tag:blogger.com,1999:blog-60139098019887790862024-03-12T23:30:07.784-05:00WWI Aviation IllustrationA journal on the process of bringing the Great War to life through aircraft profile illustration.Unknownnoreply@blogger.comBlogger260125tag:blogger.com,1999:blog-6013909801988779086.post-78916406133166944562014-09-28T18:51:00.001-05:002014-09-28T18:51:59.977-05:00Fokker D.VIIf, Gotthard Sachsenberg<h3 style="text-align: center;">Time for a quick one.</h3><p>Nothing like a bit of color to brighten one′s day. Here is a new profile for the Fokker D.VII. I know I have posted the history of the aircraft so I will spare you the canned history. I will focus on the pilot instead.</p><br />
<div style="text-align: center;"><h3>Fokker D.VIIf, Gotthard Sachsenberg (MFGR1) Flanders</h3><br />
<a href="http://www.wwiaviation.com/popup/Fokker_DVII-Leutnant_zur_See-Gotthard_Sachsenberg-Marine-Jagdgruppe-Flandernfall-1918.html" target="child" title="Fokker D.VII - Jasta 16b - 1918 Click for larger image"><img src="http://www.wwiaviation.com/drawings/Fokker_DVII-Leutnant_zur_See-Gotthard_Sachsenberg-Marine-Jagdgruppe-Flandernfall-1918-300px.png" alt="Fokker D.VII - Jasta 16b - 1918" /></a><br />
<h5>Fokker D.VIIf, Leutnant zur See Gotthard Sachsenberg, Marine-Geschwader Flandern (MFGR1) Flanders, July, 1918.<br />
</h5></div><br />
<blockquote cite="Gotthard Sachsenberg From Wikipedia, the free encyclopedia"><p>On 1 February 1917, Sachsenberg succeeded Oberleutnant von Santen as commanding officer of Marine Field Jasta I. MFJ II was organized somewhat later, and the two were combined into a larger unit, Marine Jagdgruppe Flanders. Leutnant de See Sachsenberg was appointed its commanding officer. His friend and rival ace Theo Osterkamp became commander of MGJ II.</p><br />
<p>MFJ III was later raised and added to the larger unit. Still later, two more MFJs were raised and added to the parent unit, bringing its strength up to about 50 fighter planes, comparable to an army Jagdgeschwader. Stationed on North Sea coastal airfields, the MFJ units often fought against Royal Naval Air Service aircraft who were stationed in similar circumstances.</p><br />
<p>Sachsenberg opened his score as a fighter pilot, downing a Farman and a Sopwith 1 ½ Strutter on 1 May 1917. He scored again on the 12th, claiming a Sopwith Pup into the sea, and then notching a double victory on 7 June to make him an ace.</p><br />
<p>On 20 August, Sachsenberg was awarded the Knights Cross of the Royal House Order of Hohenzollern. By the end of 1917, his victory roll stood at eight.</p><br />
<p>He claimed his ninth victory on 17 March 1918, and continued to score steadily until 29 October 1918, when he downed his 31st confirmed. Midway through this run, Sachsenberg was awarded Prussia's and Germany′s highest decoration, the Pour le Mérite, on 5 August 1918.</p><br />
<p>The MJF switched from the Albatros to Fokker D.VIIs in June 1918. They were as colorfully and distinctively marked as Manfred von Richthofen′s Flying Circus, with the basic color scheme being yellow and black, as a yellow and black checkerboard had been Sachsenberg's personal motif, and it was spread to the entire unit, with minor variations marking the different pilots.<br />
Post World War I.</p><br />
<h3>Citation</h3><p>Gotthard Sachsenberg From Wikipedia, the free encyclopedia <a href="http://de.wikipedia.org/wiki/Gotthard_Sachsenberg">http://de.wikipedia.org/wiki/Gotthard_Sachsenberg</a> Accessed 2 October 2008.</p></blockquote>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-6013909801988779086.post-30089379841400175142014-09-26T10:48:00.000-05:002014-09-26T11:28:19.964-05:00Project Sopwith phase 1<blockquote><h3>Yes, I know it has been a while!</h3><br />
<p>It's been a while since the last post. Meeting deadlines, schmoozing at Gencon, and computer malfunctions have been keeping me busy. The good news is I have two book illustration jobs completed this year. The most challenging project has been <a href="http://www.amazon.com/gp/product/0062262017/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=0062262017&linkCode=as2&tag=wwia-20&linkId=BDBGVCTNY3RWB6PI">Lords of the Sky: Fighter Pilots and Air Combat, from the Red Baron to the F-16</a><img src="http://ir-na.amazon-adsystem.com/e/ir?t=wwia-20&l=as2&o=1&a=0062262017" width="1" height="1" border="0" alt="" style="border:none !important; margin:0px !important;" /> by Dan Hampton, published by Harper Collins. It stretched my comfort zone and it was fun. Slowly but surely I'm getting the new drawings worked into the site. At least they do show up in the galleries. One project is a whole new layer of pages for each individual aircraft type. It may be a while before it’s complete. I took a break from the Fokker D.VII project to clean up some troublesome profiles, and prepping for the next batch on my list. I plan a second installment on the Sopwith 1½ Strutter. I will focus on Britain's first steps towards ship-launched naval fighters. There will also be profiles for the US, Russian Empire Soviet State, and other eastern countries.</p></blockquote><br />
<blockquote><h3>Project Sopwith </h3><p>Britain was slow to use tractor aircraft with synchronized machine gun. Most British fighters up to this time were pusher aircraft. Even with introduction of the Sopwith 1½ Strutter, Pup and Triplane , the British fought at a serious disadvantage during <a href="http://www.wwiaviation.com/Bloody_April-1917.html">The Battle of Arras and Bloody April of 1917</a>. It would take the introduction of the Sopwith Camel and the RAF SE.5a to turn the tide of battle.</p></blockquote><div style="text-align: center;"><a href="http://www.wwiaviation.com/popup/Sopwith_1-half-Strutter_SN-940-3-Wing-RNAS-FSL_Raymond_Collishaw-Sept-1917.html" target="child" title="Sopwith one and a Half Strutter - 1916 Click for larger image"><img src="http://www.wwiaviation.com/drawings/Sopwith_1-half-Strutter_SN-940-3-Wing-RNAS-FSL_Raymond_Collishaw-Sept-1917-300px.png" alt="Sopwith one and a Half Strutter - 1916" /></a><br />
<h5><a href="http://www.wwiaviation.com/british_2seaters1916.html#sop-1-half_strutter" target="child" title="Sopwith one and a Half Strutter - 1916 Click for more information">Sopwith one and a Half Strutter - 1916</a><br />
</h5></div><div style="text-align: center;"><a href="http://www.wwiaviation.com/popup/Sopwith-1-1-2-Strutter-sn-17-9739-No3-Wing-RFC-France-early-1917.html" target="child" title="Sopwith one and a Half Strutter - 1916 Click for larger image"><img src="http://www.wwiaviation.com/drawings/Sopwith-1-1-2-Strutter-sn-17-9739-300px.png" alt="Sopwith one and a Half Strutter - 1916" /></a><br />
<h5><a href="http://www.wwiaviation.com/british_2seaters1916.html#sop-1-half_strutter" target="child" title="Sopwith one and a Half Strutter - 1916 Click for more information">Sopwith one and a Half Strutter - 1916</a></h5></div><blockquote><h3>Overview</h3><p>The Sopwith 1½ Strutter was a British one or two-seat biplane multi-role aircraft of the First World War. It is significant as the first British-designed two seater tractor fighter, and the first British aircraft to enter service with a synchronized machine gun. It also saw widespread but rather undistinguished service with the French Aéronautique Militaire. The Sopwith 1½ Strutter was built in both one and two-seater models. In the latter version, the gas tank was dangerously positioned between the pilot and observer. This design flaw prompted some airmen to joke that the designer of the aircraft must surely have been German. Not long after its introduction, the 1½ Strutter was replaced by the Sopwith Pup.</p></blockquote><br />
<br />
<div style="text-align: center;"><h3>Home Defense</h3><a href="http://www.wwiaviation.com/popup/Sopwith_1_half_Strutter_Comic_Fighter_sn-B762-No-78(HD)_Sqn-RFC-Martlesham_Heath-Summer-August-1917.html" target="child" title="Sopwith one and a Half Strutter - 1916 Click for larger image"><img src="http://www.wwiaviation.com/drawings/Sopwith_1_half_Strutter_Comic_Fighter_sn-B762-No-78(HD)_Sqn-RFC-Martlesham_Heath-Summer-August-1917--300px.png" alt="Sopwith one and a Half Strutter - 1916" /></a><br />
<h5>Sopwith 1½ Strutter “Comic Fighter” W/n B'762, No.78(HD) Sqn RFC</h5></div><blockquote><p>Based at Martlesham Heath during summer-autumn 1917 and reallocated to Home De fence on August 1917. This aircraft did not have a specific pilot and used by all pilots of 78 Squadron. With its twin upward-firing guns, Sopwith 1½Strutter B762 was one of a number of such aircraft employed for Home Defence in a single-seat form. It served with 78 Squadron from the autumn of 1917, having replaced BE2 and BE12 variants. </p></blockquote><div style="text-align: center;"><a href="http://www.wwiaviation.com/popup/Sopwith_1_half_Strutter_Comic_Fighter_(Hooper-built)-w-n-A-6906_No-78(HD)-Sqn-RFC-Lt_J_S_Castle-Suttons_Farm-December-1917.html" target="child" title="Sopwith one and a Half Strutter - 1916 Click for larger image"><img src="http://www.wwiaviation.com/drawings/Sopwith_1_half_Strutter_Comic_Fighter_(Hooper-built)-w-n-A-6906_No-78(HD)-Sqn-RFC-Lt_J_S_Castle-Suttons_Farm-December-1917-300px.png" alt="Sopwith one and a Half Strutter - 1916" /></a><br />
<h5>Sopwith 1½ Strutter “Comic Fighter” W/n A'6901, No.78(HD) Sqn RFC</h5></div><blockquote><p>Essentially an Admiralty sponsored design, carrying their Type 9700 designation, the Sopwith 1½ Strutter. This type was also operated by the RFC. Serial no A 6901, seen above, was the first of a 100 aircraft batch produced by Hooper & Company Ltd of Chelsea for the RFC. This particularly was one of the four single-seat home defense fighter variants built. </p><p>This was by no means the end of the Sopwith two seater’s service. The type's long range and stability were good qualities for a home defense fighter and it served with three home defense squadrons, No. 37, No. 44 and No. 78 Squadrons. Most of the 1½ Strutters supplied to home defense units had been built as two-seaters but many were converted ‘in the field” to single seaters in order to improve performance. Some of these single-seaters were similar to the bomber variant but others were of different type, known (like similarly adapted Sopwith Camels) as the Sopwith Comic. The cockpit was moved back behind the wings and one or two Lewis guns, either mounted on Foster mountings or fixed to fire upwards, outside the arc of the propeller, replaced the synchronized Vickers.</p><p>Since September 1917 German bomber aviation had revised its plan of air campaign against the British Isles: after eight daylight raids the losses of important strategic bombers were too high, therefore, the decision was made to conduct all forthcoming raids only at night. At that point the newly created British Home Defence did not have a dedicated type of fighter interceptor. The majority of planes serving in Home Defense were fighters retired from the front line — a few two-seater Sopwith 1½ Strutter fighters among them.</p><p>Captain F.W. Honnett, Flight Commander of “A” Flight No. 78 Sqn (HD) RFC, suggested a modification of one of the 1½ Strutters by moving the pilot's seat and all the controls into the observer's position, his argument being poor visibility from the regular pilot's seat. The original pilot’s position was faired over, and the plane was equipped with a night searchlight.</p><p>The first three 1½ Strutters modified to the new standard by the Southern Aircraft Repair Depot joined 78 Sqn in September 1917. During the night raid over London on the night of October 31st/November 1st 1917 they opposed twenty-two enemy Gothas. 78 Sqn pilots dubbed this unusual plane the ‘Comic fighter’. Initially the armament of this aircraft consisted of only a single course Vickers gun; later Comics were equipped with a Lewis gun on a flexible Foster mounting. It should be also mentioned that at least one aircraft, namely B762, had two Lewises on a special fixed mounting and could fire at a 70° angle.</p><p>1½ Strutter Comics were intensively used by 78 Sqn until February 1918, flying night intercept missions against Gothas and Giant R-planes. Due to the poor performance of this type, it was never put into series production. At the beginning of 1918 the night fighter version of the famous Sopwith Camel (which ironically received the official name Sopwith Comic) replaced the 1½ Strutter Comic and other obsolete night-fighters in many Home Defense units.</p></blockquote><div style="text-align: center;"><h3>In French Service</h3><a href="http://www.wwiaviation.com/popup/Sopwith-1-1-2-Strutter-sn-17-9739-No3-Wing-RFC-France-early-1917.html" target="child" title="Sopwith one and a Half Strutter French Aéronautique Militaire in Escadrille Sop 640, circa 1918 - Click for larger image"><img src="http://www.wwiaviation.com/drawings/Sopwith-1-1-2-Strutter-sn-17-9739-No3-Wing-RFC-France-early-1917-300px.png" alt="Sopwith one and a Half Strutter French Aéronautique Militaire in Escadrille Sop 640, circa 1918" /></a><br />
<h5>Sopwith 1½ Strutter French Aéronautique Militaire in Escadrille Sop 640, circa 1918.</h5><a href="http://www.wwiaviation.com/popup/Sopwith_1B2-France_Escadrille-Sop-131_sn-3-Summer-1917.html" target="child" title="Sopwith 1½ B2 French Aéronautique Militaire, Escadrille Sop 131 s/n 3, Summer 1917 - Click for larger image"><img src="http://www.wwiaviation.com/drawings/Sopwith_1B2-France_Escadrille-Sop-131_sn-3-Summer-1917-300px.png" alt="Sopwith 1½ B2 French Aéronautique Militaire, Escadrille Sop 131 s/n 3, Summer 1917" /></a><br />
<h5>Sopwith 1½ B2 French Aéronautique Militaire, Escadrille Sop 131 s/n 3, Summer 1917.</h5></div><blockquote><p>The French, who until now had been a prime supplier of aircraft to both the RFC and RNAS, saw the RFC using the Sopwith 1½ Strutter as two-seat fighters to good effect during the July 1916 Battle of the Somme and were impressed enough to promptly negotiate a license to build the aircraft and put it into large scale production. Indeed, of the total 5.720 examples built. 4,200 were French-produced. As it was, the French chose to produce the 1½ Strutter in both single-seat bomber and two-seat reconnaissance form, but ran into delivery problems, as a result of which the mass of French aircraft were not delivered until the summer of 1918, by which time they were obsolescent, if not obsolete. As a two seater, the machine was usually powered by a 110hp Clerget that gave a top level speed of 106 mph at sea level, along with a ceiling of 15,000 feet.</p></blockquote><div style="text-align: center;"><a href="http://www.wwiaviation.com/popup/Sopwith_B1-France_Escadrille-Sop-107_sn-105-Summer-1917.html" target="child" title="Sopwith B1, France, Escadrille Sop 107 s/n 105 Summer,1917 - Click for larger image"><img src="http://www.wwiaviation.com/drawings/Sopwith_B1-France_Escadrille-Sop-107_sn-105-Summer-1917-300px.png" alt="Sopwith B1, France, Escadrille Sop 107 s/n 105 Summer,1917" /></a><br />
