Germany - 1918 - Zeppelin-Lindau CS.I

With a Little Help From my Friends!

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, Bloodied Red Star. 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.

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.

The Shape of Things to Come: Zeppelin-Lindau CS.I

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.

Zeppelin-Lindau (Dornier) CS.I s/n 8502 - 1918

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.

Zeppelin-Lindau CS.I Front mounted radiator

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.

Short Overview of the Zeppelin-Lindau CS.I

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.

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.

References

1. Zeppelin-Lindau (Dornier) CS.I(2012, August 10). In Myflyingmachines. Retrieved 22:34, August 11, 2012, from http://flyingmachines.ru/Site2/Crafts/Craft30303.htm
2. Gray, Peter; Thetford, Owen (1962). German Aircraft of the First World War (First edition ed.). London: Putnam.

Germany - 1918 - Zeppelin-Staaken R.VI, s/n 8301

When Knights Take Wing and Dragons Scourge the Land.

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.

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.

Giant German Sea planes

Zeppelin-Staaken R.VI, s/n 8301 - 1918

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.

Some Personal Observations on the 8301

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.

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.

Germany - 1917 Zeppelin-Staaken R-type pt 2

In Search of Giants

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.

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.

Zeppelin-Staaken R.VI, s/n 37/16, 1917

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.

Zeppelin-Staaken Type L s/n 1432 - 1917

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.

A Short Overview of the Zeppelin-Staaken R.VI

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

References

1. 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
2. Mark's Lists German Giants Retrieved 01:01, May 17, 2012, from http://www.markslists.net/history/germangiants/index.html
3. The Aerodrome Forum Zeppelin Staaken R.vi/ Type L Seeflugzeug Bomber Camouflage Retrieved 01:01, May 17, 2012, from http://www.theaerodrome.com/forum/camouflage-markings/33768-zeppelin-staaken-r-vi-type-l-seeflugzeug-bomber-camouflage.html
4. E. Offermann, W. G. Noack, and A. R. Weyl, "Riesenflugzeuge, in: Handbuch der Flugzeugkunde" (Richard Carl Schmidt & Co., 1927).
5. Haddow, G.W. & Grosz, Peter M. "The German Giants, The Story of the R-planes 1914–1919". London. Putnam. (1962, 3rd ed. 1988).ISBN 0-85177-812-7
6. Gray, Peter & Thetford, Owen. "German Aircraft of the First World War". London, Putnam. (2nd Ed.) 1970. ISBN 0-370-00103-6
7. Wagner, Ray and Nowarra, Heinz, "German Combat Planes", Doubleday, 1971.

Germany - 1918 Junkers CL.I

A Life of Controlled Chaos

Things have been hectic in the studio recently. The Polish Project is moving along with new additions to the galleries. New master files are in work and new references have been found. In addition to this I have started a collaboration with a writer like and respect on an upcoming project. I will give more details on the project when I can. All I will say at the moment is it will be a very interesting read.

Long term readers know my opinion on the question of what makes a forward thinking airplane design during the First World War. It is no secret that I think designs with more than a single set of wings was a paradigm which needed to be cast aside. In most cases triplanes were a waste of time and material. Successful triplanes were light weight and small. Ironically this type of airframe was what made the Fokker E.V-D.VIII a great plane.

Junkers's Dream Machine

Hugo Junker was an inspired visionary who did the groundwork for modern aviation. He championed the idea of metal skinned monoplane aircraft in spite of what some saw as common wisdom, but was just another manifestation of lack of vision. Junker went beyond the envelope and saw the shape of things to come. His ideas were picked up by Anthony Fokker, who was always quick to assimilate the work of others, during their joint venture producing the J.10 late in the war.

Junkers Cl.I - 1918

This is an example of the long body version of the CL.I (J.8 or J.10) painted in a relatively common camouflage scheme.

Junkers CLS.I - 1918

As with many aircraft a seaplane version was tested for feasibility. This example has an unpainted body and struts with a streaked camouflage on the floats. The rudder on the J.11 was altered as well as the exhaust system.

Overview of the Junkers CL.I

The Junkers CL.I was a ground-attack monoplane aircraft developed in Germany during World War I. Its construction was undertaken by Junkers under the designation J 8. as proof of Hugo Junkers' belief in the monoplane, after his firm had been required by the Idflieg to submit a biplane (the J 4) as its entry in a competition to select a ground-attack aircraft.

The J 8 design took the J 7 fighter as its starting point, but had a longer fuselage to accommodate a tail gunner, and larger wings. The prototype flew in late 1917 and was followed over the next few months by three more development aircraft.

The Idflieg was sufficiently impressed to want to order the type, but had misgivings about Junkers' ability to manufacture the aircraft in quantity and considered asking Linke-Hoffmann to produce the type under license. Finally, however, Junkers was allowed to undertake the manufacture as part of a joint venture with Fokker, producing a slightly modified version of the J 8 design as the J 10. Like the other Junkers designs of the period, the aircraft featured a metal framework that was skinned with corrugated duralumin sheets. 47 examples were delivered before the Armistice, including three built as float planes under the designation CLS.I (factory designation J 11). After the war, one or two CL.Is were converted for commercial service by enclosing the rear cockpit under a canopy.

