Nieuport 11 & 16, part two. The 'Bébé' in service with Royal Flying Corps & Royal Naval Air Service

 

The Nieuport 11 was a French sesquiplane French fighter of the World War I. It was designed by Gustave Delage and the type was successful enough to be exported to other countries, among them, the British Empire.

The Royal Naval Air Service (RNAS) got a total of 21 Nieuport 11s, with allotted serials ranging from 3975 to 3978 and 3980 to 3994. Those served with No. 1 Wing at St. Pol-du-Mer, in northern France during late 1915 and early 1916, No. 2 Wing at Imbros (an island in the Turkish Aegean Sea), during the Gallipoli Campaign and No. 4 Wing, based at Eastchurch, England, which was a training unit. Eventually both Nos. 3975 and 3978 were sent to Romania.
There were plans to provide the Royal Flying Corps (RFC) with six ex-RNAS Nieuport 11s, and were even allotted serial numbers ranging from A8738 to A8743, but eventually none served with the RFC, because the better Nieuport 16 became available.
The Nieuport 16 was an improved version of the Nieuport 11 with a better engine and stronger airframe. It can be distinguished by having a headrest, which the Nieuport 11 lacked.
The RNAS purchased twelve Nieuport 16 in early 1916 and were assigned to defend the Royal Navy's base at Dunkerque. Those 'Bébés' were allocated serial numbers 9154 to 9200, however, given the desperate need of the RFC for fighters, they were transferred directly to the RFC, never serving with the RNAS.
Once in the RFC, they received RFC serials, and were considered superiors to the De Havilland DH.2 fighter, which was in service back then and constituted the backbone of RFC's fighter force.
The Nieuport 16s served with Nos. 1, 3, 11, 29, 60 and 64 Squadrons and some were field-modified with Lewis machine guns mounted on a flexible mount, while others had their original synchronization system replaced by the Alkan synchronization system. The top ace of the RFC back then, Albert Ball flew the Nieuport 16, scoring many kills and some RFC's Nieuports were also equipped with the Le Prieur rockets (known commonly as 'Torpedoes' by ground crews) to use them against balloons, before the Battle of the Somme and, on 25th June 1916 fifteen German Drachen balloons were attacked with six being destroyed by the rockets. 
The Nieuport 16s were soon replaced by the better Nieuport 17, with A-131 of No. 29 Squadron being the last Nieuport 16 in service with the RFC, withdrawn in April 1917. 
Many of the remaining machines were sent to serve with the Scout School at No. 1 Aircraft Depot at St. Omer, northern France.

Sources:
1st Flying Machines Press - French Aircraft of the First World War
2nd https://www.britmodeller.com/forums/index.php?/topic/235091124-nieuport-11-in-british-colors
3rd Signal Squadron - Aircraft In action 167 - Nieuport Fighters in Action
4th https://en.wikipedia.org/wiki/Nieuport_16
5th https://en.wikipedia.org/wiki/Nieuport_11

Morane-Saulnier P

 

Thanks to the success of the Morane-Saulnier Type L and Type LA Morane-Saulnier sought to design an improved parasol in 1916. By September 1915 the Nieuport 11 and 11 had replaced the Types L and LA in the frontlines of the Aéronautique Militaire in the fighter role. Although parasols were still useful in the reconnaissance role, the common feel was that with the advent of the Fokker E.III in 1915, a more powerful version of the Type L was needed.

The new design was given the denomination of "P" by Morane-Saulnier, that single letter standing for "parasol". It was a complete redesign of the Type LA with an important number of changes. It was powered by a Le-Rhône 9Jb engine which yielded 110 hp of power. Its fuselage was completely faired with a circular cross-section which contributed to the streamlining of the airplane and its higher speed. The tail unit was similar to that of the Type LA. Armament varied and some machine were field-modified with a 0.303 in Vickers machine gun on top of the wing shooting outside propeller's arc plus a second machine gun on a mounting behind observer's cockpit. The Type P was tested on 31st March 1916 and was accepted for service with the Aéronautique Militaire under the designation of MoS.21. A total of 565 Type Ps were manufactured.

The Type P was used to complement many French reconnaissance aircraft, but it didn't replace the Caudron G.4, Farman M.F.11 and Farman F.40, which were French's main recon aircraft at the time. Many of the French recon and bombing squadrons were assigned some Type Ps which were used for various kinds of missions like short-range reconnaissance, light bombing and spy-dropping behind enemy lines. 

