Fokker D.VIIf, Gotthard Sachsenberg

Time for a quick one.

Nothing like a bit of color to brighten one′s day. Here is a new profile for the Fokker D.VII. I know I have posted the history of the aircraft so I will spare you the canned history. I will focus on the pilot instead.

Fokker D.VIIf, Gotthard Sachsenberg (MFGR1) Flanders

Fokker D.VIIf, Leutnant zur See Gotthard Sachsenberg, Marine-Geschwader Flandern (MFGR1) Flanders, July, 1918.

On 1 February 1917, Sachsenberg succeeded Oberleutnant von Santen as commanding officer of Marine Field Jasta I. MFJ II was organized somewhat later, and the two were combined into a larger unit, Marine Jagdgruppe Flanders. Leutnant de See Sachsenberg was appointed its commanding officer. His friend and rival ace Theo Osterkamp became commander of MGJ II.

MFJ III was later raised and added to the larger unit. Still later, two more MFJs were raised and added to the parent unit, bringing its strength up to about 50 fighter planes, comparable to an army Jagdgeschwader. Stationed on North Sea coastal airfields, the MFJ units often fought against Royal Naval Air Service aircraft who were stationed in similar circumstances.

Sachsenberg opened his score as a fighter pilot, downing a Farman and a Sopwith 1 ½ Strutter on 1 May 1917. He scored again on the 12th, claiming a Sopwith Pup into the sea, and then notching a double victory on 7 June to make him an ace.

On 20 August, Sachsenberg was awarded the Knights Cross of the Royal House Order of Hohenzollern. By the end of 1917, his victory roll stood at eight.

He claimed his ninth victory on 17 March 1918, and continued to score steadily until 29 October 1918, when he downed his 31st confirmed. Midway through this run, Sachsenberg was awarded Prussia's and Germany′s highest decoration, the Pour le Mérite, on 5 August 1918.

The MJF switched from the Albatros to Fokker D.VIIs in June 1918. They were as colorfully and distinctively marked as Manfred von Richthofen′s Flying Circus, with the basic color scheme being yellow and black, as a yellow and black checkerboard had been Sachsenberg's personal motif, and it was spread to the entire unit, with minor variations marking the different pilots.
Post World War I.

Citation

Gotthard Sachsenberg From Wikipedia, the free encyclopedia http://de.wikipedia.org/wiki/Gotthard_Sachsenberg Accessed 2 October 2008.

The Fokker EV Project part 2

As promised, here is the next batch of Fokker D.VIII/E.V revisions. It's a mixed bag this time around. I hope you like them.

Fokker E.V, 1918-1919

Marine Aircraft

Many Marine aircraft were very flamboyantly painted in yellows, black and white. This is a safety measure in case they need to be rescued at sea.

Fokker E.V Marine-Feld Jagdstaffel-II FMF
Theo Osterkamp. Jabbekke Belgium Sept. 1918.

Fokker-E.V s/n 138/18 Marine Jagdgruppe Flandernfall.
Leutnant zur See Gotthard Sachsenberg, 1918.

Jasta 36

Fokker D.VIII-E.V, Jasta 36, Pilot & Serial number unknown, Aug. 1918.

Polish Air-force 1919

Fokker E.V Polish Air-force s/n 001 (185/18) 1919.

The Fokker D.VII-E.V Project 2013

Things have been crazy around the studio and I have not had time to post. I've got the collection of Fokker Dr.I, started a series of Fokker D,VI and D,II, I took a short break to update all my Fokker D,VIII and E.V. The old drawings were bothering me and I've had a few planes I have not done before. Today I wanted to post the Fokker E.V which served with Jasta 6. Next post will be E.V. which served in MFJ-II.

Fokker E.V of Jasta 6, 1918

Fokker E.V, Ltn. Richard Wenzel Busigny-Escaufort, France, Aug. 1918.

Fokker E.V, Ltn. Johann Janzen Busigny-Escaufort, France, Aug. 1918.

Fokker E.V, Pilot & S/N unknown. Busigny-Escaufort, France, Aug. 1918.

