Project Sopwith phase 1

Yes, I know it has been a while!

It's been a while since the last post. Meeting deadlines, schmoozing at Gencon, and computer malfunctions have been keeping me busy. The good news is I have two book illustration jobs completed this year. The most challenging project has been Lords of the Sky: Fighter Pilots and Air Combat, from the Red Baron to the F-16 by Dan Hampton, published by Harper Collins. It stretched my comfort zone and it was fun. Slowly but surely I'm getting the new drawings worked into the site. At least they do show up in the galleries. One project is a whole new layer of pages for each individual aircraft type. It may be a while before it’s complete. I took a break from the Fokker D.VII project to clean up some troublesome profiles, and prepping for the next batch on my list. I plan a second installment on the Sopwith 1½ Strutter. I will focus on Britain's first steps towards ship-launched naval fighters. There will also be profiles for the US, Russian Empire Soviet State, and other eastern countries.

Project Sopwith

Britain was slow to use tractor aircraft with synchronized machine gun. Most British fighters up to this time were pusher aircraft. Even with introduction of the Sopwith 1½ Strutter, Pup and Triplane , the British fought at a serious disadvantage during The Battle of Arras and Bloody April of 1917. It would take the introduction of the Sopwith Camel and the RAF SE.5a to turn the tide of battle.

Sopwith one and a Half Strutter - 1916

Sopwith one and a Half Strutter - 1916

Overview

The Sopwith 1½ Strutter was a British one or two-seat biplane multi-role aircraft of the First World War. It is significant as the first British-designed two seater tractor fighter, and the first British aircraft to enter service with a synchronized machine gun. It also saw widespread but rather undistinguished service with the French Aéronautique Militaire. The Sopwith 1½ Strutter was built in both one and two-seater models. In the latter version, the gas tank was dangerously positioned between the pilot and observer. This design flaw prompted some airmen to joke that the designer of the aircraft must surely have been German. Not long after its introduction, the 1½ Strutter was replaced by the Sopwith Pup.

Home Defense

Sopwith 1½ Strutter “Comic Fighter” W/n B'762, No.78(HD) Sqn RFC

Based at Martlesham Heath during summer-autumn 1917 and reallocated to Home De fence on August 1917. This aircraft did not have a specific pilot and used by all pilots of 78 Squadron. With its twin upward-firing guns, Sopwith 1½Strutter B762 was one of a number of such aircraft employed for Home Defence in a single-seat form. It served with 78 Squadron from the autumn of 1917, having replaced BE2 and BE12 variants.

Sopwith 1½ Strutter “Comic Fighter” W/n A'6901, No.78(HD) Sqn RFC

Essentially an Admiralty sponsored design, carrying their Type 9700 designation, the Sopwith 1½ Strutter. This type was also operated by the RFC. Serial no A 6901, seen above, was the first of a 100 aircraft batch produced by Hooper & Company Ltd of Chelsea for the RFC. This particularly was one of the four single-seat home defense fighter variants built.

This was by no means the end of the Sopwith two seater’s service. The type's long range and stability were good qualities for a home defense fighter and it served with three home defense squadrons, No. 37, No. 44 and No. 78 Squadrons. Most of the 1½ Strutters supplied to home defense units had been built as two-seaters but many were converted ‘in the field” to single seaters in order to improve performance. Some of these single-seaters were similar to the bomber variant but others were of different type, known (like similarly adapted Sopwith Camels) as the Sopwith Comic. The cockpit was moved back behind the wings and one or two Lewis guns, either mounted on Foster mountings or fixed to fire upwards, outside the arc of the propeller, replaced the synchronized Vickers.

Since September 1917 German bomber aviation had revised its plan of air campaign against the British Isles: after eight daylight raids the losses of important strategic bombers were too high, therefore, the decision was made to conduct all forthcoming raids only at night. At that point the newly created British Home Defence did not have a dedicated type of fighter interceptor. The majority of planes serving in Home Defense were fighters retired from the front line — a few two-seater Sopwith 1½ Strutter fighters among them.

Captain F.W. Honnett, Flight Commander of “A” Flight No. 78 Sqn (HD) RFC, suggested a modification of one of the 1½ Strutters by moving the pilot's seat and all the controls into the observer's position, his argument being poor visibility from the regular pilot's seat. The original pilot’s position was faired over, and the plane was equipped with a night searchlight.

The first three 1½ Strutters modified to the new standard by the Southern Aircraft Repair Depot joined 78 Sqn in September 1917. During the night raid over London on the night of October 31st/November 1st 1917 they opposed twenty-two enemy Gothas. 78 Sqn pilots dubbed this unusual plane the ‘Comic fighter’. Initially the armament of this aircraft consisted of only a single course Vickers gun; later Comics were equipped with a Lewis gun on a flexible Foster mounting. It should be also mentioned that at least one aircraft, namely B762, had two Lewises on a special fixed mounting and could fire at a 70° angle.

1½ Strutter Comics were intensively used by 78 Sqn until February 1918, flying night intercept missions against Gothas and Giant R-planes. Due to the poor performance of this type, it was never put into series production. At the beginning of 1918 the night fighter version of the famous Sopwith Camel (which ironically received the official name Sopwith Comic) replaced the 1½ Strutter Comic and other obsolete night-fighters in many Home Defense units.

In French Service

Sopwith 1½ Strutter French Aéronautique Militaire in Escadrille Sop 640, circa 1918.

Sopwith 1½ B2 French Aéronautique Militaire, Escadrille Sop 131 s/n 3, Summer 1917.

The French, who until now had been a prime supplier of aircraft to both the RFC and RNAS, saw the RFC using the Sopwith 1½ Strutter as two-seat fighters to good effect during the July 1916 Battle of the Somme and were impressed enough to promptly negotiate a license to build the aircraft and put it into large scale production. Indeed, of the total 5.720 examples built. 4,200 were French-produced. As it was, the French chose to produce the 1½ Strutter in both single-seat bomber and two-seat reconnaissance form, but ran into delivery problems, as a result of which the mass of French aircraft were not delivered until the summer of 1918, by which time they were obsolescent, if not obsolete. As a two seater, the machine was usually powered by a 110hp Clerget that gave a top level speed of 106 mph at sea level, along with a ceiling of 15,000 feet.

