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

Britain - 1917 R.A.F. FE.9

Boldly Moving Forward Into the Past.

Life has been demanding of my free time. I hope my routine will settle down to normal chaos by the new year. It is good to be back. I need to post some of the work which has slipped through the cracks during the Fokker Dr.I renovation project. Today's post is one of the rare birds I have been working on.

Royal Aircraft Factory F.E.9

Royal Aircraft Factory F.E.9 S/n A 4818 - 1917

Brief Overview of the Royal Aircraft Factory F.E.9

The Royal Aircraft Factory F.E.9 was a prototype British two seat fighter-reconnaissance aircraft of the First World War. A single-engined pusher biplane of 1917, the F.E.9 had poor performance and handling, and only three were built.

In summer 1916, the Royal Aircraft Factory set out to design a replacement for its F.E.2b two-seat pusher fighter. The F.E.9 was of similar pusher configuration and therefore already obsolescent by the time it appeared in 1917. Although effective gun synchronizing gear was now available, which would allow a tractor design with superior performance to be designed, the factory chose to continue the pusher layout of the F.E.2 in its new two seat fighter, the F.E.9. Emphasis was placed in the design upon providing the gunner with a good field of fire and the pilot a good all-round view. Its nacelle extended well forward of the wings and was located high up in the wing gap to give a good field of fire for the observer, who was seated in the nose, ahead of the pilot, with dual controls fitted. It had unequal span, single-bay wings, with ailerons on the upper wing only with large horn balances (the amount of control surface forward of the hinge). It was powered by a 200 hp (149 kW) Hispano-Suiza 8 V8 engine, with the Royal Aircraft Factory having priority for this important and widely used engine.

Three prototypes and 24 production aircraft were ordered, with the first of three prototypes flying in April 1917. It was found to have a poor climb performance and handling, with the ailerons being overbalanced, which tended to force the aircraft onto its back in steep turns. In order to try and solve its handling problems it was fitted with various designs of aileron and rudders.

After service trials of the first prototype in France, Major General Hugh Trenchard recommended that development be stopped, despite this the second prototype flew in October 1917, with two-bay wings, which was passed to No. 78 Squadron based at Biggin Hill in the Home Defense role. The third prototype appeared in November 1917, and was used for trials at Farnborough until early 1918.

Although the 24 production aircraft were not completed, the F.E.9 did form the basis for the later N.E.1 night fighter and A.E.3 Ram ground attack aircraft.

References

• Royal Aircraft Factory F.E.9 the Virtual Aircraft Museum Retrieved 07:24, November 17, 2010, from http://www.aviastar.org/air/england/raf_fe-9.php
• Royal Aircraft Factory F.E.9. (2010, April 26). In Wikipedia, The Free Encyclopedia. Retrieved 07:24, November 17, 2010, from http://en.wikipedia.org/w/index.php?title=Royal_Aircraft_Factory_F.E.9&oldid=358338309
• Bruce, J.M. British Aeroplanes 1914-18. London:Putnam, 1957.
• Bruce, J.M. War Planes of the First World War: Volume Two Fighters. London:Macdonald, 1968. ISBN 0 356 01473 8.
• Mason, Francis K. The British Fighter since 1912. Annapolis, Maryland, USA:Naval Institute Press, 1992. ISBN 1-55750-082-7.

France - 1915 Ponnier M.1

The Deservedly Unloved Ponnier M.1

First off I want to give special thanks for all the valuable input on the topic provided by several members at Friends of the League of WWI Aviation Historians on Facebook. Many thanks to Aaron Weaver for your help, and Gary Warne for the inspiration after beating me to the punch.

Sometimes designers create an aircraft which raises the bar for innovation. Many more times their hard work is in vain. There are designs so bad that redesigns just amount to putting lipstick on a pig. When the Russians accept the horrifyingly bad SPAD reject the offer of desperately needed aircraft, you know you have a turkey on your hands. This is the story of one of the most maligned airplanes which entered production.

French Ponnier M-1 (original configuration) -1915

This profile is of the original configuration which was flight-tested by a number of pilots, including Charles Nungesser and Jean Navarre. Notable is the small rudder similar in shape to early Nieuports. Also of interest is the mounting of the machine gun.

