Aircraft in Colour the First World War, and Hence Tbe BOMBERS Bomber May Claim to Ante-Date the Fighter Aeroplane As a Weapon of War

Bombs were dropped from an aeroplane at least as early as November 1911, nearly three years before the outbreak of The Pocket Encyclopaedia of World Aircraft in Colour the First World War, and hence tbe BOMBERS bomber may claim to ante-date the fighter aeroplane as a weapon of war. At PATROL AND ll!CONNADSANCZ AlllCR..UT any rate, while there were no crue 19 1~-1919 fighters in existence in August 1914, there were bombers - from the frail Voisins of France to the giant four engined Russian llya Mouromeu. The ensuing four years of war provided a testing-ground for such outstanding and varied bomber designs as the Gotha Grossflugzeuge, the Breguet 14 and the Handley Page 0 /400. In addition, throughout the war the evolution of reconnaissance aircraft progressed to the extent that, to succeed the frail, defenceless Taube and Albatros machines of 1914, armed 2-scaters were evolved that in 1918 could out-fly and out-climb some of the ablest fighters in service.• The 67 aircraft in this volume reflect the development of such aircraft throughout the first truly formative period in mili tary aviation history. The period 1914- 19 is selected so as to include cenain important types designed during the war, but which arrived too late for combat service. First published in 1968, this new edition of a now firmly established favourite amongst aircraft enthusiastS contains some necessary texrual corrections and clarification as well as amendments to minor illustration detail in cwo of the colour plates. Four types of aircraft which were not in the earlier edition have been added; to make room for these, a number of flying-boats and floatplancs have been transferred to the companion volume Flying Boats and Seaplanes Since 1910.

2nd (REVISED) EDITION

£J.20 net The Pocket Encyclopaedia of World Aircraft in Colour BOMBERS PATROL AND RECONNAISSANCE AIRCRAFr 1914-1919

by KENNETH MUNSON, Associate R.Ae.S.

Illustrated by JOHN W. WOOD Norman Dinnagc Brian Hiley William Hobson Alan Holliday I Tony Mitchell Allen Randall

Additional notes by IAN D. HUNTLEY, A.M.R.Ac.S.

BLANDFORD PRESS POOLE DORSET Copyright C 1g68 Blandford Press Ltd, I.ink House, West Street, Poole, Dorset BH15 1LL

Fint published 1g68 Reprinted 1971 P REFACE Second (Revised) Edition 1977 So far as the colour plates in this volume are concerned, we owe an incalculable debt of gratitude to Ian D. Huntley, A.M.R.Ae.S., whose extensive researches have provided the basis for all of the colour \vork in this volume. A short account of Ian Huntley's researches - and a few of the results that they have yielded - appear in the Appendices. These, if read in conjunction \vith the notes on page 15, should obviate a number of misconceptions which ap parently confused some readers of the first edition. For help or reference material of other kinds, I am indebted to All rights reserved. No part of this book may be reproduced material published by the American journal Air Progress, by Harley or transmitted in any form or by any means, electronic or ford Publications Ltd. and by Profile Publications Ltd. Individual mechanical, including photocopying, recording or by any assistance with the original edition, also much appreciated, was infomuition storage and retrieval system, without per- mission in writing fro.m the publisher. given by Messrs. Charles F. Andrews of BAC, Bo Widfelt of the Swedish Aviation Historical Society and Lt. Col. N. Kindberg of the Royal Swedish Air Force; this revised edition has benefited in no small measure from material kindly made available subsequently by Chaz Bowyer, Jack Bruce, Roland Eichenberger and Douglas Pardee. To them all I am delighted to express again my thanks, both for their kindness and for the helpful spirit in which their assist ance was offered.

ISBN o 7137 o632 8 May 1976 Colour printed by The Ysel Press, Devcnter, Holland Printed and bound in England by Richard Clay (The Chaucer Press) Ltd, Bungay, Suffolk

I INTRODUCTION

It is difficult to establish with certainty when bombs were first dropped from an aeroplane in the furtherance of a military cam prugn, but the earliest recorded occasion was on 1 November 1911, when Giulio Gavotti of the Squadriglia di Tripoli, fiying a Rumpler Taube of the Italian Air Service, released four small bombs over the North African townships of Tagiura and Ain Zara. At any rate it is certain that, as a type, the use of the aeroplane as a bomber ante dated the fighter by several years, for machines capable of such activity were in service or being designed some time before the outbreak of World War 1. One of the leading types at this time was the French Voisin, and the first bombing attack of the \Var was made by Voisins of the Aviation Militaire which bombed the Zeppelin hangars at Metz-Frascaty on 14 August 1914. During the early part of the war Germany and Austro-Hungary relied almost exclusively upon the Zeppelin airship as their main vehicle for bombing raids, and many of the first offensive sorties made by the Allies were directed at the factories or airfield sites \Vhere these 'monsters of the purple twilight' were built or housed. Before the end of 1914 a few successful bombing raids were also carried out by aircraft of the Royal Naval Air Service. It is probably fair to say that their morale value \Vas higher than that of the actual de struction caused, for they were made mostly by small aircraft carrying only a modest load of the lightest bombs. The Voisin was almost the only aeroplane in service with any of the warring nations that really deserved to be regarded as a bomber, and in September 1914 this was recognised by the Aviation Militaire, which began to reorganise its Voisin squadrons specifically to carry out bombing activities. (It was, incidentally, a French Voisin that scored the first air-to-air combat victory of the war, when its observer shot down a German Aviatik 2-seater on 5 October 1914.) France's first steps towards the creation of a bombing force were soon followed by the formation, in the Imperial Russian Air Service, of Tsar Nicholas II's 'Squadron of Flying Ships' (or 7

I E.V.K.), equipped with the giant Sikorsky Ilya Mouromeu. The first obliged to attack only by night and finally to abandon the Ilya Mouromeu \Vas the first (and, at that time, still the only) raids altogether in May 1918. four-engined bomber in the \vorld. This enormous machine, which The Gothas typified the German bombers of the period and were had Bown for the fint time in January 1914, was a development of the principal types to be used, but they \Vere abetted by smaller the record-setting IA Grand, also designed by Igor Sikorsky early in numben of the similar Friedrichshafen G types and, in the later 1913. The E.V.K. made its first bombing raid with these machines stages, by the bigger Zeppelin (Staaken) R types. Allied bomben of on 15 February 1915 from its base atJablonna in Poland. the later war years included later and improved models of the Two months before this, Commodore Murray F. Suetcr of the Caproni series and the Ilya Mouromets, together with such excellent British Admiralty's Air Department had set the wheels in motion new types as the Breguet 14. D.H.4 and Handley Page 0/400. to produce what he called a 'bloody paralyser of an aeroplane' to Some other bomber types, notably the D.H.9 and the R.E.8, were bomb targets in Germany, although the bomber that resulted from produced in far g1eater numbers which their combat value did not this specification, the Handley Page 0 / 100, was not to enter service merit. In June 1918 Britain established the Independent Force in until nearly the end of 1916. Europe, a strategic bombing force equipped in the main with In the meantime, in May 1915 the Aviation Militaire began a Handley Page bombers, to undertake the bombing of targets in the sustained bombing campaign using its squadrons of Voisin air German homeland. The United States ofAmerica had come into the craft, the strength of which \vas eventually built up to a total of war on 6 April 1917, and for most of 1918 the American Expedition some six hundred aircraft. Both Britain and Italy bought Voisin ary Force, equipped predominantly \vith fighters and bombers of and Brcguet bombing types from France and began to build them French origin, made an important contribution to the bombing under licence as well. Russia, too, essayed the licence production of offensive which \vas sustained until the end of the war. the Voisin, ,vith local modifications, but \vith unfortunate result!. The load-carrying abilities of the bomber aeroplane had in On 24 May 1915 another protagonist joined the confilct on the creased to such an extent by the end of World War 1 that, from the side of the Allies. Italy's combined total of military and naval little 20-lb. or 10-kg. weapons that had been the norm in 1914, high aeroplanes at this time \vas little more than a hundred, and a explosive 'block-busters' weighing 1,650 lb. (nearly 750 kg.) had high proportion of these were of French origin. They did include, been developed and used. The weapons in most general use were ho\vever, a number of examples of the excellent Caproni Ca 2 those weighing around 100 kg. - 250 lb., but the Handley Page bomben with the range and reliability to undertake the long, V/1500, \vhich was all ready to go into action when the Armistice hazardous Bight across the Alps to target! in Au.strl>Hungary, was signed, was able to carry two bombs each weighing 3,300 lb. and the first such raid by these aircraft \Vas carried out on 20 (1.497 kg.). The small-size bombs \Vere often carried by observa August 1915. tion 2-seatcrs, more for their 'nuisance' value than anything else, For the first half of the war, the Zeppelins continued to be but occasionally these could be wed in other ways with spectacular Germany's chief vehicles for heavy bombing, but thereafter they result!. One such occasion was the destruction of the Zeppelin were used mostly by the Go 1oan Naval Air Service while the LZ.37 in June 1915 by Flight Sub-Lieutenant Wameford of the military arm turned to using aeroplanes. Daylight raids on Great R.N.A.S., \vho flew along the length of the dirigible dropping six of Britain, using A.E.G. and Gotha twin-engined bomben, began these tiny bombs into the ainhip's envelope. Warneford was early in 1917. During the summer these attacks \verc stepped awarded the Victoria Cross for his action, which was the first time up to such an intensity that the R.F.C. and R.N.A.S. were obliged a Zeppelin had been brought down by an attack from another to recall aircraft that they could ill afford to spare from the Western aircraft. So far as armament was concerned, the guns carried by Front in order to expand the number of Home Defence squadrons. bombing, patrol or reconnaissance aircraft were primarily for These fighters, some of them makeshift conversions of 2-scat types, defensive purposes. The Parabellum, the standard German ob resisted the German raiders to such good effect that they were at server's weapon, was the pn>war LMG.o8 version of the Maxim 8 9 infantry machine-gun; its standard Allied equivalent was the of World War I the aeroplane's principal - indeed, its only- value Lewis. had been thought in most official circles to be that of observing One variation of the orthodox bomber evolved during 1914-18 and reporting the progress of the war on the ground, rather than was the torpedo bomber, but such aircraft as a class did not contri making a positive contribution to that progress. Even when this way bute a significant amount towards the progress of the war. Suc of thinking bad been proved to be wrong, the value of the recon cessful launches of torpedoes were made from several different naissance machine remained undiminished. aircraft types, but the actual amount of shipping sunk or damaged Aircraft of both sides were sent over enemy lines during the by this form of attack \Vas small in comparison with that ac first few months of the war to report the progress of troop move counted for by ordinary high explosive bombs. JDCDts or the accuracy of their own side's artillery fire. At first, The use of water-borne aircraft in patrolling the seas and de the majority of aircraft used for this role were unarmed, but be fending naval shore stations was an important element in the fore the war was many weeks old some observers began to take conduct of the war as a whole. Germany, alone of the major into the air with them service revolvers, cavalry carbines, duck combatants, eschewed the value of the flying-boat for these pur rifles and all manner of other, often bizarre, weapons with which poses, but she did employ a considerable variety of floatplanes, to 'have a go' at any enemy machine they chanced to meet while both on board seaplane carriers or other naval vessels and at naval out on a patrol. Once this practice had started, other observers shore stations, for defensive or patrol duties. Their British counter were obliged to equip themselves with similar means of protec parts included such useful workhorses as the Fairey Campania, tion or retaliation; and from the first few sporadic encounters of Short 184 and Sopwith Baby. this kind the foundations were laid of the arts and skills of aerial The Lobner, Macchi, Tellier and F.B.A. flying-boats, ofAustrian, fighting. On the one hand this Jed, naturally enough, to the evo Italian and French origin respectively, were mostly medium-sized lution of the fighter as a specialised combat type. At the same 2-seaters with a modest defensive armament and a small bomb load. time it created the need to evolve faster, more manoeuvrable and They were among the less glamourised aircraft of World War 1, better-armed observation types that could defend themselves but they carried out a vast amount of routine but valuable work. adequately against attack from fighters or other 2-seaters. The large flying-boat appeared first in the form of the indifferent I t must be remembered that at this period of the war the stan Curtiss 'America' series from the U.S.A., which Squadron Com dard arrangement of most 2-seaters was to place the observer in mander John Porte of the R.N.A.S. transformed into the Felix the front cockpit. In a tractor biplane, the most common con stowe F.2A, a thoroughly efficient and seaworthy long range figuration, he therefore had the engine block in front of him, bracing patroller that set a pattern for flying-boat evolution lasting for two struts and wires on either side and the pilot behind him. Con decades and more after the war ended. Porte was one of a select sequently, when weapons began to be carried he had little worth band of naval officers who made an incalculable contribution to the while field of fire at all, and his field of view for carrying out his development of marine aviation during these formative years; observation duties was not very much better. Moreover, the risk another was Squadron Commander E. H. Dunning, \vho lost his life of a bullet fracturing a bracing wire - or, more important, a control in August 1917 while carrying out a test landing in a Sopwith wire - was always present. Yet, despite the difficulties, several Pup in connection \vith the evolution of deck take-off and landing successes were achieved with hand-held guns operated from the techniques. front cockpit in this fashion. World War 1 was the background for the first true air war, First to break out of the rut was Germany, which introduced and in this as in all subsequent conflicts the glamour attached its new category of C type armed 2-seaters in the spring of 1915. itself chiefiy to the fighter and bomber aircraft involved. But in In these machines the observer more logically occupied the rear 1914-18 the real workhorses in every air service were the 2-seat most of the two cockpits, where he had a much wider field of observation and reconnaissance machines. Right from the outset view and the freedom to fire a gun in almost every direction except JO II directly below. The hand-held rifle or other weapon was re had. It \Vas not to be wondered at that the wretched B.Es. were placed by a ring-type mounting for a machine-gun that could shot down in their dozens. be rotated to right or left, elevated or depressed, and from then In order to study the aircraft of 1914-18 in a proper perspective onward the German armed 2-seater \vas an opponent to be reckoned it is helpful if one appreciates some of the conditions under which with for as long as the war continued. Most of the German and they and their crews had to carry out their combat duties. In nearly Austrian C types had a fair degree of manoeuvrability, and some every case cre\vs had to By in unheated flying suits, in open cockpits, of them could give even the best Allied fighters a run for their at altitudes where the intense cold affected not only their own money. Late-war fighters of the calibre of the S.E.5a found the best physical efficiency but the lubrication and cooling systems of their of them, the D.F.Ws. and L.V.Gs, more than worthy opponents in engines and guns. Gun stoppages \Vere still an all-too-frequent the hands of a good Cl'C\V. Some of the high altitude photographic occurrence, even in excellent late-war designs \vith otherwise good C types, like the later Rumplers, could climb to heights above 20,000 performance, and often an engagement had to be broken off by one feet (6, 100 metres), well above the ceiling of most Allied fighters. For or other participant because of a jammed gun or some similar such missions they qualified for heated flying suits and oxygen circumstance. While on the ground, the aircraft \Vere usually either breathing apparatus to be issued to the crews - both comparative pegged down in the open, or, at best, stored in canvas field hangars, rarities in other classes of \vartime aircraft. and the depredations to their fabric from the bitter Russian cold, Germany, having a large domestic aircraft industry, was able the miserable dampness of the Western Front or the blistering to undertake the development of a wide variety of reconnaissance 1'.1iddle Eastern heat can well be imagined. Performance figures 2-seaters, but on the Allied side such types \Vere less diversified. recorded for individual types are those obtaining under more or less The Italian SAML and Ansaldo scouts were among the best, ideal flying conditions, but for much of the time such conditions the latter (a single-seater) being probably the fastest reconnaissance \Vere not enjoyed. aircraft used by any combatant during the entire war. Russia's only original contribution \Vas the indifferent Anatra, while France relied to a large extent on pre-war Farmans or Caudrons or un spectacular Spad and Nieuport designs until the Salmson 2 ap peared early in 1918. Britain pinned its faith for too much of the war upon the unfortunate B.E.2 series designed at the Royal Air craft Factory, which were the principal prey of the Fokker mono planes and later German biplane fighters. From the structural and design viewpoints the B.E. \vas a fine, well-thought-out piece of engineering with many desirable flying qualities. Unfortunately, what did not get through to the men with influence over its pro duction and employment was the fact that the very qualities that made it such an excellent, safe and stable flying machine were the direct cause of its downfall against the German fighters. Its stability made it virtually impossible for the B.E.2 to outmanoeuvre the agile enemy single-seaters, its speed was not great enough nor its ceiling high enough for it to outrun or outclimb them; and by clinging obstinately to the outmoded practice of putting the observer in the front seat surrounded by a 'cage' of struts, wires and engine its sponsors severely limited what little defensive firepower it

J~ THE COLOUR PLATES

A:J an aid to identification, the sixty-seven colour plates which follow have been arranged on a visual basis, within the broad sequence: tractor monoplanes, pusher biplanes, tractor biplanes, fiying boats and seaplanes. The Curtiss H-4/ 12/ 16, Fairey Campania and Felixstowe F.2AJF.3 seaplanes, which appca.rcd in the original edition of this volume, can now be found in the Flying Boats and Seaplanes sinu 1910 volume in the series. The 'split' plan view is adopted to give upper and lower surface markings within a single plan outline. The reference number of each aircraft corresponds to the appropriate text matter, and an index to all types appcan on pages 186 and 187. To clarify some apparent misconceptions arising from the first edition: (a) I t should not be assumed, from the 'split' plan view presen tation, that the unseen portion of the plan vie\v of a camouflaged aircraft is a 'mirror image' of the half that is portrayed. (b) It should not be assumed that all colour plates are intended to show standard colour schemes or a pristine 'cx-\vorks' state of finish. I ndeed, several plates deliberately show 'weathered' aircraft. (c) Note (b) above applies particularly to the British khaki/ P.C.10 colouring (see Appendix 2) for which, within the limitations of the colour reproduction process, an attempt has been made to illustrate this finish in a wide variety of conditions, from an ex works aircraft with maximum 'green shift' (e.g. page 59) to a much weathcrcd aircraft (e.g. page 64). BLERIOT XI (France) )

•

1 Bhiriot XI 2 Artillerie, possibly an aircrah of No. 3 Squadron R.F.C . 1914. Engine . One 70 h.p Gnome 7 A rotary. Sp8n: 29 h. 2! in. (8·90 m.). Length: 25 h. 7 in. (7·80 m) Wtng area : 161 ·3 sq ft. (15·00 sq.m.). Take -off weight · 882 lb. (400 kg.). M8ximum speed: 55·9 m.p.h. (90 km ./hr.) at sea level. Service ceiling: 6,562 ft. (2,000 m.). Endurance: 3 hr. 30 min.

17 BREGUET BrM.5 (France) AGO C. 11 (Germany) --·

3 2 The machine illustrated ts believed to be a French-built pre-seroes Type 5 Ago C.11 of the Imperial German M1htary Aviation Service. summer 1915 supphed as a pattern for the Grahame-Wh1te-bu11t Type XIX 1n late summer Engine. One 220 h.p. Benz Bz.IV water-cooled in-line. Span: 47 ft. Si in. I 1915 01111111pply to the production G W. XIX. Engme · One 250 h.p. Rolls -Royce (14·50 m) Length. 32 ft 3f 1n (9 84 m) Wing area· approx. 510·2 sq.ft I (Eagle) water·cooled Vee-type Span. 57 ft. Bk on. (17 58 m ). Length. 26 (47·40 sq .m.) Take-off Wl!1ght 2,998 lb (1,360 kg) Maximum speed: 85·1 It 0! on. (7 94 m.). Wtng area 621 ·1 sq.ft. (57· 70 sq.m.). Take-off weight m.p.h. (137 km./hr.) at sea level Service cetling: approx. 14,764 ft. (4,500 4, 740 lb (2, 150 kg .) Maximum speed. 85·7 m.p.h. (138 km,/hr .) at sea level m.) Range: 360 miles (580 km.) SerVtce c!!tling · 14,108 ft (4,300 m.). Range: 435 miles (700 km.). 19 18 VOISIN 5 (France) VOISIN 8 (France)

•

4 5 Voisin Voi.58 2 (Type LAS) of 1he French Aviation Militaire, ca. summer 1916. Engine. One 150 h.p Salmson (Can1on-Unne) 9 P wa1er-cooled radial. Span: Vo1s1n Voo.8Bn 2 (Type LA.P) bombing trainer of 1he American Exped11ionary Force. France. ca. April 1918 Engine: One 220 h.p. Peugeo18 Aa water-cooled 48 fl. 4i m. (14·74 m.). Length: 31 ft. 2 in. (9·50 m.). Wing area: 484·4 sq.ft. (45·00 sq m.). T11k11 -off weight: 3,020 lb. (1.370 kg.). Maximvm speed: on-lone Span: 59 ft. OJ in. (18·00 m.). Length: 33 ft. 11+ i n. (10·35 m.). 69·6 m p.h (112 km./hr.) a1 sea level Service ceiling: 11 .483 fl. (3,500 m.). Wing 11r1111 . 678·1 sq.fl. (63·00 sq.m.). Take-off weight: 4.101 lb. (1.860 kg.) . Maximum speed: 73·3 m p.h. (11 B km./hr.) at sea level. Service ceiling: 14,1 OB Endvrance: 3 hr. 30 min. ft. (4,300 m.). Endvrance: 4 hr. 0 min. 20 21 FARMAN F.40 (France) FARMAN HF.23 ( France )

' t I

7 6 Farman F.40 of the French Aviation Militaire, 1916. Engme : One 160 h.p. Sodertal1e·bu1h Henry Farman HF 23 (SW 11) of the Royal Swedish Naval Aenauh water-cooled Vee-type Span: 57 h. 11~ in (17·67 m.). Length: 30 Aviation. 1914 Engme One 80 hp Gnome 7 A rotary. Span· 49 h. 24- in ft 4~ in (9 25 m.). Wing area· 559·7 sq ft (52·00 sq.m.). Take-of! weight. (15·00 m ) Length 29 h 2 ~ in (8·90 m) Wing area· approx. 360·6 sq.h. 2.469 lb (1,120 kg .) Maximum speed: 83·9 m.p.h. (135 km./hr.) at 6,562 (33·50 sq m) Take off weight 1.499 lb (680 kg). Maximum speed: 55·9 ' ft. (2.000 m.) Service ceiling. 13,123 ft. (4.000 m.). Endurance : 2 hr. 20 m p.h. (90 km./hr) al sea level Service ce1/mg 9.022 ft (2.750 m.). Endurance: min 3 hr. 30 min. 23 22 FRIEDRICHSHAFEN G.111 (Germany)

8 F11ed11chshafen G.111. possibly of Bogohl 2, Imperial German Military Aviation Service. May 1918. Engines. Two 260 h.p. Mercedes D.IVa water-cooled in· hne. Span 77 fl 11 in (23· 75 m.). Length: 42 fl 1i in. (12·85 m.). Wing area · 925·7 sq ft. (86·00 sq.m.). Take-off weight: 8,686 lb. (3.940 kg.). Maxi mum speed: 87·6 m.p.h. (141 km./hr.) at 3.281 ft. (1 ,000 m .). Service ceiling. 14, 764 ft (4,500 m.). Endurance : 5 hr. 0 min.

24 25 GOTHA. G.V (Germany)

9 Gotha G.V of 1he Imperial "erman Military Av1a11on Service, April 1918. Engi nes Two 260 hp. Mercedes 0 IVa water-cooled on-line. Span: 77 ft. St in. (23 70 m) Lsngth · 40 ft 6* on. (12 35 m.) Wing area. 963·4 sq.ft. (89·50 sq.m.) Taks-off wt11gh1 · 8.763 lb. (3,975 kg.). MaJ1imum speed: 87 m.p.h. (140 km./hr.) at sea level Service celling: 21,325 ft (6,500 m.). Range : 522 miles (840 km .)

•

27 LLOYD C.11 (Austro-Hungary) D.F.W . B.I (Germany)

• 11 10 Lloyd-built C.11 of the Austro-Hungaroan Air Service, 1915. Engine · One 145 0 F.W. BI of the Imperial German Military Aviation Service. 1915. Engine: hp Hiero water-cooled in-line Span: 45 ft 1 li in. (1 4·00 m.). Length: 29 One 100 h.p. Mercedes 0 I water-cooled in-line. Span: 45 ft. 1 lt in. (14·00 ft 6} on. (9·00 m.). Wing area . approx. 374·0 Sq.ft. (34·75 Sq.m.). Take-off m.). Length. 27 ft 6J on . (8·40 m ). Wing area. approx. 369·2 sq.ft. (34·30 weight · approx. 2,976 lb (1.350 kg.). Maximum speed: approx. 79·5 m.p.h. sq.m.) Take-off weight: 2,238 lb. (1,015 kg .). Maximum speed: 74·6 m.p.h. (128 km ./hr) at sea level. Service ceiling: 9,843 ft. (3,000 m.). Endurance : (120 km,/hr.) at sea level. Service celling: approx. 9,843 ft. (3,000 m.). Endur approx. 2 hr. 30 min ance: approx. 4 hr. 0 mon. 29 28 HANSA-BRANDENBURG C.I {Austro-Hungary) ALBATROS 8 .11 (Germany)

12 13 Hansa-Brandenburg CI of the lmperral German Military Av1a11on Service. ca spring 1916 Data for Phon11<-bu1/I Seues 23. Engine· One 160 h.p. Austro Albatros B II of the Imperial German Military Aviation Servrce ca Aprol 1 916 Oa1mler water cooled m line Span 43 It ~ 1n. (13 12 m.). Length: 26 h Engine· One 100 hp. Mercedes 0 .1 water-cooled in-lone. Span : 42 h. 0 in 1~ m (8 20 m.) Wing area 467 8 sq.ft (43 46 sq.m.). Take-off weight · (12 80 m.) Length. 25 It Oi on. (7 63 m.) Wing area : 431 8 sq ft (40 12 2.337 lb (1.060 kg ) Maximum speed 77 6 m.p.h. (125 km./hr.) at sea level. sq.m ). Take -off weight: 2,361 lb. (1,071 kg .). Maximum speed 65·2 m.p h Service eel/mg 1 9,029 ft . (5,800 m ) Endurance · approx. 3 hr. 0 min. (105 km./hr.) at sea level. Service cetling: 9,843 h. (3,000 m.). Endurance 4 hr 0 mm. 30 31 AVIATI K 8 .11 (Austro- Hungary) LOHNER C.I (Austro-Hungary)

14 15 Austrian Av1auk B II of the Austro -Hungarian Air Service. ca. early 1916 Lohner-bu11t CI of the Austro-Hunga11an Air Service, 1916. Engine . One 160 Engine · One 120 hp. Austro-Oaimler water-cooled in·l1ne. Span: 45 It. 1 li h P Austro- Oa1mler water-cooled in-line Span: 44 ft. 14 in. (13 45 m ). in (14·00 m.). Length · 26 ft 3 m. (8·00 m.) Wing area : approx. 349·8 sq.ft. Length. 29 ft 3 1n (9 22 m.) Wing area : approx. 413·3 sq .ft {38·40 sq .m.). (32·50 sq .m.). Taks-off weight: 1,918 lb. (870 kg.). Maximum speed: 67·7 Take-off weight. approx. 2,998 lb. (1,360 kg .). Maximum speed. 85·1 m.p h. m.p.h. (109 km./hr.) at sea level Service ceiling: 8,202 ft. (2,500 m.) . Endur· (137 km./hr.) at sea level. Serwce ceiling. 11.483 ft. (3,500 m.) Endurance. anc8: 4 hr 0 min. approx. 3 hr 0 mm.

32 33 ALBATROS C.I (Germany) LEBED' - XII (Russia)

16 17 Albatros CI of the Imperial German M1htary Av1at1on Service, late 1;1 ?·Engine: Lebed' ·XII of 1he Imperial Russian Air Service. ca. summer 1917. Engine One One hp Mercedes Ill water-cooled in-line. Span. ft. in. 160 D 42 3t (12·90 150 h.p Salmson (Canton-Unne) 9 P water-cooled radial Span: 43 ft 1 j m.). Length. ft in. m.). Wing area: sq.ft. sq.m.). 25 9 (7·85 434·9 (40·40 in (13·15 m.) Length 26 ft. 14 in. (7·96 m.). Wing area : 452·1 sq.ft. (42 00 Take-off weight. lb kg.). Maximum speed: m.p.h. km./ 2,624 (1, 190 87 (140 sq m ). Take -off weight: 2,672 lb. (1,212 kg.). Maximum speed: 82·6 m.p h. hr.) at sea level Service ceiling: m.). Endurance: hr. 9,843 ft (3,000 2 30 (133 km /hr.) at sea level. Service ceiling: 11.483 ft. (3,500 m.). Endurance : min 3 hr 0 min.

34 35 ALBATROS C.111 (Germany) DORAND ARL.1 ( France)

18 19 Albatros C.111 of the lmpe11al German Military Aviation Service. ca summer Dorand AAL 1 A2 of the French AV1ation Militaire. ca. late 1916 Data are 1916. Engine . One 160 h.p. Mercedes 0 Ill water-cooled in-line. Span: 38 r for AR 1 A2. Engine .· One 190 h.p. Renault 8 8d Vee -type. Span 43 ft 6! ft 4f on. (11 70 m.). Length. 26 ft. 3 on (8·00 m.). Wing area : 397 2 sq.ft. in. (13 27 m.) L11ngch : 29 ft. lli 1n. (9·14 m.). Wing area : 542·1 sq ft (50 36 (36·90 sq.m.) Take-off weight: 2,983 lb. (1 .353 kg.). Maximum speed: 87 sq.m.) Takll·off weight: 2.756 lb. (1 .250 kg .). Maximum speed 95 mph m.p.h. (140 km./hr.) at sea level. Service ce1/mg . 11 ,155 ft. (3.400 m.). Endur (153 km ./hr.) at 6.562 ft (2,000 m.) SerV1ce ceiling. 18.045 ft (5.500 m.) ance: 4 hr. 0 min. Enduranc11 . 3 hr. 0 min

36 37 RUMPLER C.I (Germany} D.F.W . C.V (Germany)

20 21 0 F W. CV of the lmpe11al German Molotary Aviation Service. captured by U S Rumpler C.I of the Imperial German Molotary Avoatoon Service. 1915. Engine: forces on July 1918. Engme : One 200 h.p Senz Bz.IV water-cooled on-line One 160 h.p Mercedes 0 .111 water-cooled in-lone. Span: 39 ft. 1 ot in. (12·15 ( m.). Length · 25 ft. 9 on. (7 85 m.). Wing area : 384·3 sq .ft. (35·70 sq.m.) . Span 43 ft 6l on. (13 27 m.). Length: 25 ft. 10 in (7·87 m). Wing area · 457·5 sq.ft. (42·50 sq.m.). Take-off weight: 3,153 lb. (1.430 kg.) Maximum Take-off weight: 2.932 lb. (1 ,330 kg) Maximum speed: 94·4 m.p.h. (152 km./hr.) at sea level. Service ceiling. 16,568 fl (5,050 m.}. Endurance : 4 speed. 96·3 m.p.h. (155 km./hr.) at 3.281 ft. (1.000 m.). Service ceiling 20,997 hr. 0 min. ft (6.400 m.). Endurance : 4 hr. 30 min.

38 39 A .E.G. C.IV (Germany) HALBERSTADT C.V (Germany)

22 23 A E.G C IV of the Imperial German Molnary Aviation Service, 1916. Engme: Halberstadt (possibly Av1at1k· bu1lt) C.V of the Imperial German Molnary Avie· One 160 h.p Mercedes 0.111 water-cooled on -lone Sp11n 44 ft. 1j'. on (13·46 toon Service. ca. summer 1918. Engme: One 220 hp. Benz Bz.IV water-cooled m.). Length · 23 ft. !)! on (7 15 m.) Wing area 419·8 sq.ft. (39·00 sq.m.). I on lone Span. 44 ft . ~ 1n (13·62 m.). Length. 22 ft. 84 in. (6·92 m) Wing Take-off weight · 2,469 lb (1,120 kg.) Maximum speed: 98·2 m.p h. (158 area 462 8 sq.ft (43 00 sq .m.). Take -off weight· 3,009 lb. (1,365 kg.) Maxi· km./ hr.) at sea level Service cetf1ng. 16.404 ft (5,000 m.). Endurance: 4 mum speed. 105·6 m.p.h. (170 km./hr.) at sea level Service ceiling: 16.404 hr 0 min. ft (5,000 m ). Endurance . 3 hr. 30 mon.