A total of two Escadrilles (Squadrons) were fully equipped with the Type P. The first of which was the MS. 140 created in September 1917 with a total of 13 Type Ps. This squadron was part of the 4e Armée (4th Army) as an Army Co-Operation Unit. The second one was MS.215 which was formed in September too and was assigned to the 6e Armée (6th Army) with also 13 Type Ps in strength. They also served with some other squadrons. However, they didn't stay in active service for long time as they were obsolete by mid-1916. In spite of the large number of built machines, only 118 were in service by August 1917. These were 61 at the frontlines, 52 at the RGA (Réserve Générale de l'Aviation - General Aviation Reserve), three under reparation and two probably serving as a source of spare parts. Both MS.140 and MS.215 were re-equipped with SPAD 16 by early 1918.

Apparently, the Type P was withdrawn from the frontlines due to a mixture of structural failure, pilot error or improper handling of the aircraft by ground crews as it seems that the type required some extra mechanic works. During fall of 1917 the Type P was withdrawn from active service and on 9th August 1917 a memo was issued by the Aéronautique Militaire's HQ to replace all Type Ps with the MoS.26, which was an improved version with a strengthened fuselage a circular engine cowling and the addition of an enlarged spinner to improve aeronautics. It's unknown how may MoS.26 were built.

A fighter version was also built by fairing over the observer's position and with a synchronized Vickers 0.303 in machine gun placed on the nose. Two prototypes were tested and performance was satisfactory. However, it was found that the parasol obstructed pilot's vision. A second prototype was built with a lower wing and the pilot's position aft of the wing which was equipped with an adjustable seat which allowed him to see over the wing at will. This second prototype was armed with two synchronized Vickers 0.303 in placed on the nose and had bigger fuel capacity. This new fighter's performance was only slightly better than the Type P and was not selected for use.

In addition, the Type P was exported to various countries:

• Brazil: In 1919 Brazil acquired a single Type P which was modified to not be able to fly. This version was called "Rouleur" or "Penguin" by the Frenchs and in Brazil, it was used to train pilots how to taxi. It received the serial 1325 and was written off shortly later, in 1920. As we couldn't find a pic of the Brazilian Type P, the drawing should be considered as speculative.
• Japan: A single Rouleur or Penguin was obtained by Japan in 1919 which was used to train pilots how to taxi. Just its Brazilian counterpart, we couldn't find any pic, so the drawing should be considered as speculative.
• Russian Empire: The Imperial Russian Air Service bought an unknown number of Type P from France. Most of these machines were powered by a 110 hp Le-Rhône engine, although some aircraft were uprated with 120 hp Le-Rhône ones. The Type P was clearly better than the Type L or the LA, but Russian pilots found the Type P harder to fly. Some few machines seem to have been locally built in Russia, but due to unpopularity among the pilots it was never used in large numbers.
• United Kingdom: The Royal Flying Corps (RFC) obtained a single Type P in 1916, which, with the serial number MS.746, was tested by the No.2 Aircraft Depot at Candas, in the Somme Department in France. Based on a favorable report of the Type P an order for three additional machines was placed, with some of them being armed with a machine gun and a fairing for a camera and wireless, with a machine gun for the observer in every airplane. 
  Due to a shortage in the Le-Rhône engine, deliveries were delayed. However, once that issue was solved, additional 20 machines were ordered and by September 1916 forty-four additional airplanes were ordered too. Some of those machines were equipped with the fairing for the camera and the observer's gun, but the synchronized forward-firing machine gun was not present in every machine. Instead a Lewis was mounted on top of the wing, firing outside propeller's arc. It's known that some Type Ps served with No.3 and No.1 Squadrons.
  The Le-Rhône engine was still short on supply, and some were finished with an 80 hp Le-Rhône. Of the 36 Type Ps that served with the RFC, nine did so with the No.3 Squadron. By January 1917 every Type P had been relegated to training units. 
  A total of 106 Type Ps were ordered, both of the MoS.21 and MoS.26 variants. The No.3 Squadron used some few MoS.26. By October 1917 the MoS.26 were sent to No.2 Aircraft Depot and those remaining to were relegated to Pilot School No.1 AD at St. Omer, Pas-de-Calais, in France and No.1 Reserve Training Squadron at Gosport, Hampshire, United Kingdom.