Fokker E.V, Pilot & S/N unknown. Busigny-Escaufort, France, Aug. 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.

References

1. "Fokker D.VIII", From Wikipedia http://en.wikipedia.org/wiki/Fokker_D.VIII
2. Connors, John F., "Fokker's Flying Razors", Wings, Granada Hills, California, August 1974, Volume 4, Number 4, pages 45, 48.
3. Weyl, A.R. "Fokker: The Creative Years". 1988. ISBN 0-851778-17-8.

L.V.G. Experimental Fighters

L.V.G. Experimental Fighters 1916-1918

Despite the success of L.V.G. two seat aircraft, the pursuit for a top-notch fighter eluded them. Their attempts ranged from the mundane to the extremely odd. Perhaps they might have eventually succeeded. The end of the war stopped their efforts before any could enter production.

L.V.G. Experimental Fighter, 1916

L.V.G. D 10

Experimental single-seat fighter with wrapped plywood strip fuselage of deep gap-filling Walfisch type. The unique under-fin extending to the axle is one of the many features of this unusual-looking airplane which was built during 1916.

References

1. Grey & Thetford. German Aircraft of the First World War. Putnam &Company.
2. LVG D.10, 1916 the Virtual Aircraft Museum retrieved Nov/09/2012-14:32 from: http://www.aviastar.org/air/germany/lvg_d-10.php
3. LVG D.10, 1916 flyingmachines.ru retreived Nov/09/2012-14:38 from: http://flyingmachines.ru/Site2/Crafts/Craft30276.htm

L.V.G. Experimental Fighter, 1917

L.V.G. D IV

Continuing the streamlined, ply-covered fuselage trend, the L.V.G. D IV featured a wing cellule similar to that of the earlier D II, with single-spar lower wing and vee interplane struts. The nose, of blunter proportions but still neatly spinnered, housed the vee-eight type, direct-drive, 195 h.p. Benz Bz IIIb engine. The machine participated at the second D types Competition at Adlershof in June 1918.

References

1. Grey & Thetford. German Aircraft of the First World War. Putnam &Company.
2. L.V.G. D IV 1917 the Virtual Aircraft Museum retrieved Nov/09/2012-14:47 from: http://www.aviastar.org/air/germany/lvg_d-4.php
3. L.V.G. D IV 1917 flyingmachines.ru retrieved Nov/09/2012-14:42 from: http://flyingmachines.ru/Site2/Crafts/Craft25806.htm

L.V.G. Experimental Fighter, 1918

L.V.G. D V

The L.V.G. D V was another 195 h.p. Benz-powered prototype built in 1918, The design reverted to a slab-sided ply-covered fuselage. Most unusual feature was the reversal of the wing surface cord length, the lower was a much broader chord. It functioned as the main lifting surface. The narrow-chord upper-wing panels pivoted differentially outboard of the center-section. The entire surface of both wings acted as "ailerons" to provide lateral maneuverability.

The streamlining includes both the interplane and fuselage connecting twin-struts, are more or less V structure. The inner set is provided with a round cutting in the streamlining. The steepness, while not whale type, camouflaged the body of the L.V.G. The chord of the lower plane of the L.V.G. looks large for a scout; the rudder is a bit perplexing. Considering the amount of stress on a scout rudder, the unsupported position seems strange. The hinged fixed plane and elevator position of the L.V.G. Scout is similar to that of the Brandenburg seaplane.

References

1. C.G. Grey (Editor) Jane's All the World's Aircraft 1919. David & Charles (November 1969) ISBN-10: 0715346474 ISBN-13: 978-0715346471
2. Grey & Thetford. German Aircraft of the First World War. Putnam &Company.
3. L.V.G. D V 1918 the Virtual Aircraft Museum retrieved Nov/09/2012-14:49 from: http://www.aviastar.org/air/germany/lvg_d-5.php
4. L.V.G. D V 1918 flyingmachines.ru retrieved Nov/09/2012-14:44 from: http://flyingmachines.ru/Site2/Crafts/Craft25807.htm

Fokker Dr.I: Back in Black

Fokker Dr.I: Classic Black

Black profiles can be a challenge. Finding the right mid tone is important. You need to gain a bit of range through modeling with gradients. Once you're done, add the markings for that particular plane. The next step is building up layers of highlights to make the profile pop.

