Breguet 14, part seven. European Users, part four.

 

The Bréguet 14 was a French biplane bomber and reconnaissance aircraft of the World War I that was widely used during and after that conflict. France was its main user, but the type also saw service abroad, in the following countries:

• Russian Soviet Federative Socialist Republic: Six Bre.14B.2 were captured by Bolshevik troops in 1919 in Yekaterinodar, Kuban region, during the Russian Civil War. Almost all of them were damaged, but its known that at least three were used operationally in Southern Front, at the Caucasus. After the war, the surviving machines were assigned to a reconnaissance regiment based in Moscow. 
  
  
• Spain: In July 1919 a first batch of Br.14A.2 arrived in Spain as part of a French military mission. A total of eight machines were purchased, all of them powered by the Renault 12F engine.
  The first two Br.14A.2s were assigned to the Tetuan Escuadrilla (Tétouan Flight), where both machines were employed in combat missions. In 1921 one Br.14A.2 powered by a Fiat A.12bis engine was bought. This new engine was preferred as it was cheaper than the Renault 12F. These new machines arrived in time to take part in the initial stages of the Moroccan campaign, where they operated from Seville. 
  Later, in 1921 there were two Grupos (Groups - Squadron-sized units) operating the Br.14 from African soil. The Grupo Nº1 (Group No.1), based at Tétouan and the Grupo Nº2 (Group No.2) based at Larache, south of Tétouan. Each Grupo had one Escuadrilla (Flight) equipped with a Fiat-powered Br.14. In 1923 a third Escuadrilla was added to Grupo Nº1 and was stationed at Larache.
  Later, in 1923 the Grupo de Sevilla (Seville Group) was formed with Fiat-engined Br.14s and was redesignated as 22º Grupo (22nd Group) in February 1927. This unit employed the Br.14s until 1931 when they were replaced by the locally-built Loring R-III.
  An independent Grupo Expedicionario (Expeditionary Group) composed entirely of Br.14s operated in the Melilla and Tétouan areas, but, in 1926 it was assigned back to Grupo Nº1. That same year, Grupo Nº2 returned to Larache and a detachment was created to be sent to the Ifni province. This detachment was later assigned to Grupo Nº3. In October 1926 an unknown number of Fiat-engined Br.14s was sent to Armilla airfield, in Granada, to be assigned to Grupo Nº1 in February 1927, where they remained until 1930 when they were replaced by Breguet 19s. 
  The Fiat engine, although cheaper was unsatisfactory and some machines were modified to fit the 360hp Rolls-Royce VIII engine. These conversions were carried out at the aircraft park in Seville. The two Escuadrillas of Grupo Nº3, based at Larache, were the first ones to receive such modified machines in 1927.  This unit employed those Br.14s just in time to take part in the last aerial operations of the Rif War. 
  Overall the Br.14s remained in service until 1931 when they were replaced by either the Loring R-III or the Breguet 19. From 1928 to 1931 the Escuadrilla Sahariana (Sahara Flight) was equipped with the Rolls-Royce-powered Br.14s. 
  A single Br.14 was also fitted with a 300hp Hispano-Suiza 8F engine. This modification also took place in Seville but, on 17th November 1929 the prototype crashed killing its pilot.
  A total of 140 Br.14s were employed by Spain, and none of them seem to have been built locally.
  
  
• Sweden: In 1923 Swedish Prince Carl bought a Breguet 14Tbis that was refitted in France to be used as an aerial ambulance. This machine, registered as S-ASAA, could be fitted with both floaters or wheels and was donated to the Swedish Red Cross, it was flown by Ferdinand Cornelius (famous Swedish pilot of the time) and it was based at the town of Boden, north of Sweden where it was employed to save lives of the many people living in difficult-to-reach areas in the Swedish Northern Wilderlands.
  
