Germany - 1918 - LVG C.VI

Out With the Old and In With the New!

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.

The Long Lived LVG C.VI

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.

Germany 1918

German LVG C.VI s/n 1510 - 1918

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.

Poland 1919

LVG CVI, Polish Air Force, 8 Squadron s/n 22 - 1919

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.

Lithuania 1919

LVG C.VI Oro Laivynas (Lithuanian Air Fleet) s/n 9092/18 Kaunas -1919.

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.

A Short Overview of the LVG C.VI

LVG C.VI. (2012, July 1). In Wikipedia, The Free Encyclopedia

LVG C.VI was a German two-seat reconnaissance and artillery spotting aircraft used during World War I.

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.

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.

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.

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

References

1. LVG C.VI. (2012, July 1). In Wikipedia, The Free Encyclopedia. Retrieved 21:20, July 16, 2012, from http://en.wikipedia.org/w/index.php?title=LVG_C.VI&oldid=500140488
2. Heinonen, Timo: Thulinista Hornetiin - Keski-Suomen ilmailumuseon julkaisuja 3, Keski-Suomen ilmailumuseo, 1992, ISBN 951-95688-2-4
3. 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)
4. Lewis, Michael: 1914-18 Connections website. Restoration of Brussels Air Museum LVG CVI

Germany - 1917 - LVG C.V

All Work and No Play Makes Will...

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.

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.

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.

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.

German Empire

LVG C.V s/n C.9730/17 - 1917

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 L.V.G. C.V Datafile.

Polish Air Force

LVG C.V Poland 1920

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.

LVG C.V s/n 9667/17 - 1917

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.

A Short Overview of the LVG C.V

From Wikipedia, LVG C.V, "http://en.wikipedia.org/wiki/LVG_C.V"

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.

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.

References

1. From Wikipedia, LVG C.V, "http://en.wikipedia.org/wiki/LVG_C.V"
2. Grosz, Peter M. "LVG C.V. Windsock Datafile 71": Berkhampstead: Albatross Productions. (1998).
3. The Illustrated Encyclopedia of Aircraft. London: Aerospace Publishing.
4. Taylor, Michael J. H. (1989). "Jane's Encyclopedia of Aviation". London: Studio Editions.
5. "World Aircraft Information Files". London: Bright Star Publishing.

Germany - 1916 AEG C.IV

Out With the Old, In With the New.

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.

The Stodgy but Dependable AEG C.IV

AEG C.IV s/n, C4762 - 1917

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.

AEG C.IV s/n 2, C6674 - 1917

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.

A Short History of the AEG C.IV

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.

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.

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 .

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.

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.

C.IV aircraft saw service with the Bulgarian Air Force and the Turkish Flying Corps.

References

1. From Wikipedia AEG C.IV, "http://en.wikipedia.org/wiki/AEG_C.IV"
2. The Great War Flying Museum http://www.greatwarflyingmuseum.com/aircraft/germany/aeg_civ.html
3. Axelrod, Alan. "World War I". Indianapolis: Macmillan USA, Inc, 2000.
4. Sharpe, Michael (2000). "Biplanes, Triplanes, and Seaplanes". London: Friedman/Fairfax Books. p. 14.
5. Bullock, David L. Allenby's "War: The Palestine-Arabian Campaigns 1916-18". London: Blandford Press, 1988.
6. Cron, Hermann. "Imperial German Army 1914-18". Solihull, West Midlands, UK: Helion & Company, 2002.
7. Flanagan, Brian P.; Smith, Frank; and Raidor, Lonnie. "The Great War 1914-1918 - Chronology of Events of World War I: Cross and Cockade (US)", various volumes and issues covering the period 1916 to 1918. Cross and Cockade (US).
8. Franks, Norman; Frank Bailey, and Rick Duiven "Casualties of the German Air Service 1914-1920". London: Grub Street, 1999.
9. Franks, Norman; Frank Bailey, and Russell Guest. "Above the Lines". London: Grub Street, 1998.
10. Groschel, Dieter H. M, "Ein Verlust der bayerischen Flieger-Abteilung 304 an der Palästina-Front 1918", Das Propellerblatt Nummer 7, 2003.
11. Groschel, Dieter H. M. and Div Gavish. "Rudolf Holzhausen - Weltkriegsflieger, Dipolmat, und Historiker". Das Propellerblatt Nummer 9, 2004.
12. Grosz, Peter M. "Windsock Datafile 67 AEG C.IV". Berkhamsted, Hertfordshire, UK: Albatros Publications, Ltd., 1998.
13. Imrie, Alex. "Pictorial History of the German Army Air Service 1914-1918". Chicago: Henry Regnery Company, 1973.
14. Hoeppner, Ernest, General von. "Germany's War in the Air". Nashville, TN: The Battery Press, 1994.
15. Nicolle, David. "The Ottoman Army 1914-18", Osprey Men-at-Arms Series No. 269. London, UK: Osprey Publications, Ltd 1994.
16. Nikolajsen, Ole. "Pilot Fazil Bey Turkish Aviation Hero, Over the Front Volume 22 No. 3". Journal of the League of World War I Aviation Historians, 2007.
17. Perrett, Bryan. "Megiddo 1918: The Last Great Cavalry Victory", Osprey Campaign Series No. 61. Botley, Oxford, UK: Osprey Publications, Ltd 1999.
18. Rottgardt, Dirk. "German Armies' Establishment 1914/18", Volume 4: German Forces in the Middle East. West Chester, Ohio: The Nafziger Collection, Inc., 2007.
19. Sanders, Liman, General von. "Five Years in Turkey". Nashville, TN: The Battery Press, 2000.
20. Shores, Christopher; Norman Franks, and Russell Guest. "Above the Trenches. A Complete Record of the Fighter Aces and Units of the British Empire Forces 1915-1920". London: Grub Street, 1990.
21. WWI Aero, volume 107 (for C Types), Dec 1985
22. Zankl, Reinhard. "Deutsche Flieger-Einheiten 1914-1918": Folge 3 - Flieger-Abteilungen. Das Propellerblatt Nummer 3, 2002.

