Albatros C.V

   Availability of new, more powerful engines resulted in the second generation of Albatros C-types. Albatros designers continued to use the same semi-monocoque fuselage construction and wood, wire, and fabric wings while emphasizing improved streamlining. Two new types were developed almost in parallel that used some of the same components, such as wings and tail surfaces.
   First to reach the front was the Albatros C.V using the 220 hp Mercedes D.IV eight-cylinder engine. It was closely followed by the Albatros C.VII using the 200 hp Benz Bz.IV engine. The different engines gave these similar aircraft different performance characteristics and consequently they were used for different combat roles.
   In January 1915 Idflieg gave development contracts for engines of 200 hp or more to Benz, Daimler (manufacturers of Mercedes engines), and Korting. Mercedes began work on two different engines to meet this requirement. The D.IV engine was an enlargement of the 160 hp, six-cylinder Mercedes D.III by the simple expedient of adding two more cylinders. The resulting engine, rated at 220 hp, was the first of the two to become available. The D.IVa engine was a totally new six-cylinder design that took longer to develop; when available it was rated at 260 hp.
   The Albatros C.V was designed around the first of these engines to become available, the 220 hp Mercedes D.IV. This straight-eight engine, the only such engine flown operationally during the war, was viewed as an interim engine and only a limited quantity were ordered pending availability of the more advanced Mercedes D.IVa.
   The D.IV had an integral propeller reduction gear that had two notable consequences. First, the thrust line of the propeller was raised above the crankshaft. This enabled the engine to be mounted lower in the airframe and allowed it to be fully cowled, improving streamlining. Second, the gear reduced 1400 RPM engine speed to 900 RPM for the propeller, allowing a larger, slower-turning and more efficient propeller to be used.
   The result was that the streamlined, more powerful C.V was significantly faster than preceding Albatros C-types. In fact, when it arrived at the front in July 1916 the C.V was faster than any Allied fighter at the front! This was a remarkable result for an essentially evolutionary design that was a product of a powerful new engine combined with careful development by Albatros. This happy result was also the only time an Albatros two-seater design provided such superior performance.
   The C.V's speed and climb made it a natural for long-range photo-reconnaissance missions and this was the role in which it excelled. Being larger and substantially heavier than earlier Albatros C-types, it lacked their maneuverability and was not at its best during general-purpose reconnaissance and artillery spotting, where good maneuverability to evade attacking fighters was important. Instead, the C.V was best at using its speed and altitude capability (missions could be flown at 5,200 meters, impressive for 1916) to avoid interception completely, and this it was able to do for many months in combat.
   The first production batches ordered in 1916 totaled 75 C.V aircraft. A final batch of 50 was ordered in January 1917 and these differed from the 1916 model in several respects. The aerodynamic improvements developed for the Albatros C.X and C.XII then in design and test were applied to this batch of C.V aircraft. The lower wingtips were rounded, the ailerons were aerodynamically balanced, and an aerodynamically balanced elevator was fitted. The ear radiators in the 1916 model were replaced by an airfoil-shaped radiator in the upper wing center section. Finally, the lighter control forces due to the aerodynamically-balanced controls enabled a control stick to replace the former control wheel. These changes enhanced maneuverability and performance, which helped the revised C.V/17 remain competitive as new Allied aircraft appeared.
   To differentiate between the two models, the earlier C.V model is denoted as the C.V/16 and the later model as C.V/17. Some C.V/16 models were given the later wings during factory repairs.
   The remaining C.V aircraft were withdrawn from the front in August 1917, and in December there were still 84 C.Vs of the 125 built in inventory, an impressive survival record. A few C.V aircraft were used as advanced trainers after withdrawal from combat, but the simpler, cheaper, easier to fly B.II, C.I, and C.III were much more popular as trainers.
   C.V 1420/17 was used as an airborne testbed for the 2 cm Becker cannon. Firing trials were performed in October and November 1917 with a downward-firing Becker fixed in the rear cockpit. The pilot must have been cramped because he shared the rear cockpit with the cannon, while the observer sat in front and apparently loaded the cannon.


