Nieuport , later Nieuport-Delage , was a French aeroplane company that primarily built racing aircraft before World War I and fighter aircraft during World War I and between the wars.
45-597: The Nightjar was a British carrier-based fighter aircraft of the early 1920s. It was a modification of the earlier Nieuport Nighthawk fighter produced by Gloster after the Nieuport & General company, which designed the Nighthawk, closed down. Twenty-two were converted, serving with the British Royal Air Force from 1922 to 1924. The Nieuport & General Aircraft Co Ltd was formed before
90-697: A sesquiplane racer – a type of biplane whose lower wing was much narrower in chord than its top wing. This aircraft was not ready to fly until after World War I had begun but, as the Nieuport 10 , the type saw extensive service with the Royal Naval Air Service (R.N.A.S.) of the United Kingdom and with the French and Russian Flying Services. The performance of the Nieuport 10, and the more powerful Nieuport 12 , which also served with
135-399: A British speed record of 196.4 mph (313.3 km/h). In 1922, the aircraft made an attempt on the world air speed record . Although the recorded speed of 212.15 mph (342 km/h) was faster than the existing record, it did not exceed it by the required margin, so the record was not recognised. In 1923, this aircraft was modified with new wings and a more powerful Lion engine as
180-530: A shipboard configuration at the Isle of Grain in 1920. In a vain attempt to work out the problems with the Dragonfly engine, four Nighthawks were also retained by the R.A.E. with experiments carried out in 1920–21. The K-151 was further converted to a two-seater with a new cockpit fitted forward of the pilot's position and was sent to India and Malaya in 1920 for a series of sales-promotion flights. After completing
225-488: A twin-cylinder horizontally-opposed type producing 28 hp (21 kW) was fitted to the Nieuport II and proved successful. In 1911, the company was reformed specifically to build aircraft while continuing to build components including propellers under the name Nieuport et Deplante . In 1911, Edouard Nieuport (1875–1911), who was one of several aviation minded brothers, died after being thrown from his aircraft, and
270-812: The Aeroplane and Armament Experimental Establishment in May 1921. A total of 22 Nighthawks were converted to Nightjars in 1922. The Nightjar entered service with 203 Squadron at RAF Leuchars in June 1922. Six Nightjars of 203 Squadron were deployed aboard HMS Argus in September 1922, when Argus sailed for the Dardanelles during the Chanak Crisis . The Nightjar continued to serve with fighter flights aboard Royal Navy aircraft carriers until replaced by
315-469: The Bentley BR2 rotary engine (which was readily available from surplus stocks) replacing the Dragonfly. The Nightjar was a two-bay biplane of wooden construction, and was fitted with a new, wide-track undercarriage , with jaws fitted to act as arresting gear for use with the fore and aft arrestor cables then in use on British aircraft carriers. The first Nightjar was delivered for evaluation by
360-545: The Fairey Flycatcher in 1924. Data from British Naval Aircraft since 1912 General characteristics Performance Armament Related development Aircraft of comparable role, configuration, and era Nieuport Nighthawk The Nieuport Nighthawk was a British fighter aircraft developed by the Nieuport & General Aircraft company for the Royal Air Force towards
405-762: The Gloster I . The Gloster I was sold to the RAF in December 1923, being fitted with floats and used as a Trainer for the High Speed Flight RAF , being scrapped in 1927. The Mars I, after conversion to the Gloster I, was fitted with floats and used as a training seaplane for the British 1925 and 1927 Schneider Trophy teams, remaining in use until 1930. The Gloster Sparrowhawk (or Mars II, III and IV)
450-569: The Nieuport-Delage NiD.42 . This design first saw light as a shoulder-wing racer (42S), then as single-seat (42 C.1) and two-seat fighters (42 C.2) for the French Air Force, although none of these variants would see service. The Nieuport-Delage 52 , a slightly improved NiD.42 with a metal monocoque fuselage, entered service with Spain where it was also built under licence by Hispano-Suiza , and remained in service well into
495-491: The Royal Aeronautical Establishment (R.A.E.) at Farnborough , but in that form did not enter operational service. Nieuport built a sport aircraft, the L.C.1 (Land Commercial) Nighthawk with the first civil registered aircraft, K-151 appearing on 21 June 1919 at the first postwar Aerial Derby at Hendon . An additional Nighthawk prototype (H8553) was fitted with a hydrovane and was tested in
