The Kaiserliches Marine and its Aviation Corps

List of aircraft that were assigned to naval air service:
• Kaiserliche Werft Danzig 1105 trainers
• Hansa-Brandenburg W.12 fighter floatplanes
• Hansa-Brandenburg W.29 fighter floatplanes
Naval Air Service (Marine Jagdgruppe Flandern):
• Marine Feld Jasta I
• Marine Feldflieger Abteilung II

Overview of Manufacturers

• AEG
• AGO
• Albatros
• DFW
• Euler
• Etrich Taube
• Fokker
• Gotha
• Hansa-Brandenburg
• Halberstadt
• Hannover
• Junkers
• LFG Roland
• LVG
• Pfalz
• Rumpler
• Sablatnig
• Schütte-Lanz
• Siemens-Schuckert
• Zeppelin series
• German Blimps
• Other Manufacturers & prototypes

---

The Luftstreitkräfte (Air Force)

The German Imperial Air Force grew out of the need to put an end to frequent incursions by French observers during the first weeks of the war, which the Allied Staff greatly benefited from. This resulted from the fact that according to the Schlieffen Plan, the Germans made a vast invasion movement through the Neutral North, and that the French remained the weapon with the foot in defense. They are therefore the first to design hunters, a term also adapted to Germans in French as in English. The latter lag behind in this respect, continuing to design armed observation planes in 1915 instead of true fighters.



If Germany had since 1870 some experience of ballooning thanks to pioneers of the non-motorized flight like Otto Lilienthal, or pilots trained on French equipment (Déperdussin) and a control of the airships thanks to the count Von Zeppelin, a name is obviously unavoidable in this area: Anthony Fokker. A Dutchman of origin, but living in Germany where his small monoplane devices were echoed, he soon won the contest to replace the Taube (Famous monoplane fighter who sowed terror throughout the year 1914), inspired by the Morane-Saulnier H, the Eindecker I, followed at the beginning of 1915 of the EII, and finally of the EIII, but also applied to conceive biplanes remained famous as the DI, and D.II, and especially the DR.I, first operational triplan, these devices allowing with the planes of Albatros, the great rival, to maintain the "plague Fokker", a myth of invincibility well maintained by the ace of aces, Manfred Von Richtofen.





Chance or not, many aristocrats engaged in fighter aviation, patriotic continuation of a national sport. The image of the pilot quickly became that of the "flying gentleman", and the knights of the sky. A whole romantic mythology plunged on this subject in the German middle-aged past. This domination, initiated in 1916 and continued until the beginning of 1917, began to end with the arrival of new British and French models such as Spad VII, Sopwith Camel and RAF Se.5. But the time of Aces was growing, and with Richtofen, Max Immelman, and a figure of aerobatics to which he left his name, Oswald Boelcke, the first fighter pilot, Rudolf Berthold, who did not engage until 1918 but He obtained - on Fokker D.VII - 44 authenticated victories and could have preceded Richtofen, or Verner Voss.
This supremacy in the precocity of the hunter concept was also doubled by the adaptation in 1914, and by Fokker, of the machine gun synchronized with the propeller. This intricate mechanism that the Germans jealously guarded the secret - at least until a device was captured after a crash in the allied lines - allowed to shoot through the propeller, which gave the tractive propeller apparatus a real advantage over allied aircraft whose machine gun at the front forced to push the engine behind the pilot, or the machine gun perched on the upper wing, firing position inconvenient for the pilot. There was also the maneuverability of German aircraft, combined with a quality engine, reliable and powerful (and in this respect, the great engine manufacturers were not lacking, as Mercedes and Siemens for online engines, ensuring a good aerodynamics unlike the rarest air-cooled star motors, such as öberusel or BMW engines, and Albatros had an undeniable advantage in terms of air penetration and top speed.
But the armistice put an end to the development of the German military aviation. Fokker was forced to return to his homeland and to civilian productions, Albatros, LFG were dissolved, as well as most of the mass-produced aircraft manufacturers, as well as Von Zeppelin himself, who for a time tried a few heavy civilian aircraft. Only Junkers, who in 1918 produced for the Jasta hunters monoplanes and all-metal assault aircraft, continued his career throughout the years twenty, thirty and forty. It was this last which allowed the German civil aviation to be constituted. More: WWI Central Powers aircraft


A.E.G. C.4


This small single-engine biplane was the fruit of the company Aero E G, as an observation device armed in 1915. It was also used as a hunter because of its good performance and light bomber.

Dimensions: Wingspan: 12 m, Length 7.8 m, Height 2.65 m
Weight: empty: 750 Kgs. In charge: 930 Kgs.
Motorization: 1 Mercedes-Benz 43 of 150 hp
Performance: Vmax: 130 km / h at 2000 m, ceiling 4000 m, RA 600 km.
Armament: 2 mitt. Rheinmetall 7.9 mm wing and rear station, 60 Kgs. bombs.

Albatros D.V


Dreadful hunter if any, the Albatros D.V was the descendant of the family of D.II and D.III hunting biplanes. He was taller, more powerful and had the most aerodynamic fuselage of the time, a feat of plywood design and soft spars dressed in light wood. It was operational in April 1917 and more than 1100 copies will be built until the armistice.

Dimensions: Wingspan: 12 m, Length 7.8 m, Height 2.65 m
Weight: empty: 650 Kgs. In charge: 850 Kgs.
Motorization: 1 Mercedes-Benz 43 of 180 hp
Performance: Vmax: 190 km / h at 2000 m, ceiling 4000 m, RA 300 km.
Armament: 2 mitt. Rheinmetall 7.9 mm hood.

Fokker D.VI


This small single-engine biplane was the fruit of the company Aero E G, as an observation device armed in 1915. It was also used as a hunter because of its good performance and light bomber.

Dimensions: Wingspan: 12 m, Length 7.8 m, Height 2.65 m
Weight: empty: 750 Kgs. In charge: 930 Kgs.
Motorization: 1 Mercedes-Benz 43 of 150 hp
Performance: Vmax: 130 km / h at 2000 m, ceiling 4000 m, RA 600 km.
Armament: 2 mitt. Rheinmetall 7.9 mm wing and rear station, 60 Kgs. bombs.

Fokker D.VII


Certainly the best German fighter, and probably the best of the Great War, the D.VII had the honor of appearing in the Armistice Treaty because of the terror it inflicted on the Allied airmen. Arrived late, in November 1917, and operational in large numbers by 1918, he was superior in speed, maneuverability, power, to all that the allies possessed, Spad XIII, Sopwith Camel, SE5a ... It is only by the numerical superiority of the allies, and the reinforcement of the American pilots, that its results were diminished and that it did not tilt the control of the sky on the side of the axis. Its production continued after the war under license, Fokker having been forced to leave Germany and reconverting itself to peaceful civilian aircraft. Many were still in service around the world in the late 1920s, and even more so as converted two-seat civil aircraft.

Dimensions: Wingspan: 12 m, Length 7.8 m, Height 2.65 m
Weight: empty: 750 Kgs. In charge: 930 Kgs.
Motorization: 1 Mercedes-Benz 43 of 150 hp
Performance: Vmax: 130 km / h at 2000 m, ceiling 4000 m, RA 600 km.
Armament: 2 mitt. Rheinmetall 7.9 mm wing and rear station, 60 Kgs. bombs.

Fokker D.VIII


Last Fokker fighter, released in mid-1918, the D.VIII took the solution of the high wing that had made the success of Moranes, with sufficient compactness to allow its engine to express itself fully, faster and more Solid biplane, combined speed and maneuverability were excellent and the first drivers were enthusiastic, but it came too late and too few to change the game.

Dimensions: Wingspan: 12 m, Length 7.8 m, Height 2.65 m
Weight: empty: 750 Kgs. In charge: 930 Kgs.
Motorization: 1 Mercedes-Benz 43 of 150 hp
Performance: Vmax: 130 km / h at 2000 m, ceiling 4000 m, RA 600 km.
Armament: 2 mitt. Rheinmetall 7.9 mm wing and rear station, 60 Kgs. bombs.

Fokker DR.1


This unique triplane "dreideker" Fokker owed its legendary reputation to the brilliance of its pilots as well as its maneuverability resulting from the excellent Sopwith Triplane, extrapolation of the Pup in 1916, which outclassed the German fighters and of which a specimen crushed, captured and recovered by Fokker was duplicated. Ace Von Richtofen, Ernst Udet and many others won most of the victories on this device, especially during the glory days of the "flying circus" that made the law in the skies of northern France in April 1917 .

Dimensions: Wingspan: 12 m, Length 7.8 m, Height 2.65 m
Weight: empty: 750 Kgs. In charge: 930 Kgs.
Motorization: 1 Mercedes-Benz 43 of 150 hp
Performance: Vmax: 130 km / h at 2000 m, ceiling 4000 m, RA 600 km.
Armament: 2 mitt. Rheinmetall 7.9 mm wing and rear station, 60 Kgs. bombs.

Fokker EIII


Issudes EI and EII, combat monoplanes, the first Fokker fighters were very inspired by French fighters Morane La. They had a single synchronized machine gun, which was in their advantage, and generally better performance than French planes. On the other hand, in maneuverability, it was outclassed by Nieuport XI, XII and Sopwith Pup.

Dimensions: Wingspan: 12 m, Length 7.8 m, Height 2.65 m
Weight: empty: 750 Kgs. In charge: 930 Kgs.
Motorization: 1 Mercedes-Benz 43 of 150 hp
Performance: Vmax: 130 km / h at 2000 m, ceiling 4000 m, RA 600 km.
Armament: 2 mitt. Rheinmetall 7.9 mm wing and rear station, 60 Kgs. bombs.

Halberstadt D.II


This small single-engine biplane was the fruit of the company Aero E G, as an observation device armed in 1915. It was also used as a hunter because of its good performance and light bomber.

Dimensions: Wingspan: 12 m, Length 7.8 m, Height 2.65 m
Weight: empty: 750 Kgs. In charge: 930 Kgs.
Motorization: 1 Mercedes-Benz 43 of 150 hp
Performance: Vmax: 130 km / h at 2000 m, ceiling 4000 m, RA 600 km.
Armament: 2 mitt. Rheinmetall 7.9 mm wing and rear station, 60 Kgs. bombs.

Junkers J.I


This small single-engine biplane was the fruit of the company Aero E G, as an observation device armed in 1915. It was also used as a hunter because of its good performance and light bomber.

Dimensions: Wingspan: 12 m, Length 7.8 m, Height 2.65 m
Weight: empty: 750 Kgs. In charge: 930 Kgs.
Motorization: 1 Mercedes-Benz 43 of 150 hp
Performance: Vmax: 130 km / h at 2000 m, ceiling 4000 m, RA 600 km.
Armament: 2 mitt. Rheinmetall 7.9 mm wing and rear station, 60 Kgs. bombs.

LFG Roland C.VI


This small single-engine biplane was the fruit of the company Aero E G, as an observation device armed in 1915. It was also used as a hunter because of its good performance and light bomber.

Dimensions: Wingspan: 12 m, Length 7.8 m, Height 2.65 m
Weight: empty: 750 Kgs. In charge: 930 Kgs.
Motorization: 1 Mercedes-Benz 43 of 150 hp
Performance: Vmax: 130 km / h at 2000 m, ceiling 4000 m, RA 600 km.
Armament: 2 mitt. Rheinmetall 7.9 mm wing and rear station, 60 Kgs. bombs.

Pfalz D.III


This small single-engine biplane was the fruit of the company Aero E G, as an observation device armed in 1915. It was also used as a hunter because of its good performance and light bomber.

Dimensions: Wingspan: 12 m, Length 7.8 m, Height 2.65 m
Weight: empty: 750 Kgs. In charge: 930 Kgs.
Motorization: 1 Mercedes-Benz 43 of 150 hp
Performance: Vmax: 130 km / h at 2000 m, ceiling 4000 m, RA 600 km.
Armament: 2 mitt. Rheinmetall 7.9 mm wing and rear station, 60 Kgs. bombs.

Pfalz D.XIII


This small single-engine biplane was the fruit of the company Aero E G, as an observation device armed in 1915. It was also used as a hunter because of its good performance and light bomber.

Dimensions: Wingspan: 12 m, Length 7.8 m, Height 2.65 m
Weight: empty: 750 Kgs. In charge: 930 Kgs.
Motorization: 1 Mercedes-Benz 43 of 150 hp
Performance: Vmax: 130 km / h at 2000 m, ceiling 4000 m, RA 600 km.
Armament: 2 mitt. Rheinmetall 7.9 mm wing and rear station, 60 Kgs. bombs.

Siemens-Schukert D.II


This small single-engine biplane was the fruit of the company Aero E G, as an observation device armed in 1915. It was also used as a hunter because of its good performance and light bomber.

Dimensions: Wingspan: 12 m, Length 7.8 m, Height 2.65 m
Weight: empty: 750 Kgs. In charge: 930 Kgs.
Motorization: 1 Mercedes-Benz 43 of 150 hp
Performance: Vmax: 130 km / h at 2000 m, ceiling 4000 m, RA 600 km.
Armament: 2 mitt. Rheinmetall 7.9 mm wing and rear station, 60 Kgs. bombs.

