-60 Monge 174 83-6, 88, 99, 104-8, Eugene Gilbert 12,159 Pau flying school 71 150hp 43
275hp 160-1 Monte Grappa 140 113, 115, 117-24, J2 167 Pauckett, Sub-lt 120 12F 220hp 43-4
lovell, Adj W. 89 MonteStol139 126-30,135-43,146-8, Madon 67-9, 159 Paul 97 450hp 165
Lubny aviation park 123 Monte Verena 139, 142 154-5, 158 Nieuport-Dunne 28 Pavelka, Sgt P. 88 REP 28
Lucentini 142 Monti & Martini 75 1844-5 Nieuport-Duplex 7 Peberdy, Fit It WH. 103 Type 1Il8
ludlow, Ens G. 153 Montirnil 172 1945 N ieuport-Macchill, 13-14, Pellanda 143 Rettori 143
lufbery, Maj G.R. 88-9, 149 Montmain 28 2036,99, 101-2, 108 27,33,37,72-3,48 Pellegrino 144 Reutter, FI P. 100
lumiere 144C propeller 165 Moon Island 118 21(17B) 51-2,102-3, 10 134 Pelletier d'Orsy 11 Reynaud, lV 77
lursk 114 Morane Saulnier: 113-17,119,122, 10.000 14 Penny, It A.R. 48 Royal Flying Corps 3, 93,
luxeuil-Ies-Bains 82, 87 PamsollO, 77, 80, 89, Ill, 124-6,129-30,147,154 11 135 Penza 123 I03
luzk 115 116,123,158 22 45, 61 L.1 14, 72,145 Pershing, Gen J.J. 148 1 AD St Orner 101, 103-5
lVG 102, 127 monoplane 9, 10, 86, 89, 23/23bisrEcole 49, 52, L2 14,72,145 Pervomaisk 130 I ASD 108
e.V1148 114-15 83-5, 105-6, 108, 114, L3 (M.3) 14,73-4,136, Pescam 152 I Sqn 46, 60, 101-3, 105,
lvov 127 BB 102 120, 122-3, 125-30, 145-6, 152-3, 187 Petain, Gen 86 107~
lyncker, Obit von 99 N 81 147, 154, 157 M.4 14, 73 Peterfelde airstrip 126 2 AD, Candas 48, 53, 55,
Moreau gun mounting 38 24/24bis 11,54-8,61, M.5/M.5bis/5M 14, 74-6, Peterson, Capt D. Mc. 148 57,59, 101, 104-5, 107
Maahmud Sevkat Pasa 158 Moretto 134 85-7,105,107-8,114, 140,145-6,152-4 Petre, Fit Cdr J.J. 106 2 Slavo-British Sqn IZZ
MacArthur, 2nd ltJ. ISO Morellx radiator 175-6 118, 120, 122-3, 126-9, M.6 14, 73-6 Petrograd 111, 117, 121 3 Sqn 94, 103
Macchi 137, 166 Morgan, Fit It H.E. 100 140,148,154-5 M.7/7bis/ter/AR 14, 74-6, Petrov, It Y. Y. 118 11 Sqn 36, 48, 53, 57,
Macchi, Giulio 13 Morozov, Jnr It 119 2559, 122, 130 146, 187 pfalz DJll 148, 150, 152 98-9, I03-4
Macedonia 136, 139-40, 144 Mortimer Singer Prize 93 27 11,59-61,88, 105-8, M.8 14, 145-6, 153 Philbert, Sub-lt 86 14Sqnl06
MacMillan, Wg Cdr N. 102 Mosca factory 11, 16 130,139-43, 148, 155, M.9/9bis/9ter 14, 187 Philippeville 78 28RS 101
Madon 48, 83 Moscow III 158 M.12/bis 14, 187 Phoenix: 29 Sqn 55, 60, 99, 104~
Madrid 8 Moscow Air School 116 28 11,61-6,69,86, 120, M.1414 CI142 39 Sqn 102
Madrid Rally 1902 7 Mounnelon 7 148-52,154-5,157 M.1514 DJ 146 40 Sqn 55, 105, 107
Magalea, Sub-lt 120 Mt Kuk 136 29 11, 155 M.24 14 Piaggio 138-9 45 Sqn 102
Maggiorn, Clemente 14,29 Mt San Michele 134 3252 Parasol 10, 28-9, 133 Piatra Neamt 119 46 Sqn 101-2
Magisrrini 138 Mt Yodice 136 52 167 Nieuport-Tellier Piave 85, 131, 140-2 60 Sqn 48, 104-6
Makeenok, 2nd It D.A. 116 Mudros 95, 97, 99 8023,37,69-71,82,143, BM (T.5) 178, 180 Picardie 80 66 Sqn 142