Belgian Ponnier M-1 Abel De Neef (Le Vampire) - 1915

The profile shows one of the variants of the redesigned Ponnier M-1 in Belgian service. Le Vampire is the personal marking of Abel De Neef. We see the addition of a fixed tail fin and a fuselage mounted non-synchronized machine gun which used deflector gear similar to that used on the Morane-Saulnier Type N.

Belgian Ponnier M-1 s/n PO 18 - 1915

This redesigned Belgian Ponnier M.1 has the more standard mounting for the machine gun. The pilot for this aircraft is unknown.

This small fighter was designed and built in France, where a few were used as trainers. Belgium ordered 30 for front line use, but its extremely poor control caused the order to be cut to 10, or perhaps as many as 18, and it is not thought that any were actually used operationally.

Apparently the prototype was flight-tested by a number of pilots, including Charles Nungesser, who flew the M.1 on 29 January 1916. During that flight the aircraft crashed and Nungesser broke both legs and his jaw. From what I read the Po.M.1 was not put into production for the French military, yet some M.1s were sent to the training schools. None however equipped operational units.

Thirty were ordered by Belgium because of their inability to receive enough Nieuports. Discovering what the French already knew, these aircraft were modified by having the cone de penetration deleted, the tailplane and elevators enlarged, and a fixed fin fitted. Willy Coppens noted that the M.1 remained unstable even after these alterations and consequently the initial order of 30 was reduced to (approx.) 10, of which only a few, were ever used operationally.

Having an urgent need for new fighter aircraft the Belgian authorities ordered thirty Ponnier M.1's, although this machine was rejected by the French Armee de l'Air for being too dangerous to fly. Most Belgian pilots also refused to fly the Ponnier (of which only ten were delivered) and it was quickly withdrawn from use.

The justly deserved reputation of the Ponnier M.I did one thing... Even the Russians refused the offer from the French.

References

1. Jim Davilla Rare Birds Ponnier M.1 Over the Front Volume 26, Number 1, Spring 2011, p. 76-86
2. Ponnier M.1 - Their Flying Machines http://www.flyingmachines.ru/Site2/Crafts/Craft29124.htm
3. Ponnier M.1 - Belgian Wings http://www.belgian-wings.be/.../Photos/.../Ponnier%20M1/ponnier_m1.htm
4. Ponnier M.1 - http://www.www.aviastar.org/air/france/ponnier_m-1.php
5. M.1 - 1915 http://www.airwar.ru/enc/fww1/ponnierm1.html
6. Wrong airplane, wrong time Warnepieces http://warnepieces.blogspot.com/2011/05/wrong-airplane-wrong-time.html

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 - 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.

Austria - 1917 Lohner D.I 10.20 series 111

Some Times Life Just Gets Strange

Things have been hectic around the studio. I am supposedly officially retired and getting on with the work I choose. Unfortunately others I know seem to think since I am retired I have empty hours that I should fill with projects they want me to do for them. Add a internet connection issue and I have not had much chance to post or read the blogs of my friends. Hopefully things will settle down and I can get back to a normal (as normal as it gets in this madhouse) routine.

The Ill Fated Lohner D.I 10.20

I have previously posted one of the earlier prototypes of this type. I finally finished up the profile of the last incarnation of this design. Austria seemed to have a difficult time creating original designs which could compete with the aircraft of their enemies. They invested so much time and resources into inferior designs.

Lohner DI - 10.20 Type AA sn. 111.01

Lohner DI - 10.20 Type AA sn. 111.01 - 1917

This is the original prototype, known as the type AA. Despite its sleek lines The performance left much to be desired. It was rebuilt with conventional wing struts and wires. This did yield any real advantage.

Lohner DI 10.20B sn. 111.02 - 1917

Lohner DI 10.20B sn. 111.02 - 1917

I had originally posted this profile a while ago. I include it here to show the evolution of the design. This nw build was the second attempt to solve the problems with the design. Once again the "I" struts have returned and the lines are still rather sleek. Unfortunately there was not much improvement in performance. As with the Type AA, the type B was retired.

Lohner DI 10.20 sn.111.03 - 1917

Lohner DI 10.20 sn.111.03 - 1917

This is the final version of the Lohner D.I. Gone were the "I" struts and the fuselage was simplified. The rudder was smaller that the previous prototypes.