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^rd Aero Squadron web site http://freepages.military.rootsweb.ancestry.com/~sunnyann/93aero/index.html. There is much hard to find information about the 93^rd Aero Squadron and is well worth a visit. Welcome aboard Patti!

Russia - 1915 Sikorsky S-16

One Of The Best Russian Designed Fighters of WWI

Even though early Russian Aviation design never had the resources to produce enough aircraft for their needs during the Great War, They did design some effective aircraft. Igor Sikorsky proved himself as one of the truly great Russian aircraft designers. His career is marked by innovation and a firm grasp of the fundamentals of Aerodynamics

Russian Empire

Sikorsky S-16, Crew and Serial number unknown, 1915

This is an early version of the S-16. It has the pendant version of the Russian colors on the fuselage and rudder. The wings have the roundel type national insignias. The aircraft is finished in varnished cloth. As with all the examples I have seen the wheels do not have covers.

Sikorsky S-16, 7th IAO, Y. Gilsher G. Kvasnikov c/n 201, March-April-1916

In this example you can see some variation in the construction of the S-16. The tail fin has a different shape and additional panels are added to the metal forward section and cowling. The wheel is more robust than in the earlier version.

Bolshevik Forces

Sikorsky S-16, Crew and Serial number unknown, Bolshevik Forces, 1918

This later version has a change to the fuselage. The wheels have been replaced with pontoon like skis for use on snow and muddy improvised runways. The pendant insignia has been over-painted in red. The wings have the white circle and red star style markings.

A Brief History Of The Sikorsky S-16

The Sikorsky S-16 (named after its designer) or RBVZ S-XVI (named after its manufacturer) was a Russian equi-span single-bay two-seat biplane designed by Igor Sikorsky in 1914-15. Conceived in response to demand for an escort fighter for the Ilya Muromets bombers. The prototype S-16 made its first flight on February 6, 1915. This prototype was fitted with an 80 hp air-cooled 7 cylinder, Gnome rotary engine instead of the intended 100hp because of supply problems. The S-16 was the first Sikorsky fighter to be equipped with a synchronized machine gun firing through the propeller. However, the synchronization left much to be desired. The S-16, with slight modifications from batch to batch survived the Revolution and were operational with the Red Air Force through the Civil War.

On 17 December 1915, the Russian government placed an order for 18 aircraft, these being delivered in early 1916.Although highly maneuverable, the S-XVI possessed a comparatively poor performance due to insufficient power. A further small batch were completed in 1917, with the aircraft being used during the Russian Revolution and staying in service until 1923.

References

1. From Wikipedia Sikorsky S-16, "http://en.wikipedia.org/wiki/Sikorsky_S-16"
2. Green, William and Gordon Swanborough. "The Complete Book of Fighters". Colour Library Direct, Godalming, UK: 1994. ISBN 1-85833-777-1.

Poland 1918-1921 Breguet Br.14 A2

Breguet Br.14 A2 of the Polish-Soviet War

Slowly but surely I have been busy fleshing out the my collection of profiles for Poland, Belgium, Greece and Turkey. Some of the work has been slowed by the need for new master files. I hope to remedy this in the near future. I have been preparing the raw line drawings for the process of breaking them down into parts which get refined, shaded and stacked up for reassembly. Once the master files are done I can have fun.

As I promised before here is the first installment on Polish Air Force. There is much more to come. I will be posting them by aircraft type to attempt a coherent narrative.

The Birth of Polish Air Power

Military aviation in Poland started shortly after the country regained its independence in November 1918. Initially, the Polish Air Force consisted of mostly German and Austrian aircraft. The aircraft used included captured German Albatros D.III and D.VI, Fokker D.VII and D.VIII, and the Austrian Lloyd C.V and Oeffag D.III, as well as other aircraft types. These planes were first used by the Polish Air Force in the Polish-Ukrainian War in late 1918, during combat operations centered around the city of Lwów (now Lviv).