40 41 -

RUMPLER C.IV (Germany) L.V.G. C.VI (Germany)

>(• . I

. ::,.....""

24 25 Rumpler C IV of the Imperial German Military Av1at1on Service, late 1917. LV G C VI of the Imperial German Military Aviation Service, 1918. Engine Engine · One hp Mercedes D.IVa water-cooled on-lone. Span . ft. 260 41 Si One 200 hp Benz Bz IV water-cooled in-line. Span: 42 ft 7~ in (13 00 on. (12 66 m.) Length · 27 ft 7j on (8·41 m) Win~ area : 360·6 sq.ft. (33·50 m.) Length 24 ft. 5! on. (7·45 m.). Wing area : 372·4 sq.ft. (34·60 sq .m.). sq.m.). Take-off weight. 3.373 lb (1,530 kg.). Max1mvm speed: 106·3 m.p.h Take·olf weight 2,888 lb (1.310 kg.). Maximvm speed· 105·6 m.p.h (170 (171 km,/hr.) at 1,640 ft (500 m.) Service cetling: 20,997 ft. (6.400 m.). km,/hr.) at sea level. Service ceiling: 21,325 ft. (6.500 m.). Endvranca: 3 Endvrance . 3 hr. 30 min. hr. 30 min

42 43 -

ALBATROS C.Xll {Germany) ROLAND C.11 (Germany)

26 27 Albatros C.Xll of the Imperial German Military Aviation Service, 1918. Engine: L F G (Roland)-bu11t C II of an unidentified Feld Flieger Abreilung. Imperial One 260 h.p Mercedes 0 IVa water-cooled in-line Span: 47 ft 1~ in. (14·37 German M1l11ary Aviation Service, Western Front, late 1916. Engine: One 160 m.). Length · 29 h. Of in. (8·85 m.). Wing area : 459 6 sq.ft. (42·70 sq .m.). h.p Mercedes 0 Ill water-cooled in-line. Span: 33 ft. 1~ m (10 33 m.) Take-off weight: 3,616 lb. (1,640 kg) Maximum speed. 108·7 m.p.h. (175 Length 24 ft. 8i in. (7·52 m.). Wing area : 279·9 sq.ft. (26·00 sq m.). Take-off km./hr.) at sea level Service ce1/mg 16,404 ft (5,000 m.). Endurance: 3 weight · 2.886 lb (1.309 kg .). Maximum speed: 102·5 m.p.h. (165 km,/hr.) hr. 1 5 min. at sea level Service ceiling· 13, 123 ft. (4,000 m.). Endurance · 4 hr. 0 min.

44 45 UFAG C.I (Austro-Hungary) PHONIX C.I (Austro-Hungary)

• " 29 28 Ufag-built C.I of the Austro- Hungarian Air Service. ca. autumn 1918. Engine · Sw~dish-bu11t CI (Phonix-Dront) of the Royal Swedish Army Aviation, 1919. One 230 h.p. H1ero water-cooled m-hne. Span: 35 ft. 2 m. (10·72 m.). Length: Engine : One 220 h.p. Benz Bz.IV water-cooled in-line. Span: 36 ft. 1i in. 23 ft. 74- in. (7·20 m.). Wing area: approx. 290·6 sq.It. (27·00 sq.m.). Take off (11 ·00 m.). Length~ 24 ft. 8t in (7·52 m.). Wing area : approx. 249 2 sq.ft. weight: approx 2.315 lb. (1,050 kg .) Maximvm speed · 118·1 m.p.h. (190 (23·15 sq .m) Take-off weight. 2,436 lb (1,105 kg.). Maximvm speed· 110 km / hr.) at sea level Service ceiling 16,076 It. {4,900 m.) Endvrance : approx m.p.h. (177 km ./hr) at sea level Service ceiling: 17,716 It (5.400 m.). Endvr- 3 hr. 30 min ance: approx 3 hr 30 min. 47 46 ANATRA OS (Russia) JUNKERS J.I (Germany)

• IJ

30 31 Anatra OS of the Imperial Russian Aor Service. ca spring 1917 Engine · One Junkers JI of the Imperial German M1htary Av1at1on Service. ca early 1918. 150 hp Salmson (Canton-Unnll) waler-cooled radial. Span · 37 ft s; on Engine. One 200 h.p Benz 8z.IV water-cooled m-line Span. 52 ft Si m. (11 42 m.) Length · 26 ft ~on (810 m ) Wing area· 398·3 sq ft (37 00 (16·00 m.). Length 29 ft 1Qi on (9 10 m.). Wing area 531 7 SQ It (49 40 sq.m.). Take-off weight· 2.566 lb. (1,164 kg) Maximum speed. 89 5 mph sq.m.). Take·off weight 4,797 lb (2.176 kg .). Maximum speed 96 3 mph. (144 km./hr) at sea level. Service ceiling 14,108 ft (4.300 m.). Endurance (155 km./hr.) _at sea level Operational ceilmg aJ!prox 5,000 It (1,524 m.). 3 hr 30 mon Range. 193 moles (310 km ).

48 49 ANSALDO S.V .A .5 (Italy) S.l.A. 78 (Italy)

32 33 Ansaldo S V.A 5of1he 3 Gruppo Aeroplani. Corpo Aeronautics Militare, llalian Fron1, June 1918. Engine. One 220 h.p SPA 6A water-cooled on-line Span: S I A 78 1 of the Corpo Aeronaut1ca Militare, ca. December 1917. Engine: One 260 h.p. Fiat A-12 water-cooled on-hne. Span: 43 in. (13·32 m.). 30 ft. 1! in. (918 m.). Length. 26 ft. 8 in. (8·13 m.). Take-off weight: 2,150 ft. Si lb (975 kg ). Maximum speed: 136· 7 m p.h. (220 km ./hr.) at sea level. Service Length 29 f1 SJ on. (9·06 m.). Wing area : 430·6 sq.ft. (40·00 sq .m.}. Take-off ceiling: 16.404 ft (5,000 m.). Endurance : 6 hr. 0 min. weight. 2.425 lb (1,100 kg.). Maximum speed: 124·3 m.p.h. (200 km./hr) 81 sea level. Service ce1hng : 22,966 ft. (7,000 m.). Endurance : 4 hr. O min.

50 51 POMILIO PE (Italy) SAM L S.2 (Italy)

s- 118 ~

..... •

34 35 Pomiho PE of the Corpo Aeronautics M1/ttare, ca. spring 1918. Engine . One SAML S 2 of the 118a Squadflgila da R1cognizione. Corpo Aeronau11ca Miiitate, 300 h.p. Fiat A· 12bis water-cooled 1n·l1ne. Span: 38 ft. 8j in. (11 ·80 m.) . Middle East, ca late 1917. Engme · One 300 h.p. Fiat A · 12bis water-cooled Lengrh: 29 ft. 4 in. (8 94 m.). Wing area : 495 1 sq.ft. (46·00 sq.m.). Take·off in line Span. 39 ft. Sj in. (12 10 m.) Length: 27 ft. 1~ 1n (8·50 m.) Wmg weight: 3,388 lb (1 ,537 kg .) . Maximum speed: 120·5 m.p.h. (194 km./hr.) area 419 8 sq.ft. (39·00 sq.m.) . Take-off weight: 3,075 lb. (1 ,395 kg ) Maxi· at sea level. Sarvica ca1/mg. 16,404 ft. (5.000 m.). Endurance : 3 hr. 30 min. mum speed 100·7 m p.h (162 km / hr.) at sea level Service ceiling. approx 16,404 fl (5,000 m.) Endurance : 3 hr. 30 min.

52 53 B.E.2b (U.K.) B.E.2c (U.K.)

36 37 Joucques-bu11t B E.2b. possibly an aircraft of No 16 Reserve Squadron R.F.C.. Bristol built B E 2c ol No 13 Squadron R.F.C., prior to leaving lor France. Beaulieu, late 1916 Engine One 70 hp. Renault air-cooled Vee-type. Span · October 1915 Engme One 90 h.p. A.A.F.1a air-cooled Vee-type. Span · 37 ft 0 in. (11·28 m.). Length · 27 h . 3 in. (8·31 m.). Wing area · 371 ·0 sq ft 35 ft . ~ in. (10 68 m.) Length 29 ft. 6! in (9·00 m.). Wing area : 352·0 sq .ft. (32 70 sq.m ) Take -off weight: 1,600 lb. (726 kg.). Maximum speed: (34·47 sq .m) T8ke-off weight · 2,142 lb. (972 kg.). Maximum speed. 72 70 m.p.h. (112 7 km ./hr.) at sea level Service cetling: 10,000 h. (3,048 m.). m.p.h (1 15 9 km ./hr) at 6,500 ft. (1.981 m.) Service ceiling · 10,000 ft (3,048 Endurance . 3 hr. 0 min. (Weight and performance data are for basically similar m.) Endur8nce · 3 hr 15 min. B.E.2a) . 54 55 B.E.2e ( U.K.) R.E.5 (U.K.)

38 39 Bristol built B E 2e of an unknown R F C. squadron. France. October 1916 RoyalA11craft Factory-built R.E 5. possibly an a11craft of No. 7 Squadron RFC. Engine One 90 hp RAF 1 a air cooled Vee -type. Span · 40 ft. 9 in. (12·42 France. ca Ap11l/ May 1915. Engine. One 1 20 h.p. Beardmore-built Austro m.) Length 27 ft 3 in (8 31 m.) Wing area· 360 0 sq.ft. (33·46 sq.m.). Daimler water-cooled m-hne Span · 44 ft 6 in (13·56 m.) Length 26 ft. Take-off weight 2. 100 lb (953 kg) Maximum speed. 82 m.p.h. (132 km / hr.) 2 m (7 98 m.) Wing area · 400·0 sq.ft. (37·16 Sq.m .). Typical take-off weight at 6,500 h (1 .981 m ) Service celling 10.000 ft. (3.048 m.). Endurance : 2.300 lb. (1 ,043 kg.) Maximum speed: 78 m.p.h. (125·5 km/ hr) at sea level. 4 hr. 0 min Service ce1/Jng : 15.000 ft. (4,572 m.) Endurance · 4 hr. 30 min

56 57 R.E.7 (U.K.) R.E.8 (U.K.)

•

40 41 Soddeley· Deasy· buolt A E.7 al 1he Royal Aircraft Faclory. Farnborough. 1915, w11h 336·1b bomb Engme . One 150 h.p. R.A.F.4a air-cooled Vee-lype Span: Da1mler-bu1lt R E 8 of 'A° Fhghl. No. 59 Squadron R.A.F. • Vert Galand, May 1918 Engine . One 150 h.p R.A.F 4a air-cooled Vee·1ype. Span . 42 fl. 7 in 57 fl 0 tn. (17·37 m.). Length. 31 fl 1Q.i on (9 72 m.). Wing area : 548.0 sq.ft. (50·91 sq.m.) Take·off weight · 3,449 lb (1 ,564 kg.) . Maximum speed: (12 98 m.). Length · 27 fl 1Qt tn. (8·50 m.). Wing area : 377·5 sq .ft. (35·07 84·9 m.p.h. (136·6 km./hr.) al sea level Service ceilmg: 6,500 fl. (1 .981 m.). sq m ). Take-off weight · 2,678 lb. (1 ,215 kg.). Maximum speed· 102 m.p h (164·2 km./hr.) al 6.500 ft. (1 ,981 m.). Service ceHing : 13,500 ft (4,115 Endurance . 6 hr. 0 mon. m ). Endurance : 4 hr. 15 min. 58 59 1 ~- STRUTTER (U.K.) CUCKOO (U.K.)

42 43 Sopwith-built Type 9700 (converted from Type 9400) of No. 3 Wing R.N.A.S. • Sopwith T.1 Cuckoo prototype in R.N.A.S . colours, at the Isle of Grain, July Luxeuil. France, ca. September 1916. Engine: One 130 h.p. Clerget 9 B rotary. 1917. Engine : One 200 h.p. Hispano-Suiza water-cooled Vee-type. Span: 46 Span: 33 ft. 6 in. (10·21 m.). Length: 25 ft. 3 in. (7·70 m.). Wing area: ft. 9 in. (14·25 m.). Length: 28 ft. 6 in. (8·69 m.). Wing area : 566·0 sq.ft. 346·0 sq.ft. (32·14 sq.m.). Take-off weight: 2,342 lb. (1,062 kg.). Maximum (52·58 sq.m.). Take -off weight: 3,572 lb. (1,620 kg .). Maximum speed: 1 03·5 speed: 102 m.p.h. (164·2 km./hr.) at 6,500 ft. (1 ,981 m.). Service ceiling: m.p.h. (166·6 km./hr.) at 6.500ft. (1,981 m.). Service ceiling: 15.600 ft. (4,755 13,000 ft. (3,962 m.). Endurance: approx. 4 hr. 0 min. m.). Endurance : 3 hr. 45 min.

60 61 D

D .H.9A (U.K.) O.H.4 (U.K.)

45 44 Mann, Egerton-built D.H.9A of No. 205 Sq uadron R A.F.. autumn 1918. Westland-built D.H.4 of No. 5 Wing R.N.A.S.. Dunkirk. ca. summer 1917. Engme : One 400 h.p. Liberty 12 water-cooled Vee -type. Span: 45 ft. 11i Engms: One 250 h.p Rolls -Royce Ill (Eagle Ill) water-cooled Vee- type. Span: 1n (14·00 m.). Length: 30 ft 3 1n. (9·22 m.). Wing area 434 0 sq.ft. (40·32 42 ft .q in. (12·92 m.). Length. 30 ft. 8 1n. (9 35 m.). Wing area : 434 0 sq m.) Take-off weight. 4,645 lb (2.107 kg.) . Maximum speed 123 m p.h sq.ft. (40·32 sqm.) Take-off weight: 3,313 lb. (1.503 kg .) Maximum speed. (197·9 km.Ihr .) at sea level. Service ceiling · 16.750 ft (5.105 m ) Endurance · 117 m.p.h. (188 3 km./hr.) at 6,500 ft. (1 ,981 m.) Service ceiling: 16,000 5 hr 15 min ft. (4.877 m.). Endurance · 3 hr 30 mtn. 63 62 F K 8 (U .K.) SALMSON 2 (France)

46 47 Arm trong Wh1twot1h · bu1h F K 8 flown bv 2nd Lt A A Mcleod and Lt A Salml>On 2A 2 of the 88th Aero Squachon. 1st Obsefva11on Group of the Amen · W Hdmmond of No 2 Squadron R F C • France. March 1918 Engml! One can Exped1t1onarv Force. Marne. August 1918 Engme One 260 hp S11mson 160 hp Beardm0

64 65 SPAD XI (France) BREG UET 14 (France)

}

48 49 Spad XIA.2 of the French Aviation Militaire, early 1918. Engine: One 235 Breguet Br.148.2 of an unidentified Escadrille de Bombardement, French Avia h.p. Hispano-Suiza 8 Be water-cooled Vee-type. Span: 36 ft. 1 Oi in. (11 ·23 tion Militaire. late 1917/ early 1918. Engine: One 300 h.p. Renault 12 Fcx m.). Length: 25 ft 5t in. (7·75 m.). Wing area : approx. 307·8 sq.ft. (28·60 water-cooled Vee -type. Span: 47 ft. 1! in. (14·364 m.). Length: 29 ft. 1~ sq.m.). Take -off weight: 2,310 lb. (1 ,048 kg.). Maximum speed: 109·4 m.p.h. in. (8·87 m.). Wing area : 540·3 sq.ft. (50·20 sq .m.). Take-off weight: 3,891 (176 km./hr.) at 6,562 ft. (2,000 m.). Service ceiling: 22,966 ft. (7,000 m.). lb. (1. 765 kg.). Maximum speed: 110 m.p.h. (177 km./hr.) at 6,562 ft. (2,000 Endurance : 2 hr. 1 5 min. m.). Service ceiling : 19,029 ft. (5,800 m.). Endurance : 2 hr. 45 min.

66 67 SHORT BOMBER (U.K.)

50 Short built Bomber, possibly an aircraft of No. 7 Squadron R.N.A.S.. Belgium, ca. late summer 1916. Engine : One 250 h.p. Rolls-Royce Eagle Ill water-cooled Vee-typo. Span : 85 ft. 0 in. (25·91 m.) . Length: 45 ft. 0 in. (13·72 m.). Wing areo : 870·0 sq.ft. (80·83 sq .m.) . Take -off weight: 6.800 lb. (3,084 kg.). Maxi mumspeed: 77 ·5 m.p.h. (124·7 km ./hr.) at 6,50011. (1,981 m.). Service ceiling: 9,500 ft. (2,896 m.). Endurance : 6 hr. 0 min.

68 69 LETORD TYPE 5 (France) CAU D R ON R.11 (France)

I 52 Le1ord Type 5 of the French Aviation M11italfe, ca. late spring/ early summer Caudron R 11 Bn 3 of the French Aviation Militaire, ca. summer 1918. Engines : 1917 Engines : Two 220 h.p. Lorraine-Dietrich 8 Fb Vee-type. Span: 59 ft. Tw o 215 hp. H1spano -Suiza 8 Bdawater-cooled Vee-type. Span. 58 ft. 9! Oi in. (18·00 m.). Length: 36 ft. 7j 1n. (11 17 m.) . Wing area : 669·5 sq .ft. in (17 92 m.). Length. 36 ft. 9f in (11 ·22 m.). Wing area: 583·9 sq.ft (54·25 (62·20 sq m.). Tak11-off weight: 5,390 lb. (2.445 kg .). Maximum speed: 99·4 sq m.) Take -off weight: 4,773 lb. (2,165 kg.). Maximum speed: 113·7 m.p.h. m.p.h. (160 km./hr.) at 6,562 ft. (2,000 m.). Service ceiling: 16,404 ft. (5,000 (183 km./hr.) at 6,562 ft. (2.000 m.). Service ceiling: 19,521 ft. (5.950 m.). m.) . Endurance : 3 hr. 0 min. Endurance : 3 hr. 0 min.

70 71 A.E.G. G.IV (Germany)

53 A.E.G. G. IV of the Imperial German Military Aviation Service shot down by the French, May 1918. Engines Two 260 h.p. Mercedes O.IVa water-cooled in-line. Span: 60 ft. 2j 1n. (18·35 m.) Length: 32 ft. 3f in. (9·85 m.). Wing area : 721 ·2 sq.ft. (67·00 sq.m.) Take -off weight: 8,003 lb. (3.630 kg .). Maxi· mumspeed: 90·1 m.p.h. (145 km / hr.) at 4,921 ft. (1,500 m.). Service ceiling: 13,123 ft. (4.000 m.) Endurance · approx. 4 hr. 30 min.

72 73 0 / 400 (U.K.)

54 Handley Page 0 / 400 of the R NA S. early 1918. Engines. Two 360 h.p. Rolls Royce Eagle VIII water-cooled Vee -type Span · 100 ft 0 in. (30·48 m.) Length · 62 h 1<}.l m (19 16 m.) Wing 11re11 1,648·0 sq.h. (153·10 sq.m.). Take-off weight 13,360 lb (6.060 kg). Maximum speed· 97·5 m.p.h. (156·9 km./hr.) at sea level S11rv1c11 c111/1ng 8.500 ft (2,591 m.). Endurance : 8 hr. 0 min

74 75 •

V/ 1500 (U.K. )

55 Handley Page V/ 1500, possibly an aircrah of No 274 Squadron R.A.F., 1919. Engines : Four 375 h.p. Rolls· Royce Eagle VIII water-cooled Vee-type. Span · 126 ft. 0 in. (38·40 m.). Length: 62 ft. 0 in. (18·90 m.) Wing area : 3.000·0 sq.ft. (278·71 sq.m.). Take-off weight. 30,000 lb. (13,608 kg.). Maximum speed: 90 5 m.p.h. (145·6 km./hr.) at 6,000 ft. (1,829 m.). Service ceiling: 11.000 ft. (3,353 m.). Endurance : 6 hr. 0 min.

76 77 VIMY (U.K.)

56 Vockers· buolt Vomy IV prototype (see text) as tested at Martlesham Heath, October 1918 Engines Two 360 hp Rolls-Royce Eagle VIII water-cooled Vee·type. Span: 68 ft 0 m. (20 73 m.) Length: 43 ft 6! in. (13·27 m.) Wing area · 1.330·0 SQ ft (123 56 SQ m) Take-off weight: 12.500 lb. (5,670 kg.). Maximum speed 103 m p.h. (165·8 km./hr.) at sea level. Service ceiling. 7,000 ft. (2,314 m.) Range. approx 900 moles (1,448 km.).

78 79 KANGAROO (U.K.)

57 Blackburn-built Kangaroo, believed to be an a11craft of No. 246 Squadron. R A.F Seaton Carew. Apnl 1918 Engines Two 255 h.p. Rolls-Royce Falcon II water-cooled Vee-type. Span 14 ft. 1 ~ on (22 82 m.). Length. 46 ft 0 on (14·02 m.). Wing area. 880 0 sq .ft (81 75 sq.m.). Take-off weight 8,017 lb (3,636 kg ) Maxrmum speed 100 m p.h (160·9 km./hr.) at sea level, Service ceiling· 10.500 ft. (3,200 m.). Endurance. 8 hr 0 min.

80 81 CAPRONI Ca 4 (Italy) l

l 58 Caproni Ca 4 (Ca 42) of the Corpo Aeronautica Mi/itare. 1918. Engines : Three 270 h.p. lsona-Fraschini water cooled Vee-type. Span : 98 ft. 1j- in. (29·90 m.). Length: 49ft. Si in. (15·10 m.) . Wingarea:2.152·8 sq.ft. (200·00 sq.m.) . Take-off weight: 16,535 lb. (7.500 kg.). Maxi mum speed: 87 m.p.h. ( 140 km./hr.) at sea level. Service ceiling: 9,843 ft. (3,000 m.). Endurance: 7 hr. 0 min.

82 83 CAPRONI Ca 5 (Italy)

59 Caproni Ca 5 (Ca 46) of the Corpo Aeron11ut1ca MJ/1tsre. ca. summer 1918. Engines: Three 300 h.p. Fiat A-12bis water-cooled in-line. Span: 76 ft. 9-!, in. (23·40 m.). Length: 41 ft. 4* in. (12·62 m.). Wing ares: 1,614·6 sq.ft. (150·00 sq.m.). Take-off weight: 11 ,685 lb. (5.300 kg.). Maximum speed: 94·4 m.p.h. (152 km./hr.) at sea level. Service ceiling: 14,764 ft. (4.500 m.). Endurance : 4 hr. 0 min.

84 85 SIEMENS- SC HUCKERT A.I (Germany)

R.1\<11

Siemens-Schuckert (Steffen) A.I (R.1 / 15) of the Imperial German Military Aviation Service. ca. late 1915/early 1916. Engines : Three 150 h.p. Benz Bz.111 water-cooled in-line. Span : 91 fl. 1 o;. in. (28·00 m.). Length: 57 It. 5 in. (17·50 m.). Wing area : 1.485·4 sq.ft. (138·00 sq.m.). Take-off weight: 11.464 lb. (5.200 kg.). Maximum speed: 68·4 m.p.h. (110 km./hr.). Service ceiling · 12.467 ft. (3.800 m.). Endurance : 4 hr. 0 min.

86 87 ZEPPELIN (STAAKEN) R.VI (Germany) •

61 O.A.W.-bu1lt R VI salvaged after crashing at Betz on 1 June 1918. Engines Four 260 h.p. Mercedes O.IVa water-cooled in-line Span · 138 ft. Si in. (42·20 m.). Length: 72 ft 6i 1n . (2210 m.) Wing area· 3,573·6 sq.ft. (332 00 sq .m) Take -off weight. 25,265 lb. (11 .460 kg .) . Maximum speed: 80·8 m.p.h. (130 km./hr.) at sea level. Service ceiling. 12.467 ft. (3.800 m.). Endur ance: 7- 10 hr. according to load.

88 89 ILYA MOUROMETS (Russia)

62 Sikorsky llyll Mouromets Type V of the Eskadra Vozdushnykh Korablei. Imperial Russian Air Service, 1916 Engines : Four 150 h.p Sunbeam water-cooled Vee-type. Span. 97 ft. 9j in (29 80 m.) Length: 57 ft. 5 in. (17·50 m.). Wing area. 1,345 5 sq.ft (125·00 sq.m.) Take-off weight: 10,141 lb. (4,600 kg .). Maximum speed: 68·4 m p.h (1 10 km./hr.) at 6,562 ft. (2,000 m.). Service ceiling: 9,514 ft. (2,900 m.) Endurance · 4 hr. 0 min.

90 p

CAUDRON G.IV ( France) LOHNER l (Austro-Hungary)

63 64 Caudron G IVA.2 of the French Aviati on Milttaire. ca. spring 1916. Engines : Lohner L flown by Sub-Lt. Walter Zelezny of the Austro-Hungarian Navy, Two 80 hp Le RhOne 9 C rotaries. Span. 55 ft. 4! in. (16·88 m.). Length: September 1916. Engine : One 160 h.p. Austro-Daimler water-cooled in-line. 23 ft. 7! in. (7·20 m ) Wing area · 396·1 sq.ft. (36·80 sq.m.). Take-off weight: Span: 53 ft 1i 1n. (16·20 m.). Length: 33 ft. 7i in. (10·26 m.). Wing art1a : 2.910 lb. (1 ,320 kg.). Maximum speed: 81 m.p.h. (130 km./hr.) at sea level. 570·5 sq .ft. (53·00 sq .m.). Take-off weight: 3,748 fb. (1 ,700 kg .) Maximum Service ceiling. 13,123 ft (4.000 m.). Endurance : 4 hr. 0 min. spt1ed: 65·2 m.p.h. (105 km./hr .) at sea level. Service ceiling: 16,404 ft. (5.000 m.). Endurance · approx. 4 hr. 0 min.

92 93 F.B.A . Type C (France) BABY (U.K.)

.... / 65 66 Norman Thompson·assembled F.8 .A. Type C of the R.N .A.S., spring 1916. Blackburn-bu1ll Baby of lhe R.N.A.S. coastal air station, Felixstowe, late 1917 Engine . One 130 h.p Clergel ro1ary. Span. 44 ft. llj on. (13·70 m.} . Length : Engine : One 130 h.p Clergel 9 B rolary. Span: 25 ft. 8 in. (7·82 m.). Length: 28 ft. 1Oi1n (8·79 m.). Wing area : 322·9 sq.ft. (30·00 sq.m.). Take-off weight: 23 fl 0 on (7·01 m) Wing area : 240·0 sq.ft. (22·30 sq.m.). Take-off weight: 2,072 lb. (940 kg.). Maximum speed: 68·4 m.p.h. (110 km./hr.) at sea level. 1,715 lb (778 kg.) Maximum speed: 98 m.p.h. (157·7 km./hr.) a.t sea level. Service ceiltng: approx. 11 ,483 ft. (3,500 m.). Range: 186 miles (300 km.). Service ceiling. approx. 7,600 ft. (2,316 m.). Endurance: 2 hr. 0 mon.