The Lohner Series 111 aircraft company was an Austria-Hungarian prototype single seat biplane built in 1917 by Lohnerwerke GmbH. The fuselage was a laminated wood construction. The wing struts were an "I" requiring no wires tor structural stability. Power was provided by an Austro-Daimler engine generating 185 hp (138 kW) The design went through several changes during the development process. Three prototypes were built. The performance of the aircraft was not an improvement on existing models already in production. Lackluster flight results led to Flars not approving the D.I for production.

References

1. Grosz, Peter, the Austro-Hungarian Army Aircraft of World War One, Flying Machines Press, 2002, ISBN 1-891268-05-8

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.

United States - 1918 SPAD X.III 93rd Aero Squadron

Digging for Some Understanding

Researching history is a puzzle at times. You dig through articles, pour over photos and in the end you still have deep questions which make you wonder if you will ever have all the pieces to see a clear view of your subject. This has been the case with attempting to find enough information to bring to life an aircraft I have only seen in two pictures. When I was working on fantasy and science fiction subjects I was free to improvise to a certain amount. I was helping define what someone would see in their mind's eye. History is a harsher mistress. There is a certain amount of conjecture, however it has to be grounded in research of facts about your subject.

I want to take a moment to thank Gene Beals for his hard work building great site on the 93^rd Aero Squadron http://freepages.military.rootsweb.ancestry.com/~sunnyann/93aero/index.html. It is well worth a visit.

My current cause of befuddlement started when I began research for information on the Pursuit Groups serving in the American Expeditionary Force in France. Many times I feel like it is the first day in school and I forgot my books. Slowly you pick through sources looking for elusive pieces to the puzzle. On a good day you have enough information to at least begin laying out the outline. For every hour of drawing time there is at least two hours of research. People tell me doing profiles if difficult. For me it is a relief from all the hours of studying records.

Today's puzzle began with making the initial drawing of a unit insignia to add to my "Decal" archive. I worked up two versions until I liked the results. The only problem was I did not have a source to show me any of the aircraft that carried the insignia. It was time to get my data shovel and dig around some more.

Sometimes You Have to Just Make a Best Guess

Conceptual Drawing for the 93^rd Aero Squadron's Insignia

This is the second version of the initial drawings I made for my insignia archives. I am a firm believer in working it to completion and saving it in a form where I can copy and paste it into other profiles. I see no sense in reinventing the wheel. For me the final process of making profiles is more akin to building a model kit than drawing.

Four SPAD S.XIII of the 93rd Aero Squadron U.S.A.S.

SPAD S.XIII 93^rd Aero Squadron Major John Huffer sn 1 - 7662, 1918

SPAD S.XIII 93^rd Aero Squadron Lt. Alfred B. Patterson sn 12 - 46082, 1918

SPAD S.XIII 93^rd Aero Squadron Captain Robert L. Rockwell sn 15 - 46082, 1918

SPAD S.XIII 93^rd Aero Squadron 1^st 1st Lt. Charles R. D'Olive sn 24 - S7748, 1918

The profiles are highly conjectural. The photos I have seen do not show all the details and the colors are best guess based on standard practices and comparing gray tones with known colored areas. The insignia on some examples may be a little too ornate, but I can correct that in later versions. For now I am just happy to make a first attempt at a subject I have not seen many color profiles for this squadron. If anyone has information to make it more accurate please contact me. I have the names and serial numbers for all three flight for the squadron. My main problem is I am lacking details to fill the ranks with profiles for this squadron.

References

1. 93^rd Aero Squadron - World War I Retrieved Oct 24, 2011 01:25 from http://freepages.military.rootsweb.ancestry.com/~sunnyann/93aero/index.html

Morane-Saulnier A1 part 2

Morane-Saulnier A1 in Other Countries.

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

Belgium Belgian Air Force

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

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

Poland Belgian Air Force

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

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

Britain - 1911 S.E.1

Another One from the Odd Duck File

The early days of aviation design was fertile ground for strange planes. The S.E.1 was another example of the "Dancing Bear Syndrome", It did not matter how poorly the bear danced. The fact that it did dance was the miracle. Unfortunately, like a bear it can turn on the hapless handler and kill him.

RAF SE.1 - 1911

At first glance trying to establish which end was the nose of the S.E.1 may seem confusing. Since it was a pusher aircraft, the pointed end is the nose sporting a canard stabilizer. The pilot sat in the fuselage section which had radiators mounted on either side for cooling the engine.