When the Polish-Soviet War broke out in February 1920, the Polish Air Force used a variety of aircraft from Britain, France and Italy. The most common aircraft in service at this time were the British made Bristol F2B and Italian Ansaldo Balilla fighters. German aircraft were still in use during the Polish-Soviet War The 21. Eskadra Niszczycielska (21st Destroyer Squadron) included a Gotha G.IV on April 30, 1920.

Breguet Br.14 A2, 39 Eskadra Breguetow sn 7460, Krakow Aerodrome mid 1919

This is one of the original Breguet Br.14 A2s assigned to BR39 Escadrille which was sent to Poland after WWI. It is finished in the French standard five-color camouflage scheme. The top wing bore both French and Polish markings, French on the left upper wing, Polish on the right. The rudder has the Polish insignia painted over the original three color French markings.

Breguet Br.14 A2, 16 Eskadra Wywiadowcza, sn 7244, May 1920

This is another French Breguet Br.14 A2 from Escadrille BR39 which became 16 Eskadras when turned over to the Polish Air Force. The basic paint scheme is the same as above, except the rudder has been over-painted and bears the Polish insignia. The marking mid-ship is a young woman scattering flowers. This unit eventually became the fictional Lithuanian squadron sent to fight in the 'Zeligowski's revolt'.

Breguet Br.14 A2 in Polish Service Overview

During the closing days of the Great War France redeployed three French escadrilles to Poland to aid in their struggle for independence and to bolster their defenses against what was seen as a growing threat of Soviet expansion. Escadrille BR39, BR59 and BR66 were redesignated as Polish squadrons. Eventually the French government handed over the surviving aircraft of these escadrilles to the Polish Air Force. Escadrille BR39 became 16EW, Escadrille BR59 became 12EW and Escadrille BR66 became 4EW. The original three Polish squadrons were disbanded by late 1920. Poland ordered an additional 70 Breguet Br.14s and between 1920-21 assigned them to the newly formed 1, 3, 8, 10, 12 and 16 Eskadras. By 1924 the Br14 was showing its age and was replaced by newer designs entering service.

The Br14s assigned to Poland were finished in the standard five-color camouflage scheme and French markings. The French roundels were gradually over-painted with the Polish red and white checkerboard insignias During the transition the aircraft bore a mix of French and Polish markings. Late issue Br14s were painted in a dark green on all of the upper surfaces

Poland sent the 16 Eskadras to aid Lithuania in the 'Zeligowski's revolt' which was fought between 1920 to 1921. 16 EW was sent as a fictional Lithuanian squadron. To help with the masquerade their markings were changed of a red square with white border on left wing and white square with red border on right. The rudder of these aircraft were painted in red and white stripes.

References

1. Aircraft Colours and Markings of the First World War Era: Breguet Br14 http://www.cbrnp.com/RNP/CDv2/Poland/HTML/Aircraft-Breguet_14.htm

Greece-Turkey 1918-1922 Airco DH.9

Airco D.H.9 of the Second Greco-Turkish War

Slowly but surely I am getting back to normal after the holidays. Between medical appointments and working up profiles and new galleries and new navigation for them which are been viewable on galleries on my main site I have been a bit busy. Life has been interesting. I use the term advisably since the Chinese use the phrase as a curse. “May you live in interesting times” is not a friendly wish.

Today's post is another look at the aircraft used during the Second Greco-Turkish War. Once again both sides used the same aircraft type. The Greeks were supplied by Britain, and the Turks by captured Greek equipment. Such are the fortunes of war.

Royal Hellenic Naval Air Service

Airco D.H.9 - 1918

This aircraft had carried a typical RNAS color scheme before entering Greek service. In some profile examples show the fuselage and fin painted in very light gray to white paint scheme. Greek roundels are only painted on the wings. The forward fuselage section was natural metal both sides of the fuselage carry a Greek flag. This was the personal aircraft of the top Greek ace of WW1 Aristides Moraitinis during 1918. This aircraft served with the Royal Hellenic Naval Air Service and was stationed at the Moudros airfield, Lemnosin January of 1921.

Airco D.H.9 - 1921

This British built DH.9 first served RNAS before it was given to the Royal Hellenic Naval Air Service and was stationed at Alfion-Karahisar airfield during July 1921. The aircraft is finished in PC10 Dope on upper flying surfaces, fin, undercarriage legs and rear fuselage. The fuselage panels were painted battleship gray, and the under surfaces and wheel covers are clear doped Linen. The blue and white Greek national markings were converted from existing RNAS roundels from when they were based at Moudros during WW1. The serial number is painted in white, and is partially obscured by a dark gray or black wavy line. This pattern was a theater marking applied to all operational aircraft involved in the Greco-Turkish war of 1919-1922. Note that roundels on the lower wing surface do not have a 1 inch White outline.

Turkish Air Force

Airco D.H.9 - 1921

This was a Greek aircraft captured by the Turks when it made a forced landing at Mugla on 27th July 1921. The plane was named “Ismet” after the commander of the Western Front. The name is painted onto the red square of the national insignia both sides of the fuselage.this aircraft was used extensively throughout the Turkish War of Independence. After the war it was converted into a two-seat trainer and it was used at the flying school in Gaziemir-Izmir until it was retire in 1924.