Sopwith 1½ B2 French Aéronautique Militaire, Escadrille Sop 107 s/n 105, Summer 1917.

In comparison, the single-seat bombers, with their various 110hp or 130hp rotaries could carry a bomb load of up to 224lb and had a top level speed of 102mph at 6.560 feet. Of the French machines, 514 were purchased by the American Expeditionary Force, while the type also served in small numbers with the air arms of Belgium, Latvia, Romania and Russia.

Sopwith 1½ B2 RFC S/N 36 (N912) France 1917.

Of the S50 aircraft delivered to the RNAS, around 130 were of the single-seat bomber variety, which could carry up to 300lb of weapons in the shape of twelve 25lb bombs, while the two seaters lifted 224lb, or four 56lb bombs. The type's performance was such as to lead to orders not just from the RFC, but from several other nations and the machine's broader program history is dealt with earlier in the chapter on French aircraft. The image is of an RNAS 1 1/2 Strutter departing from atop one of a capital warship's main turrets. This kind of operation was to become relatively routine from April 1918 onwards.

References

1. From Wikipedia Sopwith 1½ Strutter "http://en.wikipedia.org/wiki/Sopwith_1%C2%BD_Strutter"
2. Bruce, J.M. "The Sopwith 1½ Strutter: Historic Military Aircraft No. 14 Part I." Flight, 28 September 1956, pp. 542-546.
3. Bruce, J.M. "The Sopwith 1½ Strutter: Historic Military Aircraft No. 14 Part II." Flight, 5 October 1956, pp. 586-591.
4. Bruce J.M. "British Aeroplanes 1914-18". London:Putnam, 1957.
5. Bruce, J.M. "The Aeroplanes of the Royal Flying Corps" (Military Wing). London: Putnam, 1982. ISBN 0 370 30084 x.
6. Gerdessen, F. "Estonian Air Power 1918-1945". Air Enthusiast No 18, April -July 1982, pp. 61-76. ISSN 0143-5450.
7. Jarrett, Philip. "Database:The Sopwith 1½ Strutter". Aeroplane, December 2009, Vol 37 No 12, Issue No 440. London:IPC. ISSN 0143-7240. pp.55-70.
8. Kopan'ski, Tomasz Jan. "Samoloty brytyjskie w lotnictwie polskim 1918-1930" (British aircraft in the Polish air force 1918-1930) (in Polish). Warsaw: Bellona, 2001. ISBN 83-11-09315-6.
9. Lake, Jon. "The Great Book of Bombers: The World's Most Important Bombers from World War I to the Present Day". St. Paul, MN: MBI Publishing Company, 2002. ISBN 0-7603-1347-4.
10. Swanborough, F.G. and Peter Bowers. "United States Military Aircraft since 1909". London: Putnam, 1963.
11. Swanborough Gordon and Peter Bowers. "United States Navy Aircraft since 1911". London: Putnam, Second edition 1976. ISBN 0-370-10054-9.
12. Taylor, John W.R. "Sopwith 1½ Strutter". Combat Aircraft of the World from 1909 to the Present". New York: G.P. Putnam's Sons, 1969. ISBN 0-425-03633-2.
13. Thetford, Owen. "British Naval Aircraft since 1912". London: Putnam, Fourth edition 1978. ISBN 0-370-30021-1.
14. Visatkas, C. "The Annals of Lithuanian Aviation". Air Enthusiast, Number Twenty-nine, November 1985-February 1986, pp. 61-66. Bromley, UK:Fine Scroll. ISSN 0143-5450.

France - 1915 Ponnier M.1

The Deservedly Unloved Ponnier M.1

First off I want to give special thanks for all the valuable input on the topic provided by several members at Friends of the League of WWI Aviation Historians on Facebook. Many thanks to Aaron Weaver for your help, and Gary Warne for the inspiration after beating me to the punch.

Sometimes designers create an aircraft which raises the bar for innovation. Many more times their hard work is in vain. There are designs so bad that redesigns just amount to putting lipstick on a pig. When the Russians accept the horrifyingly bad SPAD reject the offer of desperately needed aircraft, you know you have a turkey on your hands. This is the story of one of the most maligned airplanes which entered production.

French Ponnier M-1 (original configuration) -1915

This profile is of the original configuration which was flight-tested by a number of pilots, including Charles Nungesser and Jean Navarre. Notable is the small rudder similar in shape to early Nieuports. Also of interest is the mounting of the machine gun.

Belgian Ponnier M-1 Abel De Neef (Le Vampire) - 1915

The profile shows one of the variants of the redesigned Ponnier M-1 in Belgian service. Le Vampire is the personal marking of Abel De Neef. We see the addition of a fixed tail fin and a fuselage mounted non-synchronized machine gun which used deflector gear similar to that used on the Morane-Saulnier Type N.

Belgian Ponnier M-1 s/n PO 18 - 1915

This redesigned Belgian Ponnier M.1 has the more standard mounting for the machine gun. The pilot for this aircraft is unknown.

This small fighter was designed and built in France, where a few were used as trainers. Belgium ordered 30 for front line use, but its extremely poor control caused the order to be cut to 10, or perhaps as many as 18, and it is not thought that any were actually used operationally.

Apparently the prototype was flight-tested by a number of pilots, including Charles Nungesser, who flew the M.1 on 29 January 1916. During that flight the aircraft crashed and Nungesser broke both legs and his jaw. From what I read the Po.M.1 was not put into production for the French military, yet some M.1s were sent to the training schools. None however equipped operational units.

Thirty were ordered by Belgium because of their inability to receive enough Nieuports. Discovering what the French already knew, these aircraft were modified by having the cone de penetration deleted, the tailplane and elevators enlarged, and a fixed fin fitted. Willy Coppens noted that the M.1 remained unstable even after these alterations and consequently the initial order of 30 was reduced to (approx.) 10, of which only a few, were ever used operationally.

Having an urgent need for new fighter aircraft the Belgian authorities ordered thirty Ponnier M.1's, although this machine was rejected by the French Armee de l'Air for being too dangerous to fly. Most Belgian pilots also refused to fly the Ponnier (of which only ten were delivered) and it was quickly withdrawn from use.

The justly deserved reputation of the Ponnier M.I did one thing... Even the Russians refused the offer from the French.

