Derivatives of the D.1 were fitted with V-8 (D.1 and D.8), V-12 (D.19 and D.27), W-12 (D.12 and D.21) and radial engines (D.9 and D.26) as well as a variety of wing designs. Radiators on the inline engine versions were mounted on the undercarriage struts (D.1 and D.8), on the sides of the engine cowling (D.1.01), ahead of the cowling on the nose (D.12, D.19 D.21), or under the nose (D.27 and D.53).
Operational history
The D.1 was demonstrated in several countries.
Yugoslavia purchased 79,
Switzerland two, and
Japan one.
Italy purchased one, but then constructed 112 of their own version under the designation Ansaldo AC.2.
the first prototype powered with a 224 kW (300 hp)
Hispano-Suiza 8Fb V-8, and fitted with a parasol wing on a very short pylon with no cabane struts; (one built).
D.1
Pre-series aircraft, some without pylon and some with pylon to D.1bis standard; (15 built).
D.1bis
Improved version with wings raised 121 mm (4.75 in) on a pylon.
D.1ter
Production standard D.1 with the wings supported on cabane struts. Most D.1s were built or modified to D.1ter standard.
D.8
A high-altitude D.1 with an enlarged wood wing and a high compression 270 kW (360 hp)
Hispano-Suiza 8Fe V-8 engine. Submitted to the
CEDANA (Commission dÉxamen des Appareils Nouveaux pour lÁeronautique) for the 1921 C1 fighter competition, the D.8 failed to attract an order due to the high altitude class specification being withdrawn. The sole D.8 set a number of closed circuit speed records in 1924; (one built).[1]
The D.9 was a D.1 fitted with a 310 kW (420 hp)
Gnome-Rhône 9Ab Jupiter IV radial engine and later an enlarged wing. It was entered into the 1924 C1 fighter competition. Although unsuccessful in France, ten were delivered to export customers including eight to Yugoslavia, two to Belgium, while three were built for the Swiss
Fliegertruppe by EKW, and 150 were built with additional modifications as the Ansaldo AC.3 for Italy; (thirteen built).[1]
D.12
The D.12 was developed in parallel to the D.9 with a 340 kW (450 hp)
Lorraine-Dietrich 12E W-12 for the 1923 C1 competition. Later fitted with a high compression engine the D.12 also failed to win a contract; (two built).[1]
D.13
1923 proposal for D.1 re-engined with 260 kW (350 hp) Hispano-Suiza 12Ja engine. Project abandoned in favour of D.19.[2]
The D.19 was also built for the 1923 C1 fighter competition, and was fitted with a 300 kW (400 hp)
Hispano-Suiza 12Jb V-12 engine. Two prototypes took part in the competition and two were delivered to
Belgium, and one to
Switzerland, while EKW built two more in Switzerland; (seven built).[1]
Late in 1925 the second prototype D.12 was re-engined with a 370 kW (500 hp)
Hispano-Suiza 12Gb W-12 engine. Intended for export the D.21 acquired orders for 3 from Paraguay, 12 from Turkey, and 8 from Argentina (including a prototype), where 30 were also built under licence by
FMA, and 7 were imported from Switzerland where they had been built by EKW. The examples built by FMA had
Lorraine-Dietrich 12Eb W-12 engines, making them D.12s, but the D.21 designation was always used. Three examples may have been sold to
Czechoslovakia, where 26 were built under licence by
Škoda Works as the Skoda D.1. (100 built).[1]
Two seat fighter derived from D.21 for the French 1925 C2 (2 seat Chasseur or fighter) programme, but fitted with a
Lorraine-Dietrich 12Eb W-12 engine. The four built by
Hanriot were sold to Argentina after failing to win orders from the French. (4 built)
Trainer version powered with a licence built 250 kW (340 hp)
Hispano-Wright 9Q 9-cylinder radial engine. Eleven examples assembled in Switzerland from kits supplied by Dewoitine. (11 built)
Fighter version powered by a 373 kW (500 hp)
Hispano-Suiza 12Mc V-12 with improved chin radiator. The
Royal Romanian Air Force operated 100, of which 97 were built by
IAR, the Swiss Air Force operated 66, of which 65 were built by EKW, the Royal Yugoslav Air Force operated 4, all built by
Zmaj, and 2 or 3 were exported to Spain. 7 of a further improved variant, the D.53 were used by the French Aviation Navale for deck trials. (179+ built)
Ansaldo AC.1
Sole D.1bis assembled by Aeronautica Ansaldo SA prior to production of the modified AC.2 version;(1 built).[1]
Licence production of a D.9 derivative for the Regia Aeronautica; (150 built).[1]
Ansaldo AC.4
A direct descendant of the AC.2 the AC.4 replaced the Hispano-Suiza V-8 engine with a 310 kW (420 hp)
FIAT A.20 V-12 engine. Flown in 1927;(1 built).[1]
Wikimedia Commons has media related to Dewoitine D.1.
Alegi, Gregory (September 1998). "Ansaldo AC.2, 3 et 4: les Dewoitine italiens (dernière partie)" [Ansaldo AC.2, 3 and 4: Italian Dewoitines]. Avions: Toute l'aéronautique et son histoire (in French) (66): 40–44.
ISSN1243-8650.
Bruner, Georges (1977). "Fighters a la Francaise, Part One". Air Enthusiast (3): 85–95.
ISSN0143-5450.
Cortet, Pierre (April 1997). "Les premières chasseurs d'Emile Dewoitine (deuxième partie)" [The First Fighters of Emile Dewoitine]. Avions: Toute l'aéronautique et son histoire (in French) (49): 10–13.
ISSN1243-8650.
Danel, Raymond; Cuny, Jean (1982). Les Avions Dewotine. Docavia (in French). Paris: Éditions Larivère.
Donald, David, ed. (1997). The Encyclopedia of World Aircraft. Prospero Books. p. 333.
ISBN1-85605-375-X.
Green, William; Swanborough, Gordon (1994). The Complete Book of fighters. London: Salamander Books Limited.
ISBN1-85833-777-1.
Morareau, Lucien (May 1998). "Le Dewoitine D1.C1 en service dans l'Aviation maritime française (1ère partie)" [The Dewoitine D1 in Service With French Naval Aviation]. Avions: Toute l'aéronautique et son histoire (in French) (62): 36–41.
ISSN1243-8650.
Morareau, Lucien (June 1998). "Le Dewoitine D1.C1 en service dans l'Aviation maritime française (2ème partie)". Avions: Toute l'aéronautique et son histoire (in French) (63): 38–43.
ISSN1243-8650.