References

1. From Wikipedia Junkers CL.I "http://en.wikipedia.org/wiki/Junkers_CL.I"
2. Green, W; Swanborough, G (1994). "The Complete Book of Fighters. New York: Smithmark. ISBN 0-8317-3939-8.
3. Gray, Peter; Thetford, Owen (1962). German Aircraft of the First World War". London: Putnam.
4. Taylor, Michael J. H. (1989). "Jane's Encyclopedia of Aviation". London: Studio Editions. pp. 536.
5. "World Aircraft Information Files". London: Bright Star Publishing. pp. File 897 Sheet 01.

Britain - 1913 Avro 501

Early British Military Seaplanes

By 1913 The idea of aircraft designed for military use had firmly taken hold. The needs of different branches of nation's military service were being identified. These needs were reflected in requests for specific operational capability requirements to design firms. In Britain the Naval Admiralty saw the need for a way to project air power into service as the eyes of the fleet far from land. A.V. Roe & Company was eager to help fill the void with their company's designs.

The Avro Type H, Type 501, and Type 503 were a family of early British military seaplanes. They were a development of the Avro 500 design and were originally conceived of as amphibious; the prototype being fitted with a single large main float (equipped with wheels) under the fuselage, and two outrigger floats under the wings. Tests were conducted on Lake Windermere in January 1913. It was later converted to twin-float configuration and bought by the British Admiralty. It now, however, proved too heavy and was converted again - this time to a land plane.

An improved version, designated the 503 was demonstrated for the Inspector of Naval Aircraft, who placed an order for three machines. The prototype itself was demonstrated for the German Navy in its seaplane trials in June 1913 and was purchased by the government of Imperial Germany for evaluation purposes. This machine subsequently became the first aircraft to fly across the North Sea, from Wilhelmshaven to Heligoland, in September 1913. Gotha purchased a licence from Avro and produced the type as the WD.1 (Wasser Doppeldecker - "Water Biplane"). Unlicenced copies were also built by Albatros, AGO, Friedrichshafen. Some WD.1s were provided to the Ottoman Empire following their withdrawal from German Navy service.

References

1. "Avro 501". (2011, January 22). In Wikipedia, The Free Encyclopedia. Retrieved 04:57, January 31, 2011, from http://en.wikipedia.org/w/index.php?title=Avro_501&oldid=409396299
2. Jackson, A.J. (1990)." Avro Aircraft since 1908" (Second ed.), p. 51. London: Putnam. ISBN 0 -85177-834-8.
3. Taylor, Michael J. H. (1989). "Jane's Encyclopedia of Aviation". London: Studio Editions. pp. 91.
4. "World Aircraft Information Files". London: Bright Star Publishing. pp. File 889 Sheet 93.

Germany - 1916 Friedrichshafen FF.43

Friedrichshafen FF.43 - 1916

The Friedrichshafen FF.43 was a German single-seat floatplane fighter of the 1910s produced by Flugzeugbau Friedrichshafen.

Designed for defence of the floatplane bases, the FF.43 was a biplane powered by a Mercedes D.III inline piston engine driving a tractor propeller. It was armed with two 7.92 mm (0.312 in) LMG 08/15 forward-firing machine guns. Only one aircraft was built.

References

1. Friedrichshafen FF.43. (2010, September 20). In Wikipedia, The Free Encyclopedia. Retrieved 21:47, February 12, 2011, from http://en.wikipedia.org/w/index.php?title=Friedrichshafen_FF.43&oldid=385843959
2. The Illustrated Encyclopedia of Aircraft (Part Work 1982-1985). Orbis Publishing.
3. Borzutzki, Siegfried (1993). Flugzeugbau Friedrichshafen GmbH: Diplom-Ingenieur Theodor Kober. Berlin: KÖnigswinter.

Germany - 1914 Friedrichshafen FF.33e

Early German Float Planes

Friedrichshafen FF.33e - 1917

Friedrichshafen FF.39 - 1917

The Friedrichshafen FF.33 was a German single-engined amphibious reconnaissance biplane designed by Flugzeugbau Friedrichshafen in 1914.

The initial production version was powered by a Mercedes D.II engine inline water-cooled engine, six examples of this variant were built. The basic design was refined and improved. The FF.33e main production reconnaissance variant was powered by a Benz B.III inline engine. This version had longer twin floats, and the under tail central float was eliminated. A radio transmitter replaced its armament, aproximately 180 examples of the FF.33e variant were built.

The FF.33l was the main production armed scout/fighter version. The design underwent aerodynamic improvements, including a reduction in length and wingspan, about 135 of this version built.

The FF.33 served in both the German and Austrio-Hungarian navies. Several other nations purchased the Friedrichshafen FF.33e during the first world war, including: Bulgaria, Denmark, Netherlands, and Sweden. The Finnish Air Force purchased two FF.33Es from Germany in February 1918. The first one arrived on April 20, 1918 to Vaasa and the other one in the summer of 1918.

