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Кондратьев Самолеты первой мировой войны А. Шепс Самолеты Первой мировой войны. Shorzoe Japanese Aircraft, Putnam В. От предшественников отличались, прежде всего, 'граненым' фюзеляжем и элеронами без расширения со скругленными законцовками. Кроме того, 'Ньюпор' и имели вертикальное оперение округлой формы с небольшим килем, а 'Ньюпор' - новую форму стабилизатора и хвостового костыля. Все три модификации оснащались ротативными моторами 'Рон' в л. Стандартным вооружением был синхронный 'Виккерс', который нередко дополнял курсовой 'Льюис' над верхним крылом. Машины были запущены в серию, однако к тому времени во Франции уже выпускался более энерговооруженный СПАД S-VII, которому 'ньюпоры' проигрывали в скорости, прочности конструкции и разгонных характеристиках. В результате большинство из поздних французских 'ньюпоров' отправили в летные школы и учебные подразделения. Как и предыдущие версии машины, 'Ньюпор' и выпускались в России на заводе 'Дукс', где сделано по разным данным от до экземпляров, а также на итальянской фирме 'Ньюпор-Макки'. Эти машины состояли на вооружении 6-го и 11 -го дивизионов RNAS. Американцы закупили 'ньюпоров' и более 'ньюпоров', однако все они использовались только в качестве учебных. Небольшое количество 'ньюпоров' выпустила по лицензии японская фирма 'Токорасава'. Если в Западной Европе боевая карьера 'ньюпоров' и оказалась короткой и закончилась уже в году, то в России они провоевали гораздо дольше. Завод 'Дукс' продолжал выпускать 'Ньюпорбис' до конца гражданской войны окончание 'бис' в документах обычно не ставили, поэтому все российские 'ньюпоры' с 'гранеными' бортами называли просто 'двадцать четвертыми' или 'тип XXIV'. Последняя партия поступила на вооружение РККВФ весной года и сразу отправилась на польско-советский фронт. В м 'ньюпоры' участвовали в подавлении кронштадтского мятежа, а после окончания гражданской войны еще несколько лет применялись в летных школах. Приказ об их окончательном снятии с вооружения и отправке на слом вышел только в году. Японские 'ньюпоры' также прослужили до середины х годов. Страны Антанты 'Ньюпор C1' г. Продолжая совершенствовать удачную машину, фирма 'Ньюпор', не имея возможности установить более мощные двигатели типа 'Сальмсон' л. Для этого в первую очередь был облагорожен фюзеляж: Улучшено было и сопряжение капота с фюзеляжем. Незначительно увеличился размах крыла. Вертикальное оперение получило небольшой киль. Двигатель 9-цилиндровый, воздушного охлаждения, звездообразный, ротативный 'Рон' л. Вооружение - синхронный пулемет 'Виккерс'. В остальном машина повторяла истребитель 'Ньюпор'. В связи с введением киля длина самолета была на 0,3 м больше. Кроме того, серийно выпускался и самолет 'Ньюпор', отличавшийся от 'Ньюпор' только тем, что имел вертикальное оперение, аналогичное 'Ньюпор'. Встречались варианты с двигателем 'Клерже' л. Последним самолетом фирмы, построенным по схеме полутораплана с V-образными стойками, стал 'Ньюпор'. Он мало отличался от 'Ньюпор' внешне, но для обеспечения увеличенного радиуса действия была увеличена емкость топливного бака. Двигатель 'Рон' л. Серийно машина выпускалась короткое время. Она быстро была заменена более совершенной машиной 'Ньюпор'. В году японская фирма 'Токоросава' приобрела лицензию на выпуск 'Ньюпор', и до года он строился под маркой Ko. Кроме Франции и России эти машины закупали британские, бельгийские, итальянские вооруженные силы. После войны 'ньюпоры' попали почти во все страны Европы и эксплуатировались до середины х годов. Именно эти машины составляли основу истребительной авиации Красной армии в годы Гражданской войны. Обшивка фюзеляжа благодаря дополнительным планкам-стрингерам имела форму многогранника. Вооружение - один пулемет 'Виккерс', синхронный. Самолет появился в России в г. Строился серийно на заводе 'Дукс' в rr. Есть упоминание об его варианте с крыльями от 'Сопвича-разведчика' и с двигателем 'Рон' в 80 л. Есть сведения о самолетах 'Ньюпор' с 'Клерже' в л. Being a refinement of the very successful Nieuport 17 series the Nieuport 24 employed a new aerofoil section, a new tail unit and a more powerful engine. It underwent official trials at the Section Technique in February and March and displayed a modest improvement on the earlier Nieuport 17 and The Nieuport 24C1 was then quickly introduced on the production lines. The structure of the faired fuselage consisted of four spruce longerons, spacers