References

1. Jim Davilla Rare Birds Ponnier M.1 Over the Front Volume 26, Number 1, Spring 2011, p. 76-86
2. Ponnier M.1 - Their Flying Machines http://www.flyingmachines.ru/Site2/Crafts/Craft29124.htm
3. Ponnier M.1 - Belgian Wings http://www.belgian-wings.be/.../Photos/.../Ponnier%20M1/ponnier_m1.htm
4. Ponnier M.1 - http://www.www.aviastar.org/air/france/ponnier_m-1.php
5. M.1 - 1915 http://www.airwar.ru/enc/fww1/ponnierm1.html
6. Wrong airplane, wrong time Warnepieces http://warnepieces.blogspot.com/2011/05/wrong-airplane-wrong-time.html

France - 1917 Nieuport 24

The First Round Body Nieuport

In 1917 the Nieuport 17 and the improved N.23 were seen as a dead end. Aviation technology development had rendered it less able to perform as a front line fighter. Gustave Delage took what was learned from previous models and created a new design with a new rounded shape and improvements to make Nieuport aircraft viable again. Even though the new design had some problems it served in several nations well after the end of the Great War.

Nieuport 24

Nieuport 24 N87 Escadrille (Les Chats Noir) Caporal William Wellman, s/n 10 - 1918

William Wellman was an American flying with the French Black Cat Squadron. The paint scheme is the standard aluminum finish with the squadron insignia on the fuselage. The numbers on the rudder are missing. The wing roundels are the standard 4 point scheme. I am not sure if the number ten was painted on the upper wing or not. I assume it was not, however I may be wrong.

Nieuport 24 N561 Escadrille, Roland Garros, s/n 5685 - 1918

This example has a four color camouflage pattern. I have not seen references for the wing pattern. The insignia is a not a squadron one, but a personal one chosen by the famous French ace Roland Garros. The rudder markings are just the serial number.

Nieuport 24bis

Nieuport 24 bis N501 Escadrille, s/n 4487 - 1917

The red rear section adds a lot of sizzle to the standard aluminum finish. The insignia is the late version used by the 501^st squadron. The rudder markings include the tare and loaded weights.

Nieuport 24 bis N502 Escadrille, Adj Basille Sané, s/n 4487 - 1917

This example does not carry the squadron insignia (A circle quarter red and dark blue). However the wide tri-color bands add a lot of visual impact. Sané was flying this plane when he was credited with bringing down a Gotha bomber assigned to Kaghol 1 in 1917.

A Short History of the Nieuport 24

The Nieuport 24 introduced a new fuselage with improved aerodynamic characteristics. Other changes included rounded wingtips, and a tail unit incorporating a small fixed fin and a curved rudder. The tail skid was sprung internally and had a neater appearance than that on earlier Nieuports. Power was provided by a 130 hp Le Rhône rotary engine .

In the event, there were problems with the new tail, most production aircraft of the type were of the Nieuport 24bis model, which retained the fuselage and wings of the 24, but reverted to the Nieuport 17 type tailplane, tail skid and rectangular balanced rudder. The new tail design was finally standardized on the Nieuport 27.

A batch of Nieuport 24bis were built at British Nieuport and General Aircraft Co. in England for the Royal Naval Air Service.

The standard armament of the Nieuport 17 (a synchronized 0.303 in (7.7 mm) Vickers in French service - a 0.303 in (7.7 mm) Lewis gun on a Foster mounting on the top wing in British service) was retained to save weight and retain a good performance, although many 24s were used as advanced trainers and normally flown without guns.

In the summer of 1917, when the Nieuport 24 and 24bis. were coming off the production line, most French fighter squadrons were replacing their Nieuport 17s with SPAD S.VIIs - and many of the new fighters went to fighter training schools, and to France’s allies, including the Russians, and the British, who used theirs well into 1918, due to a shortage of S.E.5as. A few French units retained the Nieuport through late 1917 - the type was actually preferred by some pilots, especially the famous Charles Nungesser.

Some of the Nieuport advanced trainers bought by the Americans for their flying schools in France in November 1917 may very well have been 24s or 24bis.

Both Poland and Russia continued to use the Nieuport 24 into the the early 1920's. There are many examples where the same plane fought on both sides of the Polish Russian War of 1919-1921. In some cases it was due to defection of the pilot, or the aircraft was captured by the opposing side.

References

1. Nieuport 24. (2010, July 13). In Wikipedia, The Free Encyclopedia. Retrieved 10: 18, July 23, 2010, from http: //en.wikipedia.org/w/index.php?title=Nieuport_24&oldid=373176479
2. Escadrille 501 http://albindenis.free.fr/Site_escadrille/escadrille501.htm
3. Nieuport Fighters in Action published by Squadron/Signal Publications.
4. Escadrille 501 http://albindenis.free.fr/Site_escadrille/escadrille502.htm
5. Nieuport Gallery http://www.cbrnp.com/profiles/quarter1/nieuport-gallery.htm
6. Bruce, Jack M. More Nieuport Classics. Air Enthusiast, Number Five, November 1977-February 1978. Bromley, Kent, UK: Pilot Press. pp. 14-28.
7. Cheesman E.F. (ed.) Fighter Aircraft of the 1914-1918 War Letchworth, Harletford Publications, 1960 pp. 96-97

Poland 1920-1293 Morane-Saulnier A-1 MoS-30

Polish Advanced Trainers

When Poland became an independent nation, one of the important needs was the creation of an effective air force. In the beginning the core was composed of veterans serving with the Germans and Austrians during the First World War. Soon aviators from many nations joined them to create a formidable fighting force. Still more aviators were needed to defend the promise of independence for this fledgling nation. To meet this need flight schools were created to swell the ranks of combat pilots who would defend their country and eventually fight for freedom during the Second World War.

The Morane-Saulnier A-1 had very modern lines and was very streamlined. Even though 1,210 were produced it never made a big impact at the front during the Great War. By mid-May 1918 it was withdrawn to serve as an advanced trainer, designated MoS 30. When France began aiding Poland in their efforts for independence the Morane-Saulnier A-1 was a perfect fit for use in the Polish Advanced Flying Schools.