Versions

• FF.33 Initial production version powered by a Mercedes D.II engine, six built
• FF.33b FF.33 with pilot and observers positions reversed, additional observers-operated machine-gun and powered by 119 kW (160 hp) Maybach inline piston engine, five built.
• FF.33e Main production reconnaissance variant powered by a Benz B.III inline engine, longer twin floats, under tail central float removed, and radio transmitter instead of armament, about 180 built.
• FF.33f Scout/Fighter version based on FF.33e with reduced span wings and reduced length but fitted with a machine-gun on a pivoted mount, five built.
• FF.33h FF.33f with aerodynamic refinements, and duplication of wing-bay bracing cables as a safeguard if the observer has to fire his machine-gun forward through the wings, about 50 built.
• FF.33j FF.33e with aerodynamic refinements and the provision of a radio transmitter and receiver.
• FF.33l Main production scout/fighter version, with further aerodynamic improvements and a fixed machine gun, about 130 built
• FF.33s dual-control trainer version
• FF.39 Refined version of the FF.33e with a 149 kW (200 hp) Benz Bz.IV engine, 14 built.
• FF.49c Further improved FF.39 with strengthened structures, balanced controls, a radio receiver and transmitter, machine-gun for observer, over 200 built.
• FF.49b Bomber variant of the FF.49c, crew positions reversed, deletion of observers machine-gun and provision to carry a light bombload, 15 built.
• FF.59a Development aircraft based on FF.39 with different tail, one built.
• FF.59b Development aircraft based on FF.39 with different tail, one built.
• FF.59c FF.39 with modified tail unit, wing interplane struts moved outwards and inner-bay bracing wires removed.
• C.I A landplane version of the FF.33l with wheeled landing gear, one built.

References

1. Friedrichshafen FF.33. (2010, August 15). In Wikipedia, The Free Encyclopedia. Retrieved 21:57, August 29, 2010, from http://en.wikipedia.org/w/index.php?title=Friedrichshafen_FF.33&oldid=379054818
2. Timo Heinonen. Thulinista Hornetiin - 75 vuotta Suomen ilmavoimien lentokoneita. Tikkakoski: Keski-Suomen ilmailumuseo. (1992) ISBN 9519568824.

Britain - 1917 Port Victoria P.V.9

Britain's Final Float Plane

TGIF you say? Well here we are. Another Friday and we are looking forward to the end of another week. I hope you have a great weekend.

Today I am continuing with the aircraft developed by the RNAS Marine Experimental Aircraft Depot at Port Victoria. This is the last float plane of the development arc they produced. Britain changed naval aviation concept and moved to naval planes launched by the new batch of ships converted into earlier carriers. Unlike the Germans who continued producing several line of successful float planes; British float plane development ended in 1917.

Port Victoria PV.9 - 1917

The Port Victoria P.V.9 was a British single-seat biplane float plane fighter of the First World War. Although claimed to be the best aircraft of its type yet to be tested, only a single prototype was built.

In mid-1917, the RNAS Marine Experimental Aircraft Depot at Port Victoria on the Isle of Grain was instructed to build a new single-seat float plane fighter as a possible replacement for the Royal Naval Air Service (RNAS)'s Sopwith Babys. The new aircraft was to combine the good maneuverability and pilot view of Port Victoria's earlier P.V.2 float plane with superior speed.

Like the P.V.2, the new design, the Port Victoria P.V.9 was a single-engined sesquiplane (i.e. a biplane with its lower wing much smaller than its upper wing) braced with faired steel tubes. The fuselage, wider than that of the P.V.2, was mounted between the upper and lower wings, almost filling the inter-wing gap, giving an excellent view for the pilot. Armament was a Vickers machine gun synchronized to fire through the propeller disc, with a Lewis gun mounted above the upper wing firing over the propeller. Power was provided by a Bentley BR1 rotary engine. While the designers had hoped to use the same high-lift aerofoil section as used in the P.V.2, this was rejected by the Admiralty, who demanded the use of the more conventional RAF 15 aerofoil, which resulted in a larger aircraft with a reduced climb rate and ceiling.

The P.V.9 made its maiden flight in December 1917, but trials were delayed by engine troubles and by a collision of the aircraft with a barge, which resulted in a propeller not matched properly to the aircraft being fitted, further reducing performance. Despite this, when the P.V.9 was officially tested in May 1918, the P.V.9 was said to be the best seaplane fighter tested up to that time. No production followed, however, as the availability of Sopwith Pup and Camel land planes which could operate from platforms aboard ships, removed the requirement for a float plane fighter.

References

1. "Port Victoria P.V.9". (2010, September 18). In Wikipedia, The Free Encyclopedia. Retrieved 00:02, November 9, 2010, from http://en.wikipedia.org/w/index.php?title=Port_Victoria_P.V.9&oldid=385587893
2. "Port Victoria P.V.9 1917" Virtual Aircraft Museum Retrieved 00:03, November 9, 2010, from http://www.aviastar.org/air/england/portvictoria_pv-9.php
3. "Port Victoria PV.9" (in Russian) http://www.airwar.ru/enc/fww1/pv9.html
4. Bruce, J.M. British "Aeroplanes 1914-18". London:Putnam, 1957.
5. Collyer, David. "Babies Kittens and Griffons". Air Enthusiast, Number 43, 1991. Stamford, UK:Key Publishing. ISSN 0143 5450. pp. 50-55.
6. Mason, Francis K. "The British Fighter since 1912". Annapolis, Maryland:Naval Institute Press, 1992. ISBN 1-55750-082-7.

Britain - 1917 Port Victoria P.V.5

More Aircraft from The Isle of Grain Part 2

Port Victoria PV.5 - 1917

Shortly after the Depot initiated work on the P.V.4, it was asked to develop a single-seat fighter seaplane also capable of performing light bombing tasks with two internally-stowed 30kg bombs. To meet this requirement, two different aircraft were designed and built, the P.V.5 and the P.V.5a. The former was developed from the P.V.2bis and employed a similar sesquiplane wing cellule devoid of flying wires and braced by struts to the float undercarriage. The wings employed a high-lift aerofoil section, the armament comprised a single synchronized 7.7mm machine gun plus the two 30kg bombs specified and power was provided by a 150hp Hispano- Suiza engine. Fitted with pontoon-type floats rather than the Linton Hope floats for which it had been designed, the P.V.5 was flight tested in mid-1917 with promising results, but the original requirement had been overtaken and development was discontinued.