Malancourr 87 Mulhouse 87 147, 154-6 TM (To7) 11, 17~0 Piccio 135,141 111 Sgn 108
Mallard, H. 26, 169-70 Mullens, Sub-lt e.J.A. 100 8137,69-71,82,154-6 Nisrra river 120 Pinder, J. 187 113 Sqn 106
Malpensa airfield 14 Mulock, FSl R.H. 98, 102 8245,69-71 Nivelle Offensive 89 Pinsard II, 83 Military Wing 94
Manchuria 166 Mlll1tenescu, Sub~Lr 120 8369-71,82, 154-6, 158 Nizhny Novgorod 122 Pishvanov, W/O 116 X AD, Abllkir 108
Mancini 141 Murmansk Ill, 122, 129 8469,71 Noblette Farm 90 Piskapi 141 Riali 142
Mannock, Edward 48 Murphy, Ens ToL153 l00hp Gnome 21 Nokolsky, S.D. 122 Pleserskaya 122 Richenbacker, 1st It E. 65,
Marasesti~Oituz Front 120 165hp Gnome North Russian Expeditionary Podmelec 143 148,150
Marazzani 138 Nadezhdin, Capt Y.M. 118 Monosoupape 65 Force 122 Poianella 142 Ridd, Cpl 93-4
191
l
INDEX
Ridge- Whitworth bicycle 7 7 Aeronautics Company, Selenga river 122 I Military Pilot's School SVA 139-41, 146 Valdesparteta 157
Riga 125 Kiev 109 Senard 90 130 seaplane 153 Vall d'Assa 138, 141-2
Righi 144 7 Air Section 115 Serbia 121 I Northern Fighter Unit Sweden 10, 157, 167 Valleika, Lt A. 125
Rigone, G. 141 7 Fighter Air Section 116 Serdobsk 123 122 F5 Sqn 167 Valona 144, 146
Rispal7 8 Air Section 115 Sergievsky, Lt Boris 115-16 1 T vessk Aviation Group Marine Flyvasende 157 Valsugana 136
Riva Grassa 142 9 Fighter Air Section 116 Service Fabrication 124 Switzerland 157 Varano 145--6
Rizzotto 138, 142 10 Fighrer Air Section Aeronautique (SFA) 36, 2 Fighrer Air Sqn 122 Fliegertruppe 62, 157 Vardar river 120
Roberti, Lt G. 14 113, 116 80,83, 107 2 Fighter Sqn, Kiev Szczepanski, Obs K. 129 Varsovie 128-9
Roberts, Sub-Lt A.E.H. 100 12 Fighter Air Section 112 Service Technique de 129-30 Varsovie Mechanics School
Rocchi 132 13 Air Section 119 l'Aeronautique (STAe) 2 Fighter Sqn, Moscow Tacchini 133-4 128
Rockwell, Sub-Lt K.Y. 87--<l 19 Air Section 114 12,43,53,56,68,161 129-30 Taganrog Naval Aviation Venanzi su Salzano 131
Rocques, Gen 9 25 Air Section 115 Servicio de Aeronautica 167 2 Flight 130 School 117 Venezia 82, 85, 144-5, 170
Roland cn 88 Army Air Secrions 111-12 Sevastopo1 129 2 Military Pilot's School Tahyraqua 137, 144 Verdun 9, 80-1, 90, 112
Rome 8 Army Aviation Corps 112, Seversky, A.N. 118-19 130 Tait-Cox, Capt LR. 184 Verkhnaya Chasouina 124
Roose, Lt A. 126 114-17 Seville 157 2 Naval Flight 130 Talbot, Fit Lt G.R.H. 99 Verkhnyaya Toima 122
Roosevelt, 1st Lt Q. 151 Artillery Air Sections 112 Sewell, Major j.PC 56 2 Northern Fighrer Unit Taliedo 133 Verona 137
Ross, S/Cdr R.P 95 Balloonists School, Volkov Shamary station 124 122 Tallinin 126 Veronesi 143
Rossi 136, 142 Field 109 Shanghai 166 3 Artillery Air Sqn 126 Talmaci 119 Vertekop 121
Rost 174 Baltic Air Division 117-18 Shephard, Bdr Gen Gordon 3 Bolshevik Sqn 127 Taranro 145 Verville 171