The S.E.1 (Santos Experimental) was an experimental aircraft built at the Army Balloon Factory at Farnborough (later the Royal Aircraft Factory) in 1911. Its place in aviation history is mainly that it was the first in the series of Royal Aircraft Factory designs - several of which played an important role in World War I.

In 1911 the Army Balloon Factory was not actually authorized to construct aircraft, but only to repair them. When the remains of a crashed Blériot XI monoplane belonging to the army were sent from Larkhill to Farnborough for repair, authorization for a complete reconstruction was sought, and granted.

The result was a completely new design. A tractor monoplane became a pusher biplane with large balanced fore-elevators, similar in basic layout to the Wright Flyer, but with a fully covered fuselage. Ailerons were fitted to the top wing, and twin balanced rudders were mounted behind the propeller, but out of its immediate slipstream. The only obvious component of the Blériot that found its way into the new design was its 60 hp (45 kW) E.N.V. "F" engine.

The S.E.1 made its first flight, a straight mile in the hands of its designer Geoffrey de Havilland on 11 June 1911. Further fight testing revealed control problems and the area of the front wing/elevator was adjusted to try to bring together the center of pressure and the hinge line and make the S.E.1 stable in pitch. By the beginning of August the front surface was fixed and carried a conventional trailing edge elevator. An attempt to improve the turning characteristics was made by stripping the side covering of the nacelle to reduce side area. de Havilland continued to fly the S.E.1 until 16 August. On the 18 August the aircraft was flown by someone else for the first time; the rather inexperienced pilot Lt. Theodore J. Ridge, Assistant Superintendent at the factory (who had only been awarded his Pilot's certificate the day before, and was described as "an absolutely indifferent flyer". The combination of the inexperienced pilot and the marginally controllable aircraft proved fatal - the S.E.1 stalled in a turn and spun in, killing Ridge.

No attempt to rebuild the S.E.1 was made, and the design was apparently abandoned, with no attempt to develop it. The S.E.2 of 1913 was a completely different kind of airplane - a development of the B.S.1.

References

1. Royal Aircraft Factory S.E.1. (2010, May 22). In Wikipedia, The Free Encyclopedia. Retrieved 05:35, January 12, 2011, from http://en.wikipedia.org/w/index.php?title=Royal_Aircraft_Factory_S.E.1&oldid=363588932
2. Jackson, A.J. (1978). de Havilland Aircraft since 1909 1978, pp. 38-9. London: Putnam Publishing. ISBN 0 370 30022 X.
3. Jarrett, Philip (2002). "Making Flying Safer". In Jarrett, Philip. Pioneer Aircraft:Early Aviation before 1914 2002. London: Putnam. pp. 202-215. ISBN 0 85177 869 0.

Germany - 1916 Aviatik D.II

Aviatik AG Experimental Fighter

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

Aviatik Type D II - 1916

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

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

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

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

References

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

Austria - 1918 Aviatik-Berg 30.27 and 30.29

Innovative But Not Effective

Once again I am back on fleshing out the aircraft built by Österreichische-Ungarische Flugzeugfabrik. Today's post fills in the gap between earlier designs and the 30.40 monoplane which was built in the last days of the Great War.

Aviatik-Berg 30.27- 1918

This Avitik is prototype 30.27 This is the same type aircraft which was used as a basis for the type 30.40 monoplane. Note the colors are conjectural. I have not found a written description of this plane. My intention was to use the least outrageous color scheme possible.

When the Aviatik-Berg type 30.27 and 30.29 appeared early in 1918 it marked a radical change in design philosophy for Julius von Berg. The design was a lighter weight aircraft with a compact profile featuring a rounded cowling and forward fuselage. Although it was not successful it pointed toward more the form which would lead to future designs.

The design of both types was wooden construction with plywood fuselage skinning. The forward section of the aircraft was covered by light metal panels, and fabric-covered wings rounded out the design. Both the Aviatik 30.27 and 30.29 were fitted with the standard Austrian armament of twin synchronized fixed forward-firing 0.315 in (8 mm) Schwarzlose machine guns.

Previously all of the single-seat fighters designed by Julius von Berg were fitted with Austro-Daimler inline engines.The Aviatik 30.27 and the similar 30.29, marked a departure from earlier designs. In an attempt to produce a lighter weight fighter both designs were powered by the Steyr Le Rhone 11 cylinder air cooled rotary engine producing a power rating of 160 hp (119 kW). The 30.27 and 30.29 were both initially flown with two-bladed propellers. The original engine cowling left the lowest three cylinders exposed. Later versions of both types were fitted with a four-bladed Jaray propeller and a full ring cowling.