References

1. "Port Victoria P.V.5 1917" Virtual Aircraft Museum Retreived from http://www.aviastar.org/air/england/portvictoria_pv-5.php
2. Mason, Francis K. "The British Fighter since 1912". Annapolis, Maryland:Naval Institute Press, 1992. ISBN 1-55750-082-7.
3. Green, William and Gordon Swanborough. "The Complete Book of Fighters". London: Salamander Books, 1994. ISBN 0-83173-939-8.
4. Bruce, J.M. "British Aeroplanes 1914-18". London:Putnam, 1957.

Britain 1916 Port Victoria P.V.2

Brainstorming on the Isle of Grain

The Royal Naval Air Service's Port Victoria Marine Experimental Aircraft Depot was a research facility assigned the task of innovating new aircraft designs for service in the RNAS. The idea did have merit since it was a centralized operation that was not producing redundant designs which were being offered by a flock of small companies with no aviation experience. They did produce interesting designs whether they entered production or not. As with many aircraft design companies, Port Victoria had to deal with what in many cases contradictory requests in the Admiralty's design specifications.

Port Victoria PV.2 - 1916

The Port Victoria P.V.2 was a British prototype floatplane fighter of the First World War, designed and built at the Royal Naval Air Service's Port Victoria Marine Experimental Aircraft Depot on the Isle of Grain. Only a single aircraft was built, with the type not being chosen for production.

The Port Victoria Depot's second design, designated Port Victoria P.V.2 was a floatplane fighter intended to intercept German Zeppelins. The P.V.2 was a small single engined biplane, powered by a Gnome Monosoupape rotary engine driving a four blade propellor. It was of wood and fabric construction, and of sesquiplane configuration, i.e. with its lower wing much smaller than its upper wing (both of which used the high-lift wing sections pioneered by the P.V.1). Unusually, the aircraft's wing bracing struts also carried the aircraft's floats, forming a "W" shape when viewed from the front. The upper wing was attached directly to the top of the fuselage, giving a good field of fire for the intended armament of a single 2-lb Davis gun recoiless gun.

The P.V.2 first flew on 16 June 1916, and demonstrated good performance and handling. The upper wing, however, while giving excellent upwards view to the pilot, gave a poor downwards view of the pilot, particularly during landing, while the Davis gun had lost favor with the Admiralty as an anti-Zeppelin weapon. The P.V.2 was therefore rebuilt as the P.V.2bis with a revised, longer span upper wing mounted 12 inches (0.30 m) above the fuselage and the Davis gun replaced by two Lewis guns mounted above the wing, firing over the propeller. The modified aircraft first flew in this form in early 1917.

While the P.V.2bis again showed excellent handling, the RNAS's requirement for a floatplane anti-Zeppelin fighter had lapsed, and no production was ordered.

References

1. "Port Victoria P.V.2". (2010, September 15). In Wikipedia, The Free Encyclopedia. Retrieved 23:34, November 8, 2010, from http://en.wikipedia.org/w/index.php?title=Port_Victoria_P.V.2&oldid=385055205
2. "Port Victoria P.V.2 1916" Virtual Aircraft Museum Retrieved 23:33, November 8, 2010, from http://www.aviastar.org/air/england/portvictoria_pv-2.php
3. Bruce, J.M. "The Sopwith Tabloid,Schneider and Baby: Historic Military Aircraft No.17 Part IV". Flight, 29 November 1957. pp. 845—848.
4. Collyer, David. "Babies Kittens and Griffons". Air Enthusiast, Number 43, 1991. Stamford, UK:Key Publishing. ISSN 0143 5450. pp. 50—55.
5. Mason, Francis K. "The British Fighter since 1912". Annapolis, Maryland:Naval Institute Press, 1992. ISBN 1-55750-082-7.

Germany - 1918 Hansa-Brandenburg W.33

The Final Version

The final war-time development of the Hansa-Brandenburg floatplanes reached maturity in the last days of the Great War. The basic design of the W.29 was refined and expanded on with the advent of the W.33. The W.33 was larger, heavier and faster than the W.29. The service ceiling was the same, however the endurance of the W.33 was greater by 30 minutes, giving it an edge in range. During it's operational life a total of approximately 181 examples were built.

Hansa-Brandenburg W.33 - 1918

Hansa-Brandenburg W.33 was a German two-seat, low-wing single-engined seaplane, which had been designed by Hansa und Brandenburgische Flugzeugwerke in the 1920s. Although the W.33 was built in relatively small numbers, the design was widely recognized as successful and numerous copies and license built versions were built by the hundreds after World War I.

The Hansa-Brandenburg W.33 aircraft was designed in 1916 by Ernst Heinkel and entered German service in 1918. 26 aircraft were built of this design, but only six before the collapse of the German empire. Noticeably superior to the FF.33L, it proved to be an excellent aircraft. The Hansa-Brandenburg monoplanes considerably influenced German seaplane design; several copies appeared in 1918, such as the Friedrichshafen FF.63, the Dornier Cs-I, the Junkers J.11, and the L.F.G. Roland ME 8. After the war a version of the W.29 was used by Denmark, while Finland obtained a license for to manufacture of the W.33.