German WWI Aircraft Manufacturers

AEG

AEG Planes

---

About Allgemeine Elektricitäts-Gesellschaft

The "General electricity company" (AEG), was a German electrical equipment specialist founded as the Deutsche Edison-Gesellschaft für angewandte Elektricität in 1883 in Berlin by Emil Rathenau (An Edison-patented company). After being relocated post-1945, the company evolved and eventually joined in 1996 Daimler-Benz AG, later DaimlerChrysler, then Adtranz and Deutsche Aerospace, DASA, and now EADS.

The company was credited with a number of inventions and innovation in electrical engineering and full expansion, it entered the automobile and airplane markets as well as supplying the German railways. In the Aviation field, the company expanded the aircraft business at the request of the German authorities, in dire need of more manufacturers, but AEG started already in 1912.


The AEG G.IV heavy bomber


AEG Planes

AEG manufactured a wide range of aircraft from 1912 to 1918 starting with a Wright brothers ripoff with a wingspan of 17.5 m (57 ft) and powered by an 8-cyl. 75 hp engine, lifting its 850 kg empty. Top speed was 65 km/h (40 mph). Construction moved to plywood and steel tubes covered with fabric, and tractor biplanes. The Riesenflugzeug ("giant aircraft") AEG R.I. was one of the most impressive of the serie, a heavy bomber, four times 260 hp (190 kW) with Mercedes D.IVa engines using a combed leather cone and dog clutch gears.

It first flew on 3 September 1918, but broke up in flight, killing seven, which stopped the program. The best AEG design was certainly G.IV Grossflugzeuge heavy tactical bomber, of which 320 were built, one being preserved to this day. During WW2 AEG made reconnaissance aircrafts, including an interesting tethered "helicopter" used in U-Bootes.


The AEG B.I recce biplane, first model of the serie in 1914


AEG models in detail

The B.I was the first two-seat biplane by AEG. It was an unarmed reconnaissance aircraft but production was very limited in 1914. It was 10.5 m (34 ft 5 in) long by 14.5 m (47 ft 7 in) wingspan, and weighted 650 kg/1,040 kg propelled by a Mercedes D.I 6-cyl. water-cooled in-line piston engine rated for 74.5 kW (99.9 hp), capable of 100 km/h (62 mph; 54 kn) and capable of a 2,500 m (8,200 ft) ceiling.

It was soon overshadowed by the AEG B.II, same two-seater of 1914, slightly smaller but more successful. A few were built from 1914 to 1915, and soon replaced, lacking any armament and being slow. It had a more powerful Mercedes D.II 6-cyl. rated for 89.5 kW (120.0 hp), giving a 110 kph top speed. The B.III was not a large production plane in early 1915, an evolution of the B.II, with a new tailplane assembly but was still slow and unarmed and was used for reconnaissance and later as a trainer in 1915.


The AEG B.II recce biplane of 1914

The next logical step was for AEG to arm the next iteration, the C.I with a single 7.92 mm (.312 in) Parabellum/Bergmann machine gun mounted over the observer's cockpit for the observer and a more powerful engine while power was increased with a Benz engine allowing to achieve 130 km/h (81 mph). Production was limited but stopped mid-1915 and by October 1915, it was already replaced by the C.II.

The latter was slightly smaller which allowed better performance, and redesigned cockpits with a rear-mounted 7.92 mm (.312 in) Parabellum MG14 MG and able to carry four 10 kg (22 lb) bombs. The next C.III was a single prototype featured an unusual fuselage design stretched between the upper and lower wings. This provided a better pilot's vision, while the observer had a wider field of fire, the pilot seating behind him. The C.III failed its tests and was never ordered despite a better 158 km/h (98 mph) top speed.


The AEG C.II recce biplane of 1914

The AEG C.IV was the most produced of this serie. It entered service in 1916, based on the AEG C.II, but with a larger wingspan, and two forward Spandau-type 7.92 mm (.312 in) machine guns. From reconnaissance, the model was used as an escort fighter, although underpowered. This was the most successful AEG model of the war with some 687 delivered and in service until the last days of the war.

The C.IV.N was a prototype night bomber of 1917 powered by the Benz Bz.III engine (of the C-types) and lengthened wingspan while the other experimental C.IVa, was given a 130 kW/180 hp Argus As III engine. This model also see action with the Bulgarian Air Force and the Turkish Flying Corps (46 in all). About 91 spare stock C.IVs were captured by the Polish in 1919, assembled, entering service with the Polish Air Force in the Polish-Soviet War.


The AEG C.IV recce biplane of 1916

The next C.V remained at prototype stage. It first flew in February 1916, and used a Mercedes D.IV 8-cyl. water-cooled engine rated for 164 kW (220 hp). The C.VI was another developement in 1916 from the AEG C.IV, which did not entered production. It had a Benz Bz.IV 6-cylinder, water-cooled, inline engine rated for 200 hp, or 150 kW. The next c.VII was also a prototype two-seat reconnaissance biplane developed from the C.IV, tested with two different wing arrangements, but never entered production. The following C.VIII was also a derivative with a new engine, for which two prototypes were built, one in biplane configuration, the other a triplane but none justified any production.


The AEG C.VIIIdr triplane prototype of 1916

AEG also worked in 1915 on bombers. The experimental G.I was a twin-engined, designated at the beginning the K.I designed as a three-seater biplane bomber, tested, flew in early 1915 and found viable in the latter half of 1915, but performances were weak, leading the G.II. This new model was tested from July 1915. it had basically more powerful engines and was armed with three 7.92 mm (.312 in) machine guns. It could carry 200 kg (440 lb) of bombs but suffered stability problems. Additional vertical tail surfaces on the fin and rudder fitted on many models later had better handling.

In all, twenty were built and in service for the duration of the war. They were propelled by a pair of Benz Bz.III 6-cyl. water-cooled in-line piston engines rated for 112 kW (150 hp), and armed by up to three 7.92 mm (.312 in) machine guns. The next G.III was flew in December 1915, and it was powered by two Mercedes D.IV 8-cylinder water-cooled inline piston engines rated for 164 kW (220 hp), which could carry a 50% increase in bomb load were built in small numbers and seeing limited operational use. Production records are unknown.


Profile of the AEG G.II bomber of 1916, wikimedia commons Blueprint

The next C.IV serie was however a different story. It was developed from G.III with more powerful engines, a higher bomb-load (Twice higher than the G.II) and increased dimensions. It entered service in late 1916, and featured a bomb capacity twice as large as that of the AEG G.II.

It was arguably the most modern german bomber of that era, having onboard radios and electrically heated suits for the crew, and being of all-metal, welded-tube frame, construction. It was also innovative as having the rear gunner’s cockpit position given a hinged window in the floor to spot pursuing aircraft. However by 1916 standards, Idflieg considered it still inadequate both for performances and payload, and improvements led to the development of the G.V, which was tested but did not became operational before the end of the war. The AEG G.IV was the most produced of the whole serie, and achieve operational success both in long-range reconnaissance and combat.


AEG G.IV bomber in Canada Aviation and Space Museum.

One variant was known as the antitank gunship G.IVk (Kanone) fitted with two 20 mm Becker cannon, never operational. Another variant was called the G.IVg, fitted with an increased span three-bay wing. More easy to fly than the heavy Friedschafen, the served as tactical bomber close to the front lines in day and night operations. Outside the western front, the G.IV also served in Romania, Greece and Italy. Considered obsolescent in 1918 it was chiefly used for night raids. And at that stage they served mainly as nuisance raids without true objective.

As proof of its comfort and ruggedness, G.IVs of Kampfgeschwader 4 flew seven times in a single night on the Italian front. A single one is now preserved at the Canada Aviation and Space Museum. The G.V had a 600 kg (1,320 lb) bombload, but was ready too late in the war, although it was tested and a small production took place. None became operational. Instead, they joined the postwar Swedsih Air Force. Several were also converted into 6-passenger airliners for the Deutsche Luftreederei, the only large German WWI aircraft to see such service, for which passengers sat soon in an enclosed Limousine version was soon developed while the nose was fitted with a hinged door for baggage and a toilet installed aft of the passenger cabin.


AEG D.I fighter

Of course, AEG attempted to create a single-seat high performances fighter, the AEG D.I, and three prototypes were ordered on blueprints. The first two experienced serious crashes killing the ace Walter Höhndorf on September 1917, and the whole development was cancelled. But a triplane version was developed, named the Dr.I. All three were powered by a Daimler D.IIIa 6-cylinder, liquid-cooled, inline piston engine, 160 hp/120 kW. At the end of the war, AEG attempted to convert a C.IV as an armoured fighter, specialized for ground attacks. The DJ.I as it was known, was a highly streamlined biplane which undergone evaluation from September to the Armistice, and therefore never passed this stage.


AEG J.I fighter

After successful experiments during the Battle of Verdun in 1916, the Flieger Infantry advocated for the formation of tactical support squadrons, whose equipment became a priority. To meet this urgent need, AEG developed from the C.IV a two-seater propelled by a 200 hp Benz Bz IV engine. The crew and engine were protected by no less than 390 kg of armor. The aft fuselage floor was open to a twin-mount 08/15 with 7.92 mm machine guns able to swivel to an angle of 45° while the observer's Parabellum MG was preserved, and the hood LMG 08/15 suppressed.

Produced started in 1917, waiting for the arrival of the better adapted AEG DJ.I. The J.II Structurally similar to the J.I the J.II introduced ailerons aerodynamically balanced by large horn extensions at the wing-tips, increased fin area to improve directional stability and a re-located aileron link strut. A grand total of 609 were built from both series. The AEG J.Ia variant featured additional aileron controls on the lower wings.


AEG PE Triplane

The AEG N.I was a German biplane night-bomber which saw limited action as a total of 37 only were built, but several were used postwar as airliners. The AEG PE was the Panzer Einsitzer, "armoured one-seater" triplane, a ground-attack aircraft designed from the outset for that role. It was found too heavy for the Idflieg and was rejected for poor maneuverability, making it an easy prey to enemy.

The R.I heavy bomber or Riesenflugzeug 1 was a multi-engined aircraft that carried all its Mercedes D.IVa 6 cyl. water-cooled in-line piston engines, rated 194 kW (260 hp) within the fuselage while a system of drive shafts driving the external propellers. It was protected by five 7.92 mm (.312 in) machine guns and could carry up to 3,800kg (8,377lb) bomb load.

A first prototype was tested in 1916, which was successful, but on 3 September 1918 was plagued by excessive vibrations resulting in the breakup of the aircraft, with the whole seven crew dead. Seven further AEG R.1 were under production in various stages when the war ended, but only R.21 was completed, never operational. The R.II remained on the drawing board. It was completely different, with a thick all-metal wing. This monoplane recalled some all-metal Junkers and Staaken projects and its design were very advanced in November 1918.


AEG Eule - http://www.muzeumlotnictwa.pl

The Eule ("Owl") was designed by engineer Wagner as a two seater, mid-wing monoplane. Its fuselage was made of welded steel tubs wrapped with fabric, and oak wood, fabric covered wings. The 4.77 meters long fuselage had a 110 cm x 98 cm cross section. The wings featured a scalloped, bat-like trailing edge and curving leading edge.

The overall shape was reminiscent of a bat. The first prototype used a Gnome rotary engine and only made taxi tests but was lost in a fire. The second prototype was given an inline 4-cylinder engine, possibly from a Ford Model T. The few tests gave no satisfaction and the whole program was dropped. Structurally, it inspired however the next B, C and J classes. The Eule prototype display in the AEG aircraft assembly hall, donated to the German Aviation Collection in Berlin, moved to German-occupied Poland, captured by the Russians, and then in storage in the Polish Technical Museum shipped in 1963 to the Krakow Aviation Museum.


• AEG B.I reconnaissance 1914 (c10?)
• AEG B.II reconnaissance1914 (c50)
• AEG B.III reconnaissance 1914 (c100)
• AEG C.I reconnaissance 1915 (c100)
• AEG C.II reconnaissance 1915 (c100)
• AEG C.III reconnaissance 1915 prototype
• AEG C.IV reconnaissance 1916 (687)
• AEG C.IVN night bomber (1)
• AEG C.IVa reconnaissance 1916 (1)
• AEG C.V reconnaissance 1916 (1)
• AEG C.VI reconnaissance 1916 (1)
• AEG C.VII reconnaissance 1916 (2)
• AEG C.VIII reconnaissance 1916 (1)
• AEG C.VIII Dr reconnaissance triplane 1917 (1)
• AEG D.I fighter 1917 (3)
• AEG G.I/K.I bomber 1915 (1)
• AEG G.II bomber 1915 (20)
• AEG G.III bomber 1916 (c15)
• AEG G.IV bomber 1916 (320)
• AEG G.V bomber 1918 (c50)
• AEG J.I/J.II ground attack aircraft 1917 (609)
• AEG DJ.I armoured ground attack fighter 1918 (1)
• AEG Dr.I triplane fighter 1918 (1)
• AEG N.I night bomber 1917 (37)
• AEG PE armoured triplane ground attack fighter 1918 (1)
• AEG R.I heavy bomber (2)
• AEG R.II heavy bomber (Project)
• AEG Wagner Eule (2)

Read More/Sources

https://en.wikipedia.org/wiki/Allgemeine_Elektricit%C3%A4ts-Gesellschaft
https://www.militaryfactory.com/aircraft/contractor.asp?thisCompany=AEG
https://en.wikipedia.org/wiki/AEG_G.IV
https://www.ranker.com/list/aeg-aircraft-and-jets-and-planes/reference
https://web.archive.org/web/20051003210047/http://www.luftfahrtmuseum.com/htmi/itf/aegb1.htm


AGO

Gustav Otto, creator of AGO


Otto C.I 1914
In 1910, Gustav Otto founded the "Aeroplanbau Otto-Alberti" workshop at the Puchheim airfield, southern Germany. They flew their own planes made of wood, wire, and canvas powered by a small engine and while helping their passion gradually extended their workshop activities to an industry. Ernst Udet, the second best German ace leaned his license with Gustav himself. In 1911, the growing company was relocated and renamed "Gustav Otto Flugmaschinenfabrik" in Munich.

