Breguet 19
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The Breguet 19 (Breguet XIX, Br.19, Bre.19) was the light bomber and reconnaissance plane, used also for long-distance flights, designed in the French Breguet works and produced from 1924.
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[edit] Development
The Breguet 19 was designed as a successor to a highly successful World War I light bomber, the Breguet 14. Initially it was conceived to be powered with two Bugatti engines, driving one four-blade propeller, and such a prototype was shown on the 7th Paris Air Show in November, 1921. A new design was flown in March, 1922, featuring a conventional layout with a single inline engine Renault 12Kb (450 hp). The aircraft was built in a biplane planform, with lower wings of a shorter span. After trials, the Breguet 19 was ordered by the French Air Force in September.
The first experimental series of 11 Breguet 19s were powered with different engines. A "trademark" of Breguet was wide usage of duralumin as a construction element, instead of steel or wood. At that time, the aircraft was faster than other bombers, and even some fighter aircraft. Therefore, it met with a huge interest in the world, strengthened by its sport successes.
Mass production, for the French Air Force and export, started in France in 1924. The basic variants were reconnaissance plane Br.19 A2 and a light bomber Br.19 B2. The variants were mostly identical and could use different engines. Most popular engines were inline V12 Lorraine-Dietrich 12Db (400 hp) and W12 Lorraine-Dietrich 12Eb (450 hp), Renault 12K and some models of Hispano-Suiza engines. The third, less numerous variant, was a heavy fighter Br.19 C2, later used as a night fighter designated Br.19 CN2. It was almost identical as reconnaissance variant (according to some sources, it had only one additional pilot's machine gun). In the early 1930's, some French aircraft were refitted with Farman 12W engines.
Apart from military variants, there were built special long-distance sport variants. The first such plane, designated Br.19 GR (Grand Raid), was built in France in 1925. It had fuel tank enhanced to 1994 l. Similar modification of one plane was carried out in Belgium. Four French Br.19GR of 1926 underwent major modification. They had 2920 l fuel tank in a fuselage, and a crew cab was moved to the rear a bit. They had also a greater wing span 15.90 m. These and another sport variants used stronger 500-600 hp engines. Another variant was the Br 19 TR Bidon of 1927, with 3735 l fuel tank in a thicker and aerodynamically refined fuselage. With smaller fuel tank in wing, a total capacity was 4125 l. Five were built by Breguet and two by Spanish CASA (some publications give lower numbers of aircraft built, or different fuel capacity). The last and most advanced long-distance variant, was the Super Bidon of 1929, rebuilt of Bidon, designed for transatlantic flight. It had 5180 l fuel tank (later: 5580 l) and a modified hull and wings with a span of 18.30 m. It was powered by Hispano-Suiza 12Lb 600 hp engine (later changed to 650 hp one). Single unit was built in France, another similar one, but with closed canopy, was built in Spain in 1933.
Next variants were developed for export purpose. Utilizing experience with long-distance variants, there was developed improved reconnaissance variant Br.19ter of 1928 (there is no positive information on its eventual service). Most popular of late variants was Br.19.7 of 1930 with Hispano-Suiza 12Nb 600 hp engine, developing a max speed of 242 km/h. First 5 machines were converted in France for Yugoslavia, then a number was built in Yugoslavia and 50 in France for Turkey. Another variant was Br.19.8 with Wright Cyclone GR-1820-F-56 radial engine (780 hp) - 48 Br.19.7 airframes were eventually completed as Br.19.8 in Yugoslavia. Maximum speed was 279 km/h. There were developed in Yugoslavia single prototypes of Br.19.9 with Hispano-Suiza 12Ybrs (860 hp) engine and Br.19.10 with Lorraine-Dietrich 12Hfrs Petrel (720 hp) engine. Also a seaplane on floats, Br.19 hydro, was developed, but probably only one prototype was produced for France (some sources claim the second one was made for Japan).
There were also developed some modified civilian variants of Breguet 19. The Br.19T passenger plane for 6 passengers with a thicker fuselage, remained prototype. However, next passenger variants, differing with a totally rebuilt fuselage: Br.26T of 1926, Br.280T, Br.281T and Br.284T were used in limited numbers in France and Spain.
Totally, more than 2000 Breguet 19 were manufactured in France, about 700 were license-built in Spanish CASA, Belgian SABCA and Yugoslavian factory in Kraljevo.