Finland purchased a number of W.33 and W.34 aircraft from Germany. In 1921, Finland also obtained the manufacturing license for the W.33. The first Finnish-built Hansa made its maiden flight on 4 November 1922, and was called IVL A.22 Hansa. This aircraft was the first industrially manufactured aircraft in Finland. During the following four years a total of 120 aircraft were manufactured. The Finnish Air Force used the aircraft in maritime service until 1936.

Versions

• Hansa-Brandenburg W.33: 26 built
• IVL A.22: Hansa: Finnish license manufactured W.33, 120 built
• Hansa-Brandenburg Make: Norwegian license manufactured W.33, 41 built:
• Make I: 6 built
• Make II: 24 built
• Make III: 11 built at Kjeller Flyfabrikk and known as Kjeller F.F.8 Make III.

References

1. Hansa-Brandenburg W.33. (2010, December 3). In Wikipedia, The Free Encyclopedia. Retrieved 11:56, January 8, 2011, from http://en.wikipedia.org/w/index.php?title=Hansa-Brandenburg_W.33&oldid=400370370
2. Hansa-Brandenburg W.33 1918 Virtual Aircraft Museum Retrieved 12:15, January 8, 2011, from http://www.aviastar.org/air/germany/brandenburg_w33.php
3. W.Green, D.Swanborough The Complete Book of Fighters, 2000
4. Keskinen, Kalevi; Niska, Klaus; Stenman, Kari; Geust, Carl-Fredrik: Suomen museolentokoneet, Forssan kirjapaino, 1981, ISBN 951-9035-60-5.

Germany - 1918 Hansa-Brandenburg W.29

The Elegant W.29 Takes to the Air

In the last year of the Great War German Floatplane design reached a high level of sophistication. Hansa-Brandenburg had carved out a reputation for producing excellent naval aircraft including both floatplanes and flying boats. The designs produced at this time served into the 1920-1930⅝s. Finland, Norway, Denmark were some of the countries who flew the Hansa-Brandenburg W.29 and W.33 after the war.

Hansa-Brandenburg W.29 - 1918

The Hansa-Brandenburg W.29 was a German monoplane fighter floatplane manufactured by Hansa und Brandenburgische Flugzeug-Werke, which served in 1918 in the closing months of World War I. The Hansa-Brandenburg W.29 had its first flight on March 27, 1918. The fighter was deployed from bases on the North Sea coast.

The German naval air service asked for an aircraft with increased speed and firepower to counter the heavily armed Felixtowe flying boats used by the British in the North sea. In response to this request, Hansa und Brandenburgische Flugzeug-Werke designed the W.29 which was based on the aging W.12 biplane. The W.29 was specifically designed by Ernst Heinkel to replace early W.12 biplane. The monoplane configuration created much less drag, giving the W.29 a higher rate of speed.

There were several production batches of W.29's. Batch 2507-2536 were powered by the 150 hp Benz III inline water-cooled engine. Armament was a pair of Spandau guns synchronized for the pilot and a Parabellum on a ring for the observer.

The first combat for the Hansa-Brandenburg W.29 took place on July 4, 1918. Oberleutnant Friedrich Christiansen lead a flight of four W.29's which intercepted and attacked three Felixtowe flying boats. They shot down all three without a loss. Christiansen's use of the W.29 in July of 1918 was exceptional. On July 6 1918, Christiansen lead a flight of five W.29's who located and damaged the British submarine C 25. On July 31, 1918 Christiansen downed another Curtiss flying boat. By the end of the war he had 13 confirmed victories.

References

1. Hansa-Brandenburg W.29. (2009, November 8). In Wikipedia, The Free Encyclopedia. Retrieved 22:04, August 29, 2010, from http://en.wikipedia.org/w/index.php?title=Hansa-Brandenburg_W.29&oldid=324701281
2. Jackson, Robert, "The Encyclopedia of Military Aircraft", Parragon, 2002. ISBN 0-75258-130-9
3. Gray, Peter and Thetford, Owen. "German Aircraft of the First World War". London: Putnam, 1962.

Germany-Austria 1916 Hansa-Brandenburg KDW

A Central Powers Float Plane

I seem to have put the cart before the horse. I should have posted this article first. As I stated in the previous article Hansa-Brandenburg produced a line of excellent float planes. The first of the line designed by Ernst Heinkel was the Hansa-Brandenburg KDW. The aircraft had clean lines. The notable feature is the gun pod mounted on the upper wing. It is an Austrian invention containing one or two Schwarzlose MG M.07/12 machine guns and the ammunition.

Hansa-Brandenburg KDW - 1916

The Hansa-Brandenburg KDW was a German single seat fighter floatplane of World War I. The KDW - Kampf Doppeldecker, Wasser ("Fighter Biplane, Water") - was an adaptation of the Hansa-Brandenburg D.I landplane and was designed to provide coastal defense over the North Sea and Adriatic.

The Hansa-Brandenburg KDW was manufactured by Hansa und Brandenburgische Flugzeug-Werke, from a designed Ernst Heinkel. The KDW was introduced in 1916 and approximately 60 were built.

The wingspan was 30 ft 4 in (9.25 m). The length was 26 ft 3 in (8 m) with a height of 11 ft 0 in (3.35 m). The KDW's loaded weight was 2,293 lb (1,040 kg). The armament for the KDW was 1 or 2 Schwarzlose MG M.07/12 fixed forward-firing 0.312 in (7.92 mm) machine guns

Powered by a single Benz Bz.III water-cooled inline engine, producing 150 hp (112 kW), with a maximum speed was 93 kn, 107 mph (172 km/h) at sea level. It had a service ceiling of 13,123 ft (4,000 m) and an endurance of 2 hrs 30 mins

It was produced under license by the Austrian manufacturer Phönix from 1916 in five batches, each with different engines, around 60 aircraft in total being produced.