Its office was seated at 72 Karlstrasse, but the workshop was again moved to 37 Gabelsberger Strasse and 135 Schleissheimer Strasse on a much larger area. In 1914 Gustav started settling a brand new factory this time at 76 Neulerchenfeldstrasseand eventually on Lerchenauer Strasse, east of the Oberwiesenfeld troop maneuver area around Munich (soon main Munich's airfield and later airport). Gustav also managed to be closer to the German government's procurement process. In 1915, the company became the "Otto Werke, Gustav Otto, München" and he established another company, AGO Flugzeugwerke in the North, at Berlin's Johannisthal Airfield.

Early Otto designs were successful but he was never able to reach a cost-effective production. Otto Werke supplyed the German Air Force, but production problems accumulated to the point officials from the government agencies urged him to nationalize it. Pressure would ultimately had severe consequences on Gustav's health and after a while as no solution was in sight, the Bavarian and Prussian War Ministries ordered the company was taken over and run by the German Government, while Gustav Otto was forced to resign. The company was reorganized into Bayerische Flugzeugwerke AG in March 1916 and the company was later merged with BMW AG in 1922.


Otto Doppeldecker pusher 1913 model

Otto models

Production was limited both in numbers as seen above, and in types.
• Otto 1913 pusher biplane (90+ ?)
• Otto B 1914
• Otto B.I
• Otto C.I 1915
• Otto C.II

Otto Models

Otto Doppeldecker 1913


Otto Doppeldecker pusher N°8l at Flugwerft Schleißheim


Otto Doppeldecker Model B 1914


Otto Doppeldecker pusher N°8l at Flugwerft Schleißheim
http://flyingmachines.ru/Site2/Crafts/Craft29012.htm

---


AGO C.III 1915

AGO FlugzeugwerkeAktien Gesellschaft was preceded by Otto, or Aeroplanbau Gustav Otto & Alberti which was eventually taken over by the Government reorganized and run as Bayerische Flugzeugwerke AG, later to join BMW in 1922. AGO was the Berlin 1915 subsidiary, which became a major aircraft company, without the manufacturing and financial problems of Otto.


AGO Doppeldecker 1914
• AGO C.I & C.IW - pod and boom pusher reconnaissance biplane
• AGO C.II/W - pod and boom pusher reconnaissance biplane
• AGO C.III - pod and boom pusher reconnaissance biplane
• AGO C.IV - reconnaissance biplane
• AGO C.VII - reconnaissance biplane
• AGO C.VIII - reconnaissance biplane
• AGO DV.3 - fighter
• AGO S.I - prototype ground attack aircraft
• AGO Ao 192 Kurier - light liaison
• AGO Ao 225 - cancelled heavy fighter project

Read More/Sources

https://en.wikipedia.org/wiki/Otto_Flugmaschinenfabrik
https://en.wikipedia.org/wiki/AGO_Flugzeugwerke

Albatros

Albatros vs. Fokker

When asked to cite two WW1 German Planes, those who came to mind are immediately either Albatros or Fokker. So much they definitely printed their path in aviation history, as much as Zeppelin. However both companies were quite opposite in many way. Whereas the first made well-polished, very refined and innovative plywood wonders with inline engines in a coherent and homogeneous incremental path, very "German" in a way, so to speak, the second, Dutch in origin, was a bit more artistic and eclectic in its approach, testing many configurations, using mostly radial engines, preferring large productions of simpler models and leaning towards a "pilots plane" hands on approach rather than the colder, more scientific, engineer's dream approach of Albatros.

But both were complementary, and both equally cleaned the sky of any entente competition. Only because they were less in numbers and less visible in the press, Albatros didn't carved its path shining as Fokker, but the company delivered nonetheless a long lineage of excellent fighters that shaped the industry by their very modern and innovative approach, hell-bent on aerodynamic efficiency.


The C.IV was a prototype made in-between early production types, sharing most parts with the C.III, but changed the design of the wings and cockpit, with the position of the observer and pilots swapped, not a satisfactory solution as it was found.

Albatros-Flugzeugwerke GmbH was funded in 1909, in Berlin, by Walter Huth and Otto Wiener, with its facilities based in Johannisthal. The company had a subsidiary, Ostdeutsche Albatros Werke (OAW)). Not only it produced about 10,000 aircrafts but also some of the finest fighters of World War I. The parised Albatros D.III and Albatros D.V, were both untouchable when in service and ruled the skies without opposition for a time. Both had been designed by Robert Thelen.

Such was its reputation that Albatros went on after the war until 1931, before merged into Focke-Wulf. The company first product was a licensed production of the French Antoinette, a popular sports monoplane. Soon the company licence-built its own version of the prolific Etrich Taube, and derived a biplane from it in 1910, called Albatros Doppeltaube. In 1912, Albatros built and tested five Albatros F-2 (modified French Farman IIIs) fitted with an Argus in-line engine.

Four went to Bulgaria and fought in the Balkan wars of 1912-1913. The first production model of the company was, understandably, not a fighter but an observation plane, the Albatros B.I, according to the accepted national nomenclature, which saw a small production in 1913. It was followed by the B.II (1914) and III (1917), and also in 1914 the company started the long lineage of its multi-purpose C models (C.I to C.XV). The last from 1918 were twice faster and more powerful, still standard biplanes with inline water-cooled engines.

Basically they all shared the same plywood construction fuselage, finely shaped, and were agile and sturdy twin-seats armed with a forward firing 7.92 mm (.312 in) Spandau LMG 08/15 machine gun and observer's rail-mounted 7.92 mm (.312 in) Parabellum MG14 machine gun. The most produced were the C.V (400) and C.VII (600) followed by the C.X (300).


The Albatros C.IX was an interesting development of reconnaissance planes powered by a Mercedes D.III Inline piston engine, 118 kW (158 hp) for a 155 km/h (96 mph; 84 kn) top speed. It had a swept top wing, without central strut mated to fuselage. Three were built for testings, one was Manfred Von Richtofen's own personal transport plane to see the Kaiser in 1917.

But of course Albatros is best remembered by its fighters. Driven by the same desire to improve on aerodynamics, but the company started relatively late in the game, delivering the D.I in 1916. The serie would go on until the end of the war and before the Albatros D.XI was operational, always using the same formula and little changes in the wings and tail shapes or structure. The absolute best sellers became the legendary D.III (1866 built), D.V (More than 2500) while other intermediate models remained mostly as incremental prototypes.

But in 1917 just like its nemesis, Fokker, the company embarked in the promising triplane bandwagon and delivered the Albatros Dr.I and II prototypes, without attracting any orders. The company also in 1916 delivered three of the G light bomber series, and in 1917 two of the ground-attack J series and floatplanes for the navy with the three W series.


Albatros C.XIV the only fighter-attempt in the C-serie. This was indeed the only Albatros fighter made with a two bay layout, flat sided fuselage. It was propelled by a Benz Bz.IVa 6-cylinder water-cooled inline, 160 kW (220 hp), so speed would have not been its strong point.


Albatros is certainly not as well known for its heavy bombers. The only attempt was designed by Otto Wiener and Dr. Walter Huth at Ostdeutsche Albatroswerke G.m.b.H., Schneidemühl from a request to copy the Russian Ilya Murometz. It was first flown on 31 January 1916 by Alexander Hipleh, showed poor flying qualities and performances. The next G.II and G.III were in no way related it, being lighter twin-engined planes.



Models

As usual like the other pages, this list comprised prototypes or very short series which will not be seen in detail, and production ones, expressed in bold. Production figures are ellusive.


US Army Signal Corps, Albatros Manufacture Production archive


• Albatros Taube (1910) (40)
• Albatros Doppeltaube (1911) (60)
• Albatros F-2 (5)
• Albatros B.I (1913) (300?)
• Albatros B.II (1914) (approx. 4,900?)*
• Albatros B.III (1917) (200?)
• Albatros C.I (1915) (50?)
• Albatros C.II (1915) (1)
• Albatros C.III (1915) (2271)
• Albatros C.IV (1916) (1)
• Albatros C.V (1916) (400)
• Albatros C.VII (1917) (600)
• Albatros C.IX (1917) (3)
• Albatros C.X (1917) (300)
• Albatros C.XII (1917) (50?)
• Albatros C.XIV fighter (1917) (1)
• Albatros C.XV (1918) (50?)
• Albatros D.I (1916) (50)
• Albatros D.II (1916) (291)
• Albatros D.III (1916) (1866)
• Albatros D.IV (1917) (3)
• Albatros D.V (1917) (2500)
• Albatros D.VI (1917) (1)
• Albatros D.VII (1917) (1)
• Albatros D.VIII (1918) (paper project)
• Albatros D.IX (1918) (1)
• Albatros D.X (1918) (2)
• Albatros D.XII (1918) (2)
• Albatros Dr.I (1917) (1 prototype)
• Albatros Dr.II (1917) (1 prototype)
• Albatros G.I (1916) (1)
• Albatros G.II (1916) (1)
• Albatros G.III (1916) (15?)
• Albatros J.I (1917) (240)
• Albatros J.II (1918) (?50)


Albatros Dr.II



---

Albatros Taube (1910)


A photo of the rare Albatros Taube A23/13 (Europeana coll. src). The current plane was shot uring a North Sea coast mession started at Ostend. The engine was fired upon and shut down, after which the plane started a glide flight to Zeeland; it has made an emergency landing at Oostburg and is therefore the very first German planes captured, on 20-08-1914 in the Netherlands (Oostburg); The aviator was Leutnant Hans Hesse. The aircraft was confiscated, well guarded and housed in one hangar in Oostburg; the aircraft was handed over to the fledgling Aviation Department, which consisted of a mixed bag of captured aircraft; that is why it was transferred to Soesterberg, transported but found unusable for the LVA. The German pilot was interned, but as a gesture of "good relations" was soon offered to return home

Dr. Igo Etrich (Igo Etrich) believed that the right flying wing deisgn and three axes control were the future of aviation. To solve the problem of a light and durable wing to carry ailerons was solved by Etrich by transverse control using wing warping. He borrowed the idea of the inclination and wing shaped from the seed of the tropical palm Zanonia macrocarpa. But the plane was soon nicknamed "Taube" (Dove) and it stuck. ironically the dove, associated with peace in Europe, became the first german warplane. The first Taube was built in 1909, made successful tests and the production started the following year while after some controversy about copyright, and licencing, the model was made free of charge. Albatros Werke soon take on the task of building a serie of planes imitating the model. This early plane was under fine-tuning by an engineer from company Furnier, therefore often the plane was called Furnier-Taube or Albatros FT. in 1911 this was a purely sport plane with a plywood fuselage and significant design differences from the basic design, Albatros were proud of.



In 1913, Albatros Werke GmbH acquired the license for the production of Taube and began the serial production of the Albatros Taube (sometimes "Taube II") used later as a sports and training aircraft, also used for reconnaissance and bombing. The same year, the specialized military version Taube EE received a Mercedes D.I engine, 100 liters, 75 kW. The Taube EE took part in the early War as training aircraft, reconnaissance aircraft sometimes making strafing attacks with small bombs and grenades. In total, more than 40 Albatros Taube EE were produced. Largely outdated by 1914, some already encountered enemy planes and have experimented with steel arrows at enemy targets, but this was not a success.

Albatros DoppelTaube (1911)


The Albatros Doppeltaube (here tested at Johannistal).

In 1909, engineer Igo Etrich (Igo Etrich) built a Taube monoplane with warp control over wings using a dove-like profile. Very famous in Germany, the Army soon saw its potential and ordered the licence was first transferred to Rumpler, before he decided to abandon the copyright to the project. Albatros, DFW, Gotha, Halberstadt, Jeannin, Kondor, Krieger, LVG and Lubeck-Travemunde immediately jumped in the bandwagon and launched their own mass production. Therefore the Taube was the most current German aircraft in service in 1914. Albatros Werke Gmbh had already built their own Albatros EE (Eindecker), and thought about creating a training aircraft with better maneuverability. The decision was then made to to turn the monoplane into a biplane.

As a result, in 1911, several copies of the aircraft, designated Doppeltaube (Double Dove), were built. This model was equipped with an Argus As.I engine rated for 100 hp. Its Maximum speed was 75 kph, and cruising speed 60 kph. It was a sesquiplane with the lower wing still using the same design, but less pronounced. The solid wheeltrain (two pairs of roadwheels) was doubled by landing skis. The Doppeltaube had the reputaion of a slow but stable and reliable aicraft, well suited to the job. In January 1912, the Doppeltaube was shown to the public at the Paris Air Show. Several were purchased by the military under the designation MZ.1 (Militär Zweidecker), which caused confusion with another MZ.1 (training aircraft built by Albatros based on Farman biplane). Its Wingspan was 13.20m, Length 10.58m, Height ​​3.70m and Wing area 40.88 m2. It was unarmed, and used until 1915 and declared obsolete.