Sources:

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

2. https://en.wikipedia.org/wiki/Morane-Saulnier_P

Morane-Saulnier H, part one

 

The Morane-Saulnier Type H was a single-seat development of the previous Type G. It had a shorter fuselage and wingspan and was powered by a Le Rhône engine rated at 80 hp. It flew for the first time in 1913 and shortly later around 26 machines were ordered by the Aéronautique Militaire (French Army's Aeronautical Corps) which gave the denomination of MoS.1. 

A version powered by a de-rated 45 hp Anzani engine was also converted from previous machines, which were used as trainers. 

There are reports about some other versions powered by 50-hp or 60-hp Gnome engines with an enlarged wing which were designated as "Army Type 12", which were used as trainers.

It was employed by various users:

• Belgium: At least one Type H was used by the Belgian Aviation Militaire (Military Aviation) during World War I in 1915. 
• United Kingdom: The Royal Flying Corps (RFC) acquired many Type Hs as part of an order placed in 1915 for 12 Type G and Hs. These airplanes arrived in April 1915 and were assigned to Nos. 1, 2, 4, 10 and 11 Reserve Aeroplane Squadrons. They were used as trainers. A second order for 24 additional machines was placed with Grahame-White Aviation Company, in Hampshire, as this company produced the type under license in 1915. They received serial numbers 5693 to 5716 and most of them served with training units, but others served with Nos.7, 15 and 60 Squadrons of the RFC.
• France: Most of the Type Hs served with the Escadrille (Squadron) MS.31 which was formed shortly after the beginning of the war, on 24 September 1914. According to French documentation, at the time of its formation, this Escadrille had three single-seat Morane-Saulniers with 60-hp engines, plus two additional ones in reserve. The unit was intended to be used as an "Escadrille Artillerie" (Artillery Squadron) and was formed at Dijon-Longvic airfield, in the Côte-d'Or department, under command of Capitaine (Captain) Yence who had four pilots at his command. 
  Two days later the Escadrille was moved to Toul, in Meurthe-et-Moselle department, closer to the frontlines, where it was assigned to 1ere Armée (1st Army). It's not known if they Type Hs were used in combat, but by 6th November 1914 they were already been replaced by the Type L and the Type Hs had been sent to training units. 
  Two Type Hs were sent to C.R.P. (Camp Retranché de Paris - Paris Entrenched Camp- a series of fortifications built around the French Capital with garrison units assigned there) and armed with carbines. At least one of those had a special mount for the gun and may had also deflector plates on the propeller to allow bullets be fired through the propeller's arc. It may also had been modified with a modified cowling, spinner and undercarriage. 
  Some Anzani-powered machines were also used by some flying schools of the Aeronautique Militaire.

Sources:

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

2. https://en.wikipedia.org/wiki/Morane-Saulnier_H

3. https://www.belgian-wings.be/aircraft-1909-1918

Morane-Saulnier G, part two. Various Users

 

The Morane-Saulnier G was a two-seat sport monoplane with shoulder mounted wings. It was produced in France just before the outbreak of World War 1. Both crew-members sat in an elongated cockpit located in the center of the fuselage between the wings. This position was later found to be unsatisfactory as it seriously limited downwards vision. Every Type G was powered by a single engine, but those powered by a 60-hp Le Rhône were designated internally as Type GA and those powered by a 80-hp Gnome engine were designated as Type GB. A total of ninety-four Type Gs were ordered by the Aéronautique Militaire (Military Aeronautics - French Army Air Corps) and they were given the official designation of Morane-Saulnier MoS.2. 

The Type G was also developed in two variants, one of them served as a testbed for the Garros-Hue version of the Morane-Saulnier bullet deflector device. The second one was a pure fighter variant with a fully faired fuselage, fixed vertical fin, reinforced landing gear struts, removal of the observer's position an 8-mm Hotchkiss machine gun placed on the nose, bullet deflectors and the same engine that powered the Type H: an 80-hp Le Rhône 9C. It was built in summer 1915. At least one Type G aircraft was fitted with the Type H wings. However, these were not adopted because both Morane-Saulnier Type L and Type N (which were more effective in the fighter role) were entering service. Various trainer sub-variants with de-rated Anzani engines were also made.