94 95 r Bl~riot XI single-seat XI Militaire and the FF33 (Germany) The frail-looking tractor mono XI-2 Genie also served 'vith the plane in which Louis BJCriot crossed Belgian Aviation Militairc. Some the English Channel in July 1909 single-seat Militaires were flo,vn as was developed, with more powerful 'nuisance' bombers with up to 25 Gnome rotary engines in place of kg. (55 lb.) of small bombs carried the original 25 h.p. Anzani, into one along the aides of the fuselage. Rifles of the foremost military and civil or revolvers were the only armament aeroplanes of the period before carried by the crew. In addition to World War l. Bleriot XIs estab those in front-line service, many lished various speed, height and Blt!riot Xis were used by the French, endurance records during 1910-1 l, British and Italian air forces as and their acrobatic capabilities were training aircraft. well demonstrated by Alphonse A parasol-winged version was de Pt!goud, who successfully looped an signated XI-B.G.: this was flo\vn aeroplane of th.is kind in 1913. by French escadrilles and by both Military Bleriot XIs were in service British air services. A few fl.oatplane in France and Italy from 1910, the Bleriots are believed to have served latter seeing action with the Italian with the British and Italian Navies. forces in North Africa in 1911. The Kno\vn British serial number allo R.F.C.'s Military and Naval Wings cations indicate that twenty-one and, later, the R.N.A.S. received parasol Blt!riots and up to forty their first Bleriots in 1912. eight Bleriot Xis of other kinds During the first year of World were in R.F.C. service; and sixteen War 1 the Bleriot:s were among the parasols and twenty-six Bleriot Xis most widely used of Allied observa with the R .. N.A.S. In addition, tion types. They served \vith at least there were allocations for ten eight escadrilles of the French A via (R.N.A.. S.) and eleven (R.F.C.) tion Militaire, with Nos. l , 3, 6, 7, 9 'Bleriot tractor' aircraft, which may and 16 Squadrons R.F.C. in France, be assumed to have been aircraft of and when Italy entered the war in one type or the other. May 1915 her air force had six squadriglie equipped \vith Bleriot 2 Ago C types Xls. There were five basic variants The Ago Flugzcug\verke, formed in ofthestandardshoulder-,vingmono- 1912 from the former Aerowerke plane. Two ofthem, the XI Militaire Gustav Otto, produced its first C andXIArtillerie,weresingle-seaters type biplane, the C.I, in mid-1915. with 50 h.p. Gnome engines; the This, and the later C.11 and C.111, XI-2 Artillerie and Xl-2 Genie \vere shared a similar configuration, being 2-scaters with 70 h.p. Gnomes; and pusher-engined 2-seaters with two 67 the 3-seat XI-3 had a 140 h.p. slender oval-section fuselage booms Friedrichshalen FF33J of the Royal Swedish Naval Aviation, 1919. Engine: Gnome. They differed in such mat- supporting the tail unit. The C.I, One 150 h.p. Benz Bz.111 water-cooled in-line. Span : 54 ft. 11! in. (16·75 ters as undercarriage, elevators, originally powered by a 150 h.p. m.). Length. 34 ft. 3~ in (10·30 m.). Wing area : 565·1 sq.ft. (52·50 sq.m.). rudders and control pylons. The Benz Bz.111 and later by a 160 h.p. Take-off w eight: approx. 3.704 lb. (1.680 kg.). Ma111mum speed: 72·1 m.p.h. (116 km./hr ) at sea level. Service ceiling : approx. 11.485 ft. (3.500 m.) Endur 97 ance 5 hr 0 mm. 96 + Mercedes D.III, entered acrvice in and this departed completely from by ll20 h.p. Renault engines, one practice the heavy cannon was usu si1mmer 1915 in small numbers on the previous designs in being a hundred aircraft of a slightly modi ally replaced by a 1tandard machinc the Western Front. Designed by the tractor biplane with equal-tapered, fied type were built by An~ and gun. The Brcguet Type 6 wu a Swiss engineer August Haefeli, it was equal-span wings of identical pat Edouard Michelin at their Cler further development of the Type 4 characterised by having small, tern, double ailerons and very slight mont-Ferrand factory and prcscoted with a ll25 b.p. Salmson Ag radial comma-type rudders and prominent wing stagger. The C.IV was pow to the Aviation Militairc. They cogi.ne and smaller radiators. H. & Z. side radiators on the na ered by a 220 h.p. Bi.IV engine, were known as BUl.is (with Canton The Brcguet pushers had a good celle, in the nOIC of which wu had a synchronised forward-firing Unn~ engines), BL~is (with Renault range with a useful load, but re mounted a free-firing Parabcllum Spandau gun for the pilot and a engines) or simply as Brcguet quired a long taltc-olf, were difficult machine-gun for use by the observer. ring-mounted Parabcllum gun in ~fichclins, this last name also to land and were far too slow for day For a pusher type the C.I wu quite the observer's cockpit. The proto being applied to later developments bombing. They were transferred to fast and had an operational en type bore a comma-type rudder from the design. In summer 1915 night operations from October 1916. durance of 4 hours. One example only, but a small fixed fin was intro the French government issued a The type served with at least of a twin-float vcnion, the C.I\V, duced on production aircraft, giving specification for a bomber capable five Rsad:rilles de Bombardcmcnt, was delivered to the German Navy a continuously rounded tail contour. of carrying a 300 kg. (661 lb.) load one of which was still equipped with for evaluation. Late in 1915 the C.I The Ago C.IV was a fast and effi over a range of6oo Ian. (373 miles}, this type ofBrcguet inJanuary 1918. was superseded by the C.11, which cient aeroplane of its type, but it and to meet this Brcguet developed The R.N.A.S. purchased approxi had the more powerful Benz Bz.IV entailed long and costly construc the BU3 into the SN3. The SN3 mately forty-six Brcguets, of various engine with a wing radiator, small tional methods that limited the differed from the BU3 in having models, from France; an addi triangular fins and plain rudders number built. The maximum num unequal-span wings and a modified tional thirty, with 250 h.p. Rolls and various other aerodynamic im ber of C.IVs in service at any time undercarriage. It won the competi Roycc engines, were ordered from provements. This remained in ser was seventy in September 1917; tion, which was held in October Grahame-White Aviation under the vice throughout 1916 and the first this is thought to represent little 1915, and in its production form designation G.W. XIX, but only ten half of 1917 and, like its predecessor, more than a quarter of the total was known as the Brcguet Goncours; of these were completed. British was a useful aeroplane with good output, some of which were sub military designations, applied later, Brcguets served with No. 3 Wing in handling qualities. A variant of the contracted to Schutte-Lanz and were Type -tB.ll and Type 5Ca.2, France, and in the Aegean area. Ago C.11 was built by Haefeli, at Rathgeber. The C.VII and C.VIII the latter signifying a cannon arma Thun in 1915-16, as the DH-1 for were experimental developments of ment. Both entered production 4 Voisln1to6 the Swiss Air Force. For reasons that the C.IV with, respectively, re early in 1916 at the Brcguet and In spite of their frail appearance, remain unexplained, the Ago vised wing bracing and a different ~iichclin factories, with the 220 b.p. the Voisin pusher biplanes, first pushers seem to have acquired an engine installed. Neither went into R enault 12 as their standard power designed in 1914. were in fact ex early reputation for being much quantity production. plant. The ..,B.2 was armed with a tremely wcathcr-w'Orthy and battlc larger and more heavily manned single Hotchkin or Lewis machinc worthy aeroplanes, as was demon and gunned than in fact they were. 3 Breguet 4 and 5 gun in the front cockpit, and could strated convincingly by their con A version did exist, however, with After a series of tractor aeroplanes carry up to forty 7·25 kg. bombs in tinuous employment throughout the an enlarged wing span of 18·30 m. Louis Brcguet designed his BU3 ~Uchclin automatic bomb racb be whole of World \.Var 1. The basis of (6o n. ot in.}, and a few of these (later BR54) prototype in mid-1914 neath the lower wings outboard of their success was the strongly made were built in landplane and C.11\V as a pusher biplane in dcfcrcoce to the m•in landing wheels. The Brc steel airframe and the ability to talte ftoatplane forms for use by the official insistence that French 2- guet 5Ca.ll was basically similar, advantage of su~ivcly more German Navy. Conversely, the Ago seater aircraft should carry their but mounted a 37 mm. cannon in powerful cogi.nes as the war pro C.111 was a smaller edition, pow observers in front, where they had the front cockpit and a rcarward grlf'S-'Cd ered by a t.1erccdes D.111, but only a the maximum possible field of view firing machine-gun over the top The Voisin 1 (Type L) appcarccl few of these were built. and of fire. Powered originally by wing. Its purpose was to act as es early in 1914 and was powered by Ago's next C type was the C.IV, 200 h.p. Canton-Unn~ and later cort for the +B·ll bombers, but in a 70 b.p. Gnome rotary engine. The g8 99 Voisin 12 was essentially similar vices purchased French-built Voisins developed from the Voisin 7 and more efficiently sustained the air except that it was fitted with an locally, the R.N.A.S. having at least enlarged and strengthened in an craft's performance at altitude. It Bo h.p. Le RhOnc. These two types twenty-one and the R.F.C. at least attempt to sustain a viable perform also enabled the bomb load to be in were already in service with four twenty-three; a further fifty Voisins ance in the later war years by using creased to about 300 kg. (66I lb.), c:scadrilles of the French Aviation were built in the United Kingdom a 1220 b.p. Peugeot engine. A ready although at some reduction in the Militairc in August 1914 and initi by Savages Ltd. for the R.F.C. point of distinction between the aircraft's range. Nine hundred ally were employed for artillery ob Later-production aircraft were Voisin 8 and the earlier models was Voisin IOS were built, two of which servation on the Western Front. known as Type LA.S, the suffix the installation of two streamlined were purchased by the A.E.F. in From November 1914, however, letter indicating surtlcve (raised), in fuel tanks beneath the upper wings. July 1918, the rest being delivered they began to be used for daylight which the engine was installed at a The Voisin 8 was produced initially to the Aviation Militairc from the bombing, carrying about 6o kg. ( 1312 slight downward angle to improve in Type LA.P form as a night beginning of the year. A 'canon' lb.) of bombs in or on the sides of its thrust properties. Two hundred bomber, going into service late in version, with a 37 mm. Hotcbki,.., the 12-seat crew nacelle. examples \Vere also completed of the 1916. It was armed with one or two was designated LB.R (the bomber Also a pre-war design, the Voisin Voisin 4 (Types LB and LB.S). machine-guns, and the bomb load version being known as the LA.R), 3 (Type LA) had flown in February This was basically similar to the was increased to 18o kg. (396 lb.), but was not employed on any scale. 1914 and was to become the most Type 3, but had slightly staggered carried beneath the wings and in the widely built Voisin type. It differed wings and a more rectangular naoclle. The LB.P was a 'canon' 6 Farman HF.20 series from the earlier machines in having naCl"..llc, in the nose of which a 47 version, slightly smaller and heavier The Henry Farman HF.20, which a 1120 h.p. Salmson (Canton-Unne) mm. Hotchkiss cannon was installed. and mounting a 37 mm. or 47 mm. first appeared in 1913, was based on 9 M radial engine and unequal-span This version was used primarily for Hotchkiss cannon in the front cock the earlier HF.16 design and bad wings. It also carried a Hotchki,.. ground strafing, and sometimes for pit. It entered service in August been produced in some numbers for macbioc-gun in the front of the escort duty. The LB version flew for 1916 for ground-attack and escort military service \Vcll before the nacelle, for the use of the observer, the first time in March 1915 and the duties, but was not employed in very outbreak of World War 1 together and the first enemy aircraft to fall LB.S towards the end of the year. great numbers. One thousand one with the generally similar HF.12I, to a French crew was shot down by Both the Voisin 3 and 4 were also hundred and twenty-three Voisin HF.1212 and HF.23. These were all Voisin V.Sg on 5 October 1914- used in D.12 form as 12-scat dual 8s were built; one of these \Yas sent wooden-framed, 2-scat pusher bi Althougb used at first for daylight control trainers. to the United States for evaluation planes designed to the same basic operations, the Voisin 3 \Vas trans A more powerful version of the in 19I7 and was followed by the configuration and varying chicBy in ferred to night bombing from Sep Type 3 LA.S \vas the Type 5 purcb:uc ofeight more in April 1918 their dimensions. The HF.21 had a tember 1915 and some aircraft of LA.S, which appeared late in 1915. for use as trainers. Twenty Voisin greater span but a shorter fuselage this type were also in service with It differed from the Voisin 3 in hav 8s were delivered to the Marine than the HF.120; while the HF.1212 the Marine Nationalc. About eight ing a 150 b.p. Salmson radial engine, Nationalc and the remainder to the and HF.23 had a longer fuselage hundred Voisin 3s were built for an enlarged cut-out in the upper Aviation Militairc, which still had than either thcHF.20 or HF.12I. the Aviation Militairc, and a small trailing edge and a strengthened fifty-one in service in August 1918. In August 1914, aircraft of the quantity, equipping one escadrille, undercarriage. Three hundred and The Voisin 9 \vas a lighter-weight HF.20/121 /1212 type were in service was supplied to Belgium; substantial fifty Voisin 5S were built. The reconnaissance version of the Voisin with Escadrillcs 1, 7, 13, 19 and 128 numbers \Vere delivered to Russia, Voisin 6 was virtually identical to the 8 LA.P. of the French Aviation Militairc; and in 1915-16 the Socicta Italiana 5 except in having a slightly modi Early in 1918 the Voisin 10 with Escadrilles 1 and 2 of the Bel Transaerea built one hundred and fied 155 b.p. version of the Salmson appeared as a replacement for the gian Aviation Militairc; with Nos. twelve Voisin 3s which served with cngmc.• Voisin 8. The latter's Peugeot engine 1, 12 and 3 Squadrons R.N.A.S.; five squadriglic of the Corpo had been somewhat unreliable, Nos. 3, 5, 6 and 7 Squadrons Aeronautica Militarc and were 5 Voisin 8 to 10 and in the Voisin Io its place R.F.C.; and with the air forces of powered by Fiat, Isotta-Fraschini or The second most \videly built was taken by the 300 h.p. Renault, Romania and Russia. They were Renault engines. Both British scr- Voisin biplane was the Voisin 8, which gave much less trouble and built under licence in Belgium by IOO JOI •

J ero; in I taly by Savoia, with Aoat Noe. 116 and so Squadrons. Six in having shorter-span wings, a F.40 design. It was a twin-engined landing gear and 100 h.p. Colombo British-built HF.279 were supplied nacelle similar to that of the Maurice tractor biplane bomber, with a engines; and in the United King to Romania. Farman MF.1 1biJ and an 8o or wing span of 75 n. 0 in. (1:11:1·86 m.), dom by the Aircraft ~ianufacturing A precise breakdown of the Far 110 h.p. Renault. The F.6o and two 1:150 h.p. Lorraine-Dietrich Co. and Grahame-\Vhite Aviation mans in British service is almOlt im F.61 corresponded respectively to engines and a pLewis gun in time series of naval seaplanes, the were also operated as Aoatplanes. Maurice Farman produced a joint the front cockpit. The type was vir- Flugzeugbau Freidrichshafen did The major variant of the design design incorporating the better tually outclassed from the time it produce during World \Var 1 a was the HF.27, which had a steel features of their earlier, separate entered service, but it was not de- range of G type twin-engined tube airframe, a shorter nacelle, designs. The basic model for this clared obsolete until early 1917 and bombers. They were slightly amaJJer equal-span wings and a simplified series was the F-40, a 1:1-seat pusher even then continued to be used for than the contemporary and more 4-wheel undercarriage without land biplane with the crew nacelle night bombing until the arrival of widely used Gotha G types, from ing skids. I t was a slightly bigger mounted mid-way between the Breguet 149 at the end of the year. which they could be distinguiJhed aeroplane than the previous Henry unequal-span wings. I t was powered A few Farm.ans were employed for by the shape of their wingtipi and Farmans, and usually powered by by a 16o h.p. Renault engine. The ' balloon-busting', armed with Le horizontal tail surfaces. The 6nt a 140 or 16o h.p. Canton-Unn~ F -40 series was preceded in Decem Prieur rockets carried on the inter- type to appear was the G.l (FF30), engine. I t had a 4-hour endurance ber 1915 by the F.30, a simplified plane struts. During 1918 all Far- which was completed late in 1914- and could carry a maximum bomb version with more angular nacelle m1ns were withdrawn from the front It was a 3-bay biplane with two load of about 250 kg. (551 lb.). and Bying surfaces and powered by line to training establishments. Far- 150 h.p. Bz.111 pwher engines, a Farman HF.279 W'CfC employed a 16o h.p. Canton-Unn~ radial man F-41S and F.6osserved with two compound tail imcmbly, and was operationally on the \Vestcm Front, engine. The F.30 was produced cscadrilles of the Belgian Aviation armed \Yith a single Parabellum in the Dardanelles, ~iesopot.amia, primarily for R11ttia, where it was ~lili ta.irc: thirty F.4')1 were pur- defensive machine-gun in the nose. East and South-\Vest Africa. ThOIC also built under licence, although clwed by the A.E.F. for training This apparently did not go into of the R.N.A.S. were wed both in an F.30B.2 version with a 1:16o h.p. PurpOICS; and a small number of production, and it was not until France and at Mudrot in the Aegean Sahmon radial may have been built Farmans were used by No. 5 \Ving 1916 that the G .II (FF38) appeared, (with No. 2 \Ving). Several of the in small numbers for the Aviation R.N.A.S. in France. a 1:1-bay, single-tailed aircraft with R.N.A.S. Farman HF.279 "''ere Militaire. The Farman F.50, despite its two 1:100 h.p. Bz.IV pusher engines transferred to the R.F.C., equipping The F-41 differed from the F-40 designation, was not a variant of the and a Parabellum gun in each of the IO!l 103 nose and rear cockpits. The G.II five and ninety-three aircraft respec was increased, and auxiliary front wings, was stronger yet easier to fly went into limited production by the tively. \Vheels were added to the landing than its predecessors, though its per parent company and the Daimler Later variants, appearing in gear to avoid the risk of nosing formance remained much the same Motoren-Werke, entering service modest numbers during 1918, in over. The Gotha G.11 carried a as for the G.III, and Germany was towards the end of 1916. It con cluded the G.IVa, G.IVb and G.V. crew of three and a defensive ar obliged to switch it to night attacn tinued to serve throughout the All were short-nosed developments mament of two machine-guns; the against Britain from September following year, but its 150 kg. without a front gun position, the first production example was com 1917. By this time it was beginning (330 lb.) bomb load was modest by G.IVa being a pusher type like the pleted in April 1916. The G.11 en to be replaced by the new G.V, current standards and it was sup earlier Fricdrichshafcns, while the tered service in the autumn, but which bad entered service in August; planted by the G.111 (FF45), a G .IVb and G.V had engines driving \Vas soon withdrawn from opera this version continued the night larger aeroplane capable ofcarrying tractor propellers. The Fricdrichs tions (on the Balkan Front) after bombing of England until the fol a heavier load. hafen G types equipped Bomben repeated failures of the engine lowing May. At the peak of their The G.111 first appeared early geschwadem 1, 2 and 5, and served crankshafts. It was replaced by the employment, in April 1918, thirty in 1917, and was again a 3-bay in Macedonia as well as on the G.III from October 1916 on the six Gotha G.Vs were in service. design. All flying surfaces, including Western Front. Balkan and Western Fronts, a new Their typical bomb load on cross the double ailerons, \Vere balanced, model with reinforced fuselage, an Channel raids was six 50 kg. ( 110 but only the elevators were over 9 Gotha G.I to G.V extra machine-gun and 26o h.p. lb.) bombs - about half their hung. A 3-man crew was carried, The first Grossflugzeug (large aero M ercedes D.IVa engines. An initial maximum load. Final versions in and the defensive armament con plane) built by the Gothacr Wag twenty-five G.llls were ordered, service were the G.Va/Vb. These sisted of single or twin Parabellum gonfabrik A.G. \Vas the G.I, evolved and in December 1916 fourteen were differed from one another only in guns in each of the front and rear by Oskar Ursinus and Major in service at the Front. internal details, but could be dis cockpits; the rear gunner was pro Friedel of the German Army from a First major production model was tinguished from the G.V by their tected from the pusher propellers prototype flown for the first time in the G.IV, chosen to carry out raids biplane tail assembly and shorter of the ~icrcedes D.IVa engines by January 1915. A few of these were on the United Kingdom: an initial nose. The G.VafVb went into pro \vire mesh guards on either side of built by Gotha under licence, in fifty G.IVs were ordered from duction in March 1918 and into hitn. Bomb load of the G.III for simplified and improved form. They Gotha, and eighty were built by service in June; by August there normal ranges was 500 kg. (1,102 were intended for ground-attack and Siemens-Schuckert and about a were twenty-one G.Vbs at the Front. lb.), of which 100 kg. (220 lb.) \Vas general tactical duties and were em hundred by L.V.G. The G.IV \vent In general, the Gotha bombers carried internally and the remainder ployed on the Western and Eastern into service about March 1917, and \Vere agile for their size, well de on racks under the fuselage. The Fronts. The G.Is were characterised began to make daylight raids on fended and difficult to shoot down. Friedrichshafen G.III \Vas in service by a slim fuselage attached to the southern England towards the end More were lost to anti-aircraft fire at about the same time as the Gotha upper \vings, while the two 16o h.p. of May. The G.IV retained the than in aerial fighting, but far more G.V (i.e. from mid-1917 until the Mercedes D.III engines were l\iercedesD.IVa, butdifferedapprc still were lost in landing accidents. end of the war), operating chieBy as mounted close together on the lower ciably in having a tunnel hollowed Forty of the Siemens-built G.IVs a night bomber against targets in wmgs.• out of the rear fuselage so that the were completed as trainers, most of France and Belgium, although some Although following the same rear gunner could cover the 'blind them 'vith 18o h.p. Argus As.III accompanied the Gothas in their basic concept, the Gotha G .II was an spot' below and to the rear of the or 185 h.p. N.A.G. engines. About attacks on the United Kingdom. entirely new design, evolved at bomber. Normally this was done thirty of the L.V.G. G.IVs were From early 1918 they were joined Gotha under the Swiss engineer with the standard rear-mounted later transferred to Austro-Hungary, by the G.IIIa, which differed princi Hans Burkhard and flown for the gun, but a fourth gun could be where they were refitted \vith 230 pally in having a compound tail first time in March 1916. The fuse carried for the purpose at the ex h.p. Hieros and employed on the unit. Production of the G.III/Illa lage and engines (220 h.p. Mercedes pense of part of the bomb load. The Italian Front. A seaplane develop was shared by Daimler and Hansa, D.IVs) \Vere mounted convention- G.IV, with an all-plywood fuselage, ment of the G.I, the Gotha-Ursinus who built t\vo hundred and forty- ally on the lower wings; overall span and ailerons on top and bottom UWD, was completed late in 1915. 104- 105 It was handed over to the German control model produced especially 41), one example of which was fifty aircraft and 220 h.p. locally Navy in January 1916 and used on for the training role. Bown to an altitud.e of 6,170 m. built Benz Bz.IVs in the second operations. In 1915 the D.F.W. KD 15 (20,243 ft.) at Vienna in the summer fifty, the C.V was some 32 km/hr. (military designation C.I) entered of 1914 Aircraft of this type were (20 m.p.h.) faster than the C.lll. It 10 D.F.W. B.I and 0.1 service in replacement of the un already in military service when was also built in Series 82 form by ln the years preceding World War 1 armed B types. It was po\\/eted by the war commenced. They were W.K.F. with 200 b.p. Bz.IV engines, one of the types built by the a 150 h.p. Benz Bz.111; the observer followed early in 1915 by the Lloyd but by the time the C.V appeared, Deutsche Flugzeug-Werke was the still occupied the front scat, but the C.II (Series 42), whose general later and more efficient reconnais Etrich Taube, and some indication centre-section of the top wing now appearance was typical of the Lloyd sance aircraft were in service, and of its influence was apparent in the incorporated a cut-out enabling machines up to the time of the C.V. the Lloyd C types were transferred banana-shaped wings of D.F.W.'s him to stand up and operate a frec One hundred C.lls were completed, to training duties. own MD 14 design that appeared firing Parabcllum machine-gun fifty by Lloyd and fifty by W.K.F. in mid-1914. This was an elegant, mounted over the top wing. Like They were powered by 145 h.p. 12 Hausa-Brandenburg C.I stable and pleasant-to-fly aeroplane, its predecessor, the C.I served on Hiero engines and had a communal Although it was employed almost with 3-bay bracing of the modest the Eastern and Western Fronts, cockpit for the 2-man crew; the exclusively by the Austro-Hungarian span wings and small, looped skids and about one hundred and thirty wing span was slightly larger than air services during World War 1, underneath the lower extremities. of these aircraft are thought to have that of the C.1. The C.Ils were at the Hansa-Brandenburg C.I or Other characteristics of the MD 14 been completed. The T 25, or C.11, first unarmed, but later aircraft in Type LDD was designed by Ernst included the large H. & Z. side was a rather smaller aeroplane with service were fitted with a Schwarz Heinkcl of the parent company in radiators and a downward-pointing modified tail surfaces, straight lose machine-gun for the observer. Germany, and may have owed engine exhaust manifold on the edged staggered wings and more In 1916 the C.111 appeared, being something to the earlier Branden starboard side. conventional crew seating with a basically similar to the C.II except burg FD (B.I} of 1914, three of Upon the outbreak of war the Schneider ring for a Parabellum gun for its more powerful 16o h.p. which were supplied to Austro MD 14 was impressed for military in the rear cockpit. Reports indicate Austro-Daimler engine in a some Hungary. A characteristic of both service and given the military that the C.Il was somewhat un what deeper cowling. W.F.K. built designs was the inward-sloping designation B.I. Powered by a 100 stable, and it may not actually have fifty C.IIIs (Series 43.51), and interplane bracing struts. h.p. Mercedes D.I engine, it was entered service. Total production of they were employed on the Italian The Brandenburg C.I was a employed during the early months B types by the Deutsche Flugzeug and Romanian Fronts in 1916-17. 2-scat armed reconnaissance biplane of hostilities for observation work Werke is thought to have reached Some were fitted with a second of conventional appearance, having on both the Eastern and Western about one hundred machines. machine-gun mounted on top of the typical communal cockpit Fronts. Like all B types, it carried the wings. Little is known about the favoured in Austrian aircraft at no fixed defensive armament, the 11 Lloyd C types C.IV: it is thought to have been a that time, in which the observer only weapons being a rifle or re- The C type 2-seat reconnaissance single-bay version of the C.III, occupied the rear position and was volver carried by the observer, who aircraft built by the Ungarische built by Lloyd and W.K.F. as provided with a free-firing Schwarz in the fashion of the time occupied Lloyd Flugzeug und Motoren Series # and #.51, but its opera lose machine-gun. On later produc the front seat. With the arrival in fabrik are among the lesser-known tional employment has not been tion C.Is a synchronised Schwarz service of armed 2-seaters in 1915, aircraft of World War 1, despite confirmed. lose was installed in front of the the B.Is were reallocated to training the fact that between four and five The final Lloyd C type was the cockpit on the port side for use by duties, for which their pleasant hundred aircraft of this type were C.V (Series 46), with smaller di the pilot From the early spring of 8ying qualities made them an excel- built and used quite extensively by mensions, an aerodynamically re 1916 until the end of World War 1 lent choice.. The D.F.W. MRD both Austro-Hungarian air serivces fined airframe including a spinnered the Brandenburg C.I was employed biplane, which became the military during the first half of the war. propeller and a taller fin with a widely on reconnaissance, artillery B.ll, was externally similar to the They originated before the out rounded rudder. Powered by 185 observation and light bombing. Its B.I; this may have been a dual- break of war with the C.I (Series h.p. Austro-Daimlers in the first normal war load was6okg. (132 lb.), to6 107 but aome aircraft were operated with entered production in a small way fitted \vith a rudimentary mounting which was employed in small a maximum load of 1oo kg. (1120 lb.), before the war atartcd. They were for a machine-gun in the front cock numben on the \Ve.stern Front for consisting of one 8o kg. ( 176 lb.} and impressed for war service, given the pit. Later production B.Ils were of observation during the early months two 10 kg. (22 lb.) bombs. Visual military designation B.I and allo the B.Ila model, with a strength of World \Var 1. The company'• and photographic rcconnaiuancc cated to Feld Flicger Abtcilung ened and aerodynamically improved Austrian subsidiary, the Ocstcrrcich minions were undertaken. The C.I (Field Reconnaissance} units in airframe, dual con1.rols and a 120 ische-Ungarische Flugzeugfabrik was simple and stable to fly, had August 191+ Production was not h.p. engine - either the Mercedes Aviati.k of Vienna, in 1915 built a good take-off and landing qualities especially 1tanda.rdiscd, and the B.I D.11 or the Argus AJ.11. variation of this design with similar and a gradually improving perform appeared in 1-, 2- and g-bay forms The final AJbatro1 B type was the pattcrn fwclage and wings, a charac ance in the air as succasive produc with either a 100 h.p. ~foccdes B.111, \vhich w-as built in small teristic of which were the strut tion batches were fitted with engines D.I or 120 h.p. D.11 engine, the numben in 1915 for reconnaissance braccd outer sections. Chief points of increased power. radiator for which was mounted work with both the German Army of distinction between the German In all, one thousand three hundred above the cylinder block. AJ was and Navy. This retained more or and Austrian Aviatib were the and eighteen C.Is were built, in the fashion at the time, the pilot sat less the same fwclage as the B.ll, horn-balanced, overhung elevators eighteen aeries, by Brandenburg in the rear cockpit while the oblcrvcr but had shorter-span wings and a and rudder of the latter. The Aus (eighty-four), PhOnix (four hundred) occupied the front scat under the new, high-aspect-ratio vertical tail trian B.Il was built in a small series and Ufag (eight hundred and cabane trestle. No fixed defensive and curved tailplane similar to those (Series 32) in 1915, powered by a thirty-four). PhOnix built C.Is with armament was carried, but during later employed on the C.IJI. 120 h.p. Austro-Daim.lcr engine. It 16o h.p. Austro-Daimlcrs (Series 23 the early months of the war the With the introduction of the C carried no defensive armament other and 26), 185 h.p. Austro-DaimJcrs observer usually armed himself with category of armed 2-seaters in than the observer's rifle or revolver, (Series 27), 210 h.p. Austro-Daim a rifle or carbine. Two batches of summer 1915, the B types became but was able to carry a pair of 10 kg. lcrs (Series 29), 200 h.p. Hieros AJb:llrOS B.Is (Series 23 and 24) obsolete as observation aircraft. bombs for 'nuisance' raids. (Series 29·5, 129, 229 and 329) and were built in Austro-Hungary by However, the AJbatros machines' It \vas followed by the B.111 230 h.p. Hicroa (Series 429). The PhOnix. excellent flying qualities made them (Series 33), which was ostensibly an Ungarische Flugzeugfabrik A.G. A second AJbatros 2-scatcr had ideally suited to a training role, and improved version. This was po\vered (Ufag) built Brandenburg C.Is with also flown during 1914, and in the they were extensively employed in by a 16o h.p. Awtro-Daim.ler, with 16o h.p. Austro-Daimlcn (Series 61, summer it set an altitude record of this capacity throughout the re a box radiator mounted over the 64, 67 and 68), l6o h.p. Mercedes 4,500 m. (14.764 ft.}. A 2-bay bi mainder of the war. Production of engine instead of the B.II's aide D.IIIs (Series 63), 200 h.p. Austro plane with a shorter span than the the AJ batros B series was undertaken radiators. The wings were of in Daimlers (Series 116g), 200 h.p. B.I, the B.11, as this version became by the B.F.\V., L.F.G., Linke-Hof creased span, with raked-back tips; Hicros (Series 6g), 220 h.p. Benz known, was powered at lint by a mann, Merkur, Kondor and RcBa the fin was strut-braced; and instead Bz. IVas (Series 16g) and 230 h.p. 100 h.p. ~icrccdes D.I. The AJba companies in Germany, in addition of the B.Il's separate cockpits, the Hieros (Series 36g). tros B.11 was one of the most widely to those built by the Ostdcutsche B.lll featured a long, communal used reconnaissance and obscrva- AJbatros \Verke. Some Albatros B cockpit in which the pilot now aat 13 Albatro• B typH tion types during the lint year of the types were in military service in in the front scat and the observer at The unarmed 2-seat AJbatros bi- war, and was the subject of an cx Sw'Cden in 1918-19. the rear had a Schwarzlose machioe planes that acrvcd Germany in one tensive production programme. To gun on a flexible mounting. Like the capacity or another throughout improve the downward view for both 14 Austrian Aviatik B.D lllld B.ll, the B.111 had an excellent \Vorld \Var 1 were probably the pilot and observer, small cut-outs B.UI range, and was used in aomc nwn best reconnaissance machines in were made in the low-cr-wing roots. ln 1914- 15 the German Automobil bcrs for long-distance reconna.is German service at the outbreak of A small batch of B.Is and B.lls und Aviati.k A.G. of Leipzig built a sance on the R uuiao Front. It could war. Their design had been under- (Series 21 ) was supplied to Austro small, 2-seat rcconnaiSSlUlcc air- carry three 10 kg. bombs. Unfor taken by Enut Heinkel early in Hungary, and it is thought that crafi designated B.I, powered by a n1natcly, the B.III's flying qualities 1914. and the original vcnion had aome or all of these may have been loo h.p. Mercedes D.I engine, w-crc nowhere near as good as those 1o8 1og of its prcdcoca.or: it did not respond increased, and the type was desig Lobner B.VI (Type H) did not sides, rear and above the ai.rcran, very quickly to its filght controls, nated B.I. It was built by Lobner enter service until 1916, after the and armed him with a free.firing and thiJ caused it to swing about (u Series 11) and by the govern appearance of the B.VII. Powered machine-gun. when flying i.o windy conditions, ment factory at Fischamend (as by a 145 h.p. Rapp engme, the B. VI One of the fint such typeS to earning it such nicknames u Series 73), some aircraft having 120 had a shorter fwclage than its pre appear in service wu the Albatros 'gondola' and 'rocking-chair'. h.p. engines. Although unarmed, dcceuors and lower wings of ex C.I. This aeroplane was, essentially, Because of its unsatisfactory 8yi.ng the B.h were used in some numbers tended span. The sweepback or both a slightly scaled-up version or the tendencies, a second aeries of B.II during the early months of hostilities upper and lower planes wu reduced, unarmed B.11, powered m its proto aircraft were built - the Series 34- for observation and communications and the interplane bracing simpli type form by a 150 h.p. Benz Bz.III These retained the former basic work. The Lobner Type C, or B.11, fied. The B.VI was built by Lobner engine. Apart from being better B.II airframe, but incorporated the differed chieRy in having a longer as Series 16.10. The same basic air defended, by its ring-mounted Para 16o h.p. Awuo-Daimler engine fuselage, balanced rudder and an frame, with a 16o h.p. Awtro bcllum gun, the C.I also offered a with its box radiator and the 85 h.p. Hiero engine. This type was Daimler engine, was used in the better field of view to both crew machine-gun installation of the built by Lobner, Fischamend and construction of the Lobner C.I, or members by virtue of a distinctive B.III. Bomb load was increased to Ufag with Series numbers 12, 74 Type K. This entered ~cc early dual-curve cut-out in the upper three 20 kg. bombs. In its Series M and 12-41 respectively. in 1916 and remained in use through trailing edge and rectangular cut form the B.11 was considerably more The third B type to enter service out that year, being built by Lobner outs in the lo~-er-wing roots. Stand stable in Bight, faster than the B.III was the B.I V (1-0hner Type E), only as Series 18. ard production C.Is were 2-bay bi and could climb to twice the altitude which equipped several Fliegerkom planes with 16o h.p. engmes -either of the originAl B.11. Though they pagnien in 1915. I t was powered by 16 Alt.tros c.I the Mercedes D.111 or the Argus were not outstanding machines, the a 100 h.p. Mercedes D.I engine, had For the first few months of \Vorld As.III. They were strongly built, Awtrian Aviatila performed useful a further-extended fuselage and a War I the opposing forces in France and inherited the wne fine stability service in theatres where their long neater undercarriage. It was the first carried out reconnaissance and and flying qualities that had charac- range was an asset, but by early B type to be properly armed, having observation of one another'• troop teriscd the earlier B.II. From late 1916 they had been withdrawn from a Schwarzlose machine-gun in the movements and artillery concentra spring 1915 the Albatrol 0.1 was the front line and relegated to rear for use by the observer. Built by tions by means of aircraft that used in substantial numbers, both training duties. Lobner (Series 15) and Ufag (Series carried no formal armament either on the Western Front and in Russia, 15.51), the B.IV was oflimited value for offence or defence. At best, they chiefty for photographic or visual 15 Lobner B lllld C type9 to the Au:.tro-Hungarian air service could defend themselves if attacked reconnaissance and artillery ot.er The Jakob Lobner \Verke of Vienna since it could only maintain its per only by revolvers or rifles carried by vation duties. I t could also be used is best known for the range of marine formance effectively at altitudes the observer, and since he cwto for light bombing, with a load of aircraft that it produced during below 2,000 m. (6,562 ft.). Later, in marily occupied the front cockpit in some 70 kg. (154 lb.) of bombs 1914-18, but, like its lesser-known 1915, the B.IV was followed by the tractor-type biplanes, he wu pre stowed vertically in a space between compatriot, Lloyd, it also produced B.VII (Lobner Type I), which had vented by the surrounding engine the two cockpits. The Albatroa C.I 's a range of 2-seat reconnaissance bi a much more powerful engine and a cylinders, wing struts and bracmg performance, for its time, was suffi planes during the early part of the far better performance. This version wires from making very effective use ciently good to permit it to be used war. The first of these, the Lobner was built by Lobner as Series 17 with of such weapons. However, in the aggressively, as well as on more Type B, was in fact a 1913 design, the 150 h.p. Awtro-Daimler, and spring of 1915 Germany introduced passive duties, and among those who several of which had been built be by urag as Series 17.51 with the 16o a new category of warplane, the gathered valuable early fighting fore the outbreak of war with 100 h.p. Awtro-Daimler. The rear armed 2-seat C clasa, which not experience in Albatro1-built C.Is h.p. Austro-Daimler engines. Some mounted Schwarzlose machine-gun only had more powerful engines but were Oswald Boclcke and Manfred ofthem were given individual names, was retained as standard equip also transferred the oblcrver to the von Richthofen. Albatro1-built C.Is all beginning with the letter B. After ment. rear position, where he bad a much could be distinguished by the promi the outbreak ofwar, production was Although numerically earlier, the more effective field of fire to the nent side radiators flanking the 110 Ill front cockpit; the C.Ia, built by semblance to the Sopwith Tabloid; four racks for small bombs beneath Taganrog) produced a total of ai.x B.F.\.V. and L.F.G. (Roland), re two examples of the Lcbcd'-Vlll, the lower wings. Bomb load was of hundred and seventy-four aircraft placed these by a single leading ofsimilar appearance to theAlbatrol lheordcrof165-iz2olb. (75-1ookg.), of all types, including foreign edge box-type radiator. Compara B.11; and the Lcbcd'-IX, based on according to whether a 140 or 150 designs and prototypes of the indi tively few C.Ias were built, as by an L.V.G. design. During 1915 a b.p. Salmson engine was installed. genoUJ Lcbcd'-XIV and Lcbcd' this time the improved C.III was captured Albatros B.11 was sent to Both the bomb racb and the gun XVI twin-engined bombers. ready for production. However, a the Lcbcdev factory for evaluation, mounting of the early production dual-control variant, the C.Ib, ap and from an amalgamation of the aircraft were the work of Lcbcdcv's 18 Albatroe c.m peared in 1917, built by ~{erlr:ur best features of this and the Lcbcd' chief designer, Schulnik, but were \Veil and widely as the Albatl'OI C.I for the training role. It is not certain VIII there first emerged the Lcbcd' found unsatistactory in service and aeries of biplanes served the Flicgcr '"hether these were newly built air XI, a 2-seat reconnaissance aircraft were later replaced by fittings of Abteilungen, the C.IIIs which fol craft or conversions of C.Iflas, but having a 47 ft. 6t in. (14·50 m.) Kolpakov design. Unfortunately, lowed them were even more auc afler their replacement by more up wing span and, initially at least, a thcsc were not the Lcbcd'-XII's cc.ssful. As the C.I had been evolved to-date AlbatrolcS and other C types 150 b.p. Sunbeam engine. only unsatisfactory features. The from the B.II unarmed 2-seater, so the C.I aeries continued to give use Apart from a tendency to 'float' centre of gravity, especially when the C.llI was a similarly scaled-up ru1 service in the training role. when landing, it was pronounced carrying a bomb load, was badly version of the Albatros B.III, repeat One C.I was built with an experi superior in most respects to the poaitioncd, and combined with ex- ing the latter's curved tailplane and mental 3-bay enlarged wing cellule Albatros design, and it was pre ccssive wing flexing to create a low-aspect-ratio fin. These revised and a long, communal cockpit; a sumably this criticism which led to marked tendency to go into dives tail surfaces improved the already standard C.I wing unit and under the development of the Lcbcd'-XII, from which recovery was often im- excellent flying qualities of the air carriage were also UJcd in the con which first flew on 28 December posaible; and the occupants were craft, making it more stable longi struction of the experimental C.II 1915 and had the wing span reduced repeatcdly overcome by fumes from tudinally and better able to mano- early in 1916. This was a pUJher to 43 ft. if in. (13·15 m.). An order the side-mounted radiators. cuvre in combat with AUied fighters. type with a 150 h.p. Benz Dz.III, for two hundred and twenty-five Modifications made during the The C.III prototype, like that of but did not go into production. Lcbeds wiu placed on 19 April 1916, summerof1917,atwhicbtimeabout the C.I, was powered by a 150 h.p. by the Central Military Technical eighty Lcbed'-XII.t had been de- Bz.IlI engine, and this unit wu 17 Lebecl'-XI. xn and xm Board, and it is known that two livered, led to the Lcbcd'-XIIbis installed in some production C.IIlt. Vladimir Alcxandrovich Lcbcdev hundred and sixteen Lcbcd'-Xlls (140 h.p. Hispano-Suiza VB engine) The standard powerplant \vU the learned to By in France in 1909, and (plUJ a substantial quantity ofspares) and Lcbcd'-XllI (150 h.p. Salm- well-tried and thoroughly reliable three ycan later became head of the were completed. The remainder, son). The former offered no great Mercedes D.III of 16o h.p. The PTA (Petersburg Aviation Com- possibly, were either Lcbcd'-Xls improvement over its predecessor, Albatros C.lll was the most widely pany). Later, while still at St. (or LM I twin-float equivalents), in but a contract for two hundred built Albatros C type, the produc Petcnburg, the company was re- which 150 h.p. Benz or Salmson Lcbcd'-Xlllt was placed, though tion programme being shared be named as the Alctsionernoe Obit- engines were installed as powcr it is uncertain whether all were tween Albatros, O.A.\V., D.F.\.V., sestvo Vozdukhoplavaniya V .A. Le- plants. completed. Other 1917 variations Hansa, Linke-Hofmann, L.V.G. and bcdcva (V.A. Lcbcdev Aeronautics The first production Lcbcd' (Type on the AlbatrosfLcbcd'-XII theme Siemens-Schuckert. TheParabcllum Company), its early products in- XI?) was flown on 4 AugUJt 1916, included the Lcbcd'-XVll, mount- gun on a Schneider ring mounting in eluding licence-built versions of and service acceptance trials were ing a fixed, forward-firing gun for the observer's cockpit was a stand Deperdonin, Farman, ~iorane, completed some two months later. the pilot; and the Lcbcd'-XXIV, ard installation; most C.llls were Nieuport, Sopwith and Voisin de- The Lcbcd'-Xll was a 2-seat with either a 200 h.p. Hispano- also provided with a synchronised signs for the Imperial RUJSian N.r reconnaissance aircraft, armed with Suiza or 230 h.p. Fiat engine. Be- forward-firing Spandau gun on the Service. Among these early aircraft a single 7·62 mm. Colt machine tween 1914 and 1917 inclusive the starboard side of the engine block. was also the Lcbcd'-Vll of 1915, a gun on a pillar mounting in the Lcbcdev factories (including new The c.m went into service late in small 2-seat scout with a clOIC re- rear (observer's) cockpit and with ones opened in 1917 at Penze and 1915, and it continued to serve on J UI 113 the Western Front, in Macedonia it3 development as a replacement for variant3 were also employed. Frontal planes in the periods immediately and in Russia throughout 1916 and the Aviation Militaire's ageing Far radiators were fitted to the AR.1/ before and after the outbreak of the early part of 1917. Im duties man F.405. Referred to variously as ARL.1, and wing radiators to the World War 1, the Rumpler Flug· included visual and photographic the AR.1 or ARL.1, the interpreta AR.11/ARL.11. Both types had the zeug-Werke also produced a 11-seat reconnaissance; it could undertake tion of it3 designation is obscure. pronounced backward wing stagger reconnaissance biplane, the B.I, with light bombing duties with about The 'L' has been taken by some to that characterised aircraft bearing a 100 b.p. Mercedes D.I engine; go kg. (1g8 lb.) of bombs stowed indicate manufacture by the Lctord the Dorand name, the AR.2 being about two hundred of these aircraft internally between the cockpits. company, though evidence to sup somewhat smaller with a wing span were built by R umpler and Pfalz Without a bomb load, radio equip port this is conflicting, to say the of only 39 ft. 4i in. (111·00 m.) and and served on the Eastern and ment could be installed in the C.111 least; an alternative, and plausible, area of 484·4 sq. ft. (45·00 sq. m.). Western Fronts in 1914-15. Early in for use in artillery co-operation explanation is that the prefix letters Bomb load of either type, carried in 1915 Rumpler was one of the fint work. In addition to its pleasant originally stood for 'Avion R enault' the fuselage, was of the order of German companies to produce a C handling qualities, the C.III was a and later for 'Avion R enault ou 176 lb. (So kg.), and armament type, the C.I, which was to become compact, sturdily built aeroplane Lorraine'. Major production was comprised a single synchronised one of the longest-serving a types of whose ply-covered fuselage enabled undertaken by the government forward-firing Vicken machine-gun the whole war. I t was a well-built it to withstand a considerable owned factory of the S.T.Ac. at for the pilot and one or two Lewis aeroplane, and intelligently designed amount of battle damage. After its Chalais-Meudon, near Paris; addi guns, on a movable mounting in the to enable the crew to carry out their withdrawal from front-line opera tional quantities are believed to have rear cockpit, for the observer. various duties with the maximum tions early in 1917 it continued to been produced by Farman Fr~rcs In 1917 the American Expedition efficiency. The C.I went into pro render useful service as a trainer and, possibly, others. Flight testing ary Force ordered twenty-two AR. is duction and service in 1915, its until the end of the war. was completed in the autumn of and a hundred and twenty AR.11s, standard engine being the 16o h.p. Single examples were built in 1916, and the fint AR.1A. 2s began delivery of these beginning in Mercedes D.m with a semicircular 1916 of the C.IV, which was basic to join operational French squad December 1917 and February 1918 radiator in the centre of the upper ally a C.111 airframe \vith a com rons on the Western Front in the respectively. From the beginning of leading edge. I ts 2-bay wings were pletely new single-bay wing cellule, following spring, serving there until I 1918 until May or J une of that year slightly swept back, and had cut· and of the W.2, a twin-float version early 1918. the Dorands flew on operational outs in the lower wing roots to of the C.III, which was handed over In all, AR.is and/or AR.2s service with the 12th Aero Squad improve the view dovroward. An to the German Navy in June. No served with some eighteen French ron of the A.E.F., until replaced by extensive production programme series production of either version cscadriJJes, five of which also flew Salmson lls; thereafter they were was undertaken by the parent com was undertaken. A few Albatros their Dorands on the I talian Front. employed almost entirely for train pany and the Germania, H annover, C.Vls were built: these had stronger The indications are that both air ing duties, and were redesignated Mlirkische and Albert Rinne fac but lighter C.III-type airframes craft warranted only a low priority Type X in 1919. Many AR.is and tories. E arly production C.Is were fitted with 18o h.p. As.lll engines, in the demand for available power AR.2s gravitated to the French civil armed only with a Parabcllum gun giving a slight improvement in over plants, and Lt. Col. Dorand is on register after the war, some as 11/3- on a Schneider ring mounting in all performance. record as saying that they 'performed passcngcr transports with Com the rear cockpit, but a synchronised as wcll as could be expected, pagnie ACricnne Fran~e in France Spandau was fitted on later aircraft 19 Dorand AR types considering the engines installed'. (which had about two dozen) and on the port side of the front fuselage. Designed in 1916 by Capitaine Normal powerplants of the AR.1 R escau Aerien Transafricain (which A subsequent version designated Georges Lc~re, chief designer of and AR.2 were, respectively, the had four); others were used for joy C.Ia was powered by the 18o h.p. the Section Technique de l'Acro 190 h.p. Renault 8 Bd or the 200 riding or training flights. Argus As.III. nautique, the AR 2-seat reconnais h.p. Renault 8 Gdy, with the 185 or The Rumpler C.I served on the sance biplane was named after the 1140 h.p. Lorraine-Dietrich (ARL.1 110 Rumpler c.I Eastern and Western Fronts, in S.T.Ac's director, Lt. Col. Dorand, and ARL.11) as the usual alter Although mainly concerned with Macedonia, Palestine and Salonika. who had issued the requirement for natives, although other Renault the production of Taube mono- In all theatres it was an extremely 114 115 • efficient machine, both for recon rich, was common to both aircraft, manoeuvrability, and with an ex· fuselage that completely filled the naissance and for light 'nuisance' the O.IV having a neatly installed periencod crew aboard could out· intcrplane gap. No production of the bombing raids with up to 100 kg. 150 h.p. Benz Bz.111 engine with a manoeuvre even the late-war Allied C.III was undertaken. (220 lb.) ofsmall bombs. Visual and radiator mounted flush in the top 6.llhters. Major J. T. McCudden, The principal A.E.G. C type to photographic reconnaissance was wing. Its rudder and elevator sur V.C., in his book Fiv' rears in the appear was the C.IV, producod in carried out, except in the Middle faces were non-balanced, and the RD.Jal Flying Corps, admits having to 1916 to meet the need to expand Eastern theatres where the climate fin and tailplane structures were give best to a D.F.W. that evaded German field reconnaissance and affected the photographic materials. more triangular than those of the his every attempt in his S.E.5a to contact patrol units. Externally it In October 1916 there were two C.V. The C.IV first appeared in shoot it down in I917. generally resembled the C.11, but hundred and fifty Rumpler O.h in spring 1916 and was subsequently Of the O.Vs that fell into Allied had wings of much greater span. service on all Fronts; the type was built by both D.F.W. and Aviatik hands at the time of the Armistice Its l6o h.p. Mercedes D.Ill was still in production for part of 1917 for both German air services. some twenty-five to thirty were enclosed in a typical A.E.G. cowling, and some O.Is were still with front The C.V (factory designation acquired by Belgium, where the with the cylinders exposed and a line units as late as February 1918. T 29) was built by Aviatik, Halber type was used for some time for large 'rhino horn' exhaust manifold Thereafter they were used on train stadt and L.V.G., in addition to the pilot training. On I7 June 1919 a rising well clear of the top wing. ing duties, for which their pleasant parent company. It differed princi D.F.W. C.V established a world More attention was evidently paid handling and flying qualities made pally in having the uprated Bz.IV altitude record for an aeroplane of to its structure than to its stream them eminently suitable; one batch engine (some later aircraft were its class by flying to 9,620 m. lining, for Allied reports on captured was built especially for the training fitted with 185 h.p. N.A.G. C.IIIs) (31,561·7 ft.). The C.VI, which machines commented favourably role by the Bayerische Rumpler and \Vas at first fitted with Wind appeared in 1918, remained a on the high standard of welding in Werke with 150 h.p. Bz.111 engines hoff side radiators. A single box prototype only. This aircraft bad a its steel-tube airframe. The C.IV and no gun ring in the rear cockpit. type leading-edge radiator was 220 h.p. Bz.IVa engine, overhung, entered service in early spring 1916, A development, the Rumpler C.11, fitted to later C.Vs, and the balanced ailerons and a redesigned mainly on escort and reconnaissance was projected, but apparently none propeller \Vas fitted with a small tail unit. duties, and a small number were were actually built. spinner. Tail contours were more still operational when the war ended. rounded, and the elevator and They were armed with a single Span 21 D.F.W. C.V rudder surfaces balancod. The C.V 22 A.E.G. C and J types dau gun offict to starboard in front The Deutsche Flugzcug-Werke's went into service on the Western In 19I4-15 the Allgemeine Elek of the cockpit, with a Parabellum C.V, one of the finest German 2· Front in late summer I916, subse tri.zitlits Gescllschaft built a small gun on a Schneider ring mounting seat types to be used during World quently appearing in Italy, Mace series of unarmed reconnaissance for the observer; the latter could