Read more/Sources

https://en.wikipedia.org/wiki/Albatros_Flugzeugwerke
http://jn.passieux.free.fr/html/AlbatrosCI.php
http://www.wingnutwings.com/ww/product?productid=3149
http://chezpeps.free.fr/musee/modelflight-01/1903-06.htm https://www.militaryfactory.com/aircraft/ww1-german-military-aircraft.asp
https://forum.axishistory.com/download/file.php?id=5948&sid=9b0c65d8924aec47e4c0526c929fe170

DFW - Deutsche Flugzeug-Werke


DFW C.Vc (wikimedia commons)

Deutsche Flugzeug-Werke, usually known as DFW was a German aircraft manufacturer of the early twentieth century. It was established by Bernhard Meyer and Erich Thiele at Lindenthal in 1910, and initially produced Farman designs under licence, later moving on to the Etrich Taube and eventually to its own designs. One of these, the DFW C.V reconnaissance aircraft, was produced to the extent of several thousand machines, including licence production by other firms. Plans to develop civil aircraft after the war proved fruitless, and the company was bought by ATG shortly thereafter.

The DFW Mars (from the Roman god of War) was a pure military monoplane designed in 1912 and first flying in 1913, the only alternative to the Taube at the beginning of the war. It was built in larges series and was characterized by the fact the same fuselage could be adapted to monoplane and biplane configurations. A biplane variant also flew of this model. Therefore they were known as "DFW Mars E" and "Mars D". These two-seaters also served for liaison, but thy were unarmed reconnaissance aircrafts.

The DFW B.I was on of the numerous unarmed "B-types" used for observation over the Western front in 1914. This was a conventional two-bay, two-seat biplane powered by a Mercedes D.I 6-cylinder water-cooled in-line piston engine rated for 75 kW (100 hp). Production records are unknown. The B.II built as a trainer, fitted with the more powerful Mercedes D.II engine. By the fall of 1915 the B type was declared obsolete and replaced by the C type. The armed DFW C.I was basically the same, but with the crescent-shaped wings, replaced by straight leading edges. On the next C.II, the observer and pilot seats were swapped. On the rear seat, the observer could man a scarff-mounted 8mm Parabellum MG14 machine gun. It was also a bit faster with a Benz Bz.III rated for 112 kW (150 hp). There was a C.III, but only on paper. The serie leaped directly forwards to the mass-produced C.IV, a preserie for the C.V, perhaps the best "product" of the company and also the largest production of a reconnaissance C type of WW1 (see later). It was produced until 1918 also by Aviatik, Halberstadt, LVG, and Schütte-Lanz.







photos of the DFW C.V. Banking, captured at Afule in 1918, with crew and officers in Ukraine 1918, and blueprint

The D series, or DFW fighters remained at the prototype stage. The only attempt by DFW to enter this prestigious division was not met with success. The planes were not bad in 1918, but did not offered significant advantages over the competition, both in speed and agility. The D.F.W. D I was a 1917 prototype with ply-covered fuselage and car-type radiator at nose for its 160 h.p. Mercedes D III engine. It was relatively slow because of the drag and offered little forward visibility for the pilot.

As a result it was not accepted and send back to be modified with a larger rudder and a 160 h.p. Mercedes D III with modified cooling. Both were armed with twin Spandau machine-guns cowl-mounted and synchronized. But its still did not offered considerable advantages and was modified again, revision of the tail surfaces and lower wingtips ailerons deleted. It was tried at Adlershof in January 1918, but again; was not considered worth for production. The next "D.II" was in reality factory-called F 34 and was completed April 1918 as a private venture.

That's why the designation D.II should not apply. It had the same 160 h.p. Mercedes D III engine a 9.08 m. (29 ft. 9 1/2 in.) wingspan and 23 sq.m. (248.4 sq.ft.) total wing area, was 5.5 m. (18 ft. 0 5/8 in.) long .and could reach 177 km.hr. (110.5 m.p.h.). and climb at 1000 m in 2 min or five more time in 20 min. These were not impressive figures by 1918 so the model was not chosen for production.


The Experimental D.I which flew in 1917 but was modified two times. The F 34 was very close but was never ordered either.

The The DFW Dr.I was the sole attempt to design a super-agile fighter, following the success of the Fokker. The company took the shortest path to have one presented to the Idflieg in time, converting their F.34 model to a triplane to be ready for the competition at Adlershof under the factory name of F.34-II in January 1918. This D types had the same 160 h.p. Mercedes D III engine twin Spandau machine-guns. But it competed against the rotary-powered Euler Dr I, 185hp Austro-Daimler powered Hansa-Brandenburg L 16 and Korting-engined DFW Dr I, with little success. That was the end of the fighter adventure for DFW.

The The DFW F 37 was another private venture as a late reconnaissance model. It was a development of the C.VI, itself a single sturdier prototype with modified ailerons, followed by three aircraft designated F37 in 1918 pending the Idflieg designation DFW C.VII to enter competition. It was never ordered in production.The DFW F37 was modified after the war with the 220 kW (295.02 hp) BMW IV engine (as DFW 37-III) and broke the world altitude record in 1919 (7,700 m (25,262.47 ft)), never recognized by the FAI because of the breach of the Versailles treaty. Back with its former engine, the F37 became a passenger "flying limousine", called DFW P1 Limousine, showcased at ELTA exhibition in Amsterdam in 1919.


The Experimental T.34-II/Dr.I flew in 1918 at Adlershof.

DFW also ventured into heavy bombers (R types), to support the blitz over Great Britain and especially London, the industrial hub of the Empire, an answer to the naval blockade. The R.I was a sold prototype, private venture of a was a large biplane, with four engines inside the fuselage and transmission shafts for the propellers in tractor (upper wing, leading edge) and pusher on the lower wing (trailing edge).

Internal engines were not neew but apparently these engines drove a separate propeller each instead of being connected to the other engines. The R.I started trials on 19 October 1916, purchased by the Luftstreitkräfte but it was terribly disappointing as the crankshafts repeatedly broke or failed. New engine mountings and universal joints were fitted and extended wings. Once modified, the R.I (R 11/15) was sent on the Eastern front, flying with the Rfa 500 squadron based at Alt-Auz, from April 1917 to September 1917. It raided Riga once during the summer of 1917 but crashed due to the failure of two engines on the second trip.

The next R.II was developed based on the experience of the R.I at the request of the Luftstreitkräfte. But they asked for a better payload, of 3,400 kg (7,500 lb), compared to the 2600 kg carried by the R.I. The same arrangement of four inline engines in the fuselage and tractor/pusher propellers via long driveshaft was retained and the first R.II flew in August 1918. Again, it showed problems with the driveshafts and excessive vibration. Therefore these systems were enclosed within steel tubesand soon the new Mercedes D.IVa engines were fitted.

However again the shafts vibrated up to 3000 rpm and bearings were fitted; and later Reduction gears to keep them to 900 rpm. Six were ordered by the Luftstreitkräfte, but two were completed before the end of the war, based at Cologne for training. After the war, a short-lived passenger version was planned but never executed. The improved R.III bomber also existed on paper only.


The Experimental R.II in 1918, before bein sent in Cologne (Köln) for training.


The DFW Factory after the war (wikimedia commons)


• DFW Mars 1913- reconnaissance (c100)
• DFW B.I/II 1914- reconnaissance (c250)
• DFW C.I/II 1915- reconnaissance (c800)
• DFW C.IV/V/VI 1916- reconnaissance (3250)
• DFW D.I 1917- fighter (1)
• DFW F 34 (D.II) 1918- fighter (1)
• DFW F 34-II (Dr.I) 1918- triplane fighter (1)
• DFW F 37 1918- reconnaissance (3)
• DFW R.I 1916- heavy bomber (1)
• DFW R.II 1918- heavy bomber (2)
• DFW R.III 1918- cancelled heavy bomber
• DFW T.28 Floh - fighter prototype (1)

Read more/Sources

DFW on wikipedia
About the DFW R.IV

Euler-Werke


Euler .II (wikimedia commons)

Euler, born in Westphalia and educated at Oelde and in Aachen started an engineering carrer in 1885, for Seidel & Neumann, a sewing machine company. Later the company turned to cycles and motor cars. Euler himself took over the cycle racing and later motor racing activities, which bring him to aviation. In January 1908 he settled a workshop at Mainz castle to produced licenced-built Voisins. In February he created a 2,400 Marks factory at Griesheim Airport and started large scale aircraft production. He won in 1910 the longest flight at 3hr 6min. 18sec and obtained the first German Pilot's brevet while creating his own flying school. He moved his factory to Frankfurt and joined the newly formed German aircraft manufacturers' association. After the war Euler became Secretary of State for Air and created the ministry for transportation, and after the Versailles treaty was ratified in 1920 he resigned.

Euler models

The first model from Euler was a private venture outside any order, prewar. It flew in exhibitions and was soon noted for its excellent performances, and praised by Oskar Ursinus (of the german magazine Flugsport) for its aesthetics to match. This civilian sport model was later developed into the Euler B.I in wartime, tested and adopted by the German Army. The Euler B.I was its official Idflieg designations, and the company manufactured 6 according to a photo, another showing a row under construction. The next Euler B II produced at the end of 1914 was a different plane, a close copy of the L.V.G. Instead of a tricycle undercarriage it had a standard one, and a 100 h.p. Mercedes D I inline engine capable of carrying the plane up to 120 kph (75 m.p.h.) and climb at 3.000 m (9,840 ft.) in 29 minutes, for 4 hours of autonomy. The Euler B.II Weighted 757/1,172 kg. empty and loaded. The next Euler B.III was built in 1918 for training as a licence-built L.V.G. B.III, but with a considerable stagger, and a 120 h.p. Mercedes D II. engine. Production unknown. Another prewar model (1913) was the Euler Hydro-Triplane a pusher configuration amphibious triplane flying boat featured in the French magazine L'Aérophile. It was propelled by a 70 hp engine Gnome engine, and was made famous also by the Magazine Flight as the best of its kind, this time motorized with a 100 hp (75 kW), nine cylinder Gnome Delta rotary engine. It was remarkably the first true amphibian, with the mainwheels placed on the upper and lower pairs of struts. But it was never used by the Military.


Euler B.II (IWM)

The Euler D.I was a single-seat biplane fighter closely based on the French Nieuport 17. After seeing the success of the French fighter, German designer August Euler start working on a German version on this design. The Euler D.I first flew in late 1916 powered by an 80 hp engine and single synchronized machine gun on the front. The two prototypes were in frontline service by October 1916, and after excellent results, 50 were ordered the same month, and 50 more in early 1917, largely transferred over to the Euler D.II. However being late in the game and few in numbers, the D.I was relegated as an advanced fighter trainer until the war's end. The Euler D.II was a German single-seat fighter, the successor to the earlier Euler D.I. The D.II was essentially a re-engined Euler D.I, the air-frame being virtually unchanged and the power plant being a 100 hp Oberusel U I seven cylinder rotary. Thirty were delivered to the German air force in March 1917, but due to slow production they delivered up to December 1917 and it was seen as obsolete and relegated to the role of a trainer for the remainder of the war.


Euler D.III (pinterest)

Little information is available on the model C. The Dr.I series however was largely an experimental triplane serie of fighters. The Euler Dr 1 was powered with a 160 h.p. Oberursel U III engine but apparently stayed at prototype stage. The Dr 2 was another prototype, powered with a 160 h.p. Mercedes D III engine and the next Dr.3 was a development of the latter, fitted with a 100 h.p. Oberursel U I engine. The last one, Dr.4, emerged in 1916 and was ungainly and only intended for training. It featured side-by-side seats and was propelled by a 220 h.p. Mercedes D IV with reduction gears. None of these designations were official since none was accepted for service. All of these were designed by Julius Hromadnik, the first being under test in the summer of 1917. Competitors were the Hansa-Brandenburg Dr.I and DFW Dr I. It seems the 1918 Pusher Einsitzer (single seat) "Gelber Hund" (yellow hound) lacks any clear information. The "Vierdecker" was a unique experimental quadriplane version fighter.
• Euler B.I reconnaissance 1914 (6)
• Euler B.II reconnaissance tractor 1915 (c50)
• Euler B.III trainer 1918 (?)
• Euler C reconnaissance pusher 1914 (?)
• Euler D.I fighter 1917 (c75)
• Euler D.II fighter 1917 (c30)
• Euler D.III fighter 1917 (?)
• Euler Dr.I - triplane fighter 1917 (1)
• Euler Dr.II - triplane fighter 1917 (1)
• Euler Dr.III - triplane fighter 1917 (1)
• Euler Dr.IV - triplane trainer 1918 (1)
• Euler Dr.V - triplane project 1918 (1)
• Euler Pusher Einsitzer fighter 1918 (1)
• Euler Vierdecker (Quadruplane) fighter 1918 (1)

Read more/Sources

https://en.wikipedia.org/wiki/Euler_D.I
https://en.wikipedia.org/wiki/Euler_D.II


Erich Taube

The first German war planes

The Etrich Taube was in practice the first largely available plane to the german Military when the war broke out in August 1914. The plane itself would vary in design, and be named after several manufacturers, such as the Rumpler Taube, first military aeroplane mass-produced in Germany. This very popular monoplanebefore the war was also used by Italy and Austria-Hungary and tested once by the Royal Flying Corps. A Taube became in 1911 the first ad how bomber over Libya.