The Type G saw service with various countries:

• Argentina: The Argentinean aviation pioneer Jorge Newbery had a Morane-Saulnier G as his personal aircraft. Apparently, in 1912, he donated at least two Type Gs to the Argentine Army. 
• Cuba: The Morane-Saulnier G constituted the second airplane in the Cuban Army Air Corps which was founded in 1913. Jaime Gonzalez, a Cuban pilot who had a Type G as his personal aircraft, was promoted by the Cuban House of Representatives as Captain in order to have him as an instructor. 
• Denmark: The Haerens Flyvertropper (Danish Army Air Service) bought two Type G (though some sources state they were Type H) in 1915. These were Swedish license-built Thulin B. In Danish service they were assigned the names of M.S.1 "Hugin" and M.S.2 "Munin". Initially they were both powered by 50-hp Gnomes. Munin was written off service in 1917 and Hugin served until 1919 with his engine being replaced by am 80-hp Gnome in 1917.
• United Kingdom: One Type G was pushed into British Military Service just at the outbreak of the Great War. It received the serial number 482 and was assigned to No.1 Reserve Aeroplane Squadron of the Royal Flying Corps (RFC). Later it was re-assigned to the No.60Squadron. Twelve additional aircraft were ordered, a combination of Type G and Type Hs in 1915.
  Apparently the Royal Naval Air Service (RNAS) had also two Type Gs in strength. These were labelled with the serials 941 and 1242. The 941 was an impressed aircraft and served in Eastchurch airfield and was later assigned to No.2 Squadron. The second was license-built by Graham-White Aviation Co. and was delivered to Eastchurch in December 1914 and later sent to Hendon airfield.
  We couldn't find graphic information about the Type G serving with both the RFC and the RNAS, so the drawings should be considered as speculative.
• France: According to some French documents of the time both MS 23 and MS 26 were almost entirely composed of Type L, however, some few Type Gs may served alongside the recon plane. In any case, the placement of the cockpit and the inadequate downwards field of view of the Type G got the types quickly replaced by the better Type L. 
  Most of the Type Gs were assigned to trainer units which were powered by the de-rated Anzani engines and had the denomination of Morane-Saulnier 16E1 with the letter "E" meaning standing for "École" ("School" in French).
• Mexico: Back in 1912 the Mexican Government sent five army officers to the Moissant International Aviation School at Long Island, in New Jersey. These men returned to Mexico bringing with them two Morane-Saulnier monoplanes, most probably of the G Type. Those five officers, together with foreign mercenaries, formed the "Escuadrilla de Ébano" (Ebony Squadron) in 1915 which was assigned to the Nort-Eastern Army and saw action during the Mexican Revolution in Tamaulipas, Veracruz and Yucatan.

Sources:

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

2. https://en.wikipedia.org/wiki/Morane-Saulnier_G

3. http://www.urrib2000.narod.ru/Mil1-1-e.html

4.https://www.facebook.com/ArchivoGeneraldelaNacionArgentina/photos/-monoplano-morane-saulnier-del-ingeniero-jorge-newbery-1914ar-agn-agas01-rg-13-3/3340549655970227/

Vickers F.B.26 Vampire

The Vickers F.B.26 Vampire was a British single-seat pusher fighter that was built by Vickers during the World War I.
It was a development of the earlier F.B.12 prototypes and was a two-bay biplane with a high-mounted nacelle for the pilot. Initial armament consisted of two 0.303in (7,7mm) Lewis machine guns. At the back of the nacelle there was a single water-cooled Hispano-Suiza 8 delivering 200hp of power, driving the two-bladed propeller.
The tailplane was held by four booms with a single fin and rudder. Modifications were carried out on the radiator layout and wing structure and it was rearmed with three Lewis machine guns in the front, mounted in an Eeman capable of firing at 45º angle to fire the enemy bombers from below. The prototype received the serial number of B1484 and was passed to the Aeroplane and Armament Experimentla Establishment (AAEE) located at Martlesham Heath for evaluation. The prototype was destroyed on 25th August 1917 when it entered an uncontrollable spin and crashed, killing, unfortunately its pilot Harold Barnwell.
A second prototype, numered as B1486 was built and operated by the No.39 Squadron Royal Flying Corps, at Woodford, in London and then it passed to the No.141 Squadron of the Royal Flying Corps later in February 1918. It didn't receive a favourable service evaluation, although performance was satisfactory but its handling qualities were really poor.
A third aircraft was also built in 1918. This time it was powered by a slightly more powerful 230hp Bentley Rotary engine and was modified for ground-attack duties, but by that time the Sopwith Salamander was already being employed in the frontlines and showing excellent performance and therefore further development was abandoned. As there were plans to build three more prototypes, more serial numbers were allocated for them, but it's not known if any of those were ever built.