  
• Yugoslavia: When the Yugoslav Royal Army Aviation Department (YRAAD - forerunner of the Royal Yugoslav Air Force) was created in November 1918, twenty-four Br.14A.2 and Br.14B.2s were inherited from the French Escadrille BR.525, which was disbanded and its machines passed on to the Serbian Army, which was also the forerunner of the YRAAD. Twelve additional machines were also acquired when the French Armée de l'Orient left the region. These were followed by 25 more, bought directly from France, in the early 1920s. 
  This last batch included not just Br.14A.2/B.2s but also the Br.14E2 trainer and the Br.14S ambulance variants. In 1923 one aircraft was locally converted into the transport variant with an enclosed cabin and provision for two passengers.
  The Br.14s were powered by the Renault Fcx engine, yielding 300 hp of power. One aircraft was locally fitted with a Fiat A.12 engine and another one with a 260 hp Maybach MbIVa . They were progressively replaced from 1923 onwards, mainly by the Breguet 19. Some machines made it to the year 1932, when their engines were replaced by the Lorraine-Dietrich engine, rated at 400 hp, hoping to enlength their operational life. However, they could only last until the early-to-mid 1930s, when they were definitelly withdrawn from service.

Sources:

1st https://en.wikipedia.org/wiki/Bréguet_14

2nd Flying Machines Press - French Aircraft of the First World War

3rd Windsock Datafile Special - Breguet 14

4th http://www.avrosys.nu/aircraft/Flygkomp/21Breguet.htm

5th http://www.aeroflight.co.uk/waf/yugo/jkrv/types/breguet_14.htm

Breguet 14, part six. European Users, part three.

 

The Breguet 14 was a French multirole biplane that could serve as a bomber, reconnaissance aircraft or even as a transport. It was built in very large numbers during and even after World War I and it was used in many countries all around the world, among them, the following ones:

• Republic of Central Lithuania: Two Breguet 14 A.2s were supplied by the Polish to the air force of this short-lived puppet state in 1920. They were assigned to the Aerial Squadron of the Army of Central Lithuania.
  
  
• Portugal: The Portuguese Arma da Aeronáutica Militar  (Military Air Arm) acquired sixteen Br.14A.2s in 1919. They were assigned to the Esquadrilha Miste de Deposito (Mixed Depot Flight), at Tancos and later to the Grupo de Esquadrilhas da Aviaçao Republica (GEAR; Republican Group of Aviation Squadrons) based at Amadora. In 1921 the GEAR was sent to Angola and subsequently renamed to Grupo de Esquadrilhas de Aviaçao de Angola (GEAA; Group of Air Squadrons of Angola) where it remained with base at Campo do Huambo (central Angola) until disbanded in 1923 (though according to some other local sources it was in 1924). 
  Twelve more Br.14A.2 were sold by the French in 1921. These, plus those of the GEAA, formed the Grupo Independente de Aviaçao de Bombardeamento (GIAB; Independent Bomber Aviation Group) which was formed in 1923 at Alverca, mainland Portugal. 
  In 1925 there were still eleven Br.14 in active. One serving with the Escola Militar de Aviaçao (Military Aviation School), nine serving with the GEAR and another with Esquadrilha de Treino e Deposito (Training and Depot Squadron).
  Those Br.14 still active by 1928 were reassigned to GIAB again where they served until 1931 when they were replaced by license-built Potez 15.
  One Breguet 14 T transport was also used by the GEAR.
  One Br.14A.2 became famous in October 1920 for a failed Lisbon to Madeira flight. In spite of the rudimentary navigation gear, they managed to reach Madeira, where they had to make a forced landing due to dense fog. After having repaired the aircraft, on the way back, after 8 flight hours, they run out of fuel and had to ditch the plane on the Atlantic Ocean. Fortunately they were rescued at around 500 km (311 miles) west of Lisbon.
  
  
• Romania: Twenty Br.14B.2 were bought by the Romanian Corpul de Aviatie (Aviation Corps) in 1919. They were assigned to Grupul 5 (Group No. 5) with base at Bucharest. They saw limited action at the Hungarian-Romanian War of 1918-1919 and were replaced in the mid-1920s by newer types, among them the Breguet 19. 
  
  
• Serbia: Three French Escadrilles (Squadrons) equipped with Breguet 14B.2 were received by the Serbian Aviation. These were BR 522, BR 524 and BR 525, were operated by French airmen and ground crew (albeit being nominally under Serbian Aviation's Command and even wore painted Serbian flags at the sides) and were employed to attack Bulgarian camps near Lake Prespa, together with the Greek Mira 532 (of which we already wrote at this post here). French and Greek squadrons co-operated together to attack railroad stations during March-April 1918 and enemy airfields at Drama and Hudobva during May-June, when they were also employed in strafing attacks against enemy soldiers. 
  During the months of July and August, they were employed to raid the main enemy airfields of Hudova and Canatlarsi and in September they were used to bomb enemy lines to support Franco-Serbian troops in their offensive, which concluded with the Bulgarian capitulation.