War 11 was preceded in service donia and Palestine. I t continued and training biplanes under the accommodate up to go kg. (1g8 lb.) by the C.IV of generally similar to be used in France throughout designations B.I, B.II and B.III. of bombs in his cockpit. The only appearance. Authorities differ in I 917 and the early part of 1918, and The first C type (armed 2-seater) figures available apply collectively regard to the extent in \vhlch the about six hundred C.Vs were still was the C.I, based on the B.II, to all A.E.G. armed 2-seaters; these C.IV was produced, and its opera- in service on all Fronts \Vhen the powered by a 150 h.p. Benz Bz.III record a total output of six hundred tional record was certainly over- war ended. The type handled well and having a Bergmann machlne and fifty-eight C types, and a peak shadowed by that of the more wide- and was very popular with its crews, gun in the rear cockpit. In autumn employment of one hundred and spread C.V. Ho,vever, it is certain and its performance, at high or low 1915 this was followed by the smaller seventy at the Front in June 1917. that among the two thousand three level, was excellent for an aeroplane C.II, a more compact aeroplane Probably about five hundred ofthese hundred and forty C types produced in its cliw. Its duties included capable of carrying four IO kg. (22 would have been C.IVs. Variants by D.F.W. during the war period artillery co-operation and infantry lb.) bombs. The C.Ill, which also included the C.IVN night bomber the C.IV and C.V were the pre- contact patrol, and visual and appeared late in 1915, was appar with longer-span wings, a Bz.III dominant models. The basic air- photographic reconnaissance. The ently influencod by the Roland engine and a carrying capacity of frame, designed by Heinrich Oele- C.V possessed a high degree of C.II, for it had a deep, clumsy six 50 kg. (1 IO lb.) bombs; it 116 117 • appeared in 1917. The C.V and 23 Halberstadt C.V Spandau gun immediately in front appear on the Western Front. I t had C.Vll both appeared in 1916, the Two principal types were employed of his cockpit on the port side; C.Vs the staggered, sweptback wings of former having a 220 h.p. Mercedes by the German Air Force in 1918 for also normally carried wireless equip 'libcllule' planform that character D.IVa and the latter a Mercedes photographic reconnaissance work: ment. The prototype C.V appeared ised subsequent Rumpler C types, D.Ill and sweptback upper wings of these, the Rumpler C.Vll was early in 1918, undergoing its official and its horizontal tail surfaces were of smaller span. The C.VIII, undoubtedly the superior machine, trials in the spring. Its front-Line of 'wing-nut' shape. The fuselage appearing in July 1917, had an even but its companion, the Halberstadt career lasted from summer 1918 was reasonably well streamlined, shorter span, an improved cowling C.V, was also built and used in sub until the Armistice. Production was with attention paid to nose-entry in for its Mercedes engine and rede stantial numbers. The Halberstadt undertaken by the Aviatik, B.F.W. the neat cowling of the 26o h.p. signed tail surfaces. I t was also company's previous C types began and D.F.W. companies in addition D.IVa engine and the small conical seen in triplane form later in the with the C.I, a 1916 adaptation, to those built by Halberstadt. spinner over the propeller hub. In year. with a rotary engine, ofthe unarmed Variants appearing during 1918 place of the small, comma-type The major variant, based on the B.11. I t is doubtful whether this included the C.VII, C.VIll and rudder of the C.111, the C.IV's standard C.IV airframe, was that went into production. The C.111, C.IX. The C.VII (245 b.p. May vertical tail surfaces were of the produced for armoured ground which appeared late in 1917, was bach Mb.IV) and C.IX (230 h.p. triangular fin and plain rudder strafing duties from early 1918. The the first long-range photographic Hiero) remained in the prototype form used on the earlier c.r. The engine and crew positions were en type designed by Karl Theiss. It was stage, though the latter may have Rumpler C.IV carried the normal cased in some 390 kg. (86o lb.) of po\vered by a 200 h.p. Benz Bz.I V been intended for Austro-Hungarian 2-seater armament of the period, armour plating, and to po\ver this and an unusual feature of its design production. The C.VIII, officially i.e. a forward-firing synchronised heavier machine a 200 b.p. Bz.IV was the attach.ment of the lower tested in October 1918, was a single. Spandau gun and a ring-mounted was installed. Initial version was the wings to a small 'keel' on the under bay biplane, slightly smaller than Parabellum. The recoMaissance J.I; with ~mall, lowe.r-wing ailerons side of the fuselage. The C.III the C.V and powered by an Mb.IV cameras were aimed through a trap added this became the J.Ia; and formed the basis for the C.V, in engine; it bad a ceiling of 9,000 in the Boor of the rear cockpit. with balanced, overhung top ail which a simpler and more conven m. (29,528 ft.), which it could reach Light 'nuisance' raids were often erons, elevators and rudder it \vas tional attachment was employed for in 58 minutes, and was probably undertaken, with a $maU load usu known as the J.11 Six hundred and the lower wings. intended for series production if the ally consisting of four 25 kg. nine A.E.G. J types were built, but Powcrplant of the C.V \Vas the war had continued; however, only bombs on underwing racks. The they were not an outstanding suc high-compression vcnion of the the prototype had been completed C.IV had an excellent performance cess. I nstead of the normal forward Bz.IV developing 220 h.p. and when the \var ended. for an aeroplane in its class, especi firing gun, these aircraft had twin giving a much better pcrformance ally at high altitude; it could climb Spandaus mounted in the fioor of at altitude. The wings were of wide 24 Rwnpler C.IV to C.VII to 5,000 m. (16,.404 ft.) in 38 min the rear cockpit to fire forward and span, with 2 bays of bracing struts Tbe C.IV, the second of Dr. utcs, and at its maximum altitude downward at about 45 degrees; but and overhung, balanced ailerons Edmund Rumpler's C type designs was still fast enough to elude Allied the guns were difficult to aim pro on the upper sections. The fuselage to go into largo-scale production, fighters. Rumpler C.IVs saw ser perly when the aircraft was Bying was essentially a scaled-up version was preceded by the generally vice in Italy and Palestine as well low. At least one machine Bew of that used in the c.rv, but with similar C.111, seventy-five of \vhich as on the Western Front; they were experimentally as a single-seater, separate cockpits for the 2-man were recorded in service in February built by the Bayerische Rumpler- with six of these downward-firing crew. Reconnaissance cameras were 1917. The C.111 was a 1916 design, Werke and Pfalz Flugzeugwerke, guns. aimed downward through a trap in po\vered by a 220 h.p. Benz Bz.IV. those built by the latter concern Production of the C.IV was sub the Boor of the rear cocl'Pit; the \\lben the more powerful Mercedes having linked double ailerons. contracted to Fokker, who may have top of the cockpit was built up with C.IVa became available it was The Rumpler C.V was a variant built some of the C.IVa machines the traditional ring mounting for a developed into the C.IV, which \Vas of the C.III airframe fitted with a reported to have had 18o h.p. Parabcllum machine-gun. The pilot one of the most efficient, as well as Mercedes D.IVa, but apparently Argus As.III engines. was furnished with a synchronised most elegant, German 2-seaters to it did not go into production. There 118 119 is no record of a C.VI, the next introduced in spring 1915. The A major step forward in design cowled, and the propeller had no production version being the C.Vll, L.V.G. C.I, based on the B.I, bas and performance was made with the spinner. The wings, which \Vere which appeared late in 1917. The the distinction of being the first 11- appearance in mid-1 917 of the slightly staggered, had plain ailerons C.VII had a 240 h.p. Maybach seat operational German aircraft in L.V.G. C.V. This was later to serve and a f1wh-mounted centre-section Mb.IV engine which, although of a which the observer was provided in considerable numbers alongside radiator. This last feature, which lower nominal rating, had a higher with a Schneider ring mounting and the D.F.W. C.V; the external re could be hazardous for the occupant.. compression ratio than the Mercedes a Parabellum machine-gun. The semblance of these two types to one if punctured during combat, was D.IVa that enabled it to maintain first four L.V.G. C types were de another is explained by the fact that replaced in some aircraft by Wind its output at greater heights. The signed by Franz Schneider. Only the engin.eer responsible for the hoff radiators on the sides of the C.VII \Vas slightly smaller than limited production was undertaken L.V.G. machine was formerly the fuselage. The crew members' view the C.IV; it was built in two stand of the C.I (150 h.p. Bz.m), this chief designer ofD.F.W. Among the from their respective cockpits was ard forms, the long-range recon being followed late in 1915 by the largest German 2-scaters to be used considerably better in the C.VI naissance version with radio equip C.11, the basis for which \vas the during the war, the L.V.G. C.V was than in the C.V, where their out ment and a normal 11-gun armament unarmed B.II. The L.V.G. C.II a neat, compact aircran with look was restricted by a confusion and the C.VII (Rubild). In the latter was produced in substantial num •libelJule' shaped wings and over of cabane struts, engine cylinders version the front gun was dispensed bers by the parent company, and by hung upper ailerons. I t had a neatly and radiator. Larger and rounder with, and instead the aircraft carried the Ago and Otto works, and was installed 1100 h.p. Benz Bz.IV engine horizontal tail surfaces were also additional photographic gear and powered by a 16o h.p. Mercedes with a leading-edge box-type radi fitted to the C.VI. A variant of the oxygen breathing apparatus for the D.III. It was used extensively for ator, and a spinnered propeller. O.VI which appeared in 1918 was crew members, who were also pro visual and photographic reconnais Armament consisted of a single the C.VIII ; apparently only one vided with electrically heated flying sance work, and also for light forward-firing Spandau gun and a was completed, with a high-com suits. These assets \vere extremely bombing. One aircran of this type rear-mounted Parabellum, and up pression Bz.IVu engine of 1140 h.p., necessary, for the C.VII (Rubild) made an audacious daylight raid on to 115 kg. (1154 lb.) of bombs could linked double ailerons and other could fly to, and maintain its speed London on 118 November 1916, be carried beneath the lower wings. minor improvements. at, even greater heights than those dropping six 10 kg. bombs on The C.V was in widespread use by reached by the C.IV. Service Victoria rail,vay station. The raid autumn 1917, eventually serving in 26 Albatros O.V, 0.VII, O.X ceiling of the C.VII (Rubild) was was not an unqualified success, Palestine as well as on the \Vestern andO.XU 7,300 m. (23,950 ft.), which it could since the aircraft was obliged to Front. It was an excellent all Up to and including the C.IV, the reach in 50 minutes. At heights in force-land in Allied territory on the rounder, being used for artillery early Albatros C types were funda the region of 110,000 ft. (6,ooo m.) it return journey. In spring 1916 there observation, photographic recon mentally descendants of the un could By as fast as such Allied were some two hundred and fifty naissance and light bombing. It armed B series designed by Ernst fighters as the S.E.5a. Both the 0.1/C.II types in service and some usually operated with an escort, Heinkel. The first entirely newly R umpler C.IV and C.Vll remained late-production C.Ils had a for alth.ough it was quite able to give a designed C type was the C.V, the in German Air Force service until ward-firing Spandau gun in addi good aocount of itself in combat joint handiwork of Thelen and the Armistice. tion to the usual Parabellum. It is when necessary. Schubert. Appearing in spring 1916, thought that only one example of In 1918 the C.V was joined by it utilised a wing cellule resembling, 25 L.V .G. 0 types the C.III \Vas completed, a smaller the C.VI, of which about one but slightly larger than, that of the Like many other German manu but slightly heavier version of the thous.and were built by L.V.G. The Alhatros C.III, but the new cigar facturers, the Luft-Verkehrs Gesell C.II in which the observer occupied C.VI incorporated a number of shaped fuselage, spinnered propeller schaft built a small series of B type the front seat. An enlarged version modifications, apparently designed and rounded tail unit reflected the unarmed 11-seaters during the early of the C.II appeared in 1916: this both to improve performance and same approach to streamlining as part of World \Var 1 which formed was the C.IV, powered by a neatly to simplify production. It had a that practised on the early Albatros the basis for armed reconnaissance cowled 2110 h.p. Mercedes D.IV and deeper, slightly smaller fuselage, in single>-seat .fighters. The C.V was aircraft when the C category was having a balan.ced rudder. which the engine was less neatly powered by an almost fully cowled 1!20 121 220 h.p. Mercedes D.IV with, in Benz Bz.IV, installed in typical Jery co-operation units until mid- a single 'I' arut and a minimum of the original a.V/16 form (i.e. built Germanic fashion with the cylinder 1918. external bracing wires. An excellent in 1916), prominent Windhoff heads exposed, and the airframe The Albatros a.XII {the C.Xl view of the upper hemisphere was radiators on either side of the front was a mixturcofC.V/16 and a.V/17 remained a project only) appeared enjoyed by both crew members, but fuselage. It was fitted with a syn components. The lower wings and early in 1918 as a successor to the the view downward past the nO&e, chronised Spandau machine-gun side radiators of the a.V/16 were C.X, and continued to serve until already poor, was restricted further for the pilot, mounted on the star combined with the upper wings of the Armistice. In this ultimate form by the large side radiators, and board side of the engine, with a ring the C.V/ 17. Like other compromise it could probably claim to be the made the C.II a difficult aeroplane mounted Parabellum gun in the designs before it (and since), the most handsome German 2-seater to land. observer's cockpit. A bomb load of C.Vll flew and fought very well, on the Western Front, its elegant, The first a.II was flown in Octo up to 175 kg. (386 lb.) could be and was successful enough to be rakish lines and the addition of a ber 1915, but the first handful of carried. The C. V / l 6 was not a parti built in considerable numbers. It small fin beneath the rear fuselage production aircraft were not de cularly elegant aeroplane, and was was still in service late in 1917, its emphasising still more the design livered until March 1916 and had a cumbersome one to fly; in this peak period of employment having resemblance between the Albatros only a rearward-firing Parabellum respect the a.V/17 was some im been in February of that year when a and D types. The final production gun in the observer's cockpit. Some provement, having a Bush-mounted three hundred and fifty were in Albatros C type was the C.XV, squadrons met the need for a wing radiator, balanced and tapered service on all Fronts. Production of evolved from the a.XIV prototype forward-firing gun by installing ailerons on the top wings and ellip the C.VII was shared between of1917. Thiswasasmallerandmuch captured Lewiscs above the centre tical tips to the lower ones. Four Albatros, O.A.W. and B.F.W. less degant aeroplane, with a hump section, but on later a.Ils a fixed, hundred and twenty-four a.Vs In mid-1917 the fully developed backed fuselage, short.span stag synchronised Spandau was pro were completed by Albatros, but version of the C.V appeared in the gered wings and a 220 h.p. Bz.IVa vided. The first a.IIs in service only a fraction of these were in form of the C.X, powered by the engine. It went into production in were flown by the Kampfgcschwa service at any one time between Jong-awaited Mercedes D.IVa en 1918, but only a few had entered dcrn involved in the fighting at early spring 1916 and the beginning gine. The C.X was appreciably service when the war ended. Verdun and the Somme in spring of 1917. Apart from their indifferent larger than its predecessors, and Post-war designations of the C.V, 1916, and their performance was flying qualities the a.Vs were showed even greater similarity of a.VII, C.X, C.XII and a.XV well above that of contemporary repeatedly beset by engine crank outline to the Albatros D types. The were, rcspcctivdy, L.141 L.18, L.25, German 2-seatcrs. In fact, the shaft failures, and when production flush-mounted wing radiator was L.27 and L-47· Roland C.11 was as fast as the of the D.IV engine was abandoned, reinstated in new wings of increased opposing Nieuport and Pup fighters, that of the Albatros a.V al.so came span with double ailcrom. \Vith 27 LP.G. (Roland) c.n although it was less manoeuvrable to an end. One C.V/16 was built these aerodynamic improvements The Roland a.II 2-seatcr was an and took half an hour to reach its experimentally with clumsy I-type and the greater pov;er and reliability extremely advanced design, and one fighting altitude of 3,000 m. (9,843 intcrplane struts, but these did not of the D.IVa engine, the a.X had of the best German aircraft on the ft.). A number were lost in landing improve the type's performance. an exccl1ent altitiJde performance Western Front during the second accidents due to the poor frontal The next production Albatros a and usually carried oxygen equip half of 1916. It was the smallest C view, and some weakness was found type was the C.VII, which went into ment for the crew in addition to type used by Germany during the in the outer wing sections. This led service late in 1916. Albatros had in wireless and/or a light bomb load. war period, being less than 50 kg. to the introduction, from August mind a a.v development using the Production was shared between the (110 lb.) over the weight limit for 1916, of the C.lla, \vith revised and 26o h.p. Mercedes D.IVa engine, parent company, 0.A.W., J.inke the lighter CL category. The design, reinforced wingtips. Late in 1916 but pending th.e availability of this Hofmann, B.F.\V. and L.F.G. by Dip!. Ing. Tantzen, featured an the C.11 was used for night bombing powerplant the a.VII was produced (Roland), and by October 1917 extremely strong, ply-covered semi- with four 12·5 kg. (28 lb.) bombs as an interim measure for long-range there were three hundred C.Xs in monocoque fuselage, beautifully beneath the fuselage. In mid-year reconnaissance and artillery obser service. The type remained with streamlined and completely filling Capt. Albert Ball, who scored his vation. It was powered by a 200 h.p. front-line reconnaissance and art:il- the intcrplane gap. The wings had first con.finned victory over a Roland 11:13 C.II, had called it 'the best German was subsequently brought up to pro into service early in 1919 with the that improved the aircraft's direc· machine now', yet it never served duction standard with a centrally Royal Swedish Army Aviation under tional stability. One or two syn at the front in outstanding numbers; mounted 'Hifa' radiator in the top the title S 2 1 Dront and continued chronised forward-firing guns could the Roland's meticulous stream· leading edge. Production Series 1 21 to be used until well into the 192os. be mounted in the front of the fuse lining demanded careful and there aircraft were powered by 230 h.p. lage. Possibly because of production fore costly constructional methods, Hicro engines and, except for the 29 Ufag C.I priority afforded to the Phonbc which restricted the tot.al built. additional crew position, bore a Examples of the Hansa-Brandcn single-scat fighters, the two C types Peak employment of the C.IIJIIa strong resemblance to the PhOniJC burg C.II 2-scat 'star-strutter' de did not go into service much before came in December 1916, when sbcty· D.I fighter. The unequal-span wings signed by Ernst Heinke! were com spring 1918, but for the remaining four were at the Front. It \va.s had distinctive, backward-curving pleted in Austro-Hungary in 1916 period of the \Vat they carried out withdrawn slowly during the first tips and were braced by parallel by both the PhOniJC Flugzcugwcrke useful work and a small batch of halfof 1917, after which the majority pairs of 'V' struts. The deep, narrow and the Ungarische Flugzeugfabrik Ufag C.Is were supplied to Ro \Vere employed for training, though fuselage left a minimum of gap A.G. Each company developed its mania after the war ended. It may some \Vere retained for combat duty below the top wing, thus giving the own C.I derivative of this aero be supposed that the Ufag was on quieter sectors of the Western pilot an excellent view forward and plane, \vhich were flo\vn in compara considered the better machine, since Front and in Russia. Total produc upward. From the elevated gun tive trials in January 1917. Both it was also manufactured under tion is estimated at behveen two position in the rear cockpit the ob were po\vcred by 230 h.p. Hiero licence by Phonbc as well as by the hundred and fifty and three hun server also had a first-class field of engines; the Ufag C.I differed parent company. PhOniJC-built Ufag dred, some two hundred of these by view and of fire. Armament con Crom its compatriot in having C.Is, at least thirty-six of which the parent company and the re· sisted of a synchronised forward parallel intcrplane struts, equal were completed, were designated mainder by Linke-Hofmann. Some firing Schwarzlose machine-gun span, round-tipped wings with a Series 123, while Ufag's own late-production aircraft had an under the port-side engine panels, moderate stagger and a squarish, machines were known as Series 161 ; enlarged vertical tail. In 1916 a firing through an aperture in the balanced rudder. Each aircraft had more than one hundred \Vere built single C.III was produced: this was front of the cowling; a second free. an elevated gun ring in the rear by Ufag. a C.II development with 2-bay firing Schwarzlose gun was installed cockpit for a single Schwarzlose wings, parallel intcrplane struts, in the rear cockpit. A modest bomb machine-gun. 30 Anatra D and DS revised tail surfaces and a 200 h.p. load of 50 kg. (110 lb.) could be Flight trials revealed that each The first major task of the Anatra Benz Bz.IV engine. carried beneath the lower wings. aircraft had some features superior aircraft factory at Odessa was the The Phonbc C.I went into service in to the other, and it \vas finally decid production of Voisin-type bombers. 28 Ph&nh: C.I spring 1918 and was used until the ed to put both into production. The Based on the Voisin LA.S, with A3 explained in the description of end of the war on both visual and Ufag C.I had a some\vhat poorer local modifications designed by the Ufag C.I (page 125), that air photographic reconnaissance work. ceiling and take-off than the PhOniJC, Lt. V. Ivanov of the I mperial craft and the Phonbc C.I 2-seaters About one hundred and ten were but it was appreciably faster and Russian Air Service, up to one hun which appeared in Austro built for the Fliegerkompagnien. more manoeuvrable. Consequently, dred and fifty of these aircraft were Hungarian service in 1918 shared a They were somewhat slower than in service, while both types carried built \vith the designation VI common descent Crom the Hansa the Ufag 2-scaten, but had better out general observation duties, the (Voisin Ivanov) with 150 h.p. Brandenburg C.II 'star-strutter' de take-off characteristics, climbing Ufag was used for lo\vcr-level Salmson (Canton-Unn~) engines signed by Ernst Heinkel in Germany. powers and performance at altitude. miss.ions such as artillery co-opera between March 1915 and Aiarch Both were chosen for production, After the war thirty aircraft of tion, while the Phonbc C.I, v>'ith its 1916. Unfortunately they were a the PhOniJC machine in Series 121, this type were built in Sweden by higher ceiling, was chosen for photo \vretched failure, many crashes and aircraft 121.01 and 121.02 were the Army Aircraft Workshops at graphic reconnaissance. In its pro occurring due to extremely poor utilised as prototypes. They differed Malmslatt, with 220 h.p. Benz duction form the Ufag C.I had a stability and a lack of lateral con principally in their cabane strutting Bz.IV engines in place of the smaller tailplane, and a plain trol; a modified version was test· and radiator positions, and 121 .02 Austrian powcrplants. They went rudder with a triangular fixed fin Bown by Ivanov early in 1917 and 124 125 a received qualified approval, but the Ds were fitted with 130 h.p. of the upper wings and the uncom their employment one hundred and crashes continued and the VI wu Clcrget rotary engines. monly short-legged undercarriage. eighty-nine J unkers J.ls were in finally dis.m.Uacd as 'quite unfit for A developed version which ap Production J.ls differed from the service at the Front. fighting purpoacs'. peared in service from mid-1917 p rototype in having overhung, Early in 1916 Anatra produced a was the Anatra DS, with a 150 h.p. balanced ailerons and rudder and Sll An••ldo S.V .A. eerie. design of its own, the Type D, a Salm30n (Canton-Unne) radial a redesigned vertical fin. The air The outstanding S. V .A. biplanes !I-seat reconnais.sance tractor biplane engine (which gave it its popular scrcw spinner was frequently omit that rendered su.ch excellent service with a 100 h.p. Gnome l\:lonOIOu name or 'An•sal'). The DS WU ted from aircra.f't in service, some of to the Italian Air Force in the final pape engine. An initial order for armed with a synchronised forward which carried a camera in the rear yearof\\'orld \ Var 1 were largely the eighty Anatra Ds, placed in April firing gun and a ring-mounted gun of the fuselage. ~1anufacture ofJ.Is handiwork of Umberto Savoia and 1916, was supplemented by later in the rear cockpit. Production of was shared bct\\·ccn the Junkers and Rudolfo Vcrduzio. The design was orders for a further aevcn hundred. the DS was curtailed by the Novem Fokker factories: a total of t\\-o begun in 1916 as a single-teat fighter, The 6nt of them went into service ber Revolution, by which time hundred and twenty·seven were its development being undertaken that summer, when inevitably they about a hundred had been com built, the first being completed in by Ansaldo as a private venture. inherited the unfortunate reputation pleted. October 19 17. They entered service However, it sho'"''Cd such promise of the VI. This they did not deserve, at the beginning of 1918, and soon that, with lllasYve backing from the although they were variously re- g1 Junkers J.I proved efficient at their job. Fre Italian government, the Ansaldo ported as being nose-heavy and The J.I, which must vie with the quently the J.Is would drop am company was able to expand to such liable to lose power due to inefficient Airco D.H.6 as the most angular munition and food supplies to their an extent that the S.V.A. series engine cooling. A shortage of raw aeroplane of \Vorld War 1, was the own forward troops during the became the second most widely built materials, particularly good-quality only one ofHugoJunkcn' many all course of a mission. The J.I 's size I talian type of 1914-18. timbcr, led to makeshift construe- metal aircraft of the war period to and weight necessitated long take-off The S. V.A. prototype, which Aew tional methods which caused many be completed as a biplane. I t was and landing runs, and it was rather for the first time on g March 1917, machines to break up in the air when evolved to replace the interim h eavy to handle - factors which led was an elegant machine with a Bown under combat conditions. A.E.G. and Albatros J types for theJ .I to be nicknamed MObelwagen slender, ply-covered fuselage and Production was curtailed afier only infantry contact patrol and support (Furniture Van). Nevertheless, its thin-section win8' braced with a two hundred and five Anatra Ds duties with the Flieger Abteilungen, crews appreciated its strength and Warren-type interplane truss. It had been completed. Their peak andmadeitsfintfiightearlyin 1917. the protection it offered, and it was had a range, speed and climb far period of employment came in As such, its function was to By at generally regarded as the best in excess of any other aircraft in spring 1917: .seventy-six were at the low level over the trenches and German armoured type to appear I talian service at that time, but Front in April, but this figure had forward infantry positions to report during the war. Usual armament because it lacked the manoeuvra d windled to forty by June and troop concentrations and move consisted of two Spandau machine bility of the contemporary Hanriot the type disappeared from front- ments by means ofa \V(r link; and guns installed under the front HD.1 the Italian Air Force decided line service by the end or the year. its metal construction afforded engine decking, with a single ring instead to employ it in the recon Despite its shortcomings, a well- it excellent protection from ground mounted Parabellum gun in the naissance and light bombing roles. built Anatra D in the hands of a fire, which was often heavy. The rear cockpit. Early in their service Production began in auh•mn 1917, competent pilot was by no means 5 mm. armoured shell which en 10me J.Is carried, instead of \V(r the 6nt Anss.ldo-built version appar an unsatisfactory aeroplane. I t could closed the llOO h.p. Benz Bz.IV equipment, t\\"O extra downward- ently being the S.V .A..t., which climb to ll,OOO m. (6,56o ft.) in 15 engine and the crew positions alone 6ring Parabcllum guns, manned by entered service in February 1918. minutes, and was armed with one weighed IO!Ile 470 kg. (1,036 lb.), the oblcrver, but it was found (A short-span version built by or two defensive machine-guns. and in later examples the rear fuse- difficult to aim these succcs.,fully at A.E.R. was designated S.V .A.g; it The Russian airc:rafl industry was lage section was al30 metal-sir.inned. low level while the aircraft was was used in small numbers for home always hampered by aero-engine Other distinctive features of the Aying fast, and the practice was defence and occasional reconnais supply problems, and 30me Anatra design included the coormous span IOOJl abando11ed. At the peak of sance from spring 1918.) The 1!16 Acrooautica Militare in November S.V.A.4 was powered by 11 220 h.p. bilities \Vere demonstrated re same time. The S.l.A. 7B.!l had S.P.A. 6A engine and carried a peatedly during the final months 1917, and "'1ll armed with a Revelli been io service for only about l\vo usual armament of twin forward· of the \var; in September 1918 the machine-gun on a Nieuport·type months, and only scventy-ooe of firing synchronised Vickers gum; prototype made a flight or goo miles mounting in the rear cockpit with these aircraft \\'CJ"C built. one of the gum could be omitted (1M8 km.) non-6top. In February a second gun of the same type An enlarged bomber/rcconnais· when a reconnai••nce camera was 1919 two S.V.k. (of seven atartcn) mouoted over the top wing to fire sance development flC\v for the fint installed. A seaplane version was completed an 11,250 mile (18,105 fonvard ouuide the propeller arc. time late io 1917. This was the known as the I.S.V.A. km.) flight from Rome to Tokyo in A light bomb load of some 6o kg. S.I.A. 98, also a 2-seater, but pow The major single-scat vcnion 109 flying hours. By the end of (132 lb.) could be carried beneath ered by the large 700 h.p. Fiat A-14 "'.., the S.V.A.5, with minor \-aria· 1918, ooe thOIJ!l3Dd tv.'Ohundrcdand the lower win15. The S.l.A. 78.1 and capable of carrying a 350 kg. tioos and the same powcrplant as fifty had been built (iocludi.og \\"llS a manoeuvrable aeroplane, (772 lb.) bomb load. The S.I.A. gB the S.V .A.+ The two types ,.,,ere J.S.V.k.), and this total had in· \\ith good level and clirnbiog speeds, was in service by February 1918, but soon in use, both for bombing raids creased to nvo thousand before but its career was marred by a suc despite its useful performance with across the Alps to Austria and Ger· productioo ended in 1928. The cession of structural failures of the a reasonable war load, it, too, \Val many and along the length of the S.V.&. remaioed in Italian service wiog ccllule, which resulted in the subject to the same structural weak Adriatic. They also provided much for maoy yean, both at home and in type being \vithdrawn from front nesses as the earlier models. The extremely valuable photographic North Africa. In 1923 six squadroos line service in July 1918. Five Italian Army air service refused intelligence during the summer and were still equipped with them, and hundred and one S.l.A. 7B.1s were to operate it, and only sL"Albania and l\.facedonia. 0. Pomilio ofTurin during 1917-18. were manhalled for the Battle of Until early 1917 these were em Some S.25 carried camera equip The fint or these to enter service Vittorio Veneto on 20 October 1918. ployed extensively by the Italian ment instead or a bomb load, and rcconnaisa•nce squadrons; there (in ~larch 1917) \\-U the PC, Total output of the three types othen were fitted with dual controb pow-crcd by a 26o h.p. Fiat A-12 in reached one thousand six hundred after they were transferred to train and employed for training. The a rather Germanic cowling that left and sixteen: five hundred and forty ing duties, on which they continued fint S.21 had the same powerplant the cylinder heads exposed. Pilot five PCs and PDs during 1917, and to ~rve until 1930. as the S.1, but in later machines the and observer \at in close-mounted, one thousand and seventy-one PDs from the beginning of 1917 they more powerful 300 h.p. A-12bis was separate cockpits, the fonner having and PEs during 1918. Final variant began to be replaced in the rccon installed. Some aircraft of this type a Revelli machine-gun fixed over was the PY, generally similar to the nai.,wice role by an Italian product, survived the war and later saw the top wing to fire at an angle out PE but with squared-off top decking the S.A.l\.1.L. S.1, designed by the action again during Italy's military side the propeller arc, and the latter to improve the observer's field of Swiss engineer Robert \Vild, who campaigns in North Africa. with another Revelli on a 1'ieuport fire; only seven PYs were built. The had previously been responsible in type mounung. The PC was fast Pomilio brothen then sold their Germany for the Aviatik B.I and 36 Royal Aircraft Factory enough to d.Upcn.c with fighter es busineu to Ansaldo and emigrated B.11. The S.A.M.L. S.1 was basically B.E.2, B.E.iza and B.E.2b cort on its reconnaissance mU.ions, to the United States, \Vhere they an enlarged, g-bay development of The fint B.E. type• produced by the but it suffered from pronounced in continued their aeronautical activi the Aviatik, with a 26o h.p. Fiat A- Army Aircraft Factory was the stability, which was the cause or ties. They designed two types evalu 12 engine and a rotatable 6·5 mm. B.E. r, designed by Geoffrey de frequent accidents. To eliminate ated by the U.S. Signal Corps, Revelli machine-gun on a tripod Havilland and F. M. Green in the this the next model, the PD, intro tl1e FVL-8 and BVL-12. The former mounting in the rear cockpit. The second half of 1911. Ostensibly, it duced a small, curved underfin \Vas a single-scat fighter with a 28o S.1 was primarily a reconnaissance was supposed to be a reconstruction incorporating the tail-skid; other h.p. Liberty 8 engine, the latter a type, though it could carry up to 40 of a Voisin biplane; in fact, almost changes included a revi.'led engine 2-seat bomber with a 400 h.p. kg. (88 lb.) ofsmall bombs. It served its only connection with the Voisin cowling, in which the cylinder heads Liberty 12. Six FVL-8s and five principally with the I Annata of the was the latter's 6o h.p. Wolseley were enclosed in louvred panels, and BVL-12s \Vere completed. Corpo Acrooautica Militate at engine, and even this was changed a box radiator in front or the top Trentino on artillery-spotting and for a 6o h.p. Renault some time wing replacing the vertical radiator 35 S.A.M.L S.1 and S.2 occasional bombing duties. From after the B.E.1 's fint Bight on 1 in front of the PC's cockpit. The German Aviatik B.I armed 2- the summer of 1917 it was joined in January 1912. TheB.E.1 laterscrved By far the most succ05ful variant scatcr was the subject of extensive service by theS.2, whichhadshortcr with the R.F.C., with the official was the PE, which went into service licence production in Italy during ~pan, 2-bay un.staggered wings with serial number 201. in February 1918. This had a 300 \\"orld \\'ar 1. The fint three ver dihedral on the lower planes; a fully h.p. A-12bis engine with a frontal sions to appear were designated A.1 curved rudder in place of the Bat- radiator, a slightly enlarged upper (100 h.p. Fiat A-10), A.2 (120 h.p. toppcd rudder of the S.1 ; and a • Under the Army Aircraf\ Factory second Revelli machine-gun moun- designation system adopted in Nov fin and a bigger tailplane. The PE Le RhOne) and A.3 (110 h.p. ted over the top wing to fire at an embtt 1911 the lettcn B.£. signified was armed with a synchronllcd, Colombo). The majority, however, angle outside the propeller arc. Blhiot Experimental. However, UU. forward-firing machine-gun and a \Vere po\\·ercd with 140 b.p. Salm 1"he S.A.1'1.L. 2.seatcrS were was merely to indicate that tlle B.E. Scarff ring in the rear cockpit for son ( Canton-Uno~) radial engines, types \\-ere gcncral-purpoee 2-tcat trao one or tw'O Lewis guns. It could but 16o h.p. lsotto-Fraschini V-~ strongly bwlt, reliable ain:rart \vith tor biplanes; tllcy had no design or climb to 3,000 m. (9,843 ft.) in 16 were installed in some late-produc good handling qualities, and were oilier connection with aircraf\ ofBl~riot minutes. tion examples. Five hundred and well liked by the crews who Bew origin. 131 p