Working in monochrome is a great way to practice your luminosity skills. There are other benefits. You can create adjustment layers and alpha channels for masks. You can also colorize a monochrome layer.With practice you can layer patterns such as wood grain or complicated lozenge schemes.

Fokker Dr.I Jasta 7, Josef Jacobs s/n 470/17

This is one of the iconic black triplane for me. I love the simplicity of it. All the surfaces which would have been blue or the standard streaked paint were painted black.

Fokker Dr.I Jasta12, Aerodrome Toulis,1917

Jasta 12 used white cowlings and black tail-lanes. The wings are painted in the standard streaked upper surfaces and pale blue under-surfaces. The wing and landing gear struts are pale blue. Notable are the old style Iron Cross markings and the black rudder.

Fokker Dr.I Jasta12, Les Mesnils Airfield, June 1918

This is another plane from Jasta 12. The basic paint scheme is the same. The personal markings are different and the rudder is white. Please note, it bears the more modern Maltese Cross as ordered in the spring of 1918.

Fokker Dr.I Jasta19, Aerodrome Balatre, April 1918

The Jasta is indicated by the white cowling and yellow, black striped tail-plane. Once again the wings are painted in the streaked and blue scheme. The number "4" is repeated on the top of the fuselage near to the tail-plane. Notable is the lack of a cross on the fuselage and the black paint over the original Iron Cross to make the new Maltese Cross.

When Good Planes Go Bad

Fokker Dr.I Triplanes: When Good Planes Go Bad

Recently I had produced a lot of a Fokker triplane profiles. A recent count was 54 Dr.I profiles. I took break and worked on some new refined weapons, wing skids, high-light kit and assorted parts and While working adding newly finished parts upgrades to my Dr.I profiles based on an old but serviceable master file I noticed something was wrong. Not just wrong for one triplane, but for all of the current run of 54. I looked at the inverted V-strut and noticed it was on the wrong side of the machine guns. Finding the mistake does one thing, It lights a fire under me and gives me an excuse for a complete renovation . Here are a few of the new profiles from the Triplane Errata Project.

Fokker Dr.I Jasta 11 Manfred von Richthofen serial number 425/17 - 1918

This was the bird which started the dominoes falling. I have to confess I have put off doing the iconic red and white Triplane. So many people have done their own version. I was afraid of a swarm of cliches to start creeping into my collection. Someone talked me down off the edge and I added them for the sake of completion. In the end it was when I looked and saw what was wrong.

Fokker Dr.I Jasta 11 Lothar von Richthofen- 1917

Once I got the Red Barron sorted out and tucked away, I went looking for his next of kin. I've always liked his paint scheme better. Luckly I have my initial profile file to work from. Just add the new parts, tweak, save as a png to the drawings folder, save as thumbnail image resize, unsharpen mask, do some optimization to keep things snappy. To simplify I overwrite existing graphic with the new image so there is no need to change file calls in HTML. It helped sort out the steps to bare bones.

Fokker Dr.I JG.1 Jasta 11 1917

These are a couple of the new profiles from this week's crop. The easiest way to do this is working in batches. So far the count is a dozen in the can waiting to be turned into a pair of pngs. Baby steps, I'm still annoyd with the "I" struts. grrrrr. Ok that force me to to a refit sooner than later. Cheers I need a nap.

Fokker Dr.I Jasta14 Ltn. Hasso Wedel s/n 183/17 1917

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 - 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!

Germany -1915 - Siemens-Schuckert Steffen R.I

Germany's Split Tail Giant.

When looking at the R Type giants the idea of form follows function goes out the window. Today's Giant is definitely unusual. Although it is a double boom aircraft it is unique is the use of vertically stacked booms instead of the more orthodox lateral arrangement used on other aircraft.