From 1914 onwards the Taube was used at best for the first few monthes before it was realized how old the design was and iits limitation under these new conditions became apparent. The type was replaced relatively quickly but left its mark at least until the winter of 1914. The first pistol and rifle aerial duels happened from Taube planes, against French Bleriot XII and others of these early models.



A 1909 design

Just like the Blériot XII, the Taube was of the same generation of sportsmen, engineers, daredevil adventurers which pioneered aviation. By then the monoplane configuration was the most "natural" one and was widespread. But the irony was this design was not German, but Austro-Hungarian, by Igo Etrich in 1909. The Taube ("dove") first flew in 1910. This model was directly inspired by the many gliders that followed otto Lilienthal early grounbreaking works in aerodynamics and primitive controls. However despite its name, the wings shape was in reality modelled after a particular seed, of Alsomitra macrocarpa, which can flew quite great distances from the mother tree. Karl Jatho and Frederick Handley Page also worked on similar "natural" shapes.

Etrich-Wels glider prototype

About the plane

The wing has three spars and was braced by a steel tube truss (Brücke) under each wing. The uprights ends of this structure rose above the upper wing surfaces to carry bracing and warping wires for the enlarged wingtips. Etrich also added to his model the crosswind-capable main landing gear developed by Blériot. In addition there was sometimes a small landing wheel mounted under both kingposts to prevent damages in case of rough landings.

Later models adopted a simpler V-strut main gear format. For the sake of production simplification and aerodynamic efficiency, the underwing "bridges" were also often omitted. Wing warping was used for roll control as well as the rear half of the stabilizer for elevation control. Twinned triangular rudder surfaces however were hinged. The Taube was inherently a stable platform, ideal for observation and the thin, somewhat translucent wings made it difficult to spot above 400 meters, its usual service ceiling.


Rumpler-Taube general design. This was the most common version

Manufacturers (Variants)

Outside Germany, the Taube was also used by Austro-Hungary and Italy as indicated before, but also Turkey, China, Japan, Norway, Switzerland, Argentina, and Bulgaria.
• Albatros Taube
• Albatros Doppeltaube (Biplane version)
• Aviatik Taube
• DFW Stahltaube (Stahltaube, with a steel frame)
• Etrich Taube
• Etrich-Rumpler-Taube (initial production in 1910)
• Gotha Taube (LE.1, LE.2 and LE.3)
• Harlan-Pfeil-Taube
• Halberstadt Taube III
• Jeannin Taube (Jeannin Stahltaube, steel tubing fuselage)
• Kondor Taube
• RFG Taube
• Roland Taube
• Rumpler Taube
• Rumpler Delfin-Taube (Rumpler Kabinentaube "Delfin", with a closed cabin)
• Isobe Rumpler Taube (Captured, repicated in Japan)




Operational History


Jeannin Stahltaube, Technikmuseum Berlin

Before WW1, an Italian Taube bombed an enemy position in 1911 in Libya, dropping grenades. Taube were also used as bomber/observation planes in the Balkans war in 1912–13. Despite the initial reticence of the prussian old guard present in the general staff and high command, the Taube made quite an impression. One of these planes indeed detected the advancing Imperial Russian Army in East Prussia before the battle of Tannenberg took place.

Taube were the first, in the fall of 1914, to bomb Paris (or drop propaganda leaflets). Dozens of Taube flew everyday on every part of the front, and at first if pilots exchanged amiabilities when crossing each others, soon, pistols and rifles, or even grappling hooks and flechettes were exchanged... However the Taube was too slow and too stable to be a fighter.

This plane had poor rudder and lateral control and quickly became a very easy target for more modern Allied fighters. Just six months into the war, the Taube, used until then as an observation or surveillance plane, but also had oc fighter or Bomber, was removed from the front line and went to the rear to train pilots. Generations of future German aces made their teeth on this platform.

Ironically the first operational unit was not even on the Western front, but at Qingdao in China, near to German naval assets. The unique Rumpler Taube capable of flying was confronted to the Japanese there, with an eight aircrafts strong force. On October 2, 1914, Lieutenant Gunther Plüschow tried to attack Japanese warships and later took off to flew top secret documents to Shanghai, but made a force landing in Jiangsu instead.



Specifications:

-Length: 9.9 m (32 ft 6 in), Wingspan: 14.3 m (46 ft 11 in), Height: 3.2 m (10 ft 6 in), Wing area: 32.5 m2 (350 sq ft)
-Empty weight: 650 kg (1,433 lb), Gross weight: 850 kg (1,874 lb)
-Crew: 2
-Powerplant: 1 × Mercedes Typ E4F[12] 4-cyl. water-cooled piston engine, 64 kW (86 hp) -Performances: Max speed: 100 km/h (62 mph; 54 kn), Range: 140 km (87 mi; 76 nmi), Service ceiling: 2,000 m (6,600 ft)
-Armament: Rifles, pistols and hand dropped bombs.
Fokker had two faces, it is remembered as a long-lived Dutch transportation company, but also during the first world war, Germany's premium fighters manufacturers, which legendary models were flown by the best pilots of the era, imposing their domination over the western front and beyond.

---

Origins

This Dutch aircraft manufacturer took a very special place in aviation history. On its time, it was the largest, most successful aircraft manufacturer worldwide, living up to 1996 and meeting bankruptcy, but leaving an amazing imprint in many areas nonetheless. Interestingly enough, the company was founded in 1912 in Schwerin, Germany by Anthony Fokker, and for what we are concern for, moving to the Netherlands in 1919 to escape sanctions and convert back to the civilian market, dominating it completely in the 1920s and 1930s. Indeed the 1925 F.VIIa/3m trimotor passenger aircraft was used by 54 airline companies worldwide and got 40% of the American market in 1936.

Anthony Fokker in his first Spin 1908



German Fokkers: Ruling the skies (1915-1918)

Anthony Fokker was Dutch but studied in Germany, well aware of the works of Lilienthal and others. He has created the Spin (spider) in the Netherlands, but found better opportunity and Germany and moved there. In Berlin he created the Fokker Aeroplanbau, later relocated southwest of Schwerin for more room, and eventually settled with Fokker Aviatik GmbH, on 12 February 1912. After a serie of Fokker Spin monoplanes tried by hte German government, he proposed an improved copy of the French Morane-Saulnier G which became the Fokker M.5. This monoplane was used for obervation with some modifications like the outline of the rudder, undercarriage and new aerofoil section.

When it was realized observation planes already fought each other with any possible ways, Fokker quickly realized placing a machine-gun on the hood was the best solution, using the 1913 patented Swiss Franz Schneider synchronization system, way more practical and safer than Roland Garros own armoured propeller solution... Thus was born the first "Fokker scourge", from July 1915 until early 1916. It was bring up by the famous Fokker Eindecker or "monoplane". The first flew on 23 May 1915, it was a modified M.5 A.16/15 flown by Otto Parschau, and a total of 416 were built. The first tactics were devised with this plane, the first aces all flew it. Allies felt a strong inferiority complex from then on, until the arrival of the Nieuport 11 and Airco DH.2.



Fokker engineered another observation plane, single-bay sesquiplane two-seats built to around 20 powered by 60 kW (80 hp) Oberursel U.0 rotary engine, used by the Kaiserliche Marine and Austro-Hungaria. The Fokker A.1 also called M.8 was another observation plane, but two-seats monoplane developed in early 1915 which enjoyed better production. The next observation model was the M.10Z also used by Austro-Hungary under the name B.II. But the bulk of the production went to the E series, from the E.I to the E.IV.



There was one attempt to devise a two-seat prototype with a particular fuselage linking both upper and lower wings, but a small production of the M.16Z took place for Austro-Hungary with the 119 kW (160 hp) Mercedes engine or Austro-Daimler. under the M.16E as the B.3. At least with the D.II Fokker unveiled a capable fighter biplane dervived from the B.7 in 1916 but having only a 75 kW (100 hp) Oberursel U.I meant it was slow and underpowered. The Army purchased 177.

The D.I was in the same vein, it was an unstaggered single-bay, or Einstielig equal-span biplane, using a more potent liquid-cooled Mercedes D.I six-cylinder in-line engine. But it was still not enough to best Nieuport 11, or at least being equal to the the Albatros D.II and production was stopped. The next Fokker D.II, III and IV had the same production but the D.V gave Anthony Fokker the best hopes. It was cheaper, lighter and smaller, but still lacked performances compared to the Albatros.



By early 1917 Fokker was in deep troubles. The army paid successive series of its D series, but performances were still not there to climb in the prized top best fighters a position lost since the E series. Even pilots were not impressed and preferred the Albatros and AEGs. But this phase left Fokker testing new solutions, and especially four prototypes, the second and third returning to the 89 kW (120 hp) Mercedes liquid-cooled inline engine, for better performances, and compensate for the engine weight, the center of gravity was placed further back, and the fuselage was circular in cross section, the wings being covered with plywood for extra rigidity. But both were still too slow to earn their fighter title. However for the Fokker V.4 this was a completely new start.



Perhaps short of ideas, Anthony Fokker decided to have a close look on the successful British Inspired by the successful Sopwith Triplane, just introduced. This time, Reinhold Platz was responsible for the design, and conceived around the small Oberusel a very light airframe with steel tubes inspired by Junkers's work (The result of government-mandated collaboration) and there three cantilever wings, the upper one having a slightly larger span.

The rudder was balanced, but the ailerons and elevators lacked horn balances and at that stage there were no interplane struts. It was further developed as the F.I or V.5, an improved version with still lacked a subtle convex curve on the outlines of the tailplane's leading edge platform. In fact three of these V.5 experimental serie were built, ending with the amazing Dr.I for "Dreidecker". On 14 July 1917, Idflieg issued an order for 20 pre-production aircraft.



The Fokker Dr.I was the first return to an absolute winner since the infamous Eindecker. It was mid-1917 and the Dr.1 bring the company again in the first seat. But the fearful triplane, soon made legendary by some aces for its unreal, impossible feats of agility took some time to reach this level, in the end of 1917. From then on, the Dr.1 dominated the skies over Europe, largely contributed to the second allied eclipse. Richthofen first flew the preserie F1 number 102 on 1 September 1917 and all only praised for it. It was introduced in Jasta 10 ad 11 but on 15 September Leutnant Werner Voss was killed in one of the most earth-shaking last stand and dogfight in history.



Above: The V.8 was an attempt to devise a "Quintuplane", a five-wings variant which shocked Reinhold Platz, chief engineer for Fokker, which designed it, partly made of the V.6 and it was powered by a 120 hp (90 kW) water-cooled Mercedes engine. Anthony tested it despite Platz objections, which only confirmed his early opinion and the whole project was abandoned, later qualified as a monstrosity. What followed was a serie of experimental aircrafts using the same Dr.I cell but various engine and wings configurations. The serie comprised the V.9, V.11, V.12, V.13. V.14, V.16. The last V.33 development from the V.9 with both 82 kW (110 hp) and 108 kW (145 hp) Oberursel engines. All these prepared the ground for the arrival of the D.VI, a brand new biplane fighter.



This model, which was soon eclipsed by the next fighter was developed from the prototype serie V.13. The idea was to marry the scaled-down D.VII wings with both the fuselage and empennage of the Dr.I. two prototypes with different engines were presented at the Adlershof fighter trials in late January 1918, and it was approved on the ground it was cheaper than the model VII and certainly the best of the rotary engine models. In fact only a token production of 59 was done, the Idflieg waiting for the more powerful Goebel Goe.III to arrive. Meanwhile, the new plane has to make due with the old Oberursel Ur.II. Deliveries lasted from April to August 1918, but the small biplane stood no chance. What followed were the Fokker V17-25 prototypes, cantilever mid-winged fighter and assimilated features.



The Fokker D.VIII was the last wartime fighter, a parasol fighter which first flew in May 1918. About 380 were built until the end of the war, but in fact few made it on the front. They had been designed based on the V.26 and V.28, with steel-tube fuselages and Obersusel radial engines, rated for 150 and 160 hp. In fact they were quite agile and small, therefore quite fast, only beaten by a feeble margin by the more powerful and costly Siemens-Schuckert D.III using a complex bi-rotary Siemens-Halske Sh.III engine.

Introduction started in late July with Jasta 6 in late July and August-September for the Jasta 1, Jasta 19, Jasta 24 and Jasta 36. Until November they filled impressive hunt boards despite wing failures and rushed construction problems. After the war many made it in the Royal Netherlands Air Force and other foughts with Polish pilots in 1920.

The next V27 prototype fighters testes liquid-cooled Benz engines, while the V37 had additional armour-plating to be used as a ground-attack variant. The last production model was the large Fokker C.I, a two-seats, enlarged version of the D.VII fighter. About 250 were made until the last day of the war, largely used after it with the Dutch and Danish aviations.



Models

The story of Fokker development is interesting. The company specialized quite quickly on fighters after a serie of observation monoplanes and a few biplanes, with mixed success. In fact, it was unique in having all its three top fighters - and arguably each time the very best on offer - representing all three types of wings configuration: Monoplane (E serie), Triplane (Dr.I) and Biplane (D.VII).