Sources:

1st https://en.wikipedia.org/wiki/Bréguet_14

2nd Flying Machines Press - French Aircraft of the First World War

3rd Windsock Datafile Special - Breguet 14

4th https://ubibliorum.ubi.pt/handle/10400.6/11568

Lazarov Laz-7M

 

In the previous post we wrote about the Lazarov Laz-7, however, we didn't mention that, albeit a successful aircraft (relatively speaking) it was prone to various accidents caused by a nimble crankshaft in the Walter-Minor 6-III engine.
In order to cope with that issue the Bulgarian People's Army Air Force (BPAAF), which by the time of these events had already fallen under Soviet influence, ordered the replacement of the  Walter engine with a Soviet-made M-11FR, as they were, theoretically, equally powerful, more reliable and, furthermore, they had constant-speed propeller.
Although the engineers of DSF-Lovech (manufacturers of the Lazarov) were reluctant at first, they were forced to comply with the command of a higher authority, so some engineers got permission (among them prof. Lazarov) to go to Bozhurishte airfield, where, among many others, some Soviet Yakovlev Yak-12 were stationed, to study its propulsion system. 
With that knowledge gathered, a single Laz-7 (numbered as 68) was delivered to the aircraft factory at Lovech, where the Walter engine was replaced by the M-11FR in the Laz-7. 
In this configuration, that Laz-7 was test flown by test pilot Popganchev, with unsatisfactory results as the M-11FR engine, coupled with the light fuselage of the airplane, lost force really quick. 

After this failure, the BPAAF ordered the creation of a complete new aircraft, powered by the M-11FR engine and the features of the Laz-7. For this, they were given a very short deadline; by 1952 that aircraft had to be already being mass produced (all these events took place in 1951). So engineers had no time to make a scale model nor test it in the wind tunnel.

This time, design was tasked to eng. Kiril Karlov who took the same layout of the Laz-7, installed the Soviet engine and made some alterations to the wings to make them lighter. Some further changes were also made, to the point that Karlov asked permission to name this design as ZAK-1, petition which was rejected, as the design was directly based on the Laz-7, so the designation of Laz-7M (the letter standing for "modernized") was given instead.

The first test flight of the Laz-7M, with its characteristic star-shaped nose (similar to that of the Yakovlev Yak-18) took place on 16th June 1952 with satisfactory results. This was the first of a total of 102 flight tests which took place until the next month. In July the prototype was passed on to the Bulgarian 2nd Night Light Bomber Aviation Division, stationed at the town of Stara Zagoda, to undergo military trials.

In that unit it was used both as a day and night trainer but also as a ground attack trainer, as it had the same armament the Laz-7 had. However, in order to make it lighter, most of the times it flew unarmed, as it was easier to fly. 

A total of 150 Laz-7Ms were manufactured by DFS-Lovech and were employed mainly by the BPAAF's School, the BPAAF and some flight clubs until the early 1960s.

Apparently the Polish People's Republic considered ordering 100 machines, but they opted for the Yakovlev Yak-18 instead. Egypt also was one possible customer, as they considered ordering 50 Laz-7Ms in the mid-1950s. We have included hypothetical profiles for both countries.

Some few aircraft also flew with the DOSO (a civilian volunteer organization for the protection of the Bulgarian aerial space).

Sources:

1st http://www.airwar.ru/enc/other/laz7m.html (translated)

Lazarov Laz-7

 

The Lazarov Laz-7 was a Bulgarian two-seater liaison and trainer aircraft of the immediate post-war era.

Its inception can be traced to April 1946 when Yugoslavia invited Bulgarian aircraft designers, namely those belonging to DAR (the main Bulgarian airplane manufacturer back then) to take part in a design contest for a new two-seater aircraft powered by a light engine water-cooled engine capable of yielding 140-160 hp of power.

Designed by Tsvetan Lazarov, chief engineer of DAR, in Yugoslavia, the Laz-7 was a cantilever monoplane with a low wing, a fixed-undercarriage and a two-seat glazed cockpit with the pilot and the trainee/passenger/observer sitting in tandem. It was equipped with double controls and was almost entirely made out of wood, with the exception of the engine.
It was powered by a single Czechoslovak-made Walter-Minor 6-III water-cooled engine, rated at 160hp of power. 
On 20th August 1947 a production order was put and it wasn't until 10th June 1948 that the first prototype, Lazarov Laz-7.1 flew for the first time, with eng. Popganchev (a famous Bulgarian test pilot of the time) at the controls. 