References

1. Hansa-Brandenburg KDW. (2009, November 8). In Wikipedia, The Free Encyclopedia. Retrieved 14:39, August 22, 2010, from http://en.wikipedia.org/w/index.php?title=Hansa-Brandenburg_KDW&oldid=324698708
2. Jackson, Robert, "The Encyclopedia of Military Aircraft", Parragon, 2002. ISBN 0-75258-130-9

Germany - 1917 Hansa-Brandenburg W.12

A Reliable German Naval Fighter

The German Designer Ernst Heinkel had the ability to "think outside of the box". He produced a series of successful float planes which had an outstanding service record. Several of his designs flew long after the war ended.

The Hansa-Brandenburg float planes are a fun subject for profiles. They are a sleek but slightly odd mix of elements such as inverted rudders, and a slightly bowed fuselage. The series has both biplanes and monoplane. All of them enjoyed success in war and many went on to serve in civilian aviation.

Hansa-Brandenburg W.I2 - 1917

The Hansa-Brandenburg W.12 was a German biplane fighter floatplane of World War I. It was a development of Ernst Heinkel's previous KDW, adding a rear cockpit for an observer/gunner, and had an unusual inverted tailplane (which instead of standing up from the fuselage, hung below it) in order to give an uninterrupted field of fire. The aircraft's first flight was in early 1917.

The W.12 was powered by a Mercedes D.III 6-cylinder inline engine, producing160 hp (119 kW). The maximum speed of the W.12 was 99 mph (160 km/h) with a service ceiling of 16,405 ft (5,000 m). The aircraft's range was 320 mi (520 km) with an endurance 3 and a half hours. The armament consisted of 1 or 2 fixed forward 7.92 (0.312 in) LMG 08/15 machine guns and a single 7.92 (0.312 in) Parabellum MG14 on a flexible gun mount in rear cockpit.

The W.12's (under the Naval designation C3MG) served on the Western Front, based at the Naval air bases at Ostend and Zeebrugge. The aircraft had some success, and one shot down the British airship C.27. During the time it was operational, a total of 181 Hansa-Brandenburg W.12 were built. The aircraft served in the Kaiserliche Marine and Marine-Luchtvaartdienst.

In April 1918, a W.12 made an emergency landing in the neutral territory of the Netherlands, where it was interned and flight tested by the Dutch. In 1919 the government of the Netherlands bought a license to build the aircraft. Thirty-five Hansa-Brandenburg W.12's were subsequently manufactured by the Van Berkel company of Rotterdam as the W-A, serving with the Dutch Naval Air Service until 1933.

References

1. Hansa-Brandenburg W.12. (2010, August 29). In Wikipedia, The Free Encyclopedia. Retrieved 22:01, August 29, 2010, from http://en.wikipedia.org/w/index.php?title=Hansa-Brandenburg_W.12&oldid=381690563
2. Jackson, Robert, "The Encyclopedia of Military Aircraft", Parragon, 2002. ISBN 0-75258-130-9

France - 1918 SPAD S-XIV

Naval aviation was extremely important during the Great War. France had experimented with float planes built on existing airframes. The list includes the Morane-Saulnier H, Caudron G.III and the Hanriot HD-2. One of the more successful aircraft used by the French was the SPAD S.XIV.

The SPAD Float Plane

SPAD S-XIV 1918

I had not found a line drawing for this aircraft so I worked off drawings for the S.XII and photographs taken from a distance. The paint scheme is a best guess,however it is possible they used one of the multi-colored camouflage schemes instead of the aluminum paint.

The SPAD S.XIV was a single-seat French biplane seaplane fighter aircraft built by Société Pour L'Aviation et ses Dérivés (SPAD) and flown by the French Navy during World War I. The SPAD XIV was a development of the SPAD XII. It was powered by a 149 kW (200hp) Hispano-Suiza 8 Bc engine. The S.XIV was similarly armed with the 37 mm cannon developed by SAMC for which 12 shots were carried. The cannon fired through the propeller shaft, necessitating the use of a geared Hispano-Suiza aviation engine to mount the gun. The SPAD XIV also carried a single 0.303 inch (7.7 mm) Vickers machine gun mounted on the starboard side of the nose. Forty were constructed and flew in the French Navy during 1918.

References

1. SPAD S.XIV. (2010, March 14). In Wikipedia, The Free Encyclopedia. Retrieved 06:24, August 25, 2010, from http://en.wikipedia.org/w/index.php?title=SPAD_S.XIV&oldid=349722825
2. SPAD S-XIV aviafrance.com http://www.aviafrance.com/aviafrance1.php?ID=144&ID_CONSTRUCTEUR=1231
3. Taylor, Michael J H. "Jane's Encyclopedia of Aviation". pg. 835. Portland House, 1989. ISBN 0-517-69186-8

U.S.A - 1918 Curtiss Model HA-2

The Flawed Dunkirk Fighter

Sometimes a design looks better on paper than in real life. This was the case with the Curtiss HA-2 float plane. This bulbous aircraft seemed to have a lot of good things going for it. A powerful Liberty V-12 engine and plenty of firepower supplied by four 0.30 in (7.62 mm) machine guns. Stability issues and unfortunate accidents slowed development. By the time the kinks had been worked out of the design the war ended along with a need for the aircraft.