and formers supporting spruce stringers. It was covered by fabric except on the forward part which was plywood-covered. The circular engine cowling was made of aluminium. The hp nine-cylinder Le Rhone 9Jb rotary engine driving a two-blade wooden propeller was chosen for the new fighter. The tail surfaces with horn-balanced rudder and unbalanced elevators were of wooden construction with plywood covering, but the Nie 24bisC1 version reverted to the characteristic Nieuport tail assembly of steel-tube construction with fabric-covering. With a similarly shaped rudder and lacking a fin the Nie 24bisC1 was nearly indistinguishable from the Nie 17C1. The undercarriage consisted of simple aluminium tube V-struts and a conventional one-piece axle. The Nie 24 had swept fabric-covered wings and interplane V struts. The upper surface of the top wing was covered by plywood between the leading edge and the main spar. There were two box spars in the upper wing and a single spar in the lower wings, which were much narrower. Ailerons were fitted on the upper wing, which had a circular cut-out in the trailing edge. Deliveries started in the summer of but relatively few went into service with the French Aviation Militaire and with the RFC. It was produced there under licence as the Army Type Ko 3 Fighter in great numbers between and According to Shavrov twenty Nie 24s were delivered to Russia in and the Nie 24 and Nie 24bis were built by the Aktsionernoe obshchestvo Duks in Moscow from Six Soviet Nie 24bis were captured and used by Poland. Others were with the Latvian Air Force in At least eleven served in the Soviet Latvian Air Force in They were employed in all military districts, but the majority was concentrated in the Ukraine. Production at GAZ No. This unit then received Fokker D. XIs and moved to Smolensk. A few Nieuport 24s were given to local ODVF sections in for instructional purposes and for aviation propaganda. Most RNAS Nie 17bis fighters mounted both a synchronised Vickers gun and an overwing Lewis gun, but the type failed to attain expectations, and later British Nieuport contracts for aircraft were cancelled. Replaced in first line use by the Camel from June , the Nie 17bis was relegated to the training role. Loaded weight, 1, lb kg. Span, 26 ft 9 in 8,16 m. Length, 19 ft 0 in 5,80 m. Height, 7 ft 10 in 2,40 m. One that appears to have been related to the Nie 17bis and which has been described incorrectly as the Nie 25 was a Clerget-powered fighter with a faired fuselage like that of the Nie 17bis. This was mated to an upper wing lacking sweepback and a wooden fin and plain rudder rather than the characteristic Nieuport steel-tube balanced rudder. Setting this prototype apart from other Nieuports was its immense cone de penetration mounted as a stationary fairing ahead of the propeller. It may conceivably have had a hp Clerget 9Bd rotary engine, but this is uncertain. It is assumed - though without positive evidence - that this was the prototype featuring a Le Rhone engine enclosed by an unusually long-chord cowling. Having an Nie 17bis-type faired fuselage, it possessed vertical tail surfaces of generally similar profile to those of the Clerget-engined Nie 17bis derivative see previous entry with the cone de penetration, but with a horn-balanced rudder and a new tailplane and elevator assembly. The upper wing was mounted on two inverted Vee-type cabane struts and the Vickers gun was mounted on the port upper longeron. It would seem likely that this aircraft was an early prototype for the Nie The Hispano-Suiza powered prototype was a clean and elegant aircraft, with a faired fuselage and close coamings around the cockpit. The lower wing was broader in chord than that of preceding Nieuport fighters, but the fact that this prototype was not developed beyond the flight test stage suggests that its performance offered an insufficient improvement on that of the similarly-powered SPAD S. Official trials in February and March of an aircraft designated Nie 24 produced results not significantly better than those of the Nie 17 and Nevertheless, the Nie 24 was ordered in quantity and was in service with French escadrilles in June The fact that the Nie 24 was, in the event, preceded operationally by the Nie 24bis suggests that some problems delayed the service debut of the earlier model. Time to 9, ft 3 m , 9. Empty weight, lb kg. Span, 26 ft 11 in 8,21m. Length, 19 ft 3 in 5,87 