Rostov 129 Black Sea Air Division 107 4 Fighter Sqn, Minsk Tarnopol 116 Vicenza 134-6
Rovno 83 117 Sheremetev 121 129-30 TBD Demir Hissar 97 Vichy government 12, 167
Royal Navy: Corps Air Sections 112 Shishkevich, Maj Gen 11 0 4 Flight 130 Tcheliabinsk 125 Vickers FB.19 116
HMS Anne 96-7 Fighter Air Sections 112 Shishkovsky, FP. 112 5 Flight 130 Tegetthaff 145 Vickers gun 33, 47-51, 63,
HMS Argus 184 Gatchina military flying Shrewron 94 7 Soviet Fighter Air Flight Tellier: 75, 101, 106, 118, 127,
HMS Ark Royal 78 school 109 Shteven, 2nd Lt D.1. 118 124 4R 45011 152, 159, 165
HMS Ben-My-Chree 97 Petrapavlovsk 122 Siam 156 8 Flight 130 T.3/T.4/T.5/T.7 178-9 Vidzerne 125
HMS Diana 96 Sevastopol122 Siberia 122 12 Aviation Reconnais~ Tellier, Alphonse 11 Viipuri 154
HMS Doris 96 Sevastopol School of Siemens~Schuckert 37 sance Section 130 Tenedos 78, 95, 99 Villacoublay 23, 28, 101,
HMS Empress 97 Aeronautics 109 Sikorsky S6B 110 14 Flight 130 Tenth Battle of the [sonzo 107, 173
HMS Euryalus 97 Siberian Aeronautics Simbirsk 124 17 Aviation Reconnais~ 136 Villaverla 13 7
HMS Minerva 96 Battalion 109 Simferopol 114 sance Section 130 Tesei [36 Villeneuve les Vertus 148
HMS Nairana 122-3 Siberian Air Sections Simms, FSL H.R. 98, 100, 19 Flight 130 Tesio 141 Vilnius 126
HMS Raven II 78, 96-7 111-12 102 Byelomorsky Flying Boat Teste, LV 168 Vladimirov, Ens P 124
HMS Reliance 97 Volunteer Air Fleet (VHF) Simon 148 Detachment 122 Tetuan 157 Vladimirovich, V 33
RI MS Hardinge 97 109 Sinai Peninsular 96 Caspian Hydroaviation Thai 1 pursuit Group 167 Vladivostok 122-3,25
Royal Naval Air Service 11, Russian White Army 119 Sino-japanese War 166 Unit 122 Thailand 167 Voisin 3, 7, 10,77,99, Ill,
34,36-7,45,53-4, Russo-Baltic Wagon Works Sir William Beardmore & Dnepr Hydroaviation Unit Thasos 103 115,119,133,136,142
98-9, 102, 106-7, lI8 16,111 Co. 99 122 Thaw, Lt W. 87, 89-90 382,112
I(N) Sqn 31 Russo-Polish War 116 Sixth Battle of the Isonzo Kamsky Flying Boar The Dawn Paeroll52 LAjLAS 123
I Wing 39, 98, 100 134 Detachmenr 122 Thenault, Capt Georges 87 Vola 138
2 Wing 99, 102-3 S.Andrea 145 Skompass 138 Northern Hydroaviation Thermi 100 Volga river 122
3 Wing 88, 95, 99 S.Luca di Treviso 141 Smirnov 114 Battalion 122 Therford 93 Vologda 121
4 Wing 98 S.Maria di Leuca 145 Smylie, FSL G.F. 99 Serpukhov School 130 Thieffry, Adj E. 49, 154 Voorhees, Esn 153
6(N) Sqn 51, 102-3, 106-7 S.Maria la Longa 131-2, Smyrna 100 Volga~Caspian Aviation Thionville 165
9(N) Sqn 102 135,139,142 Societa Anonima Nieuport~ Group 122 Third Battle of the Isonzo Wadi Gaza 97
11( } Sqn 54, 102, 107 Sabarino 134 Macchi (see Nieuport, SP2 141, 143 132 Waldon, Capt LB. 96
A Sqn 2 Wing 103 SABCA 166, 169 Macchi) SP3 143-4 Thomas II Wanamaker, 2nd Lt W. 150