Albatros C-Type Specifications
Albatros C.II Albatros C.III Albatros C.IV Albatros C.V
Engine 150 hp Benz Bz.III 150 hp Benz Bz.III 160 hp Mercedes D.III 160 hp Mercedes D.III 220 hp Mercedes D.IV
Span, Upper - 11.00 m (short span) 11.70 m (long span) - 12.78 m
Span, Lower - 11.04 m (short span) 11.14m (long span) - 12.44 m
Chord, Upper - 1.80 m - 1.80 m
Chord, Lower - 1.70 m - 1.80 m
Gap - 1.65 m - 1.83 m
Wing Area - 34.37 m2 (short span) 37.10 m2 (long span) - 43.4 m2
Wing Dihedral - 1.75° (upper & lower) - 2° (upper & lower)
Wing Sweepback - 1.70° (upper & lower) - -
Length - 7.95 m - 8.95 m
Height - 3.07 m - 4.5 m
Empty Weight - 771 kg - 1,069 kg
Loaded Weight - 1,271 kg - 1,585 kg
Maximum Speed - 135-150 km/h - 170 km/h
Climb to 1,000m - 5 min best, 8 min avg - 4.5 minutes
Climb to 2,000m - 12.5 min best, 22 min avg - 9.5 minutes
Climb to 3,000m - 25 min best, 45 min avg - 16 minutes
Climb to 4,000m - - - 25 minutes


Albatros C.V Production Orders
Order Date Qty Serials
Nov. 1915 3 C.3593-3595/15
March 1916 50 C.1175-1224/16
March 1916* 25 C.1250-1274/16
Jan. 1917 50 C.1371-1420/17
* Built by OAW (C.1251-1275/16?)

Albatros C.VI

   The final first-generation Albatros C-type to be produced was the C.VI. The C.VI was simply a C.III airframe fitted with a 180 hp Argus As.III engine. The Argus had slightly more power than the 160 hp Mercedes in the C.III but was heavier and lost power more quickly with altitude than the Mercedes. Consequently, the C.VI was slightly faster than the C.III at low altitude but had a lower climb rate and ceiling and was not quite as nimble.
   In any case, engine production generally was the main factor limiting aircraft production, so production of the Argus-powered C.VI was a useful supplement to C.III production.
   Although the Frontbestand inventory for the C.VI peaked at 111 on the end of February 1917, the only known order information was for a batch of 75 aircraft placed in May 1916, so either at least one production batch is unknown or the Frontbestand inventory is in error. Because the Frontbestand table was created after the war by one individual from multiple wartime reports, it is known to contain some errors; the number of Albatros C.VI aircraft listed at the front in February 1917 is likely one of them.


Albatros C-Type Specifications
Albatros C.VI Albatros C.VII Albatros C.VIIIN Albatros C.IX Albatros C.X
Engine 180 hp Argus As.Ill 200 hp Benz Bz.IV 160 hp Mercedes D.m 160 hp Mercedes D.m 260 hp Mercedes D.IVa
Span, Upper 11.7m 12.78 m 16.74 m 10.4 m 14.36 m
Span, Lower - 12.40 m - - 14.00 m
Chord, Upper - 1.80 m - - 1.8 m
Chord, Lower - 1.70 m - - 1.6 m
Gap - 1.83 m - - 1.86 m
Wing Area - 43.4 m2 - - 42.7 m2
Wing Dihedral - 2° (upper &. lower) - - 2° (upper & lower)
Length 7.9 m 8.71 m 7.34 m 8.22 m 9.15 m
Height 3.2 m 3.60 m - 2.735 m 3.40 m
Empty Weight 830 kg 1,030 kg - 790 kg 1,088-1,115 kg
Loaded Weight 1,343 kg 1,546 kg - 1,150 kg 1,668-1,695 kg
Maximum Speed 145 km/h 135 km/h 135 km/h 155 km/h 175 km/h
Climb to 1,000m - 5.5 minutes 5 minutes 5 minutes 3 minutes
Climb to 2,000m - 13 minutes - - 6.5 minutes
Climb to 3,000m 35 minutes 21 minutes - - 11 minutes
Climb to 4,000m - 34 minutes - 30 minutes 21 minutes
Climb to 5,000m 49 minutes
Duration 4.5 hours - - 2.5 hours 3/2 hours
Note: C.VII track 1.95 m