Airco D.H.9 - 1922

This was one of three Greek Navy planes deserted at the Gaziemir airfield after the Greek withdrawal and evacuation of Izmir on 9th September 1922. It was named “Ganimet” which translates as War Gain. The name is painted onto the red square of the national insignia on the starboard side of the fuselage. The port side insignia bears the identification number 262. It was converted into a two-seat trainer and used at the flying school in Gaziemir-Izmir until 1924.

References

1. Wings Palette - Airco DH.9/9A - Greece: retrieved from http://wp.scn.ru/en/ww1/b/47/23/0
2. Wings Palette - Airco DH.9/9A - Turkey retrieved from http://wp.scn.ru/en/ww1/b/47/137/0

A Side Note:

Recently during image searches I have noticed a trend which is does not bode well. It seems users of several highly trafficked and well known forums are not only “Hot linking” (using a URL to images on other people's server so they are stealing bandwidth) but they do not even have the common courtesy to ask permission to use images or give credit to the owner of the material and a link back to the site they are robbing. Hot linking and use media without attribution is theft of intellectual property pure and simple. Not only has my work been pilfered but the work of many others have been treated the same way. There is a trend where the hosts of the forums are turning a blind eye to the problem even after receiving email about the problem. I see them just as culpable as the abusers. We are better than that people.

Breguet Br.14A2 1919-1922

Breguet Br.14A2 of the Second Greco-Turkish War

It is good to get back to work on my projects after thee last month. As I said earlier I have been working on some of the later examples of World War One aircraft. Today offering is a few of the aircraft which fought in the Second Greco-Turkish War. There will be more of these aircraft to come.

When the Treaty of Versailles was signed on November 11 of 1918, it was called the war to end all wars. With hindsight we can see just how out of touch they were. All the treaty did was set the stage for even more warfare, both in the long and short term future. The combination of shifting fortunes of nations a rise in nationalism in the Baltic, and availability of weapons left over from WWI was a recipe for a new string of smaller but no less fierce wars.

When Turkey was reeling from their ill-fated participation in WWI, Greece saw an opportunity for expansion. Even though Turkey had been on the losing side of the Great War, their army still had more troops and armament than the Greeks. The Turks crushed the Greek forces and the Treaty of Laussane formalized the cessation of hostilities in 1923. In the end this military misadventure proved to be a mistake which would topple the Greek monarchy and bring about military rule. The Second Greco-Turkish War would bring about the current state of affairs in the Middle east.

Turkey

Breguet Br.14A2 Turkish Air Force - 1921

This Turkish Bre.14.A2 has a fairly standard French camouflage pattern. The aircraft bears the new red square and star and crescent rudder markings.

Greece

Breguet Br.14A2 - 1921

The basic fuselage scheme is similar to the Turkish example shown above. Notable is the black wavy line over-painted on the Greek insignia on the fuselage. The rudder is painted in the standard Greek identification pattern.

Breguet Br.14A2 - 1921

The paint scheme is more muted on this example and the serial numbers on the rudder have been over-painted. Like the previous aircraft the forward section is bare metal.

Germany - 1916 LFG Roland C.II pt.2

Early C Class Aircraft and Kagohl Units

The Kagohl (Kampfgeschwader der Obersten Heersleitung) were aerial units which operated under the Commander of the German Armies. The organization consisted to a Headquarters Staff and six Kampfstaffeln, each consisting of six C Class aircraft. They had their own ground transport and used the German railway system for rapid deployment. Their original concept, was strategic bombing of England. The flaw in the plan was C class aircraft lacked the operational range to bomb England. Instead of performing strategic bombing missions; they operated as tactical bomber units. During the battle of Verdun, They patrolled the front attempting to prevent French bomber operations against the German front. Some Kagohls also served on the Eastern front.

Kagohl 2 consisted of Kampfstaffeln(Kasta) Nr.7-12. Kasta Nr.8 was founded on December 20, 1915. The Kasta flew LFG Roland C.II, and one of the unit's claim to fame is Manfred von Richthofen served with them early in his career.

Three Roland LFG From Kagohl 2/Kasta 8

LFG Roland C.II Mont-Morville Aerodrome - 1916

This example shows some of the features of the early LFG C.II. Of note is the lack of a forward mounted gun and the round roll cage. The finish is called sky. The actual color could vary from pale blue to light gray or off-white.

LFG Roland C.II Ltn Manfred von Richthofen Kg2/8 May-June 1916

This example is one of the first aircraft that von Richthofen flew in combat. He flew this LFG Roland while serving with Kasta 8 on the Eastern Front.

LFG Roland C.II Mont-Morville Aerodrome - 1916

The finish on this example is lighter. Besides the vertical bands the finish and structure of the aircraft is the same as the previous profiles.

France - 1917 Salmson 2a

Three French Salmson 2a

Late in the war many French Escadrille were supplied with the excellent Salmson SAL 2a. Today I am posting samples of some of the more successful units. I am working on more examples and will follow up with updates soon.