<h5>Sopwith 1½ B2 French Aéronautique Militaire, Escadrille Sop 107 s/n 105, Summer 1917.</h5></div><blockquote><p>In comparison, the single-seat bombers, with their various 110hp or 130hp rotaries could carry a bomb load of up to 224lb and had a top level speed of 102mph at 6.560 feet. Of the French machines, 514 were purchased by the American Expeditionary Force, while the type also served in small numbers with the air arms of Belgium, Latvia, Romania and Russia.</p></blockquote><div style="text-align: center;"><a href="http://www.wwiaviation.com/popup/Sopwith-1-1-2-Strutter_type-9700-bomber-sn-36-N912-No3-Wing-RFC-France-early-1917.html" target="child" title="Sopwith B1, France, Escadrille Sop 107 s/n 105 Summer,1917 - Click for larger image"><img src="http://www.wwiaviation.com/drawings/Sopwith-1-1-2-Strutter_type-9700-bomber-sn-36-N912-No3-Wing-RFC-France-early-1917-300px.png" alt="Sopwith B1, France, Escadrille Sop 107 s/n 105 Summer,1917" /></a><br />
<h5>Sopwith 1½ B2 RFC S/N 36 (N912) France 1917.</h5></div><blockquote><p>Of the S50 aircraft delivered to the RNAS, around 130 were of the single-seat bomber variety, which could carry up to 300lb of weapons in the shape of twelve 25lb bombs, while the two seaters lifted 224lb, or four 56lb bombs. The type's performance was such as to lead to orders not just from the RFC, but from several other nations and the machine's broader program history is dealt with earlier in the chapter on French aircraft. The image is of an RNAS 1 1/2 Strutter departing from atop one of a capital warship's main turrets. This kind of operation was to become relatively routine from April 1918 onwards.</p></blockquote><br />
<h2>References</h2><ol><li><a href="http://en.wikipedia.org/wiki/Sopwith_1%C2%BD_Strutter">From Wikipedia Sopwith 1½ Strutter "http://en.wikipedia.org/wiki/Sopwith_1%C2%BD_Strutter"</a></li>
<li>Bruce, J.M. "<em>The Sopwith 1½ Strutter</em>: Historic Military Aircraft No. 14 Part I." Flight, 28 September 1956, pp. 542-546.</li>
<li>Bruce, J.M. "<em>The Sopwith 1½ Strutter</em>: Historic Military Aircraft No. 14 Part II." Flight, 5 October 1956, pp. 586-591.</li>
<li>Bruce J.M. "<em>British Aeroplanes 1914-18</em>". London:Putnam, 1957.</li>
<li>Bruce, J.M. "<em>The Aeroplanes of the Royal Flying Corps</em>" (Military Wing). London: Putnam, 1982. ISBN 0 370 30084 x.</li>
<li>Gerdessen, F. "<em>Estonian Air Power 1918-1945</em>". Air Enthusiast No 18, April -July 1982, pp. 61-76. ISSN 0143-5450.</li>
<li>Jarrett, Philip. "<em>Database:The Sopwith 1½ Strutter</em>". Aeroplane, December 2009, Vol 37 No 12, Issue No 440. London:IPC. ISSN 0143-7240. pp.55-70.</li>
<li>Kopan'ski, Tomasz Jan. "<em>Samoloty brytyjskie w lotnictwie polskim 1918-1930</em>" (British aircraft in the Polish air force 1918-1930) (in Polish). Warsaw: Bellona, 2001. ISBN 83-11-09315-6.</li>
<li>Lake, Jon. "<em>The Great Book of Bombers</em>: The World's Most Important Bombers from World War I to the Present Day". St. Paul, MN: MBI Publishing Company, 2002. ISBN 0-7603-1347-4.</li>
<li>Swanborough, F.G. and Peter Bowers. "<em>United States Military Aircraft since 1909</em>". London: Putnam, 1963.</li>
<li>Swanborough Gordon and Peter Bowers. "<em>United States Navy Aircraft since 1911</em>". London: Putnam, Second edition 1976. ISBN 0-370-10054-9.</li>
<li>Taylor, John W.R. "<em>Sopwith 1½ Strutter". Combat Aircraft of the World from 1909 to the Present</em>". New York: G.P. Putnam's Sons, 1969. ISBN 0-425-03633-2.</li>
<li>Thetford, Owen. "<em>British Naval Aircraft since 1912</em>". London: Putnam, Fourth edition 1978. ISBN 0-370-30021-1.</li>
<li>Visatkas, C. "<em>The Annals of Lithuanian Aviation</em>". Air Enthusiast, Number Twenty-nine, November 1985-February 1986, pp. 61-66. Bromley, UK:Fine Scroll. ISSN 0143-5450.</li>
</ol>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-6013909801988779086.post-75272000876568164772014-01-29T01:57:00.000-06:002014-01-29T02:14:32.351-06:00The Fokker EV Project part 2<p>As promised, here is the next batch of Fokker D.VIII/E.V revisions. It's a mixed bag this time around. I hope you like them.</p><div style="text-align: center;"><h3>Fokker E.V, 1918-1919</h3><h4>Marine Aircraft</h4><p>Many Marine aircraft were very flamboyantly painted in yellows, black and white. This is a safety measure in case they need to be rescued at sea.</p><a href="http://www.wwiaviation.com/popup/Fokker-EV-Marine-Feld-Jagdstaffel-II_FMF-Theo_Osterkamp-Jabbekke_Belgium-September-1918.html" target="child" title="Fokker E.V Marine-Feld Jagdstaffel-II FMF Theo Osterkamp. Jabbekke Belgium September 1918 Click for larger image"><img src="http://www.wwiaviation.com/drawings/Fokker-EV-Marine-Feld-Jagdstaffel-II_FMF-Theo_Osterkamp-Jabbekke_Belgium-September-1918-300px.png" alt="Fokker E.V Marine-Feld Jagdstaffel-II FMF Theo Osterkamp. Jabbekke Belgium September 1918" /></a><br />
<h5><a href="http://www.wwiaviation.com/german1918.html#fok-d8" target="child" title="Fokker E.V Marine-Feld Jagdstaffel-II FMF Theo Osterkamp. Jabbekke Belgium September 1918 Click for more information">Fokker E.V Marine-Feld Jagdstaffel-II FMF<br />Theo Osterkamp. Jabbekke Belgium Sept. 1918.</a></h5><br />
<a href="http://www.wwiaviation.com/popup/Fokker-EV-sn-138-18-Leutnant_zur_See-Gotthard_Sachsenberg-Marine-Jagdgruppe-Flandernfall-1918.html" target="child" title="Fokker E.V - D.VIII Jasta 6 1918 Click for larger image"><img src="http://www.wwiaviation.com/drawings/Fokker-EV-sn-138-18-Leutnant_zur_See-Gotthard_Sachsenberg-Marine-Jagdgruppe-Flandernfall-1918-300px.png" alt="Fokker E.V - D.VIII Jasta 6 1918" /></a><br />
<h5><a href="http://www.wwiaviation.com/german1918.html#fok-d8" target="child" title="Fokker-E.V s/n 138/18 Marine Jagdgruppe Flandernfall. Leutnant zur See Gotthard Sachsenberg, 1918. Click for more information">Fokker-E.V s/n 138/18 Marine Jagdgruppe Flandernfall.<br />Leutnant zur See Gotthard Sachsenberg, 1918.</a></h5><br />
<h4>Jasta 36</h4><a href="http://www.wwiaviation.com/popup/Fokker-EV_Jasta-36-August-September-1918.html" target="child" title="Fokker D.VIII-E.V, Jasta 36, Pilot & Serial number unknown, Aug. 1918. Click for larger image"><img src="http://www.wwiaviation.com/drawings/Fokker-EV_Jasta-36-August-September-1918-300px.png" alt="Fokker D.VIII-E.V, Jasta 36, Pilot & Serial number unknown, Aug. 1918." /></a><br />
<h5><a href="http://www.wwiaviation.com/german1918.html#fok-d8" target="child" title="Fokker D.VIII-E.V, Jasta 36, Pilot & Serial number unknown, Aug. 1918. Click for more information">Fokker D.VIII-E.V, Jasta 36, Pilot & Serial number unknown, Aug. 1918.</a></h5><br />
<h4>Polish Air-force 1919</h4><a href="http://www.wwiaviation.com/popup/Fokker-EV-Polish_Airforce-sn-001-185-18.html" target="child" title="Fokker E.V Polish Air force s/n 001 (185/18) 1919. Click for larger image"><img src="http://www.wwiaviation.com/drawings/Fokker-EV-sn-187-19-late-300px.png" alt="Fokker E.V Polish Air-force s/n 001 (185/18) 1919." /></a><br />
<h5><a href="http://www.wwiaviation.com/german1918.html#fok-d8" target="child" title="Fokker E.V Polish Air-force s/n 001 (185/18) 1919. Click for more information">Fokker E.V Polish Air-force s/n 001 (185/18) 1919.</a></h5></div>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-6013909801988779086.post-69564291483640200282013-12-11T12:23:00.000-06:002013-12-11T12:23:47.547-06:00The Fokker D.VII-E.V Project 2013<p>Things have been crazy around the studio and I have not had time to post. I've got the collection of Fokker Dr.I, started a series of Fokker D,VI and D,II, I took a short break to update all my Fokker D,VIII and E.V. The old drawings were bothering me and I've had a few planes I have not done before. Today I wanted to post the Fokker E.V which served with Jasta 6. Next post will be E.V. which served in MFJ-II. </p><br />
<div style="text-align: center;"><h3>Fokker E.V of Jasta 6, 1918</h3><br />
<a href="http://www.wwiaviation.com/popup/Fokker-D-VIII_EV_Jasta-6-Busigny-Escaufort_France-August-1918-4.html" target="child" title="Fokker E.V - D.VIII Jasta 6 1918 Click for larger image"><img src="http://www.wwiaviation.com/drawings/Fokker-D-VIII_EV_Jasta-6-Busigny-Escaufort_France-August-1918-4-300px.png" alt="Fokker E.V - D.VIII Jasta 6 1918" /></a> <h5><a href="http://www.wwiaviation.com/german1918.html#fok-d8" target="child" title="Fokker E.V - D.VIII Jasta 6 1918 Click for more information">Fokker E.V, Ltn. Richard Wenzel Busigny-Escaufort, France, Aug. 1918.</a> </h5><br />
<a href="http://www.wwiaviation.com/popup/Fokker-D-VIII_EV_Jasta-6-Busigny-Escaufort_France-August-1918-2.html" target="child" title="Fokker E.V - D.VIII Jasta 6 1918 Click for larger image"><img src="http://www.wwiaviation.com/drawings/Fokker-D-VIII_EV_Jasta-6-Busigny-Escaufort_France-August-1918-2-300px.png" alt="Fokker E.V - D.VIII Jasta 6 1918" /></a> <h5><a href="http://www.wwiaviation.com/german1918.html#fok-d8" target="child" title="Fokker E.V - D.VIII Jasta 6 1918 Click for more information">Fokker E.V, Ltn. Johann Janzen Busigny-Escaufort, France, Aug. 1918.</a> </h5><br />
<a href="http://www.wwiaviation.com/popup/Fokker-D-VIII_EV_Jasta-6-Busigny-Escaufort_France-August-1918-1.html" target="child" title="Fokker E.V - D.VIII Jasta 6 1918 Click for larger image"><img src="http://www.wwiaviation.com/drawings/Fokker-D-VIII_EV_Jasta-6-Busigny-Escaufort_France-August-1918-1-300px.png" alt="Fokker E.V - D.VIII Jasta 6 1918" /></a> <h5><a href="http://www.wwiaviation.com/german1918.html#fok-d8" target="child" title="Fokker E.V - D.VIII Jasta 6 1918 Click for more information">Fokker E.V, Pilot & S/N unknown. Busigny-Escaufort, France, Aug. 1918.</a> </h5><br />
<a href="http://www.wwiaviation.com/popup/Fokker-D-VIII_EV_Jasta-6-Busigny-Escaufort_France-August-1918-3.html" target="child" title="Fokker E.V - D.VIII Jasta 6 1918 Click for larger image"><img src="http://www.wwiaviation.com/drawings/Fokker-D-VIII_EV_Jasta-6-Busigny-Escaufort_France-August-1918-3-300px.png" alt="Fokker E.V - D.VIII Jasta 6 1918" /></a> <h5><a href="http://www.wwiaviation.com/german1918.html#fok-d8" target="child" title="Fokker E.V - D.VIII Jasta 6 1918 Click for more information">Fokker E.V, Pilot & S/N unknown. Busigny-Escaufort, France, Aug. 1918.</a> </h5></div><blockquote><p>Winner of the April 1918 fighter competition, the Fokker D.VIII monoplane was delayed by production problems. Only thirty six of them entered service during the last weeks of the war. Equipped with an underpowered engine, the D.VIII was nevertheless an excellent fighter eagerly received by the German air service. Dubbed the “Flying Razor” by Allied pilots, it had the distinction of scoring the last aerial victory of the war.</p><h3>References</h3><ol><li>"<em>Fokker D.VIII</em>", From Wikipedia <a href="http://en.wikipedia.org/wiki/Fokker_D.VIII">http://en.wikipedia.org/wiki/Fokker_D.VIII</a></li>
<li>Connors, John F., "<em>Fokker's Flying Razors</em>", Wings, Granada Hills, California, August 1974, Volume 4, Number 4, pages 45, 48.</li>
<li>Weyl, A.R. "<em><a target="_blank" href="http://www.amazon.com/Fokker-Creative-Putnams-Netherlands-aircraft/dp/0851778178?ie=UTF8&tag=wwia-20&link_code=btl&camp=213689&creative=392969">Fokker: The Creative Years</a><img src="http://www.assoc-amazon.com/e/ir?t=wwia-20&l=btl&camp=213689&creative=392969&o=1&a=0851778178" width="1" height="1" border="0" alt="" style="border:none !important; margin:0px !important; padding: 0px !important" /></em>". 1988. ISBN 0-851778-17-8.</li>
</ol></blockquote>Unknownnoreply@blogger.com4tag:blogger.com,1999:blog-6013909801988779086.post-26034605199137638172013-06-04T20:11:00.000-05:002013-06-04T20:31:58.913-05:00L.V.G. Experimental Fighters<h3 style="text-align: center;">L.V.G. Experimental Fighters 1916-1918 </h3><blockquote><p>Despite the success of L.V.G. two seat aircraft, the pursuit for a top-notch fighter eluded them. Their attempts ranged from the mundane to the extremely odd. Perhaps they might have eventually succeeded. The end of the war stopped their efforts before any could enter production.</p></blockquote><br />
<div style="text-align: center;"><h3>L.V.G. Experimental Fighter, 1916</h3><br />
<a href="http://www.wwiaviation.com/popup/LVG_D-10-prototype-1916.html" target="child" title=""><img src="http://www.wwiaviation.com/drawings/LVG_D-10-prototype-1916-300px.png" alt="" /></a><br />
<h5><a href="http://www.wwiaviation.com/experimentals_german1916.html#lvg-d10" target="child" title="">L.V.G. D 10</a></h5></div><blockquote><p>Experimental single-seat fighter with wrapped plywood strip fuselage of deep gap-filling Walfisch type. The unique under-fin extending to the axle is one of the many features of this unusual-looking airplane which was built during 1916.</p><h3>References</h3><ol><li> Grey & Thetford. <em>German Aircraft of the First World War</em>. Putnam &Company.</li>
<li><em>LVG D.10, 1916</em> the Virtual Aircraft Museum retrieved Nov/09/2012-14:32 from: <a href="http://www.aviastar.org/air/germany/lvg_d-10.php">http://www.aviastar.org/air/germany/lvg_d-10.php</a></li>
<li><em>LVG D.10, 1916</em> flyingmachines.ru retreived Nov/09/2012-14:38 from: <a href="http://flyingmachines.ru/Site2/Crafts/Craft30276.htm">http://flyingmachines.ru/Site2/Crafts/Craft30276.htm</a></li>
</ol></blockquote><div style="text-align: center;"><h3>L.V.G. Experimental Fighter, 1917</h3><br />
<a href="http://www.wwiaviation.com/popup/LVG_DIV-1917.html" target="child" title="L.V.G. D IV"><img src="http://www.wwiaviation.com/drawings/LVG_DIV-1917-300px.png" alt="" /></a><br />
<h5><a href="http://www.wwiaviation.com/experimentals_german1917.html#lvg-div" target="child" title="L.V.G. D IV">L.V.G. D IV</a><br />
</h5></div><blockquote><p>Continuing the streamlined, ply-covered fuselage trend, the L.V.G. D IV featured a wing cellule similar to that of the earlier D II, with single-spar lower wing and vee interplane struts. The nose, of blunter proportions but still neatly spinnered, housed the vee-eight type, direct-drive, 195 h.p. Benz Bz IIIb engine. The machine participated at the second D types Competition at Adlershof in June 1918.</p><h3>References</h3><ol><li>Grey & Thetford. <em>German Aircraft of the First World War</em>. Putnam &Company. </li>
<li><em>L.V.G. D IV 1917</em> the Virtual Aircraft Museum retrieved Nov/09/2012-14:47 from: <a href="http://www.aviastar.org/air/germany/lvg_d-4.php">http://www.aviastar.org/air/germany/lvg_d-4.php</a></li>
<li><em>L.V.G. D IV 1917</em> flyingmachines.ru retrieved Nov/09/2012-14:42 from: <a href="http://flyingmachines.ru/Site2/Crafts/Craft25806.htm">http://flyingmachines.ru/Site2/Crafts/Craft25806.htm</a></li>
</ol></blockquote><div style="text-align: center;"><h3>L.V.G. Experimental Fighter, 1918</h3><br />