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#1732801552282540-550: The Royal Flying Corps (R.F.C.) was such that they were used as fighters. Nieuport developed an improved design specifically intended as a fighter – the Nieuport 11 , which was regarded as the "baby" ( bébé ) of the 10, which it closely resembled, except in size. Until the end of 1917, most of the company's output would consist of successive developments of this one design, with more powerful engines, modest increases in overall dimensions, and refined aerodynamics, until
585-533: The Spanish Civil War . By then it was obsolete and would be retired before the end of the conflict. The French bought large numbers of the 62 series (620, 621, 622, 629) which were also derived from the NiD.42 to equip the bulk of the French fighter units until replaced by newer designs in the late 30s. Despite being hopelessly obsolete, several French second-line escadrilles were still equipped with them during
630-623: The 1921 Aerial Derby. Nieuport & General closed down in August 1920, and the rights to the Nighthawk were purchased by the Gloster Aircraft Company , who also hired Folland as chief designer. Gloster proceeded to produce a number of derivatives of the Nighthawk, using stocks of Nighthawk components acquired by the company from the cancelled production run, calling them the Gloster Mars . The first of these derivatives
675-556: The 1921 event, the aircraft was privately sold. A much-modified Nighthawk appeared in 1920, designated the Goshawk with the aircraft incorporating a more streamlined fuselage, rounded tips on the upper wings and a tightly cowled engine installation. In testing, the Goshawk reached 166.5 mph (268.0 km/h), a British record at the time. On 12 July 1921 the Goshawk was destroyed when Harry Hawker fatally crashed while practising for
720-416: The 31 was the first aircraft to exceed 200 mph (320 km/h) in level flight, while in the hands of Joseph Sadi-Lecointe . At this time, Nieuport became Nieuport-Astra, with the absorption of Société Astra , a company known for aerial balloons, though this name would not be used for long, before becoming Nieuport-Delage, in honour of the work of the chief designer, Gustave Delage, who had been running
765-468: The Chanak Crisis in 1922 and were operated from H.M.S. Argus from 1922–1924. Data from The British Fighter since 1912 General characteristics Performance Armament Related development Aircraft of comparable role, configuration, and era Related lists Nieuport Originally formed as Nieuport-Duplex in 1902 for the manufacture of engine components
810-601: The Germans from charging several employees with espionage, as the last operational Nieuport, the Loire-Nieuport LN.401 was a single-seat, single-engine retractable-gear monoplane dive bomber with an inverted gull wing with a vague similarity to the Junkers Ju 87 . In later three digit designations (except NiD 120 and LN.160), the third numeral represents a sub-variant with a 0 representing a base variant so that
855-570: The Nieuport 10, 11, 17 and finally the post-war NiD.29 under license. In Russia several companies, notably Dux , built Nieuports of several types including the IV, 10, 11, 16, 17, 21, 23 and 24bis, with the 24bis continuing in production after the Russian Revolution had ended. In Scotland, William Beardmore and Company built the Nieuport 12 under licence, while gradually incorporating many of their own changes. Nieuport & General Aircraft
900-591: The Nighthawk, calling them Gloster Mars , with variants being sold to Japan ( Gloster Sparrowhawk ) and Greece, and being evaluated by the RAF . The final derivative of the Nighthawk was the Gloster Mars X , also known as the Nightjar . This was intended as a single-seat shipboard fighter to replace Sopwith Camels aboard the Royal Navy 's aircraft carriers . It was a simple conversion of surplus Nighthawks, with
945-523: The RAF's Gloster Nighthawks were sent to Iraq in 1923 for more extensive evaluation, being tested by No 1 , 8 and 55 Squadrons. The 25 Greek aircraft were delivered in 1923, remaining in service until 1938. The final Nighthawk variant was the Mars X or Nightjar naval fighter powered by a 230 hp Bentley B.R. 2. All of the series of 22 Nightjars were converted from available stocks of original Nighthawks. Nightjars were used operationally during
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#1732801552282990-641: The USAAS for a short time, the Nieuport 28 was the first fighter to be used on operations by an American squadron. Nieuports were widely used by the Allied air arms, and various models were built under licence in Italy, Russia and the United Kingdom. In Italy, Aermacchi was originally formed as Nieuport-Macchi for the purpose of building various Nieuports under licence. They started with the Nieuport IV, but built
1035-615: The arch of the Arc de Triomphe in Paris on the morning of Friday, 8 August 1919. The event was filmed. By the end of 1918, Nieuport had two new fighter types flying, the Nieuport 29 biplane and the Nieuport 31 monoplane both of which had evolved in parallel from the Nieuport 28. They differed from earlier Nieuports in having streamlined wooden monocoque fuselages, and 300 hp (220 kW) Hispano-Suiza engines. Specially modified Nieuport 29 and 31 aircraft set speed and height records, and