Escadrille SAL.1

Salmson 2a Escadrille SAL.1 Les Escargots - 1918

This is a very well known SAL.2a which flew in the 1^st Escadrille. The insignia is a blue snail. I have no information on the crew or serial number. I used a drawing by Bob Pearson as the primary source for the marking information.

Escadrille SAL.28

Salmson SAL 2a Escadrille SAL.28 sn-10-44 - 1918

I began research on this aircraft with photo and details I found at albindenis.free.fr. This Escadrille used an elephant as their insignia. Different flights carried black, white, or the most definitive version which was a charging elephant with a green cover with gold trim. This is the insignia I used on this profile.

Escadrille SAL.32

Salmson 2a Escadrille SAL.32 - 1918

I used Bob Pearson's color profile and photos from albindenis.free.fr as references for this profile. The 32th Escadrille used a seagull in flight or on a naval life preserver as their insignia.

Germany - 1918 Halberstadt CL.IV

The Most Effective Ground Attack Aircraft of WWW I

The holidays have thrown my posting schedule for a loop. In the US we have been celebrating Thanksgiving. A day of feasting on large flightless birds and tables groaning under the weight of side dishes. I have recuperated from digestive torpor in time to post today. I am into my early 6 weeks of doing full time charity work to bring food and Christmas gifts to those who are unable to provide for them self.

I decided to post some of my new profiles of one of my favorite planes of the war. I will post a few more when I get the time.

Halberstadt CL.IV Schlachtstaffel 21 Chateau Thierry July 1918 - 1918

This striking example was the aircraft flown by the CO of Schlachtstaffel 21 in the Battle of Chateau Thierry in mid-July of 1918. The white fuselage with white strikes made it a high priority on my profile list. The wings are standard five color lozenge fabric, while the tail plane is white.

Halberstadt CL.IV Unit and Pilot Unknown - 1918

The color scheme of this plane is a matter of conjecture. Most show it as varnished wood over-painted with the black and white design. Other references show it as a blue gray under surface with the black and white markings. In all the examples the wings were covered in German five color lozenge cloth. None of the sources had any information on what unit it served in or the identity of the flight crew.

Halberstadt CL.IV Unit and Pilot Unknown - 1918

The fuselage on this example is painted in a four color camouflage pattern, The diagonal stripe has a thin black stripe separating th red and yellow areas. The skull and crossbones is a favorite marking used by many nations. I assume it was a personal marking and not a unit identifier. The black number on the rudder is somewhat common, however most still bore the numbers on the fuselage.

The Halberstadt CL.IV was one of the most effective ground attack aircraft of World War I, relying on its good maneuverability to avoid ground fire. It appeared on the Western Front towards the end of the German offensives in 1918. Karl Thies, chief designer of the Halberstädter Flugzeugwerke, G.m.b.H., designed the CL.IV as a replacement for the CL.II, which was very successful in harassing Allied troops. Purpose of an improved version was to create a superior ground attack aircraft.

The new CL.IV featured a shorter, strengthened fuselage and a horizontal stabilizer of greater span and higher aspect ratio than that of the CL.II. These changes, along with a one-piece, horn-balanced elevator, gave the CL.IV much greater maneuverability than the CL.II. After tests were completed of the prototype in April 1918, at least 450 were ordered from Halberstadt, and an additional 250 aircraft from a subcontractor, LFG (Roland).

As with the CL.II, the CL.IV was powered by a single 160 hp (120 kW), 6 cylinder in-line, water cooled Mercedes aircraft engine. The aircraft was armed with a fixed forward-firing 0.312 in (7.92 mm) LMG 08/15 “Spandau” synchronized machine gun, and a single trainable 0.312 in (7.92 mm) “Parabellum” MG14 machine gun, on a ring mount in the observer's cockpit.

Flights of four to six CL.IVs flew close support missions, at an altitude of less than one hundred feet, suppressing enemy infantry and artillery fire just ahead of the advancing German troops. After these late German offensives stalled, Halberstadt CL.IVs were used to disrupt advancing Allied offensives by striking at enemy troop assembly points and night sorties were also made against Allied airfields and interception missions against Allied bombers as they returned from their missions.

References

1. From Wikipedia Halberstadt CL.IV, "http://en.wikipedia.org/wiki/Halberstadt_CL.IV"

United States - 1918 Salmson 2a

Salmson 2a in the 1st Observation Group

I have been busy working on American aircraft groups and I have just finished a new master file for the Salmson 2a. So far I have done several French, American, and one British profile. The SAL 2a has a lot of detail to contend with. Once again it is fun with louvers time. I have worked up an easy way to add them. I make one louver, trim the image to give me the proper spacing, make a new image window the correct size and use a fill tool to make a row of them as long as I want. As long as I do the math before creating the new window I get a clean even row of them without any irregularities. A bit of copy pasting to a layer and the I have what I need fast and easy. Then all I need to do is tweak the opacity and the layer blending mode and I am done. Keeping them isolated on a single layer keeps things simple if I need to play with them later.

1^st Aero Squadron 1st Observation Group U.S.A.S.