Albatros C.VI Production Orders
Order Date Qty Serials
May 1916 75 C.1775-1849/16
Only one order is known but the 111 C.VI aircraft listed in the Frontbestand inventory for February 1917 make it possible more C.VI aircraft were ordered and built. However, the Frontbestand was compiled post-war and does have errors; this is likely one of them.

Albatros C.VII

   The Albatros C.VII was designed along with the C.V Powered by the new 200 hp Benz Bz.IV, a standard production engine of which 7,124 were built during the war, the C.VII was intended for mass production for general-purpose reconnaissance and light bombing duties.
   The C.V and C.VII shared their general appearance and many parts. The C.V, C.VII, and later C.X shared their fin, rudder, horizontal tailplane, and elevators. Idflieg claimed the C.V and C.VII also shared wing cellules, although the ailerons were different, the C.V/16 having plain ailerons and the C.V/17 and C.VII having balanced ailerons. However, the upper wings of the C.V and C.VII were the same in span, airfoil section, and planform. Similarly, the lower wings of the C.V/16 and C.VII were the same, while the C.V/17 lower wing had a different planform with rounded wingtips.
   Like the C.V/16, the C.VII had ear radiators. The key visual difference between the C.V and C.VII was the C.VII had exposed engine cylinder heads while the C.V had its engine fully enclosed. The C.V/17 also featured rounded lower wingtips whereas the lower wings of the C.VII had the same squared-off planform of the C.V/16.
   With its lower power engine, less efficient propeller, and greater drag of its exposed engine, the C.VII was not nearly as fast as the speedy C.V, nor could it match the climb rate and ceiling of the C.V. The C.V routinely flew its long-range reconnaissance missions at 5,200 meters; the service ceiling of the C.VII was about 4,000 meters. While the C.V could often soar above and out run Allied fighters during its long-range photographic missions, the C.VII typically had to fight its way to or from its tasks of medium-range reconnaissance, light bombing, and artillery spotting. Not as handy as the lighter C.III, the C.VII had better climb and ceiling that made interception more difficult.
   The C.VII appeared over the front in September/October 1916, shortly after the C.V, and by February 1917 the C.VII was the most numerous C-type in combat. However, production of the C.VII was completed by the end of 1916 and by April 1917 it was outnumbered by the superior DFW C.V. Although powered by the same engine as the Albatros C.VII, which essentially disappeared from combat by the end of 1917, the DFW C.V served at the front in large numbers until the war's end.
   The C.VII was a strong, stable, well-made aircraft that had sufficient speed, climb, and maneuverability to hold its own in combat until the new generation of Allied fighters powered by the Hispano-Suiza V-8 became numerous in the summer of 1917.
   In addition to production by Albatros, BFW produced the C.VII under license. During type testing of the BFW-built C.VII during 12-25 October 1916 the load tests had to be performed five times, with fixes made between tests, before the aircraft passed. During later load tests of a random production BFW-built aircraft the aircraft again failed, and BFW aircraft were noted for their poor workmanship that compromised their safety.
   After the C.VII was retired from combat it continued to serve as an advanced trainer until the end of the war. The C.VII was the last successful Albatros two-seater design.