Both prototypes participated in the D-Contest held in July of 1918. Unfortunately the 30.29 crashed when the leading-edge of the wing upper collapsed as its pilot initiated a loop. The project was canceled and the remaining airframe became the basis of the type 30.40 monoplane.

References

1. Aviatik (Berg) 30.27 & 30.29 1918 The Virtual Aircraft Museum Retrieved Sept 3. 08:55 from http://www.aviastar.org/air/austria/aviatik_30-27.php

Austria - 1918 Aviatik-Berg 30.40

A Late War Austrian Monoplane

It is always good when you learn something new. The one thing I love about the history of Austrian aviation is finding rare aircraft which are not well known or documented. Sometimes things appear deceptively simple on the surface but as you dig deeper you find a complicated story of variations of a basic type which were built by other companies who were licensed to manufacture them. Each company left their own mark on the design. There are times when a single aircraft is produced which you only know the serial number and not the story to be told.

Today I am writing about an example of one of a kind designs. Julius von Berg shifted away fom the heavier in line engine powered designs and began experimenting on more compact light weight aircraft powered with rotary engines to reduce the overall weight. After a failed attempt at creating light weight biplane fighters von Berg took elements from the 30.27 and 30.29 and built a modrn looking parasol type monoplane. It arrived too late in the war to be more than a footnote.

Aviatik-Berg 30.40- 1918

The paint scheme was basically monochrome. The sharp edged sawtooth camouflage pattern was used in several late war Austrian designs. The metal forward section sports circular tooling marks over the whole surface. Even though the design was late war it carried the Iron Cross on the wings and rudder.

A parasol monoplane derivative of the Aviatik 30.27, the Aviatik 30.40 was powered by a similar 160hp Steyr Le Rhone 11-cylinder rotary engine, and only one prototype was built and flown during the summer of 1918. The Aviatik 30.40 was of wooden construction. The forward fuselage was covered by light metal panels and the remainder of the fuselage was ply covered. The wing had fabric skinning, and steel-tube bracing struts were employed

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References

1. Aviatik (Berg) 30.40 1918 Retreived Sept 3. 08:45 from http://flyingmachines.ru/Site2/Crafts/Craft25508.htm
2. Aviatik (Berg) 30.40 1918 Virtual Aircraft Museum Retreived Sept 3. 09:05 from http://www.aviastar.org/air/austria/aviatik_30-40.php
3. Aviatik Berg Scout The Aerodrome Forum Retreived Sept 3. 09:15 from http://www.theaerodrome.com/forum/aircraft/1997-aviatik-berg-scout.html
4. Grosz,Peter M. Haddow, George. Schiemer, Peter. Austro-Hungarian Army Aircraft of World War One p.156-157. Flying Machines Press, 1993. ISBN 0963711008,

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.

Britain - 1912 Avro Type F

The First Enclosed Cockpit

Even before the war the idea of an enclosed cockpit was seen as an advantage. The cold of high altitudes made flying uncomfortable. Add the spray of oil off early engines and exhaust fumes did nothing to make flight a pleasant experience. Although most fighters would use open cockpits, the research on shielding the pilot from the environment would lead to later advances.

Avro Type F - 1912

The Avro Type F was an early single seat British aircraft from Avro and the first aircraft in the world to feature a completely enclosed cabin.

It was a wire-braced mid-wing monoplane of conventional configuration with a tailskid undercarriage. The fuselage itself was teardrop-shaped with flat sides and "glazed" with celluloid windows around the cabin. Two circular windows at the pilot's head level could be opened for the pilot's head to protrude when flying under poor visibility. Ingress and egress was via a trapdoor in the fuselage top. The cabin was quite cramped - at its widest point only 2 ft (60 cm) across.

The Type F made a few test flights in mid 1912 until damaged beyond repair in a hard landing on 13 September after which it was not repaired. Its Viale 35 hp engine is on display at the Science Museum in London.

References

1. Avro Type F. (2010, May 4). In Wikipedia, The Free Encyclopedia. Retrieved 02:17, December 14, 2010, from http://en.wikipedia.org/w/index.php?title=Avro_Type_F&oldid=360032450
2. Taylor, Michael J. H. (1989). Jane's Encyclopedia of Aviation. London: Studio Editions. pp. 91.
3. World Aircraft Information Files. London: Bright Star Publishing. pp. File 889 Sheet 92-93.