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

BAT F.K.22/23 Bantam

Friedrich Koolheven's first design for the British Aerial Transport Company (BAT) was the F.K.22 single-seat fighter. It was a two-bay wooden biplane and was planned to be powered by a 120hp A.B.C. Mosquito radial engine, but, as that engine failed, it was fitted with a 170hp A.B.C. Wasp I in the first and third aircraft, while the second aircraft was fitted with a 100hp Gnome Monosoupape rotary engine and was the first aircraft to fly at Martlesham Heath in January 1918.
Originally six of them were ordered as development aircraft but three of them were built as the F.K.23 Bantam I with the second prototype being renamed as Bantam II. The Bantam I had the same wooden structure but it was slightly smaller. Two more prototypes were built, followed by at least 9 development aircrafts. One of them was delivered to the Royal Aircraft Establishment on 26th July 1918. One more was delivered to Villacoublay, in France to be evaluated by the French Aéronautique Militaire and a further one more was delivered to the United States Army Air Corps at Wright field in 1922.
Given the unsatisfactory spin characteristics of the prototypes, the production Bantam had to be modified. However, due to continuous engine problems and the downsizing of the Royal Air Force after the World War I, made that no further orders for the Bantam to be placed. Koolhoven returned to the Netherlands after the war with one aircraft which was re-engined with a 200hp Armstrong-Siddeley Lynx radial engine and several examples were used as civil racing aircrafts.
As we couldn't find graphical evidence of most of these ones, the French, Dutch and American ones should be considered as speculatives.

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

Morane-Saulnier AC

The Morane-Saulnier AC (AKA Morane-Saulnier MoS 23) was designed in 1916 as a variant of the type N via the never-built type U.
It differed from the previous Morane-Saulnier types in the fact that it had ailerons for lateral control instead of wing warping.This was because of the rigid wing bracings, with a wire braced truss of steel tubes supporting the wing from below. It appeared in autumn 1916 and was found to be aerodynamically clean.
It was powered with a single 110hp (82Kw) LeRhône 9J or 9Jb nine-cylinder air-cooled rotary engine and was armed with a single Vickers 0.303in machine gun placed in cowl on the nose.
The first flight of this type, is unrecorded, but it's supposed that it was in late summer 1916. As tests were successful and the aircraft was liked by the Aéronautique Militaire, thirty aircraft were ordered. In spite of the advanced design and good performance, it was considered to be inferior to the SPAD S.VII, which was already being produced and employed in combat,  and therefore it wasn't adopted for mass production. Two aircrafts were provided to the British Royal Flying Corps for evaluation but it was rejected as they already had better airplanes in their lines.
As we couldn't find any graphical evidence of the type serving with the RFC, the drawing should be considered as speculative.

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

Morane-Saulnier V

The Morane-Saulnier V, AKA Morane-Saulnier M.S.22,  was a French fighter of the 1910s that was itself a variant of the Morane-Saulnier N, but powered by a 110hp Le Rhône engine instead of the original 80hp Le Rhône one. Thanks to its engine, it had an endurance of 3 hours.
As it was more developed, it required more work than the previous type N or the type I, which was developed in parallel to this one. In fact, it had bigger wingspan and had modified elevators with a bigger area. It had also bigger fuel tanks, which gave the fuselage a deeper front.
The first aircraft was presented on 16th May 1916 at No.1 Air Depot, near Guillaux, in France, although unarmed. Later, by 8th July, they were armed and with their engines fitted and were delivered to the Royal Flying Corps in that same month.
With the Royal Flying Corps, one of them served with the No.3 Squadron for a few days, but after that, only the No.60 Squadron was the only RFC unit to use the type, receiving at least 7 of the 12 delivered. Of those, three were written off as they crashed while landing and another one was destroyed in combat on 19th September 1916. It wasn't very popular among the pilots of the No.60 Squadron as the more powerful and heavier engine, made the aircraft harder to control . By early August, the squadron had to be withdrawn from the frontlines, in order to be fitted with new and better aircrafts. However, when the squadron received the Nieuport 16, some few Morane-Saulnier V, were still in active until they were definitely withdrawn from service on 11th October 1916.
This didn't end Morane-Saulnier N family, as the type V was the basis for the experimental type U version which eventually evolved into the type AC.
Some of them were also sold to the Imperial Russian Air Service in 1917, where they were kept into service until the revolutions of that same year when they were adquired by the Bolshevik Red Air Fleet and served, without known results, during the Russian Civil War.