Albatros C-Type Specifications
Albatros C.VI Albatros C.VII Albatros C.VIIIN Albatros C.IX Albatros C.X
Engine 180 hp Argus As.Ill 200 hp Benz Bz.IV 160 hp Mercedes D.m 160 hp Mercedes D.m 260 hp Mercedes D.IVa
Span, Upper 11.7m 12.78 m 16.74 m 10.4 m 14.36 m
Span, Lower - 12.40 m - - 14.00 m
Chord, Upper - 1.80 m - - 1.8 m
Chord, Lower - 1.70 m - - 1.6 m
Gap - 1.83 m - - 1.86 m
Wing Area - 43.4 m2 - - 42.7 m2
Wing Dihedral - 2° (upper &. lower) - - 2° (upper & lower)
Length 7.9 m 8.71 m 7.34 m 8.22 m 9.15 m
Height 3.2 m 3.60 m - 2.735 m 3.40 m
Empty Weight 830 kg 1,030 kg - 790 kg 1,088-1,115 kg
Loaded Weight 1,343 kg 1,546 kg - 1,150 kg 1,668-1,695 kg
Maximum Speed 145 km/h 135 km/h 135 km/h 155 km/h 175 km/h
Climb to 1,000m - 5.5 minutes 5 minutes 5 minutes 3 minutes
Climb to 2,000m - 13 minutes - - 6.5 minutes
Climb to 3,000m 35 minutes 21 minutes - - 11 minutes
Climb to 4,000m - 34 minutes - 30 minutes 21 minutes
Climb to 5,000m 49 minutes
Duration 4.5 hours - - 2.5 hours 3/2 hours
Note: C.VII track 1.95 m


Albatros C.VII Production Orders
Order Date Mfr Qty Serials
1916 Alb* 25 C.1225-1249/16
1916 Alb* 100 C.1275-1374/16
July 1916 Alb 100 C.2174-2273/16
July 1916 BFW 75 C.3000-3074/16
Sep. 1916 BFW 100 C.3500-3599/16
Oct. 1916 BFW 75 C.3724-3798/16
Oct. 1916 BFW 25 C.7700-7724/16
1917 Alb 1 C.8200/17
* Built later than batch ordered July 1916; serials assigned originally to C.V order that was not built. Alb. C.VII(Bay) = Bay C.II

Albatros C.IX

   In August 1916 Idflieg issued technical specifications for lightened C-type aircraft powered by 160-180 h.p. engines. The light C-type, or CL-type, was intended to be a two-seat escort fighter, short-range reconnaissance aircraft and artillery spotter, and ground-attack aircraft. Two companies, Halberstadt and Hannover, created excellent CL-designs that entered production in mid- 1917 and served successfully until the armistice. Albatros also designed a couple of aircraft to this requirement, but these did not enter production.
   The Albatros C.IX was built in 1917 and appears to have been designed with the CL-specification in mind. The C.IX was a single-bay biplane that was notably smaller than earlier Albatros two-bay C-types. Unsurprisingly, the C.IX used the same semi-monocoque wood fuselage structure as the successful Albatros fighters and was powered by the same 160 hp Mercedes D.III engine. However, the wing design featured two spars for both upper and lower wings with X-struts in addition to parallel struts for robust interplane bracing. These interplane struts appear heavier than needed. The lower wing was straight with rounded tips, while the upper wing was mounted forward with a large cut-out over the pilot for better visibility and access, and was sharply swept-back to maintain the proper center of lift. Although not fitted, the C.IX was designed to mount the standard German two-seater armament of a fixed Spandau machine gun for the pilot and a flexible Parabellum machine gun for the observer.
   The Albatros C.IX did no go into production and only three were built. It is mainly known for its association with the Red Baron, Manfred von Richthofen, who briefly used one as a squadron hack; however, one served with Flieger Abteilung 12 in 1918.