The B.E.11, which appeared in ccssfully from a bombing attack on even say obsessed - with the arrive until April 1915. By this time February 19111, was a developed the railway station at Courtrai on evolution of an inherently stable the R.A.F.1a engine (developed version with equal-span urutaggered 116 April 1915. Another officer of aeroplane. They believed, quite from the Renault of earlier B.E.11cs) wings and a 70 h.p. Renault; it was No. 11 Squadron bad, on 13 August rightly, that such an aeroplane bad become the standard power a 11-seater, with the pilot in the rear 1914' piloted the first British air would be easier and safer to Ay; plant, and a plain Vee-type under cockpit. On 111 August 19111 the craft (a B.E.11a) to land in France doubt1CS3 they \Vere abo influenced carriage replaced the earlier \vhccl B.E.11 \Yas flown to a new Briilih after the outbreak of war. The B.Es. by the \Var Office's opinion that and-skid arrangement. Bomb load altitude record of 10,56o n. (3,1118·7 of the R.N.A.S. were used quite aircraft were only of use for rccon of Renault-powered B.E.11cs com m.}, and later that month it demon often for bombing, carrying a single naiuancc, for which a steady-Hying prised four 115 lb. Cooper bombs strated its superiority to the Cody 100 lb. bomb or three smaller ones machine \VU even more desirable. suspended beneath the nose; R.A.F. biplane that bad officially won the under the fuselage. Early B.Es. Unhappily, while combat experience 1a-cngined aircraft carried two ~filitary Trials at Larkhill. A token carried no fixed defensive armament, in France was almost every day 1111 lb. or ten 110 lb. bombs under order for four B.E.111 bad been their only protection being rifles or proving this attitude to be \\TOng, the wings; with the heavier load placed with Vickcn nearly three revolvcn carried by the observer. from an operational standpoint, the they were usually flo"'n solo from months before this, and the first of These often fired incendiary bullets Factory either was not told (or, if it the rear cockpit. The B.E.11c ulti these machines was delivered to the in efforts to shoot down enemy ,vas, it chose to ignore) the fact that mately served on the \Vcstcrn Front R.F.C. in February 1913. Other ainhips. The early B.Es. saw it was the very stability of the B.E. with No. 1 \Ving R.N.A.S. and ordcn followed, and most pro almost all of their operational that was contributing to its down with more than a dozen R.F.C. duction aircraft at this time were service in France, although small fall. Again~t the nimble, front squadrons. It was abo flo\vn as a delivered as B.E.11as, with unequal numbers of R.F.C. machines were gunned Fokker monoplane lighten bomber or reconnaissance type in span wings, additional decking flown in Egypt and one or two the B.E.11 was virtually helpless: it Macedonia and the ~fiddle East, round the front cockpit and a modi R.N.A.S. aircraft took part in the \Vas far too stable to outmanoeuvre and Naval B.E.11cs served as bomb fied fuel system. Before the out Dardanelles campaign. the enemy, too alow to run away ers and anti-submarine aircraft break of World War 1 the B.E.11/11a There arc one hundred and sixty from him and, since it needed 45 in the Dardanelles and the Aegean. was in service with three R.F.C. four known serial number allocations minutes to reach its modest ceiling From spring 1916 the B.E.11d began squadrons, and at lea.st one such for B.E.11/11a/11b aircraft, completed of 10,000 n. (3,048 m.}, had no hope to join it in service. This had a aircraft was in the possession of the by nine British manufacturers; un at all of outclimbing him. large gravity fuel tank beneath the R.N.A.S. in September 1913. doubtedly more than these were The B.E.11 type had been the top wing, which increased its range Following the outbreak of war, built, but surviving records make it principal mount of one of the Fac \vith a similar load to the B.E.11c, the B.Es. served in France with Nos. impossible to give more prccUc: tory's leading experimental flicn, but it took nearly twice ns long as 11, 4> 6, 8, 9 (\Virelesa} and 16 figures. Final B.E.11b deliveries were Edward Busk, during his researches the B.E.11c to reach 10,000 ft. The Squadrons R.F.C., and with the made in late autumn 1916, by which into the matter of inherent sta new vcnion was somewhat better former R.N.A.S. Eastchurch Squad time the type bad been obsolete for bility. The main results or his defended, the observer occupying its ron in the Ostend{Dunkirk area. at least a year. Late-production fmdings took expression in the rear cockpit armed \vi th a free-firing They were joined by the B.E.11b, aircraft, and earlier machines with B.E.11c, which was fint Ao\\-'D in Lewis gun. A few B.E.2cb were which differed in its elevator and drawn from front-line service, how early summer or 191+ This version supplied to Escadrille 6 ofthe Belgian rudder controb and had redesigned ever, served a further useful period bad equal-span wings with marked Aviation ~filitairc, being fitted with top-decking and cockpit contours in a training capacity. forward stagger and double ailerons 150 h.p. Hispano-Suiza engines. to give better protection to the in place of the warp control of the Notwithstanding its unhappy re crew. The fint air v.c. or the war 37 Royal Aircraft Factory earlier B.Es. ; vertical fin area was putation as 'Fokker fodder' in \\-as awarded, J>05thumously, to B.E.2c and B.E.2d also increased. A few B.E.11cs France, the B.E.11c enjoyed rather Lt. \V. B. Rhod~~foorhousc of Throughout its early existence the reached France late in 1914, but more success at home. Herc its No. 11 Squadron, who, despite his Royal Aircraft Factory and its ante the fint unit fully equipped \vith stability made it a good gun plat- wounds, brought his B.E. back sue- cedents were concerned - one might them (No. 8 Squadron) did not form for night fighting, and, flown 1311 133 • solo from the back scat, with an ing delivered to the R.F.C. in July Experimental biplanes to be put into the R.E.5's operational value, and upward-firing Lewis gun above the 1916. They subsequently served in production, twenty-four being built its career was short-lived. top wing, it achieved some success virtually all or the squadrons that with the money received by the \Var The sixth production R.E.5 was as a Home Defence fighter, in had flown earlier B.E.2 variants, Office from the Admiralty in converted to a single-seater and cluding the destruction or seven and served in ~iaccdonia and India autumn 1913 as payment for the given extended-span wings for high ainhips. The lesson of the l<111ea in as well as on the \Vestcm Front. Army airships taken over by the altitudc flying trials: this aircraft France, however, was not learned: About ninety-five R.F.C. B.E.2es Navy. The R.E.5 appeared in 1914 reached a height of 17,000 ft. its only result seemed to be to step were transferred to the R.N.A.S. as a large 2-~t, 2-bay biplane with (5,182 m.) in June 1914. Another up production, and the type was still for training duties; some of these wings of equal span, chord and machine, similarly modified, was in front-line service when the last were powered by 75 h.p. Rolls.. profile and a marked dihedral. employed at Farnborough for flight B.E.2c '\\-"&S delivered in July 1917. Royce Hawk engines. In August Ailerons '\\-Crc fitted to both top and trials of the Factory's 336 lb. A precise figure cannot be given, but 1918 the U.S. Navy bought twelve bottom wings. The R.E.5 was bomb and its carrying gear, and a total output of B.E.2c/2d in the B.E.2es for use as trainers. powered by the Beardmore version formed the basis for the subsequent region of one thousand thn:c hun It is well-nigh impossible to give a of the 120 h.p. Austro-Daimler R.E.7. dred aircraft seems likely. These two production breakdown for the B.E.2 engine, enclosed in a long, bull models remained in service until the series. The building programme was nOled cowling. The observer, who ,..o Royal Aircraft Factory Armistice, latterly in a training IO widespread, and many contracts had nothing but small-arms for R.E.7 capacity. either remain unconfirmed or speci protective armament, occupied the Shortly after the outbreak of \Vorld fied a mixture of two or more front cockpit, and a normal bomb \\'ar 1 the Royal Aircraft Factory g8 Royal Aircraft Factory variants. I n addition to the Royal load of 6o lb. (27 kg.) could be designed a new 336 lb. bomb, and B.E.2e Aircraft Factory, at least twenty-two carried. this weapon, and its carrying gear, The final production model in the other British manufacturers are The R.E.5 was flown operation- were air-tested on a modified R.E.5 ill-starred B.E.2 series, the B.E.2e, known to have participated in the ally in France by No. 2 Squadron in 1915. The R.E.7, whose design was a little faster and was lighter on production programme, the major R .F.C. from September 1914 and was also completed in 1915, \V&S the controls than its predecessors, contributors being the British & by No. 7 Squadron from April 1915. designed primarily as a carrier for but was no real improvement. Colonial Aeroplane Co., Rwton Capt. J. A. Liddell of the latter this weapon. Its prototype was Indeed, it had a poorer climb than Proctor & Co., Vickcn Ltd., Vulcan squadron was awarded the V.C. for similar to the R.E.5 test aircraft, the B.E.2c and, inexplicably, re l'.lotor & Engineering Co., and bringing back a badly damaged but had an even greater wing span verted to the outmoded back-to G. & J. \Veir. Serial allocations can R .E.5 in July. One R.E.5 bomber and area. front seating arrangement, thw be confirmed for three thou.~nd five was also wed by the R.N.A.S., Orders were placed for five hun scvcrcly limiting the use that the hundred and thirty-five B.E.2-type opcrating from Dunkirk, in Sep- dred R.E. 7s, but only jwt over half observer could ma.kc or his dcfc~ aircraft, but almost certainly more tcmber 191+ The keynote of the of this total were built: one hundred ive machine-gun. Structurally, it than this number were built. This prcviow R.E. designs had been by Siddelcy-Dcasy, fifty each by Na differed appreciably from previow suggests that a B.E.2c figure up atability in the air, and one of the pier and Coventry Ordnance \\'orb models, having single-bay wings ward or one thousand eight hundred, R.E.1s '\\-"&S flown extensively by and fifty-two by the Austin ~fotor with blunt, raked tijl6 and a pro of which about half are believed to Edward Busk at Farnborough dur- Co. As a temporary me:bure early nounced difference in span between have been employed on training ing his researches into the nature of production R.E.75 were fitted with the upper and lo\ver planes. The duties, is a reasonable approxima inherent stability. The R.E.5 in- 120 h.p. or 16o h.p. Beardmore tailplane and elevator tips were tion. hcrited the reliability and straight- engines, but as soon as supplies of also raked back, and a larger, more forn-ard handling qualities of its the 150 h.p. R.A.F_.,.became avail curved vertical fin '\\-"a.S fitted. 39 Royal Aircraft Fa ctory predeccssors, and was sturdily built. able this was adopted as the stand Some B.E.2c/2d contracts were R.E.5 Unfortunatcly this lack of agility ard powcrplant. Deliveries began amended to specify B.E.2es, the The R.E.5 was the fust of the Royal and the absence of a protective late in 1915, and the first unit to be fust examples of the new model be- Aircraft Factory's Reconnaissance armament detracted seriously from equipped fully with R.E. 75, No. 21 134 135 Squadron R.F.C., arrived with them variants. In its production form it u~ed British 2-scatcr on the Western 42 Sopwith i i-Strutter in France in January 1916. No. 21 certainly carried a more effective front, four thowand and ninety- The ii-Strutter was used widely remained the only squadron to be armament, but the stubborn ad nine being completed by seven during \.Vorld \.Var 1 by Britiah, equipped wholly with R.E.']S, al herence by the Royal Aircraft British manufacturers. These in- French and other Allied air forces though a few were also Oown by Factory to the concept of inherent eluded twenty-two supplied to Es- on a range of duties that included No. 12 Squadron, and at least one stability meant that the R.E.8, like cadrille 6 of the Belgian Aviation fighter / reconnaissance, bombing, (a 3-scater) \Y&s on the strength of its predeccsson, could easily be ~lilitairc that were later re-engined ground strafing, coastal patrol, No. 20 Squadron. For most of their outmanoeuvred by the more nimble with 150 or 18o h.p. Hispano- anti-submarine \\'Ork and photo service in France the R.E.']S were German fighters. T\\'O prototypes Suizas. R.E.8s equipped sixteen graphic reconnaissance. Iu capable miscmployed on escort or recon (7gg6 and 7997) were completed, R.F.C.fR.A.F. squadrons in France, performance of all these activities, naisuncc duties, for \vhich they the first flying on 17 June 1916 and a d the type was in service through- often in the face of superior opposi were too slow and inadequately the second about three \\'eeks later. out 1917-18. Their duties includ- lion, is its own tribute to a remark- armed. They did not undertake They \\'Cf'C po\\'Ct'Cd by R.A.F.4Jl ed observation, reconnaissance, able aeroplane. Historically, the t l· bombing until early summer 1916, engines, which remained the ground-support patrols, night Strutter is significant on two counu: and by August their replacement standard installation in production bombing (with two 112 lb. bombs it 'vas the first British service air by B.E.12s bad already begun. As R.E.8s, and had B.E.2e-typc wings or equivalent smaller bombs) and craft 'vith an efficient synchronised an alternative to the large Farn ''ith marked stagger and dihedral. ground attack (with four 65 lb. forward-firing armament, and it borough bomb, the R.E.7 could Production began in August 1916, bombs). Despite the fact that they was chosen to equip the fint-cvcr carry two 112 lb. weapons and a few the first few machines having, like were outclassed by enemy tighten, strategic bombing force. small bombs to an equivalent total the prototypes, a drum-fed Lewis they served the Allied cause well The prototype (3686), completed weight. It \\'3S armed with only gun mounted low down in the cock for a much longer period than in December 1915, was a 2-seat a single Lewis machine-gun on a pit and firing between propcllor should have been necessary, and biplane with a 110 h.p. CJerget makeshift mounting in the front blades fitted with bullet deflector fifteen R.A.F. squadrons still bad 9 Z engine. It \Vent into production cockpit. plates. A ring-mounted Lc,vis was R.E.8s at the time of the Armistice. for the R.N.A.S. at the beginning of After their withdrawal from front provided in the rear cockpit. They were used by two British 1916, the 2-scat version being known line duty the R.E.7s were employed Standard front armament of the squadrons in Italy, two in ?.Icso- as the Admiralty Type 9400. at training establiihments until R.E.8 soon became a Vickers gun, potamia and four in Palestine; three Initially the 1 l-Strutter was armed 1918, their work including target mounted under the port-side engine Home Defence units also bad some with a Vickcn machine-gun for the towing. A fe,v were converted into panels and synchronised at first R.E.8s. A few remained in R.A.F. pilot and a Lewis gun in the rear 3-scatcrs, with a ring-mounted with Challenger and later with service for a short time after the war. cockpit. Variow synchronising gcan machine-gun in the third cockpit, Constantincsco gear. Deliveries be Variants included the R.E.8a, were installed, one of the moot com- and others \vere wed in experi gan in November 1916, the first with a 200 b.p. Hispano-Suiza and mon being the cxcclJent Scarlf mental installations of the 190 b.p. aircraft arriving in France later that iu Vickers gun OD top of the front Dibovslcy. Later rrStruttcrs had a Falcon I, 200 b.p. R.A.F.3a and month with No. 56 Squadron R.F.C. fwclage; it is thought that only one Scarff ring for the ob5crver's gun 225 h.p. Sunbeam engines. Six Due to the inexplicable reduction in R.E.8a was built. The R.E.9 and in place of the original Nicuport R.E. 71 were allocated to the fin area on production R.E.8s, the R.T. 1 were both potential R.E.8 mounting. The 1I-Strutter entered R.N.A.S. aeroplane made a catastrophic start replacements, utilising many com- service in April 1916 with No. 5 to its career \vhen several were lost ponenu ofthe latter aircraft. Several \\'ing R.N.A.S. in France, where 41 Royal Aircraft Factory in spinning and other accidents or R .E.8s were converted to R.E.9' its first task was to escort French R.E. .8 from fires that broke out when they with equal-span wings and variowly bombers. Later that )'car it was The design of the R.E.8, undertaken crash-landed. As a result, the upper modified control surfaces; Siddcley- used as a bomber in its own right, late in 1915, \\'aJ to provide the and lo\\ er fin areas were enlarged Deasy built six R.Tis with a variety with No. 3 \\ling R.N.A.S. This R.F.C. 'vith a better-defended re slightly on later machines. ofpowcrplants, unequal-chord wings unit \V3S formed in spring 1916 with placement for the later B.E.2 The R.E.8 was the most widely and a Lc\vis gun over the top plane. aircraft converted as single-scatcn 136 137 - (Admiralty Type 9700) carrying five hundred and fourteen, primarily October 1916 Sueter officially asked the Armistice only about one hun four 65 lb. bombs internally and for use as trainers, but a few were Sopwith to investigate the possibility dred and fifty were actually com having an excellent combat radius. used operationally. Twenty-one of a single-seat land-based aircraft pleted, ninety of them by November At about this time the R.F.C. were later transferred to the U.S. carrying one or two 1,000 lb. 1918. Sixty-one of these were on made heavy demands on •i• Navy. Five aircraft which 'strayed' torpedoes and having a 4-hour R.A.F. charge on 31 October. Strutter production, with the result into Holland were intemed and endurance. The first squadron of Cuckoos had that No. 3 Wing did not make its later served with the Dutch Army The Sopwith prototype carried embarked in H.M.S. Argus only first raids until the summer, and did Air Service, and others found their the factory designation T.1 (it was twelve days before this, and hence not really get going until October way to Japan, Lithuania and serialled N14 later) and flew for the was too late for combat service. 1916. Meanwhile No. 70 Squadron Romania. first time in June 1917. {The single Three other Cuckoos were aboard bad become the R.F.C.'s first During the middle months of 1917 seat B.1 bomber was developed coo H.M.S. Furious. After the Armistice Strutter unit, employing them in the R.F.C. ri-Strutters were re currently with the T.1 and flew two the Cuckoo served aboard H.l\1.S. the Battle of the Somme in summer placed by Camels, and many were or three months earlier, but did not F.agk and with Nos. 185, 186 and 1916. Additional War Office orders brought back for Home Defence go into production.) The Sopwith 210 Squadrons. Some aircraft were for l i-Strutters were placed, and the night-fighter duties. In these single T.1 bad 3-bay fold-back \Vings, with built as Mk.Ils with 200 h.p. type subsequently Bew with Nos. seaters the pilot occupied the rear its cockpit located aft of the trailing Wolseley Viper engines, and in 43 and 45 Squadrons in France. cockpit and was provided with one edge, and a short-legged under October 1919 Cuckoo N19go was Between fourteen and fifteen or two Lewis guns on an over-wing carriage between whose Vees the f!o\vn with a 275 h.p. Rolls-Royce hundred 1i-Strutters were built by Foster mounting in place of the torpedo was slung close under the Falcon I II. This gave the best per eight British manufacturers; these Vickers front gun. British and fuselage. The T.1 underwent official formance of any Cuckoo variant, included fifty-eight 'Ship Strutters' French Strutters served in Mace trials in July 1917, an order for one but no further development was that served aboard H.M.S. Argus, donia, Italy and the Aegean area, hundred following in August and undertaken. In l 921 six Mk. II Furious, Vindex and other major and in spring/summer 1917 the another, for fifty, in November. The Cuckoos formed part of the equip Naval vessels. Some of these air R .. N.A.S. employed some at home prototype was originally powered by ment taken by the British Air craft also performed useful experi and in the Mediterranean for coastal a 200 h.p. Hispano-Suiza, but these Mission to Japan, where they laid mental work in trials of ditching and patrol and anti-submarine work. engines were required urgently for the foundations of that country's deck arrester gear and in talcing off The 1i-Strutter was not an easy S.E.5afighters; N14 was thereforere later pre-eminence in the production from platforms aboard Naval vessels. aeroplane to service, and its Clerget engined with a 200 h.p. Sunbeam of torpedo-carrying aircraft. The A small batch (later increased to engines (130 h.p. in later aircraft) Arab, and this became the standard Cuckoo finally disappeared from over fifty aircraft) supplied to the gave quite a lot of trouble, but these unit for production Mk.I aircraft. R.A.F. service in April 1923. French government early in 1916 good-looking aeroplanes were The two original contractors, Fair was the prelude to an extensive straightforward to By and achieved field and Pegler, had had no pre- 44 Airco D.H., French building programme in an impr~ive operational record. vious aircraft manufacturing ex- The D.H.4 was the first British which some four and a half thou perience, and did not deliver their aeroplane to be designed from the sand 1t-Strutters were completed 43 Sopwith Cuckoo first aircraft until September and outset for high-speed day bombing, by four French manufacturers. They The Admiralty, and especially the October 1918; to overcome these although as its career progressed it served extensively with the Aviation then Capt. Murray F. Sueter, were delays, additional orders \Vere placed was employed on a variety of other Militaire, most of them as single- convinced well before the outbreak with Blackburn early in 1918; the duties as well. It was designed by seat bombers at first. French-built of World War 1 of the potential first machine from this company Geoffrey de Havilland around the machines were supplied to three value of the aeroplane as a torpedo was delivered injuly, by \Vhich time 16o h.p. B.H.P. engine, which Belgian escadrilles, and to Russia. In carrier. Prior to 1916 all such activi the type bad been named Cuckoo. powered the first prototype when spring 1918 the largest purchase ties had been carried out by sea A total of three hundred and fifty it flew in August 1916. Before this from the French production line was planes, which depended upon calm Cuckoos were ordered, but with the took place, however, fifty D.H.45 made by the A.E.F., which bought water in order to operate; but in curtailment of some contracts after had already been ordered with 250 138 139 b.p. Rolls-Royce III or IV (later in France in March 1917 and carried R.A.F. service soon after the Armis Naval Northern Bombing Group. Eagle m or IV) engines, and an out its fint raid during the following tice, when several were supplied to The Americans were never happy engine or this kind was installed in month. The first R.N.A.S. unit or Dclgium, Canada, Chile, Grcccc, with the DH-¢: it was scmi-obao the second prototype which flew D.H. .p was No. 2 Squadron, which Iran, New Zealand, South Africa lete by the time it entered service later that summer. The D.H.4 became operational at about the and Spain. \Vi th some of these coun with them, and had had to be con proved to be a comfortable aero same time, and D.H..p eventually tries they remained in service until siderably redesigned and reworked plane, light on the controls and easy served with Nos. 18, 25, 27, 49, 55 the early 193os. British civil D.H..p to adapt it to American production to By; its main operational draw and 57 Squadrons or the R.F.C./ included the D.H4A !!·passenger methods. The improved DH-48 was back was the installation of the R.A.F., and Nos. 2, 5, 6, 11 and 17 cabin transport and the D.H..._R ready too late (October 1918) to fuel tank between the two cockpits, Squadrons of the R.N.A.S.jR.A.F. racer of 1919, which had a 450 b.p. replace it in France, but during the where it was vulnerable to enemy on the \Vcstcm Front. Maximum Napier Lion engine that gave it a 19205 a considerable building and gunfire and inhibited communica bomb load of the D.ff.4 was two top speed or 150 m.p.h. (241·4 conversion programme (ofDH-4AJ) tion benvecn the pilot and observer. 230 lb. or four 112 lb. bombs or an kmfhr.). One thousand four hundred kept the DH-48, DH-~i and other Detail airframe improvements, equivalent weight or smaller wca and forty-nine Brit.Wt-built D.H..p variants in U.S. service until 1932. including a ring mounting for the poru. The R.N.A.S. on the whole were built by seven manufacturcn; T\\'O hundred and eighty-three observer's Lewis gun, \vere made on made more varied use or its D.H..p' 6flccn others were built by SABCA DH-.j.As were transferred to the the second prototype and retained ability to out-Oy and climb above in Belgium in 1926. U.S. Navy and Marine Corps dur in production aircraft, which were enemy fighters, and hence to be The largest D.H.4 production, ing and after World War 1. Ameri delivered from early 1917. The pilot capable or operating without an however, took place in the United can-built DH-4As were armed with had a forward-firing Vickers syn· escort. They were used for artillery States, and it was the only Ameri two ~iarlin or Bro\vning macbine chroniscd with Coiutantincsco gear. spotting, anti-submarine patrol and can-built British warplane to see guns in front and two Lcwiscs in the The fifty D.H. .p ordered from photographic reconnaissance in ad combat service during World \Var rear cockpit; their maximum bomb Westland for the R.N.A.S. had dition to bombing. Apart from their 1. A pattern aircraft was sent to load was 332 lb. (151 kg.). twin Vickers front guns and an employment in France, D.H. .p of America in July 1917, where it elevated Scarff ring to improve the one or other British service were \vas fitted with n 400 b.p. Liberty 45 Airco D.H.9 and D.H.gA observer's field of fire. Sub:;equent operated in Russia, Macedonia, 12 engine and flown on 29 October. The D.H.9 arose from a decision D.H4 production was on such a Mesopotamia, the Aegean and the Four thousand eight hundred and ta.ken in 1917 to more than double large scale that insufficient Rolls. Adriatic, and also at home for forty-six 'Liberty Planes', designated the number of squadrons in the Royce engines could be supplied; coast.al patrol and training duties. DH-¢, were built in the United R.F.C., most of the new units being among the alternatives installed were Experiment.al British variants in States: three thousand one hundred intended to undertake the daylight 200 h.p. Puma or Adriatic engines cluded two long-range D.H..p, and six by Dayton-\Vright, one bombing of Germany. Basically it (variations of the B.H.P.), the 200 fuelled for 14 houn flying, which thousand six hundred by the Fisher was a good design, \vith plusant b.p. R.A.F.3a, 26o b.p. Fiat A-12 \Vere intended to photograph ship Body Diviiion or General ~iotors handling qualities, but it was beset and 375 h.p. Eagle VIII. \Vith the ping in the Kiel Canal; they were and one hundred and forty by by troubles from the engines in last-named powcrplant the D.H.4 not after all used for such a mission, Standard Aircraft Corporation. stalled, all derivatives or the B.H.P. had a superlative performance, but later became night fighters \vith Contracts for a further seven thou- A:J a result, its pcrfonnanec was including a maximum speed of 143 twin over-wing Lewis guns. T\\'O !alld five hundred and two DH-4As inferior to the D.ff-4 it was meant m.p.h. (230 kmfhr.). Later produc other D.H..p were fitted, although were cancelled after the Armistice. to replace. In November 1917 the tion aircraft, irrespective of power not tested, with 1!-pdr. Coventry Only some 30 per cent or the Ameri- prototype (A 7559), a modified plant, had larger-diameter pro Ordnance \Vorks guns. One sea can-built machines reached France D.ff-4, \vas tested concurrently with pellers and correspondingly longer plane version was tested, and other before hostilities ended, but they the first production D.H.9. The lcgged undercarriages. landplane D.H. .p carried out trials served with thirteen squadrons of prototype was flown 'clean' \vith a First R.F.C. deliveries \verc made \vith flotation gear and parachutes. the A.E.F. from Augwt 1918 and 230 h.p. Galloway Adriatic engine, to No. 55 Squadron, which arrived The D.H4 was withdrawn from with four squadrons of the U.S. whcreasthefintproductionmachine 140 141 was tested under full military load further by repeated engine failures Eighteen D.H.91 were supplied to deliveries of D.H.gAs were made conditions with a 230 h.p. Siddeley which rendered many attempted the Belgian Aviation Militairc in in June 1918 to No. 110, although Puma, installed in rather Germanic raids abortive. The fact that the 1918. After the end of the war the they did not become operational in fashion with its cylinder heads ex D.H.9 achieved as much as it did D.H.9 continued in R.A.F. service France until the end of August. By posed. During autumn 1917 con was due more to the perseverance in modest numbers, and at least one the time of the Ann.istice four tracts for nine hundred D.H.4J and initiative of its air and ground aircraft was refitted as an ambu squadrons in France were flying were amended to specify D.H.91, crews than to the aeroplane itself. lance; another nine aircraft, in D.H.gAs, but two of these only and sublequent large-scale produc On the credit side it must be ad terned in Holland, were also re received their aircraft in November tion or the new bomber was ordered. mitted that, once free of its bomb turned to the R.A.F. Extensive and hence the type saw little com By the end of 1918 three thousand load, the D.H.9 \VU quite a good D.H.9 sales were made to nearly a bat service during \Vorld \Var 1, t\\'O hundred and four D.H.91 had fighting aircraft. In this respect at ICOre of countries in Europe, South although two squadrons on the bcco completed, and ultimate p~ least it was better than the D.H.4, America and the Far East; in the Russian Front also had D.H.gAs. duction reached more than four chiefly because the pilot's and ob early 19205 thirty were built by The type remained in widespread thousand, with fifteen British manu server's cockpits were placed closer SABCA in Belgium, and several production after the war, nearly tw'O facturers taking part in the p~ together, permitting closer collabor hundred were completed later in thousand five hundred being built gramme. The majority of D.H.91 ation. As early in the D.H.9's career Spain with 300 h.p. Hispano-Suiza. by a dozen British manufacturcn, bad Siddeley Puma engines, al as November 1917 Trenchard had engines. The D.H.9 also figured among whom \Vcstland and de though a small batch of Short-built appealed for its cancellation, but prominently on the commercial Havilland predominated. D.H.gAs aircraft were fitted with the 26o h.p. his pica was already too late: p~ front as a mail and passenger trans served with the R.A.F. at home, in Fiat A-12. Armament consisted of duction was then well advanced, port, and one, as 0-EAAA, became the Middle East and I ndia as a forward-firing Vickers gun with and it was the D.H.9 or nothing. the fint aircraft on the new British general-purpose aircraft, and re· Constantincsco synchronising gear, The type ultimately equipped twelve civil register. mained in service until 1931, and a Scarff-mounted Lewis gun in R.F.C.fR.A.F. squadrons in France, Proof that the basic airframe latterly in a training role. the rear cockpit. Camera or wireless and others in the Mediterranean, design was a sound one was provided equipment was also installed, and Middle East and Russian theatres, by the D.H.9A, which was funda the D.H.9 could (though it seldom remaining in service until the Anni.s mentally a refined version fitted 46 Arm.trong Whitworth did) carry its load or two 230 lb. tice. In 1917-18, D.H.91 were used with a dependable powcrplant. F.K.3 and F.K.8 or four 112 lb. bombs internally; in many different ways as testbed Following the installation of a 400 The F.K.3, proposed by Frederick they were more often suspended from aircraft. Some Bew with the 430 h.p. b.p. Liberty 12 in C6122, three Koolhoven as a simplified alternative racks beneath the fuselage or lower Napier Lion or the high-compres thousand Liberty engines were to the B.E.2c for reconnaissance/ • wmgs. sion 290 h.p. version of the Puma, ordered from the United States in bombing duties, was evolved in the The first unit to re-equip with or other engines; others tested 1917. Only one thousand and fifty late summer of 1915 and accepted D.H.91 was No. 103 Squadron, engine control, cooling, fuel and of these actually reached Britain, by the \Var Office for substantial which began to receive its first silencer systems; parachutes; and at early in 1918, but these were suffi· production. The production version aircraft in December 1917; but least one was used in deck-landing cient to power the eight hundred reversed the crew position from D.H.9 opcrauow in France were trials. In 1918 tw'O engine-less and eighty-five D.H.gAs completed those in the prototype, so that the first carried out, in ~iarch 1918, by D.H.91 were supplied to the United during the war period. The D.H.9A observer could occupy the rear No. 6 Squadron. Over the next few States, where a vast production had wings of larger area to offset the cockpit with a spigot-mounted months there was a rapid build-up programme was planned using the bigger, heavier engine, and its fuse machine-gun. In this respect, and of D.H.9 squadrons on the \Vestcrn 400 h.p. Liberty 12 engine. In fact, lage was appropriately redesigned, in its speed and ceiling, the F.K.3 Front, and they put in a lot of hard only four USO-gs were completed, \vith the engine fully CO\vled and was undoubtedly superior to the w'Orlc. However, their effectiveness, the remainder of the fourteen given a frontal radiator. Armament B.E.2c, although it carried a mu.lier already hampered by a mediocre thousand that had been ordered and bomb load were the same as for bomb load and had a poorer rate of pcrform•ncc, was restricted still being cancelled after the Ann.isticc. the D.H.9. The first squadron climb. Its flying qualities were far 142 143 superior to those of the Factory it was known (the F.K.3 being the 47 Salmeon 2 of the A.E.F. Bew the Salmson 2 machine. Four hundred and ninety- 'Little Ack'), was armed 'vith a The Socic!tc! des Moteurs Salmson, during the final months of the \Var. nine production F.K.3s were built, synchronised Vickers gun for the as its name indicates, was formed The duties assigned to the Salmson 2 four hundred of them by Hewlett & pilot and a Lewis gun on a Scarff primarily for the production ofaero were primarily those of visual and Blondeau and the rest by the parent mounting in the rear cockpit; it engines, and in particular it built photographic reconnaissance, the company. The only operational could carry a 16o lb. (72·6 kg.) bomb large numbers of the g-cylinder rear cockpit having a trap in the squadron to employ F.K.3s was load. The F.K.8 was \veil built, water-cooled Canton-Unnc! radial floor for the aiming of cameras. The No. 47 in Macedonia, which used \veil defended and regarded highly which powered several types of aircraft could carry two dozen small them from September 1916 until by its crews, and was used widely on aircraft in French, British and fragmentation bombs for ground early 1918, primarily on patrol and reconnaissance, patrol, day and Russian service during the first half strafing, and was occasionally used reconnaissance duties but sometimes night bombing and ground attack of World War 1. The company's also as a light day bomber. Forward in the bombing role. For the latter throughout 1917 and 1918. The air first aeroplane venture, the Salmson armament consisted of a single purpose it had to be flo,vn as a craft illustrated was attacked by Moineau SM-1, \Vas not a success, synchronised Vickers machine-gun single-seater in order to carry a war eight Fokker Dr.Is on 27 March but early in 1917 it produced a 2- mounted slightly to port on top of load of 112 lb. (51 kg.). Standard 1918, and its fuel tank and rear scat biplane known as the Salmson the engine cowling; some Am.erican powerplant of the F.K.3 was the go cockpit set ablaze while the aircraft D with a 130 h.p. Clcrget rotary machines were later fitted with h.p. R.A.F.1a Vee-type engine. was still loaded with bombs and engine. This did not go into produc Marlin guns instead. A Scarff ring Most F.K.3s were employed as ammunition. Although both cre\v tion, but its derivative, the Salmson in the rear cockpit could mount trainers, for which they were ideally members \vere seriously \Vounded, 2, using a Canton-Unnc! engine, single or twin-yoked Lewis guns for suited, and they \Vere used by several they accounted for four ofthe Fokkers became one of the more successful the observer's use. Like the D.H4 training establishments in the before McLeod successfully brought French types of the later war years. the Salmson 2's main drawback \vas United Kingdom and Egypt. the F.K.8 down in no man's land, Designed as a 2-seat 'heavy' the wide separation of the two cock The F.K.8 was basically a scaled- a feat for \vhich he received a well observation aircraft, the Salmson 2 pits, which made communication up version of the F.K.3, making its earned V.C. \vas of conventional appearance and collaboration between the crew maiden flight in May 1916 and Kno\vn orders for the F.K.8 in except that it had neither a vertical members difficult when in combat. bcing delivered to R.F.C. units elude six hundred and fifty from fin nor a fixed tailplane. It was Nevertheless, the Salmson 2, al to\vards the end of that year. First Armstrong Whitworth and nine a good-looking aeroplane, with a though it did not possess a particu operational F.K.8 squadron \Vas hundred from Angus Sanderson & rounded fuselage and a distinctively larly outstanding performance, was No. 35, which arrived in France Co., but a hundred or more of the louvred cowling for the radial a sturdily built machine with an with them in January 1917; Nos. latter may not have been completed engine; the equal-span wings had extremely reliable engine and \vas 2, 8, 10 and 82 Squadrons also before production ended in July double ailerons. The Salmson 2 capable of receiving and meting out received F.K.8s, and they partially 1918. On 31 October 1918 there went into production towards the considerable punishment. Lt. W. P. equipped Nos. 17 and 47 Squadrons were six hundred and ninety-four end of 1917 and entered service Erwin of the 1st Aero Squadron in Macedonia and No. 142 Squad- F.K.8s on R.A.F. charge; over 40 \vith the French Aviation Militaire A.E.F. destroyed eight enemy air ron in Palestine. At home the F.K.8 per cent of these were then in store in early 1918 with the military desig craft using only the front gun of his was flown by No. 50 Home Defence and less than two hundred in front nation 2A.2. Three thousand two Salmson 2. The Salmson was not Squadron and several training es tab- line service in France. The F.K.8 did hundred Salmson 2s were built, and especially fast, but it had a useful lishments. The F.K.8 \vas a con- not long survive the war, but a fe,v they served with twenty-two French rate of climb, being able to reach temporary of the R.E.8, and was appeared on the British civil register cscadrilles on the Western Front and 5,000 m. (16,404 ft.) in 27! generally considered superior to the and others in Australia.. During two others in Italy. Seven hundred mmutes.• Factory design. Early F.K.8s \Vere 1917-18, experimental installations and five Salmsons were purchased powered by 120 h.p. Beardmores, \Vere made in F.K.8s of the 150 h.p. by the A.E.F. as an interim type 4-8 Spad XI but the 16o h.p. model soon became Lorraine-Dietrich, r 50 h.p. R.A.F.4a pending delivery of the DH-¢ The first 2-seater to be designed by the standard unit. The 'Big Ack', as and 200 h.p. R.A.F.¢ engines. 'Liberty plane'. Eleven squadrons Louis Bechcrcau, creator of the 144 145 p