Salmson 2a 1^st Aero Squadron - 1918

When the United States declared war on Germany on 6 April 1917, the 1^st Aero Squadron was still based at Columbus, New Mexico. The Army ordered the 1^st Aero Squadron to Fort Jay, New York City, to accompany the 1^st Division to France. The squadron arrived in August 1917, too late to join the 1^st Division, but sailed for France on its own under the command of Major Ralph Royce. It arrived at Le Havre on 3 September 1917, the first U.S. squadron in France.

Untested U.S. squadrons were initially sent to a fairly inactive sector of the Front north of Toul to acquire combat experience at minimum risk. The 1st Aero Squadron trained at Avord, Issoudun and Amanty, France, during the winter of 1917–18. While at Amanty a member of the squadron, Lt. Stephen W. Thompson, achieved the first aerial victory by the U.S. military. The aircraft used by the squadron were the Curtiss AR-1, Spad XIII pursuit plane, and Salmson 2 observation plane.

On 8 April 1918, the 1^st Aero Squadron was assigned to an aerodrome at Ourches, and was joined shortly after by the 12^th and 88^th Aero Squadrons to form the 1^st Corps Observation Group, the first U.S. air group. The group served as an observation unit for both the French XXXVIII Corps and the U.S. I Corps, moving its location nine times between April and November.

88^th Aero Squadron 1^st Observation Group U.S.A.S.

Salmson 2a 88^th Aero Squadron - 1918

Activated in the summer of 1917 as the Air Service 88th Aero Squadron; deployed to France during World War I and served on the Western Front. Engaged in combat as a corps observation squadron with I, III, IV, and V Army Corps, May 30 – November 10, 1918. After the armistice subsequently served with VII Army Corps in occupation force, November 1918 – May 1919 when the squadron returned to the United States

90^th Aero Squadron 1st Observation Group U.S.A.S.

Salmson 2a 90^th Aero Squadron - 1918

The 90^th Fighter Squadron was initially activated on 20 August 1917, as the 90^th Aero Squadron. Its first location was at Kelly Field, San Antonio, Texas. The first few months of its existence were consumed by the necessary training to prepare the men for operations in France during World War I. On 12 November 1917, the men of the 90^th arrived at Le Havre, France. The initial cadre of officers and enlisted men began preparing the infrastructure necessary to support their flying mission. The air contingent arrived soon after this first group.

The squadron's first aircraft were the Sopwith 1½ Strutter ground attack aircraft. The squadron upgraded to Salmson 2-A2s, SPAD Xis, and Breguet BR-14 observation aircraft. Pilots flew from Colombey-les-Belles and scored seven confirmed aerial victories (against aircraft) and participated in the final allied offensives. The 90^th earned a positive reputation for its ground attack missions during its continuous participation in the air offensive over Saint-Mihiel. Its first commander, First Lieutenant William G. Schauffler, designed the 90th's Pair o' Dice emblem displaying natural sevens during this campaign.

Morane-Saulnier A1 part 2

Morane-Saulnier A1 in Other Countries.

Here are a couple more Morane-Saulnier A.1 monoplanes. I wish I could find more examples to give a wider view of this plane. My Morane-Saulnier mania has moved on to the Type N "Bullet". I have finished my new master file and added a lot more detail than in the old lost version. My next post will share some of the new crop of illustrations I finished today.

Belgium Belgian Air Force

Morane-Saulnier A.1 MoS 30 E1 9e Escadrille Belgium Air Force

This is one of three Morane-Saulnier A.1 which were given to the Belgian Air Force by France. The paint scheme is the standard five color French pattern. As with French aircraft there are no fuselage roundels. The wing had roundels top and bottom surfaces. The white thistle flower is a unit marking. The Morane-Saulnier logo was moved from the cowling to the tail fin. The identification markings on the rudder are in white.

Poland Belgian Air Force

Morane-Saulnier A.1 MoS 30 E1 Polish Air Force 1921

In 1921 France sent several A.1 to Poland to help fill the ranks of the fledgling Polish Air Force. I have seen other profiles but the only one I have found which is verified is this example. Nearly the entire aircraft is painted in a uniform olive drab with silver or gray under surfaces. Once again national insignias are displayed on both the top and lower wing surfaces. The markings are a simple version of the tail insignia except there is no border on them. The white 21 is an aircraft identifier and not a unit designator. The Morane-Saulnier logo has been over-painted.

Germany - 1916 Aviatik D.II

Aviatik AG Experimental Fighter

Automobil und Aviatik AG made their reputation designing and building effective two seat reconnaissance aircraft. Experiments on building single seat fighters began in 1916, which yielded mixed results. Unlike the fighter aircraft produced in Austria by Aviatik-Berg (Österreichische-Ungarische Flugzeugfabrik), the German Aviatik designs never went beyond the experimental stage and entered production.

Aviatik Type D II - 1916

It was a fun project involving an interesting and rarely drawn aircraft. Since I have only seen black and white photos and line drawings of the aircraft the colors are conjectural. Now I can get on completing a drawing of the Aviatik D.III for future display.