Sources:
1. http://www.historyofwar.org/articles/weapons_morane_saulnier_Type_V.html
2. https://en.wikipedia.org/wiki/Morane-Saulnier_V
3. Salamander Books - The Complete Book of Fighters

Morane-Saulnier I

The Morane-Saulnier I, AKA Morane-Saulnier MS.6, was a French fighter of the 1910s. It was basically a modified version of the Morane-Saulnier N.
Following the advice of Lord Trenchard, the Royal Flying Corps placed an order for a more powerful Morane-Saulnier N, so the firm Morane-Saulnier answered by fitting a 110hp Le-Rhône engine to a type N, creating that way the type I, even if externally it was identical to the type N, with the only difference that it was armed with a 0.303in Vickers Machine Gun.
Initially the Royal Flying Corp's order was for just one aircraft, but later, in March 1916 it was extended to thirteen.
However, just four aircrafts were delivered to the RFC in July 1916, having it flown in March of that year in RFC trials. No further production was ordered as the more advanced version, the Morane-Saulnier V proved to be better and more promising. However, the type I remained with the RFC, at the frontlines until October 1916 when they were replaced and sold to Russia, where they served with the Imperial Russian Air Service until the end of the war.

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

Morane Saulnier-N

The Morane-Saulnier N, was a French monoplane fighter airplane from the First World War. It was designed in and manufactured by Morane-Saulnier, it entered into service in April 1915 with the French Aéronautique Militaire, who named it Morane-Saulnier MS.5C1.
Even if it was a clean and streamlined aircraft, it wasn't easy to fly due to a mixture of stiff lateral control caused by using wing warping instead of ailerons, sensitive pitch and yaw controls caused by using an all-flying tail, and very high landing speed for the period. It was armed with a single unsynchronised forward-firing 7.92mm Hotchkiss machine gun which used the defector wedges, first used in the Morane-Saulnier L to fire through the propeller arc. It was powered by a single 80hp (60Kw) Le Rhône 9C air-cooled rotary engine.
A large metal "casserolle" spinner was designed to make the aircraft more streamlined, but it was found that it overheated the engine, so many pilots removed it. In fact, in 1915, most of them were removed so overheating problems dissappeared with little loss in performance.
Forty-nine aircrafts were manufactured but they were already obsolete by the end of 1915 in the Western Front as the aircraft development ran very fast back then.
A version with a modified tail was introduced in very small numbers, the type Nm.
It served with the French Aéronautique Militaire at the hands of mighty pilots like Roland Garros. It's service was highly successful as they had an aicraft that could face the German Pfalz E.I. It  also served with some squadrons of the Royal Flying Corps, where it earned the nickname of "The Bullet" and was also manned by pilots of the 19th Squadron of the Imperial Russian Air Force, operating in Ukraine, where at least three of them served with the Ukranian Galician Army, of the West Ukrainian People's Republic during the years of the Russian Revolution and Russian civil war.

Sources:
1. https://en.wikipedia.org/wiki/Morane-Saulnier_N
2. http://www.historyofwar.org/articles/weapons_morane_saulnier_Type_N.html
3. Salamander Books - The Complete Book of Fighters

Morane Saulnier L - Franco-British users

The Morane-Saulnier L (AKA Morane-Saulnier MS.3) was a French single or double seater parasol scout airplane. It became one of the first successful fighters when it was fitted with a machine gun and the blades were protected by armoured deflector wedges. It was powered by a single Le-Rhône engine that delivered 80hp of power. It was, however, quickly outdated at the beginning of the World War I.
It made history when flying with the French Aéronautique Militaire as in December 1914 the French Aviator Roland Garros, serving with the Escadrille 23, teamed up with Raymond Saulnier to create a gun synchronizer using a Hotchkiss light machine gun. The first synchronizers fluctuated too much to operate properly so it was chosen to install some deflector metal wedges on the rear surfaces of the propeller blades at the points where they could be hit by one of the bullets. Roland Garros took his armed synchronized type L in March 1915 and scored inmediate success as he managed to shot down three German airplanes in April, a true achievement at the time, specially considering the technological superiority of the German aircrafts during that period. However, on 18th April 1915, Roland Garros was shot down behind the frontlines and the Germans captured him and the airplane before he could burn it.
Around 50 Type Ls served with the British Royal Flying Corps, that were used as scout airplanes in 1915 plus further 25 being used by the Royal Naval Air Service. One of them, flown by Flight Sub-Lieutenant Reginal A.J. Warneford serving with the 1 Squadron RNAS, intercepted the German Army's Zeppelin LZ.37 on 7th June 1915 making it the first Zeppelin to be destroyed in the war and granting Warneford with the Victoria Cross for such achievement.