Production runs were limited, until the arrival of the D.VII which was imposed industrially to all German manufacturers to stand a chance when facing the Entente industrial figures, way above until then. If the E was responsible for the first "Fokker scourge" the Dr.1 legendary agility soon cleaned up any opposition, while the D.VII, late in the war, was as fast and powerful as it was still agile and certainly won by agreement of most experts the conveyed title of "best fighter of WW1".

Proof of that was the particularly long production run and wide use of the model after the war, and a long lineage that followed -as the company name's fame- in the interwar. The best dogfighter overall title could have been given to the Dr.I, but the D.VIII war aguably as agile, being much faster as well.
• Fokker Spin (About 5-6 prototypes) 1913 https://en.wikipedia.org/wiki/Fokker_Spin
• Fokker M.5 Obervation plane (A.II, A.III) 1914 - 50?
• Fokker M.6 (prototype 1914)
• Fokker Eindecker 1915 - 450
• Fokker M.7/10 observation 1915 (Austro-Hungarian B.I) - 20 built
• Fokker A.I (M.8) 1915 - 63-85
• Fokker K.I/M.9 twin push-pull engines, twin boom prototype 1915
• Fokker M.10 Observation about 30 1916
• Fokker M.16 two-seat fighter 1916 - 10
• Fokker D.II fighter 1916 - 177
• Fokker D.I fighter 1916 - 144
• Fokker D.III fighter 1916 - 210
• Fokker D.IV fighter 1916 - 44
• Fokker D.V fighter 1916 - 216
• Fokker V1-3 parasol fighter 1916
• Fokker V4 triplane fighter prototype 1917
• Fokker V5 or F.I preserie 1917
• Fokker Dr.I 1917 - 320
• Fokker V.6, V.7 Dr.I prototypes
• Fokker V.8 1917 quintuplane prototype
• Fokker V.9 - V.33 various biplane fighter prototypes 1917-18
• Fokker D.VI 1918 - 59
• Fokker D.VII 1918 - 3300
• Fokker V17-25 - Series of experimental aircrafts
• Fokker D.VIII - 381 (1918)
• Fokker V.27 – V.37 prototypes
• Fokker C.I (1918) 250

---

Fokker models

Fokker M.5




This unarmed single-seat monoplane defined in 1913 was one of many German's reconnaissance aircraft that existed, all shadowed by the bird-like Etrich Taube. Anthony's design never went from far away, he closely watched the French Morane-Saulnier H, shoulder-wing monoplane, for inspiration. However the fuselage he designed had a welded steel tube frame in place of a wooden structure, and it was propelled by an honest 60 kW (80 hp) Oberursel U.0 7-cylinder rotary engine. The latter was a licence-built Gnome Lambda. The tail and elevators were all-moving, without fixed sections.

Soon two versions were developed:
-The long-span 'M.5L' Produced as Fokker A.I , ? built
-The short-span 'M.5K' Produced as Fokker A.III 10 built
The "L" was for long, "K" meant "short" or Kurz in German.
-The MG-armed 'M.5K/MG' 5 built
-The 'M.6' Two-seats version
-The 'M.7' Two-seats version, 20 built
-The 'M.8' 2 side-by-side seaters, produced as Fokker A.II
-The 'W.3/4' Floats-fitted version
-The short-span 'M.5K'
The Fokker M.5 was a light and strong, very agile plane to the point of being used for aerobatics but it should be noticed, capricious for its very sensitive fore-and-aft control, and Fokker, still young and dashing, demonstrated his plane's abilities Johannisthal in May and June 1914, winning awards in the process and interest from the German staff.

The German army ordered the "long" M.5L, manufactured by Halberstadt under the 'A.II' designation. The 'M.8' two-seater also entered service as the 'A.I'. These served on the Western and Eastern Fronts in an in early 1915, ten M.5Ks were ordered as 'A.III', of which five received a single 7.92 mm (.312 in) Parabellum MG14 machine gun for testings. They were later modified as the famous Fokker E.I. This plane was also used by Austria-Hungary.

Specifications:

-Length/Wingspan: 7.2 m x 9.2m (23 ft 7 in x 31 ft 2 in)
-Empty weight: 399 kg (880 lb), Gross weight: 610 kg (1,345 lb)
-Powerplant: Oberursel U.0 7-cylinder rotary piston engine, 60 kW (80 hp)
-Performances: 130 km/h (81 mph; 70 kn), Service ceiling: 3,000 m (9,800 ft)
-Armament (only the five M5K/MG): 7.92 mm (0.312 in) MG 14 Spandau machine gun

Fokker Eindecker


Fokker E.1

The fearful "E" was the first purpose-built German fighter aircraft. It was also the first worldwide to be fitted with a synchronization gear. This enabled the pilot aim the plane without leaving his position, firing through the propeller arc without striking the blades. The "E" for Eindecker or monoplane, bring overnight to the German military air superiority approximatively from July 1915 to early 1916 a period later known as the "Fokker Scourge".

The Eindecker was based as we seen before on the M.5K scout or modified Fokker A.III based on the French Morane-Saulnier H. The fuselage however used chrome-molybdenum steel tubing instead of wood and crucially it was given the Fokker synchronizer mechanism used for the MG14 machine gun to fire through the propeller. Anthony Fokker for the anecdote towed the prototype aircraft behind his touring car to the military airfield near Berlin on 23 May 1915 and flew it.

The prototype was alloted the serial number A.16/15 by Leutnant Otto Parschau and previously had been pruchased by Oberleutnant Waldemar von Buttlar which painted it green. He personally tested the synchonizer in May and June 1915 at Douai with Feldflieger Abteilung 62 and helpd correct the mechanism. These tests helped to define the M.5K/MG on which the Eindecker was based. Parchau's second Eindecker was serialized number 191, and accepted by IdFlieg on May 26, 1915.

One unmistakable aspect if the planes were their sheet metal panelling, a special form of "dragged" engine turning performed on all metal surfaces, even internal ones. This finish was only dropped by the end of 1916. other specifics included a gravity fuel tank that had to be constantly filled by hand-pumping from the main tank up to eight times an hour. The aerodynamically balanced rudder and elevator, ans no tail surfaces made the Eindecker very responsive to pitch and yaw and tricky for beginners. But that was also the trademark of a true fighter, despite on the other hand having a poor roll, the result of wing-warping. In total, 416 of these fighter will be delivered, through four main variants E.I to E.IV.

The Eindecker E.II to E.IV The E.I was the initial serie, a production armed scout powered by a 80hp Oberursel U.0 rotary engine, 68 of which were built. With the Fokker E.II, the term "fighter" was more appropriate, as this improved production armed scout was powered by a 100hp Oberursel U.I rotary engine. 49 were built. Both series were almost "pre-series", compared to the following E.III, major production still powered by the same 100hp Oberursel U.I but with improved structure and equipment.

249 were delivered total. With the last version E.IV, the fuselage was slightly enlarged to accommodate a 14-cyl. Oberursel U.III engine but moreover two machine guns above the engine hood instead of one, a decidedly marked firepower improvement. 49 were built of this last version.

The Allies soon realized the advantages of the Eindecker when on 8 April 1916, a young pilot landed at a British aerodrome near St Omer, and tried, but failed to destroy his aircraft. The plane was repaired and soon tested against the Morane-Saulnier N and other types. This one ended in the Science Museum in London while Immelmann's own E.13/15 is now displayed at Dresden.

The Eindecker E.I rules the skies Entering service in the summer of 1915, the E.I obtained a first unconfirmed aerial victory on Leutnant Wintgens's own M5K/MG on 1 July 1915 near Lunéville, against a Morane L. Another Morane was forced to land, and at last a credited victory was registered on 15 July 1915. organically these planes were to be attached to provide escort protection for six two-seat reconnaissance biplanes.

But soon in August, Oswald Boelcke and Max Immelmann (Feldflieger Abteilung 62) rose to fame in August. The first scored 19 victories on the "E" out of 40. Max Immelmann which also devizsed his famous tactics won all his victories on this plane, before being killed in June 1916 on his E.III, perhaps because a synchonizer failure. Eleven more pilots became aces on the E series and in addition to the two top aces mentioned, Parschau and Wintgens also received Germany's highest military award, "Pour le Mérite"/"Blue Max".

Domination soon ended when the Airco DH.2, Royal Aircraft Factory F.E.2, and French Nieuport 11 soon appaeard superior or at least equal to the challenge. However some pilots were attached to the Eindeckers to such a point they flew it until late 1916, as shown by the duel between Alfred Heurteaux's SPAD VII which eventually shot Wintgens's own E.IV on September 25, 1916.





Specifications (E.III):

-Length: 7.2 x 9.52 x 2.4 m (23 ft 7 in x 31 ft 3 in x 7 ft 10 in)
-Empty weight: 399 kg (880 lb), Gross weight: 610 kg (1,345 lb)
-Crew: 1
-Powerplant: Oberursel U.I 9-cyl.air-cooled rotary piston engine, 75 kW (100 hp) -Performances: 140 km/h (87 mph; 76 kn) Endurance 1.5 hours, ceiling 3,600 m (11,810 ft), climb: 3.333 m/s
-Armament: One 7.92 mm (0.312 in) lMG 08 Spandau machine gun (two on the E.IV)

Fokker M.7


Fokker B.I/M.7 photo http://forum.valka.cz/files/fokker_bim7_02_623.jpg

The Fokker M.7 was a single-bay sesquiplane of conventional configuration. There were slightly staggered wings using wing warping for roll control. It was a two-seater fitted with a distinctive comma-shaped rudder. It was powered by a 60 kW (80 hp) Oberursel U.0 rotary engine. Twenty of these observation planes were delivered. A few to Kaiserliche Marine for their shore stations. They aso tested the The W.3/W.4 floatplane version. This plane was also operated by the Austro-Hungarian forces designated B.I, after Idflieg designation system.



Specifications:

-Length: 9.9 m (32 ft 6 in), Wingspan: 14.3 m (46 ft 11 in), Height: 3.2 m (10 ft 6 in), Wing area: 32.5 m2 (350 sq ft)
-Empty weight: 650 kg (1,433 lb), Gross weight: 850 kg (1,874 lb)
-Crew: 2
-Powerplant: 1 × Mercedes Typ E4F[12] 4-cyl. water-cooled piston engine, 64 kW (86 hp)
-Performances: Max speed: 100 km/h (62 mph; 54 kn), Range: 140 km (87 mi; 76 nmi), Service ceiling: 2,000 m (6,600 ft)
-Armament: Rifles, pistols and hand dropped bombs.

Fokker A.I


This Fokker A.I (M.8) photo was previously in Flickr coll. of San Diego Air & Space Museum, now on wikimedia commons

The Fokker A.I (Fokker factory designation M.8) was an unarmed two-seat monoplane observation aircraft (A-class) of 1914. It took its origine before the war, when a Morane-Saulnier Type H was purchased from France and studied to create the whole "A" lineage. This observation monoplane designed by Martin Kreutzer was powered by the 58.8 kW (80 PS) Oberursel U.0 seven cylinder rotary engine. Also called umlaufmotor this widespread engine was a near-clone of the Gnome Lambda rated for the same power output. It was used until the introduction of the E.II in 1915.

The A.I was related to the Fokker M.5, largely flown in aerobatics before the war. It had a tall dorsal "cabane" structure for three sets of stationary flying and landing wires. Each wing panel had fourteen ribs, for the same number of wing warping cables attached to the rear spar. The A.I was licence-built by Halberstadt in addition to Fokker to about 63 planes. It was used by the Fliegertruppe, Kaiserliche Marine's Marine-Fliegerabteilung and Austro-Hungarian K.u.K. Luftfahrtruppen.



Specifications:

-Length: 7.54 x 12.12 x 2.75 m (24 ft 9 in x 39 ft 9 in x 9 ft 0 in), wing area: 32.5 m2 (350 sq ft)
-Crew: 1
-Powerplant: Oberursel U.0, 58.8 kW (80 hp)
-Performances: Max speed: 135 km/h (84 mph), Range: 400 km (249 miles), Service ceiling: 3,000 m (9,840 ft)
-Armament: None.

Fokker M.10


Fokker M.10

This two-seater reconnaissance/fighter-trainer biplane had single-bay wings fitted with wing-warping controls. It was powered by a 7-cylinder 80 hp Oberursel U.0 engine and was exclusively flown by the Austro-Hungarian aviation: The Imperial and Royal Aviation Troops or Kaiserliche und Königliche Luftfahrtruppen/K.u.K. Luftfahrtruppen. Lacking aircraft production capacity the Empire indeed purchased this model in Germany in 1916, and in two versions, single-bay wings (M 10E or "Einstielig" or Fokker B.I), and two-bay wings Fokker M 10Z ("Zweistielig"), or Fokker B.II).

The first was powered by an 60 kW (80 hp) Oberursel U.0 7-cylinder rotary engine. It was based on the Fokker M 7 from 1915 with a revised and strengthened undercarriage and centre section struts. First delivery occurred in April 1916 and the next 19 aircraft in August 1916 and last 3 in September 1916 because of engines supplies limitations. They served as unarmed trainers until the end of the war.

