Бірінші дүниежүзілік соғыстағы француздық SPAD XIII истребителі

French WW1 fighter aircraft

{| featuring a mainly wooden structure complete with a fabric covering; however, it was generally larger and heavier than its predecessor. Other changes included the tapered chord of its ailerons, the rounded tips of the tailplanes, bulkier cowling accommodating the gear drive Hispano Suiza 8B engine choice, and enlarged fin and rudder. The S. XIII featured relatively conventional construction, that being a wire braced biplane with a box shaped fuselage and a front mounted engine, except for its interposed wing struts located half way along the wing span, which gave the fighter the deceptive appearance of being a double bay aircraft instead of a single bay. The fuselage consisted of four square section longerons, complete with wooden struts and cross members while braced with heavy gauge piano wire; wire cable was instead used for the flying and landing wires. To facilitate its two hour endurance, the S. XIII was furnished with an assortment of underbelly fuel tanks held within the forward fuselage area; these were fed into the main service tank located in the center of the upper wing by an engine driven pump. Similar pumps were used for supplying pressurised oil and water circulation between the engine's radiator and a header tank was housed within the upper wing. The circular nose radiator incorporated vertical Venetian style blinds as a means of regulating the temperature of the engine. saving some sixteen pounds (7.3 kg) in weight over the twin mount Vickers' total weight of 66 lbs (29.94 kg) for the guns alone. Reportedly, by the end of the war, roughly one half of the aircraft in American service had been converted in this fashion. The powerplant of the S. XIII was a geared Hispano Suiza engine, at first a 8Ba providing , The sum of these improvements was a notable improvement in flight and combat performance. At least one American observer believed at the time that the French were giving the US SPAD XIII squadrons lower quality engines from their least favored manufacturers while keeping the best for themselves. Allegedly, the reliability issues encountered with the engine were considered an acceptable price to pay for the improved performance, however, as time went by, a combination of improved build quality and changes to the engine design led to increased levels of serviceability. At the beginning of 1918 the Aviation Militaire issued a requirement for a more powerful fighter, in a C1 (Chasseur single seat) specification. SPAD responded by fitting the Hispano Suiza 8Fb in the SPAD XIII airframe. The structure was strengthened and improved aero dynamically, retaining the dimensions of the SPAD XIII. Twenty SPAD XVII fighters were built and issued to units with GC 12 (Les Cigones).

During May 1917, only one month following the type's maiden flight, deliveries to the Armée de l'Air commenced. The new aircraft quickly became an important element in the French plans for its fighter force, being expected to replace the SPAD S. VII as well as the few remaining Nieuport fighters in front line service. However, these plans were disrupted by deliveries occurring at a much slower rate than had been initially forecast; by the end of March 1918, 764 fighters had been delivered compared with a planned force of 2,230. Eventually, the S. XIII equipped virtually every French fighter squadron, 74 escadrilles, during the First World War. At the end of the war, plans were underway to replace the S. XIII with several fighter types powered by the Hispano Suiza 8F, such as the Nieuport Delage NiD 29, the SPAD S. XX and the Sopwith Dolphin II. These plans lapsed following the signing of the Armistice of 11 November 1918, which ended the First World War and the SPAD S. XIII remained in French service as a fighter aircraft until 1923. Aces of the United States Army Air Service who flew the S. XIII include Eddie Rickenbacker (America's leading First World War ace with 26 confirmed victories) and Frank Luke (18 victories). Andrews attributes the S. XIII's natural stability, which lent itself to being a steady gun platform, as having been a key attribute for its success.

Other Allied forces were quick to adopt the new fighter as well; the SPAD XIII equipped 15 of the 16 operational American pursuit squadrons of the USAAS by the signing of the Armistice. Even prior to America's entry into the conflict, American volunteers flying with the Allies had been piloting the type. Nearly half of the 893 purchased by the United States were still in service by 1920. In the United States, some S. XIIIs were re engined with 180 hp Wright Hispano engines to improve reliability and to prepare pilots for the new Thomas Morse MB 3 fighter (which used SPAD type wings in its construction) in 1922; according to Andrews, the Wright Hispano engine was incapable of matching the performance of the original powerplant. It was alleged by Andrews that the type was sometimes used as an interim fighter while awaiting the delivery of British built aircraft.

SP49 – on static display at the Royal Museum of the Armed Forces and Military History in Brussels.

S4377 – airworthy with the Memorial Flight Association in La Ferté Alais, Île de France. S5295/S15295 – on static display at the Musée de l’air et de l’espace in Paris, Île de France.

S7689 Smith IV – on static display at the National Air and Space Museum in Washington, D. C.
S16594 – on static display at the National Museum of the United States Air Force in Dayton, Ohio. It is painted to represent Eddie Rickenbacker's aircraft. S15155 – on static display at Phoenix Sky Harbor International Airport in Phoenix, Arizona. Includes parts from three different aircraft and is painted to represent a SPAD XIII flown by Frank Luke.