m. However, the Nie 24bis had something of the appearance of a stop-gap hybrid in that the elegant vertical tail, comprising fixed fin and horn-balanced rudder, adopted for the Nie 24 was discarded in favour of the balanced rudder of such types as the Nie 17bis. It seems likely that problems had been encountered with the manufacture or strength of the new vertical tail, and the earlier form had been retained while these were being resolved. With its fully-faired fuselage, the Nie 24bis therefore resembled the Nie 17bis with a hp Le Rhone 9Jb in place of the similarly rated Clerget. It is also assumed that the Nie 24bis had the new aerofoil section adopted for the Nie Normal armament comprised a single synchronised Vickers gun, while those delivered to the RFC - which service received at least five - conservatively retained the unsynchronised overwing Lewis gun. The American Expeditionary Force received Nie 24bis fighters and the type was manufactured in Russia by Duks from until Dimensions as for Nie The Nie 25 was essentially a Nie 24 airframe adapted to take a hp Clerget 11E cylinder rotary. Armament consisted of a single synchronised Vickers gun. This type is believed to have first flown in July , possibly initially with a hp Clerget 9Bd engine, and the fact that it had an SFA type number suggests that series production was contemplated. However, the Clerget 11E was beset with difficulties and it was presumably for this reason that the Nie 25 was not built in quantity. One example was flown by Charles Nungesser and bore his colourful personal markings. Time to 9, ft 3 m , 8. No other data available for publication. The standard engine remained the Le Rhone 9Jb or 9Jby of hp and hp respectively, and the single synchronised Vickers gun was retained. The last Vee-strutted Nieuport sesquiplane to see operational service, the Nie 27 attained use with French escadrilles during the summer of , but was rapidly outmoded. At least 87 were supplied to the RFC, which was not to withdraw this type finally until 20 April , long after the Nie 27 was outclassed on the Western Front. It was used in quantity by Italy, and, in November , a total of Nie 27s was acquired by the US Air Service for the fighter training role. In Japan, Nakajima built 25 Nie 27s in , and these served in the Imperial Army as fighters with the same Ko 3 designation as the Nie 24s. It is essential that it be withdrawn very soon from all the escadrilles at the Front. Retaining the Nie 27 fuselage, tail surfaces, undercarriage and, apparently, the hp Le Rhone 9Jby engine, this prototype in fact departed from the sesquiplane arrangement in adopting a two-spar lower wing of broader chord. The Vee-type struts featured broad apices to provide appropriate pick-up points. Armament consisted of paired synchronised 7,7-mm guns. Additionally, there were French Nieuport C1 fighters, imported in These were found to be the most manoeuvrable, and as a result the Army adopted the Nieuport C1 as its standard fighter. This brought the need for additional aircraft of this type for Army service. They were built under licence agreement at the Tokorozawa Branch of the Army Supply Depot beginning in March , but, later, production of these fighters was transferred to Nakajima. Le Rhone engines to power the aircraft were licence-manufactured by Tokyo Gasuden. There were actually two missions assigned to these Nieuport designed fighters. C1 was used as a single-seat trainer powered by an 80hp Le Rhone engine; the other, the Nieuport C1, equipped with a hp Le Rhone, wa used as a fighter. Both were so identified by markings on their tails. In November , a new designation system for Army aircraft was enacted, and both became the Ko 3. The first of the Nakajima-built aircraft was completed in July Structurally it was identical to the Nieuport As the Ko 3 was phased out of Army service, some were released to the civil market and used as single-seat sports aircraft until around Single-engine single-bay biplane fighter. Wooden Structure with fabric covering. Pilot in open cockpit. One fixed forward-firing 7. Finished overall in aluminium dope with British roundels in eight positions. Narrow chord cowling, wheel covers both sides and rear fuselage numeral are depicted in red, possibly a Flight identification colour. Upper surfaces of fuselage wings, tailplane, elevators in PC 10 Khaki, natural metal cowling with clear-doped under surfaces and wheel covers. PC 