Spad fighters, was the Spad VI II, French Aviation Militairc and three prototype or the Br. 1413.2 bomber twenty-nine Br.1 215 and 216 Naval 1914- 19 and was Britain's first truly 8 November 1918). They were trans-Atlantic: Vimy. Squadrons. Two hundred and fifty. strategic: bomber. It was built to an bombed-up and standing by for The 0 / 100 was followed into eight 0 /4005 were on R.AF. charge A.i.r l\.tinistry requirement for an two days before the signing of the service by the much more numerous on 31 October 1918. One aircraft aeroplane with a 6oo mile (g66 km.) Armistice rendered their mission 0 /400, whOIC prototype (3138) was operated with No. 67 Squadron (No. combat radius, and thus capable of unnecessary. After the end of the a converted 0 / 100 airframe. The 1 Squadron, Australian Flying bombing Berlin from roses in East war several contracts were c:anc:clled basic: difference between the two Corps) in Palestine. During the last Anglia. Design was begun in Octo- and only about three dozen V/ 15oos bombers was that the fuel tanks two months or so of the war the bcr 1917, and the first prototype were built: Handley Page built at were transferred from the engine loads carried by 0 /4oos included flew in May 1918. This was powered least twcnty·two, Beardmore at least nacelles to the fuselage, thus giving the 1,650 lb. bomb. In spring 1918 by two tandem pairs of 375 h.p. seven and Harland & Wolff prob the 0/400 much shorter nacelles. two aircraft were crudely converted Rolls-Roycc Eagle VIII engines, ably completed four others. Most Suc:c:cssivcly higher-powered Eagle into 12-passcnger transports for the and had no front gun position. In of these aircraft were powered by I V, VII or VIII engines were in purpose of flying ferry pilots back mid-1918, after the crash of the Eagle Vllls, but the final Handley stalled in MOit 0 /4oos, though some from France to England. first prototype, a second machine Page machine had 450 h.p. Napier aircraft were fitted with the 26o h.p. The Handley Page 0 /400 re was completed in which a front Lions, with which it flew on 3 Fiat A-12bis or the 275 h.p. Sun mained in R.A.F. service until 1920, gunner's cockpit was provided; each September 1919, and at least one of beam Maori. One machine was eight of them being allocated to No. pair of engines was enclosed in a the Beardmore V/ 15oos had 500 flown with two tandem pairs of 200 1 (Communications) \Ving as V.I.P. single nacelle, and other aero- h.p. Galloway Allantics. h.p. Hispano-Suiza engines to evalu transports, carrying officials to and dynamic improvements were made. In December 1918/January 1919 ate the engine layout proposed for the from the Paris Pcac:c Conference Production V/ 15oos differed from a V/ 1500 named H.l\.f.A. (His later V/1500. Nearly eight hundred between January and September this machine in having uncowled Majesty's A.i.rliner) Old Carthusian 0/4005 were ordered during the 1919. Four 0 /4oos were converted motors, modified radiators and an made the first flight from England war period, or which about five and operated by Handley Page colarged tail unit. As in the 0 /400, to India (Martlesham to Karachi). hundred and fifty were built in the Transport Ltd. in 1 91~0 for single or twin Lewis gun positions This aircraft was later used to help United Kingdom. In addition, one route-proving on overseas air routes were provided in the nose and dorsal expedite a peace settlement in north hundred and seven 0 /4005 "-ere later flown by Imperial Airways. positions, and a fifth gun fired down- western India by bombing Kabul assembled from components built The 0 /400 was further developed ward and rearward through the in l\.fay 1919 - the only time a in the United States by the Standard into the 0 /700 transport, ten or a fuselage floor. A sixth Lewis gun V/ 1500 ever dropped bombs in Ai.rc:raft Corporation and powered dozen of which were supplied to was installed on a ring mounting in anger. Another machine (F7140) with 350 h.p. Liberty 12Ns. A China late in 1919 and t"-o or three the cxbcme tail - the first time such was shipped to Newfoundland in further eight Standard-built 0 /4oos more to South Africa. The 0 /700 a feature had been incorporated in 1919, where it "'BS •uembled in were completed for the U.S. Army was further developed into the 0 / 10 the design of a British aeroplane. readiness for an attempted non-stop after the war, but the rest of the one and 0 / 11 transports, eight and five The V/ 1500 had provision to carry Atlantic crossing. The attempt was thousand five hundred ordered were or which were built respectively. up to thirty 250 lb. bombs or two of delayed because of overheating then cancelled. In April 1917, more the large 3,300 lb. weapons; a load troubles with the engines, and by the or less concurrently with the transfer of about 1,000 lb. (454 kg.) would time these had been dealt with the or the 0 / 100 lo night operations, the 55 Handley Page V/ 1500 have been carried on nights to crossing had been accomplhlied by 0 /400 became operational as a day The V / 1500 was loo late for the war Berlin. In the event, however, the the Vimy flown by AJcock and bomber in France, it.self transferring and too large for the peace, but it V/ 1500 was not to make such a Brown; F7140 abandoned its at to night bombing from the following has several claims to a place in avia flight. AJthough orders had been tempt and instead carried out a October. Handley Page 0 /4oos tion history. It was the first British placed for n.-o hundred and fifty- demonstration tour of the United served with No. 58 Squadron four-engined bomber to go into five V/ 15005 before the war ended, States and Canada. The V/ 1500 was 154 155 too large, too complex and too in March 1918, contracts with other Vimy was 4,4o8 lb. (2,000 kg.), and The twenty Kangaroos originally costly to become a successful com manufacturers following until, by for the Eagle-powered model 4,8o4 ordered were apparently also in mercial aeroplane, and none came the Armistice, more than a thousand lb. (2,179 kg.). The Eagle-Vimy is tended as seaplanes for the R.N.A.S. on to the British civil register. One were on order. These were to have generally referred to as the Mk.IV, as maritime patrol bombers. How was, ho,vcver, used briefly by Hand had a wide variety of alternative although confusion exists over the ever, it was evidently decided that ley Page Transport Ltd. in r9r9 on engines, but in the event the great correct nomenclarure for Vimy a landplane version \Vould have a London-Brussels service. This majority of those built were Eagle variants both during and after the more flexibility of operation, and may have been the same aircraft powered and most of the re war; the Fiat-Vimy is variously the aircraft were accordingly re that carried 40 passengers over mainder had Fiats. One hundred described as the Mk.II or Mk.III. numbered and built with wheeled London at 6,500 ft. (1,g81 m.) in and forty-three Vimys were com Two notable distance flights \Vere undercarriages for the R.F.C. The 1919. pleted by Vickers, twenty-five by made by specially modified Vimys War Office also placed a separate Westland, at least sixteen by the in 1919. In June the first non-stop order for four Kangaroos. Produc 56 Vickers Vimy Royal Aircraft Establishment and trans-Atlantic crossing by Capt.John tion Kangaroos still retained the A contemporary of the Handley at least forty by Morgan & Co.; Alcock and L t. Arthur Whittcn facility to fold their wings, but intro Page V / r 500, the Vimy was designed contracts with other manufacturers Brown was made over the 1,8go duced several minor airframe modi as a twin-engined bomber with were cancelled towards the end of miles (3,032 km.) between St. fications and were powered by range enough to atta.ck Berlin from the war. On 3r October 1918 only Johns, Newfoundland, and Clifden, 250 h.p. Rolls-Royce Falcons (which bases on the Western Front. I t was three Vimys were on R.A.F. charge, in the I rish Republic. In November/ may have been tested in one of the designed by R . K. Pierson as the and only one of these was stationed December Vimy G-EAOU, piloted prototypes). The first Kangaroo F.B.27, and three prototypes were with the Independent Force in by Capt. Ross Smith and his brother underwent official acceptance trials ordered in August 1917. The first France; the war ended before this Lt. Keith Smith, made the first in J anuary 1918, and deliveries of these (Bg952), powered by 200 Vimy \Vas used operationally. flight from Britain to Australia by began to No. 246 Squadron R.A.F., h.p. Hispano-Suiza engines, \Vas Main squadron deliveries of the Australians in a British aircraft; the based at Seaton Carew, Co. Dur flown on 30 November 1917; it was Vimy commenced in J uly 1919, and distance of 11, 130 miles ( 17,912 km.) ham, in April. The Kangaroo later re-engined with 26o h.p. they served with nine R.AF. flights was covered in just under 136 flying carried a 4-man crew; front and Salmson radials. Changes intro- or squadrons at home and overseas, h ours. rear Scarff rings each mounted a duced on the second machine, which and \vi th several training units in single Lewis machine-gun, and four was completed in April 1918, Britain and Egypt. They began to 57 Blackburn Kangaroo 230 lb. bombs or an equivalent included 26o h.p. Maori engines and be withdrawn from bomber squad One of the lesser-known aircraft of weight of smaller bombs could be a third machine-gun, to defend the rons in 1924, but many continued World War 1, the Kangaroo had its carried internally. Racks could be aircraft below and to the rear. The in use for training (including para origins in the Blackburn Type G.P., fitted under the centre of the fuse third aircraft, \vhich appeared a chute training) until the 1930s. a twin-engined, twin-float seaplane lage for additional bombs. The few weeks later, had an airframe About eighty aircraft in this cate \vhose prototype (1415) first ap Kangaroo's long, slender fuselage more representative of the ultimate gory were re-engined with un peared in July 1916. This machine 'vas liable to twist under stress, production Vimy and was po'vercd cowled Bristol Jupiter or Armstrong carried a crew ofthree, was powered but for an aircraft of its size it was by 300 h.p. Fiat A-12bis engines. Siddeley J aguar radial engines dur by 150 h.p. Sunbeam Nubian light on the controls, and all cre\v This prototype was unfortunately ing the last few years of their ser engines and had fold-back wings. members enjoyed an excellent view destroyed in September 1918, but in vice. Standard armament of the It was follo,ved by a second machine from their respective cockpits. Com the following month a fourth proto- production Vimy consisted of four (1416), sometimes known as the pletion of all twenty-four aircraft type (F9561) appeared, with 36o 0·303 in. Lewis machine-guns, but S.P., which first appeared with 1go has not been verified, but the four h.p. Eagle VIII engines and en- the rear upper gun was usually h.p. Rolls-Royce engines and intro ordered by the R.F.O. and at least larged rudders. omitted from peacetime aircraft. duced a number of modifications twelve of the larger batch are known An initial one hundred and fifty Maximum internal and external including a greater use of metal in t.o have been delivered. About ten Vimys \Vere ordered from Vickers bomb load for the Fiat-powered its construction. Kangaroos served with No. 246 156 157 • Squadron during the final a.ix several long-range bombing raids on off or landing on rough terrain, output was insufficient for an acro months of the war, when they sank Aust.ro-Hungarian targets well be alcids being fitted beneath the lower plane ofthis size. Because of this and one U-boat (in August 1918) and fore the Handley Page 0 /100 had wingtips and tail and auxiliary other shortcomings only three were damaged four other 'probables'. At even flown. wheels under the front of I.he nacelle built with this powcrplant. They lcalt fourteen Kangaroos were in The first Caproni giant was de to prevent a no e-over. The two were followed in 1918 by twelve existence at the Armistice. signed in 1913, setting the pattern pilots sat side by aide in the nacelle, examples with 270 h.p. lsotta After the war the R.A.F. Kan for future developments. It had a with a gunner/observer in I.he front Fnuchinis and an oval-section nae; garoos were rcpurchaued by Black central nacelle and two slender cockpit armed wilh a Revelli c11e with tandem pilot seating. burn (except for three sold to fuselage booms supporting the tail machine-gun or a cannon; the un- These aircraft served with I talian Grahame-\Vhite in ~{ay 1919 for unit: the crew and all three of the fortunate rear gunner occupied a Army and Navy Squadroiu. The joy-riding activities); these were engines were located within the cage-like open position behind the final production triplane variants variously modified. Some were nacelle. An 8o h.p. Gnome rotary trailing edge of I.he top wing and were pow'Ct'Cd by Fiat, Isotta operated by Blackbum on behalf of engine drove a pusher propeller at directly above the pusher propeller. Fraschini or Liberty engines of the R.A.F. for training purposes the rear of the nacelle while two Powerplant of the Ca 3 comprised greater power, and the pilots' seats until 1929; othcn served as passen other 8o h.p. Gnomes drove tractor three 150 h.p. Isotta-Fnuchini V-,.B were situated side by side. A coffin ger or Creight carriers, othcn wilh propellcn at the front of the booms in-lines. Two hundred and seventy shaped container was suspended the North Sea Aerial Navigation by means of a transrninion gear. of these aircrafi were built in Italy in betw'CCD the main undercarriage Co. (a Blackbum subsidiary); one This arrangement proved rather 1916-18; they equipped well over wheels that could hold l>'J50 kg. Kangaroo was used in an attempt clumsy in operation, and the proto a dozen squadriglie of the Corpo (3,197 lb.) of bombs. Twenty-three (unfortunately unsuccessful) to fly type, which first flew in October Acronautica ~1ilitarc, and one were completed, six of them being Crom England to Australia in 1914, had the two tractor engines Italian Naval squadron in Albania. supplied to the R.N.A.S. in 1918. November 1919; and one or two ins tailed with direct drive. The first Eighty-six othen, built under The Ca 4 proved to be too slow for others took part in various racing production version was powered by licence in France, served wilh two daylight bombing and was employed events during I.he 192os. The origin three 100 h.p. Fiat A-10 in-line escadrilles of the French Aviation principally on night operations. The of I.he name Kangaroo is obscure: engines, all driving tractor pro Militaire. Several Ca gs were still in R.N.A.S. Ca 45 apparently were although generally adopted, it had pellers, and was designated Ca 1. service at the Armistice. Variants of not used for combat purposes and no official standing and no apparent One hundred and sixty-two Ca 1s I.he basic Ca 3 included the Ca 3 were returned to I taly after the visual justification. There may have were built in 1914-16, and aircraft Mod., with detachable outer-wing war. VariantJ included two which been a connection with the 'kan of this type made the lint Italian sections; one hundred and fifty- had a biplane tail unit incorporat garoo bicycle', an early form of bombing raid of the war against three examples were built during and ing a rearward-firing machine-gun hobby-horse with a sloping spine, Austro-Hungary on 20 August 1915. after I.he war, some of them adapted position. One of lhcsc venions was but this is purely conjecture. Nine other aircraft, designated Ca to serve in an ambulance role. intended for I.he R.N.A.S., but the 2, had the central engine replaced The military designation Ca 4 aircraft were never delivered. One 58 & 59 Caproni Ca 1 to Ca s by a 150 h.p. Isotta-Fraschini was applied to a series of much twin-engined variant, of which at The belief still persists in many V-,.B in-line engine. The Ca 1 and larger triplanes, the first of which least the prototype was completed, quarters that Britain and Germany, 2 continued to serve, latterly on appeared in late 1917. Side-by- was a seaplane with twin sprung with their Handley Pages and night operations, until the ap side seating for the tw'O pilots was Boats and intended to carry two Gothas, were the fint to make wide- pcarancc of the Ca 3 in 1917. The installed, and I.he front gunner's torpedoes; it was powered by two spread use of the aeroplane for Ca 3 was generally similar to the cockpit was retained; but in place 400 h.p. Liberty engines. It is heavy bombing. In fact, both Italy Ca 1, having 3-bay, equal-span of the rear gunner's cage separate thought that series production was and Russia had evolved aircraft wings, a box-like nacelle and three positions were installed in each of planned, but few, if any, were suitable for this type of operation polygonal rudders atop the tail I.he fuselage boonu. The Ca 4 was completed. well before the outbreak of \Vorld plane. Much attention was paid to powered initially by three 200 h.p. The Ca 5 series marked a return \Var 1, and Italian Ca 2s had made making the Capronis safe for taking Isotta-Fraschinis, but their combined to a biplane configuration, and w'Cl'C 158 159 slightly bigger than the Ca SS· invol ..ing long Rights over hazardo~ by 220 h.p. Mercedes D.IVs, the frontal area of the nose. Power was First model in the series had three mountain country. Because of their outer pair of 110 h.p. engines at the transmitted via a clutch and gear Fiat engines of 200 h.p. The wing size they needed strong piloting, but same time being remounted at mid- system to a tractor propeller moun mounted pair were given frontal their excellent flying qualities and gap. Thus modified, it resumed trials ted on each of the inboard bays of radiators, while the radiator for the powers ofendurance 'vere well suited in September 1915, and in April intcrplane struts. Idfileg acceptance middle engine v•as incorporated in to the conditions in which they were 1916 was eventually accepted for of the G.I.32/15, in July 1915, was the nose of the nacelle. \Var load required to operate. Several civil service use as a training aircraft. accompanied by an order for six was 54-0 kg. (1,190 lb.), and only cabin conversions were planned, ~!canwhile, in late 1914 the Idfiieg similar aircraft, to be designated two defensive machine-guns \Vere some carrying up to 30 pnsscngcrs, had authori.!cd the development of G.33/15 lo G.38/15. With the carried. The initial version went into but none of them appears to have a new, 3-cngined large biplane introduction of the Ricsenflugzeug service early in 1918. Improved seen any commercial service. How bomber designed by the brothers (giant aeroplane) category in versions followed it, with three ever' under the designation B.. 1, Bruno and Franz Steffen. November 1915 the designations 200 h.p. lsotta-Fraschini, Fiat or Breda built an 8-passenger vemon, Construction of this aircraft, were changed to R.I to R. VII; and Liberty engines. The Ca 5 operated and one of these aircraft made the designated G.I.32/15, began in again in March 1917 to R.r/ 15 to mostly with Italian night-bomber inaugural scheduled flight between December 1914' and it made ia R.7/15 respectively. squadrons in France during the last l\iilan and Rome on 29 January first Bight, from the Steffen worla The six nC\v aircraft were in nine months of \Vorld \Var 1, al- 1919. at NcumUnstcr, in the following tended originally to be powered by though some were still flying on the May. Its configuration was, to say a trio of Maybach engines, but I talian Front when the \Var ended. 6o Sieinen...Scbuckert R types the least, unusual. The unequal-span development problems \vi th these Total Italian production of Ca 5 Marking the opposite extreme in wings carried ailerons on the upper units led instead to the use of variants reached two hundred and size to its neat little D type fighters mainplanes only, but secondary !.l6o h.p. Mercedes D.IVas in fifty-five, and a small batch were (see theFighttrs 1914-1919volume), ailerons were mounted between R.II and R. VII, and 220 h.p. built by &nault-Peltcrie in France. the Siemens-Schuckert \Verke the upper and lower wings. The Benz Bz.IVs in R.m, IV, V and VI. Following the delivery of two Ca 5s G.m.b.H. of Berlin and Nuremberg fuselage comprised a nose/cabin These being of lower power than to the United States, a further three wns also involved in manufactur structure having polyhedral rear the intended installation, wing of these aircraft were built in ing some of the largest German faces, mated to two triangular- spans were correspondingly in America before the war ended. ain:raft of \Vorld War 1. The scction tapering booms (an upper creased, compared 'vith R.I, to Another type intended for pro- company, originally noted for air and a lower) the purpose of which 124 fi. 8 in. (38·00 m.) in R.II; duction was a torpedo or bomb- ship construction, had closed down was to allow a wide field of fire to 112 ft. 71 in. (34·33 m.) in R.Ill ing seaplane on nvin Zari Boats, its aircraft department in 191 1, but the rear. The lower boom in- andR.V; 123fi.4lin.(37·6om.) powered by three Liberty engines. reopened it in 1914, at first building corporated the customary ventral in R.IV; 109 fi. 51 in. (33·36 m.) in Licence production of the Ca 5 was small monoplanes. Its first large tunnel, also for a rearward-firing R.VI; and 126 ft. 1l in. (38·44 m.) started by Piaggio, but only ten aeroplane, designed by Fomman, gun. The tail assembly, supported in R.VII. Fuselage design and were completed, and these were not was apparently based upon earlier primarily by the inverted-triangular length also varied to some degree delivered until after the Armistice. Sikorsky four-engined biplanes, and upper boom, consisted of a tri- between the six. The R ..II , the Caproni bombers of one type or was begun in October 1914. angular tailplane and rectangular heaviest of the six at 18,651 lb. another were thus in constant scr- Powered by four 110 h.p. Mercedes dcvator, beneath which were a {8J46o kg.), was also the slowest, vice throughout the Italian partici- engines mounted singly on the central fin, two small outlying with a maximum speed of 68·4 pation in World War 1. Their load- lower mainplanes, and having a rudders, and two auxiliary devators. m.p.h. (1 ro km.fhr.); the other five carrying capabilities may not seem wing span of 78 ft. 9 in. (24·00 m.), All three Benz engines were could all manage top speeds of exceptional in relation to their size, it was completed and flown in the mounted within the forward fuse- 81-82 m.p.h. (130-132 km.fhr.). but it must be remembered that the spring of 1915. It was, however, lage, where minor in-Bight repairs In the event, only four of the majority of their targets were at a coruidcr:'bly un~crpowcred, and or adjustments could be made, and SSW R types {R.IV to R. VII) were great distance from their home bases, the two mner engines were replaced their radiators occupied the entire employed on operational duties, 16o 161 these scrving in 1916-17 with pusher propellers. I n the front ~fb. IVa - a single one in the nOIC (2,205 lb.) could be carried scmi Riescnflugzcugabteilung (Rfa) 501, of each of the wing nacelles and a tandem-mounted tractor pair recessed under the aircraft's belly. based at Vilna, on the Eastern Front was a small cockpit mounting in each outer nacelle, the gun po11i- Deliveries of R.Vls began in June in Rwaia; R.11 and R.111, like twin machine-guns. Rcdcsignated tions of which were relocated at the 1917, a.nd from September they R.I, remained in Germany and R.~f.L.1, thU machine was later rear. A fifth machine-gun w'aS were actively engaged in bombing were employed only for training, a employed on opcratiom by the camed in a Schwalbcnest (swallow's raids against targets in France and function to which R.IV and R.VII German Navy on the Eastern Front, nest) position above the top centre· England, operating with Rfa 500 also were later transferred. In \vhere it was later joined by the section. The R.V and R.VII and 501. During their comb:it February 1918 construction of tw'O V.G.0.11, a second machine of differed chiefly in their tailplane career only two R . Vis were shot even larger R types was started by Wnilar type. Both aircraft served bracing; the formcrw'llS accepted for dow-n by the Allies, but another SS\V, but of these only R.23/ 16 with Rfa 500 (Ricsenflugzcugabtcil· service in September 1917 and used eight \vere \mttcn off in crashes. (R.Vlll) was completed. Spanning ung) late in 1916, but they were against London in 1918, while the Two R.Vls \\ere fitted experiment· 157 fl st in. (48·00 m.) and scriowly undcrpow-crcd, and the latter was lost in a crash in August ally w;th an additional engine, a powered by six 300 h.p. Basse und V.G.0.1 later returned to Staakcn 1917 during delivery to ib unit. 120 h.p. ~1 erccdes D .11, driving a Selve BuS.I V engines, it had a where it was refitted with five 245 The only Zeppelin R type to go compressor to supercharge the main gross weight of 35,053 lb. (15,goo h.p. Maybachs, two in each nacelle; into series production was the R.VI, po\ver plant and enable the bomber kg.) and an estimated top speed of it was later destroyed in a crash. An eighteen of which were completed, to sustain its performance at greater 77'7 m.p.h. ( 125 km.fhr.}; but, alternative attempt to provide one by Zeppelin (Staakcn), six by heights. while undergoing ground testing in sufficient power resulted in the Aviatik, four by OA.\V. and seven Subsequent Zeppelin R types 1919, it was severely damaged by V.G.0.111 (later R .111 after the by Schiltte-1.anz. Fifteen of them were built in small numbers only. its propellers following a trans introduction of the R category), in were powered by four 26o h.p. They included three R.XIVs, one mission failure, and never flew. which six 16o h.p. ~1ercedes D.II IJ ~fcrcedes D.I Va engines, in tandem R.XIVa and tbrcc R.XVs all were installed. Two of these engines pairs each driving one tractor and powered by five 245 h.p. ~1b. I Vs 61 Zeppelin (Staaken) R types were paired in each nacelle to drive one pusher propeller. With the and armed with five machine-guns. Several German manufacturers pro- single pusher propellers, while the elimination of the nose engine it was These had three tractor and two duced Ricsenftugzeug (giant aero- third pair were installed side by side possible to imtall a front gun posi· pusher propellers and, therefore, no plane) designs during \Vorld \Var 1, in the nose to drive a tractor pro tion with a ring mounting for two nacelle gun pO&itions. The R.XVs and the most successful of these, peller. Armament was increased to Parabcllum wcapom, and single were probably too late for opera· though by no me.ans the largest, five machine-gum. dorsal and ventral gum were scpar- tional scndce. Aviatik completed were those produced by the Zeppelin The first aircraft in the series to a tcly manned to the rear of the one example (of three ordered) of \Verke Staaken. Prior to ib move to have an R designation from the wings. Between these the two pilots the R.XVI in October 1918, this Staaken in mid-1916 the team re- outset was the R.I V, which was sat side by side in an enclosed cabin. having one 220 h.p. and one 550 sponsible for these aircraft was based basically a V.G.O.III airframe, but Three of the Aviatik machines, h.p. Benz in each nacelle. Variants at the Vcrsucrubau Gotha-Ost with the nacelle engines exchanged completed in 1918, bad four 245 of the R.VI included the Type 8301 (East Gotha Experimental \Vorks), for four 220 h.p. Benz Bz.IVs. Up h.p. ~1aybachs, the cabin extended seaplane, three or four of which the 6nt such design bcrng started to seven machine-guns were carried to the extreme nose and a large were built using R. V I wings and in November 191+ This was the by the R.I V, which entered scrvice central vertical tail fin. The Staakcn engine installations with an entirely V.G.O.I, which flew for the first in July 1917 on the Eastern Front R.VI could carry internally up to new fuselage suspended mid-way time on 11 April 1915, powered by and was later transferred to the eighteen 100 kg. P.u.\V. bombs bctw·ccn the wings and a tail three 240 h.p. f\.1aybach Mb.I V \\'cstem Front and used in raids on within the centre of the fwclage. assembly incorporating the large engines. One of these, mounted in the United Kingdom. Work was I ts mrutlmum load was 2,000 kg. central fin of the final R.Vls. One of the nose, drove a tractor propeller, also begun in 1916 on single (4.409 lb.), though about half of these machines was later fitted with \Vhile the other two, mounted mid- examples of the R.V and R.VII, this total was the usual average. In- a land undcrcamage. The Type way bct~ccn the wings, drove each powered by five 240 h.p. dividual bombs of up to 1,000 kg. L seaplane, which was destroyed 162 163 - during trials, was essentially a b.p. and two 200 h.p. Salmson/ Mouromets was lost to enemy air planes; the Caudron G.III differed standard D.IVa-powered R.VI Canton-Unn~). They were followed attack; thiJ occurred on 12 Septem in having its engine at the front. It mounted on twin floau some 13 m. by thirty-three Type V. All but ber 1916, but not before the ~fouro was developed from, and was similar (42 ft. 7i in.) long. three of these machines had four mets'a gunners had accounted for to, the single-seat G.II which in 150 b.p. Sunbeam engines (a highly three of tlie enemy fighters. Two 1913-14 was a familiar sight at 62 Sikorsky Dya Mouromet. unsailifactory unit); the others had other machines were lost in crashes, many European air meetings. In The world's fint four-engined aero- two 125 b.p. and ra'O 140 h.p. and in February 1918 thirty were its initial military form the G.IIIA.2 plane, the LA Grand, \\'llS designed by Argus engines. The twenty or so destroyed on their airfield at Vin was a 2-scat corps reconnaissance I. I. Sikorsky and G. I. Lavrov in G-21 had four 150 b.p. R.BVZ-6s; nitza to prevent capture by the and artillery oblcrvation aircraft 1913 and Aew for the first time on fineen G-35 bad a pair of these Germans. used widely throughout the first 13 ~fay that year. From it was engines together with two 220 h.p. Becawc of iu size, the Ilya half of \Vorld \Var 1 by the French, developed an even larger aeroplane, Renaulu. The largest ~fouromets, ~fouromeu needed plenty of atten British, Belgian, Russian and Italian the llya ~fourometJ, which \\'aS the E-1, \\'llS po\\"Cl'Cd by four 220 tion on the ground and strong hand air forces. ~fost of the many hun Bown early in 1914 and powered h.p. Renaulu. At an all-up weight ling in the air; but it was a \\'Cll dreds of G.Ills built were manu by four 100 b.p. Argus engines. of 7,000 kg. (15r432 lb.) the E-1 built aeroplane, capable of absorb factured in France, but small Fitted with a ski undercarriage, it \vas also the fastest variant, with a ing plenty of battle damage. It quantities were built in the United carried a crew of five and bad com- maximum speed of 136·7 km.fbr. carried highly efficient bomb-sights Kingdom by the British Caudron partmentJ in the rear fuselage for (85 m.p.h.). Operational perform of Rusaian design and manufacture Co. and in Italy A.E.R. built slecping and eating. In February ance of the fint pair of MourometJ which enabled it to score direct bits one hundred and seventy G.Ills in 1914 this aeroplane lifted 16 human bomben was so disappointing that on well over 6o per cent of its targetJ. 1915-16. The G.111 was originally pas!Cllgers and a dog to an altitude the R.B.V.Z. was asked to suspend A typical bomb load \VU that powered by an 8o h.p. engine, of of2,ooo m. (6,562 fi.) and remained production. Fortunately, however, carried by the G-2 and G-3, which Gnome, Le Rh~ne or Clerget manu in the air for 5 hours. In spring 1914 the type was reprieved, and under ranged from 450-700 kg. (992- facture, but a common installation ten examples of a military version the command of Major-General 1,543 lb.). Normal defensive arma in later machines \Vas the 100 h.p. were ordered for the Imperial ~J.V. Sbidlovski (former chairman ment was three or four machinc Anzani 10 C radial. The G.III had Russian Air Service; afier the out- of the R.B.V.Z.) the Eskadra Voz guns, but up to seven could be a useful endurance (4 houn), but brcak of war in August this order dushnykh Korablei, or Squadron of fitted, including a turret in the tail. was generally too alo\v and too was increased substantially by the Flying Ships, \Vas formed specially Basic crew, as in the Type B, \Vas vulnerable to be retained for long Central ~filitary Technical Board, to exploit and operate the subse- four men, but could be increased on observation duties. The French and eventually nearly eighty llya qucnt aircraft. This was more than in proportion to the number ofguns machines were \vithdrawn from the Mouromets bombers were built. an ordinary bomber squadron: it installed. The Ilya Mouromets also Front in mid-1916, but Italian Production aircrafi were built by was a completely self-contained unit undcrtooklong-rangercconn•issance G.Ills continued to serve until the Rwao-Baltic \Vaggon Factory which carried out its own test flying, missions, for which it was ideally March 1917 and the Britiah models (R.B.V.Z.) and appeared in five training, overhaul and other activi suited in the areas in which it operat wue not \\ithdra\vn from opera basic forms, all differing in dimen- tics as well. ed. In December 1916 Tsar Nicholas tional units until August 1917. As sions, weights and powcrplant. In- From its base at Jablonna in II approved British and French re late as 1 January 1917 the R.F.C. adequate supplies of aircraft engines Poland the E. V.K. made its first quests to build the llya ~fouromets was using Caudron G.IIIs, armed posed a constant problem for the raid on 15 February 1915 over East under licence, but these options \vith small bombs and carrying a Russian aircraft industry, and Pnmia, and from then until the were not taken up. machine-gun in the front cockpit, several of the Sikorsky bombers Revolution in November 1917 this for ground-strafing missions. The were completed with inner engines unit was responsible for some four 63 Cauclron G.ID, G.JV and R.N.A.S. used a few of its G.IIIs of one rating and outer ones of hundred bombing raids over Gcr G.VI for coastal patrol. One hundred and another. About four llya Mouromets man and Lithuanian territory. l.fost nacellc-and-tailboom aero- twenty-four G.Illa were suppUed to Type B were completed (two 135 During that time only one llya planes of 1914-19 were pusher bi- the R.N.A.S., and one hundred and 16.t- 165 nine to the R.F.C., and they served received forty-three French-built with 85 h.p. Hiero engines, and in 1915 and eventually gave rise to the on every major front. Their with G.IVs and twelve completed by August 1914 one of these aircraft long and successful range ofMacchi drawal from front-line duty wd not, the British Caudron Co. These were (E18) made the first World War 1 developed flying-boats. The Austrian however, mark the end or their used in 1916 and early 1917 for day sortie by an Austrian aircraft. The Navy's most celebrated pilot, Lt. career, for they became one of the and night attacks on enemy sea later S types were unarmed training Gottfried Banfield, scored the first most popular and familiar types of plane and Zeppelin bases in Belgium versions of the Type E. About two of his many aerial victories on 1June training aircraft to be used in the by Nos. 4 and 5 Wings. Aircraft in hundred, some of them converted 1916 while flying a Lobner L, and Allied air forces. In this role the French service included both B.2 Es, were in service during 1914-18; the general effectiveness of the type aircraft \Vas designated G.IIIE.2; and A.2 versions of the G.IV. In most of them had 85 h.p. Hieros, can be judged from the fact that one hundred and ninety-two E.2s 1918 the A.E.F. purchased ten but some were fitted with 8o h.p. only thirty of these aircraft were were purchased by the A.E.F. in G.IVA.2s for use as trainers. O berurscl rotaries. lost during the war, and only one 1918. Most Caudron G.IIIs had In summer 1916 a link between In size and general configuration each of the Types E, R and S. (Five warp-controlled wings, but ailerons the G.IV and the later R-prefix the Lobner L resembled the Type E, Type Rs were owned in 1923 by were fitted to the top wings of some bombers designed by Rene Caudron but was powered either by a 140 h.p. Alfred Comte, at which time he later aircraft. appeared in the form of the G.VI. Hiero or by an Austro-Daimler of founded the Luftverkehr und Sport The Caudron G.IV, which ap This was a development of the 140 or 18o h.p. A slender, elegant Bicgcrschule in Zurich.} The il peared in March 1915, \Vas in G.IV, but incorporated many fea aeroplane 'vith sweptback sesqui lustration depicts one of two Lobner essence a scaled-up version of the tures, including the distinctive plane wings, the Lobner L seated a u from the Austrian Naval base at G.III, powered by two engines. 'keeled' and covered fuselage, and CfC\V of two side by side, the observer Kumbor that attacked the French Originally these were 8o h.p. Le single fin and rudder, of the Caudron occupying the right-hand scat and Laubeuf-class submarine Foucault off RhOncs, with the 100 h.p. Anzani R.4 and R.11. Powerplant for the having a Schwarzlose machine-gun the coast ofCattaro on 15 September being introduced for later produc G.VI was two Le Rh6ne rotary on a rotatable mounting. Up to 200 1916. tion aircraft; the vertical tail sur engines of So, 110 or 120 h.p. The kg. (441 lb.) of bombs and/or depth faces were increased to four. A free observer sat in the rear cockpit, in charges could be carried. The 65 Franco-British Aviation firing Vickers or Le\\lis machine-gun which was a ring mounting for one Lobner L entered service in the flying-boats was mounted in the front cockpit, or two defensive Lewis guns. The second halfof 1915, and it is thought The Franco-British Aviation Co. was and in its G.IVB.2 day bomber G.VI was apparently built only in an that one hundred and sixty were almost entirely French in outlook form the aircraft could carry a A.2 form, and in view of the immi completed by the parent company. and operation: its only claim to a 100 kg. (220 lb.) bomb load. Some nence of the R.4 and R.11 it is prob To these may be added nine or ten dual nationality was an office in G.IVs were fitted with a second able that it was not built in substan similar machines built as Type Ms London, and even this tenuous con machine-gun, mounted over the top tial numbers. It has not been possible by the Naval Dockyard at Pola. nection had been severed by 1917. wing to fire to the rear. Although its to provide a breakdown by types or About thirty-six examples were also From 1913-15 the company built bomb load was modest, the G.IV French squadron allocations of completed of the Type R, a 3-seat £lying-boats ofUv&}ue design; none had a useful performance and a Caudron G series aircraft, but in all reconnaissance variant of the Type of these were purchased by the particularly good rate of climb; in the Aviation Militaire operated L with photographic equipment in- French government, but small num service it proved to be a thoroughly thirty-eight escadrilles equipped stcad of a bomb load. hers were exported to Austro- reliable aircraft, as is shown by its with these aircraft during World The Lobner u were the most Hungary and Denmark. In 1915 adoption by the Italian Air Force for ~Var 1. widely used flying-boats of the the 2-seat F.B.A. Type B appeared, long-range flights across the Alps. It Austro-Hungarian Navy, and a development of the basic Uv&}ue entered service 'vith the French 64 Lohner L operated exclusively in the Adriatic design by Louis Schreck having an Aviation Militaire in November The first flying-boats produced by area against Allied shipping and upswept rear hull with an oblong 1915, serving until the following thejakob Lobner Werke of Vienna targets on the Italian mainland. It rudder and a 1oo h.p. Gnome Mono autumn. In Italy A.E.R. built fifty- were the general-purpose E types, was an aircraft of this type (4o) soupape rotary engine driving a oneG.IVsin 1916-17. TheR.N.A.S. built in 1913. They were 2-scaters, thatfcllintoitalianhandson27May pusher propeller. This was built in 166 167 0 some numbers for Ole Marine examples of the French design were Schneider fio11tplane were built for six of the Parnall Babies were com Nationale and the R.NA.S. I n ad built there. ~lost of them were lhe R.N.A.S., which used them pleted with Sopwith-type floats and dition to forty-four complete Type powered by 16o h.p. Jsotta-Fraschini widely for a variety of duties during tails and Fairey-type wings, and the Bs (three ofwhich it later transferred V-.µls and sported a small vertical the first half of World War 1. From remaining seventy-four were built to the R.F.C.) the R.N.A.S. bad fin. Armament consisted of a single this basic design was developed the as Hamble Baby Converts with a twenty more of these aircraft com· machine-gun in the front cockpiL Baby, which differed chiefly in wheel-and-skid land undercarriage. pleted by the Norman Thom~n Four Italian-built Type Hs were having a more powerful rotary The Sopwith Baby served widely Flight Co. from French-built hulls, presented to the R.N.A.S. and based engine enclosed in 11 'horseshoe' with the R.NA.S. for most of 191-,- and a further sixty built entirely in at Otranto. The Type H served with cowling. Five of the first one hun 18, at a dozen or more bases around England by the Gosport Aviation the Marine Nationale, including the dred Babies built by Sop,vith bad the British coast and aboard eleven Co. None of the French-built celebrated Escadrille de Dunkcrque, the same engine (100 h.p. Gnome seaplane carriers operating in the machines survived the war, but and with the Belgian and Russian l\1onosoupapc) as the Schneiders, North Sea and the Mediterranean. t\\.'CDty-four of the Gosport b:itch Navies. Some were still in service but the remaining ninety-five air During the first half of 1917 they were still in existence in January with I ta.lian Squadrigliedclla Marina craft were fitted with 110 b.p. Cler Bew fighter patrols from Dunkirk, 1919. in Tripoli in 1922. gets. Th.is engine also powered while in I taly, Egypt, Palestine and In April 1916 the Type B was A development of the Type H, sixty-one Babies built by Blackburn, the Aegean they operated mainly followed by the Type C, generally the F.BA. Type S, had a 200 h.p. twenty by Fairey and thirty by in a bombing role. For bombing or similar except for a 130 h.p. Hispano-Suiza, and increased bomb Parnall; the 130 h.p. Clcrget 'vas anti-submarine work the Baby Clerget engine. This was buill for ilie load of two 35 kg. or 50 kg. weapons. installed in one Sopwith-built normally carried two 65 lb. bombs French, Italian and Russian Navies, It featured an enlarged tail assembly, machine, one hundred and fifteen under the centre or the fuselage. initially for coastal patrol and later, including a triangular vertical fin, by Blackbum, Olirty by Fairey and Withdrawal of the Baby from front· like the Type B, used for training. and carried a 2- or 3-man crew. one hundred by Pamall, thus bring line service began some time before The most widely built F.B.A. The Type S was in production for ing total Baby production to four the Armistice: the H amble Baby flying-boat, and possibly the most tJ1e final hvclve months of World hundred and fifty-seven aircraft. Converts and several ex-operational widely built flying-boat on eiilicr \Var 1 and saw widespread service Sopwith aircraft were armed with a Babies were employed in a training side during the war years, was Ole \vilh the Marine Nationale in the single Lewis machine-gun firing capacity. On 31 October 1918 there 3-scat Type H. This had a less North Sea, English Channel and forward and upward at an angle were eighty Babies of one kind or swept-up rear hull, a high, strut· Mediterranean; a few also served through a small cut-out in the top another on charge, but these were mounted tailplane and roughly oval with the Belgian Navy. One proto wing; in oilier Babies this was re all officially declared obsolete in rudder. It was not much bigger type was completed in 1918 of a placed by a synchronised forward November. During the war period dimensionally than the Type C, but Type S development: this retained firing Lewis mounted in front or Ole Babies were supplied to Canada it had greater load-carrying capa the bull and powcrplant of the cockpit, except for forty of the (eight), France (nine), Japan (one), bilities and a Vee-type engine in· Type S, allied to completely new Blackburn machines. This Black the Netherlands, and the U.S. Navy stead of the latter's rotary. Po,ver ,,,..ings and tail assemblies. Despite bum batch carried Ranken darts or (one), and a few were also supplied plants were Hispano-Sui.zas of their widespread employment and Le Prieur rockets for anti-Zeppelin to the Royal Norwegian Air Force various ratings or 16o h.p. Lorraine undoubted usefulness as coastal attacks instead of a gun. after the end of the war. Dietrichs. The Type H was built patrol and anti-submarine aircraft, The Babies built by Fairey from under licence in I taly by six manu no record appears to have survived 1916 were known as Hamble Babies, 67 Friedrichs hafen FF33, FF3g, facturers, follo\ving the supply of an of French production figures for the having been considerably redesigned FF49 and FF59 initial batch from France. It says individual F.B.A. types. by Fairey to have thicker wings with Serving from the spring of 1915 much for Ole merits of the F.B.A. full-span trailing-edge flaps on all until the closing stages of \Vorld that, despite the pre-eminence in 66 Sopwith Baby sections, an angular fin (similar to \Var 1, the Fricdrichshafcn range of I taly of the l\facchi range of Bying- One hundred and thirty·six military that of Ole Campania) and fl.oats of 2-scat patrol Boatplanes \Vere prob boats, nine hundred and eighty-two examples of the 1914 Sopwith improved hydrodynamic fonn. Fifty- ably the most extensively employed 168 16g German seaplanes ofthe war period; cicnt FF33J, of which about a examples were ordered or the typcs(s) these were. The only 'in nearly five hundred examples or the hundred were completed. Thiny FF59C, another Bz.IV-cngined service' figures available arc those for four models listed above were com modified Js were also built as floatplane with a more compact FF33 variants in l\fay 1917: these pleted. Most or them were armed, FFs3S traincrs. fuselage and greater range than its included one hundred and nvcnty and their major duties included Before the FF33J, hO\vever, there predecessors. Fricdrichshafen built one Es, twenty-five Hs, thirty Js coastal and ocean patrol, fleet had appeared a slightly smaller forty-four seaplanes aflcr the war, and one hundred and fourteen observation and co-operation and variant, with 2-bay wings and a in 1918-19, but it is not known what Ls. anti-submarine work. Some were ring-mounted Parabcllum gun for based at coastal stations, operating the observer. This was the FF33H, in the North Sea and English produced as a seaplane fighter or Channel areas; others served aboard escort to the unarmed FF335 in German seaplane carriers. The bcst 1916; forty-five of these were built, known example is the FF33E L.V.G. and Sablatnig sharing with christened J1VOifchm (Litlle Wolf), the parent company the manufac which was carried by the merchant ture of the E and H models. The raider Wolf in the Indian and most effective model of all was the Pacific Oceans and helped the FF33L, which was a slightly smaller German warship to aooount for dcvclopmcnt of the H with a spin twenty-eight Allied VCS3CIS, ncrcd propeller and provision for a The FF33 went into ~ice in forward-firing second gun; it was spring 1915 in replacement or more manoeuvrable and had a another Friedrichshafen design, the better performance than its pre FF29A, the first machines being six decessors. One hundred and thirty FF33As with back-to-front seating five FF33Ls were built. and 100 h.p. Mercedes D.I engines. The FF39 was an interim design, They were follo\ved by eleven which appeared in 1917 with a FF33Bs, six with 120 h.p. D.11 strengthened and refined fuselage, engines and five with 16o h.p. 200 h.p. Benz Bz.IV engine and D.Ills, in which the pilot more rear-firing Parabcllum; fourteen logically occupied the front cockpit. \vcre completed. The principal Bz. The first major production model IV-powered model, however, was was the FF33E, powered by a 150 the FF49, of which twenty-two h.p. Benz Bz.111, which became the FF49Bs and two hundred and standard installation on all later eighteen FF49Cs were built by FF33 variants. The FF33E was also Fricdrichshafcn, L.F.G. and the fint model to introduce \virclcss Sablatnig. The Bs were unarmed, equipment. One hundred and sixty but most Cs bad a rear-firing Para two were built, plus a further three bcllum and at least thirty of the late armed with a rear-mounted Para procluction machines in 1918 had bcllum machine-gun, which were nvo guru fitted. Apart from the redesignated FF33Fs. In 1917 the more powerful cngioe, the FF49 E model was transferred to the broadly resembled the FF33J except training role, its place being taken that it bad balanced control sur by the modcrn.iscd and more cffi- faces. Before the war ended twenty APPENDIX t

