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33-508: (Redirected from P-15 ) P15 may refer to: Aviatik P.15 , a German reconnaissance biplane CDKN2B , a human protein Lippisch P.15 , a German prototype aircraft MAB PA-15 pistol Nissan Kicks (P15) , a SUV P-15 radar , a Soviet radar system P15 road (Ukraine) P-15 Termit , a Soviet missile Papyrus 15 , a biblical manuscript Pseudomonas sRNA P15 WarFairy P-15 ,

66-538: A French Voisin III crewed by French pilot Sgt. Joseph Frantz and his mechanic/gunner, Louis Quénault. German pilot Wilhelm Schlichting was killed by gunfire, and his observer, Fritz von Zangen, perished in the subsequent crash. Data from Die deutschen Militärflugzeuge 1919-1934 : mit 143 Vierseitenrissen im Massstab 1:144 General characteristics Performance Related lists Ansaldo SVA.5 The Ansaldo SVA (named for Savoia -Verduzio- Ansaldo )

99-484: A concept, it represented a considerable evolution in design. Instead of using empirical observations, calculations of aerodynamics and structures were performed; Cattaneo claims that this was a first for the Italian industry. A small design team, headed by aeronautical engineer Celestino Rosatelli , was assembled to work on turning the conceptual aircraft into reality. During its design, it was developed to create one of

132-629: A detailed picture of the Austro-Hungarian supply situation and the movement of reinforcements along the front. Cattaneo claims that the SVA had delivered a remarkably effective reconnaissance performance, especially for a single-engined, single-seat aircraft of the era. Perhaps the most audacious operation involving the SVA was conducted over the skies of Vienna , the capital of the Austria-Hungarian Empire , which demonstrated

165-563: A firearm stock See also [ edit ] 15P (disambiguation) [REDACTED] Topics referred to by the same term This disambiguation page lists articles associated with the same title formed as a letter–number combination. If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=P15&oldid=1115746963 " Category : Letter–number combination disambiguation pages Hidden categories: Short description

198-521: A pair of SVAs departed Ghedi , near Brescia and conducted a four-hour flight almost entirely inside hostile territory, covering 430 mi (690 km) and capturing imagery over the Austrian towns of Bregenz , Lindau and the German town of Friedrichshafen , by Lake Constance . During this period, reconnaissance flights by the type were being performed of key railway depots near-daily, building up

231-414: A service number and two last digits of a year (e.g. B.268/13). From September 1915 the aircraft P.15 type were designated as B.I (P.15b with 100 hp engine) or B.II (P.15a with 120 hp engine). There is a supposition, that earlier B-class 100 hp Aviatiks might have been designated B.I as well. Aviatik B-class were unarmed, but in a course of the war, machine guns were sometimes used. The B.I

264-615: A typical bombing mission, aircraft would have to fly 200–350 mi (320–560 km), which often included two crossings of the Alps ; upon approaching the target, the pilot would descend to 1,000 ft (300 m) to strafe or bomb. Reconnaissance runs by the SVA were claimed to have played a major role during the Second Battle of the Piave River , providing Italian commanders with a near-continuous photographic representation of

297-452: Is different from Wikidata All article disambiguation pages All disambiguation pages Aviatik P.15 The first of indigenous Aviatik biplanes, designed by Robert Wild, was the P.13, flown in April–May 1912. It was built in several variants and featured large 3½-bay or 4-bay wings and . The type was widely used in competitions and gained high reputation. An improved design

330-523: The Caproni Ca.4 heavy bomber . While some figures within the industry were content to restrict their activity to forming arrangements to licence-produce foreign aircraft, particularly those of French origin, there were others who wanted to develop indigenous designs. What would become known as the SVA started life as the shared ideas of R. Verduzio and U. Savoia, two talented technical officers of Italy's Military Aviation Technical Directory. Even as

363-627: The SAML S.2 was intended for the reconnaissance-bomber role and had a shorter wingspan, a fixed, forward-firing Fiat-Revelli machine gun in addition to the one in the rear cockpit, and a bomb load of 40 kg (90 lb). The 16 Squadriglie da Recognizione operated 660 S-1s and S-2s from 1917 onwards in Italy, Albania, and Macedonia. Two SAML S.1 participated in the Revolution of 1922 in Paraguay in

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396-813: The SPAD S.XIII and the Hanriot HD.1 , and a lack of recognition amongst typical fighter pilots of its strengths, such as its speed and range. Testing of the prototype had revealed the aircraft to possess speeds 30 mph (48 km/h) in excess of any aircraft serving on the Italian Front . The outstanding speed, in combination with its range and load capabilities, made for an impressive fast reconnaissance aircraft, being able to dispense with escorts and break off from combat with opponents at will, via its superior speed and rate of climb. Various sub-types and modifications were developed for other purposes. Initially,

429-460: The 87th Squadriglia La Serenissima from San Pelagio. At least two of the aircraft were two-seat SVA.9 or SVA.10s to accommodate d'Annunzio for the flight he inspired, while the remainder were SVA.5 single-seaters. According to aviation author Gianni Cattaneo, prior to 1916, the aviation companies of Italy were commonly producing aircraft which lacked any substantial originality or possessed noteworthy performances, albeit with some exceptions, such as

462-574: The SVA were developed, both being twin-seater aircraft. The SVA.9 , which was usually powered by the SPA 6A engine, was normally used as a trainer. The SVA.10 , powered by the Isotta engine, was intended for use as a light bomber and reconnaissance aircraft, armed with a fixed gun and a flexible Lewis gun for the observer. During early 1918, the SVA started to be issued to the second-line units, which were typically responsible for defensive missions such as

495-412: The aircraft continued well after the war, the final examples were delivered during 1918. The SVA was a conventionally laid-out unequal-span biplane with unusual Warren Truss -style struts joining its wings having no transverse (spanwise) bracing wires. The plywood -skinned fuselage had the typical Ansaldo triangular rear cross-section behind the cockpit, turning into a rectangular cross section through

528-402: The construction programme, making it a government project. This came with some benefits, as the Italian government provided funding to cover the development along with the cooperation of state agencies. During November 1916, Ansaldo commenced construction upon a new aircraft factory, known at Catiere 1 , at Borzoli , outside Genoa ; further factories were either established or acquired during

561-478: The fastest aircraft of its era, coupling this with a very high range and suitability for use as a fighter. The proposals for the SV , was laid before the directors of Italian manufacturer Gio. Ansaldo & C. , hoping to obtain their authorisation to proceed. The Military Aviation Technical Directory, having developed a considerable interest in the prospects of such an aircraft being produced, decided to assume control of

594-418: The following two years. On 3 March 1917, the first SVA prototype performed its maiden flight from Grosseto , flown by Flight Sargeant M. Stoppani. Following this first flight, Stoppani was enthusiastic about his experience, favourably describing the prototype's handling characteristics and high speed. It was subjected to an intense test programme, being flown at various locations inside and outside Italy, for

627-459: The government side. They survived the conflict and they were the first planes of the new Military Aviation School, along a single Ansaldo SVA.5 , an Ansaldo SVA.10 and a SPAD S.20 . One S.1 was destroyed in an accident in 1928 but the other survived as a trainer during the Chaco War . The Aviatik B.114/14 was the first aircraft shot down in aerial combat. On October 5, 1914, one was downed by

660-437: The ground, helping them respond to rapid changes in the fighting. Imagery captured by one reconnaissance flight over the enemy harbour of Pula played a major role in a bombing raid by 70 Italian aircraft several days later. The type also performed propaganda missions during the battle, dropping leaflets over the enemy lines. Daring reconnaissance missions on the Italian front were performed by 87 Squadriglia ; on 21 May 1918,

693-576: The guarding of various northern Italian cities and conducting reconnaissance operations along the Italian front. During February 1918, commenced combined strategic reconnaissance and light bombing; for this purpose, special sections were organised and directly controlled by each headquarters of the Royal Italian Army . On 29 February, the first offensive operation was performed against railway infrastructure in Bolzano and Innsbruck . During

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726-605: The most precious intelligence gathering aircraft in Italian service and was particularly welcomed by its pilots, having amply satisfied a long-standing requirement for a fast scout–light bomber capable of defening itself. It has been claimed that reconnaissance performed by the type had been vital in the preparation of offensives, which included the Battle of Vittorio Veneto . SVAs also attacked ground units, strafing and bombing troop concentrations, communication centers, depots, railway infrastructure and airfields. This action demonstrated

759-401: The performance figure via official testing conducted at Taliedo , outside Milan , it was decided to use the Isotta engine. The Corpo Aeronautico Militare (Italian Air Corps) urged that the SVA to be provided in vast quantities; thus, production output made rapid advances. While only 65 aircraft had been completed by the end of 1917, 1,183 SVAs were built during 1918; this made the type

792-636: The production lines, were used to test modifications, particularly alternative engine installations. Reportedly, highly positive results were gathered on the Isotta Fraschini V.6 , having cut the time to climb to 10,000 feet to only seven minutes, superior to widely used fighters such as the British Royal Aircraft Factory S.E.5 and the Germany Fokker D.VII . As such, during summer 1918, following confirmation of

825-467: The prototype was followed by a slightly modified aircraft, known as the SVA.4 ; it functioned as a stepping stone towards the definitive production variant, the SVA.5 . The SVA was rapidly ordered into production. During late 1917, volume manufacture of the type commenced; by the end of the year, an initial batch of 65 aircraft had been produced. A number of the early aircraft produced at Cantiere 3 , one of

858-412: The purpose of the mission. D'Annunzio flew an observer on an SVA.9.; 11 SVAs were involved. The Vienna flight had been planned for 2 August 1918 but was delayed by weather. The feat delivered a loud message of Italy's technological supremacy over Austria-Hungary and delivered a warning of its rival's impending defeat to its own populace. According to Cattaneo, the SVA had been quickly regarded as perhaps

891-410: The purpose of validating the design's performance and viability. It was around this phase of work that it was decided to use the aircraft as a reconnaissance/fighter-bomber instead of a pure fighter, which represented a considerable shift in the specification; according to Cattaneo, this may have been done due to a perceived lack of maneuverability in comparison to some of its foreign competitors, such as

924-418: The rear cockpit area, with a full rectangular cross section forward of the cockpit. Two minor variants were produced, one with reconnaissance cameras, the other without cameras but extra fuel tanks. The Flight over Vienna propaganda flight, inspired by Italian nationalist and poet Gabriele d'Annunzio , consisting of a flight of eleven models of Ansaldo SVA-series biplanes, was carried out on 9 August 1918 by

957-445: The second-most numerous aircraft to be built by the Italian aviation industry. Around late 1917 and early 1918, licences to produce the SVA were issued to several other aircraft manufacturers with the intention of achieving a high rate of production. Some of these licensees decided to perform modifications to the aircraft, such as reducing the length and span of the wings. On the basis of the first few months of operation, sub-models of

990-562: The superiority of Italy over its opponent and its inability to prevent such flights from reaching into the heartland of the nation. On 9 August 1918, a flight of seven SVAs of the 87th Squadriglia La Serenissima , based in San Pelagio , flew over Vienna and dropped thousands of propaganda leaflets, which had been specially prepared by the poet , soldier and nationalist Gabriele D'Annunzio . Cattaneo observes that bombs could have been carried instead of leaflets but that this had not been

1023-436: Was a family of Italian reconnaissance biplane aircraft of World War I and the decade after. Originally conceived as a fighter , the SVA was found inadequate for that role. Its impressive speed, range and operational ceiling, with its top speed making it one of the fastest of all Allied combat aircraft of the war, gave it the right properties to be an excellent reconnaissance aircraft and even light bomber . Production of

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1056-420: Was manufactured in large numbers in Italy under licence by Società Aeronautica Meccanica Lombardia (SAML), which built 410 examples according to Aviatik's design. The firm then put two modified versions of their own into production, as designed by Robert Wild. The first of these, the SAML S.1 was powered by a Fiat A.12 engine and was armed with a Fiat-Revelli machine gun for the observer. The second version,

1089-503: Was the P.14 of 1913, with smaller 2½-bay wings and aerodynamic and structural refinements. Also in 1913, an ultimate refined design P.15 was built, with 2-bay or 3-bay wings and a fail fin. The German air force became interested in Aviatik aircraft and ordered 101 P.13 and P.14s in 1913, then further orders followed. The crew sat in open tandem cockpits with the observer in the front. Initially they were designated just as Aviatik B, with

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