After satisfactory flight-tests, the Laz-7.1 was sent to Belgrade, to honour the terms of the contest, and work on an improved variant, called Laz-7.2. This Laz-7.2 was equipped with an improved (and heavier) wing and was flight tested at the city of Karlovo, with almost identical results to those of the Laz-7.1. Those flights caught the attention of the Bulgarian Air Army and in August 1948 an order was placed for a two-seater trainer. However, as DAR was busy with another project, derived from the Laz-7, the Lazarov Laz-8, work on the Laz-7.3 (the production variant of the Laz-7) was delayed until May 1949, which made production runs to not be ready until September. 
The Laz-7.3 had every improvement the Laz-7.2 had and was equipped with a backwards retractable landing gear. When retracted, half of the wheel was left uncovered, feature which turned to be very useful in case of a belly landing. Unlike both Laz-7.1 and 7.2, where main pilot sat at the rear and the trainee at the front, in the Laz-7.3 the main pilot sat at the front, so he could have a better firing angle, as the Laz-7.3 was the first variant to be equipped with weapons. These consisted in two 7,7 mm M-30 machine guns mounted in the wings or one 7,92 mm T6-200 machine gun. It could also carry up to 120 kg (265 lb) of underwing bombs. The increased weight of the armament, spoiled flight characteristics, however, not enough to be rejected, so in June 1949 the Bulgarian Air Army ordered the mass production of the type.
The initial batches of the Laz-7.3 were still equipped with a fixed landing gear, but from the third production run onwards, the retractable landing gear was standardized. Some machines in the late production batches featured mechanical bomb release mechanisms, while others were equipped with pneumatic ones. Some very late models featured a different propeller, thanks to which higher altitudes could be attained. 
A total of just 160 serial Laz-7 were manufactured between 1949 and 1950 and served through the 1950s with the Bulgarian Air Force School and some other flight clubs. Some night light bomber regiments equipped the type too, mimicking Soviet night bomber regiments, typically equipped with the Polikarpov Po-2.

Sources:

1st http://www.airwar.ru/enc/other/laz7m.html (translated)

2nd http://www.aeroflight.co.uk/waf/bulgaria/af/types/lazarov.htm

Breguet 14, part five. European Users, part two.

 

The Breguet 14 was a French biplane bomber and reconnaissance aircraft of the World War I, that was mass produced during and after that conflict. France was its main user, but the type saw service with many other users all around the world, among them, the following ones:

• Estonia: Apparently the Estonian Aviation Regiment, belonging to the First Estonian Republic, had one Br.14 in service during the early 1920s. We couldn't, however, find further information, so both the and the registration, should be considered as speculative. 
  
  
• Finland: Finland bought a total of 22 Br.14A.2s between 1919 and 1921. They were assigned to Flying Division 1, based at Utti, for reconnaissance duties and Flying Division 2 for bomber duties based at Viipuri. In 1923 one machine was fitted with floats , acquired directly from France, and tested at a lake. By 1927 every Br.14 was already been phased out. As Finland's IVL company had a license to manufacture the Hansa-Brandenburg W.33, that was powered by the same Fiat A-12 model that the exported Br.14s were powered by, some few machines were fitted with Lamblin radiators, plus a modified rounder nose in 1922, however, it proved to be too problematic and it wasn't continued. As we couldn't find graphical information about the Lamblin-equipped Finnish Br.14, the colours should be considered as speculative. 
  