10 wrapped around flying and control surfaces to leave a two inch border. British roundels in eight positions, white-outlined on PC 10 doped surfaces. Finished overall in aluminium dope with natural metal cowling. French roundels in six positions. Wheel covers doped in national colours, black fuselage numeral and Escadrille N. Swanborough - The Complete Book of Fighters. Шепс - Самолеты Первой мировой войны. Finished overall in aluminium dope with natural metal cowling and white rudder. National insignia in eight positions; red devil marking on both sides of fuselage. Finished overall in aluminium dope or very pale grey with national insignia in eight positions - there are no fuselage markings. Personal numeral colours are speculative. The unit marking was often repeated on upper wings of other Nieuports with N. Gilewicz, 5th Squadron, Polish Air Service, National insignia in six positions; not applied beneath upper wings. Personal marking applied to both sides of the fuselage. Finished in aluminium dope with natural metal cowling, white rudder and broad white stripes on wings and fuselage. At a later date national insignia was applied to rudder and wing surfaces. Personal marking originally applied to both sides of the fuselage. R de Richenout, Escadrille N. National insignia in six positions with black fuselage numeral. Unit insignia was usually white but shown here in blue, a speculative colour not confirmed by any documentary evidence. Retained French insignia in six positions, aeroplane number and unit numeral 81 in white. Two views of N, a production Nie. Its principal identifying particulars are the Clerget engine in the characteristic short-chord cowling, the faired sides of the fuselage, and the straight trailing edges of the ailerons. One of the earliest French-built Nie. It was at the Dunkerque Depot by April 19 , and was delivered to No. It was back at the Depot by June 13, and was deleted later that year. When photographed it had the unusual for the type feature of a British roundel on the fuselage. On May 3, N crashed on the aerodome of No. The wrecked aircraft was taken to the Dunkerque Depot and was deleted on June 27 It was with No. Its engine cowling and wheel covers were also painted in a dark, and presumably matching, colour. When photographed, it was armed with both a fixed, synchronized Vickers gun, and an overwing Lewis gun. N was lost on June 6 , when its wings came off during combat with Vzfw. Apparently the remains of the aircraft fell in the Allied lines, for the wreckage was sent to the Dunkerque Depot next day for survey, and it was deleted on June 25 This British built Nie. It had a non-standard mounting for a sprung tailskid, and its engine appeared to be a hp Le Rhone. If so, the aircraft was something of a hybrid. The nearer appears to have only the Vickers gun in place; its engine cowling and wheel covers are in a dark colour. When photographed, aircraft 2 of No. Its engine cowling and wheel covers appear to be unpainted, but the wing roundels seem to be in the French style and colouring. When photographed at East Fortune, N had its serial number in black on fuselage and rudder, in different styles of characters. On January 3 , it was deleted to become a source of spares, but was apparently reprieved in Spring that year when selected for museum preservation. Inevitably, it was subsequently destroyed, with virtually all of the several score other types that had been set aside for preservation. As seen in this photograph, the Nie. Regrettable this is nol legible on the original photograph. A Flight of Nie. It went to No. Nieuports 17bis of No. The four at left all have their Lewis guns mounted: View of N hp Clerget , which was delivered to Hendon for erection on August 8 , and was allocated to Chingford as a defensive aircraft on August Both it and N were still there on March 30 There appeared to be a curious lack of uniformity in the manner of applying serial numbers to the Nie. Here N displays white numerals and minor markings on a PC10 painted fuselage. This aircraft had been delivered to Hendon on July 11 , and by July 20 was at Eastchurch as a home defence fighter; it had a hp Clerget 9Z engine. It was deleted during the week ending February 9 An interesting size and style of serial number presentation appeared on N, which, when photographed, also had its number painted on the underside of the lower wings. At least one of these photographs