Curtiss Model HA-2 - 1918

The Curtiss HA (sometimes Dunkirk Fighter) was an American biplane seaplane designed by Captain B.L. Smith of the United States Marine Corps, and built by Curtiss Aeroplane and Motor Company.

The HA was a two-seat biplane with a central float and balancing floats on the wingtips. The fuselage was wood with a fabric covering. The plane was powered by a Liberty 12 engine in the nose. The prototype was ordered in December 1917, and its first flight was on 21 March 1918. During testing the aircraft proved very unstable, with an overly heavy tailplane. The aircraft was destroyed in a crash.

Two more prototypes were ordered, designated HA-1 and HA-2. the HA-1 was constructed of salvaged parts from the original, but its tailplane and radiator were redesigned, and its wings were moved further aft. The HA-1 caught fire during a flight. The HA-2 had a wider wingspan, and performed better, but as the war was almost over, no production order was received.

References

1. Curtiss HA. (2010, August 20). In Wikipedia, The Free Encyclopedia. Retrieved 03:54, January 16, 2011, from http://en.wikipedia.org/w/index.php?title=Curtiss_HA&oldid=380018984
2. Angelucci, Enzo (1987). The American Fighter from 1917 to the present pp 116-117. New York: Orion Books.

Germany - 1916 Albatros W.IV

Albatros Float Planes

Marine aviation was a vital part off the Great War. Both Great Britain and Germany understood the role it would play during this war and to future military planning. Albatros Flugzeugwerke began work in 1916 on a float plane based on the D.II airframe.

My profiles for the W.IV started with line drawings of the D.II to get the basic proportions and details and photos and color profiles as guides. The hexagon pattern was my first attempt an doing home made hex camouflage.

Prototype Albatros W.IV SN 747 - 1916

The Albatros W.IV was a German float plane version of the D.II with new wing and tail surfaces. Albatros Flugzeugwerke built 128 examples (including one prototype) between June 1916 and December 1917. The first test flight for the prototype (No 747) was in June 1916. The Albatros W.IV served with the Kaiserliche Marine, operating in the North Sea and Baltic theaters of war and later as trainers.

Production Model Albatros W.IV SN 1486 - 1916

The Albatros W.IV was powered by the same 160 hp (120 kW) Mercedes D.III water-cooled inline engine which was fitted to the Albatros D.II and the design was based around the same fuselage, the W.IV was armed with either one or two 0.312 in (7.92 mm) LMG 08/15 machine guns.

References

1. Albatros W.4. (2010, May 4). In Wikipedia, The Free Encyclopedia. Retrieved 21:48, August 29, 2010, from http://en.wikipedia.org/w/index.php?title=Albatros_W.4&oldid=360031523
2. Green, W. & Swanborough, G. (1994). "The Complete Book of Fighters". London: Salamander Books. ISBN 1-85833-777-1
3. Taylor, Michael J. H. (1989). "Jane's Encyclopedia of Aviation". London: Studio Editions.

Britain: 1914-1917 Some Early War Float Planes

Early British Float Planes

Avro 510 - 1914

Avro 510 - 1914

The Avro 510 was a two-seat racing seaplane designed by Avro to compete in the 1914 Circuit of Britain Race. It was a conventional two-bay biplane of greatly uneven span equipped with two large central floats and two outriggers. The race was called off at the outbreak of the First World War, but the British Admiralty was aware of the type and ordered five examples, with modified floats and tail. In service, these proved completely unsuitable, and it was discovered that with a second person aboard the aircraft could barely fly. In October 1915, the 510s in service were sent to Supermarine for modification and improvement, but by March the following year all were removed from service.

Short Admiralty Type 166 - 1914

Short Admiralty Type 166 - 1914

The Short Type 166 was a British two-seat seaplane designed by Short Brothers designed as a "folder" aircraft to operate from the Ark Royal as a torpedo-bomber. Six aircraft, known within Shorts as the Type A, were originally ordered before the outbreak of World War I and assigned the Admiralty serial numbers 161 to 166. As was normal at the time, the type was designated the Admiralty Type 166 after the naval serial number of the last aircraft in the batch. Sometimes the aircraft are referred to as the Short S.90 (S.90 was the manufacturer's serial number of the first aircraft, naval serial 161).

Similar to the earlier Short Type 136 but slightly larger, the 166 was designed from the start as a torpedo carrier, although it was never used in this role. The Type 166 was a two-bay biplane with twin wooden pontoon floats, with a water rudder fitted to the tail float and a stabilizing float mounted near the wing-tip under each lower wing. The 166 was powered by a nose-mounted 200hp (149kW) Salmson engine.

Sopwith Baby - 1915

Sopwith Baby - 1915

The Sopwith Baby was a development of the two-seat Sopwith Schneider. Although the Schneider had won the Schneider trophy in 1914, the RNAS did not place a formal order until January 1915. The production version of the Baby differed little from the Schneider Trophy winner. The design was also built by Blackburn Aircraft, Fairey, and Parnall in the United Kingdom. In Italy licensed manufacture was undertaken by SA Aeronautica Gio Ansaldo of Turin.

The Baby was used as a shipborne scout and bomber aircraft operating from larger ships such as seaplane carriers and cruisers, and smaller vessels such as naval trawlers and mine layers. It was even considered for operation from submarines. The main role of the Baby was to intercept German Zeppelin raids as far from Britain as possible.