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

Martinsyde F.3

The Martinsyde F.3 is considered as the inmediate predecessor of the widely known Martinsyde F.4 Buzzard which is regarded as one of the best (if not the best) fighters of the World War I.
It started its life as a private venture from designer G.H. Handasyde who designed the F.3 as a single-bay staggered biplane made out of conventional wood with fabric skinning and was powered by a 285hp Rolls-Royce Falcon III engine.
It was completed in autumn of 1917 and was officially tested on 3rd October. Six more prototypes were ordered and an agreement was signed to start manufacturing it.
As it was powered by the Falcon engine and the Bristol F.2 fighter had priority for the supplies of those engines, the decission of refitting it with an Hispano-Suiza engine was taken, which led to the creation of the Martinsyde F.4 Buzzard and therefore the F.3 was abandoned.

Sources:
1. http://1000aircraftphotos.com/Contributions/SmithGaryL/12236.htm
2. Salamander Books - The Complete Book of Fighters

Martinsyde F.2

Today we have another rare airplane that, unfortunately, we couldn't find any blueprints or profile drawings.
The Martinsyde F.2 was both designed and built in parallel to the F.1 and it was tested two months before the F.1, in May 1917. It was powered by a 200hp Hispano-Suiza 8Bd eight-cylinder water-cooled engine and was armed with one fixed 0.303in synchronised Vickers machine gun plus a Lewis gun mounted on a scarff ring for the observer as it was a two-seater.
When it was officialy tested, many shortcomings were revealed which ruled out any official production order. After that any further development was cancelled and it served as a testbed for the Sunbeam Arab engine.

The only known pic of the Martinsyde F.2

Sources:
1. Salamander Books - The Complete Book of Fighters
2. http://flyingmachines.ru/Site2/Crafts/Craft30048.htm

Martinsyde F.1

Unfortunately we don't have any drawings to show you today because everything we could find about this airplane was a single photo.
The F.1 was designed in late 1915 as a two-seat tractor fighter biplane where the gunner sat in the forward cockpit and stood upright to fire a 0.303 Lewis on a mount built into the upper wing central section.
It was powered by a 250hp Rolls-Royce Mk.III engine (which later was known as the Rolls-Royce Eagle III). It suffered from many development delays and, when it was officialy tested in July 1917, it was already obsolete although it showed good handling capabilites but the rare crew arrangement was criticised. As expected, it wasn't ordered into production and only one prototype, of two expected, was built. It served as a model and was used in Farnborough (where Martinsyde's headquarters were) until the end of the war as a testbed for another models, mainly the famous F.4 Buzzard.

The only known pic of the Martinsyde F.1

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

Martinsyde RG

The Martinsyde RG started its life as a derivation of the Elephant with an experimental single-bay configuration. It was also designed by A.A. Fletcher and it looked kinda like its predecessor, the Elephant. It flew for the first time in late 1916 powered by a 190hp Rolls-Royce Falcon I 12 Cylinder water-cooled engine and it was armed with a single Vickers 0.303in fixed machine gun on the port upper longeron, outside the cabane struts plus a Lewis gun on the starboard of the cockpit.
It was officially tested in February 1917 and then it was revised to correct some aspects. The cockpit was moved aft and the centre section cut-out was enlarged. Lower wing's span was reduced and rear top decking was raised. The armament was replaced by two 0.303in Vickers placed in front of the cockpit, and the engine was replaced by a 275hp Falcon III. That way, the RG had a performance "far and away better than any other machine manufactured", according to the official testing report. However, development was abandoned in favour of the superior Martinsyde F.3.

Source:
1. Salamander Books - The Complete Book of Fighters
2.  British and Allied Aicraft Manufacturers of the First World War.

Martinsyde G.100 & G.102

The Martinsyde G.100 and G.102 were two British fighter/bomber airplanes from the early World War I that gained the nickname of "Elephant" due to their big size and lack of maneouvrability.
It was a design that, for the time, was very big, specially for a single-seater. It was a two bay equal span staggered biplane that was designed by A.A. Fletcher and manufactured by the Martinsyde Company. The first prototype made it to the skies in autumn 1915 powered by a 120hp Austro-Daimler engine.
The initial production version, however, was powered by a 120hp six-cylinder Beardmore engine and was armed with a single Lewis 0.303in mounted on the upper wings. Later an additional Lewis was added mounted in brackets to the port side of the fuselage in order to keep the tail of the airplane defended.
It was gradually replaced by the G.102 that was similar in design but it was powered by a 160hp Beardmore engine.
Initially it was intended to serve as a single-seat escort fighter, but due to its size it was reclassified as a day bomber. It was delivered to the Royal Flying Corps in mid 1916 with a total of 270 machines serving there. They served in France and the Middle East, however only one squadron, the No. 27 RFC was fully equipped with the G.100.
It wasn't very successful as a fighter due to its poor maneouvrability, however, it proved to be useful in the bomber role as it could carry a load of 260lb (120kg) of bombs under the main fuselage. It successfully performed that role from the mid 1916 until late 1917, specially in the Middle East Campaign where it also was used as a reconnaissance airplane given its stability and endurance (it could perform flights of five-and-a-half-hours)