<a href="http://www.wwiaviation.com/popup/LVG_D-V-prototye.html" target="child" title=""><img src="http://www.wwiaviation.com/drawings/LVG_D-V-prototye-300px.png" alt="" /></a><br />
<h5><a href="http://www.wwiaviation.com/experimentals_german1918.html#lvg-dv" target="child" title="">L.V.G. D V</a></h5></div><blockquote><p>The L.V.G. D V was another 195 h.p. Benz-powered prototype built in 1918, The design reverted to a slab-sided ply-covered fuselage. Most unusual feature was the reversal of the wing surface cord length, the lower was a much broader chord. It functioned as the main lifting surface. The narrow-chord upper-wing panels pivoted differentially outboard of the center-section. The entire surface of both wings acted as "ailerons" to provide lateral maneuverability.</p><p>The streamlining includes both the interplane and fuselage connecting twin-struts, are more or less V structure. The inner set is provided with a round cutting in the streamlining. The steepness, while not whale type, camouflaged the body of the L.V.G. The chord of the lower plane of the L.V.G. looks large for a scout; the rudder is a bit perplexing. Considering the amount of stress on a scout rudder, the unsupported position seems strange. The hinged fixed plane and elevator position of the L.V.G. Scout is similar to that of the Brandenburg seaplane.</p><h3>References</h3><ol><li>C.G. Grey (Editor) <em>Jane's All the World's Aircraft 1919</em>. David & Charles (November 1969) ISBN-10: 0715346474 ISBN-13: 978-0715346471</li>
<li>Grey & Thetford. <em>German Aircraft of the First World War</em>. Putnam &Company.</li>
<li> <em>L.V.G. D V 1918</em> the Virtual Aircraft Museum retrieved Nov/09/2012-14:49 from: <a href="http://www.aviastar.org/air/germany/lvg_d-5.php">http://www.aviastar.org/air/germany/lvg_d-5.php</a></li>
<li><em>L.V.G. D V 1918</em> flyingmachines.ru retrieved Nov/09/2012-14:44 from: <a href="http://flyingmachines.ru/Site2/Crafts/Craft25807.htm">http://flyingmachines.ru/Site2/Crafts/Craft25807.htm</a></li>
</ol></blockquote>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-6013909801988779086.post-29167573495838718422013-06-04T05:07:00.000-05:002013-06-04T05:07:55.556-05:00Fokker Dr.I: Back in Black<h3 style="text-align: center;">Fokker Dr.I: Classic Black</h3><blockquote><p>Black profiles can be a challenge. Finding the right mid tone is important. You need to gain a bit of range through modeling with gradients. Once you're done, add the markings for that particular plane. The next step is building up layers of highlights to make the profile pop.</p><p>Working in monochrome is a great way to practice your luminosity skills. There are other benefits. You can create adjustment layers and alpha channels for masks. You can also colorize a monochrome layer.With practice you can layer patterns such as wood grain or complicated lozenge schemes.</p></blockquote><br />
<div style="text-align: center;"><a href="http://www.wwiaviation.com/popup/Fokker-DrI-Jasta7Josef_Jacobs-sn470-17.html" target="child" title="Fokker Dr.I Jasta 7, Josef Jacobs s/n 470/17 Click for larger image"><img src="http://www.wwiaviation.com/drawings/Fokker-DrI-Jasta7Josef_Jacobs-sn470-17-300px.png" alt="Fokker Dr.I Jasta 7, Josef Jacobs s/n 470/17" /></a><br />
<h5><a href="http://www.wwiaviation.com/german1917.html#fok-dr1" target="child" title="Fokker Dr.I Jasta 7, Josef Jacobs s/n 470/17 Click for more information">Fokker Dr.I Jasta 7, Josef Jacobs s/n 470/17</a></h5></div><blockquote><p>This is one of the iconic black triplane for me. I love the simplicity of it. All the surfaces which would have been blue or the standard streaked paint were painted black.</p></blockquote><br />
<div style="text-align: center;"><a href="http://www.wwiaviation.com/popup/Fokker-DrI-Jasta12-aerodrome-Toulis-1917.html" target="child" title="Fokker Dr.I Jasta12, Aerodrome Toulis,1917 Click for larger image"><img src="http://www.wwiaviation.com/drawings/Fokker-DrI-Jasta12-aerodrome-Toulis-1917-300px.png" alt="Fokker Dr.I Jasta12, Aerodrome Toulis,1917" /></a><br />
<h5><a href="http://www.wwiaviation.com/german1917.html#fok-dr1" target="child" title="Fokker Dr.I Jasta12, Aerodrome Toulis,1917 - 1918 Click for more information">Fokker Dr.I Jasta12, Aerodrome Toulis,1917</a></h5></div><blockquote><p>Jasta 12 used white cowlings and black tail-lanes. The wings are painted in the standard streaked upper surfaces and pale blue under-surfaces. The wing and landing gear struts are pale blue. Notable are the old style Iron Cross markings and the black rudder.</p></blockquote><br />
<div style="text-align: center;"><a href="http://www.wwiaviation.com/popup/Fokker-DrI-Jasta12-Les_Mesnils_airfield-middle_June-1918.html" target="child" title="Fokker Dr.I Jasta12, Les Mesnils Airfield, mid June 1918 Click for larger image"><img src="http://www.wwiaviation.com/drawings/Fokker-DrI-Jasta12-Les_Mesnils_airfield-middle_June-1918-300px.png" alt="Fokker Dr.I Jasta12, Les Mesnils Airfield, mid June 1918" /></a><br />
<h5><a href="http://www.wwiaviation.com/german1917.html#fok-dr1" target="child" title="Fokker Dr.I Jasta12, Les Mesnils Airfield, mid June 1918 Click for more information">Fokker Dr.I Jasta12, Les Mesnils Airfield, June 1918</a></h5></div><blockquote><p>This is another plane from Jasta 12. The basic paint scheme is the same. The personal markings are different and the rudder is white. Please note, it bears the more modern Maltese Cross as ordered in the spring of 1918.</p></blockquote><br />
<div style="text-align: center;"><a href="http://www.wwiaviation.com/popup/Fokker-DrI-Jasta19-aerodrome_Balatre-April-1918.html" target="child" title="Fokker Dr.I Jasta19, Aerodrome Balatre, April 1918 Click for larger image"><img src="http://www.wwiaviation.com/drawings/Fokker-DrI-Jasta19-aerodrome_Balatre-April-1918-300px.png" alt="Fokker Dr.I Jasta19, Aerodrome Balatre, April 1918" /></a><br />
<h5><a href="http://www.wwiaviation.com/german1917.html#fok-dr1" target="child" title="Fokker Dr.I Jasta19, Aerodrome Balatre, April 1918 Click for more information">Fokker Dr.I Jasta19, Aerodrome Balatre, April 1918</a></h5></div><blockquote><p>The Jasta is indicated by the white cowling and yellow, black striped tail-plane. Once again the wings are painted in the streaked and blue scheme. The number "4" is repeated on the top of the fuselage near to the tail-plane. Notable is the lack of a cross on the fuselage and the black paint over the original Iron Cross to make the new Maltese Cross.</p></blockquote><br />
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Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-6013909801988779086.post-9150269187082016082012-12-10T01:57:00.001-06:002012-12-10T01:57:59.321-06:00Britain - 1917 R.A.F. FE.9<h3 style="text-align: center;">Boldly Moving Forward Into the Past.</h3><p>Life has been demanding of my free time. I hope my routine will settle down to normal chaos by the new year. It is good to be back. I need to post some of the work which has slipped through the cracks during the Fokker Dr.I renovation project. Today's post is one of the rare birds I have been working on.</p><div style="text-align: center;"><h3>Royal Aircraft Factory F.E.9</h3><br />
<a href="http://www.wwiaviation.com/popup/Royal-Aircraft-Factory-FE9-1917.html" target="child" title="Royal Aircraft Factory F.E.9 - 1917 Click for larger image"><img src="http://www.wwiaviation.com/drawings/Royal-Aircraft-Factory-FE9-1917-300px.png" alt="Royal Aircraft Factory F.E.9 - 1917" /></a><br />
<h5><a href="http://www.wwiaviation.com/RAF.html#RAF-FE-9" target="child" title="Royal Aircraft Factory F.E.9 - 1917 Click for more information">Royal Aircraft Factory F.E.9 S/n A 4818 - 1917</a><br />
</h5></div><blockquote><h3 style="text-align: center;">Brief Overview of the Royal Aircraft Factory F.E.9</h3><p>The Royal Aircraft Factory F.E.9 was a prototype British two seat fighter-reconnaissance aircraft of the First World War. A single-engined pusher biplane of 1917, the F.E.9 had poor performance and handling, and only three were built.</p><p>In summer 1916, the Royal Aircraft Factory set out to design a replacement for its F.E.2b two-seat pusher fighter. The F.E.9 was of similar pusher configuration and therefore already obsolescent by the time it appeared in 1917. Although effective gun synchronizing gear was now available, which would allow a tractor design with superior performance to be designed, the factory chose to continue the pusher layout of the F.E.2 in its new two seat fighter, the F.E.9. Emphasis was placed in the design upon providing the gunner with a good field of fire and the pilot a good all-round view. Its nacelle extended well forward of the wings and was located high up in the wing gap to give a good field of fire for the observer, who was seated in the nose, ahead of the pilot, with dual controls fitted. It had unequal span, single-bay wings, with ailerons on the upper wing only with large horn balances (the amount of control surface forward of the hinge). It was powered by a 200 hp (149 kW) Hispano-Suiza 8 V8 engine, with the Royal Aircraft Factory having priority for this important and widely used engine.</p><p>Three prototypes and 24 production aircraft were ordered, with the first of three prototypes flying in April 1917. It was found to have a poor climb performance and handling, with the ailerons being overbalanced, which tended to force the aircraft onto its back in steep turns. In order to try and solve its handling problems it was fitted with various designs of aileron and rudders.</p><p>After service trials of the first prototype in France, Major General Hugh Trenchard recommended that development be stopped, despite this the second prototype flew in October 1917, with two-bay wings, which was passed to No. 78 Squadron based at Biggin Hill in the Home Defense role. The third prototype appeared in November 1917, and was used for trials at Farnborough until early 1918.</p><p>Although the 24 production aircraft were not completed, the F.E.9 did form the basis for the later N.E.1 night fighter and A.E.3 Ram ground attack aircraft.</p> <h3>References</h3><ul> <li><em>Royal Aircraft Factory F.E.9</em> the Virtual Aircraft Museum Retrieved 07:24, November 17, 2010, from <a href="http://www.aviastar.org/air/england/raf_fe-9.php">http://www.aviastar.org/air/england/raf_fe-9.php</a></li>
<li><em>Royal Aircraft Factory F.E.9</em>. (2010, April 26). In Wikipedia, The Free Encyclopedia. Retrieved 07:24, November 17, 2010, from <a href="http://en.wikipedia.org/w/index.php?title=Royal_Aircraft_Factory_F.E.9&oldid=358338309">http://en.wikipedia.org/w/index.php?title=Royal_Aircraft_Factory_F.E.9&oldid=358338309</a></li>
<li>Bruce, J.M. <em>British Aeroplanes 1914-18</em>. London:Putnam, 1957.</li>
<li>Bruce, J.M. <em>War Planes of the First World War: Volume Two Fighters</em>. London:Macdonald, 1968. ISBN 0 356 01473 8.</li>
<li>Mason, Francis K. <em>The British Fighter since 1912</em>. Annapolis, Maryland, USA:Naval Institute Press, 1992. ISBN 1-55750-082-7.</li>
</ul></blockquote>Unknownnoreply@blogger.com6tag:blogger.com,1999:blog-6013909801988779086.post-18586359258683056772012-10-04T04:12:00.000-05:002012-10-04T04:12:35.613-05:00When Good Planes Go Bad<h3 style="text-align: center;">Fokker Dr.I Triplanes: When Good Planes Go Bad</h3><blockquote><p>Recently I had produced a lot of a Fokker triplane profiles. A recent count was 54 Dr.I profiles. I took break and worked on some new refined weapons, wing skids, high-light kit and assorted parts and While working adding newly finished parts upgrades to my Dr.I profiles based on an old but serviceable master file I noticed something was wrong. Not just wrong for one triplane, but for all of the current run of 54. I looked at the inverted V-strut and noticed it was on the wrong side of the machine guns. Finding the mistake does one thing, It lights a fire under me and gives me an excuse for a complete renovation . Here are a few of the new profiles from the Triplane Errata Project. </p></blockquote><br />
<div style="text-align: center;"><a href="http://www.wwiaviation.com/popup/Fokker_Dr-I-JG-1-sn-425-17_Manfred_von_Richtofen.html" target="child" title="Fokker Dr.I Jasta 11 Manfred von Richthofen serial number 127/17 - 1918 Click for larger image"><img src="http://www.wwiaviation.com/drawings/Fokker_Dr-I-JG-1-sn-425-17_Manfred_von_Richtofen-300px.png" alt="Fokker Dr.I Jasta 11 serial number 127/17 - 1917" /></a><br />
<h5><a href="http://www.wwiaviation.com/german1917.html#fok-dr1" target="child" title="Fokker Dr.I Jasta 11 Manfred von Richthofen serial number 425/17 - 1918 Click for more information">Fokker Dr.I Jasta 11 Manfred von Richthofen serial number 425/17 - 1918</a></h5></div><blockquote><p>This was the bird which started the dominoes falling. I have to confess I have put off doing the iconic red and white Triplane. So many people have done their own version. I was afraid of a swarm of cliches to start creeping into my collection. Someone talked me down off the edge and I added them for the sake of completion. In the end it was when I looked and saw what was wrong.</p></blockquote><div style="text-align: center;"><a href="http://www.wwiaviation.com/popup/Fokker_Dr-I-Lothar_von_Richtofen.html" target="child" title="Fokker Dr.I Jasta 11 Lothar von Richthofen Click for larger image"><img src="http://www.wwiaviation.com/drawings/Fokker_Dr-I-Lothar_von_Richtofen-300px.png" alt="Fokker Dr.I Jasta 11 " /></a><br />
<h5><a href="http://www.wwiaviation.com/german1917.html#fok-dr1" target="child" title="Fokker Dr.I Jasta 11 Lothar von Richthofen - 1917 Click for more information">Fokker Dr.I Jasta 11 Lothar von Richthofen- 1917</a></h5></div><blockquote><p>Once I got the Red Barron sorted out and tucked away, I went looking for his next of kin. I've always liked his paint scheme better. Luckly I have my initial profile file to work from. Just add the new parts, tweak, save as a png to the drawings folder, save as thumbnail image resize, unsharpen mask, do some optimization to keep things snappy. To simplify I overwrite existing graphic with the new image so there is no need to change file calls in HTML. It helped sort out the steps to bare bones.</p></blockquote><div style="text-align: center;"><a href="http://www.wwiaviation.com/popup/Fokker-DrI-JG1.html" target="child" title="Fokker Dr.I JG.1 Jasta 11 1917 Click for larger image"><img src="http://www.wwiaviation.com/drawings/Fokker-DrI-JG1-300px.png" alt="Fokker Dr.I JG.1 Jasta 11 1917" /></a><br />