Siemens-Schuckert Steffen R.I -1915

A Short History of the Siemens-Schuckert Steffen R.I

The Siemens-Schuckert Steffen R.I was a bomber aircraft designed and built in Germany from 1914.

December 1914 saw Siemens-Schuckert start the construction of a series of seven R aircraft, (Riesenflugzeug - giant aircraft) for the Imperial Military Aviation Service. These aircraft were essentially similar differing only in detail, engine installations and wing design. All of the seven Steffen designed aircraft were powered by three engines mounted in the forward compartment of the fuselage driving two tractor propellers mounted between the mainplanes via clutches, shafts and gearboxes.

The large forward compartment also housed the crew of between four and six in an enclosed cabin and open gun positions. Attached to the forward compartment were triangular section diverging booms, top and bottom, which supported the tail section, allowing the rear gunners, in positions between the boom attachments, a wide field of fire.

The R.I was used in non-operational roles at the eastern front and retained for training. R.II and R.III were used for training only, but R.IV, R.V, R.VI and R.VII were all used on operational missions by Rfa 501 (Riesenflugzeug abteilung) at Vilna on the eastern front.

References

1. From Wikipedia Siemens-Schuckert Steffen R.I, http://en.wikipedia.org/wiki/Siemens-Schuckert_Steffen_R.I
2. Haddow, G.W. & Grosz, Peter M. The German Giants, The Story of the R-planes 1914-1919 London. Putnam. 1963.
3. Gray, Peter & Thetford, Owen. German Aircraft of the First World War. London, Putnam. ISBN 0 370 00103 6

Germany - 1918 - Siemens-Schuckert R.VIII

Riesenflugzeug Fever is Driving Me Crazy! (Baby!)

Slowly but surely I am working my way through a large number of 3 view plans to turn into profiles. I have taken a break from posting Staaken R types for the moment while I get more master files completed. I may start with the V.G.O series first. It provides a reference point design evolution of that family of giant aircraft. I think it is time for a side trip on our journey through the land of giants, so I'm going to work our way back in time to illustrate giant aircraft designed by Siemens-Schuckert Werke G.m.b.H., Siemensstadt. Berlin. My next post in the current series will be the on the Siemens-Schuckert Steffen R.I. I am still working on the master files for the R.III and 3 versions of the Forssman Giant.

Siemens-Schuckert R.VIII R23/16 - 1918

A Short History of the Siemens-Schuckert R.VIII

The Siemens-Schuckert R.VIII was a bomber aircraft designed and built in Germany.

Armed with the experience gained in the development of the Steffen R series, Siemens-Schuckert felt confident in their ability to produce even larger bombers. Their next project was developing a new design that dwarfed anything they had previously built. Their plan was to produce a six engined Riesenflugzeug for the Military Air Service.As with many of the other contemporary R projects the R.VIII had all six engines inside the fuselage, where they were tended by mechanics, driving two tractor and two pusher propellers, mounted between the main-planes, via leather cone clutches combining gearboxes, shafts and bevel gearboxes. Two aircraft were built but only the first, R23/16, was completed. Ground trials began in 1919, after the armistice. The trials were interrupted by a gearbox failure which resulted in a propeller breaking up and causing extensive damage to the aircraft.

The second airframe, R24/16 was never completed and the first not repaired after the ground running accident due to the Versaille Treaty restrictions. At the time of its completion the Siemens-Schuckert R.VIII was the largest complete airplane in the world, (the Mannesman-Poll triplane was to have been much bigger but was not completed before the Versaille Treaty restrictions were applied).

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 - 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.

Russia - 1923 Fokker C.I

Who's Got Fokker Fever? He's Got Fokker Fever!

I have been sitting on references for today's post for a while. Why has it taken so long? It was partly a matter of sloth, and a matter of dropping the ball in the 24/7 world of chaos I call my life.There has always been something calling for my immediate attention. It was time to not accept any more excuses and get it done.

Meet The Fokker D.VII's Big Brother.