Morane-Saulnier A-1 MoS-30 E1 - Advanced Flying School, Poznan Lawica 1920

When the MS A1 was deployed in Poland many of them retained their French markings. I am not sure if they retained the roundels on the wing or if they carried Polish markings.

Morane-Saulnier A-1 MoS-30 E1 - Advanced Flying School, Grudziadz 1922

This is another example of the standard French camouflage pattern. Notable it the lack of wheel covers and color change of the MS logo on the cowling.

Morane-Saulnier A-1 MoS-30 E1 - Advanced Flying School, Grudziadz 1923

In ths profile you see the French camouflage scheme still in use but there is a the shift to use of Polish national insignias.

Morane-Saulnie AI MS-30 E1 - Advanced Flying School, Bydgoszcz 1923

This example has the dark green color we associate with interwar aircraft. One obvious change is the wide pale blue area on the fuselage. This is fairly atypical. Most late Polish aircraft use gray on the lower surfaces.

Poland 1918-1921 Breguet Br.14 A2

Breguet Br.14 A2 of the Polish-Soviet War

Slowly but surely I have been busy fleshing out the my collection of profiles for Poland, Belgium, Greece and Turkey. Some of the work has been slowed by the need for new master files. I hope to remedy this in the near future. I have been preparing the raw line drawings for the process of breaking them down into parts which get refined, shaded and stacked up for reassembly. Once the master files are done I can have fun.

As I promised before here is the first installment on Polish Air Force. There is much more to come. I will be posting them by aircraft type to attempt a coherent narrative.

The Birth of Polish Air Power

Military aviation in Poland started shortly after the country regained its independence in November 1918. Initially, the Polish Air Force consisted of mostly German and Austrian aircraft. The aircraft used included captured German Albatros D.III and D.VI, Fokker D.VII and D.VIII, and the Austrian Lloyd C.V and Oeffag D.III, as well as other aircraft types. These planes were first used by the Polish Air Force in the Polish-Ukrainian War in late 1918, during combat operations centered around the city of Lwów (now Lviv).

When the Polish-Soviet War broke out in February 1920, the Polish Air Force used a variety of aircraft from Britain, France and Italy. The most common aircraft in service at this time were the British made Bristol F2B and Italian Ansaldo Balilla fighters. German aircraft were still in use during the Polish-Soviet War The 21. Eskadra Niszczycielska (21st Destroyer Squadron) included a Gotha G.IV on April 30, 1920.

Breguet Br.14 A2, 39 Eskadra Breguetow sn 7460, Krakow Aerodrome mid 1919

This is one of the original Breguet Br.14 A2s assigned to BR39 Escadrille which was sent to Poland after WWI. It is finished in the French standard five-color camouflage scheme. The top wing bore both French and Polish markings, French on the left upper wing, Polish on the right. The rudder has the Polish insignia painted over the original three color French markings.

Breguet Br.14 A2, 16 Eskadra Wywiadowcza, sn 7244, May 1920

This is another French Breguet Br.14 A2 from Escadrille BR39 which became 16 Eskadras when turned over to the Polish Air Force. The basic paint scheme is the same as above, except the rudder has been over-painted and bears the Polish insignia. The marking mid-ship is a young woman scattering flowers. This unit eventually became the fictional Lithuanian squadron sent to fight in the 'Zeligowski's revolt'.

Breguet Br.14 A2 in Polish Service Overview

During the closing days of the Great War France redeployed three French escadrilles to Poland to aid in their struggle for independence and to bolster their defenses against what was seen as a growing threat of Soviet expansion. Escadrille BR39, BR59 and BR66 were redesignated as Polish squadrons. Eventually the French government handed over the surviving aircraft of these escadrilles to the Polish Air Force. Escadrille BR39 became 16EW, Escadrille BR59 became 12EW and Escadrille BR66 became 4EW. The original three Polish squadrons were disbanded by late 1920. Poland ordered an additional 70 Breguet Br.14s and between 1920-21 assigned them to the newly formed 1, 3, 8, 10, 12 and 16 Eskadras. By 1924 the Br14 was showing its age and was replaced by newer designs entering service.

The Br14s assigned to Poland were finished in the standard five-color camouflage scheme and French markings. The French roundels were gradually over-painted with the Polish red and white checkerboard insignias During the transition the aircraft bore a mix of French and Polish markings. Late issue Br14s were painted in a dark green on all of the upper surfaces

Poland sent the 16 Eskadras to aid Lithuania in the 'Zeligowski's revolt' which was fought between 1920 to 1921. 16 EW was sent as a fictional Lithuanian squadron. To help with the masquerade their markings were changed of a red square with white border on left wing and white square with red border on right. The rudder of these aircraft were painted in red and white stripes.

References

1. Aircraft Colours and Markings of the First World War Era: Breguet Br14 http://www.cbrnp.com/RNP/CDv2/Poland/HTML/Aircraft-Breguet_14.htm

France - 1916 - 1917 More Nieuport-17

Three French Nieuport-17

I have been working on getting my archive of Nieuport aircraft rebuilt. Hopefully I will have the new master files for the different types finished and I can start fleshing out neglected areas in my collection. Slowly but surely I get closer to where I was before the big crash ate my homework. When I first started my website I was happy with a single profile to give a glimpse into the evolution of aircraft design. Now I seem to be consumed with depth of content. I have passed the 1300 profile mark and the project keeps growing.

Today's post is a small sample of the weekend's work. My recent excursion into post world war one aircraft is moved to a back burner as I get back to basics. I have so many irons in the fire I need to focus a bit more on the main topic of my site. I will still be posting profiles from the Greco-Turkish War and the Polish-Russian conflict. I just need to get back to my roots.

Escadrille N3 Les Cigognes

Nieuport-17 C1 René Dorme “Pere Dorme 3” Escadrille N3 1916

This plane was flown by René Dorme (23 victories) when serving in Escadrille N3 escadrille “des Cigognes” (“The Storks”). The aircraft is finished in the typical aluminum varnish mix used at the time. The legend painted on the forward section reads “Pere Dorme 3”. The all red stork was used as the unit insignia between October 1916 through April 1917. On the top of the fuselage just behind the head rest is a stylized green “Croix Lorraine” (“Cross Lorraine”). The red number 12 is unusual in that it was not painted to align with the center line when the plane is in flight.