<h5><a href="http://www.wwiaviation.com/german1917.html#fok-dr1" target="child" title="Fokker Dr.I JG.1 Jasta 11 1917 Click for more information">Fokker Dr.I JG.1 Jasta 11 1917</a></h5></div><blockquote><p>These are a couple of the new profiles from this week's crop. The easiest way to do this is working in batches. So far the count is a dozen in the can waiting to be turned into a pair of pngs. Baby steps, I'm still annoyd with the "I" struts. grrrrr. Ok that force me to to a refit sooner than later. Cheers I need a nap.</p></blockquote><div style="text-align: center;"><a href="http://www.wwiaviation.com/popup/Fokker-DrI-Jasta14-Ltn_Hasso_Wedel-sn183-17.html" target="child" title="Fokker Dr.I Jasta14 Ltn. Hasso Wedel s/n 183/17 1917 Click for larger image"><img src="http://www.wwiaviation.com/drawings/Fokker-DrI-Jasta14-Ltn_Hasso_Wedel-sn183-17-300px.png" alt="Fokker Dr.I Jasta14 Ltn. Hasso Wedel s/n 183/17 1917" /></a><br />
<h5><a href="http://www.wwiaviation.com/german1917.html#fok-dr1" target="child" title="Fokker Dr.I Jasta14 Ltn. Hasso Wedel s/n 183/17 1917 Click for more information">Fokker Dr.I Jasta14 Ltn. Hasso Wedel s/n 183/17 1917</a></h5></div><br />
Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-6013909801988779086.post-57793645242192044992012-09-19T16:20:00.000-05:002012-09-19T16:20:19.994-05:00An Apology and Explanation<p>Due to a series of accidents beyond my control I had experienced some down time on my domain. For the first time in 12 years of uninterrupted service All my sites were down due to a severe storm and the damage it wrought led to an 18 hour blackout. Because of an act of nature the graphic portion of this blog was unavailable.</p><p>Things are now back to normal and I hope it stays that way for the foreseeable future. Thank you for your patience and I hope there was a minimal amount of inconvenience. I will have a new post up as soon as possible.</p>Unknownnoreply@blogger.com2tag:blogger.com,1999:blog-6013909801988779086.post-80205446677264899322012-08-22T21:16:00.000-05:002012-08-22T21:16:52.708-05:00Germany - 1918 - Zeppelin-Lindau CS.I<br />
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<h3 style="text-align: center;">With a Little Help From my Friends! </h3><p>One of the joys of illustrating the past is when friends set me down a new path to help bring rare birds to life. As stated previously I have been working on a project with a friend and fellow blogger, Gary C. Warne. He asked me if I had a profile for another plane flown in his new book, <a href="http://warnepieces.blogspot.com/2012/06/junkers-cls.html">Bloodied Red Star</a>. I checked and found I had started a master file for the plane. Rare was not good enough, Gary wanted an even rarer version of the prototype with the front mounted radiator. Luckily he had photos which made life easier. Once again we brought to life another rare bird.</p><p>If you have not read Gary's blog it is worth a visit. Follow his blog and read all about the latest developments and solid articles on Aviation.</p><br />
<h3 style="text-align: center;">The Shape of Things to Come: Zeppelin-Lindau CS.I </h3><p>As the final months of World War One rolled on aviation development reached a new height. The last gasp race for military supremacy would establish a new vocabulary for aircraft design. The echos of this period influence the world of aviation design for decades to come.</p><br />
<div style="text-align: center;"><a href="http://www.wwiaviation.com/popup/Zeppelin_Lindau-CS-I-sn-8502-1918.html" target="child" title="Zeppelin-Lindau (Dornier) CS.I s/n 8502 - 1918 Click for larger image"><img src="http://www.wwiaviation.com/drawings/Zeppelin_Lindau-CS-I-sn-8502-1918-300px.png" alt="Zeppelin-Lindau (Dornier) CS.I s/n 8502 - 1918" /></a><br />
<h5><a href="http://www.wwiaviation.com/experimentals_german1918.html#z-l-cs-1" target="child" title="Zeppelin-Lindau (Dornier) CS.I s/n 8502 - 1918 Click for more information">Zeppelin-Lindau (Dornier) CS.I s/n 8502 - 1918</a></h5></div><p>This is the prototype of the Zeppelin-Lindau CS.I. The drawing shows the fuselage mounted "ear-style" radiators. and bulbous engine fairing. The camouflage is a three color marine hexagonal scheme. The rudder shows the structure of the wooden framing used to provide rigidity.</p><br />
<div style="text-align: center;"><a href="http://www.wwiaviation.com/popup/Zeppelin_Lindau-CS-I-alt-radiator-1918.html" target="child" title="Zeppelin-Lindau CS.I Front mounted radiator Click for larger image"><img src="http://www.wwiaviation.com/drawings/Zeppelin_Lindau-CS-I-alt-radiator-1918-300px.png" alt="Zeppelin-Lindau CS.I Front mounted radiator" /></a><br />
<h5><a href="http://www.wwiaviation.com/experimentals_german1918.html#z-l-cs-1" target="child" title="Zeppelin-Lindau CS.I Front mounted radiator Click for more information">Zeppelin-Lindau CS.I Front mounted radiator</a></h5></div><p>This example shows the front mounted radiator version. The rounded engine fairing is gone and the radiator is similar to the type used on the Zeppelin-Lindau Dornier D.I The finishing scheme is the same as used on the prototype.</p><br />
<blockquote><h3 style="text-align: center;">Short Overview of the Zeppelin-Lindau CS.I</h3><p>This experimental two-seat seaplane was designed By Claude Dornier at Luftschiffbau Zeppelin GmbH. Construction began in 1918. It was of all-metal construction except for the fabric-covered wing and cruciform tail surfaces. Ailerons were fitted with Flettner-type servos.</p><p>Armament consisted of 2 × forward-firing 0.312 in (7.92 mm) "Spandau" LMG 08/15 machine guns controlled by the pilot, and 1 × 0.312 in (7.92 mm) trainable Parabellum MG14 machine gun for observer. The machine was fitted with an Benz Bz IIIbo 8 cylinder liquid cooled V engine, 195 hp (145 kW). . The top speed of the Zeppelin-Lindau CS.I was 93.75 mph (150 kmh). Both nose and side radiator installations were tested.</p><br />
<h3>References</h3><ol> <li><em>Zeppelin-Lindau (Dornier) CS.I</em>(2012, August 10). In Myflyingmachines. Retrieved 22:34, August 11, 2012, from <a href="http://flyingmachines.ru/Site2/Crafts/Craft30303.htm">http://flyingmachines.ru/Site2/Crafts/Craft30303.htm</a></li>
<li>Gray, Peter; Thetford, Owen (1962). <em>German Aircraft of the First World War</em> (First edition ed.). London: Putnam.</li>
</ol></blockquote>Unknownnoreply@blogger.com2tag:blogger.com,1999:blog-6013909801988779086.post-30798866643021860952012-08-05T19:23:00.000-05:002012-08-05T19:23:01.208-05:00Germany - 1918 - LVG C.VI<h3 style="text-align: center;">Out With the Old and In With the New! </h3><br />
<p>I am still busy working on a new series of existing profiles based on newly made master files. I have been alternating between German two seat and British pusher aircraft. Today I will continue with German aircraft, constructed by LVG. </p><br />
<h3 style="text-align: center;">The Long Lived LVG C.VI </h3><br />
<p>As the war entered it's last days aviation design was becoming more science than art. Well tested designs which were meant for combat in the Great War fought for newly formed fledgling air corps over the skies of Eastern Europe. Many of these designs slowly made their way into the world of civil aviation and served well into the next decade.</p><br />
<div style="text-align: center;"><h3>Germany 1918</h3><br />
<a href="http://www.wwiaviation.com/popup/LVG_CVI-sn-1510-18.html" target="child" title="German LVG C.VI s/n 1510 - 1918 Click for larger image"><img src="http://www.wwiaviation.com/drawings/LVG_CVI-sn-1510-18-300px.png" alt="German LVG C.VI s/n 1510 - 1918" /></a><br />
<h5><a href="http://www.wwiaviation.com/German_2seaters1918.html#lvg-c6" target="child" title="German LVG C.VI s/n 1510 - 1918 Click for more information">German LVG C.VI s/n 1510 - 1918</a><br />
</h5></div><p>This example features a varnished wood fuselage and metal forward section. The wings and tail plane are covered in 5 color camouflage fabric. Dark on the top surfaces and light on the bottom surfaces. Balkan crosses are on the fuselage, rudder , the right and left sides of top upper wing surface and crosses on the bottom lower wing surface.A white stylized six-sided shooting star and the number 4 are located below the cockpit and observer position. The exhaust pipe is the curved split flow type.</p><br />
<div style="text-align: center;"><h3>Poland 1919</h3><br />
<a href="http://www.wwiaviation.com/popup/LVG_CVI-Polish_Air_Force- 8-Squadron-sn-22-1919.html" target="child" title="LVG CVI, Polish Air Force, 8 Squadron s/n 22 - 1919 Click for larger image"><img src="http://www.wwiaviation.com/drawings/LVG_CVI-Polish_Air_Force- 8-Squadron-sn-22-1919-300px.png" alt="LVG CVI, Polish Air Force, 8 Squadron s/n 22 - 1919" /></a><br />
<h5><a href="http://www.wwiaviation.com/German_2seaters1918.html#lvg-c6" target="child" title="LVG CVI, Polish Air Force, 8 Squadron s/n 22 - 1919 Click for more information">LVG CVI, Polish Air Force, 8 Squadron s/n 22 - 1919</a><br />
</h5></div><p>This Polish LVG C.VI has been painted in a common two color pattern. The wings and tailplane is varnished linen on the lower surfaces. I am not sure about the upper wing surfaces. I assume the wings are the same brown used on the fuselage. The Polish are the bordered variety. They are positioned in the standard 2+2 pattern. There are several notable details. The observer's gun is is a ring mounted Lewis gun. The chimney-like exhaust pipe gives it a distinct look.</p><br />
<div style="text-align: center;"><h3>Lithuania 1919</h3><br />
<a href="http://www.wwiaviation.com/popup/LVG_CVI-Lithuanian-sn-V-9092-18.html" target="child" title="LVG C.VI Oro Laivynas (Lithuanian Air Fleet) s/n 9092/18 Kaunas -1919 Click for larger image"><img src="http://www.wwiaviation.com/drawings/LVG_CVI-Lithuanian-sn-V-9092-18-300px.png" alt="LVG C.VI Oro Laivynas (Lithuanian Air Fleet) s/n 9092/18 Kaunas -1919" /></a><br />
<h5><a href="http://www.wwiaviation.com/German_2seaters1918.html#lvg-c6" target="child" title="LVG C.VI Oro Laivynas (Lithuanian Air Fleet) s/n 9092/18 Kaunas -1919 Click for more information">LVG C.VI Oro Laivynas (Lithuanian Air Fleet) s/n 9092/18 Kaunas -1919.</a><br />
</h5></div><p>Eight new C.VI's were supplied by Germans on 27th February 1919. This aircraft took part in combat along at Polish front in March of 1919. The aircraft was piloted by German mercenary.</p><br />
<blockquote cite="http://en.wikipedia.org/w/index.php?title=LVG_C.VI&oldid=500140488"><h3 style="text-align: center;">A Short Overview of the LVG C.VI</h3><h5 style="text-align: center;">LVG C.VI. (2012, July 1). In Wikipedia, The Free Encyclopedia</h5><p>LVG C.VI was a German two-seat reconnaissance and artillery spotting aircraft used during World War I.</p><p>The aircraft was designed by Willy Sabersky-Müssigbrodt and developed by Luft-Verkehrs-Gesellschaft (LVG) in 1917. The C.VI was a further development of the C.V, which Sabersky-Müssigbrodt had made for his former employer DFW. It was lighter, smaller and aerodynamically refined, although its fuselage seemed more bulky. It was a biplane of mixed, mostly wooden construction. It featured a semi-monocoque fuselage, plywood covered. Rectangular wings of wooden and metal construction, canvas covered. Upper wing of slightly greater span, shifted some 10 in (25 cm) towards front. Vertical fin plywood covered, rudder and elevators of metal frame canvas covered, stabilizers (tail planes) of wooden frame canvas covered. Straight uncovered engine in the fuselage nose, with a chimney-like exhaust pipe. Two-blade Benz wooden propeller, 9.45 ft (2.88 m) diameter. Flat water radiator in central section of upper wing. Fixed conventional landing gear, with a straight common axle and a rear skid. Aircraft were equipped with a radio (Morse send only); transmissions were by means of an antenna which could be lowered below the aircraft when needed. The crew had parachutes and heated flying suits. A total of 1,100 aircraft of the type were manufactured.</p><p>Most LVG C.VIs were used by the German military aviation in last operations of World War I, mostly on Western Front, for close reconnaissance and observation.</p><p>After the war, Deutsche Luft-Reederei (DLR) used several C.VIs to provide mail and passenger transport service. The Polish Air Force used several aircraft during Polish-Soviet war (the first was left by the Germans, another was completed from parts in 1920, and several were bought abroad). Suomen ilmailuliikenne Oy purchased two C.VIs from a Swedish airline in 1923. The company went bankrupt in 1922, but would be a predecessor to Aero O/Y, in turn a predecessor of Finnair. The Finnish Air Force purchased two aircraft. One was destroyed in a spin in Santahamina in 1923. The other was used until the end of 1924. Several (at least eight) were used by Lithuania, two last ones survived until 1940. Three were used in Czechoslovakia, two in Switzerland (1920-1929), several in the USSR.</p><p>Today, there are three surviving C.VIs. One is on display at the RAF Museum in Hendon, one at the Brussels Air Museum in Belgium and the one at the Musée de l'Air et de l'Espace in Paris</p><br />
<h3>References</h3><ol> <li>LVG C.VI. (2012, July 1). In Wikipedia, The Free Encyclopedia. Retrieved 21:20, July 16, 2012, from <a href="http://en.wikipedia.org/w/index.php?title=LVG_C.VI&oldid=500140488">http://en.wikipedia.org/w/index.php?title=LVG_C.VI&oldid=500140488</a></li>
<li>Heinonen, Timo: Thulinista Hornetiin - Keski-Suomen ilmailumuseon julkaisuja 3, Keski-Suomen ilmailumuseo, 1992, ISBN 951-95688-2-4</li>
<li>Krzysztof Choloniewski, Wieslaw Baczkowski: Samoloty wojskowe obcych konstrukcji 1918-1939. Tomik 2 (Barwa w lotnictwie polskim no.7), WKiL, Warsaw 1987, ISBN 83-206-0728-0 (Polish language)</li>
<li>Lewis, Michael: 1914-18 Connections website. Restoration of Brussels Air Museum LVG CVI</li>
</ol></blockquote>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-6013909801988779086.post-89309109749969583752012-07-22T20:27:00.001-05:002012-07-22T20:27:26.924-05:00Germany - 1917 - LVG C.V<h3 style="text-align: center;">All Work and No Play Makes Will... </h3><br />
<p>Since I last posted things have been hectic. I just got completed a series of profiles for the book project I wrote about earlier and hope to be able to share them when the time is right. Site revisions and working up new profile masters and insignias, etc has been keeping me busy. I got sidetracked on a bit of engine building. Slowly I will have made a new set of detailed engines I can insert into the profile and dial in the size. It will help when doing types where only the engine is changed.</p><p>My latest profiles have been of LVG aircraft. I have saved posting the best types for last. In either numbers built, success, number of nations using them and length of service. The Late C class LVG aircraft were all these things. </p><br />
<blockquote><p>Luftverkehrsgesellschaft m.b.H. (L.V.G. or LVG) was a German aircraft manufacturer based in Berlin-Johannisthal, which began constructing aircraft in 1912, building Farman-type aircraft. The company constructed many reconnaissance and light bomber biplanes during World War I.<br />