The excellent Hannover CL.II was placed in production. It had better speed and climb than the Albatros C.IX and was also noted for its maneuverability, something the C.IX was unlikely to have matched. The Albatros C.XIII fared better in comparison but had a single-spar lower wing that caused structural problems in Albatros fighters.
Comparison of Albatros C.IX & C.XIII to Hannover CL.II
Albatros C.IX Albatros C.XIII Hannover CL.II
Engine: 160 hp Mercedes D.III 160 hp Mercedes D.III 180 hp Argus As.Ill
Wing Span 10.4 m (34.1 ft.) 10.0 m (32.8 ft.) 11.95 m (39.2 ft.)
Length 8.22 m (27.0ft.) 7.8 m (25.6 ft.) 7.8 m (25.6 ft.)
Empty Weight 790 kg (1,742 lb.) 700 kg (1,543 lb.) 773 kg (1,704 lb.)
Loaded Weight 1,150 kg (2,535 lb.) 1,060 kg (2,337 lb.) 1,133 kg (2,498 lb.)
Maximum Speed 155 km/h (97 mph) 165 km/h (103 mph) 165 km/h (103 mph)
Climb to 1000 m 5 min. 4 min. 4 min.
Climb to 4000 m 30 min. - -
Climb to 5000 m - 47 min. 32 min.
Armament: 1 flexible machine gun & 1 fixed machine gun 1 flexible machine gun & 1 fixed machine gun 1 flexible machine gun & 1 fixed machine gun


Albatros C-Type Specifications
Albatros C.VI Albatros C.VII Albatros C.VIIIN Albatros C.IX Albatros C.X
Engine 180 hp Argus As.Ill 200 hp Benz Bz.IV 160 hp Mercedes D.m 160 hp Mercedes D.m 260 hp Mercedes D.IVa
Span, Upper 11.7m 12.78 m 16.74 m 10.4 m 14.36 m
Span, Lower - 12.40 m - - 14.00 m
Chord, Upper - 1.80 m - - 1.8 m
Chord, Lower - 1.70 m - - 1.6 m
Gap - 1.83 m - - 1.86 m
Wing Area - 43.4 m2 - - 42.7 m2
Wing Dihedral - 2° (upper &. lower) - - 2° (upper & lower)
Length 7.9 m 8.71 m 7.34 m 8.22 m 9.15 m
Height 3.2 m 3.60 m - 2.735 m 3.40 m
Empty Weight 830 kg 1,030 kg - 790 kg 1,088-1,115 kg
Loaded Weight 1,343 kg 1,546 kg - 1,150 kg 1,668-1,695 kg
Maximum Speed 145 km/h 135 km/h 135 km/h 155 km/h 175 km/h
Climb to 1,000m - 5.5 minutes 5 minutes 5 minutes 3 minutes
Climb to 2,000m - 13 minutes - - 6.5 minutes
Climb to 3,000m 35 minutes 21 minutes - - 11 minutes
Climb to 4,000m - 34 minutes - 30 minutes 21 minutes
Climb to 5,000m 49 minutes
Duration 4.5 hours - - 2.5 hours 3/2 hours
Note: C.VII track 1.95 m


