Nieuport 14, 15 and 82 |
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| Final Nieuport 14.A2 production variant during its brief squadron service. |
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| A prototype or early production Nieuport 82.E2 basic trainer with anti-rollover wheels. These received the nickname "La Grosse Julie". Bessie Coleman trained at the Ecole d'Aviation des Freres Caudron on the Nieuport Type 82 becoming the first licenced black female pilot on 15 June 1921. Her machine would have been similar to this one but with civilian registration. |
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| One of the handful of Nieuport 82.E2 exported to Japan between 1920 and 1921 in two batches. Unlike many other Nieuports exported to Japan, this one did not get produced locally. |
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| One of 7 Nieuport 82.E2 trainers in Brasilian service. Like the other 80 series trainers, the Nieuport 82 was fitted with an 80hp LeRhone. |
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In February 1915, Swiss engineer Marc Birkigt unveiled the 140 h.p. Hispano-Suiza V 8
aero engine, an event which marked the beginning of the end for rotary engines. Nieuport was only the second
manufacturer to use this engine and the aircraft they built for it was clearly descended from the Nieuport B=X,
which was just entering service at the time. As is common with new designs, both engine and aircraft required
extensive work before being ready. The engine was upgraded to 150 h.p. but the problems being encountered with
it would only be solved as the aircraft approached obsolescence, late in 1916. Like many of Nieuport's experimental
machines, it doesn't appear to have been given a designation until it was nearing its service entry. In its
original form it had a small trailing edge cut-out, an inverted vee type cabane cross brace, and the pilot occupied
the rear cockpit. The cowling was bulged, suggestive of its rotary heritage, and it also had the typical Nieuport
inversely tapered ailerons and tail skid. Like all the variations that would follow, it carried its fuel and oil
in the wing's centre section and had Hazet engine radiators, though these would differ in detail between types.
What may or may not have been the same machine was fitted with the 150 h.p. Hispano-Suiza 8A and modifications
were made reflecting the operational experiences with the Nieuport B=X. The trailing edge cut-out was enlarged,
the cabane brace was curved, and the seating arrangement was reversed. A new cowling and a unique U-shaped pivoted
tail skid were fitted, the latter possibly because of structural problems with the standard Nieuport unit. The
increasing weight of equipment required for the aircraft's role necessitated an increase in power and wing area.
The 150 h.p. engine was replaced by the new 175 h.p. Hispano-Suiza Aa and the wings were increased in area to 30m²
by straightening the trailing edge of the top wing, adding extra ribs and widening the outer bay. The new constant
chord wing had washed out ailerons and was essentially a larger, two bay version of the Nieuport XII wing. The
cowling was redesigned again to fit closely around this engine and a new larger tailplane later to be used on
the other two seaters was fitted. The earlier types had not been fitted with military equipment but operational
machines had a blister added under the fuselage to accommodate a camera and an Etévé gun ring (for a single Lewis)
and four 120mm Bombs were carried. The difficulties experienced with the early Hispano-Suizas resulted in Nieuport hedging its bets with an enlarged version. This had a 240 h.p. Renault but this faired even worse than the 14 and never entered service, though it received the designation XV B.2 comparatively early in development. The XV began as a simple development of the 14, and featured lengthened wings, a wider wing centre-section, a larger tailplane, and a new nose to accept the inline Renault. A problem with short coupling necessitated lengthening the fuselage and the opportunity was taken to replace the 240 h.p. Renault with the 250 h.p. version which had a modified exhaust pipe. A final variant with a car type radiator instead of the Hazet radiators was built at roughly the same time as the final variant of the 14, and both were photographed together at Nieuport's airfield. The Nieuport firm again attempted to revive the design with a final version, which had a smaller bomb load and a 220 h.p. Renault but this failed and orders held by the R.N.A.S. and the French were canceled and the type was declared obsolete in 1917. The Nieuport 18 B.3 and 19 B.3 also appear to have been derived from the 15, but were fitted with twin 110 h.p. Clerget or 150 h.p. Hispano-Suiza motors, respectively. Unfortunately, only a recognition drawing appears to have survived, making it difficult to judge with certainty their commonality. After the failure of all of these to bring large scale orders Nieuport tried to sell the XIV A.2 again as the Nieuport 82 E.2. It was to be a primary trainer, and was re-engined with the 80 h.p. LeRhône and given anti-rollover wheels, increased wing sweep and slightly shortened span. A few were exported to Japan and 7 to Brasil after the war, without the anti-rollover wheels. Its success, or lack thereof, can perhaps be gauged by Nieuport's reuse of the number for one of the final developments in the NiD.42 family, in late 1930. Some film footage of one of these very rare aircraft being started up yet survives. |
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| Photographed just before delivery |
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Profiles copyright Mike Fletcher 1998-2001