The research into the aircraft colour schemes illustrated in this volume is the \vork of Ian D. Huntley, A.M.R.Ae.S., whose studies of aircraft colours and markings have been made over a period of more than nventy years. Ian Huntley was one of a small team of experts formed from members of the Royal Aeronautical Society and the Society of Licensed Aircraft Engineers in 1958 to undertake full-scale restoration work on the aircraft of the Nash Collection, which \Vas bought by the R.Ae.S. in December 1953· With the title Historic Aircraft Maintenance Group, this body began work at Hendon, transferring its activities later to the B.E.A. Engineering Base at London (Heathrow) Airport. After l April 1964 the aircraft were gradually dispersed to various R.A.F. stations in the United Kingdom for continued restoration, and are now on permanent Joan to the Royal Air Force Museum at Hendon for display. Effectively, this meant that the official duties of the H .A.M.G. ceased towards the end of 1965, but Ian H untley and A. S. Hughes, the H.A.M.G.'s Chief Engineer, continue to act as civilian con sultants on the subject of historic aircraft restoration. Soon after the move to Heathrow an appeal was made for in formation that would contribute towards restoring the various aircraft in authentic colour schemes, and a landslide of 'bits and pieces' arrived in response. In August 1961 a second similar appeal brought a second similar flood of information and material. In evitably, much of it was too vague or contradictory, and the only satisfactory way to solve the problems and establish the true colour finishes was to trace the original paint specifications and to approach manufacturers to re-create paints and materials from them. Ian Huntley became a 'one-man Specifications Committee' charged with this task and with classifying and authenticating the material submitted. As a result be \Vas in a unique position to advise on the completion of the colour illustrations in this volume, and the real hues of many colours can now be seen for the first time since World War 1. Such research proves, if proof is needed, that the only really 173 satisfactory method of recording and relaying colour information must be based on first-hand inspection of the colours concerned, whether in situ on present-day aircraft or in the form of re-created samples; these must then be related to a comprehensive dictionary of colours which gives a key 'code' for individual shades of a given colour. This is the formula adopted in preparing the illustrations in this series, for which we use as our main colour dictionary The Methuen Handbook of Colour by A. Kornerup and J. H. Wanscher. * This handbook gives a spectrum of colour variations that are especially well related to aircraft paint finishes through the years, and when correct colour values, using this handbook to code them, are compared with most existing verbal or pictorial representa tions of specific aircraft types, the need for a standardised scheme of