1080-604: The company started to design its own aircraft, with the first type, the Nieuport B.N.1 fighter (the designation signifying British Nieuport) flying early in 1918. To produce a fighter to replace the Sopwith Snipe in service with the RAF, the Air Ministry produced RAF Specification Type 1 for a single-seat fighter to be powered by the ABC Dragonfly engine. This was a radial engine under development which
1125-427: The company through the war years. Also at this time, the seaplane builder Tellier was absorbed, and for a brief time the name Nieuport-Tellier was also used. Despite the many successes achieved with 29 and 31 in setting speed and altitude records, Delage quickly embarked on a new design that was to provide the basis for a family of aircraft that would remain in service until the fall of France during World War II –
1170-546: The company was reformed in 1909 as the Société Générale d'Aéro-locomotion , and its products were marketed to the aviation industry, including ignition components. During this time they built their first aircraft, a small single-seat pod and boom monoplane. This was destroyed shortly after having been flown successfully, during the Great Flood of Paris in 1909 . A second design flew before the end of 1909 and had
1215-400: The company was taken over by Henri Deutsch de la Meurthe , a famous supporter of aviation development. With his financing, the name was changed to Société Anonyme des Établissements Nieuport , and development of existing designs was continued. A second of the brothers, Charles Nieuport, died in another accident January 24, 1913 after he stalled and spun in, and the position of chief designer
1260-557: The end of the First World War . Although ordered into production before the aircraft first flew, it did not enter large scale service with the RAF owing to unreliable engines. Re-engined aircraft did see service in Greece, serving from 1923 to 1938. The Nieuport & General Aircraft Co. Ltd. was formed on 16 November 1916 to produce French Nieuport aircraft under licence. During 1917, hiring Henry Folland as chief designer,
1305-569: The engine could be persuaded to work, the Nighthawk showed excellent performance, but in September 1919, it was finally recognised that the Dragonfly was unsalvagable and the engine programme was cancelled, although by this time 1,147 engines had been delivered. Seventy Nighthawks were completed by Nieuport and the Gloucestershire Aircraft Company , with a further 54 airframes without engines being completed. Small numbers of Dragonfly-powered Nighthawks were delivered to
1350-490: The essential form of modern aircraft, including an enclosed fuselage with the pilot protected from the slipstream and a horizontal tail whose aerodynamic force acted downwards, balancing the weight of the engine ahead of the centre of gravity, as opposed to upwards as on contemporaries such as the Blériot XI . Nieuport had trouble obtaining suitable engines for their early designs and resorted to making their own. In 1910
1395-460: The first "newspaper" flight from Bombay to Poona in February 1920, delivering newspapers, the sales demonstrator was sold to India in September 1920. A new civil Nighthawk, registered G-EAJY, again modified to a two-seater, had its wingspan reduced by two ft and was flown at the 1920 Aerial Derby where it placed fourth at an average speed of 132.67 mph (213.51 km/h). After appearing in
Gloster Nightjar - Misplaced Pages Continue
1440-458: The invasion of France. The Nieuport-Delage NiD 38 and similar 39 were small airliners of which more than 37 were built. Other types were developed, the majority of which were one-offs or did not result in significant production. The final aircraft developed by Nieuport saw much of its development done by successor companies. In 1932, as a result of the amalgamations taking place in the French aviation industry, Delage retired and Nieuport-Delage
1485-424: The line ended with the Nieuport 27 . As horsepower increased, the "V-strut" Nieuports began to reach their maximum safe flying speed (VNE) more readily and discovered the limitations of the three spars sesquiplane wing form, which then required they avoid sustained power-on dives to avoid the risk of wing failures. By the spring of 1917 the design was being surpassed by the new twin-gun Albatros D.III , and although
1530-582: The process of replacement had begun, Nieuport 27's would still be in front line service in the spring of 1918. Even while still in frontline service, Nieuports of all types were being used at French and American flight training facilities, with the bulk of production from 1917 onwards going to flying schools. Some pilots, notably Albert Ball and Charles Nungesser , preferred the Nieuport due to its sensitive controls and maneuverability. Pilots Eddie Rickenbacker and Billy Bishop flew Nieuport aircraft to some of their first victories. The first major break from