Britain - 1912 Avro Type E & 500

Early Successes in Design

The evolution of AVRO aircraft continued during 1912. The first difference we note was an enclosed fuselage which is becoming more recognizable as what we would we have come to believe an aircraft should look like. The ability to carry payloads for longer periods of flight became a concern which had to be addressed to meet specifications requested by eager military planners. Military aviation was soon to be possible.

Avro Type E - 1912

Avro 500 - 1912

The Avro Type E, Type 500, and Type 502 made up a family of early British military aircraft, regarded by Alliott Verdon Roe as his firm's first truly successful design.

The Type E biplane was designed in response to a War Office specification for a two-seat aircraft capable (amongst other things) of carrying a 350 lb (160 kg) payload with a total endurance of 4.5 hours. The Avro submission was based on the Avro Duigan design and was originally named "Military Biplane 1". It was a two-bay biplane with equal-span, unstaggered wings, and a boxy, rectangular-section fuselage. Lateral control was by wing warping.

During initial trials, it soon became apparent that while top speed and rate-of-climb were below the War Office specification, the aircraft excelled in every other way. The second prototype, however, first flew on 3 May 1912 and sufficiently impressed the War Office for them to buy the prototype and place an order for two more examples, which Roe now renamed the 500. The type proved an immediate success, and orders for another four machines plus five single-seat derivatives (designated 502 by Avro) soon followed. Other examples produced included six for the British Admiralty's Air Department, one presented to the government of Portugal (paid for by public subscription), one kept by Avro as a company demonstrator, and one bought by a private individual, J. Laurence Hall (commandeered by the War Office at the outbreak of World War I). The first prototype was destroyed in a crash on 29 June 1913 that killed its student pilot.

Avro 500s were flown by the British armed forces during the first years of the war, mostly as trainers. In service, most were fitted with ailerons and a revised rudder.

References

1. Avro 500. (2010, May 4). In Wikipedia, The Free Encyclopedia. Retrieved 07:27, December 9, 2010, from http://en.wikipedia.org/w/index.php?title=Avro_500&oldid=360032279
2. Taylor, Michael J. H. Jane''s Encyclopedia of Aviation. (1989). London: Studio Editions. pp. 91.
3. World Aircraft Information Files. London: Bright Star Publishing. pp. File 889 Sheet 92.

Britain - 1911 AVRO Type D

Avro: In The Beginning

Before the Great War designers were busy building the forerunners of what would become military aircraft. In Britain one of the primary innovators was A.V. Roe and Company. produced the first plane to strafe troops on the ground, it was also the first British plane to be shot down by enemy ground fire. Better aircraft soon replaced the Avro 504 in combat, but it remained the standard British trainer for the duration of the war.In the next few posts I will cover the evolution of AVRO designs through the early war.

Avro Type D - 1911

The Type D was a two-bay biplane of conventional configuration, with equal-span, unstaggered wings. The fuselage was triangular in cross-section, and lateral control was provided by wing warping. The first of seven aircraft flew at Brooklands on 1 April 1911.

The Type D aircraft were used in a variety of roles by the Avro, mostly concerned with exploring the limits of what an airplane could do. In its first few weeks of existence, the prototype was used to make a number of attempts on aerial endurance records, as well as demonstrations for the Parliamentary Aerial Defense Committee.

One Type D was purchased by the Royal Navy and fitted with floats for trials from HMS Hermione. This aircraft became the first British seaplane when it took off on 18 November 1911. Type D was also used for air racing, the prototype participating in one such event very early in its career. Another example was specially built and modified to compete in the Daily Mail Circuit of Britain Race, but crashed before the event. Other Type D aircraft remained in service until 1914.

The Type D is notable in two respects. First, the prototype was at one point fitted with floats to make the first British take-off from water on November 18, 1911. Secondly, it was a biplane rather than A.V. Roe's previous triplane wing designs. It is believed that six examples of the Type D, with its triangular shape fuselage, were manufactured. They were all different, including one example with a 60hp engine that was intended to compete in the Daily Mail Air Race, but suffered a prior accident. The Avro Type D was the company's first successful and semi-production standard design.