The Automobil und Aviatik AG of Leipzig-Heiterblick licence-built the Halberstadt D.II as the Aviatik D.I - later known as the Halberstadt D.II(Av)in late 1916. The experience helped in developing and building first original Aviatik single-seat fighter design, designated as the D.II . The D.II was an orthodox staggered single-bay biplane with wood and fabric-covered wings. The airframe construction featured a steel tube forward section covered in a metal skin. The aft fuselage was largely skinned in plywood.

Power was generated by the 160hp Daimler D III six-cylinder water-cooled engine. The armament consisted of the standard twin forward-firing synchronized 0.312 in (7.92 mm) LMG 08/15 "Spandau" machine guns firing through the air-screw disc.

Construction of the prototype and the initial test flight took place in 1916. Unfortunately the results were not very promising when compared with other competing designs. The D.II fighter did not find favor with the Idflieg. It was not accepted for production, and further development of the design was discontinued, only the one prototype was built.

References

1. Aviatik D.II 1916 The Virtual Aircraft Museum Retrieved Sept. 16, 9:07 from http://www.aviastar.org/air/germany/aviatik_d-2.php
2. Aviatik D II Flying Machines Russia Retrieved Sept. 16, 9:17 from http://flyingmachines.ru/Site2/Crafts/Craft25476.htm
3. Gray, Peter and Thetford, Owen. German Aircraft of the First World War. London:Putnam, 1962.

Britain - 1916 Vickers F.B.11

Another Failed Experiment

When the British War Office drew up a specification for a multi-seat escort fighter powered by one of the new Rolls-Royce Eagle engines The competing designs were all bizarre. The specification called for a plane to protect formations of bombers from German fighters and attacking enemy airships. The Sopwith L.R.T.Tr. had a nacelle mounted on the upper wing and it was a triplane design. The Armstrong Whitworth F.K.6 was another triplane with twin gunner nacelles mounted between the middle and lower wing. None of these aircraft went beyond the experimental stage. Newer and better designs made them obsolete and the contract was never filled.

Vickers F.B.11 - 1916

The Vickers F.B.11 was a prototype British three-seat escort fighter of the First World War. A large single engined biplane, it carried one gunner in a nacelle mounted on the upper wing to give an all-round field of fire. Only a single example was completed.

In early 1916, the British War Office drew up a specification for a multi-seat escort fighter to be powered by one of the new Rolls-Royce Eagle engines, intended to protect formations of bombers from German fighters such as the Fokker E.I, with an additional role of destroying enemy airships. While the specification did not require high speed, a good field of fire for its guns was essential, while the secondary anti-Zeppelin role demanded an endurance of at least seven hours.

Orders were placed for prototypes from Armstrong Whitworth (the F.K.6), Sopwith (the L.R.T.Tr.) and Vickers. All three designs were driven by the need to provide wide fields of fire in the absence of effective synchronisation gear that would allow safe firing of guns through the propeller disc.

The Vickers response, the F.B.11, designed by R.L. Howard-Flanders, was a large, single-bay, biplane of tractor layout. Pilot and one gunner sat in separate but closely spaced cockpits under the trailing edge of the upper wing, while a second gunner sat in a nacelle, or "fighting top", attached to, and extending forward of the upper wing. The Eagle engine was mounted in a clean cowling, with the radiator fitted behind the engine in the fuselage.

Two prototypes were ordered, with the first flying in September-October 1916, being tested at RNAS Eastchurch in November that year. It proved to have poor lateral control and performance, and was destroyed in a crash. The second prototype was not completed, and as effective synchronising gears were now available (including Vickers own Vickers-Challenger gear), none of the escort fighters were developed further.

References

1. From Wikipedia Vickers F.B.11, "http://en.wikipedia.org/wiki/Vickers_F.B.11"
2. Andrews, C.F. and Morgan, E.B. "Vickers Aircraft since 1908". London:Putnam, 1988. ISBN 0 85177 815 1.
3. Bruce, J.M. "British Aeroplanes 1914-18". London:Putnam, 1957.
4. Bruce, J.M. War "Planes of the First World War: Volume Three Fighters". London:Macdonald, 1969. ISBN 0 356 01490 8.
5. Green, William and Swanborough, Gordon. "The Complete Book of Fighters". New York:Smithmark, 1994. ISBN 0-8317-3939-8.
6. Lewis, Peter. "The British Fighter since 1912". London:Putnam, Fourth edition, 1979. ISBN 0 370 10049 2.
7. Mason, Francis K. "The British Fighter since 1912". Annapolis, Maryland, USA:Naval Institute Press, 1992. ISBN 1-55750-082-7

Britain - 1916 Avro 523 Pike

Snatching Order Out Of Chaos

Aviation development in the early war was punctuated with stops, starts, and wrong turns. In the beginning of the war British high command were slow to see a purpose for military aviation. One general said aircraft had no place in modern warfare. Early British development was hampered by a chaotic lack of direction. There was no central organization for aircraft procurement and many small companies tried to build their idea of a viable military aircraft. The result was a waste of time, material, and man hours better spent on practical designs. It was not till 1915 that Britain established a coherent organizational structure.