  
• Greece: The Greek Government bought enough Br.14B.2s to equip a squadron. They entered service in Greece in November 1917 with the 532 Mira Vomvarthismou ke Anagnorisseos (532rd Bombing and Reconnaissance Squadron) and saw action against Bulgarians during the Battle of Skra-di-Legen by bombing enemy positions along the Axios river. 
  A second squadron, 533 Mira Dioxes (533th Fighter Squadron) was formed in June 1918 composed by a mixture of Dorand A.R.1 and Breguet 14A.2s. By late 1918 the total amount of Br.14s serving with the Hellenic Army Air Service was 12, both A.2 and B.2s. In April 1919, following a reorganization, both 523 and 533 Miras, were renamed to "A" and "C" Miras and a detachment, brought from those two units, was sent to Turkey to take part in the Greco-Turkish War, together with the Royal Hellenic Navy's Airco DH-9s. "A" Mira remained in Orestias, which back then was part of Greece, and "C" Mira was sent to Turkey, where it flew various reconnaissance missions and tactical bombing missions over Ankara. However, due to fear of reprisals from local Turkish population, they saw limited action in the tactical bomber role.
  By late August 1919 both A and C Miras returned to mainland Greece, after providing aerial cover for the Greek withdrawal. Both Miras saw action again during the Revolution of Chios, in September 1922.
  Later, in 1923 another Mira was formed, "E Mira Dioxes" ("E" Fighter Squadron) and, among other types, it had a single Br.14A2 in strength. It was formed just in case the Greco-Turkish hostilities escalated again, but it was disbanded in July 1924. After these series of events, every Mira was regrouped into a single one, named "A Mira Aeroplanon and were equipped both with Nieuport Nighthawks and Breguet 14s, until 1925 when the Breguet 19 replaced the Br.14s.
  
  
• Italy: Some machines (the actual number is unknown) were sent to Italy during 1918, according to some photos. They received Italian Corpo Aeronautico Militare (Military Air Corps) markings and tested at Montecelio (nowadays Guidonia) before being assigned to 29a Squadriglia (29th Flight).
  They were powered by Fiat A-12 engines and it's known that Mario de Bernardi, famous Italian ace and racer, flew one Br.14 in April 1921
  

Sources:

1st https://en.wikipedia.org/wiki/Bréguet_14

2nd Flying Machines Press - French Aircraft of the First World War

3rd Windsock Datafile Special - Breguet 14

4th https://it.wikipedia.org/wiki/Breguet_Bre_14 (translated)

Further reading about the Breguet 14 in Finnish service

http://www.virtualpilots.fi/hist/WW2History-Bregue14.html

Breguet 14, part four. European Users, part one.

 

The Breguet 14 was a French biplane bomber of the First World War which was also employed as a reconnaissance plane. 

With more than 8.000 machines manufactured between March 1917 and 1926, it was exported all around the globe and saw usage with various countries and factions, among them, the following ones:

• Belgium: Belgium acquired 31 or 35  (sources vary about the exact number) Breguet 14 A.2 before the end of World War I, and 12 or 15 after the war.
  The type entered service with the Belgian Aviation Militaire (Army Aviation) in 1918 serving both with Nos 2 and 3 squadrons based at Les Moëres (De Moeren) airfield, in West Flanders province. The Breguets replaced the Sopwith 1 ½ Strutters the squadrons were equipped with. Nos. 4 5 6 and 7 Squadrons also employed the type, in some cases, operating together with the SPAD S.XI. No.5 Squadron was based at Houtem airfield, in West Fladers too. 
  Every Breguet 14 delivered during the war was powered by either the Italian Fiat A-12 or A-12bis engine, but some of those delivered after the war, were powered by the Renault 12F engine (distinguishable by its unique exhaust pipe).
  After the war, the A.2 also equipped some squadrons of the Flying School Group and, by 1923, the A.2 was already withdrawn from operational squadrons, with the exception of some few machines which were employed as communications aircraft until 1928. 
  
  
• Czechoslovakia: The newly created Czechoslovak Army Air Force acquired 10 Breguet 14A.2 in 1919. They were assigned to the Letecká setnina 4 (4th Air Company), based at Cheb, western Bohermia,  and then, after reorganization, they were inherited by the Letecká rota 8 (8th Air Company), based at Nitra, Bratislava. In 1923 they were assigned to Prozorovaci rota 3 based at Olomouc, Moravia and the Hlavni Letecke Dilny, 81 Bombardobaci Letka, based at Prague-Kbely airport.
  
  
• Denmark: Denmark obtained four unarmed Br.14A.2s for civilian usage with the Ministeriet for Offentlige Arbejder (Ministry of Public Works) between 1921 and 1922. They were used for training commercial pilots until April 1927 when they were sold for scrap.

Sources:

1st https://en.wikipedia.org/wiki/Bréguet_14

2nd Flying Machines Press -  French Aircraft of the First World War

3rd https://www.armedconflicts.com/4th-Air-Company-t73424

4th https://www.valka.cz/topic/view/43381/Letecka-rota-8-1920-1924

5th http://www.milfly.dk/pdf/islander.pdf (translated)

Bréguet 14, part three. Asian Users.