Escadrille N15 Casque de Bayard

Nieuport 17 Slt. Fernando Chevillon, Escadrille N15, “DEDETTE III” sn 7 N2054 1917

“Casque de Bayard” translates as “helmet of Bayard” (a famous french Knight of the 16th Century), was used as the insigna of the Escadrille N15. The black version appears on several Nieuports flown by the 15^th Escadrille during 1917. Several variants were used including white and red versions.The name “DEDETTE III” is painted on the forward fuselage. This is the third aircraft Chevillon named Dedette. Some sources show the serial number as N2038. I may have to change the profile to reflect this.

Escadrille N31 Les Archer Grec

Nieuport-17, Pilot Unknown, Escadrille N31, sn 25, 2254- 1917

Escadrille N31 (Founded in September of 1914.) was called “Escadrille l' archer grec” which translates as “Squadron of the Greek Archer”. The escadrille fielded Nieuport 17 between February through April of 1917. The insignia variant used did not have a colored field or solid circle often seen. While this plane is well known. none of the sources I have seen have any information on who piloted number 25.

References

1. The Blueprints.com http://www.the-blueprints.com/
2. Wings Palette http://wp.scn.ru/en/
3. L'escadrille SPA 3: http://albindenis.free.fr/Site_escadrille/escadrille003.htm
4. L'escadrille SPA 15: http://albindenis.free.fr/Site_escadrille/escadrille015.htm
5. L'escadrille_31:http://albindenis.free.fr/Site_escadrille/escadrille031.htm
6. Michel and Guy Vaugeois History of the 7th fighter Wing SHAA 1989
7. From Wikipedia Nieuport 17, "From Wikipedia Nieuport 17"
8. Bruce, Jack. "Those Classic Nieuports". Air Enthusiast Quarterly. Number Two, 1976. Bromley, UK:Pilot Press. pp. 137-153.
9. Cheesman E.F., ed. "Fighter Aircraft of the 1914-1918" War. Letchworth, UK: Harleyford Publications, 1960.
10. Cooksley, Peter. "Nieuport Fighters in Action". Carrollton, Texas: Squadron/Signal Publications, 1997. ISBN 0-89747-377-9.

France - 1917 Salmson 2a

Three French Salmson 2a

Late in the war many French Escadrille were supplied with the excellent Salmson SAL 2a. Today I am posting samples of some of the more successful units. I am working on more examples and will follow up with updates soon.

Escadrille SAL.1

Salmson 2a Escadrille SAL.1 Les Escargots - 1918

This is a very well known SAL.2a which flew in the 1^st Escadrille. The insignia is a blue snail. I have no information on the crew or serial number. I used a drawing by Bob Pearson as the primary source for the marking information.

Escadrille SAL.28

Salmson SAL 2a Escadrille SAL.28 sn-10-44 - 1918

I began research on this aircraft with photo and details I found at albindenis.free.fr. This Escadrille used an elephant as their insignia. Different flights carried black, white, or the most definitive version which was a charging elephant with a green cover with gold trim. This is the insignia I used on this profile.

Escadrille SAL.32

Salmson 2a Escadrille SAL.32 - 1918

I used Bob Pearson's color profile and photos from albindenis.free.fr as references for this profile. The 32th Escadrille used a seagull in flight or on a naval life preserver as their insignia.

United States - 1918 Salmson 2a

Salmson 2a in the 1st Observation Group

I have been busy working on American aircraft groups and I have just finished a new master file for the Salmson 2a. So far I have done several French, American, and one British profile. The SAL 2a has a lot of detail to contend with. Once again it is fun with louvers time. I have worked up an easy way to add them. I make one louver, trim the image to give me the proper spacing, make a new image window the correct size and use a fill tool to make a row of them as long as I want. As long as I do the math before creating the new window I get a clean even row of them without any irregularities. A bit of copy pasting to a layer and the I have what I need fast and easy. Then all I need to do is tweak the opacity and the layer blending mode and I am done. Keeping them isolated on a single layer keeps things simple if I need to play with them later.

1^st Aero Squadron 1st Observation Group U.S.A.S.

Salmson 2a 1^st Aero Squadron - 1918

When the United States declared war on Germany on 6 April 1917, the 1^st Aero Squadron was still based at Columbus, New Mexico. The Army ordered the 1^st Aero Squadron to Fort Jay, New York City, to accompany the 1^st Division to France. The squadron arrived in August 1917, too late to join the 1^st Division, but sailed for France on its own under the command of Major Ralph Royce. It arrived at Le Havre on 3 September 1917, the first U.S. squadron in France.

Untested U.S. squadrons were initially sent to a fairly inactive sector of the Front north of Toul to acquire combat experience at minimum risk. The 1st Aero Squadron trained at Avord, Issoudun and Amanty, France, during the winter of 1917–18. While at Amanty a member of the squadron, Lt. Stephen W. Thompson, achieved the first aerial victory by the U.S. military. The aircraft used by the squadron were the Curtiss AR-1, Spad XIII pursuit plane, and Salmson 2 observation plane.

On 8 April 1918, the 1^st Aero Squadron was assigned to an aerodrome at Ourches, and was joined shortly after by the 12^th and 88^th Aero Squadrons to form the 1^st Corps Observation Group, the first U.S. air group. The group served as an observation unit for both the French XXXVIII Corps and the U.S. I Corps, moving its location nine times between April and November.

88^th Aero Squadron 1^st Observation Group U.S.A.S.

Salmson 2a 88^th Aero Squadron - 1918

Activated in the summer of 1917 as the Air Service 88th Aero Squadron; deployed to France during World War I and served on the Western Front. Engaged in combat as a corps observation squadron with I, III, IV, and V Army Corps, May 30 – November 10, 1918. After the armistice subsequently served with VII Army Corps in occupation force, November 1918 – May 1919 when the squadron returned to the United States

90^th Aero Squadron 1st Observation Group U.S.A.S.

Salmson 2a 90^th Aero Squadron - 1918

The 90^th Fighter Squadron was initially activated on 20 August 1917, as the 90^th Aero Squadron. Its first location was at Kelly Field, San Antonio, Texas. The first few months of its existence were consumed by the necessary training to prepare the men for operations in France during World War I. On 12 November 1917, the men of the 90^th arrived at Le Havre, France. The initial cadre of officers and enlisted men began preparing the infrastructure necessary to support their flying mission. The air contingent arrived soon after this first group.