<br />
The raid on London in 1916 was conducted by one LVG C.IV. It dropped its bombs near London Victoria station, but was shot down by French anti-aircraft gunners on its way home.</p></blockquote><br />
<div style="text-align: center;"><h3>German Empire</h3><br />
<a href="http://www.wwiaviation.com/popup/LVG_CV-sn-C9730-17.html" target="child" title="LVG C.V s/n C.9730/17 - 1917 Click for larger image"><img src="http://www.wwiaviation.com/drawings/LVG_CV-sn-C9730-17-300px.png" alt="" /></a><br />
<h5><a href="http://www.wwiaviation.com/German_2seaters1917.html#lvg-c-v" target="child" title="LVG C.V s/n C.9730/17 - 1917 Click for more information">LVG C.V s/n C.9730/17 - 1917</a></h5></div><p>Besides the serial number little is known of this example. The colors are conjectural and based on a excellent profile done by Bob Pearson in 2000 for the <em>L.V.G. C.V Datafile</em>.</p><br />
<div style="text-align: center;"><h3>Polish Air Force</h3><br />
<a href="http://www.wwiaviation.com/popup/LVG_CV-Polish-1919.html" target="child" title="LVG C.V Poland 1920 Click for larger image"><img src="http://www.wwiaviation.com/drawings/LVG_CV-Polish-1919-300px.png" alt="LVG C.V Poland 1920" /></a><br />
<h5><a href="http://www.wwiaviation.com/German_2seaters1917.html#lvg-c-v" target="child" title="LVG C.V Poland 1920 Click for more information">LVG C.V Poland 1920</a></h5></div><p>I have no solid information on this planes assignments or history. The color scheme was often used on this aircraft type. I have not sen a top view and at the moment thinking the upper wings are dark green to match the varnished linen on the lower wings. I would also assume the simple unbordered red and white check insignia are prominent on the top upper wing surface.</p> <br />
<div style="text-align: center;"><h3></h3><a href="http://www.wwiaviation.com/popup/LVG_CV-sn-9667-17.html" target="child" title="Click for larger image"><img src="http://www.wwiaviation.com/drawings/LVG_CV-sn-9667-17-300px.png" alt="" /></a><br />
<h5><a href="http://www.wwiaviation.com/German_2seaters1917.html#lvg-c-v" target="child" title="Click for more information">LVG C.V s/n 9667/17 - 1917</a></h5></div><p>The profile is based on this LVG C.V when it served in unknown German training unit in France during the Summer and Autumn of 1918. While assigned to the International Contact Regiment, RKKVF, it flew the first Soviet international flight during the period of April12th through the 15th in 1918.The Russian pilot Khodorovich flew from Vinnitsa to Budapest. It was a 1062 km flight lasting a total of 8 flying hours. </p><br />
<blockquote cite="http://en.wikipedia.org/wiki/LVG_C.V"><h3 style="text-align: center;">A Short Overview of the LVG C.V</h3><h5><em>From Wikipedia, LVG C.V, "http://en.wikipedia.org/wiki/LVG_C.V"</em> <br />
</h5><p>The LVG C.V was a reconnaissance aircraft produced in large numbers in Germany during World War I. It was a conventional two-bay biplane design of its day, with unstaggered wings of equal span and tandem, open cockpits for the pilot and observer. The ailerons, fitted only to the upper wing, featured aerodynamic balances that extended past the wingtips. The fuselage was a semi-monocoque construction skinned in wood.</p><p>Following the war, some C.Vs were used as civil transports, while some 150 machines captured by Polish forces were put to use by the Polish army.] Other post-war users included Russia, Latvia, Lithuania, and Estonia; together operating about 30 aircraft.</p><h3>References</h3><ol><li>From Wikipedia, LVG C.V, <a href="http://en.wikipedia.org/wiki/LVG_C.V">"http://en.wikipedia.org/wiki/LVG_C.V"</a></li>
<li>Grosz, Peter M. "LVG C.V. Windsock Datafile 71": Berkhampstead: Albatross Productions. (1998). </li>
<li>The Illustrated Encyclopedia of Aircraft. London: Aerospace Publishing. </li>
<li>Taylor, Michael J. H. (1989). "Jane's Encyclopedia of Aviation". London: Studio Editions. </li>
<li>"World Aircraft Information Files". London: Bright Star Publishing.</li>
</ol></blockquote>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-6013909801988779086.post-61401392479241363512012-06-24T21:50:00.001-05:002012-06-24T21:52:19.359-05:00Germany - 1916 AEG C.IV<br />
<h3 style="text-align: center;">Out With the Old, In With the New. </h3><br />
<p>Part of my daily routine is looking over my profiles to see which ones annoy me enough to jump into action. Work I did years ago and had served well enough is no longer good enough. Sooner or later the axe will fall and the old is replaced with something less annoying for the moment.</p><br />
<h3 style="text-align: center;">The Stodgy but Dependable AEG C.IV</h3><br />
<div style="text-align: center;"><a href="http://www.wwiaviation.com/popup/AEG-CIV-sn-4762-17.html" target="child" title="AEG C.IV s/n, C4762 - 1917 Click for larger image"><img src="http://www.wwiaviation.com/drawings/AEG-CIV-sn-4762-17-300px.png" alt="" /></a><br />
<h5><a href="http://www.wwiaviation.com/German_2seaters1916.html#AEG_CIV" target="child" title="AEG C.IV s/n, C4762 - 1917 Click for more information">AEG C.IV s/n, C4762 - 1917</a></h5><p>This example is sporting the mauve and green scheme with blue under surfaces. The crosses are bordered and the serial numbers are painted on the tail fin.</p><br />
<a href="http://www.wwiaviation.com/popup/AEG-CIV-sn-2-C6674.html" target="child" title="AEG C.IV s/n 2, C6674 - 1917 Click for larger image"><img src="http://www.wwiaviation.com/drawings/AEG-CIV-sn-2-C6674-300px.png" alt="AEG C.IV s/n 2, C6674 - 1917" /></a><br />
<br />
<h5><a href="http://www.wwiaviation.com/German_2seaters1916.html#AEG_CIV" target="child" title="AEG C.IV s/n 2, C6674 - 1917 Click for more information">AEG C.IV s/n 2, C6674 - 1917</a></h5></div><p>This is an example of the German brown and green scheme with blue under surfaces. The crosses are displayed on a white field as above the serial numbers are painted on the tail fin.</p><br />
<blockquote><h3>A Short History of the AEG C.IV</h3><p>The AEG C.IV was a two-seat biplane reconnaissance aircraft produced by Allgemeine Elektrizitats-Gesellschaft (AG). The design was based on the C.II, but featured a larger wingspan and an additional forward-firing LMG 08/15 Spandau-type 0.312 in (7.92 mm) machine gun.</p><br />
<p>The C.IV was a conventional biplane. The wings featured and equal span upper and lower wing assembly with double bays and parallel struts. The forward portion of the fuselage was contoured , producing a n aerodynamic look while the rest of the body maintained a box-like appearance. Performance was good for the time with a top speed of 98 miles per hour with a service ceiling of 16,400 feet.</p><p>The aircraft entered active service during the spring of 1916. By June of 1917, no fewer than 150 examples were operating along the Western Front .</p><p>The AEG C.IV primarily served as reconnaissance aircraft from 1916 onwards though it also served as a bomber escort and saw service with the German air service until the end of the war. The design proved to be seriously under-powered for the bomber escort role. Nevertheless, the C.IV was easily the most successful of AEG's World War I B- and C-type reconnaissance aircraft, with some 400 being built and remaining in service right up to the end of the war.</p><p>A variant, the C.IV.N was designed specifically as a prototype night bomber in 1917, with the Benz Bz.III engine used in other C-types and a lengthened wingspan. Another variant, the C.IVa, was powered by a 180 hp (130 kW) Argus engine.</p><p>C.IV aircraft saw service with the Bulgarian Air Force and the Turkish Flying Corps.</p><br />
<h3>References</h3><ol><li>From Wikipedia AEG C.IV, <a href="http://en.wikipedia.org/wiki/AEG_C.IV">"http://en.wikipedia.org/wiki/AEG_C.IV"</a></li>
<li>The Great War Flying Museum <a href="http://www.greatwarflyingmuseum.com/aircraft/germany/aeg_civ.html">http://www.greatwarflyingmuseum.com/aircraft/germany/aeg_civ.html</a></li>
<li>Axelrod, Alan. "<em>World War I</em>". Indianapolis: Macmillan USA, Inc, 2000.</li>
<li>Sharpe, Michael (2000). "<em>Biplanes, Triplanes, and Seaplanes</em>". London: Friedman/Fairfax Books. p. 14. </li>
<li>Bullock, David L. Allenby's "<em>War: The Palestine-Arabian Campaigns 1916-18</em>". London: Blandford Press, 1988.</li>
<li>Cron, Hermann. "<em>Imperial German Army 1914-18</em>". Solihull, West Midlands, UK: Helion & Company, 2002.</li>
<li>Flanagan, Brian P.; Smith, Frank; and Raidor, Lonnie. "<em>The Great War 1914-1918 - Chronology of Events of World War I</em>: Cross and Cockade (US)", various volumes and issues covering the period 1916 to 1918. Cross and Cockade (US).</li>
<li>Franks, Norman; Frank Bailey, and Rick Duiven "<em>Casualties of the German Air Service 1914-1920</em>". London: Grub Street, 1999.</li>
<li>Franks, Norman; Frank Bailey, and Russell Guest. "<em>Above the Lines</em>". London: Grub Street, 1998.</li>
<li>Groschel, Dieter H. M, "<em>Ein Verlust der bayerischen Flieger-Abteilung 304 an der Palästina-Front 1918</em>", Das Propellerblatt Nummer 7, 2003.</li>
<li>Groschel, Dieter H. M. and Div Gavish. "<em>Rudolf Holzhausen - Weltkriegsflieger, Dipolmat, und Historiker</em>". Das Propellerblatt Nummer 9, 2004.</li>
<li>Grosz, Peter M. "<em>Windsock Datafile 67 AEG C.IV</em>". Berkhamsted, Hertfordshire, UK: Albatros Publications, Ltd., 1998.</li>
<li>Imrie, Alex. "<em>Pictorial History of the German Army Air Service 1914-1918</em>". Chicago: Henry Regnery Company, 1973.</li>
<li>Hoeppner, Ernest, General von. "<em>Germany's War in the Air</em>". Nashville, TN: The Battery Press, 1994.</li>
<li>Nicolle, David. "<em>The Ottoman Army 1914-18</em>", Osprey Men-at-Arms Series No. 269. London, UK: Osprey Publications, Ltd 1994.</li>
<li>Nikolajsen, Ole. "<em>Pilot Fazil Bey Turkish Aviation Hero, Over the Front Volume 22 No. 3</em>". Journal of the League of World War I Aviation Historians, 2007.</li>
<li>Perrett, Bryan. "<em>Megiddo 1918: The Last Great Cavalry Victory</em>", Osprey Campaign Series No. 61. Botley, Oxford, UK: Osprey Publications, Ltd 1999.</li>
<li>Rottgardt, Dirk. "<em>German Armies' Establishment 1914/18</em>", Volume 4: German Forces in the Middle East. West Chester, Ohio: The Nafziger Collection, Inc., 2007.</li>
<li>Sanders, Liman, General von. "<em>Five Years in Turkey</em>". Nashville, TN: The Battery Press, 2000.</li>
<li>Shores, Christopher; Norman Franks, and Russell Guest. "<em>Above the Trenches. A Complete Record of the Fighter Aces and Units of the British Empire Forces 1915-1920</em>". London: Grub Street, 1990.</li>
<li>WWI Aero, volume 107 (for C Types), Dec 1985</li>
<li>Zankl, Reinhard. "<em>Deutsche Flieger-Einheiten 1914-1918</em>": Folge 3 - Flieger-Abteilungen. Das Propellerblatt Nummer 3, 2002.</li>
</ol></blockquote><p>I'd like to take time for a long overdue shout out to Patti Davidson-Peters, a new found friend and the webmaster at The excellent 93<sup>rd</sup> Aero Squadron web site <a href="http://freepages.military.rootsweb.ancestry.com/~sunnyann/93aero/index.html">http://freepages.military.rootsweb.ancestry.com/~sunnyann/93aero/index.html</a>. There is much hard to find information about the 93<sup>rd</sup> Aero Squadron and is well worth a visit. Welcome aboard Patti!</p>Unknownnoreply@blogger.com1tag:blogger.com,1999:blog-6013909801988779086.post-9963847721137169832012-06-21T15:50:00.001-05:002012-06-21T15:50:30.373-05:00Bloodied Red Star<h3 style="text-align: center;">Bloodied Red Star by Gary C. Warne</h3><p>I have been working in secret on a project with a friend and fellow blogger, Gary C. Warne. He asked me to to produce a series of profiles for his new book, Bloodied Red Star. Today he made it public with his current blog post <a href="http://warnepieces.blogspot.com/2012/06/junkers-cls.html">Bloodied Red Star - 1st installment - Sequel to The Kaiser's Yanks</a>. Stop by his blog and you can read all about the latest news. </p><div style="text-align: center;"><a href="http://www.wwiaviation.com/popup/Albatros-DIII-Oefag-Ba-253-224-2.html" target="child" title="Click for larger image"><img src="http://www.wwiaviation.com/drawings/Albatros-DIII-Oefag-Ba-253-224-2-300px.png" alt="Polish Albatros D.III (Oefag) Ba-253.224" /></a><br />
<h5>Polish Albatros D.III (Oefag) Ba-253.224 for Bloodied Red Star by Gary C. Warne<br />
</h5></div><p>One of the great things about the visual backdrop of the post-WWI conflict in Eastern Europe is the bewildering amount of aircraft types used in service. It has been great fun working with Gary to bring this era to life.</p>Unknownnoreply@blogger.com2tag:blogger.com,1999:blog-6013909801988779086.post-42943852999445188762012-06-14T10:58:00.000-05:002012-06-14T10:58:14.251-05:00France - 1915 Ponnier M.1<h3 style="text-align: center;">The Deservedly Unloved Ponnier M.1</h3><br />
<p>First off I want to give special thanks for all the valuable input on the topic provided by several members at Friends of the League of WWI Aviation Historians on Facebook. Many thanks to Aaron Weaver for your help, and Gary Warne for the inspiration after beating me to the punch. </p><br />
<p>Sometimes designers create an aircraft which raises the bar for innovation. Many more times their hard work is in vain. There are designs so bad that redesigns just amount to putting lipstick on a pig. When the Russians accept the horrifyingly bad SPAD reject the offer of desperately needed aircraft, you know you have a turkey on your hands. This is the story of one of the most maligned airplanes which entered production.</p><br />
<div style="text-align: center;"><a href="http://www.wwiaviation.com/popup/Ponnier_M-1-original_configuration-French-Navarre-Nungesser-1915.html" target="child" title="French Ponnier M-1 (original configuration) -1915, Click for larger image"><img src="http://www.wwiaviation.com/drawings//Ponnier_M-1-original_configuration-French-Navarre-Nungesser-1915-300px.png" alt="French Ponnier M-1 (original configuration) -1915" /></a><br />
<h5><a href="http://www.wwiaviation.com/french1915.html#PO-MI" target="child" title="French Ponnier M-1 (original configuration) -1915 Click for more information">French Ponnier M-1 (original configuration) -1915</a><br />
</h5></div><p>This profile is of the original configuration which was flight-tested by a number of pilots, including Charles Nungesser and Jean Navarre. Notable is the small rudder similar in shape to early Nieuports. Also of interest is the mounting of the machine gun.</p><br />
<div style="text-align: center;"><a href="http://www.wwiaviation.com/popup/Ponnier_M-1-Abel_De_Neef-Le_Vampire.html" target="child" title="Belgian Ponnier M-1 Abel De Neef (Le Vampire) - 1915 Click for larger image"><img src="http://www.wwiaviation.com/drawings/Ponnier_M-1-Abel_De_Neef-Le_Vampire-300px.png" alt="Belgian Ponnier M-1 Abel De Neef (Le Vampire) - 1915" /></a><br />