[edit] Military use
Breguet 19 first entered service in the French Air Force, in the A2 variant from autumn 1924, B2 variant from June 1926, then fighter C2 and CN2 variants. In the late 1920s and early 1930s they were the most numerous French combat aircraft. In metropolitan France they were withdrawn from service in the early 1930s; the last Br.19 CN2 was withdrawn in 1935. Until 1938 they were still used by the French Air Force in colonies in the Middle East and North Africa - among others, they were used there to suppress some native rebellions.
The Polish Air Force bought 250 Breguet 19 A2s and B2s, with Lorraine-Dietrich 12Eb (450 hp) engines, in 1925-30. 20 aircraft were reportedly longer-range reconnaissance variant, but details are not known. First Bre.19 entered service in 1926, most were delivered in 1929-30. They were withdrawn from combat units in 1932-37, and used in training units until 1939. They were not used in combat during the Invasion of Poland of 1939 and most were bombed in air bases.
Belgium bought 6 Br.19 B2 in 1924, with a license, and further 146 Br.19 A2 and B2 were manufactured in SABCA works in 1926-30. They were powered with Lorraine-Dietrich 12Eb and Hispano-Suiza 12Ha engines, and used until mid-1930s.
Spain bought a prototype and a license already in 1923, and started production in CASA works, in A2 and B2 variants. First 19 aircraft were imported, then 26 completed from French parts, then 177 manufactured (50 of them had Hispano-Suiza engine, the rest 127 - license-built Elizalde - Lorraine-Dietrich 12Eb engine). Breguet 19s were basic equipment of Spanish bomber and reconnaissance units until the initial period of the Spanish Civil War. In July 1936 there were 135 in service. They were actively used as bombers during the war, especially on the government (Republican) side. In 1936, the Nationalists bought additional 20 Br.19 from Poland. With an advent of more modern fighters, Br.19 suffered big losses, and around 1937 were withdrawn from frontline service. Republican side lost 28 aircraft, and Nationalists lost 10 (including 2 Republican and 1 Nationalist aircraft, that deserted). Remaining aircraft were used for training until 1940.
Yugoslavia bought 100 Br.19 A2 in 1924, and in 1927 acquired a license to manufacture them in a new factory in Kraljevo. The first batch of 85 aircraft was assembled from French parts, then there were built 215 with increasing share of Yugoslavian industry (first 150 aircraft in Yugoslavian service had Lorraine-Dietrich engines, next 150 - Hispano-Suiza 12Hb 500 hp engines, last 100 - Gnome-Rhone Jupiter 9Ab 420 hp radial engines). From 1932, Br.19.7 variant was manufactured - first 5 were built in France, next 75 in Kraljevo (51 according to other publications). Further 48 aircraft, lacking engines, were completed in 1935-1937 as Br.19.8, with Wright Cyclone (780 hp) radial engines. (Note: some publications give different numbers of Yugoslavian Bre.19). Part of Yugoslavian aircraft were used in combat after the German attack on Yugoslavia in 1941. After Yugoslavia fell, 46 aircraft were used by Croatia for anti-partizan missions. One of them were captured by its pilot and delivered to partisans of Tito, and used in June-July 1942, when it was shot down. Another two, captured by new government forces in April 1945, were used by them to pursue ustashes.
The Romanian Air Force bought 50 aircraft Br.19A2 and B2 in 1927, then 108 Br.19B2, and 5 Br.19.7 in 1930. They were used until 1938. Greek Air Force used 30 Br.19A2 - part of them were used against invading Italian forces in 1940, delivering valuable information on Italian attack directions. Breguet 19s were also used in China - 4 aircraft were bought by the government and 70 by Manchurian warlord Chang Tso-lin. Turkey bought 20 Breguet 19B2s, then 50 Br.19.7 in 1932. Apart from these countries, Breguet 19s were used also by Argentina (25), Bolivia (10, used during a Chaco war against Paraguay), Iran (2), Venezuela (12), Uruguay and Brazil (5). Several countries bought single aircraft for testing, like Italy, USSR and Great Britain (according to some publications, Japan bought a number of Br.19 and they were license-built in Nakajima, but it is not confirmed, apart from two aircraft bought by Asahi Shimbun newspaper).
[edit] Sport use
Both serial and modified Breguet 19s were used for record beating and numerous long raids. The first was the Br.19 prototype, winning a military aircraft contest in Madrid on February 17, 1923 with a highest speed. On March 12, 1923 it set an international record of altitude 5992 m with a load of 500 kg (it was later bought by Spanish government).