The squadron's first aircraft were the Sopwith 1½ Strutter ground attack aircraft. The squadron upgraded to Salmson 2-A2s, SPAD Xis, and Breguet BR-14 observation aircraft. Pilots flew from Colombey-les-Belles and scored seven confirmed aerial victories (against aircraft) and participated in the final allied offensives. The 90^th earned a positive reputation for its ground attack missions during its continuous participation in the air offensive over Saint-Mihiel. Its first commander, First Lieutenant William G. Schauffler, designed the 90th's Pair o' Dice emblem displaying natural sevens during this campaign.

France - 1918 Breguet Br.14

Two Pairs of Breguet 14's

First off I want to thank all the veterans who have served us well in times of war defending freedom we should never take for granted. As long as we tell their stories they shall never be forgotten.

My posting schedule has been a bit erratic recently. Between working on new masters and profiles, working up the pages for the U.S.A.S. Pursuit, Observer, and Bombardment Groups, and the squadrons serving in them, I have been frazzled.

Today's post is a mixed bag of Breguet 14's in French service. The difference between the two versions of this aircraft are easy to spot.

Breguet Br.14A2

Breguet-Renault Br.14A2 Escadrille Br 234 sn 4644, 1918

This Breguet Br.14A2 from the Autumn of 1918 was powered by a Renault engine. The blue is not typical. The insignia for the 234^th Escadrille is a stylized Gallic angel on a blue field.

Breguet Br.14A2 Escadrille 509 Sg. Jean - 1917

The paint scheme is fairly standard. The unit markings area white dragon and quartered blue and white circle. The wing struts are light gray.

Breguet Br.14B2

Breguet Br.14B2 Escadrille 11 - 1917

Another example of a standard French camouflage scheme. The unit insignia is a red origami bird with eyes added to the head. The wing struts are natural wood.

Breguet Br.14B2 Million, Escadrille 504, sn 909 - 1917

Most examples I have seen of Breguet 14's in the 504^th Escadrille bear the red and white banding and the red cross. The lower red stripe is unusual.

U.S.A - 1918 The 9th Aero Squadron

Breguet 14 Aplenty

Once again I have got on an obsessive roll. After a lot of research I have found plenty of material for working up profiles of the Breguet 14a.2 and 14b.2. I decided to continue by posting examples which served in another aero squadron during 1918.

The 9^th Aero Squadron U.S.A.S. & The Breguet 14 A2

Breguet 14 A2, 1^st Flight, 9th Aero Sqn, Pilot Unknown, sn 4948 - 1918

During the closing days of WWI the 9th Aero Sqn spent a good deal of time conducting night reconnaissance. To reduce visibility of the aircraft when performing night missions, aircraft of the First and Second flights were painted in black.

In the postwar era the aircraft of the First Flight were decorated with a tooth filled mouth and eye reminiscent of an Orca. The unit insignia of searchlight beams which formed an “IX” were also added after the Armistice. This example carried an unusual pattern on its tail fin, the colors are conjectural.

Breguet Br. 14 A2, 2nd Flight, 9^th Aero Sqn, Pilot and Serial Number Unknown - 1918

The Second Flight marked their aircraft with a swastika on the fin. This aircraft carried the name “JIMMY” below the pilot's cockpit.

Breguet Br14.A2 2/Lt Bruce Struthers, 3rd Flight, 9^th Aero Sqn, sn 4937 Early 1918

Breguet Br14.A2 2/Lt Bruce Struthers, 3rd Flight, 9^th Aero Sqn, sn 4937 Late 1918

The Third Flight retained the original French five-color camouflage scheme, with red and white checks on the tail fin and tailplane. The profiles above depict the aircraft at two stages in its career. When the flight originally chose the red checkerboard theme, the checks were painted directly on the camouflaged tail fin. This aircraft is unique in that the aft fuselage also carried checks. Eventually the areas exposing the camouflage were filled in with white as seen in the second profile. One point of interest is the complete lack of all armament on this plane even the Scarff mount in the rear cockpit has been removed.

History of the 9^th Bombardment Squadron

The 9^th Bombardment Squadron began as the 9th Aero Squadron at Camp Kelly, Texas on 14 June 1917. World War I had begun in April of that year and the unit was targeted for overseas combat duty. Their first European stop was Winchester, England in December 1917. Following the holidays, the unit moved on to Grantham, England to train for combat flying the Sopwith Scout. After eight months of intensive training, the unit moved to the front in August 1918. While in Colombyles-Belles, France, the 9th was assigned to the 1^st Army Observation Group. Also, after arrival in France, the unit began flying a new aircraft; the French Brequet 14. That aircraft would be used extensively to perform the unit's mission - night reconnaissance. By specializing in night reconnaissance, the 9^th gained the unique distinction of being the first in the American Air Service to do so. However, their missions were not without danger. In one case, two of the 9^th aircraft were engaged by seven enemy Fokkers. The 9^th's aircraft not only shot down two German aircraft, but completed their photographic mission.

As the war progressed the unit participated in many night missions and battles. Most famous of those battles were the Battle of Lorraine, Battle of St. Michiel, and the Meuse-Argonne Offensive. For those, the unit earned their first battle streamers. After the war had drawn to a close, the unit was moved to Trier, Germany to serve as part of the occupation force under the Third Army on 5 December 1918.

References

• 9^th Bomb Squadron. (2011, September 11). In Wikipedia, The Free Encyclopedia. Retrieved 16:19, November 9, 2011, from http://en.wikipedia.org/w/index.php?title=9th_Bomb_Squadron&oldid=449900423
• Bréguet 14 Over the Front Retrieved 16:25, November 9, 2011, from http://www.overthefront.com/WWI-Airplanes-Breguet-14.php
• 9^th Bombardment Squadron Retrieved 16:36, November 9, 2011, from http://www.7bwb-36assn.org/9bombsquad.html
• 9^th Bombardment Squadron Retrieved 17:02, November 9, 2011, from http://www.globalsecurity.org/wmd/agency/9bs.htm
• American WWI Air Force OOB Retrieved 17:10, November 9, 2011, from http://www.usaww1.com/American_wwi_air_force_OOB.php4
• Taylor, Michael J. H. (1989). Jane's Encyclopedia of Aviation. London: Studio Editions.
• World Aircraft Information Files. London: Bright Star Publishing. pp. File 890 Sheets 78-79.