A Sqn 4 Wing 99 Sabelli, G. 144 Societa ltaliana di Transporti Spad aircraft 136--<l, 141, Thorold, FSL H.K. 100 Ware, Lt 98
B Sqn I Wing 102 Sadi Lecointe 11-12, 170-4 Aerei, Brazil 187 143-4 Thulin 80hp engine 37, 155 Weiss, Lr 172
CSD White Ciry 95 Safonov, Lt M.l. 118-19 Societe A. Tellier et Cie II 754,87,89, 115-16, 12l, TIvoli 138 Westende 102
CSD Wormwood Scrubs Saint Pol-sur-Mer 85 Societl~ Aeronautique 129,154 Tokyo Gasuden 155 Westgate 95
95 Saint Raphael 77, 167--<l, 178 Bordelais 12 1287 Tombette 135 Weymann, Charles 7-8, 21,
D Sqn 2 Wing 100 Salisbury Plain 94 Societe Anonyme des 13 58, 64, 86-7,139,148, Tomson, Ens P.M. 116 24-6
Dover Patrol Flight 31 Salmson II0hp engine 28 Establissemenrs 150, 152, 155, 166-7 Tonini, Alessandro 14, 76 Whetland, FSL A.j. 103
Dunkerque 33-4 Salmson 2A.2 151 Nieuport 9, 107 15 167 Toul148 White 33 Hussite Aviation
RNAS Windermere 95 Salonika 137, 141 Societe Anonyme Fran~aise 20/20bi, 162, 166, 171 Touquin 150 Detachment 124-5
S Sqn 103 SAML 137, 141 de Construction 21 162 . Trans-Siberian Railway 123 White Russia 121, 126, 129
Royal Naval Review, Samson, Cdr 78 Aeronautiques 48 72 169 Travers, FSL H.G. 99 Independent Aviation
Portland 93 Samson, Lt CR. 93 Societe Astra (see Astra) 81 166 Treary of Brest-Litovsk 121 Detachment/First
Royal Siamese Aeronautical San Luca 141 Societe Dyle et Bacalan 11 A.2 82, 115 Trenchard, Maj Gen 105 Hussites 124
Service 156 San Martino del Carso 13 7 Societe Generale Spad-Herbemont 170, 179 Trentino 134, 140 Samarian First
Rudini 138 San Michele di Conegliano Aeronautique (SGA) 12 Spain 157, 167 Trieste 134, 145-6 Detachment 123
Rudorfer 125 142 Societe Nationale de Aviation Militaire 157 Trincornot de Rose, Maj 81 Williams, Fit Lt E.W. 102
Ruffo 135-7 San Pietro 142 Construction Escuela N ieuport de Peu Triple Alliance 78 Williams, Lt 175
Rumania 100, 103, 115-16, San Pietto di Godego 85 Aeronautique du Sud, 157 Trompenburg factory 37 Willis, Sgt H.B. 89
119-21 San Severo 153 Ouest (SNCAO) 13 SS Balmoral Castle 98 Trouillet 97 Willman, Lt W. 126
FI-F3 Sqns 119 Sandell, Sub-Lt A. 100 Societe Nieuporr et Deplante St Andrew, hospital ship 95 Tsere1117-18 Wilson, S/Sgt 94
N.I Sqn 120 Sands, 1st Lt C 151 9 St Cyr 8 Tsingtao 155 Wingate-Grey, Lt A.G. 107
N.3 Sqn 120 Santa Caterina 134, 136, Societe pour la Construction St just-en-Chaussee 89 Turk 9 Sqn 158 Winslow, 2nd Lt A. 148
N.IOSqn 120 139, 142 et l'Entretien d'Avions St Mihiel 148 Turkey 95, 158 Wolsit company 13
N.II Sqn 120 Santa Maria, Lt 45 47 St Paul Island 179 Wolyn 128
Rumsey, Sgt Lawrence 87 Sam, D. Anton io 157 Sommer, Roger 7 St Pol-sur-Mer 90, 98 Udet, Lm E. 150 Wood, Fit Lt CE. 100
Russia 10,33,48,52,95, Saunders, S. 170 Sommer monoplane 93 St Raphael 179 Udine 131, 137 World Altitude Record 14,
109-130 Savioa 144 Sopwirh 123-4, 171 Stanislav 115 Ufficio Vigilanza Costruzioni 172