References

1. Avro Type D. (2010, May 4). In Wikipedia, The Free Encyclopedia. Retrieved 01:52, December 14, 2010, from http://en.wikipedia.org/w/index.php?title=Avro_Type_D&oldid=360032443
2. Avro Type D 1911 Virtual Aircraft Museum Retrieved 01:50, December 14, 2010, from http://www.aviastar.org/air/england/avro_d.php
3. Sharpe, Michael. Biplanes, Triplanes, and Seaplanes, pg.56. London, England: Friedman/Fairfax Books , 2000. ISBN 1-58663-300-7.
4. Taylor, Michael J. H. (1989). Jane''s Encyclopedia of Aviation. London: Studio Editions.
5. World Aircraft Information Files. London: Bright Star Publishing. pp. File 889 Sheet 92.
6. britishaircraft.co.uk

Austria - 1917 Aviatik-Berg Dr.I

Julius von Berg's Triplane Attempt

I have been busy working on profiles and decided to tackle an Aviatik of different type. I think by now my readers know my opinion on triplanes. I think they look great, but for the most part were a waste of time and material. I know there were exceptions to the rule, however when it comes to the number of wings on an airplane I believe less is more. Very few triplane designs were equal to the designer's initial expectations. All in all chasing the dream of ab effective triplane was a fool's errand. However drawing them is too much fun to pass up an opportunity to bring them to life.

Aviatik-Berg (Aviatik) Dr.I sn-30.24- 1917

The Aviatik 30.24 (this designation indicating that it was the 24th experimental aircraft produced by O-UF Aviatik) single-seat fighter triplane designed by von Berg in May 1917. The Aviatik 30.24 employed a similar structure to that of the D.I and the fuselage similar. Based on a contract with Aviatik for four experimental fighter planes powered by 185/200 hp Daimler engines in Sept 1917. Flight testing of 30.24 on Oct 1917, the 185 hp powered 30.24 had inferior performance compared with a similar engined Aviatik D.I. The 200 hp Daimler also shows little improvement. The Triplane was referred to FLEK (FLiegerErsatzKompanie) 6 in Wiener Neustadt, where a variety of experimental radiators were installed to improve the pilots forward view on Aviatik fighters. 30.24 was accepted by LFT inspectors in Sep 1918. The remaining three prototypes (designations unknown), completed but disassembled, were accepted at the end of Oct 1918. The 30.24 was offered for sale to the Czechoslovakian government in April 1920.

References

1. Aviatik (Berg) 30.24 The Virtual Aircraft Museum retrieved from http://www.aviastar.org/air/austria/aviatik_30-24.php

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.

Britain - 1917 Austin-Ball A.F.B.1

Austin-Ball A.F.B.1 - 1917

The Austin-Ball A.F.B.1 was a British fighter plane of World War I built by car manufacturer Austin with input from Britain's leading fighter ace at the time, Albert Ball. Ball's father, Albert Ball Sr., was on the Board of Directors of Austin, and used his influence on behalf of his son to have the ace's sketches and specifications considered by the company. Young Albert Ball's design ideas were taken from the Nieuport that he was flying at the time. Actual design of the craft was by C. H. Brooks.

It was a biplane of largely conventional configuration with unstaggered, equal-span wings. The top wing was attached to the upper fuselage, granting the pilot excellent visibility on all sides and above. The armament was unusual: the fixed, forward-firing Lewis gun fired through the hollow propeller shaft; but its muzzle was located aft of the power plant. A second Lewis gun with an upwards firing arc was mounted on the upper wing. This weapon, combined with the excellent topside visibility was well-suited to Ball's favored method of attack, from below the enemy.

Only a single prototype was built. Although the fighter promised excellent performance, the SE.5a was already in production, and the A.F.B.1 would have competed with it for production facilities (Austin was a major SE.5a contractor) and engines (since both fighters used the Hispano-Suiza 8). Moreover, Ball had already been killed in action by the time the aircraft was ready for its first flight on 1 June 1917.

References

1. From Wikipedia Austin-Ball A.F.B.1, "http://en.wikipedia.org/wiki/Austin-Ball_A.F.B.1"
2. Taylor, Michael J. H. (1989). "Jane's Encyclopedia of Aviation". London: Studio Editions.
3. "World Aircraft Information Files". London: Bright Star Publishing. pp. File 889 Sheet 85.