By 1916 the situation was finally in place so efficient development could begin. One problem remained, that was one of defining the purpose for designs. The idea of form follows function had not hit home yet. Many aircraft were classified as multi-role aircraft, instead of optimizing the design for a particular type of mission. The Avro 523 Pike is an example of this unfortunate practice.

An Avro White Elaphant

Avro 523 Pike - 1916

The Avro 523 Pike (the first Avro aircraft to receive a name) was a British multi-role combat aircraft of the First World War that did not progress past the prototype stage. It was intended to provide the Royal Naval Air Service with an anti-Zeppelin fighter that was also capable of long-range reconnaissance and light bombing.

The Avro Pike was a large, three-bay biplane of conventional layout driven by two pusher propellers. Three open cockpits were provided, the center one for the pilot, and gunners fore and aft of him. The Admiralty evaluated the type, but rejected it. Avro then built a second prototype, changing the original's Sunbeam engines for Green E.6 engines instead and designating it the 523A.

The Admiralty evaluated this in November 1916, but found that the type was now obsolete and did not place an order. The two prototypes flew as testbeds with Avro for the remainder of the war.

References

1. Avro Pike. (2010, November 10). In Wikipedia, The Free Encyclopedia. Retrieved 04:46, November 27, 2010, from http://en.wikipedia.org/w/index.php?title=Avro_Pike&oldid=395871349
2. Jackson, A.J. Avro Aircraft since 1908. London: Putnam, 1990. ISBN 0-85177-834-8.
3. Mason, Francis K. The British Bomber since 1914. London: Putnam, 1994. ISBN: 1557500851 ISBN-13: 978-1557500854.
4. Taylor, Michael J. H. Jane's Encyclopedia of Aviation. London: Studio Editions, 1989, p. 93.
5. World Aircraft Information Files. London: Bright Star Publishing.

Germany - 1917 Hannover CL.III

Hanover's Ground Attack Aircraft

Hannoversche Waggonfabrik did not design or produce many types of aircraft during the Great War, however the CL.III was a very successful plane. The aircraft had a production run of 617 planes. The top wing configuration also allowed the observer to fire a pair of ring-mounted 7.92 mm (0.323 in) LMG 08/15 machine guns into the forward arc. They supplemented the pilot's single machine gun fire making the forward arc a very dangerous place to be.

Hannover CL.III - 1917

Hannover CL.III - 1917

The Hannover CL.III was a German military aircraft of World War I. It was a two-seat multi-role aircraft, primarily used as a ground attack machine. Like the other Hannover “light-C-class”, or “CL” designated aircraft designed by Hermann Dorner, it included an unusual biplane tail, allowing for a greater firing arc for the tail gunner. Until the introduction of the aircraft, such tails had only been used on larger aircraft.

Compared to the preceding CL.II, the CL.III had redesigned ailerons with aerodynamic balance areas that overhung the wingtips, a modification that provided greater maneuverability, especially at the low levels that the CL.III was expected to be operating at in its new ground-attack role as the Schutzstaffeln (escort squadrons) were reassigned as Schlactstaffeln (battle squadrons). It was also intended that it should use the excellent Mercedes D.III engine, but the Idflieg gave priority for these engines to fighter production, and most CL.IIIs were produced with the same Argus engine that the CL.II had used. The Argus engined variant was designated CL.IIIa.

References

1. From Wikipedia Hannover Cl.II, "http://en.wikipedia.org/wiki/Hannover_Cl.II"
2. Grosz, Peter M, "Hannover Cl.III Windsock Datafile No.23", Albatros Publications, 1990. ISBN 0-948414-27-8

France - 1917 Caudron R 11

The Last French Bomber of The Great War

The clean sleek lines of the Caudron R.11 always reminded me of old drawings of what future aircraft would look like. They could be straight out of an old Flash Gordon story. When other designers were working on boxy planes that looked lumbering and slow Caudron made planes which looked like they were fast and nimble. I used examples I had found when researching the project. So there are no surprises or improvisations on my part.

Caudron R 11 - 1917

The Caudron R.11 was first used as a bomber and then used as an escort at the end of the war. This was the last bomber the French built during the war.

The R.11 was originally intended to fulfill the French Corps d'Armee reconnaissance category. Its design was similar to the Caudron R.4, but with a more pointed nose, two bracing bays outboard the engines rather than three, no nose-wheel, and a much larger tail. The engines were housed in streamlined nacelles just above the lower wing.

The French army ordered 1000 R.11s. Production began in 1917, with the first aircraft completed late in that year. In February 1918 the first Escadrille (squadron) R.26 was equipped. The last escadrille to form before the Armistice (and production ended abruptly) was R.246, at which point 370 planes had been completed.

References

1. From Wikipedia Caudron R.11, "http://en.wikipedia.org/wiki/Caudron_R.11"
2. Donald, David, ed (1997). "The Encyclopedia of World Aircraft". Prospero Books. ISBN 1-85605-375-X.
3. Green, W; Swanborough, G (1994). "The Complete Book of Fighters". New York: Smithmark. ISBN 0-8317-3939-8.