Specifications:

-Length: 6.20 x 7.20 x 2.71 m (20 ft 4 in x 23 ft 7 in x 8 ft 11 in)
-Empty weight: 274 kg (604 lb) Gross weight: 481 kg (1,060 lb)
-Crew: 2
-Powerplant: Oberursel U.0 7-cyl. air-cooled rotary piston engine, 60 kW (80 hp)
-Performances: Max speed: 130 km/h (81 mph)
-Armament: None.

Fokker D.II


Fokker D.II



The Fokker D.II was a fighter biplane, single-seat developed before the Fokker D.I, based on the M.17 prototype. it was given single-bay unstaggered wings, a larger fuselage, shorter span. It was also given a 75 kW (100 hp) Oberursel U.I and a the single 7.92 mm (.312 in) LMG 08 machine gun. 177 were purchased but proved to be only marginally better than the Eindecker, and totally outclassed by the Nieuport 17 in the end. A few were used by the Kampfeinsitzerkommandos and Jagdstaffeln but they were all discarded when the new Albatros were introduced. After the war they found their way into the Koninklijke Marine and Swiss Air Force.



Specifications:

-Length: 6.40 x 8.75 x 2.55 m (21 ft 0 in x 28 ft 9 in x 8 ft 4 in)
-Empty weight: 384 kg (847 lb) Gross weight: 575 kg (1,268 lb)
-Crew: 1
-Powerplant: Oberursel U.I rotary, 75 kW (100 hp)
-Performances: 150 km/h (93 mph), Range 200 km (124 miles), ceiling is 4,000 m (13,125 ft), climb in 4.2 m/s (820 ft/min)
-Armament: 7.92 mm (.312 in) lMG 08 machine gun

Fokker D.I


Fokker D.I

The Fokker D.I (M.18) was developed from the D.II fighter and later used by the Austro-Hungarians as the B.III. The D.I and D.II were both introduced in the summer of in 1916, both designed by Martin Kreutzer. This model was an unstaggered single-bay equal-span biplane using wing-warping for roll and fitted with the 75 kW (100 hp) Mercedes D.I six-cylinder water-cooled engine. A twin-bay (Zweistielig) was also tried to improve visibility.

The latter was given a 89 kW (120 hp) Mercedes D.II inline engine but also a single synchronized 7.92 mm (.312 in) lMG 08 machine gun, while the Austro-Hungarian B.IIIs was still fitted with the D.I engine, but replaced the armament by a local Schwarzlose machine gun. Another Austro-Hungarian B III also tested a 119 kW (160 hp) Mercedes D.III engine and there were other aerodynamic modifications tested.

In July 1916 the production started, 90 being taken in account by the German Fliegertruppen, and 16 by the Austro-Hungarian Luftfahrttruppen. 8 more were also license-built by the Magyar Általános Gépgyár for the Hungarian air force. But these planes compared badly to the contemporary Albatros D.II and the Nieuport 11 and production was halted.

Specifications:

-Length: 9.9 m (32 ft 6 in), Wingspan: 14.3 m (46 ft 11 in), Height: 3.2 m (10 ft 6 in), Wing area: 32.5 m2 (350 sq ft)
-Empty weight: 650 kg (1,433 lb), Gross weight: 850 kg (1,874 lb)
-Crew: 2
-Powerplant: 1 × Mercedes Typ E4F[12] 4-cyl. water-cooled piston engine, 64 kW (86 hp)
-Performances: Max speed: 100 km/h (62 mph; 54 kn), Range: 140 km (87 mi; 76 nmi), Service ceiling: 2,000 m (6,600 ft)
-Armament: Rifles, pistols and hand dropped bombs.

Fokker D.III


https://en.wikipedia.org/wiki/Fokker_D.III





Specifications:

-Length: 9.9 m (32 ft 6 in), Wingspan: 14.3 m (46 ft 11 in), Height: 3.2 m (10 ft 6 in), Wing area: 32.5 m2 (350 sq ft)
-Empty weight: 650 kg (1,433 lb), Gross weight: 850 kg (1,874 lb)
-Crew: 2
-Powerplant: 1 × Mercedes Typ E4F[12] 4-cyl. water-cooled piston engine, 64 kW (86 hp)
-Performances: Max speed: 100 km/h (62 mph; 54 kn), Range: 140 km (87 mi; 76 nmi), Service ceiling: 2,000 m (6,600 ft)
-Armament: Rifles, pistols and hand dropped bombs.

Fokker D.IV


https://en.wikipedia.org/wiki/Fokker_D.IV

This model used a more powerful Mercedes D.III engine, and the first Fokker front-line design to use ailerons in place of wing warping from the start for roll control. 40 were used by the Luftstreitkrafte and 4 by the Swedish air force.



Specifications:

-Length: 6.3 x 9.7 x 2.45m (10 ft 10 in x 31 ft 10 in x 8 ft)
-Empty weight: 600 kg (1,320 lb) Gross weight: 840 kg (1,848 lb)
-Crew: 2
-Powerplant: 1 × Mercedes Typ E4F[12] 4-cyl. water-cooled piston engine, 64 kW (86 hp)
-Performances: Max speed: 160 km/h (99 mph), range: 220 km (137 miles), rate of climb: 5.6 m/s
-Armament: 2 × fixed, forward-firing 7.92 mm (.312 in) LMG 08/15 machine guns

Fokker D.V


https://en.wikipedia.org/wiki/Fokker_D.V Fokker D.V

following the disappointing D.I and the following serie up to the D.IV, Fokker designed a smaller, lighter design to use simpler and cheaper rotary engine. The new M.21 prototype was developed from the Austro-Hungarian M.17 fighter but this M.21 had a swept back upper wing, notably to improve pilot view, and it proved highly maneuverable.

After a modified cowling and stringers to renforce the fuselage the M.22 flew again and won an order from the Idflieg In October 1916. This production model D.V would engine the largest production run so far sine the E serie, and started with a low-compression Oberursel U.I in January 1917, 216 being turned in all. However pilots esteemed it presented much lower performances than contemporary Albatros series and soon joined schools from late 1917.



Specifications:

-Length: 6.3 x 9.7 x 2.45m (10 ft 10 in x 31 ft 10 in x 8 ft)
-Empty weight: 600 kg (1,320 lb) Gross weight: 840 kg (1,848 lb)
-Crew: 2
-Powerplant: 1 × Mercedes Typ E4F[12] 4-cyl. water-cooled piston engine, 64 kW (86 hp)
-Performances: Max speed: 160 km/h (99 mph), range: 220 km (137 miles), rate of climb: 5.6 m/s
-Armament: 2 × fixed, forward-firing 7.92 mm (.312 in) LMG 08/15 machine guns

Fokker Dr.I


Dr.I reproduction at Airpower 11 airshow. probably the most famous German fighter of that era

https://en.wikipedia.org/wiki/Fokker_Dr.I

Dr.I reproduction at Old Rhinebeck Aerodrome



Specifications:

-Length: 6.3 x 9.7 x 2.45m (10 ft 10 in x 31 ft 10 in x 8 ft)
-Empty weight: 600 kg (1,320 lb) Gross weight: 840 kg (1,848 lb)
-Crew: 2
-Powerplant: 1 × Mercedes Typ E4F 4-cyl. water-cooled piston engine, 64 kW (86 hp)
-Performances: Max speed: 160 km/h (99 mph), range: 220 km (137 miles), rate of climb: 5.6 m/s
-Armament: 2 × fixed, forward-firing 7.92 mm (.312 in) LMG 08/15 machine guns



Fokker D.VI


Fokker D.VI

This model used a more powerful Mercedes D.III engine, and the first Fokker front-line design to use ailerons in place of wing warping from the start for roll control. 40 were used by the Luftstreitkrafte and 4 by the Swedish air force.



Specifications:

-Length: 6.3 x 9.7 x 2.45m (10 ft 10 in x 31 ft 10 in x 8 ft)
-Empty weight: 600 kg (1,320 lb) Gross weight: 840 kg (1,848 lb)
-Crew: 2
-Powerplant: 1 × Mercedes Typ E4F[12] 4-cyl. water-cooled piston engine, 64 kW (86 hp)
-Performances: Max speed: 160 km/h (99 mph), range: 220 km (137 miles), rate of climb: 5.6 m/s
-Armament: 2 × fixed, forward-firing 7.92 mm (.312 in) LMG 08/15 machine guns

Fokker D.VII




This model used a more powerful Mercedes D.III engine, and the first Fokker front-line design to use ailerons in place of wing warping from the start for roll control. 40 were used by the Luftstreitkrafte and 4 by the Swedish air force.



Specifications:

-Length: 6.3 x 9.7 x 2.45m (10 ft 10 in x 31 ft 10 in x 8 ft)
-Empty weight: 600 kg (1,320 lb) Gross weight: 840 kg (1,848 lb)
-Crew: 2
-Powerplant: 1 × Mercedes Typ E4F[12] 4-cyl. water-cooled piston engine, 64 kW (86 hp)
-Performances: Max speed: 160 km/h (99 mph), range: 220 km (137 miles), rate of climb: 5.6 m/s
-Armament: 2 × fixed, forward-firing 7.92 mm (.312 in) LMG 08/15 machine guns

Fokker D.VIII


Fokker D.VIII

This model used a more powerful Mercedes D.III engine, and the first Fokker front-line design to use ailerons in place of wing warping from the start for roll control. 40 were used by the Luftstreitkrafte and 4 by the Swedish air force.



Specifications:

-Length: 6.3 x 9.7 x 2.45m (10 ft 10 in x 31 ft 10 in x 8 ft)
-Empty weight: 600 kg (1,320 lb) Gross weight: 840 kg (1,848 lb)
-Crew: 2
-Powerplant: 1 × Mercedes Typ E4F[12] 4-cyl. water-cooled piston engine, 64 kW (86 hp)
-Performances: Max speed: 160 km/h (99 mph), range: 220 km (137 miles), rate of climb: 5.6 m/s
-Armament: 2 × fixed, forward-firing 7.92 mm (.312 in) LMG 08/15 machine guns

Fokker C.I


Fokker C.I

This model used a more powerful Mercedes D.III engine, and the first Fokker front-line design to use ailerons in place of wing warping from the start for roll control. 40 were used by the Luftstreitkrafte and 4 by the Swedish air force.



Specifications:

-Length: 6.3 x 9.7 x 2.45m (10 ft 10 in x 31 ft 10 in x 8 ft)
-Empty weight: 600 kg (1,320 lb) Gross weight: 840 kg (1,848 lb)
-Crew: 2
-Powerplant: 1 × Mercedes Typ E4F[12] 4-cyl. water-cooled piston engine, 64 kW (86 hp)
-Performances: Max speed: 160 km/h (99 mph), range: 220 km (137 miles), rate of climb: 5.6 m/s
-Armament: 2 × fixed, forward-firing 7.92 mm (.312 in) LMG 08/15 machine guns

Gotha

Gothaer Waggonfabrik, the heavy bomber trust

This German manufacturer of rolling stock established in the late nineteenth century later specialized in Wagon manufacturing and other railway hardware, was simply known as "Gotha" but it best remembered by its lineage of heavy bombers during the war. For Londoners the very name of "Gotha" was quickly assimilated with "Zeppelin" as hatred instruments of the blitz. They started in 1914 a highly successful series of bombers based on the design of Oskar Ursinus. But soon Hans Burkhard entered the fray and designed brand new planes. From 1917, he was the brainchild of twin pusher biplane bombers capable of long range strategic missions over England. These were the first heavier-than-air planes with that reach. Several dozen of these bombers were built, declined into many subtypes.


Gotha G.V, the emblematic bomber from Gotha

The whole Gotha serie however started with Ursinus's Gotha G.I, and was followed by the Burkhard-designed G.II, G.III, G.IV, and G.V, the most prolific with thirty-six in squadron service. It is seldom known however that Gotha also manufactured training and reconnaissance planes from 1914, with the prefix "LD", his own version of the Taube, the LE.1-LE.3 series, and floatplanes for reconnaissance, training, and even torpedo attack, prefixed WD. The G.VI to X heavy bombers were merely prototypes devised at the end of the war, that saw no production. Despite their amazing performances, Gotha bomber were never "recycled" after the war into civilian airliners and Gothaer Waggonfabrik simply returned to the railway industry, and extended activities on car production from 1921 to 1928 after purchasing Automobilwerk Eisenach. But the fame gained for its planes pushed it to return to the business from the mid-1930s after Hitler accession to power and the Versailles treaty rejection. At this point, Gotha started the production of biplane trainers, called Gotha Go 145, of which 1,182 were built. The company also produced Me-110 under licence and the assault glider Gotha Go 242 from 1941 (1,528 manufactured). But its most impressive feat was to finance and produce the revolutionary Horten Ho 229, from the Horten brothers. The first supersonic, partially stealth bomber, in 1944.


The Gotha G.IV was produced to 230, an amazing number for such a large plane, making Gotha the uncontested heavy bomber champion of Germany. These planes were instrumental in the first "blitz" over Britain, together with the infamous Zeppelins.