Fairey Campania - 1917

Fairey Campania - 1917

The Fairey Campania two-seat seaplane got its name from the ex-Cunard ocean liner Campania which the Admiralty had converted into a seaplane carrier during the winter of 1914-15. Fairey designed the Campania float plane in response to the Royal Navy's specification for a purpose-built, two-seat patrol and reconnaissance aircraft. The initial prototype first flew on 16 February 1917. This was the first of two prototypes, designated F.16 which was powered by a 250 hp (190 kW) Rolls-Royce Eagle IV. The second prototype was powered by a 275 hp (205 kW) Eagle V engine, it was designated F.17. Both prototypes would later see active service operating from Scapa Flow.

Britain - 1916 AD-1 Seaplane

First off, Let me say this:

I received a comment the other day from Roger Moss pointing out I had rode the sleep deprivation train off the track and I had posted rubbish. And I quote:

The AD.1 (aka Navyplane) and the AD Seaplane Type 1000 were VERY different beasts. The description is that of the Type 1000, being a 5 seat, 3 engined torpedo carrying floatplane built in 1915.. The illustration is that of the AD.1, a 2 seat, 1 engine pusher biplane floatplane, the prototype of which was built in 1916 and was designed by Harold Bolas after Booth left the Admiralty. See British Bomber Since 1914, Francis K. Mason (Putnam 1994)

Yes you are correct sir. Thanks for pointing that out and keeping me honest. I should have slept first, reread my post and fixed it at the time of posting. It is much preferable to wiping the egg off my face. Instead of leaving a post filled with struck out old text I chose to rewrite it in hopefully more accurate manner.

The First Attempt to Build a Ship Killer-Take Two

Air Department A.D.I Navyplane 1916

This was a fun profile to do. I liked the looks of the AD1 and its place in the evolution of technology and naval tactics. The development of an airborne ship killer began here.

A Brief Overview of the Air Department A.D.I Navyplane

The AD.1 was designed as a reconnaissance/bombing seaplane by Harris Booth of the Admiralty's Air Department early in 1916. Although officially designated the A.D.I, it was generally referred to as the Navyplane. The initial A.D.I design was presented to the Supermarine Aviation Works at Woolston, Southampton, for the detail design to be completed and construction of a prototype. Bolas worked in close collaboration with
Reginald Mitchell to finish the manufacturing drawings needed to construct the prototype, No 9095. The prototype was completed and flown for the first time by Cdr. John Seddon in August of 1916.

The A.D.I was a compact two-bay biplane whose two-man crew was accommodated in a finely-contoured lightweight monocoque nacelle located in the wing gap, the experimental air-cooled 150hp Smith Static radial engine driving a four-blade pusher propeller. Twin pontoon-type floats were braced to the nacelle and to the lower wings immediately below the inboard interplane struts. Twin fins and rudders were carried between two pairs of steel tubular tail booms, and the tailplane was mounted above the vertical surfaces. Twin tail floats, each with a water rudder, were attached beneath the lower pair of tail booms. The pilot occupied the rear cockpit, with the observer in the bow position. Two 100 lb bombs were to be carried under the center section of the lower wing.

The tests revealed several design flaws. It was found that the recoilless Davis 12-pounder gun (approximately 76 mm caliber) would project a blast rearwards so the weapon was changed for a conventional 12-pounder "Naval Landing Gun" though in practice a gun was never installed in the AD.1. The performance of the A.D.I fell short of the Admiralty's expectations, and the remaining six aircraft originally ordered were never built.

References

1. British Bomber Since 1914, Francis K. Mason (Putnam 1994)
2. The Air Department of the Admiralty - Roger Moss Retrieved September 30 2012, 06:20 from http://britishaviation-ptp.com/ad.html
3. Air Department A.D.1 Navyplane 1916 Virtual Aircraft Museum Retrieved Feb 19, 03:00 from http://www.aviastar.org/air/england/air_navyplane.php
4. Air Department A.D.1 Navyplane (England) (1916) The-Blueprints.com Retrieved August 36, 2010 09:40 from http://www.the-blueprints.com/blueprints/ww1planes/ww1-english/36034/view/air_department_a_d_1_navyplane_%28england%29/

Germany - Late War Monoplanes

Late War Glimpses of Shape Of Things to Come

The development of the monoplane as a military aircraft was one of the important steps in the evolution of aviation technology. Many early aircraft were monoplanes. However despite the success of some designs most were rejected. This was due to lack of understanding by military procurement departments, monoplanes were deemed to be too risky making biplanes the defacto standard for aircraft design. Ironically many of the same air services pushed for even more wings on aircraft. Research into the feasibility of triplanes and quadruplanes proved to be an expensive distraction.

My post today focuses on late war development in Germany. I'll write more on the research in other countries soon.

German Naval Monoplane

Hansa-Brandenburg W.29 - 1918

The Hansa-Brandenburg W.29 was a German monoplane fighter floatplane manufactured by Hansa und Brandenburgische Flugzeug-Werke, which served in 1918 in the closing months of World War I. The Hansa-Brandenburg W.29 had its first flight on March 27, 1918. The fighter was deployed from bases on the North Sea coast.

German Ground-attack Monoplaine

Junkers Cl.I - 1918

The Junkers CL.I was a ground-attack monoplaine aircraft developed in Germany during World War I. Its construction was undertaken by Junkers under the designation J 8. as proof of Hugo Junkers' belief in the monoplane, after his firm had been required by the Idflieg to submit a biplane (the J 4) as its entry in a competition to select a ground-attack aircraft.

German Fighter Monoplaine

Fokker E.V - D.VIII - 1918

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.