Sources:
1. https://en.wikipedia.org/wiki/Martinsyde_G.100
2. Salamander Books - The Complete Book of Fighters

Mann & Grimmer M.1

We start this week with one of the most strange looking airplanes of the World War I.
The Mann & Grimmer M.1 was a British two-seat fighter prototype that had a radial engine placed in the nose, but with two propellers driving behind the wings, in a pusher configuration in order to give the gunner a good field of view.
It was designed by Reginald F. Mann who wanted to design an airplane with the power of a tractor airplane with the good field of view and fire of the pusher's. To achieve those requirements, he designed a conventional deep fuselage powered by a single 125hp Anzani engine which drove two propellers mounted behind and between the wings, using a long shaft to a gearbox and chain drives to the propellers. The observer/gunner sat in the nose, behind the engine, while the pilot sat in another cockpit behind the wings.
The prototype was completed at Hendon Aerodrome in February 1915 and made its maiden flight on 19th February but its complicated chain drives created some problems and underpowered the engine. When it was expected the prototype to be tested by the Royal Flying Corps, it crashed when landing after trying to beat the British altitude record on 16th November 1915.
Mann had designed an improved version, the M.2, but the lack of funds made it impossible its creation. Unfortunately we couldn't find any blueprints about it.

Sources:
1. https://en.wikipedia.org/wiki/Mann_%26_Grimmer_M.1
2. Salamander Books - The Complete Book of Fighters

Mann Egerton Type H

We're back in the Great War with this British shipborne fighter prototype that was also known as the Mann Egerton H2.
It was designed by J.W. Carr to compete in the Air Ministry's N1a of 1916. It was a two bay biplane with foldable wings (which wasn't something new as the Short Folder had already introduced them back in 1913)  considering its usage as a naval fighter.
It had also flotation chambers and a float attached to the underside of the fuselage to provide it with extra buoyancy.
The landing gear could be jettisoned in case of having to land on water. It failed, nevertheless, the flotation tests so a new prototype, named Type H Mk.II featuring single bay wings was designed.
The Mk.II, which is the one depicted here, replaced the float of the Mk.I with inflatable flotation bags and featured also a conventional undercarriage and a horn-balanced rudder. It was tested in December 1917 but it wasn't considered suitable for use with the Royal Naval Air Service so any further development was discontinued.

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

Avro 531

The Avro 531 Spider, was a British fighter biplane prototype.
It was a conventional configured sesquiplane with warren-type interplane struts.
When tested, it showed excepcionally good rates, handling and visibility, anyway the war office had already selected the Sopwith Snipe for mass production and had discarded this one.
A second version, the 531A was planned but never completed with some of it's components used to build the Avro 538 which was conceived as a racing airplane and had normal interplane struts. However it was never used with that purpose as it had a faulty wing spar, so it was used as a hack by Avro from May 1919 until September 1920.

Sources:
1. https://en.wikipedia.org/wiki/Avro_531_Spider
2. Salamander Books - The Complete Book of Fighters

Avro 530

The Avro 530 was a British two-seater fighter biplane prototype that was designed in 1916 and completed in July 1917.
It was designed to compete against the Bristol F.2A.
It was made out of wood and was covered in fabric and powered by a 200hp Hispano-Suiza 8Bdeight-cylinder water-cooled engine.

When tested, it proved to be a good airplane with good performance rates, however it didn't significally improve the Bristol F.2A performance rates and therefore no production orders were issued.
Also should be considered that back in 1917 the Hispano-Suiza engine's priority was the RAF SE.5a. In order to cope with that, a second prototype was started to be built, powered by a Sunbeam Arab engine, but it's development was abandoned.

Sources:
1. https://en.wikipedia.org/wiki/Avro_530
2. Salamander Books - The Complete Book of Fighters