Gotha Models, in detail

• Gotha LD.1/2/6/7 multipurpose biplanes (40?)
• Gotha LD.5 single seat reconnaissance (13)
• Gotha LE.1/2/3 Taube monoplane (100?)
• Gotha WD.1/1a reconnaissance floatplane 1913 (5)
• Gotha WD.2/5/9/12/13/15 reconnaissance floatplanes (c30)
• Gotha WD.3 pusher reconnaissance floatplane (1)
• Gotha WD.7 twin-engined seaplane trainer/reconnaissance biplane (8)
• Gotha WD.8 single-engined seaplane trainer/reconnaissance biplane (1)
• Gotha WD.11 torpedo bomber floatplane (11)
• Gotha WD.14/20/22 torpedo bomber floatplanes (69)
• Gotha WD.27 large patrol floatplane (c3?)
• Gotha B.I Recce/trainer 1915 (12)
• Gotha B.II Recce/trainers 1916 (10)
• Gotha G.I/UWD heavy bomber 1915 (20)
• Gotha G.II heavy bomber 1915 (11)
• Gotha G.III heavy bomber 1916 (25)
• Gotha G.IV heavy bomber 1917 (230)
• Gotha G.V Heavy bomber 1917-18 (205)
• Gotha G.VI asymmetric heavy bomber 1918 (2)
• Gotha GL.VII high speed reconnaissance bomber 1918 (20)
• Gotha GL.VIII-X high speed bomber 1918 (c90)
• Gotha G.X high speed reconnaissance (1)

The Gotha Taube A.I (LE series) (1913)

The Taube is a familiar sight for all those aware of German aircrafts during WW1. This peculiar monoplane design, very organic, was quite popular and manufactured with local variants by most German manufacturers in 1912-14. Of these, the LE.3 were the best known. These were typical one seat monoplanes (Eindecker) with specific wingtips and wing warping for steering. Propelled by 50-80 hp inline engines and unarmed, they were the most basic commodity the Luftstreitkrafte had in 1914, the only plane in numbers. The Gotha Taube was internally designated as LE.1, LE.2 and LE.3 (which stands for Land Eindecker or "Land Monoplane") but the army designation given by the Idflieg was A.I.


Captured LE.3 on Flickr, Kees Kort coll.

More. Gotha LE.1/A.I blueprint

Gotha A.I (LE.1) specifications: Wingspan 9.00m, Length 8.70m, Height ​​2.90m, Wing area 21.75m2, Weight 800/1380 kg, Type 1 PD Argus As IOC 100hp engine, top speed 212 kph, 180 kph cruising speed, range 630km, ceiling 3700m. See also: Gotha-A-I on valka

The Gotha LDs


LD.5 (src. Library of Congress)

These early planes, dating back from 1914, were designated LD for Land Doppeldecker ("Land Biplane") shaping a family of multipurpose aircrafts before and during the early part of the war. These weak but stable planes were used for training and reconnaissance and were conventional designs. They had two-bay unstaggered wings but also a tailskid landing gear.

Also they had two open cockpits in tandem for the pilot and observer. It seems they were in service with the Luftstreitkrafte but it's unclear if there stayed as prototypes (one of each type) or saw actual production. They were obsolete past 1915. Figures are unknown, however several were supplied as military aid to the Ottoman Empire after German service.

The LD.1 was the basic open-cockpit biplane, the LD.1a a 1915 variant with a 100 hp (75 kW) Oberursel U.1 rotary engine, the LD.2 was fitted with a 100 hp (75 kW) Mercedes D.I inline engine, the LD.4 and LF.6a had some minor changes and engine variations and the LD.7 (Idflieg B.I, possibly the only one mass-manufactured) had minor changes and a 120 hp (89 kW) Mercedes D.II engine. The B designation meant they were used for reconnaissance, unarmed.

The Gotha LD 5 were built in November 1914, first flew in December, and were small biplanes designed as fast scouts for the Kavallerie Flugzeug. The undercarriage were a single-strut structure with cable bracing forward and a light steel tube to the rear. The fuel tanks were located in a protected corner in front of the cockpit. Their 100 h.p. Oberursel U I. engine ensure reasonable performances, but the LD.5 was rejected for field service, but kept as a single seat advanced trainer. In fact Gotha produced 13 of them apparently but they were not included in the Idflieg B-series.


Shot down Ottoman LD.2

Gotha B.1/B.II 1915-16


Gotha B.I - src militaer-wissen.de

The Gotha prefixed B-types (Unarmed reconnaissance) were unarmed reconnaissance/trainer aircrafts, with two seats, conventional tractor biplanes, produced outside the main line in a relatively few numbers: 22 in all, counting 12 B.I in 1915 and 10 B.II in 1916. They were a development of the Gotha 1914 biplane design fitted with a 120 hp inline engine, and factory designated LD.7.

It was later classified by Idflieg as Gotha B.I. and saw a small production in early 1915. The B.II (factory designation LD.10) differed significantly with larger wings, shorter fuselage and a rotary engine, similar to the earlier Gotha LD.1 two-seater, powered by a Gnôme 100 hp rotary engine.

Gotha B.II specifications:
Lenght 7,25 Meter, Span 14,5 Meter, height 3,45 Meter, weight: 525kg empty, Crew 2, Engine: Oberursel U.I rotary engine 100 hp, top speed 115 kph, range unknown.

The Gotha Floatplane saga




Gotha WD.2, Ray Wagner Collection.



Gotha WD.1-WD.5

The WD.2 -the acronym stands for "Wasser Doppeldecker" or "Water Biplane" and following models were a lineage of reconnaissance seaplanes from Gotha just before and during the early part of the Great War. The first model was developed from the naval version of the Avro 503, made under licence by Gotha, called the WD.1. This conventional three-bay biplane with tandem open cockpits, a Benz Bz.III engine and two pontoons under the wings, a third under the tail.

These were unarmed, altough after being sent to the Ottoman service they were rearmed with a 7.92 mm (.312 in) MG in a ring mount on the upper wing, fired by the observer. But this prewar machine was slow, and in an attempt to reach better performances, Gotha designed the WD.2 prototype (WD2a). This version had a reduced wingspan (15.6 m (51 ft) span) and a Mercedes D.III. engine.

Gotha WD.9-WD.15

It was further developed into the WD.5 another prototype which led in turn to the WD.9, which saw a small production. This model was armed, with a trainable 7.92 mm (.312 in) for the observer, relocated forward of the pilot. Only one was used by the Hochseeflotte, the batch was then sent to Turkey but with a less powerful engine (WD.2).

The WD.12 was powered by a D.III-powered, but still unarmed, and featuring a much better streamlining, notably around the engine with a revise cowling, and a propeller spinner. This model saw a small production for the German Navy, although the bulk went to the Ottoman Navy. A reduced production of WD.13s followed, similar but refitted with the earlier Benz.III engine. Only two WD.15s were built afterwards, completely redesigned with a plywood-covered fuselage and a Mercedes D.IVa engine. Their fate is not known.

Gotha WD2

Gotha WD.3

After 1914 Gotha was searching to arm the WD series, and before the development of the interrupter gear a forward firing arc with a relocated the engine to the rear of a nacelle ("pusher") with the tail on booms either side of the engine was the seemingly best solution. Gotha already licence-built some Caudron G.3s and later LD.3 and LD.4, but the definitive design was more inspired by the AGO C.I and C.II. They sported indeed molded booms instead of a lattice frame. A single prototype of the WD.3 was built and tested but Gotha soon turned to other configurations.

Gotha WD.7/8

Eight of these twin-engined seaplane trainer and reconnaissance biplanes were built, almost a record for Gotha floatplanes. The pusher WD.3 being rejected by the Imperial German Navy, another layout still allowed to free the central nacelle, the twin-engine configuration. Therefore the next WD.7 was a conventional biplane with tractor engines located on the leading edge of the lower wing. This plane was tasted and accepted in service, and therefore eight were delivered, used as trainers for torpedo bombing.

In 1917 two were converted as gun-platforms, testing a 37 mm (1.46 in) autocannon by DWM. The same airframe was used to create the WD.8, reconnaissance version using this time a single Maybach Mb.IVa in the nose, much more powerful (240 hp). The sole armament was backward-firing, a single 7.92-mm Parabellum MG ring-mounted on the observer's cockpit. This single WD.8 was tested and later used by the German fleet, numbered 476.


Gotha WD.8 reconnaissance seaplane, derived from the torpedo-bomber WD.7



Gotha WD.11

This model was another torpedo bomber seaplane derived from the WD.7. but with a larger and more powerful design. It was still a conventional biplan, twin-engined tractors on the lower wing, pilot and observer in tandem cockpits and twin pontoons. But the engines were now tow Mercedes D.III, 120 kW (160 hp) each, propelling the plane at 120 km/h (75 mph), with a climb rate of 1.3 m/s (250 ft/min). They could launch a 725 kg (1,600 lb) torpedo. Only 12 were delivered in 1916 to the Imperial German Navy. The Royal Netherlands Navy also used these after the war.


Gotha WD.11 torpedo seaplane, a larger and more powerful WD.7



Gotha WD.14/20/22

All three models were derived from the WD.11 and were so close that they are often assimilated in the same group, the 20 and 22 only be slightly modified variants. They represented the largest production of seaplanes for the Navy by Gotha so far, with 69 being turned out until late 1917. Basically the formula since the WD.7 was kept, and these were still were conventional biplanes, with twin engines this time mounted in a tractor-fashion.

The fuselage was wider, therefore the pilot and observer sat side-by-side in an open cockpit, that facilitated communication, while a second 7.92 mm (.312 in) MG was fitted in an open dorsal position. The large wings also could be folded for storage. Larger, better armed, these WD.14 were found however not very ineffective because of their low speed and poor agility. Many were later converted as mine layers, and transports landing machine gun detachments (Operation Albion, October 1917).

The next WD.20 had large auxiliary fuel tanks for long-range reconnaissance, and was used for this duty only. A few prototypes WD.22 also were built, having two extra engines in push-pull configuration. The WD.14 had two Benz Bz.IV, 150 kW (200 hp) each, capable of 130 km/h (80 mph), with a 8 hours endurance, and climbing in 1.3 m/s (250 ft/min). They were 14.45 m (47 ft 5 in) in lenght, 25.50 m (83 ft 8 in) in wingspan, and 5.00 m (16 ft 5 in) tall, weighting 3,150 kg (9,845 lb) empty and 4,642 kg (10,234 lb) fully loaded.


A camouflaged Gotha WD.14 torpedo seaplane in 1914. In practice these were too slow to make effective ones, being easy targets for AA defense by 1917 standards.



Gotha WD.27

The WD.27 was the last Gotha seaplane which first flew in 1918. It was derived from the experimental WD.22, and given two Mercedes D.III, 120 kW (160 hp) each in push-pull configuration and a 31m wingspan. They carried no armament, and were used as reconnaissance planes, the weight being reserved to additional fuel. Basically they were design to acte as "eyes of the fleet", less conspicuous and faster than airships for that task. However contemporary Navy records show three German Navy serial numbers allocated, but photos shows that only one may have been flown.


An unidentified Gotha WD.27 long range seaplane in 1918. Three numbers were allocated but perhaps only the prototype was flown.

---

The Gotha Bomber Legend

Gotha G.I 1915

By mid-1914, Oskar Ursinus (German flying magazine Flugsport editor) was designing a large twin-engine seaplane of unconventional configuration with a snub-nosed fuselage attached to the upper wing, while the engines were mounted on the lower one... This was to minimize asymmetrical thrust if one an engine failed, which was current at the time. This also minimised the drag on the upper wing and provided excellent views for the three crewmen and broad fields of fire.

Ursinus worked under Major Helmut Friedel, presenting a seaplane design which matched Idflieg March 1914 large aircraft specs leading to the construction of a prototypeat the Fliegerersatz Abteilung 3. The B.1092/14 also called FU ("Friedel-Ursinus") was powered by two 75 kW (100 hp) Mercedes D.I engines, was armed with a 7.92 mm (.312 in) MG in the nose, and chrome-nickel armor. It flew on 30 January 1915 but was also noted difficult to fly and lacking in structural integrity. It was also underpowered, but sent to the front (Feld Flieger Abteilung 28) based at Ujatz on the Russian Front.

Proved under service conditions, a contract was issued for production on 1 April 1915 at Gothaer Waggonfabrik AG. The company indeed acquired the license from Ursinus, but Hans Burkhard simplified and refined the design and the new "GUH" was lated called Gotha G.I, sometimes Gotha-Ursinus G.I. Production started on 27 July 1915, each powered by two 110 kW (150 hp) Benz Bz.III engines, and 18 G.Is in three batches were delivered until their replacement by a home design. The last batch was given more powerful 160 hp Mercedes D.III engines and one extra MG, plus twice the armor. A single UWD, converted floatplane was also ordered by the Navy in April 1915, and flew in February 1916, quickly named the Trojan Horse. It was lost after an October 1916 hard landing.


The Gotha-Ursinus was the only one using this unorthodox upper-wing fuselage arrangement, which had some advantages, but also drawbacks, partly corrected with the late production of the plane at the end of 1915. They were mostly used for defensive patrols and reconnaissance than bombing by 1917 for the survivors, as they made easy targets for fighters.



Gotha G.II 1915

(To Come)

Read More/Sources

https://en.wikipedia.org/wiki/Gothaer_Waggonfabrik
http://webopac.hwwa.de/Digiview/Digiview_GKD.cfm?IFIS=042798 Wikipedia Gotha B types
On militaer-wissen.de
https://web.archive.org/web/20101127020037/http://luftfahrtmuseum.com/htmd/dth/gotha.htm