was taken at Old Sarum on an unknown date, but probably after the formation of the Royal Air Force. It was agreed on October 19 , that a few British built Nie. At one time Charles Nungesser flew this Nie. This was one of several Nieuports flown by him and, although of different types, all marked with the number N Possibly N, this Nie. Its pilot was Sergent Louis Charton. The pilot of N, Caporal Six, had evidently persuaded his commanding officer to allow him to have Ihe appropriate individual number allocated to his Nie. Unfortunately, it was not his lucky number, for his aircraft was brought down on February 20 , by Flakzug 18 at Ercheu. Obviously the Nieuport had overturned on landing, and Six was made PoW. A group of Nie. It differed from the Nie. This reversion hinted strongly at problems with the revised all-wooden tail unit of the Nie. B of the RFC was with No. W S Lighthall flew it for the first time. He made many flights in this Nie. The background to this photograph, which includes a Sopwith Pup, suggests that it might have been taken at Abu Qir, perhaps at a time when B had been relegated to training duties. The name Frances was painted in small characters just abaft the roundel on the port side, and the top decking was apparently painted in two colours, perhaps by way of camouflage. The coloration of the wings is indistinct, but might also have been in corresponding colours. A Eckley in the cockpit of No. A semi-conical fairing has been fitted over the belt feed to the Vickers, and the Aldis sight is aligned with that gun. Contemporary with B in No. R J P Grebby, its pilot. At this time the Vickers gun but not its belt feed fairing had been removed. Four narrow bands, probably red, were painted round the rear fuselage, space being allowed for the name Demoiselle just behind the roundel. The mainplanes were in dark colours on the upper surfaces, and on the fuselage top decking there was a coloured blue? Another study of B, here seen with its the Vickers gun in place, the alignment of the Aldis sight varying with the presence or absence of that weapon. A well-known but informative photograph of Lt. T O Clogstoun of No. His aircraft is armed with twin lewis guns on parallel Foster mountings and separate forward supports, an unusual installation. The visible gun is a Mark II Lewis that has had most of the casing cut away; the Aldis sight is on struts suspended from the upper wing, and is supplemented by ring-and-bead sights, the bead apparently mounted on the inboard side of the starboard half of the inverted-V strut. Still in place are the forward supports for the Vickers gun, offset to starboard. The weighty and drag-creating combination of guns, stays, bungee cards, firing and release cables, and sights must have impaired the Nieuports performance severely. This study of B leaves no doubt that, when photographed, this Nie. In September it was in use at the Scout School at No. One of these was SFA N, here seen at Issoudun with its local station number painted large on the fuselage side. When photographed it still had its Vickers gun in place. Liberally decorated with fanciful scaly? One such was this example, inevitably with red-star markings. A last series of thirty aircraft was completed in that year. They were withdrawn from fighter units in P Abakanowtcz, who landed his aircraft at the airfield of the 14th Polish Squadron. During the post-armistice fighting between Polish and Bolshevik forces a considerable number of Bolshevik aircraft were captured by the Poles and pressed into service in Polish squadrons. These included six Nie. N, flown and probably owned by Juliusz Gilewicz of the Polish 5th Squadron, had a strikingly artistic painting of the mythical huntress Diana on the fuselage. Also adorned with a portrait-type marking was N, a Nie. There were white stripes on the wings and fuselage, and the tail surfaces were also painted white. Little is known about this Nieuport single-seater, which was unarmed and might have been a purely experimental aircraft. Its fuselage and undercarriage might have been similar to those of the Nie. A Clerget engine of unknown type and output was fitted, and had on its crankshaft an enormous cone de penetration that must have seriously impaired the cooling of the engine. The tailskid was hinged to a small and inept-looking inverted pyramid of struts. The mainplanes had no sweepback, and straight-edged ailerons were fitted. It