 

The Breguet 14 was a French bomber and reconnaissance biplane of the World War I era, which was built in very large numbers during and after the conflict. With more than 8.000 machines built, it was exported all around the world. 

The type was widely used in the Asian continent being employed by the following countries or factions:

• China: The Nationalist Chinese Air Force of the Central KMT government, lead by Chiang-Kai-Shek, was established in 1925 with, among other types, approximately 50 Breguet 14A.2s. They were used during the many offensives the KMT held from 1926 onwards to bring local warlords down. 
• Beiyang Government: One Manchurian warlord, Chang Hsueh-liang had 16 Br.14A.2 as part of his private air force. Both these, plus the KMT's ones, were most likely destroyed in 1931-1932 when the Japanese invaded.
• Japan: One Breguet 14B.2 was acquired by the Japanese with evaluation purposes from the French Military Mission that visited Japan in 1919. It was employed by the Imperial Japanese Army's Mikatagahara Bombing team for research on new bombing techniques. This B.2 became also the first aircraft to fly over the Mount Fuji. 
  In 1922 Nakajima completed the Nakajima B-6 "Kei-Gin Go" (light silver) as it was made out of duralumin and was modelled after the Breguet 14. The Kei-Gin Go was revealed at the Peace Memorial Exposition in Tokyo and was highly praised. However, the army never requested the type, so it was used only for long-distance flights. 
  The B-6 was powered by a water-cooled Rolls Royce Eagle VIII engine driving a four-bladed propeller and yielding 356 hp of power.
  Apparently one Breguet 14T transport was also acquired by the Imperial Japanese Army.
• Persia: In 1924 the Air Officer of the Imperial Iranian Army bought various French airplanes, among them three Breguet 14A.2. It's unknown how long they served, but they were most likely replaced in the late 1920s/early 1930s.
• Siam/Thailand: As Siam was part of the Allied Occupation Force of the Rhineland, some Siamese pilots flew the Breguet 14 during the war, in French squadrons. Those pilots returned to Bangkok in August 1919, taking some Br.14A.2 and B.2 with them. The Siamese Br.14s were based at Don Muang and were assigned to the 2nd (General Purpose) Group of the 1st and 2nd Wings of the Siamese Army Aviation Division first and the Royal Siamese Air Division later. The 1st Wing was employed for reconnaissance and topographic works, and the 2nd was used for passenger and air transport over north-eastern Thailand. 
  Some few Br.14s were produced locally with Renault engines in 1924, however, as the prices of those engines raised, the Royal Siamese Army considered the production of a new bomber, which was eventually built as the Boripatra bomber, based indirectly on the Br.14B.2.
  The production of the Br.14 was resumed when the prices of the Renault engines were reasonable again and they were kept in active until 1933, when the American Vought V.100 was produced locally. 
  The 2nd Wing, equipped with Br.14T transports, flew scheduled air-mail flights on the north-eastern regions of the country, leaving the city of Ubon every Tuesday and returning every Thursday. Although being a mail service, some individuals in need of medical care were also carried, as well as medicines. The Royal Siamese Family was so impressed by these flights, that they assisted in raising the funds to purchase a Br.14S ambulance airplane which remained in active service until 1936 (though some sources claim it was until 1937 or even 1938) and by the year 1940 they were still being used as target tugs, making them the last operational users of the Br.14 anywhere in the world.
• Turkey: During the Greco-Turkish War (AKA Asia Minor Campaign, AKA Turkish War of Independence) two Br.14A.2s were captured from the Greeks in September 1921 and August 1922 and employed by the Turkish National Movement.
  After the war, Turkey bought sixteen Breguet 14A.2 plus other 16 Breguet 14B.2s in 1923. The machines were shipped disassembled, so they had to be reassembled at Gaziemir in December 1924.
  The B.2 bombers were assigned to two bombing companies, and served until 1933 when they were replaced by Breguet 19s (though some sources claim it was in 1926), while the A.2s were assigned to other two recon companies and served until 1935 when they replaced by French-built Potez 25s and Czechoslovak Letov S-16Ts.