<h5><a href="http://www.wwiaviation.com/french1915.html#PO-MI" target="child" title="Belgian Ponnier M-1 Abel De Neef (Le Vampire) - 1915 Click for more information">Belgian Ponnier M-1 Abel De Neef (Le Vampire) - 1915</a><br />
</h5></div><p>The profile shows one of the variants of the redesigned Ponnier M-1 in Belgian service. Le Vampire is the personal marking of Abel De Neef. We see the addition of a fixed tail fin and a fuselage mounted non-synchronized machine gun which used deflector gear similar to that used on the Morane-Saulnier Type N.</p><br />
<div style="text-align: center;"><a href="http://www.wwiaviation.com/popup/Ponnier_M-1-Aviation_Militaire_Belge-PO-18-1915.html" target="child" title="Belgian Ponnier M-1 s/n PO 18 - 1915 Click for larger image"><img src="http://www.wwiaviation.com/drawings/Ponnier_M-1-Aviation_Militaire_Belge-PO-18-1915-300px.png" alt="Belgian Ponnier M-1 s/n PO 18 - 1915" /></a><br />
<h5><a href="http://www.wwiaviation.com/french1915.html#PO-MI" target="child" title="Belgian Ponnier M-1 s/n PO 18 - 1915 Click for more information">Belgian Ponnier M-1 s/n PO 18 - 1915</a><br />
</h5></div><p>This redesigned Belgian Ponnier M.1 has the more standard mounting for the machine gun. The pilot for this aircraft is unknown.</p><blockquote><h3 style="text-align: center;"></h3><p>This small fighter was designed and built in France, where a few were used as trainers. Belgium ordered 30 for front line use, but its extremely poor control caused the order to be cut to 10, or perhaps as many as 18, and it is not thought that any were actually used operationally.</p> <p>Apparently the prototype was flight-tested by a number of pilots, including Charles Nungesser, who flew the M.1 on 29 January 1916. During that flight the aircraft crashed and Nungesser broke both legs and his jaw. From what I read the Po.M.1 was not put into production for the French military, yet some M.1s were sent to the training schools. None however equipped operational units.</p> <p>Thirty were ordered by Belgium because of their inability to receive enough Nieuports. Discovering what the French already knew, these aircraft were modified by having the cone de penetration deleted, the tailplane and elevators enlarged, and a fixed fin fitted. Willy Coppens noted that the M.1 remained unstable even after these alterations and consequently the initial order of 30 was reduced to (approx.) 10, of which only a few, were ever used operationally. </p><p>Having an urgent need for new fighter aircraft the Belgian authorities ordered thirty Ponnier M.1's, although this machine was rejected by the French Armee de l'Air for being too dangerous to fly. Most Belgian pilots also refused to fly the Ponnier (of which only ten were delivered) and it was quickly withdrawn from use.</p><p>The justly deserved reputation of the Ponnier M.I did one thing... Even the Russians refused the offer from the French.</p><br />
<h3>References</h3><ol> <li>Jim Davilla <em>Rare Birds Ponnier M.1</em> Over the Front Volume 26, Number 1, Spring 2011, p. 76-86</li>
<li>Ponnier M.1 - Their Flying Machines <a href="http://www.flyingmachines.ru/Site2/Crafts/Craft29124.htm">http://www.flyingmachines.ru/Site2/Crafts/Craft29124.htm</a></li>
<li>Ponnier M.1 - Belgian Wings <a href="http://www.belgian-wings.be/.../Photos/.../Ponnier%20M1/ponnier_m1.htm">http://www.belgian-wings.be/.../Photos/.../Ponnier%20M1/ponnier_m1.htm</a></li>
<li>Ponnier M.1 - <a href="http://www.aviastar.org/air/france/ponnier_m-1.php">http://www.www.aviastar.org/air/france/ponnier_m-1.php</a></li>
<li>M.1 - 1915 <a href="http://www.airwar.ru/enc/fww1/ponnierm1.html">http://www.airwar.ru/enc/fww1/ponnierm1.html</a></li>
<li>Wrong airplane, wrong time Warnepieces <a href="http://warnepieces.blogspot.com/2011/05/wrong-airplane-wrong-time.html">http://warnepieces.blogspot.com/2011/05/wrong-airplane-wrong-time.html</a></li>
</ol><br />
<br />
</blockquote>Unknownnoreply@blogger.com2tag:blogger.com,1999:blog-6013909801988779086.post-47058758267777246582012-05-29T07:33:00.000-05:002012-05-29T07:33:43.170-05:00Germany -1915 - Siemens-Schuckert Steffen R.I<br />
<h3 style="text-align: center;">Germany's Split Tail Giant. </h3><br />
<p>When looking at the R Type giants the idea of form follows function goes out the window. Today's Giant is definitely unusual. Although it is a double boom aircraft it is unique is the use of vertically stacked booms instead of the more orthodox lateral arrangement used on other aircraft.</p><br />
<div style="text-align: center;"><a href="http://www.wwiaviation.com/popup/Siemens-Schuckert_Steffen-R.I.html" target="child" title="Siemens-Schuckert Steffen R.I -1915 Click for larger image"><img src="http://www.wwiaviation.com/drawings/Siemen-Schukert_R-I-Steffen-1915-300px.png" alt="Siemens-Schuckert Steffen R.I -1915" /></a><br />
<h5><a href="http://www.wwiaviation.com/bombers_german.html#SS-RII" target="child" title="Siemens-Schuckert Steffen R.I -1915 Click for more information">Siemens-Schuckert Steffen R.I -1915</a><br />
</h5></div><br />
<blockquote><h3 style="text-align: center;">A Short History of the Siemens-Schuckert Steffen R.I </h3><p>The Siemens-Schuckert Steffen R.I was a bomber aircraft designed and built in Germany from 1914.</p><p>December 1914 saw Siemens-Schuckert start the construction of a series of seven R aircraft, (Riesenflugzeug - giant aircraft) for the Imperial Military Aviation Service. These aircraft were essentially similar differing only in detail, engine installations and wing design. All of the seven Steffen designed aircraft were powered by three engines mounted in the forward compartment of the fuselage driving two tractor propellers mounted between the mainplanes via clutches, shafts and gearboxes.</p><p>The large forward compartment also housed the crew of between four and six in an enclosed cabin and open gun positions. Attached to the forward compartment were triangular section diverging booms, top and bottom, which supported the tail section, allowing the rear gunners, in positions between the boom attachments, a wide field of fire.</p><p>The R.I was used in non-operational roles at the eastern front and retained for training. R.II and R.III were used for training only, but R.IV, R.V, R.VI and R.VII were all used on operational missions by Rfa 501 (Riesenflugzeug abteilung) at Vilna on the eastern front.</p><br />
<h3>References</h3> <ol> <li>From Wikipedia <em>Siemens-Schuckert Steffen R.I</em>, <a href="http://en.wikipedia.org/wiki/Siemens-Schuckert_Steffen_R.I">http://en.wikipedia.org/wiki/Siemens-Schuckert_Steffen_R.I</a></li>
<li>Haddow, G.W. & Grosz, Peter M. <em>The German Giants, The Story of the R-planes 1914-1919</em> London. Putnam. 1963.</li>
<li>Gray, Peter & Thetford, Owen. <em>German Aircraft of the First World War</em>. London, Putnam. ISBN 0 370 00103 6</li>
</ol></blockquote>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-6013909801988779086.post-39314662036665688712012-05-28T18:43:00.000-05:002012-05-28T18:43:00.342-05:00Remebering Those Who Gave All<p>No picture can convey it, nor poetry and fanfare give it more dignity and power. This is just a simple thank you to all who place their life in danger to protect our liberties each day. We honor your service and mourn the loss of those who fell in battle. We give thanks to those who returned shattered. May we make them whole again. Always remember they served of their own free will. We are in forever their debt.</p><br />
<p>Will Boucher - Memorial Day 2012</p>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-6013909801988779086.post-8261736922348871012012-05-24T02:00:00.000-05:002012-05-24T02:02:11.124-05:00Germany - 1918 - Siemens-Schuckert R.VIII<h3 style="text-align: center;">Riesenflugzeug Fever is Driving Me Crazy! (Baby!)</h3><br />
<p>Slowly but surely I am working my way through a large number of 3 view plans to turn into profiles. I have taken a break from posting Staaken R types for the moment while I get more master files completed. I may start with the V.G.O series first. It provides a reference point design evolution of that family of giant aircraft. I think it is time for a side trip on our journey through the land of giants, so I'm going to work our way back in time to illustrate giant aircraft designed by Siemens-Schuckert Werke G.m.b.H., Siemensstadt. Berlin. My next post in the current series will be the on the Siemens-Schuckert Steffen R.I. I am still working on the master files for the R.III and 3 versions of the Forssman Giant.</p><br />
<div style="text-align: center;"><a href="http://www.wwiaviation.com/popup/Siemens-Schuckert_R-VIII.html" target="child" title="Siemens-Schuckert R.VIII R23/16 - 1918 Click for larger image"><img src="http://www.wwiaviation.com/drawings/Siemens-Schuckert_R-VIII-300px.png" alt="Siemens-Schuckert R.VIII - 1918" /></a><br />
<h5><a href="http://www.wwiaviation.com/bombers_german.html#SS-RVIII" target="child" title="Siemens-Schuckert R.VIII R23/16 - 1918 Click for more information">Siemens-Schuckert R.VIII R23/16 - 1918</a><br />
</h5></div><br />
<blockquote cite="http://en.wikipedia.org/w/index.php?title=Zeppelin-Staaken_R.VI&oldid=492276869"><h3 style="text-align: center;">A Short History of the Siemens-Schuckert R.VIII</h3><p>The Siemens-Schuckert R.VIII was a bomber aircraft designed and built in Germany.</p><br />
<p>Armed with the experience gained in the development of the Steffen R series, Siemens-Schuckert felt confident in their ability to produce even larger bombers. Their next project was developing a new design that dwarfed anything they had previously built. Their plan was to produce a six engined Riesenflugzeug for the Military Air Service.As with many of the other contemporary R projects the R.VIII had all six engines inside the fuselage, where they were tended by mechanics, driving two tractor and two pusher propellers, mounted between the main-planes, via leather cone clutches combining gearboxes, shafts and bevel gearboxes. Two aircraft were built but only the first, R23/16, was completed. Ground trials began in 1919, after the armistice. The trials were interrupted by a gearbox failure which resulted in a propeller breaking up and causing extensive damage to the aircraft.</p><p>The second airframe, R24/16 was never completed and the first not repaired after the ground running accident due to the Versaille Treaty restrictions. At the time of its completion the Siemens-Schuckert R.VIII was the largest complete airplane in the world, (the Mannesman-Poll triplane was to have been much bigger but was not completed before the Versaille Treaty restrictions were applied).</p><br />
<h3>References</h3><ol><li>Zeppelin-Staaken R.VI. (2012, May 12). In Wikipedia, The Free Encyclopedia. Retrieved 01:11, May 17, 2012, from <a href="Zeppelin-Staaken R.VI. (2012, May 12). In Wikipedia, The Free Encyclopedia. Retrieved 01:11, May 17, 2012, from http://en.wikipedia.org/w/index.php?title=Zeppelin-Staaken_R.VI&oldid=492276869">http://en.wikipedia.org/w/index.php?title=Zeppelin-Staaken_R.VI&oldid=492276869</a></li>
<li>Mark's Lists German Giants Retrieved 01:01, May 17, 2012, from <a href="http://www.markslists.net/history/germangiants/index.html">http://www.markslists.net/history/germangiants/index.html</a></li>
<li>The Aerodrome Forum Zeppelin Staaken R.vi/ Type L Seeflugzeug Bomber Camouflage Retrieved 01:01, May 17, 2012, from <a href="http://www.theaerodrome.com/forum/camouflage-markings/33768-zeppelin-staaken-r-vi-type-l-seeflugzeug-bomber-camouflage.html">http://www.theaerodrome.com/forum/camouflage-markings/33768-zeppelin-staaken-r-vi-type-l-seeflugzeug-bomber-camouflage.html</a></li>
<li>E. Offermann, W. G. Noack, and A. R. Weyl, "<em>Riesenflugzeuge, in: Handbuch der Flugzeugkunde</em>" (Richard Carl Schmidt & Co., 1927).</li>
<li>Haddow, G.W. & Grosz, Peter M. "<em>The German Giants, The Story of the R-planes 1914–1919</em>". London. Putnam. (1962, 3rd ed. 1988).ISBN 0-85177-812-7</li>
<li>Gray, Peter & Thetford, Owen. "<em>German Aircraft of the First World War</em>". London, Putnam. (2nd Ed.) 1970. ISBN 0-370-00103-6</li>
<li>Wagner, Ray and Nowarra, Heinz, "<em>German Combat Planes</em>", Doubleday, 1971.</li>
</ol><br />
</blockquote>Unknownnoreply@blogger.com2tag:blogger.com,1999:blog-6013909801988779086.post-52181212117115565482012-05-23T00:38:00.000-05:002012-05-23T06:34:15.811-05:00Germany - 1918 - Zeppelin-Staaken R.VI, s/n 8301<h3 style="text-align: center;">When Knights Take Wing and Dragons Scourge the Land.</h3><p>We all see history through rose colored glasses. Many see the fight in the air during the First World War as the last battle of knighthood. If the fighter and the pilot are the knight on a warhorse then the giant bombers were the dragons. Some may say the German lighter than air fleet should take precedence I have to say when it comes down to speed and survivability heavier than aircraft win that argument.</p><br />
<p>My search for all flying things large has been very satisfying. I feel like a kid looking up in rapt amazement at a museum display of dinosaurs. “How did it survive? when did it live? Why is it so darn big?” Even without all the questions answered, you took away this. Things can be as big as possible if you have enough energy to keep it running.</p><div style="text-align: center;"><h3>Giant German Sea planes</h3><br />
<a href="http://www.wwiaviation.com/popup/Zeppelin-Staaken_L-sn-8301.html" target="child" title="Zeppelin-Staaken R.VI, s/n 8301 - 1918 Click for larger image"><img src="http://www.wwiaviation.com/drawings/Zeppelin-Staaken_L-sn-8301-300px.png" alt="Zeppelin-Staaken R.VI, s/n 8301 - 1918" /></a><br />
<h5><a href="http://www.wwiaviation.com/bombers_german.html#Z-S-R6"" target="child" title="Zeppelin-Staaken R.VI, s/n 8301 - 1918 Click for more information">Zeppelin-Staaken R.VI, s/n 8301 - 1918</a><br />
</h5></div><br />
<p>This is Number 8301, the first of the production series of Staaken giant float-planes. The colors are conjectural. From photos it appears but is not substantiated that the difference in the paint scheme is the s/n is 8303. Some photos show it used as a passenger aircraft, although they still carried military paint.</p><br />