is not known precisely where this single-seater fitted chronologically in the sequence of Nieuport types. It had the faired fuselage and all-wood tail unit of the Nie. More particularly, it had an engine cowling of unusually deep chord encircling an unidentified engine of unknown output. The Vickers gun was on the port upper longeron, and the central struts supporting the upper mainplane were two inverted Vs. Despite all these refinements and novelties, however, this Nieuport still had straight edged ailerons, as on the Nie. This last detail might indicate that N existed before the Introduction of the more rounded ailerons used on the Nie. The advent of the Spad 7 obviously posed a competitive threat to the Nieuport single-sealer, and probably inspired Delage to design this combination of the V-strut sesquiplane with the Hispano-Suiza engine. Courtney, who had visited the Nieuport works, stated that construction of this single-seater had begun. It was virtually a new design, no mere modification of the basic Nie. Its faired fuselage and entirely redesigned tail unit gave it clean lines; the lower wings were of proportionately greater chord than those of earlier Nieuports, and the gap was reduced; the ailerons had straight trailing edges. Courtney wrote in his report. No development nor production ensued; presumably this Nieuport was considered to be no improvement on the Spad. The next production Nieuport fighter to receive an SFA designation and to be built in quantity was the Nie. This development had the faired fuselage and retained the original and structurally unsatisfactory rigid tailskid. The all wood tail unit resembled that of the experimental type with the Hispano-Suiza engine, but on the Nie. The basic armament was still a single Vickers gun, desaxee as on the Nie. Clearly exemplifying the Nie. This escadrille was formed in April , and in the original form of its marking the eagle was depicted carrying an ignited grenade. The marking of Esc. The other marking, a fish, was probably a personal device applied by the unknown pilot. N was a production Nie. The marking on its fuselage is that of Escadrille N. Sous-Lieutenant William Herisson, an victory ace of Esc. The unit marking represented a gliding falcon; on this camouflaged Nie. One of 15 Nie. It was flown from Villacoublay to No. It went first to No. A E Godfrey took it to other squadrons of the 1st Brigade to show it as a new type to their members. On August 22, Godfrey on B claimed an enemy two-seater out of control near Hulluch. Following a landing crash on September 21, B presumably went to an AD for repair, for it was not on No. B was recorded as on the strength of No. On April 7 Lt. It seems that Poland managed to acquire only one Nie. Originally N, it is here seen without armament, but with an image, dramatic in its size and posture, of a spear-armed, winged devil, painted in red on the fuselage. This aircraft was flown by Lt. Artur Jurkiewicz, who commanded the 4th Squadron from May to October This was a reconnaissance squadron, but it had at least one Nieuport, possibly this one, that proved to be its last serviceable aircraft in July , and was then transferred to the 1st Squadron. The type number 25 can be seen in small characters just under the tailplane. Also discernible in this photograph are the tricolour stripes that Nungesser had painted on the fuselage decking and the wings. It is not known how many Nie. His seeming personal attachment to the number N has been mentioned elsewhere; here it reappears on a Nie. This photograph shows the very deep engine cowling and broad-chord fairings on the undercarriage V-struts, distinguishing features of this rare variant. Presumably the same Nie. The type number 25 is just within the frame of this photograph, painted in small characters on the rudder. This photograph indicates that the Nie. A view of a Nieuport Nie. The onlookers appear to be Belgian officers. Believed to be the prototype Nie. It bears what might be an escadrille marking, but it cannot be seen clearly enough to be identified. Seen from this viewpoint, Nie. All the principal identifying characteristics of the Nie. It was at No. St-Omer, by September 13 , by which date some 38 Nie. B went to No. It was flown to England next day. B was another of No. It had been one of the first six Nie. It was sent to No. On January 2d Lt. V east of Moorsede. B was a Nie. On January 9 R C Sotham, flying B then