I Air Division 114 Scarff gun mounting 183 I~-Srrutter 85, 88, 105, Sraragora 139 Aviatorie 14 Wright aeroplane 111
I Aviation Company 110 Scarff-Dibovsky 101 120-1, 123, 126 Starskii 115 Uheerske Hradiste 125 Wright H-3 410hp engine
I Baltic Air Brigade 118 Scheibe, Ltn 149 Baby 123 Statione Idrovolanti di Ukraine 52, 121-3, 129-30 175
1 Fighter Air Section 116 Schepotiev, B.A. 118 Camel 123, 154 Otranto 145 I Ukraine Air Sqn 129 Wroniecki, A. 148
1 Turkistan Air Section Schetinin 110 Dolphin C-I 162 Stavros 100 Uktus station 124 Wyllie, FSL 99
111-13 Schetinin facrory 16, 23, 117 Pup 102 Stenay 77 United Kingdom 10
2 Air Division 115-16 Schneider, Frank 7 Scour 57 Stephens, FSL T.G.M. 95 Unired Stares 10, 21, 52 Yakovitsky, Lt N.A. 118, 122
2 Air Section 114 Schneider Trophy: Snipe 123, 180-1 Stirling, Capt 96 United States Air Service 11, Yakovlev, jm Lt VL 118
2 Baltic Fighter Air 1919169 Triplane 52, 85 Stoppani 136 31,60,90 Yanchenko, E. Vasili 116
Section 118 1921170 Sopwith-Kauper Syn Mech Straits of Ottanro 78, 146 27th AS 150, 152 Yesilkby 158
2 Fighrer Air Section 112, 1925/1926184 106 Strasbourg 165 31st AS 52 York, j. 152
115 Schopotiev, 2nd Lt B.A. 122 Sorrentino 139 Strizhevsky, W/O Vladimir 94th AS 65,148-51
3 Air Section 115 Schreck 11, 165 Soubiran, R. 88 116 95th AS 148-51 lanibelli 14
3 Corps 115 Schroeder 172 Sousse 179 Suez Canal 78, 95-7 147th AS 150, 152, 157 lari 75
3 Fighter Air Section 112 Sea of Azov 122 Soviet Air Force 129-30 Sugana valley 134 First Pursuit Group 65 leebrugge 99-100, 103
4 Air Section 114-15 Second Aeronautical I Fighter Air Sqn 122 Suk, W/O Grigory 116 Uruguay 158 leluan 157
4 Fighter Air Section 113 Exhibition 1912, St I Higher Military Pilot's Sulina 119 Zemette 7
5 Fighter Air Section 112 Petersburg 109 School 130 Sunbeam 350hp Maori V-12 Vacher, QM 85 Zenith carburettor 174
6 Aviation Division 113 Second Battle of the !sonzo 1 Irkovtsk Detachment 178 Vadelaincourt 83 lherebrsov, jm Lt 118
6 Corps Aviation Division 132 124 Suresnes 9 Vakulovsky, Lt K. 116 Zodzin 128
119 Seguin 16 I Light Bomber Sqn 130 Sutton's Farm lSI Val Seren 142 loppi 132
192
The French firm of Nieuport built
some of the best-looking and
most effective fighting planes of
World War One, the types 11, 17
and 28 gaining particular fame.
Nieuports were also among the
most numerous aircraft of the
War, being operated particularly
by the French, British, Belgian,
Russian, Italian and American air
forces. Production was not
confined to France, Nieuport
designs also being produced in
Russia, Italy and Great Britain,
where unique versions and
entirely new aircraft also bore
the Nieuport name.
111111111111111111111111111111
9781861264473
IE P RT AIRCRAFT OF WORLD
ISBN 1-86126-447-X. .
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