The Fokker C.I was a two seat German reconnaissance aircraft based on the formidable Fokker D.VII. The C.I entered production soon after the flight test in the final days of World War I. None entered service and the finished examples and parts were smuggled into the Netherlands when Anthony Fokker fled a sinking ship of state. After setting p production in the Netherlands Fokker produced over 250 C.I for use by the Dutch, Danes, and Soviets.

The C.I was 1 inch (.03m) longer and 2 inches (.07m) taller than the D.VII. It had a wingspan 4 foot 6 inches (1.57m) longer. It weighed in at 345 pounds (157kg) heavier empty and 890 lb (405kg) more when fully loaded. The total load weight for the C.I was 882 pounds (400kg). The Speed and service ceiling were the main differences. The C.I was slightly slower but the service ceiling was much lower.

The Fokker C.I in Soviet Service

Fokker C.I, Unit and Crew Unknown, s/n H 08, 1923

I have found several examples of C.I bearing the "H" (Cyrilic character for "N") on the fuselage and exact same paint scheme. All the examples have uncovered wire wheels and fuel tanks.

Fokker C.I, A. T. Kozhevnikov, s/n unknown, 1923

This profile is based on a coupe photos I saw. It has the Sphinx insignia of the squadron leader of № 1 OIAE, A.T.Kozhevnikov. The colors are conjectural. I used the same scheme as his Fokker D.VII.

Fokker C.I, Unit and Crew Unknown, Winter 1923

This example is painted in winter colors and is fitted with pontoon like skis. The lack of a wheel allows viewing of an ael mounted secondary fuel tank. Also notable is the change to the observer cockpit which is outfitted with ring mount for the trainable gun.The box below the observer's position carry grenades. The C.I could carry up to 110 lb (50 kg) of disposable stores.

A Short Overview of the Fokker C.I

The Fokker C.I was a German reconnaissance biplane under development at the end of World War I. The design was essentially an enlarged Fokker D.VII fighter with two seats and a 138 kW (185 hp) BMW IIIa engine. The C.I was originally developed to sell to the German Army. It never saw service in World War I, but Anthony Fokker managed to smuggle parts out of Germany at the time of the Armistice.

The prototype, V.38, was tested at Schwerin, and put into immediate production. After the armistice, production continued in the Netherlands.

The C.I went into Dutch service after 16 were ordered in February 1919. The USSR bought 42 C.Is. The C.Is served in the reconnaissance and trainer roles. The last C.I left service in 1936.

Variants

• V 38: Prototype.
• C.I: Two-seat reconnaissance aircraft, powered by a 185 hp (138 kW) BMW IIIa piston engine.
• C.Ia: Improved version.
• C.IW: Experimental float plane version.
• C.II: Three-seat passenger transport version, powered by a 185 hp (138 kW) BMW IIIa piston engine.
• C.III: Two-seat advanced trainer version of the C.I, powered by a 220 hp (164 kW) Hispano-Suiza engine.

References

1. Fokker C.I. (2011, December 22). In Wikipedia, The Free Encyclopedia. Retrieved 13:28, March 7, 2012, from http://en.wikipedia.org/w/index.php?title=Fokker_C.I&oldid=467155072
2. Donald, David, ed. (1997). The Encyclopedia of World Aircraft. Prospero Books. pp. pg 427. ISBN 1-85605-375-X.
3. Taylor, Michael J. H. (1989). Jane's Encyclopedia of Aviation. London: Studio Editions. pp. 402.
4. World Aircraft Information Files. London: Bright Star Publishing. pp. File 894 sheet 33.

Russia - 1923 Fokker D.VII

Post Polish Russian War Soviet Aircraft

Someday I will learn how to be less obsessive, however I am not sure just when that will be. I have got stuck in to the inter war period. The depth of my madness can be measured in producing a total of 21 Fokker D.VII profiles in a single day. Add to that 4 new Nieuport 24 profiles and you can see what I mean. On the writing front, I have been working on my U.S.A.S section for my site. The structural part is in place. Now it is a matter of fleshing out the series of articles to bring it to life.