<blockquote><h3>Some Personal Observations on the 8301</h3><p>The German Naval Air Service had an interest in float-equipped seaplanes so it is no surprise they turned an eye to the prospect of a giant float plane. One Zeppelin-Staaken R.VI was ordered to be converted on September 5, 1917. The new was designated the Type L and issued the serial number 1432. The Zeppelin-Staaken Type L was powered by four Maybach engines using a 2 tractor, 2 pusher propeller configuration. Unfortunately the prototype crashed during testing on June 3, 1918.</p><p>The project did not die with the s/n 1432. The German Naval Air Service thought results were promising enough to continue development. They showed their confidence in the design with an order of four improved giant float-planes. The Type 8301 was developed from the Zeppelin-Staaken R.VI and the data from the Type L tests. Several important design changes made it an elegant. First change was elevating the fuselage above the lower wing which improved water clearance. To enhance mission flexibility, range became a major factor in mission success. The logical choice was to replace munitions with fuel. By eliminating the bomb bays, the range could be extended. With the extended flight time there was a need to shelter the crew from the elements. This was solved by enclosing the open gun position on the nose provided comfort and protection to the forward gun position. Production ended after the war, of the four aircraft ordered only three were delivered.</p></blockquote>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-6013909801988779086.post-77829186037543362262012-05-19T23:10:00.000-05:002012-05-20T01:13:52.039-05:00Germany - 1917 Zeppelin-Staaken R-type pt 2<h3 style="text-align: center;">In Search of Giants </h3><br />
<p>Sometimes you can work as hard as you can, and on the surface you have nothing to show for your time and effort. This has been the case as of late. I have been doing a lot more research and preparing master files than finishing complete profiles. In some cases when I do finish a profile I am replacing an existing file with a new image. I have finished some new work, and will post them soon. </p><p>Recently I have been on a hunt for those giants of the air. It all started when looking for the largest of the float planes. That was where I found today's subject, the Zeppelin-Staaken Type L s/n 1432. After that I got stuck in looking for more types of Staaken R-Type aircraft. One additional benefit was discovering more information and fairly clear 3 views of other rare Giant class aircraft. Some days life is good.</p><br />
<div style="text-align: center;"><a href="http://www.wwiaviation.com/popup/Staaken_R-VI-sn-37-16.html" target="child" title="Zeppelin-Staaken R.VI, s/n 37/16, 1917 Click for larger image"><img src="http://www.wwiaviation.com/drawings/Staaken_R-VI-sn-37-16-300px.png" alt="Zeppelin-Staaken R.VI, s/n 37/16, 1917" /></a><br />
<h5><a href="http://www.wwiaviation.com/bombers_german.html#Z-S-R6" target="child" title="Zeppelin-Staaken R.VI, s/n 37/16, 1917 Click for more information">Zeppelin-Staaken R.VI, s/n 37/16, 1917</a></h5></div><p>This example of the Zeppelin-Staaken R.VI sports a fairly simple paint scheme. The crosses indicate the period was before the end of spring of 1918.</p><br />
<div style="text-align: center;"><a href="http://www.wwiaviation.com/popup/Zeppelin-Staaken_Type-L-sn-1432-Kriegsmarine.html" target="child" title="Zeppelin-Staaken Type L s/n 1432 - 1917 Click for larger image"><img src="http://www.wwiaviation.com/drawings/Zeppelin-Staaken_Type-L-sn-1432-Kriegsmarine-300px.png" alt="Zeppelin-Staaken Type L s/n 1432 - 1917" /></a><br />
<h5><a href="http://www.wwiaviation.com/" target="child" title="Zeppelin-Staaken Type L s/n 1432 - 1917 Click for more information">Zeppelin-Staaken Type L s/n 1432 - 1917</a></h5></div><p>This is the prototype for large Staaken float planes. Sources state the color is a light gray over all. This plane crashed during test flights. There was enough interest in a float version and three serial numbers were reserved 8301 through 8303. It appears 8301 and 8303 were the only examples of that type completed by the end of the war. </p><br />
<blockquote><h3 style="text-align: center;">A Short Overview of the Zeppelin-Staaken R.VI</h3><p>The Zeppelin-Staaken R.VI was a four-engined German biplane strategic bomber of World War I, and the only so-called Riesenflugzeug ("giant aircraft") design built in any quantity. The R.VI was the most numerous of the R-bombers built by Germany, and also one of the first closed-cockpit military aircraft (but the first was Russian aircraft Sikorsky Ilya Muromets). The bomber was reputedly the largest wooden aircraft ever built until the advent of the Hughes H-4 Hercules built by Howard Hughes, its wingspan of 138 feet 5.5 inches (42.20 m) nearly equaling that of the World War II B-29 Superfortress.</p><p>In September 1914, at the start of World War I, Ferdinand von Zeppelin visualized the concept of a Riesenflugzeug (R) bomber, to be larger than the Gotha G. Using engineers from the Robert Bosch GmbH, he created the Versuchsbau Gotha-Ost (VGO) consortium in a rented hangar at the Gotha factory. Alexander Baumann became his chief engineer, although later the team included other noted engineers including Zeppelin's associate Claudius Dornier, Hugo Junkers and Baumann's protogé Adolph Rohrbach. All of these Zeppelin-Staaken Riesenflugzeug designs used some variation of push-pull configuration in the setup, orientation and placement of their power plants.</p><p>The first Riesenflugzeug built was the VGO.I flying in April 1915, using three Maybach Zeppelin engines; two pusher and one tractor. This was built for the German Navy and served on the Eastern Front Later modified with two extra engines, it crashed during tests at Staaken. A similar machine, the VGO.II was also used on the Eastern Front.</p><p>Baumann was an early expert in light-weight construction techniques and placed the four engines in nacelles mounted between the upper and lower wing decks to distribute the loads to save weight in the wing spars.</p><p>The next aircraft, the VGO.III was a six-engined design The 160 hp Maybach engines were paired to drive the three propellers. It served with Rfa 500.</p><p>In 1916 VGO moved to the Berlin suburb of Staaken, to take advantage of the vast Zeppelin sheds there. The successor to the VGO III became the Staaken R.IV, the only "one-off" Zeppelin-Staaken R-type to survive World War I, powered by six Mercedes D.III and Benz Bz.IV engines that powered three propellers, a tractor configuration system in the nose, and two pusher-mount on the wings. By the autumn of 1916, Staaken was completing its R.V, R.VI, and R.VII versions of the same design, and Idflieg selected the R.VI for series production over the 6-engined R.IV and other R-plane designs, primarily those of Siemens-Schuckertwerke AG.</p><p>With four engines in a tandem push-pull arrangement, it required none of the complex gearboxes of other R-types. Each bomber cost 557,000 marks and required the support of a 50-man ground crew. The R.VI required a complex 18-wheel undercarriage to support its weight, and carried two mechanics in flight, seated between the engines in open niches cut in the center of each nacelle. The bombs were carried in an internal bomb bay located under the central fuel tanks, with three racks each capable of holding seven bombs. The R.VI was capable of carrying the 1000 kg PuW bomb.</p><p>Although designed by Versuchsbau, because of the scope of the project, the production R.VI's were manufactured by other firms: seven by Schütte-Lanz using sheds at Flugzeugwerft GmbH Staaken, Berlin; six by Automobil und Aviatik A.G. (Aviatik) (the original order was for three); and three by Albatros Flugzeugwerke. 13 of the production models were commissioned into service before the armistice and saw action.</p><p>One R.VI was converted on September 5, 1917, into a float-equipped seaplane for the German Naval Air Service, with the designation Type L and s/n 1432, having Maybach engines. The Type L crashed during testing on June 3, 1918. The Type 8301, of which four were ordered and three delivered, was developed from the R.VI by elevating the fuselage above the lower wing for greater water clearance, eliminating the bomb bays, and enclosing the open gun position on the nose.</p><p>R.VI serial number R.30/16 was the first supercharged aircraft, with a fifth engine - a Mercedes D.II - installed in the central fuselage, driving a Brown-Boveri supercharger. This enabled it to climb to an altitude of 19,100 feet (5,800 m). This same aircraft was later fitted with four examples of one of the first forms of variable-pitch propellers, believed to have been ground-adjustable only.</p><p>The R.VI equipped two Luftstreitkräfte (Imperial German Army Air Service) units, Riesenflugzeug-Abteilung (Rfa) 500 and Rfa 501, with the first delivered June 28, 1917.</p><p>The units first served on the Eastern Front, based at Alt-Auz and Vilua in Kurland until August 1917. Almost all missions were flown at night with 1,700 pound (770 kg) bomb loads, operating between 6,500 and 7,800 feet (2,000 and 2,400 m) altitude. Missions were of three to five hours' duration.</p><p>Rfa 501 was transferred to Ghent, Belgium, for operations against both France and Great Britain, arriving September 22, 1917, at St. Denis-Westrem (Sint-Denijs-Westrem) airdrome. Rfa 501 later moved its base to Scheldewindeke airdrome south of group headquarters at Gontrode, while Rfa 500 was based at Castinne, France, with its primary targets French airfields and ports.</p><p>Rfa 501, with an average of five R.VI's available for missions, conducted 11 raids on Great Britain between September 28, 1917, and May 20, 1918, dropping 27,190 kg (29.97 short tons) of bombs in 30 sorties. Aircraft flew individually to their targets on moonlit nights, requesting directional bearings by radio after takeoff, then using the River Thames as a navigational landmark. Missions on the 340-mile (550 km) round trip lasted seven hours. None were lost in combat over Great Britain (compared to 28 Gotha G bombers shot down over England), but two crashed returning to base in the dark.</p><p>Four R.VI's were shot down in combat (one-third of the operational inventory), with six others destroyed in crashes, of the 13 commissioned during the war. Six of the 18 eventually built survived the war or were completed after the armistice.</p><h3>References</h3><ol><li>Zeppelin-Staaken R.VI. (2012, May 12). In Wikipedia, The Free Encyclopedia. Retrieved 01:11, May 17, 2012, from <a href="Zeppelin-Staaken R.VI. (2012, May 12). In Wikipedia, The Free Encyclopedia. Retrieved 01:11, May 17, 2012, from http://en.wikipedia.org/w/index.php?title=Zeppelin-Staaken_R.VI&oldid=492276869">http://en.wikipedia.org/w/index.php?title=Zeppelin-Staaken_R.VI&oldid=492276869</a></li>
<li>Mark's Lists German Giants Retrieved 01:01, May 17, 2012, from <a href="http://www.markslists.net/history/germangiants/index.html">http://www.markslists.net/history/germangiants/index.html</a></li>
<li>The Aerodrome Forum Zeppelin Staaken R.vi/ Type L Seeflugzeug Bomber Camouflage Retrieved 01:01, May 17, 2012, from <a href="http://www.theaerodrome.com/forum/camouflage-markings/33768-zeppelin-staaken-r-vi-type-l-seeflugzeug-bomber-camouflage.html">http://www.theaerodrome.com/forum/camouflage-markings/33768-zeppelin-staaken-r-vi-type-l-seeflugzeug-bomber-camouflage.html</a></li>
<li>E. Offermann, W. G. Noack, and A. R. Weyl, "<em>Riesenflugzeuge, in: Handbuch der Flugzeugkunde</em>" (Richard Carl Schmidt & Co., 1927).</li>
<li>Haddow, G.W. & Grosz, Peter M. "<em>The German Giants, The Story of the R-planes 1914–1919</em>". London. Putnam. (1962, 3rd ed. 1988).ISBN 0-85177-812-7</li>
<li>Gray, Peter & Thetford, Owen. "<em>German Aircraft of the First World War</em>". London, Putnam. (2nd Ed.) 1970. ISBN 0-370-00103-6</li>
<li>Wagner, Ray and Nowarra, Heinz, "<em>German Combat Planes</em>", Doubleday, 1971.</li>
</ol></blockquote>Unknownnoreply@blogger.com2tag:blogger.com,1999:blog-6013909801988779086.post-55123558371515875942012-04-25T21:09:00.000-05:002012-04-25T21:09:02.522-05:00The CD Profile Project Take One<h3 style="text-align: center;">First Look: The CD Profile Project </h3><br />
<p>I have been mulling over the question of whether or not to produce a series of profile CDs. At the moment I am thinking it would be best to start with the major aircraft companies, grouping the profiles by type. I am still not sure how many profiles I can get on a disc but experiments will establish that soon enough. This is the first draft at how the profiles will appear. The layouts are subject to change. The images I have posted are at reduced color depth to keep load time online to a minimum.</p><br />
<div style="text-align: center;"><h3>Warning This is a Test!</h3><a href="http://www.wwiaviation.com/imagebox/Albatros_DXI-sn-d-2208-18-low-cd.png" target="child" title="Click for larger image"><img src="http://www.wwiaviation.com/imagebox/Albatros_DXI-sn-d-2208-18-low-cd-450px.png" alt="Albatros D.XI s/n D.2208/18" /></a><br />
</div><p>I welcome your feedback on this project. You can post it as a comment, or email me. I will take all serious ideas and constructive criticism and use them to create something people want.</p>Unknownnoreply@blogger.com6tag:blogger.com,1999:blog-6013909801988779086.post-35580925010911920572012-04-23T18:47:00.000-05:002012-04-23T18:47:10.363-05:00Italy - 1917 Società Italiana Aviazione 7B<h3 style="text-align: center;">The Unfortunate Tale of the Underwhelming S.I.A. 7B </h3><br />
<p>Aircraft design was more of an art than a science during the First World War. In many posts I have written about the problems experienced by Austrian designers while laboring down dead ends. The one saving grace for Austria was the inability of Italy to develop winning fighter and reconnaissance aircraft designs. Both Italy and Austria relied on designs created by their allies. For the most part Italy built planes from French designs. These include Macchi built versions of the Hanriot H.D.1, Nieuport 11-17, and the S.P.A.D. S.VII.</p><br />
<div style="text-align: center;"><a href="http://www.wwiaviation.com/popup/SIA_7B-Italy-sn-5637.html" target="child" title="Società Italiana Aviazione 7B s/n 5637 - 1917 Click for larger image"><img src="http://www.wwiaviation.com/drawings/SIA_7B-Italy-sn-5637-300px.png" alt="Società Italiana Aviazione 7B s/n 5637 - 1917" /></a><br />
<h5><a href="http://www.wwiaviation.com/italian_2seaters1917.html#SIA-7b" target="child" title="Società Italiana Aviazione 7B s/n 5637 - 1917 Click for more information">Società Italiana Aviazione 7B s/n 5637 - 1917</a></h5></div><p>As with most examples the forward fuselage is bare metal. The height of the engine cover was very problematic for pilots since it blocked his forward field of vision.The roundels have a thin white border.</p><blockquote><h3 style="text-align: center;">A Short History of the S.I.A. 7B</h3><p>The Società Italiana Aviazione 7B was designed to replace the earlier pusher planes in service with the Italian air force. The SIA 7b was tested and approved for production in early 1917. The initial production aircraft were delivered to the reconnaissance squadrons in the summer of 1917. A later version had a different fairing of the fuselage decking. the SIA 7B proved extremely disappointing. Its workmanship was bad, and it suffered from wing failure, losing its wings in flight. Another fatal problem involved the Fiat engine mounted on this model which was notoriously troublesome. It was known to suffer from backfire at the carburetor and catching fire, much to the discomfort of the air crew. After a string of many fatal accidents this design was permanently withdrawn from service in June of 1918.</p><br />