reporting and portraying colour values is self-evident; and the ') inadequacy of mere verbal descriptions, such as 'dark green' or 'pale blue', is also woefully apparent - there are dozens of them. The need to have a standard system is especially urgent in the case of aircraft of the 1914-18 period, where the number of people with first-hand knowledge of these aircraft is diminishing rapidly. There is still, unfortunately, an almost unbelievable lack even of good basic general knowledge about aircraft colour finishes - \1/Af-,...._ something like eighty-five per cent of the material submitted to the "-.ip• .,. . H.A.M.G. was either the result of guesswork or the perpetuation of IJOT4" ~~1~ .. J.k- a long-standing fallacy. Much of the guesswork undoubtedly arises ~ 4A4· 1 ../.- ....i ...+. ~ from the fact that most photographs taken during the war and ;\~ --~,i.~. reproduced then or since were taken on film which was not colour ~ """ ._t..,;_,, ~ Oo.f sensitive and which in any case gave only a black and white result. ~ !-'< f)...... L ~ .; oil,.,,, f&..N, l A little orthochromatic, and even less panchromatic, film was then \~/.l-. N•Z. --(.J.4,4 - ... tt.. available which, with appropriate colour filters, could give a more ~ Fk· accurate tonal rendering of colours within the limits of a black and ~ .;;a_ !Vol "'"J l(N/l1 ~~ /fts' 4.. f>wi.: white medium. Uncertainty regarding the type offilm used to take a particular photograph is therefore a contributory factor: one type, Typical sketch produced by Ian Huntley as a basic guide for artists for example, may make a red rudder stripe appear darker than a preparing the colour plates in this series, blue one, while another type will give the reverse effect. All too often an inaccuracy arises, probably quite innocently, from an fact. There is not the space here to discuss individual cases at length, incorrect deduction made from such evidence; and 'for want of a but one of the commonest misconceptions, which concerns the nail' the error gradually gathers weight as more and more followers British P.C.10 khaki finish of World War 1, is dealt with in some accept it and repeat it until it attains the status of an unassailable detail in Appendix 2. *First published by Politikens Forlag, Copenhagen, in 1g61, and by Methuen World War I was as much a forcing ground for the evolution of & Co., London, in 1963 (revised 1967). aircraft protective finishes - in all senses - as it was for the design 174 175 of the machines themselves, and German and Italian aircraft, in the field. The shapes of the 'lozenges' themselves varied from many of which had ply-covered fuselages, were able from a com regular hexagons to irregular polygom, and generally a second paratively early date to employ disruptive camouflage schemes. fabric, of similar pattern but lighter tones, would be used for the Britain lagged somewhat behind the other powers in this tech undersides of the wings and horizontal tail surfaces. In one scheme, nique, but by the time of the Armistice improvisation had been for example, the upper-surface and fuselage colours were Prussian overtaken by a more serious study of the art of camouflage. In this blue, blue-green, dark ochre, sage green and dark violet; cor respect the Salamander represents an interesting outcome of one responding colours on the undersides \Vere pink, blue, ochre, pale such study. Up to 1917 use was made only of doping schemes that green and pale violet. Some lozenge fabrics \Vere printed in as many employed a fint coating of clear sbrinlcing dope, follo,ved by a as six or seven separate colours. protective covering of pigmented varnish medium (a cellulose The error most commonly made, ho\vever, is in the incorrect material \vith a similar base to clear dope but mth its shrinking application of a given scheme to an illustration or model, rather powers counteracted by the addition of a proportion of castor than the use of an inaccurate pattern. Thus, while the actual basic pattern may be quite correct, the effect is incorrect because it has oil). During 19171 however, experiments showed that a pigmented dope not only gave an ideal fabric finish but saved time and elimi been applied in the wrong direction. So far as the printed lozenge nated the need to use such large quantities of cellulose material. fabrics are concerned - obviously no hard and fast rules can be From this it was established that, by using the ideal tropical sun laid do\vn for hand-painted schemes - the fint stage was to evolve resisting pigment in the dope - P.C.12 a dark reddish-bro\vn a unit pattern outline, and there were at least three of these in (as illustrated on pages 18 and 83 of the FighUrs 191r1919 volume) common use. This would then be engraved on rollers to print almost any finishing colour could be applied on top, all \vitbin the longitudinally on a standard roll of unbleached linen fabric so normal five coats, and yet maximum fabric protection was still that the pattern \Vas repeated along the length of the roll. Since maintained. This eventually led to the introduction of dark red the fabric \Vas naturally much stronger across its width than along brown priming dope for use on fabric, a practice which is still in its length, the standard practice was to apply it chordwise to the use today. Speculation naturally arose whether colours other than flying surfaces - i.e. with the short fibres parallel to the wing main the standard dark bro\vn could be used that would have a more spar(s), the pattern repeating from leading edge to trailing edge concealing effect, and in summer r918 various combinations of or vice versa, and not spanwise from wing root to wingtip as is often colour and pattern were studied to decide between 'dazzle' or supposed. The fabric, usually from 4-4! ft. mde, \Vas normally ap 'spli~te:' schemes using bright and contrasting colours, and 'con plied beginning at the centre-line of the upper \vings or the roots ceahn~ schemes made up of gently curving areas painted in dull, of the lower wings and working outward to\vards the tips. This bl:Oding colours. Tests were carried out using various 'dummy' could vary on individual types, for example to avoid a seam be wmgs and, subsequently, B.E.2c, Camel, F.K.3 and Salamander air tween t\vo strips of fabric coming in the way of an aileron control craft for actual flight trials. The four matt colours used in the \vire. Many German aircraft, mostly the larger types, had their Sal~mander scheme were advertised in later years by CelJon Ltd. wing fabric applied at 45 degrees to the leading edge, whereas as Sala1:11and~ colours', and several contractors building British British practice \Vas to discourage this arrangement during the o~~on aircraft were asked to prepare drawings sho,ving the war period. aircraft m these colours. The above remarks apply of course to ex-,vorks machines; re Other traps for the UD\Vary exist \Vhen dealing mth the 'lozenge' pairs in the field \VOuld often have to be made mth any odd length fi~ishes adopted. by the Guman and Austro-Hungarian air ser of fabric available, \vhich \vould not necessarily be applied in the vices. For on~ ~g, ~ere. were probably mere distinct patterns and correct way or even be of the correct pattern. Movable 8ying col~ur combmabom m pnnted schemes than is usually appreciated, surfaces - ailerons, elevators and rudders - and sometimes tail qwte apart from hand-painted schemes applied extempore by units planes did not always conform to standard practice. Because 176 177 of their small areas and often irregular shapes, fabric might be cellulose for shrink-dope purposes and was evolving schemes to use applied to these components in whatever was the most convenient dyes and other paint forms for its camouflage and markings. (The way, so that the pattern could run in any direction compared with greatest shortage, incidentally, was ofgood red-pigmented materials, that on the main airframe. Covering the fuselage was a relatively and explains why the u.c;e of red at this time was such a mark of the 'ace'. Only pilots of particular eminence could command the priority for materials in such short supply.) Over the yellowish (i.e. unbleached) linen Fokker tried applying a dark olive varnish, very sparingly, which gave a 'brushed-out' effect. This was then &.IU1 coated with a dark linseed-oil varnish which had the effect of transforming the dark olive to a brownish shade of green and the yellowish fabric that showed through it to a more orange shade. These notes, brief as they are, show a few of the traps that exist for the student of aircraft colour schemes, and how easy it can be to ~/.to... • '1•<1.w ""'""'-f fl! ••· ..... t Lilf1 fall into some of them. They will only be eradicated by more re I l l f' ~ search, and by a wider publication of the results of that research. Many enthusiasts, in all parts of the world, are carrying out this kind of work with the same dedication and diligence that charac terises Ian Huntley's efforts in this field. Sometimes the results of their labours are fortunate enough to get into print, but in all too I I many cases they do not. Through the medium of Blandford colour series it is hoped that the results ofresearch of this kind can be made available economically to a wide circle of aviation enthusiasts who, for whatever reason, have a need for accurate reference on this subject. As already emphasised, verbal descriptions are especially ]!lffli valuable if they are based on first-hand knowledge or observation 'tllll """wt 1i • The British Khaki finishes scription is inaccurate, and the former sufficiently imprecise to A protective coating or covering for the flimsy, fabric-covered mislead. The actual specification differed in constituent details over flying surfaces ofearly aeroplanes was essential for two basic reasons: the four war years, but the early form, introduced as a varnish from to keep the fabric stretched tautly over the main structure, and to 1916 onward, was mixed in a ratio of appro.ximately 17 parts prevent it from rotting under all conditions of use and \veather. yellow ochre to 1 part lamp black (carbon black), by weight of dry After various unsuccessful earlier experiments, an Advisory Com pigment. This was not such an unbalanced mixture as it sounds, mittee for Aeronautics was set up in Britain in 1909 \Vhich, in since the yellow ochre weighed fairly heavily while the lamp black conjunction with the Army (later Royal) Aircraft Factory, made a was extremely light in weight. When mixed together the only significant contribution to\vards solving this problem by evolving a possible pigmentation result is a khaki-brown shade, as discussed in series of P.O. (Protective Covering) varnishes. The Protective detail later. What has given rise to the 'green' part of earlier Covering studies were part of a series of experiments, started in descriptions is that, for protective purposes, this dry mixture \Vas early 1914, to find an ideal pigmentation that could be applied intermixed with cellulose acetate, oil varnish, or some other glossy over clear-doped aeroplane fabric to shield it from the rapid liquid medium, producing an optical effect known as 'green shift' rotting caused by the injurious (ultra-violet) rays of the sun. Most which gave the finished coat a tendency to look slightly greenish successful of the original P.O. series was P.0.10, then described as a under certain light conditions. (All British finishes, except some of dark khaki varnish, which afforded not only protection from the sun the late>war night colours, were highly glossy in their original in a temperate climate but also a degree of camoufiage when seen state.) An ex-works aircraft could therefore show a tendency from above. towards a greenish-brown shade - though still predominantly Patent rights on the P.O. series were taken out, and they became brown - but once the material had 'weathered' after the aircraft the only materials approved by the British War Office for use on the had been in service for a while the effective colour was a positive fabric of aircraft built for the Royal Flying Corps. The Admiralty's brown. Re-created paint samples and the inspection of actual fabric Air Department, being at that time a separate and autonomous samples from contemporary aircraft bear this out. organisation, chose not to be bound by the conditions imposed by In later years, as an aid to production at a time of materials the War Office, and freely purchased proprietary materials, in shortage, the two original pigments were mixed in their original cluding dopes and varnishes, which did not - and could not - proportions and canned under the name 'Standard Khaki'. It was conform to the patented P.O. series, in either constituent materials added straight from the can to the most readily available base or colour, until R.F.C. and R.N.A.S. materials were standardised medium, and its final coloration was accordingly dictated by the in 1916, following the formation of the joint-service Air Board. medium choseni for example, mixing with an oil varnish would Before 1916, therefore, there were two forms of this protective 18o 181 finish: P.C. 10 for aircraft built for the War Office, and Proprietary Thus the early varnishes, having a low proportion ofFct01 in the Khaki for aircraft built for the Admiralty. pigment and being spread thinly on the fabric, resulted in a light Because of their 'freelance' nature, the Proprietary Khakis olive--bro\vn hue. The later dopes, with a higher percentage of naturally varied in both chemical composition and hue, but the pigment (which helped to save cellulose), appeared denser, more re-creation of many of these was facilitated by reference to published opaque, and of a more yellowish-brown colour. The introduction of Admiralty formulae in which actual pigment proportions were P.C.10 pigments in linseed oil and long oil (copal type) varnishes, given. Hence, in recent research to re-establish the nature and again in different proportions and strengths, produced further coloration of P.C. IO, it \Vas possible .first to reproduce and eliminate variations in final hue. It is the variety of application media - oils, a series of varnishes which were not P.C.Io. Having done this, it varnishes, cellulose - which, with their optical effect of 'green shift' was then necessary to isolate the original P.C. IO non-shrinking on a ne\vly-finished aircraft, gave rise in the past to the oft-repeated cellulose top-coat varnish from other finishing materials which, 'dark green' or 'khaki-green' descriptions of aircraft finished in although using the pigments of P.C.10, \vere of a different chemical P.C. 10 shades. At last, the exposure of this fallacy is becoming more composition. (It is important here to realise two things. First, that \videly recognised, although regrettably it is still perpetuated by the designation P.C.10 applied to the dry pigment used to colour the some 'authorities' on the subject. protective medium, and not to the finishing medium itself: in One other factor to emerge from the wartime use of these finishes different chemical forms it was a constituent in at least four different was that a cellulose medium cannot be applied over an oil-based forms of dope or varnish, producing in each a correspondingly one (although the reverse was acceptable in an emergency). This different colour value. Second, that different media and systems of necessitated a careful system of identifying various finishes by application over the years also resulted in different colour values.) stencilling doping code letters on the finished surfaces, and the Air The early varnishes incorporating P.C.10 pigments were applied Board sought to standardise a single doping scheme for the fabric directly to the fabric in three or four coats, followed by two or more of all front-line aircraft, regardless of service. In the event, however, top coats of clear, non-shrinking varnish. At a later stage, P.C. 10 materials shortages and distribution and other problems prevented was applied in varnish form as two finishing top coats over five coats this ideal from being reached and, indeed, the doping code system of clear, shrinking dope. The final P.C.10 dopes, using darker pig bec.ame of increasing importance as more and more alternative ments, in greater proportions and in a different medium, were doping and paint schemes came into being. The three main classes applied in three or four coats directly to the fabric. of doping/finishing schemes were as follows: Any assessment of P.C. 10 colour values must, therefore, have as its basis the nature and proportions of the pigments involved. These Class A were specified as natural oxide of iron (yellow ochre), darkened by Using a clear, shrinking cellulose dope with a top coat of non the addition of a little lamp black (see opening paragraph). Ochre shrinking pigmented cellulose varnish. Introduced in April 1916 and occurs in nature in a range of colours from dull yellowish-brown to remained in use throughout the remainder of the war. Consisted light reddish-brown, depending upon the nature of any impurities usually of five coats of clear dope and two of pigmented varnish in the soil where it is found and upon the proportion of ferric oxide (e.g. P.C.10, P.C.12, NIVO or black). When used initially in a (Fe,01) which it contains; the greater the FesOa content, the purer Class A scheme, P.C.ro varnish could be applied also to metal and it is and the nearer it lies to the reddish-brown end of its colour plywood components, and ex-works schemes usually called for such range. Initially, the early P.C.10 varnishes called for a minimum an application. ochre content of 30% Fe.01, the first pigmented dopes for not less than 40%, and the later dopes not less than 60%. Although less Class B critical to the final colour, the degree of purity of the carbon black Using an opaque, shrinking cellulose dope with a top coat of clear, pigment was also dictated by the P.C.10 specification. non-shrinking cellulose varnish. Introduced gradually during the 182 183 latter part of 1917. A much-improved scheme, consisting usually of variations, the control exercised over paint finishes from April 1916 three coats of pigmented dope and two top coats of clear varnish, on,vard kept them all \vithin a fairly wcll-dcfined avenue of colour, the latter acting as a waterproofing agent. Finish lasted longer than and the table below shows the approximate colour 'envelope' of that ofClas.s A and was quicker to apply, but used greater quantities Methuen reference numbers within \vhich the great majority of of basic pigment. Introduction of Pigmented Oil Varnishes (P.O.V.) shades can be said to fall. This table is based upon 48 original \Vas necessary for painting metal and plywood components, saving samples of fabric, and 32 reconstructed paint samples made from valuable cellulose \vhilc giving an oil finish to match celluloscd original specifications. The early-war Proprietary Khakis of fabric. Partially phased out in 1918 in favour ofClas.s C. Admiralty-sponsored aircraft were greener by comparison, and came generally within the Methuen range 3 F 8 to 4 F 8 • Class c Using a waterproof, opaque, shrinking ccllulosc dope only. Intro P.C.10 coverin1 rau1e. Crom lipt Jchald varnJ.h to brownhh P.O.V. duced from early 1918, this \Vas a much superior scheme giving a much longer-lasting finish, often with the application of only three A B c D coats. Like Class B, it saved basic ccllulosc but required much more FABRIC Lightest Normal Dark Darkest pigment, solvents and softeners. STATE There \Vere, of course, variations from standard. Some engine Greenish-ochre Greenish- Brown-green AlmOlt cowlings \Vere left unpainted; in 1917 some aircraft appeared with brown all-brown P.C.10 ccllulosc on fabric upper surfaces and P.O.V. Standard New• 3 E/F 7 4F7 4 F/G7 4/5 F6 Khaki (the official name of the P.C.10 P.O.V.) on the plywood and Moderate metal surfaces. During the early part of 1918, as Class B and C wear 3 E/F 5 4 E/F 5 4F/G5 4/5 E/F 4 Well worn 3 E/F 4 4 E/F 4 4 F/G4 4/5 F !2 finishes called for greater quantities of basic pigment materials, a shortage of P.C.10 pigments led to the use ofa dark grey P.O.V., or Average 3 E/F 5/6 4 E/F 5/6 4 F/G 5/6 4/5 F 4/5 other shades of grey, as an alternative to P.C.10; and some aircraft, by mid-1918, displayed a mixture of grey P.O.V. cowlings and • Based on Air Board colour master. Not1. E or G values lighten or darken only marginally. plywood surfaces with Class B finish on the wings only. No one scheme completely superseded another, which was \vhy the 'finishing marks' on the fabric were so important.

Summary The designation P.C.10 refers to the khaki-producing pigmmJ chnni&ab used in early experiments. The actual range of colours resulting from the use of those pigments depended upon their purity, their proportions and the base medium with which they were mixed. The original specification called for this to be a nitro ccllulosc (non-shrinking) varnish, but later specifications introduced acctate/nit:ro-ccllulosc (shrinking) dopes, spirit/oil varnishes (P.0. V .) and other media incorporating P.C.10 pigments, and each medium affected slightly the resulting coloration. Gradual weathering of aircraft in service affected this further still. Despite these possible is+ Ref. Pat• Pal' No. (eolour) (11.#ripticn) Lebcdev Types XI, XII and INDEX XIII 17 35 llQ Letord T ypes 1 to 9 51 70 149 L.F.G. (Roland) C.11 .., 45 IQ3 The refttenClC numbers refer to the Ref. Pap P"l• Lloyd c types II ll9 1o6 illustrations and oonuponding text. No. (eolaw) (11.#riptiott) Lohner Band C typcs 15 33 110 TypcL 64 93 166 A.E.G. (Allgemeine Elek· L.V.G. (Luft-Verkchra trizitlits Gaelbe haft) c typcs 112 38 117 Caelbch•fl) c types it5 43 120 G t'YJ>CI 53 72-73 152 Pb6nix 110 C.I ia8 46 124 J types - 117 Pomilio p types Ago typcs 2 18 34 52 130 c 97 Royal Aircraft Factory B.E.2, B.E.2a and Airco (Aircraft ~f.anul'actur· B.E.Qb ing Co.) D.H_. 6lt 36 54 131 44 139 B.E. 2c and B.E.lzd O.H.9 and D.H.gA 141 37 55 132 45 63 B.E.2e Albatroa B t'YJ>CI 13 31 1o8 38 56 134 R.E.5 C.I 16 Ill 39 57 134 34 R.E.7 C.111 18 36 11 3 40 s8 135 C.V, VII, X and XII 26 121 R.E.8 .fl 59 136 44 Rumpier C.I Anatra D and OS 30 125 llO 38 115 .a C.IV to C. VII Ansaldo S.V .A. series 50 127 ll.f .f!l 119 32 Sal1I110n Type2 Armstrong \'Vhitworth F.K. 3 and F.K.8 46 47 65 145 64 143 S.A.M.L. (Sodetl Aero- Austrian Aviatik B.11 and B.III 14 109 32 nautica Mecx:a.nica Lom- Blackburn Kangaroo 57 So-81 157 barda) S.1 and S.2 Bl&iot Type XI I 17 97 35 53 130 Short Type 1 ~andBomber Brcgeut Types 4 and 5 3 19 98 50 ~ 147 Type14 1,.S S.l.A. (Sodetl I t:aliana Types 7 and 9 33 51 128 49 67 Avillione) Caproni Ca I to Ca 5 58 & 59 8~5 158 Siemem-Schuckert 6o Caudron G.111, JV and VI 63 92 165 R t'YJ>CI 86-87 16o Sikonky ll,10 Mo111W111U 6lt R-4 and R.11 52 71 150 90""91 164 D.F.W. (Deutsche Flug- Sopwith Ii-Strutter .f!l 6o 137 zcug-\Verke) B.I and C.I 10 d 1o6 Baby 66 95 168 61 C.V Ill 39 116 Cuckoo .., 138 Spad (Sod~t~ Pour l'Avia- Dorand AR t'YJ>CI 19 37 1 lCI 8 ll.f-ll5 103 R t'YJ>CI ~ Gotha G.I to G.V 9 a6-t7 104- Apf>t'tdix r 173 Halbentadt c.v 113 .fl 118 A/JllfNJix • Handley Page 0 /100 and 0 /400 54 7f-75 153 V/1500 55 .,..,,, IS

by Kenneth J\.1unson

PIONEER AIRCRAFT, 1903-1 4 FIGHTERS, ATTACK AND TRAINING AlRCRAFT, 1914-19 BOMBERS, PATROL AND RECONNAISSANCE AIRCRAFT, 1914-19 AIRLINERS BETWEEN THE WARS, 1919-39 FIGHTERS BETWEEN THE WARS, 1919-39, Including Atuck and Training Aircralt BO MB ERS BETW~EN THE WARS, 1919-39, Including Patrol and Traruport Aircralt FIGHTERS, ATTACK AND TRAINING AIRCRAFT. 19394S BOMBERS, PATRO L ANO TRANSPORT AJRCRAFT, 19.l9·4S HELICOPTERS ANO OTHER ROTORCRAFT Sinct 1907 AIRLINERS Sinct 1946 FIGHTERS fN SERVICE, ATTACK AND TRAINING AIRCRAFT, Sinct 1960 BOMBERS IN SERVICE, PATROL AND TRANSPORT AIRCRAFT, Sinct 1960 FL YlNG BOATS AND SEAPLANES Sinct 1910 BALLOONS AND AlRSHIPS 178.l-1973 (Unnan E~; tdited by !Unntth r.turuon)

BLANDFORD PRESS LID, L.ak House, Wcsc Strccc, • Poole, Dorset BH I 5 I LL ISBN 0 71l7 0632 8