1575-452: The prototype for a small production run of Grouse II for Sweden. The Grouse series was the progenitor of the later Gloster Grebe . The Gloster Nighthawk , or Mars VI, replaced the Dragonfly with either an Armstrong-Siddeley Jaguar or a Bristol Jupiter radial. In 1922, the RAF acquired 29 aircraft converted from Nieuport Nighthawks, powered by both Jaguar and Jupiter engines, while Greece purchased 25 Jaguar powered fighters. Three of
1620-596: The sesquiplane design, the Nieuport 28 was the first production Nieuport fighter with two spars to both upper and lower wings, but by the time it was ready for service the French had already chosen the SPAD S.XIII as their primary fighter. Due to a shortage of SPAD S.XIIIs and problems with their engines, the first fighter squadrons of the United States Army Air Service (USAAS) used the Nieuport 28 on operations. While only in operational service with
1665-644: The start of the First World War to license-produce French Nieuport aircraft. During 1917, after hiring Henry Folland as chief designer, the company started to design its own aircraft, with the first type, the Nieuport B.N.1 fighter flying early in 1918. Folland designed the Nieuport Nighthawk fighter to meet the requirements of RAF Specification Type 1 which specified using the ABC Dragonfly radial engine , first flying in April 1919. During initial evaluation, this showed excellent performance, and
1710-626: Was a naval fighter for Japan , powered by the Bentley BR2 rotary engine. The Japanese Sparrowhawks were flown from the Yokosuka Naval Base as well as from platforms built on gun turrets of warships. The Nightjar (known as the Mars X) was a similar carrier fighter for the RAF. A further factory conversion of a Mars III (civil registered as G-EAYN) led to the Gloster Grouse I powered by a 185 hp Siddeley Lynx, that became
1755-476: Was briefly renamed Nieuport again, before merging with Loire Aviation to form Loire-Nieuport, which was then merged into SNCAO during the amalgamations in the French aircraft industry. SNCAO would in turn be merged into the massive conglomerate known as Aérospatiale . During the German invasion of France in 1940 , the company's records were burnt to prevent their falling into German hands. This step didn't prevent
1800-514: Was formed to build Nieuport fighters under licence in England, and built 50 Nieuport 17bis scouts for the Royal Naval Air Service before switching to other aircraft. Three weeks after the Paris victory parade in 1919 marking the end of hostilities in World War I, and in protest over being forced to march like infantry in the parade, Charles Godefroy flew a "v-strut" Nieuport fighter through
1845-413: Was meant to deliver 340 hp (254 kW) while weighing only 600 lb (272 kg), and on the basis of the promised performance, was ordered into production in large numbers. The design was also projected as a shipboard fighter, although this was considered a secondary role. To meet this requirement, Folland designed the Nighthawk, a wooden two-bay biplane . An initial order for 150 Nighthawks
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1890-484: Was ordered into production. The Dragonfly engine, however, proved hopelessly unreliable, and none of the Dragonfly-powered Nighthawks that were completed entered service. Nieuport & General closed down in August 1920, and the rights to the Nighthawk were purchased by the Gloster Aircraft Company , who hired Folland as chief designer. Gloster proceeded to produce a number of derivatives of
1935-437: Was placed in August 1918, well before prototypes or flight-ready engines were available, with the first prototype, serial number F-2909 flying in April or May 1919. By this time, it was clear that the Dragonfly had serious problems, being prone to extreme overheating (which was so severe as to char propeller hubs), high fuel consumption and severe vibration (inadvertently being designed to run at its resonance frequency ). When
1980-577: Was taken over by the Swiss engineer Franz Schneider , better known for his work for his next employer, L.V.G. , and his long-running fight with Anthony Fokker over machine gun interrupter / synchronizer patents. Schneider left Nieuport in late 1913. With Schneider's departure, Gustave Delage (no connection to the Delage automobile company) took over as chief designer in January 1914. He began work on
2025-479: Was the Mars I (or Bamel ) racing aircraft. Powered by a 450 hp (336 kW) Napier Lion II engine, this used a Nighthawk undercarriage, rear fuselage and tail with new, single-bay wings, first flying on 20 June 1921. It was modified progressively to reduce drag and increase speed, with the wing area at one stage being reduced from the original 205 ft (19.0m ) to 165 ft (15.3 m ), in this form setting
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