Sources:

1st Flying Machines Press - French Aircraft of the First World War

2nd https://en.wikipedia.org/wiki/Bréguet_14

3rd https://www.iiaf.net/history/iiaf.html

4th https://www.ne.jp/asahi/airplane/museum/nakajima/nakajima-1e.html

5th http://www.tayyareci.com/digerucaklar/turkiye/kurtulus/breguet14a2.asp

6th http://www.aeroflight.co.uk/waf/aa-eastasia/thailand/thai-manu-history1.htm

Bréguet 14, part two. North American Users.

 

The Bréguet 14 was a French multiuse biplane bomber which also served as a reconnaissance aircraft during the World War I years and beyond. It was mass produced and was used all throughout the world with the United States of America (USA), being one of those users.

When USA  entered World War I, they did it under the idea that a powerful bombing force could help to shorten - or even finish - the war. The Aviation Section of the US Signal Corps had not, however, indigenous aircraft to perform aerial raids, so they had acquired some Liberty-engined Airco DH-4 bombers. However, as the Frenchs promised to deliver 1.500 Bréguet 14, they accepted the deal as an interim solution while waiting for the DH-4. Eventually, at the day of the German Armistice, only 290 were delivered. 

The initial American order comprised just 376 being 100 of them of the Et.2 trainer variant, 229 Br.14A.2 recon aircraft and 47 Br.14B.2 bombers with around half of them being powered by the Italian Fiat A-12 or A-12bis engine. 

The first Br.14s were eventually delivered to the American squadrons based in French and so, the 96th Aero Squadron was the first unit to fly the Br.14B.2 operationally, having done some previous training at the Michelin Brothers testing field on 1st December 1917.

The 96th Aero Squadron (which was also the first American operational day bombardment unit) took 10 Br.B2 to Amanty airfield, in the Meuse department on 18th March 1918. According to various reports, the supplied machines were in poor state and, given the lack of French supplies, squadron's mechanics had to make use of modified farm machinery parts. Their first raid took place on 12th June. However, the Br.14B.2s were in such bad condition that many other raids had to be cancelled. Given the bad status of the aircraft, no American day bomber units took part in the Chateau-Thierry offensive in July, with the exception of a smaller raid carried out on 10th July when six Br.14B.2 took off to bomb the railroad yards at Conflans, in the Seine-et-Oise department, with the result of all the six pilots being captured because of their lack of experience.

On 10th September 1918, two days before the beginning of the St. Mihiel offensive, the 96th Aero Squadron was assigned to the 1st Day Bombardment Group. During this offensive, they carried out ground support missions and bombed rail centers. Given the muddy state of many airfields, a lot of Br.14s were damaged when landing, causing the lost of 16 men and 14 airplanes in just five days; the worst loss rate of any American Expeditionary Force (AEF) during the war. The 96th had to be reconstituted with new crew members and aircraft and was ready again on time for the Meuse-Argonne offensive in September. However, because of bad weather, they only could fly for two days in November. 

Other squadrons in the 1st Day Bombardment Group were equipped with the Liberty-engined Airco DH-4. It was, however, believed that the Br.14B.2 was better as the Gorrel Report stated that the Br.14 was faster at higher altitudes, carried a heavier amount of bombs and was equipped with an excellent defensive weaponry system. It had also a protected upper fuel tank and a droppable lower fuel tank. To top it off, the Michelin bomb rack was also praised by the report.

Other American units that employed the Br.14 were the 9th Aero Squadron (AKA 9th Night Reconnaissance Squadron) which employed the Br.14A.2 recon variant on various day observation missions, as well in various night recon and harassment missions, these last ones with mixed results. This unit operated over the Toul section of the front from 30th August to 11th September 1918 and saw action in both St. Mihiel and Argonne offensives. 

The US Army's 99th Corps attached observation squadron, had also some Br.14A.2 for a short period of time. 

The trainer variant, Br.14Et.2 was also employed by various Aviation Instruction Centres of the AEF in France, among them, the 7th and the 2nd in Aulnat and Tours aerodromes respectively.

After the war one single Br.14B.2 was shipped to the USA, where it was modified with corrugated-metal fuselage, fitted with floaters, converted into a transport aircraft and received the name of Yackey BRL-12 Transport, as the conversion was made by Yackey Aircraft Company, in Chicago. 

One machine was converted in 1926 for Dr. Matthew Stirling to take part in his New Guinea Expedition at the cost of $7.500 of the time. After two months subjected to the moist tropical climate of New Guinea, the glue on the wooden floats deteriorated and the aircraft was abandoned at the banks of the Mamberamo river in New Guinea.

Sources:

1st Flying Machines Press - French Aircraft of the First World War

2nd https://en.wikipedia.org/wiki/Bréguet_14

3rd https://en.wikipedia.org/wiki/96th_Aero_Squadron

4th http://all-aero.com/index.php/57-planes-x-y-z/18683-yackey-brl-12

Bréguet 14, part one. South and Central American users.

 

The Bréguet 14 was a French bomber and reconnaissance biplane of the World War I. It was manufactured in large numbers during and after the conflict. It was used by the French Aéronautique Militaire (French Aeronautical Corps) but it was also exported to many countries all around the globe, among them, the following ones:

• Argentina: The Aeroposta Argentina (Argentine Air Mail) employed three Breguet 14 built by Latécoère for aerial mail duties. They arrived at Buenos Aires in late 1925 and served mainly in the Buenos Aires-Asunción  and Buenos Aires-Montevideo aerial routes. They were reported to be still in active in December 1934 when they were written off.
• Brazil: Brazil bought 16 Breguet 14 A.2 and B.2 in 1919. Four Breguet 14 B.2 served with 1a Esquadrilha de Bombardeio (1st Bombing Squadron), based at Santa María, Rio Grande do Sul, and six Breguet 14 A.2 served with the 3a Esquadrilha de Observaçao (3rd Observation Squadron), based at Alegrete, Rio Grande do Sul. Apart from those machines, six more Breguet were locally assembled. 
  They served until 1928 when those squadrons were disbanded and their aircraft sent to the Escuela de Aviaçao (Aviation School) at Campo dos Alfonsos, in Rio de Janeiro. 
  Another unit, Esquadrilha de Aperfeiçoamento (Operational Conversion Squadron) was based at Mogi das Cruzes, Sao Paulo, with six Breguet 14 A.2 in strength. This unit saw combat action during the Paulista Revolt of July 1924. During that month that squadron flew 11 bombing and reconnaissance sorties losing one aircraft to an accident. The Breguet remained there from August to September 1924 , this time as part of the Destacamento de Aviaçao (Air Detachment), of the Brazilian Army. 
  In 1927 every Brazilian Breguet 14 were withdrawn.
• El Salvador: One Breguet 14 B.2 was acquired from France in the mid-1920s. This machine was used for good will flights to both Honduras and Nicaragua in 1926. Unfortunately, it crashed in March 1927 while delivering smallpox vaccine to Managua.
• Guatemala: Three Breguet 14 were shipped to Guatemala by a French air mission in 1918. Anyway the main instructor with the mission died and the crates where the aircraft were, they were sent back to France unassembled. However, we drawn a what-if looking Breguet 14 in Guatemalan colours.
• Paraguay: One Breguet 14A.2 was employed by the Governmental Forces during the Paraguayan Civil War of 1922-1923. It was destroyed during a forced landing at the Ñu-Guasu airfield in the city of Luque, close to the capital, Asunción.  
• Uruguay: The Uruguayan Escuela Militar de Aeronáutica (Military Aeronautical School, forerunner of the Uruguayan Military Aviation) bought six Breguet 14A.2 in 1921. Three Breguet 14T Sanitaire (AKA Breguet 14TS. It was the aerial ambulance version) were acquired in 1927 and one additional 14TS was acquired in June 1928. The 14.A.2 served with the Escuela Militar de Aeronáutica until 1928 when they were replaced by the Potez 25. 
  The 14TS were regrouped in their own unit, named 'Aviación Sanitaria' (Sanitary Aviation), the first of that kind in South America. They served until 1931 when they were replaced by the Farman F.190

Sources:

1. https://en.wikipedia.org/wiki/Bréguet_14

2. Flying Machines Press  - French Aircraft of the First World War

3. http://www.aeroflight.co.uk/user/every/paraguay-af-all-time-aircraft-used-listing.htm

4. https://www.histarmar.com.ar/AVIACION/EloyMartin/LOS-COMIENZOS-DE-LA-AVIACION-POLICIAL.pdf (translated)

5. https://www.fau.mil.uy/es/noticias/69-los-aviones-ambulancia-al-servicio-del-estado.html (translated)

6. Helion - 08 Aerial Operations in the Revolutions of 1922 and 1947 in Paraguay The First Dogfights in South America