US - 1918 96th Aero Squadron

America's 1^st Bombardment Squadron & the Breguet Br.14

As part of the ongoing work on the U.S.A.S during the First World War I began fleshing out details for the 1st Bombardment Group. This means a need for new master files for both the AIRCO DH-4 and the Breguet Br.14. Since the 96^th Aero Squadron was the first squadron of the group deployed I began by making a new master file for the Breguet Br.14 to replace the one lost during the great crash. Once I have finished some French, Belgian, and Greek profiles I will get busy with a new DH-4 master. Here is a short excerpt from some upcoming pages on wwiaviation.com.

Breguet Br.14B2 96^th Aero Squadron sn 10 - 1918

This Breguet Br.14 is painted in a standard French scheme, including the rudder which has the original identification information. The four pane windows were intended to improve visibility for the observer. As with most aircraft in the 96^th, the numbers are red with white borders. The wings are camouflage pattern on the top surfaces and varnished fabric on the lower. The wings have a standard positioning scheme for the roundels, Two on the top surface of the upper and two on the lower surface of the lower bottom wing. As with all the examples shown today none of them have wheel covers.

Breguet Br.14B2 96^th Aero Squadron Major Harry Brown, sn 12 4012 - 1918

This is Major Brown's plane from the unfortunate incident which resulted in the capture of 6 aircraft and crew near Coblenz, Germany. The plane has command stripes on the fuselage and the rudder has been repainted. The red numbers have no border. There was no squadron insignia on the fuselage.

Breguet Br.14A2 96^th Aero Squadron sn 15-4880 - 1918

This example has slightly different paint scheme, and no windows on the fuselage. It does have the word “PHOTO” painted near the pilot's position. 20 kg french bombs are mounted on hard points under the lower wing. The rudder carries the standard markings.

Breguet Br.14A2 96^th Aero Squadron sn 24-4891 - 1918

This example has all the standard features you would expect for a typical Breguet Br.14 serving with the 96^th Aero Squadron during 1918. The tail plane is painted in the standard french camouflage pattern.

A Short History of the 96^th Aero Squadron

The 96th Aero Squadron was America's first bomber group and was formed at Kelly Field, Texas. Originally consisting of 80 men, largely college graduates or college dropouts, volunteers all, and something of an elite group, since their aeronautical qualifications were the highest in the U.S. Army Air Service. Just before embarking upon its first aerial warfare, the squadron decided upon its insignia, a black triangle outlined by a white strip enclosing the profile of a red devil thumbing his nose at the ground with his right hand. In his left, he held a white bomb. This distinctive emblem was designed by the squadron's talented graphic artist, Harry O. Lawson.

The 96th's first attack was a six Breguet raid against the railway yards at Dommary-Baroncourt - a village located in between Thionville, Metz and Verdun - on June 12. The six planes dropped a ton of bombs across the rail yards, hitting the railway lines and a warehouse. This ton per raid average would be maintained during the month of August when formations of 10 Breguets, on average, dropped a total of 21.1 tons of bombs during 14 flying days and a total of 20 missions.

On July 10 a flight of six Breguet 14B.2 bombers from the 96^th Day Bombardment Squadron bombers got lost. The weather had turned to rain about an hour after the flight took off, bringing the clouds down to 100 meters (330 feet) reducing the visibility to near zero. The planes were running short on fuel and faced with the dilemma whether they would land under power or to attempt gliding to a landing. The flight landed near Coblenz, Germany, and fell into German hands without firing a shot. The Germans sent back a humorous message which was dropped at one of the allied airdromes. It said, “We thank you for the fine airplanes and equipment which you have sent us, but what shall we do with the Major Harry K. Brown?” In all fairness, the mistake was both understandable and unfortunate.

There was only one other Breguet operational for the rest of July which the 96th duly used for bombing practice. 11 more Breguets arrived on August 1^st which allowed operations to continue as they had before. The squadron flew for 14 days during August – probably the number of days the weather allowed bombing operations. And during that time they dropped 21.1 tons of bombs during 20 bombing raids. The German airfield and the railway station at Conflans were favorite targets in spite of its heavy anti-aircraft defenses. Following rivers made for good navigation and easier orientation. The village was located at the junction of the Moselle and Madon rivers which made it relatively easy to find. The 96th hit Conflans with a total of 15,000 kilograms of bombs over the course of the war – meaning that 96th's efforts against just this 2.5 square mile village of 2,500 people accounted for one quarter of all bombs dropped by all four Day Bombardment squadrons against all targets during the entire war. During one raid on August 20th against Conflans, the 96th destroyed 40 German aircraft while they were still in railway boxcars and also killed fifty workmen and soldiers.

In spite of the set backs experienced by the 96^th it had been the most successful of the bomber squadrons of World War One and it was the only US bomber squadron operating in combat for four months before other bomber squadrons started to go into action. It was the 96^th that wrote the book on American bomber tactics and operational procedures.

References

1. 1st Bombardment Group during World War I Retrieved 12:19, November 2, 2011, from http://www.usaww1.com/1st_Bombardment_Group.php4
2. 96th Bomb Squadron. (2011, September 28). In Wikipedia, The Free Encyclopedia. Retrieved 22:19, November 5, 2011, from http://en.wikipedia.org/w/index.php?title=96th_Bomb_Squadron&oldid=452846154
3. Maurer, Maurer (1983). Air Force Combat Units Of World War II. Maxwell AFB, AL: Office of Air Force History. ISBN 0-89201-092-4.
4. Joseph, Frank: Last Of The Red Devils. Galde Press, Inc., 2003.

France - 1915 Nieuport 11

Three French Nieuport 11 “Bébé”

I have been busy working on new master files and insignias for new profiles. But I took a break to flesh out some of the new profiles. I have always loved the more flamboyant color schemes and I decided to do a batch of Nieuports 11s sporting the French Tri-color scheme which was a popular theme with several pilots.

