Breguet 19 - Variants

Variants

• Br.19.01

Br.19.01 was the first Breguet 19 prototype which first flew in March 1922. It was later bought by the Spanish government.

• Br.19.02 to 011

Pre-production aircraft, whose fuselage was lengthened by 60 cm. Br.19.02 was sent to Yugoslavia for evaluation in 1923.

• Br.19 A2

Two-seat reconnaissance plane.

• Br.19 B2

Two-seat light bomber biplane. These first two variants were the most numerous, and were practically identical. They used a variety of engines, the most popular being the 298 kW (400 hp) Lorraine-Dietrich 12Db inline V12, the 336 kW (450 hp) Lorraine-Dietrich 12Eb W12, the Renault 12K, the Hispano-Suiza 12H and the Farman 12W.

• Br.19 CN2

Night fighter version, almost identical to the B2 reconnaissance variant with two additional forward-firing machine guns.

• Br.19 GR (Grand Raid)

A variant specially modified for long-distance flights, after early long-range attempts were made with the regular Br.19 A2 no.23 fitted with additional fuel tanks. The first Br.19 GR (no.64) had a fuel tank of about 2,000 L (ca.530 US gal), and captured the world distance record in 1925. In 1926, three further aircraft (no.1685 to 1687) were modified to Br.19 GR 3000 litres specifications. They had larger fuel tanks fitted in the fuselage, with a total capacity of about 2,900 to 3,000 L (ca.770 US gal). The cockpit was moved slightly aft, and the wingspan was increased to 14.83 m (48.65 ft). The three aircraft were fitted with different engines: the first one (no.1685) had a 500 hp Hispano-Suiza 12Hb, the other two had a 550 hp Renault 12 kg and a 520 hp Farman 12Wers. In 1927, no.1685 received a new 600 hp Hispano 12Lb engine, its fuel capacity was extended to 3,500 L, and its wingspan was further increased by one metre. It was christened Nungesser et Coli after the two airmen who disappeared in a transatlantic flight attempt in May 1927. A fifth aircraft was built (no.1554) for Greece, called Hellas, with a 550 hp Hispano 12Hb. (Other Br.19 aircraft may have received additional fuel tanks for long distance flights, but these were not officially called Br.19 GR. Some sources mention a Belgian Br.19 GR, maybe a confusion with the Belgian Br.19 TR.)

• Br.19 TR Bidon

Built in 1927 with various aerodynamical refinements and 3,735 L (987 US gal) of fuel in the fuselage. With an additional fuel tank in the wing, the total fuel capacity was 4,125 L (1,089 US gal). Five were built by Breguet and two by the Spanish company CASA. Three of the French aircraft had a 600 hp Hispano 12Lb, one had a 550 hp Renault 12 kg, and one had a 450 hp Lorraine 12Eb. The first Bidon Hispano was sold to Belgium, and the Bidon Renault was sold to China after a Paris–Beijing flight. The third Bidon Hispano became the French Br.19 TF. The second Spanish Bidon was christened Jesús del Gran Poder, and flew from Sevilla to Bahia (Brazil).

• Br.19 TF Super Bidon

The last and most advanced long-distance variant, built in 1929, and designed for transatlantic flight. The French Super Bidon was the third Br.19 TR Hispano, named Point d'Interrogation, with a modified fuselage, a wingspan of 18.3 m (60 ft), and 5,370 L total fuel capacity. It was powered by a 447 kW (600 hp) Hispano-Suiza 12Lb engine (later replaced by a 485 kW/650 hp 12Nb). Another aircraft, with a closed canopy, was built in Spain in 1933. Christened Cuatro Vientos, it flew from Sevilla to Cuba, and disappeared while attempting to reach Mexico.

• Br.19 ter

Utilizing the experience with long-distance variants, this improved reconnaissance variant was developed in 1928, maybe for export purposes. It remained a prototype only (with civilian register F-AIXP).

• Br.19.7

The most popular of the late variants developed in 1930 with a 447 kW (600 hp) Hispano-Suiza 12Nb engine, giving a maximum speed of 242 km/h (150 mph). The first five machines were converted in France for Yugoslavia, then a number were built in Yugoslavia, and a further 50 built in France for export to Turkey.

• Br.19.8

With a 582 kW (780 hp) Wright Cyclone GR-1820-F-56 radial engine, 48 Br.19.7 airframes were eventually completed as Br.19.8's in Yugoslavia. Their maximum speed was 279 km/h (173 mph).

• Br.19.9

A single prototype developed in Yugoslavia with a 641 kW (860 hp) Hispano-Suiza 12Ybrs engine.

• Br.19.10

A single prototype developed in Yugoslavia with a 536 kW (720 hp) Lorraine-Dietrich 12Hfrs Petrel engine.

• Br.19 hydro (or Breguet 19 seaplane)

Fitted with twin floats as a seaplane, a single prototype (no.1132) was produced for France. Another aircraft sold Japan was fitted with floats built there by Nakajima.

• Nakajima-Breguet Reconnaissance Seaplane - Nakajima built Breguet 19-A2B seaplanes.

Some modified civilian variants of the Breguet 19 were developed, such as the Br.19T, the Br.19T bis and the Br.19 Limousine (for six passengers, with a thicker fuselage), but these were never built.

Further passenger variants with a totally rebuilt fuselage were designated :

• Br.26T (1926)
• Br.26TS or Br.261T
• Br.280T
• Br.281T
• Br.284T

These were used in limited numbers in France and Spain.

In total, more than 2,000 Breguet 19s were manufactured in France, and about 700 license-built by Spanish CASA, Belgian SABCA and the Yugoslavian factory in Kraljevo.