Many crews sported long raids on Br.19, one of the most active on this field were Belgian aviators, starting with Thieffry and de Bruycker flying in February 1925 from Brussels to Leopoldville, 8900 km. Two Br.19 A2 were bought by the Japanese Asahi Shimbun newspaper and modified with additional fuel tanks. They were flown by H. Abe and K. Kawachi on Tokyo-Paris-London route in July 1925, covering 13,800 km. Between August 27 and September 25, 1926, the Polish crew of Boleslaw Orlinski flew on Warsaw-Tokyo route (10,300 km) and back, on modified Br.19 A2, despite one of its lower wings was half-broken on the way. Apart from it, in 1927-30, Rumun, Yugoslavian and Polish Br.19 were often used in Little Entente air races.
Breguet 19 GRs, then TRs set several world records, mostly of flight distance, starting from a distance of 3166 km from Paris to Villa Cisneros on February 3, 1925 (Arrachart and Lemmaitre). On July 14-15, 1926, Girier and Dordilly set record of 4716 km (Paris-Omsk), bested on August 31-September 1 by Challe and Weiser (5174 km), and on October 28 by Dieudonne Costes and Rignot (5450 km). Between October 10, 1927 and April 14, 1928 Costes and Le Brix flew on Br.19 GR (named Nungesser - Coli) around the world, covering 57,000 km (only a distance between San Francisco and Tokyo was covered by ship).
The Super Bidon was created especially in a purpose of a transatlantic flight. It was named "?" (Point d'Interrogation - the Question Mark). First, Dieudonne Costes and Maurice Bellonte set a record of 7905 km from Paris to Moullart on September 27-29, 1929 on this plane. On September 1-2, 1930, they flew from Paris to New York City, on a distance of 6200 km, covering north Atlantic, mainland to mainland, for the first time for an airplane in a most difficult westward direction. The second Super Bidon, Spanish Cuatro Vientos, vanished over Mexico with M. Barberan and J. Collar Serra, after a transatlantic flight from Sevilla to Cuba on June 10-11, 1933.
[edit] Description
Metal construction biplane (sesquiplane), conventional in layout, with braced wings. A fuselage, elliptic in cross-section, was a frame of duralumin pipes. Front part was covered with duralumin sheets, tail part with canvas. Wings were canvas covered. Conventional fixed landing gear, with a rear skid. Crew of two: pilot and behind him observer/bombardier, sitting in tandem in open cockpits, with twin controls.
Armament: the pilot had a fixed 7.7 mm Vickers machine gun with interrupter gear, the observer had twin 7.7 mm Lewis machine gun. There was also the fourth machine gun, that could be fired by the observer downwards through an opening in a floor, which was not practical. According to some sources, fighter variants C2 and CN2 were fitted with two pilot's machine guns. A bomber variant could carry 472 kg of bombs under a fuselage, or in a vertical bomb bay (small bombs up to 50 kg). Reconnaissance variant could carry 120 kg bombs as a standard (12 x 10 kg). Reconnaissance variant had a camera, bomber variant could be fitted with it. All variants had radio.
Engine: single piston engine. There were used many different engines, mostly 12-cylinder inline engines, water cooled:
- Renault 12Kb (450 hp), 12Kd (480 hp) - V12
- Lorraine-Dietrich 12Db (400 hp) - V12
- Lorraine-Dietrich 12Eb (450 hp) - W12
- Hispano-Suiza 12Ha (450 hp), 12Hb (500 hp) - V12
- Farman 12W (500 hp).
- Gnome-Rhône 9Ab Jupiter (420 hp) (radial engine, in Yugo aircraft)
Fuel tank: standard - 365 l in a fuselage. Wooden propeller.
[edit] Specifications (Br.19 B2)
[edit] General characteristics
- Crew: 2
- Length: 9.51 m ( ft)
- Wingspan: 14.83 m ( ft)
- Height: 3.89 m ( ft)
- Wing area: 49 m² ( ft²)
- Empty: 1390 kg ( lb)
- Loaded: 2229 kg ( lb)
- Maximum takeoff: kg ( lb)
- Powerplant: 450 hp
[edit] Performance
- Maximum speed: 235 km/h ( mph)
- Range: 650 km ( miles)
- Service ceiling: 6000 m ( ft)
- Rate of climb: m/min ( ft/min)
- Wing loading: kg/m² ( lb/ft²)
- Power/mass:
[edit] Related content
Related development: Breguet 21 - Breguet 28
Comparable aircraft: Potez 25 - Fairey Fox - Polikarpov R-Z
Designation sequence: 14 - 16 - 17 - 19 - 20 - 21 - 22
See also:
