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

Macchi M.7 & M.7ter

The Macchi M.7 was an Italian flying boat fighter that was designed both by Alesandro Tonini and manufactured by Macchi. It was similar in most aspects to the earlier M.5 but it featured an slightly modified hull and it was powered by an Isotta Fraschini V6 engine. The first airplane rolled out from the factory in mid-1918, so, due to the end of the World War I only 17 of them served with the Italian Navy.
As the war ended and they had a surplus of airplanes, they sold two to Argentina (who re-sold their ones to Paraguay), other two to Sweden in 1919 and some years later, in 1921 Brazil bought three of them.
In 1920 a new racing version, named M.7bis was designed, featuring a lighter structure and a smaller span-wings. It came foruth at the 1922 Schneider trophy that was hold in Naples.
There was also a third version, the M.7ter which featured a redesigned strengthned hull, a better wing configuration and a new tail. As it was thought to be an airplane designed to operate from seaplane tenders (in fact, it operated from the Giuseppe Miraglia seaplane tender) a version with foldable wings, named M.7terAR was built. It became the standard Italian flying boat fighter during the 1920s as, in 1924 six Italian naval squadrons were equipped with them and more of 100 of them were built, some of them serving until the early 1940s in private flying schools.

Sources:
1. https://en.wikipedia.org/wiki/Macchi_M.7
2. Salamander Books - The Complete Book of Fighters

Avro 504N - European Users

Th Avro 504N was an improved version of the Avro 504K, with a new engine and some other aerodynamical changes which consisted on a new undercarriage, new wings, a new engine and the removal of the skid. Some internal improvements were also made like the inclusion a direct gravity feed for gas.

It was used by many European countries as it became their standard trainer airplane and it was license built in Belgium by SABCA during the late 1920s until mid-1930s, and in Greece by the Kratiko Ergostasio Aeroplanon (State Aircraft Factory) from 1934 until 1935.

It was powered by either a 150hp or 180hp Armstrong Siddeley Lynx IV engine.

• Belgium: It was the backbone of their trainer squadrons during the 1930s decade. Some of them were still in service when Germany invaded Belgium in May 1940.
• Denmark: The 504N was also the main trainer of the Royal Danish Air Corps during the late 1920s until the mid 1930s. It's worth to mention that these airplanes were equipped with a cowling in the back seat in order for the student to learn how to "blind pilotage".
• Greece: The Greeks ordered some 504N in 1925. 
• Sweden: In December 1925 the Swedish Army Aviation Company ordered five 504N which were delivered in April 1926. They served under the denomination of Sk-3 and Sk-3A in the Flying School at Ljungbyhed. Surprinsingly, they served only until 1928 as they couldn't cope wheel with the harsh cold Swedish weather.
• United Kingdom: The 504N replaced the 504K as the main RAF trainer during the 1920s.

Sources:

1. https://en.wikipedia.org/wiki/Avro_504

2. http://www.natureandtech.com/?cat=109

3. http://forum.valka.cz/topic/view/108754

4. http://greek-war-equipment.blogspot.com.es/2010/10/1920-1936-avro-504.html

5. http://www.avrosys.nu/aircraft/Skol/403sk3/403Sk3.htm

6. http://aviadejavu.ru/Site/Crafts/Craft33477.htm (translated)

Avro 504K European Users, part four

Now it's the turn for the penultimate post about the European users of this excellent airplane.

• Spain: Avro gifted the Spanish King Alfonso XIII a single Avro 504K in 1919 which he handed it over to the army. As the Spanish Military Aviation judged it to be an excellent airplane, they ordered fifty of them. In 1923, they were delivered second hand machines which had previously served with the RAF and RFC. They served in the Spanish flying schools of Getafe, Cuatro Vientos, Alcalá and Albacete.
• Republican Spain: When the Spanish was proclaimed in 1931, the Avro 504K were transferred to the Republican Naval Aviation, which used them in their air-sea base of San Javier, in the provice of Murcia. They were kept there in the training role until 1938, when, due to the Spanish Civil War newer and better trainer airplanes arrived.
• Sweden: The Royal Swedish Naval Aviation bought some 504K during the early 1920s in order to use them in the training and school roles. They had the peculiarity of removable wheels in order to be replaced by skis during the winter months.

Sources:

1. http://www.ejercitodelaire.mde.es/ea/pag?idDoc=6D5611FEEB41557EC12570D700464507&idRef=C7B461BC45A0A4CFC12576AB002C9667&idImg=D6867819143F567CC12576AB002CB141 (translated)

2. http://avgce.blogspot.com.es/2015/04/avro-504k-aeronautica-naval.html (translated) 

Asja Jaktfalk - Swedish Users

The Asja Jaktfalk was a Swedish single-seat biplane fighter aircraft built in the late 1920s.

It started as a private venture by the defunct Svenska Aero company when the company board contacted the Swedish Air Board asking them for guidelines and wishes for a fighter aircraft. As they didn't receive any answer, Svenska Aero contacted with foreign designers in order to get some guidance.

Designed by Carl Clemens Bückler, it was a conventional biplane powered by the Armstrong-Siddeley Jaguar 14-cylinder radial engine and featured a fixed landing gear plus a skid under the tail section. Fuselage was made of welded beams covered with fabric while fore and aft parts were covered in aluminium sheet and it had a fuel tank between the engine and cockpit.

The test pilot, Nils Söderberg, after having tested it, stated that it was the best airplane he had ever flown and, after that test, it was presented the first prototype to the press on 11th November 1929. The prototype was bought by the Swedish Air Force on 9th January 1930 and was given the designation J5 and on February 1930 the Air Board decided that it had to be powered by a Bristol Jupiter engine, forcing that way to redesign it, specially the front part and some fuselage parts. The reformed version received the name of J6 or Jaktfalken I. It was followed by a new order of 5 new aircrafts this time powered by Bristol Jupiter VII engines in 1930 but when tested, the vibrations produced by the engine were too much and, despite that the they tried to solve the problem, no solution was found. After that, Bückler redesigned the landing gear and redesigned it to be powered by the Bristol Jupiter VIIF, or Jaktfalk II which were delivered to the Swedish Air Force in 1932.
Further minor modifications in the windshield and stabilizer were carried out in 1933 when Svenska Aero was merged into Asja and delivered seven additional airplanes, calleb J6B, to the Swedish Air Force.

Initially all fighters were assigned to the F1 Squadron at Västeras air base, and later they were transferred to the F8 Squadron based at Barkarby air base in October 1938 to be used as trainers. During the Winter War, three aircrafts were given to Finland as part of the aid-programme and the rest were scrapped in 1941.

Sources:
1. https://en.wikipedia.org/wiki/Svenska_Aero_Jaktfalken
2. Salamander Books - The Complete Book of Fighters.

Armstrong Whitworth Siskin - Prototype and Mk.II

The Armstrong Whitworth Siskin was a British single-seat bipane fighter of the 1920s and was one of the first airplanes to enter service with the Royal Air Force after the end of the World War I.

The first prototype, was built by Siddeley-Deasy, company that was soon incorporated into Armstrong Whitworth, and was designed by Major F.M. Green who was the former chief engineer of the Royal Aircraft Factory. Initally it was Siddeley-Deasy's candidate for the Type1 fighter for a single-seat fighter powered by the ABC Dragonfly radial engine.
The S.R.2 Siskin was a single-bay biplane made out of wood and fabric. Wings were of unequal span and it was fitted with a distinctive fixed landing gear equipped with long oleo strut shock absorbers carrying the axle which was connected to the Radius Rods by a pair of V-struts. The engine was fitted inside a streamlined cowling to reduce drag with each cylinder coming out through special holes designed for them. It was armed with a pair of 0,303 Vickers machine-guns placed at the sides of the frontern part of the airplane.

It flew first in May 1919 and the Dragonfly engine delivered 270hp of power, instead of the theorical 320hp and, in spite of all the expectations put on the Dragonfly engine, it proved to be a disaster as it was underpowered and it was very unreliable being very prone to overheating and causing an untolerable amount of vibration. Even if those were serious issues, the Siskin proved to handle better than it's Dragonfly powered competitors.

The second version, the Mk.II, derived directly from the Siddeley-Deasy S.R.2 which was adquired by Armstrong Whitworth after Siddeley-Deasy closed down their aviation department. It reatined the basic features of it's predecessor but, on the other hand, it was radically redesigned structurally. It embodied fuselage and wing spars of high-tensile steel tubing and strip. The engine was switched from the ABC Dragonfly to the newly built Armstrong-Siddeley Jaguar 14-cylinder two-row that could deliver 325hp of power. It was armed, as the Siddeley-Deasy Siskin, with a pair of 0,303 Vickers machine-guns.
It appeared in August 1922 and the second one was completed in October 1923 but it failed to attract production order so it was sold to the Swedish Aircraft Company of the Signal Corps (the forerunner of the Swedish air force) where it was fitted with skis to make it able to land under winter conditions.

Sources:
1. https://en.wikipedia.org/wiki/Armstrong_Whitworth_Siskin
2. Salamander Books - The Complete Book of FIghters