№ 1 OIAE Petrograd

Fokker D.VII, № 1 OIAE, A. T. Kozhevnikov Petrograd - 1923

This example is the Fokker D.VII flown by A.T.Kozhevnikov. He was the squadron leader of № 1 OIAE. The sphinx was his personal insignia. There was only one photo of this aircraft and there is a debate whether the wings carried red stars. The colors used on the Sphinx is conjectural. Some believe the color on the head-dress were blue, others claim it was red. Blue is more in keeping with color choices used by the Egyptians.

Fokker D.VII, № 1 OIAE, Pilot Unknown s/n 2 Petrograd - 1923

I have not been able to find identification for the flights. This example is from a flight which used a curved white arrow as their insignia.

Fokker D.VII, № 1 OIAE, Pilot Unknown s/n 3 Petrograd - 1923

This flight used a white cat as their insignia.

Fokker D.VII, № 1 OIAE, Pilot Unknown s/n 4 Petrograd - 1923

This flight reversed the color scheme The red marking is a bunch of grapes on a white rudder.

№ 2 OIAE Kiev

Fokker D.VII, № 2 OIAE, Pilot Unknown s/n 5 Kiev - 1923

This example shows the distinctive candy striped rudder see on many planes flying with the № 2 OIAE. The numbering conventions used by № 1 OIAE hold true. As with the previous examples use of red stars on the wings is conjectural.

A short History of Soviet Foker D.VII

After Anthony Fokker fled from Germany to the Netherlands with what was left of his inventory he needed a new large contract to rebuild is fortunes. He saw a perfect opportunity in selling arms to the Soviets. The market was wide open since no other weapon manufacturer would do business with the Bolsheviks. Fokker was not a man of deep political convictions, to him a customer is a customer, and Rubles spend just as well as Guilders. The Soviets contracted a large quantity of Fokker aircraft in during the early 1920's. These included 50 D.VII fighters, 42 C.III trainers, 3 C.1 two seaters, 52 D.XIII fighters. Fokker also sold the Soviets repair facilities for these aircraft.

The D.VII aircraft were delivered to Russia in two batches of 25. The first unit to receive them was the № 1 Otdelnaya Aviaeskadrilya (OIAE - independent squadron) was operational in Petrograd by December 1922 or early 1923. A second D.VII squadron № 2 OIAE was operational in Kiev by December 1922, guarding the Polish border. The aircraft of the squadron appear to have been divided into three flights of five plus a leaders aircraft. Each flight had its own tail marking and the aircraft of each flight were numbered 1 to 5.

The Fokker D.VII performed successfully in Soviet service for nearly a decade. The Soviets upgraded the D.VII in several ways including the installation of a wheel axle mounted auxiliary fuel tank. The D.VII remained in use as a trainer at least until the 1930's when it was phased out in favor of other more modern aircraft.

Germany - 1916-1918 Assorted Aircraft

Some New German Profiles

I woke this weekend with a cold. Needless to say it has slowed me down a bit. I took a break from working on interwar aircraft to work up a few new German WWI profiles.

Albatros D.III OAW Jasta 39, Oblt. Josef Loeser Italian Front, summer 1917

The candy cane paint scheme made this Albatros a must do profile.The upper wing surfaces and both sides of the tail plane are painted in white and red stripes running forward to aft. This was one of the German Jastas sent to bolster Austrian operations against Italy. The three Jastas were № 1, № 31, and № 39.

Fokker D.VII Jasta 64, Vzfw. Joseph Doerflinger October 1918

This is another controversial profile. Some sources claim the nose section is bare metal, others claim it was a dark blue. The lozenge colors I used are probably inaccurate. I expect to do a new version once my new master files are completed.

Junkers Cl.I s/n 1802/18 - 1918

I have seen sources for this Junker CL.I and liked the atypical mustard and green paint scheme. The sources I have found show a different landing gear strut arraignment for this aircraft.

Zeppelin Lindau Do-I (Doriner D.I) s/n D.1905/18 - 1918

This is a highly conjectural profile based on elements seen in other sources. It depicts one of the approximately finished Zeppelin Lindau Do-I reputed to be hidden by Germany after the Armistice.

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.