The Nieuport 11 “Bébé” was an improvement over the Nieuport 10. It was nimble, relatively quick, and easy to fly. In the early war it was a favorite of many pilots serving in French, Italian, Belgian, and Russian air forces.

Nieuport 11 Escadrille N67, sn N571, Spring 1916

I am not sure who was the pilot for this example. However we know it was used by Escadrille N67 during 1915. The dark brown lines along the fuselage is a reinforcement tape used to strengthen the seams where the fabric sections meet. The rudder markings give the serial number and the maximum weight limit for ammunition, fuel, lubricant and pilot. The cowling was painted yellow. The tri-color scheme on the wheel covers adds visual interest.

Nieuport 11 Sous Lt Jean Navarre, Escadrille N67, Verdun Spring 1916

This is one of several Nieuport 11 flown by the famous French Ace Jean Navarre. He was attached to Escadrille N67 which served in the area around Verdun during the Spring of 1916. The rudder markings have the serial number for the aircraft. The pennant style insignia was painted on the top and sides of the fuselage. As was the standard practice no roundels were painted on the fuselage. The reinforcement tape was also used on the wing edges. The cowling is unfinished metal and the wheel covers are simple varnished cloth.

Nieuport 11 Lt. Armand de Turenne, Escadrille N48, sn N1344, 1916

This Nieuport 11 was flown by the French Ace Lt. Armand de Turenne while assigned to Escadrille N48 during 1916. The tri-color theme covers the entire fuselage. Some sources say the forward blue section was in fact plain yellow varnish. The horn and shield was his family coat of arms. The cowling is unfinished metal as with many Nieuport 11. The wheel covers are painted blue. The rudder carries standard markings.

The small Nieuport 11 biplane was affectionately known as the "Bébé" (baby). Originally designed for racing, this light plane was fast and extremely maneuverable. Its only major problem was in the design of its wing struts. In a steep dive, the struts allowed the wings to twist, sometimes with disastrous results. Used by the British and French to counter the Fokker E.III, the Nieuport 11 was disadvantaged by its lack of a synchronized machine gun.

References

1. From Wikipedia Nieuport 11, "http://en.wikipedia.org/wiki/Nieuport_11"
2. Angelucci, Enzio, ed. "The Rand McNally Encyclopedia of Military Aircraft". New York: The Military Press, 1983, p. 53. ISBN 0-517-41021-4.
3. Bruce, J.M. "The Aeroplanes of the Royal Flying Corps" (Military Wing). London:Putnam, 1982, p.326. ISBN 0 370 30084 x.
4. Chant, Christopher and Michael J.H. Taylor. "The World's Greatest Aircraft". Edison NJ: Cartwell Books Inc., 2007, p. 14. ISBN 0-7858-2010-8.
5. Cheesman E.F., ed. "Fighter Aircraft of the 1914-1918 War". Letchworth, UK: Harleyford Publications, 1960, p. 92. ISBN 978-0-8306-8350-5.
6. Cooksley, Peter. "Nieuport Fighters in Action". Carrollton, Texas: Squadron/Signal Publications, 1997. ISBN 0-89747-377-9.
7. Fitzsimons, Bernard, ed. "The Illustrated Encyclopedia of the 20th Century Weapons and Warfare". London: Purnell & Sons Ltd., 1967/1969, p. 1989. ISBN 0-8393-6175-0.

Britain 1915 Morane-Saulnier Type N

Morane-Saulnier Type N in the Royal Flying Corps

Today I am wrapping up my series on the Morane-Saulnier Type N with some examples Flown by the British Royal Flying Corps. Throughout the early days of the war Britain operated many French designs. Some of the types used were manufactured by Caudron, Farman, Morane-Saulnier, Nieuport, and SPAD. Eventually Britain manufactured some of these types under license. Eventually British aircraft companies provided the bulk of the designs flown by the RFC and RNS.

Morane-Saulnier Type N, 2nd Lt. R. P. Turner 1^st Sqn RFC, sn 5069 - 1915

This example is less gaudy than most Morane-Saulnier Type N you see. As with most British aircraft National Roundels are paint on the side of the fuselage. Another common theme is the serial numbers run parallel with the line of the fuselage and are not painted following the center line.

Morane-Saulnier Type N, 60^th Sqn RFC sn A186 - 1915

Not all pilots flying the Type N kept the conic prop cover. Some removed it to provide better cooling for the engine and to prevent it from coming loose from vibration from both the engine and impacts of bullets striking the deflector guards.

Morane-Saulnier Type N, Lt. Bayetio 24^th Sdqn RFC, sn A198

This paint schme is fairly common except for the tri-color stripe running diagonally on the fuselage.The Morane-Saulnier logo on the cowling is painted black instead of white. The rudders on British Type N carry no markings.

U.S.A. - 1918 Nieuport 28 part 3

Three Colorful Nieuports

One of the thing which attracted me to World War One aircraft is the flamboyant color schemes used to identify who was piloting the plane. personal heraldry wass more important than stealth during this period. When America officially entered the war the pilots serving in the American Expeditionary Force many adopted the custom of personalizing their planes. Here are a few of the new examples I have recently finished.

Douglas Campbell 94^th Aero Squadron 1918

Nieuport 28 Douglas Campbell 94^th Aero Squadron sn N6164

Douglas adopted a black star pattern on a red cowling as his personal markings. The wheel covers are a blue variant which was popular with other pilots in the squadron. He did not have roundels painted on the underside of the top wing. The white identifier numbers do not have borders. The small black numbers on the rudder are the serial number.

1st Lt. William F. Loomis 94^th Aero Squadron 1918

Nieuport 28 1st Lt. William F. Loomis 94^th Aero Squadron sn N6181

WIliam Loomis chose a red and white candy stripe pattern on his cowling. The numbers are a bordered block style popular with many of the American squadrons. The rest of the paint scheme is fairly standard.The serial numbers on the rudder are painted over

213^th Training Squadron AEF 1918

Nieuport 28 213^th Training Squadron AEF sn N658 France 1918

Training aircraft used by the United States and Great Britain were often painted in bright colors and patterns. This aircraft flew in France in 1918. The red white and blue paint scheme is based off the American flag. The rudder color scheme is more like the version used in France.The Indian head unit insignia differs from the ones used by the 103^rd Aero Squadron. The black block style numbers are identify that particular plane.