<h3>References</h3><ol><li><em>SIA 7</em>. (2009, November 25). In Wikipedia, The Free Encyclopedia. Retrieved 02:15, July 7, 2010, from <a href="http://en.wikipedia.org/w/index.php?title=SIA_7&oldid=327805437">http://en.wikipedia.org/w/index.php?title=SIA_7&oldid=327805437</a></li>
<li>Swanborough, F. Gordon & Bowers, Peter M. "<em>United States Military Aircraft Since 1909</em>" (Putnam New York, ISBN 085177816X) 1964, 596 pp.</li>
<li>Taylor, Michael John Haddrick "<em>Janes Fighting Aircraft of World War I</em> Random House Group Ltd. 20 Vauxhall Bridge Road, London SW1V 2SA, 2001, 320 pp, ISBN 1-85170-347-0.</li>
<li> Fahey, James C. "<em>U.S. Army Aircraft 1908-1946</em>" (Ships and Aircraft, Fall Church VA) 1946, 64pp.</li>
</ol></blockquote>Unknownnoreply@blogger.com3tag:blogger.com,1999:blog-6013909801988779086.post-30104621640348788512012-04-22T21:05:00.001-05:002012-04-22T21:05:46.955-05:00Austria - 1917 Hansa-Brandenburg G.1<h3 style="text-align: center;">The Hansa-Brandenburg G.1 Bomber</h3><br />
<p>Austria depended on German for many of their designs. That does not mean many attempts were not made to produce their own designs.Unfortunately most of their efforts did not pan out. The Hansa-Brandenburg G.1 Bomber is one of those attempts which did not exceed the performance of their German counterparts. </p><br />
<div style="text-align: center;"><a href="http://www.wwiaviation.com/popup/Hansa-Brandenburg_G-I-sn-62-01-1918.html" target="child" title="Hansa-Brandenburg G.1 s/n 62.01 - 1918 Click for larger image"><img src="http://www.wwiaviation.com/drawings/Hansa-Brandenburg_G-I-sn-62-01-1918-300px.png" alt="Hansa-Brandenburg G.1 s/n 62.01 - 1918" /></a><br />
<h5><a href="http://www.wwiaviation.com/bombers_Austria.html#HB-G-I" target="child" title="Hansa-Brandenburg G.1 s/n 62.01 - 1918 Click for more information">Hansa-Brandenburg G.1 s/n 62.01 - 1918</a></h5></div><p>As with most of the examples of this type I have seen, the fuselage is varnished wood. The wings, tail plane and rudders are all varnished fabric. The aircraft is depicted as it was in early 1918, before the switch to the Baltic cross.</p><blockquote><h3 style="text-align: center;">A Short History of the Hansa-Brandenburg G.1 Bomber</h3><p>The Hansa-Brandenburg G.I was a bomber aircraft used to equip the Austro-Hungarian aviation corps in World War I. It was a mostly conventional large, three-bay biplane with staggered wings of slightly unequal span. The pilot and bombardier sat in a large open cockpit at the nose of the aircraft, with a second open cockpit for a gunner in a dorsal position behind the wings. An unusual feature was the placement of the twin tractor engines. While the normal practice of the day was to mount these to the wings, either directly or on struts, the G.I had the engines mounted to the sides of the fuselage on lattices of steel struts. This arrangement added considerable weight to the aircraft and transmitted a lot of vibration to the airframe.</p><p>A small initial production batch of six aircraft was delivered by March 1917, but were all grounded soon thereafter and put into storage due to a contractual dispute between the manufacturer and Flars (the Imperial and Royal Aviation Arsenal). When this was resolved, deliveries recommenced, although the size of the order was reduced, and the bombers were modified by Flars before being sent to the Divacca, on the Italian Front. Twelve aircraft were built by UFAG and differed slightly from the German-built machines.</p><p>The G.I eventually equipped three squadrons plus a replacement unit, but reports from pilots were unfavorable, especially in comparison to the Gotha G.IV that was becoming available. The Hansa-Brandenburg machine was therefore quickly relegated to training duties. In the three months that these aircraft had been at the front, they had only carried out a single successful sortie. As a footnote to the G.I's military service, the type also served as a test bed in experiments in mounting large-caliber cannon on aircraft; flying with nose-mounted 2 in (50 mm) and (separately) 2.75 in (70 mm) Skoda weapons, and a 1.46 in (37 mm) Skoda cannon mounted in the dorsal gunner's position.</p><br />
<h3>References</h3><ol><li><em>Hansa-Brandenburg G.I</em>. (2010, December 19). In Wikipedia, The Free Encyclopedia. Retrieved 06:03, March 12, 2011, from <a href="http://en.wikipedia.org/w/index.php?title=Hansa-Brandenburg_G.I&oldid=403231491">http://en.wikipedia.org/w/index.php?title=Hansa-Brandenburg_G.I&oldid=403231491</a></li>
<li>Taylor, Michael J. H. (1989). <em>Jane's Encyclopedia of Aviation</em>. London: Studio Editions. pp. 472. </li>
<li><em>Hansa-Brandenburg Aircraft</em>, 2010 Books LLC ISBN: 1155357191 ISBN-13: 9781155357195</li>
</ol></blockquote>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-6013909801988779086.post-58287473555808048822012-04-21T22:14:00.001-05:002012-04-21T22:14:39.488-05:00Austria - 1917 Lohner D.I 10.20 series 111<h3 style="text-align: center;">Some Times Life Just Gets Strange </h3><p>Things have been hectic around the studio. I am supposedly officially retired and getting on with the work I choose. Unfortunately others I know seem to think since I am retired I have empty hours that I should fill with projects they want me to do for them. Add a internet connection issue and I have not had much chance to post or read the blogs of my friends. Hopefully things will settle down and I can get back to a normal (as normal as it gets in this madhouse) routine.</p><br />
<h3 style="text-align: center;">The Ill Fated Lohner D.I 10.20 </h3><p>I have previously posted one of the <a href="http://wwiaviation.blogspot.com/2011/04/austrian-aircraft-1917-lohner-di.html">earlier prototypes</a> of this type. I finally finished up the profile of the last incarnation of this design. Austria seemed to have a difficult time creating original designs which could compete with the aircraft of their enemies. They invested so much time and resources into inferior designs.</p><br />
<div style="text-align: center;"><h3>Lohner DI - 10.20 Type AA sn. 111.01</h3><br />
<a href="http://www.wwiaviation.com/popup/Lohner-DI-sn-10-20.html" target="child" title="Lohner DI - 10.20 Type AA sn. 111.01 - 1917 Click for larger image"><img src="http://www.wwiaviation.com/drawings/Lohner-DI-sn-10-20-300px.png" alt="Lohner DI - 10.20 Type AA sn. 111.01 - 1917" /></a><br />
<h5><a href="http://www.wwiaviation.com/austria1917.html#L-D1" target="child" title="Lohner DI - 10.20 Type AA sn. 111.01 - 1917 Click for more information">Lohner DI - 10.20 Type AA sn. 111.01 - 1917</a></h5></div><p>This is the original prototype, known as the type AA. Despite its sleek lines The performance left much to be desired. It was rebuilt with conventional wing struts and wires. This did yield any real advantage.</p><br />
<div style="text-align: center;"><h3>Lohner DI 10.20B sn. 111.02 - 1917</h3><br />
<a href="http://www.wwiaviation.com/popup/Lohner_DI.html" target="child" title="Click for larger image"><img src="http://www.wwiaviation.com/drawings/Lohner-D1-300px.png" alt="Lohner DI 10.20B sn. 111.02 - 1917" /></a><br />
<h5><a href="http://www.wwiaviation.com/austria1917.html#L-D1" target="child" title="Lohner DI 10.20B sn. 111.02 - 1917 Click for more information">Lohner DI 10.20B sn. 111.02 - 1917</a></h5></div><p>I had originally posted this profile a while ago. I include it here to show the evolution of the design. This nw build was the second attempt to solve the problems with the design. Once again the "I" struts have returned and the lines are still rather sleek. Unfortunately there was not much improvement in performance. As with the Type AA, the type B was retired.</p><br />
<br />
<div style="text-align: center;"><h3>Lohner DI 10.20 sn.111.03 - 1917</h3><br />
<a href="http://www.wwiaviation.com/popup/Lohner-10-20-sn-111-03.html" target="child" title="Lohner DI 10.20 sn.111.03 - 1917 Click for larger image"><img src="http://www.wwiaviation.com/drawings/Lohner-10-20-sn-111-03-300px.png" alt="Lohner DI 10.20 sn.111.03 - 1917" /></a><br />
<h5><a href="http://www.wwiaviation.com/austria1917.html#L-D1" target="child" title="Lohner DI 10.20 sn.111.03 - 1917 Click for more information">Lohner DI 10.20 sn.111.03 - 1917</a></h5></div><p>This is the final version of the Lohner D.I. Gone were the "I" struts and the fuselage was simplified. The rudder was smaller that the previous prototypes. </p><blockquote><p>The Lohner Series 111 aircraft company was an Austria-Hungarian prototype single seat biplane built in 1917 by Lohnerwerke GmbH. The fuselage was a laminated wood construction. The wing struts were an "I" requiring no wires tor structural stability. Power was provided by an Austro-Daimler engine generating 185 hp (138 kW) The design went through several changes during the development process. Three prototypes were built. The performance of the aircraft was not an improvement on existing models already in production. Lackluster flight results led to Flars not approving the D.I for production.</p><br />
<h3>References</h3><ol><li>Grosz, Peter, the Austro-Hungarian Army Aircraft of World War One, Flying Machines Press, 2002, ISBN 1-891268-05-8</li>
</ol></blockquote>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-6013909801988779086.post-88862813520900716542012-03-25T01:27:00.001-05:002012-03-25T01:27:47.606-05:00Britain - 1915 Air Department Sparrow Scout<p>Things have been hectic. I am in the process of updating over 130 HTML documents and making master files for new planes. I decided today's post would be an aircraft I had put off finishing for a while now. A friend of mine posted an article about weird aircraft on <a href="http://www.warnepieces.blogspot.com/2012/03/if-we-make-it-ugly-enough-itll-scare.html" target="child">warnepieces.blogspot.com</a> and it spurred me on to finish a W.I.P. profile. I am glad I took the time to finish the profile. Now I have another strange bird in the box.</p><h3>The Air Department's Failed Giant Killer </h3><p>In the early war the perceived threat of German Zeppelins loomed large. Of course this was before it became apparent Germany had invested too much time and resources in white elephants. Britain made many attempts to design purpose built Zeppelin killers. The British Admiralty hoped the weapon needed to accomplish this mission would be the Davis two-pounder quick-fire recoilless gun. There would be several planes built to carry this weapon, although none proved to be acceptable. One of the earlier attempts was the Air Department Scout.</p><br />
<div style="text-align: center;"><a href="http://www.wwiaviation.com/popup/AD_Sparrow-Scout-sn-1536.html" target="child" title="Air Department Sparrow (Blackburn) s/n 1536 - 1915 Click for larger image"><img src="http://www.wwiaviation.com/drawings/AD_Sparrow-Scout-sn-1536-300px.png" alt="Air Department Sparrow (Blackburn) s/n 1536 - 1915" /></a><br />
<h5><a href="http://www.wwiaviation.com/experimentals_british1915.html#ad-sparrow" target="child" title="Click for more information">Air Department Sparrow (Blackburn) s/n 1536 - 1915</a></h5></div><p>This is the first A.D.Sout flown during the R.N.A.S test trials. It was built by Blackburn Aeroplane & Motor Company. Notable is the Union Jack on the rudder and the red and white roundels on both the upper surface of the top and the bottom surface of the lower wing. Due to the height of the cockpit there are steps on the forward landing gear strut and in three places on the lower fuselage. The span of the oversize tail plane was 21 feet.</p><br />
<blockquote><h3 style="text-align: center;">A Short Overview of the Air Department Sparrow</h3><p>The AD Scout (later known as the Sparrow) was designed by Harris Booth of the British Admiralty's Air Department as a fighter aircraft to defend Britain from Zeppelin bombers during World War I.</p><p>This aircraft was an unconventional heavily-staggered, single-bay biplane, built to meet an Admiralty requirement for a fighter built from commercially obtainable materials and which could be armed with the Davis two-pounder quick-fire recoilless gun. The gun was mounted in the bottom of a short, single-seat nacelle, the top longerons were bolted directly to the main spars of the upper wing. The A.D. Scout was powered by a 100 hp Gnôme Monosoupape rotary engine driving a 9 ft pusher air-screw. The pilot had a excellent view in nearly every direction. A twin-rudder tail was attached by four booms, and it was provided with an extremely narrow-track "pogo stick" type undercarriage.</p><p>Four prototype aircraft were ordered in 1915. Two aircraft, (serial numbers 1452 and 1453) built by Hewlett and Blondeau Ltd of Leagrave, Beds. The remaining two (serial numbers 1536 and 1537) were built by Blackburn Aeroplane & Motor Company.</p><p>The four prototypes were all delivered to RNAS Chingford. The test trials flown by pilots of the Royal Naval Air Service were less than favorable. They proved the aircraft to be seriously overweight, fragile, sluggish, and difficult to handle, even on the ground. Due to the fact the Sparrow was considerably over-weight and difficult to handle in the air, all of the examples were scrapped.</p><h3>References</h3><ol> <li><em>AD Scout.</em> (2012, January 26). In Wikipedia, The Free Encyclopedia. Retrieved 09:01, March 24, 2012, from <a href="http://en.wikipedia.org/w/index.php?title=AD_Scout&oldid=473329231">http://en.wikipedia.org/w/index.php?title=AD_Scout&oldid=473329231</a></li>
<li><em> A.D. Scout</em> Retrieved 08:55, March 24, 2012, from <a href="http://www.aviastar.org/air/england/air_scout.php">http://www.aviastar.org/air/england/air_scout.php</a></li>
<li>Jackson, Aubrey Joseph <em>Blackburn Aircraft since 1909</em> (1st ed.) 16 March 1989 pp. 98 - 101. London: Putnam & Company Ltd.. pp. 98 - 101. ISBN 0851778305.</li>
<li>Lewis, Peter. <em>The British Fighter since 1912</em> (4th ed.) 1979, pp. 392—393. London: Putnam & Company Ltd.. ISBN 0-370-10049-2.</li>
<li>Mason, Francis K.. <em>The British Fighter since 1912</em>. Annapolis, USA: Putnam & Company Ltd.. ISBN 1-55750-082-7.</li>
<li>Bruce, J.M..<em> War Planes of the First World War: Volume One Fighters</em>. London: Macdonald 1965, p.5.</li>
</ol></blockquote>Unknownnoreply@blogger.com3