with engine No. He was made PoW, and the Nieuport was lost. Again like B, B was flown to England on April 20 By that time, it had been fitted with anti-twist stays to the lower wing at the struts. Seen in this photograph in overall aluminium finish, B went lo No. On November 8 Lt. It returned to No. Likewise finished aluminium overall, this anonymous Nie. Immaculate and unmarked, probably because it had been entirely recovered, this Nie. It probably was one of the Nie. P was dispatched to Museum storage on November 11 The emblem of Esc. In the cockpit is Capitaine Roger de Richemont, commanding officer of the escadrille. This somewhat indeterminate aircraft is probably a Nie. It is an aircraft of Esc. Indubitably in Italian service, and wearing the Italian serial number Ni. It was reported to be the aircraft of Tenente Degli Esposti. When this photograph was taken, N was in full French camouflage, but carried no unit marking or other identification. Although it had provision for a fixed Vickers gun it is not known whether one was fitted. It is here seen after being raptured intact, with crosses patees roughly painted over the roundels. N was armed with both Vickers and Lewis guns, and had what looked like a Le Chretien optical sight. Someone should have told the unfortunate pilot that a horseshoe adopted or displayed as a good luck symbol should be positioned the other way up: Official German photograph of a captured Nie. All traces of armament had been removed, but a related German report stated that the armament was a fixed Vickers gun. Again it seems probable that this was a Nie. Польский фронт, год. Line-up of Nieuport 24bis fighters with a couple of B. K K Artseulov at front between the two nearest aircraft. Aeroplanes lined up ready to fly over the enemy lines. A well-known photograph of the Nieuports of No. This is a mixed assembly of Nie. The nearest is a Nie. The second in the line, a Nie. The nearest aircraft in this photograph is a Nie. It belonged to a French escadrille in the Dunkerque area, but the nature and extent of its nocturnal activities are unknown. A bombing machine on the British western front in France tucking its eggs under its wings prior to a daylight trip, with one of its attendant fighting scouts in waiting. By , when these Nie. Production began in March , and, with the Japanese designation Ko. Nakajima Army Type Ko 3 Fighter converted for civil use with fuel tank under the upper wing for the November Tokyo-Osaka mail flight competition. Sigimoto, and to have been powered by an hp Le Rhone 9C engine. This unnumbered fighter prototype appeared to be a somewhat tentative attempt by Delage to break away from the basic design formula that he had squeezed dry. To a fuselage and tail unit that apparently were of more-or-less standard Nie. The upper wing apparently had a separate centre section, but seemed to be without sweepback; its ailerons still had straight trailing edges. A more voluminous engine cowling was employed, but the power unit itself was still at Le Rhone of the basic 9J type, though perhaps of enhanced output. Underside of lower wing root, said to be of a Nie. The inter-rib curve at left is the rear edge of the plywood nosing applied to the upper surface of the leading edge. Structure of lower wing, again said to be of a Nie. On the British Western Front in France. A Gotha strafer, who recently brought down a Gotha aeroplane. Rogers was to stay with No 1 Squadron throughout the remainder of the war. Happily, Rogers died of old age on 11 January This image highlights an interesting difference between British and French operated Nieuport 24s, with the British retaining the overwing-mounted Lewis gun, while the French opted for a nose-mounted Vickers gun, synchronised to fire through the propeller arc. French ace Lieutenant Charles Nungesser was one of few pilots to fly the rare Nieuport 25 with its more powerful hp Clerget engine. This particular machine, N. French colours adorn the wings and fuselage to aid recognition. Beyond, a Nieuport 17bis of No. An exquisite German drawing of the attachment of the interplane struts to the main spar of the lower wing. Its principal, and most vulnerable, feature was the annular component to which the securing socket was attached. Strut attachment point on the front spar of the upper wing on the French Nieuport single-seater fighter \\\\\\\\\\\\\[Nie.
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