Albatros C.IX Orders
Order Date Qty Serials
1916 3 C.4506-4508/16

Albatros C.X

   The next generation of Albatros C-types, the C.X and C.XII, were characterized by their use of the newly available 260 hp Mercedes D.IVa six-cylinder engine. The C.X greatly resembled the earlier C.VII; the two types shared their configuration and typical Albatros structure. The prototype C.X aircraft even used ear radiators like the C.VII, but production C.X aircraft used an airfoil radiator in the upper center section.
   When the Mercedes D.IVa engine became available in the second half of 2016, Idflieg published technical requirements for a new long-range reconnaissance plane using the new engine. The Albatros C.X and Rumpler C.IV proposals were selected for prototyping, and construction of the C.X began in August or September 1916.
   The C.X used a larger wing than the C.V and C.VII, and for the first time Albatros used a new box spar design driven by the shortage of aircraft-quality lumber. Other than that, the C.X was basically an enlarged C.VII. Both the C.X and competing Rumpler C.IV had flown by 2 October 1916. Load tests on C.X airframe work number 2910 were performed at Adlershof during 10-14 October. The airframe passed four of the five load cases. A strengthened wing as tested on 21 October and again failed. Once the ribs behind the rear spar were strengthened the wing passed a third attempt on 21 November.
   Production C.X aircraft differed from the prototypes in having airfoil radiators and ailerons on all four wings. The lower wingtips were also rounded, perhaps as a result of observing the rounded lower wingtips on the Rumpler. However, the C.X adhered to the typical Albatros design and construction, and many C.X parts such as the tailplane, elevator, rudder, and parts of the landing gear and controls were common to the C.V and C.VII. The return line for the coolant from the wing radiator was led through the forward port center-section strut for improved streamlining, a detail copied from the LVG C.IV. Idflieg had prohibited this by the time the C.X was type-tested due to cooling problems caused by reduced water flow; regardless, many C.X aircraft had this feature, likely due to use of parts built before the prohibition. At least one C.X, C.6831/16, was fitted with an eight-cylinder Mercedes D.IV engine and lasted into 1918.
   During prototype evaluation it soon became clear that the Rumpler C.IV was far superior to the Albatros C.X. Despite that, 400 C.X aircraft were ordered from Albatros, Roland, BFW, and Linke-Hofmann, with OAW building most, and perhaps all, of the Albatros aircraft. At first C.X aircraft built by BFW and Roland were not rated highly by Idflieg, but the problems were resolved; Linke-Hofmann fared better.
   Initially the C.X was relegated to training use, hardly an effective use of the new Mercedes engine, but aircraft reached squadron service in March/April 1917 in parallel with the Rumpler C.IV. The C.X aircraft that saw combat were from the final OAW production batch, although it is not known why earlier production aircraft were not used at the front. The Rumpler C.IV quickly established itself as the premiere German long-range reconnaissance aircraft. In contrast, the C.X had inferior climb and ceiling compared to the Rumpler and was typically slower. Its disappointing performance caused the C.X to be relegated to general-purpose duties with regular two-seater units, where it showed no real advantage over the 200 hp DFW C.V despite supposedly being faster. The C.X was difficult to fly and disappointing in performance, and was soon withdrawn from the front and allocated to training units.


Albatros C-Type Specifications
Albatros C.VI Albatros C.VII Albatros C.VIIIN Albatros C.IX Albatros C.X
Engine 180 hp Argus As.Ill 200 hp Benz Bz.IV 160 hp Mercedes D.m 160 hp Mercedes D.m 260 hp Mercedes D.IVa
Span, Upper 11.7m 12.78 m 16.74 m 10.4 m 14.36 m
Span, Lower - 12.40 m - - 14.00 m
Chord, Upper - 1.80 m - - 1.8 m
Chord, Lower - 1.70 m - - 1.6 m
Gap - 1.83 m - - 1.86 m
Wing Area - 43.4 m2 - - 42.7 m2
Wing Dihedral - 2° (upper &. lower) - - 2° (upper & lower)
Length 7.9 m 8.71 m 7.34 m 8.22 m 9.15 m
Height 3.2 m 3.60 m - 2.735 m 3.40 m
Empty Weight 830 kg 1,030 kg - 790 kg 1,088-1,115 kg
Loaded Weight 1,343 kg 1,546 kg - 1,150 kg 1,668-1,695 kg
Maximum Speed 145 km/h 135 km/h 135 km/h 155 km/h 175 km/h
Climb to 1,000m - 5.5 minutes 5 minutes 5 minutes 3 minutes
Climb to 2,000m - 13 minutes - - 6.5 minutes
Climb to 3,000m 35 minutes 21 minutes - - 11 minutes
Climb to 4,000m - 34 minutes - 30 minutes 21 minutes
Climb to 5,000m 49 minutes
Duration 4.5 hours - - 2.5 hours 3/2 hours
Note: C.VII track 1.95 m


Albatros C.X Production Orders
Order Date Mfr Qty Serials
Oct. 1916 OAW 100 C.5975-6074/16
Oct. 1916 Rol 100 C.6825-6924/16
Oct. 1916 BFW 50 C.7725-7774/16
1916 Li 50 C.8303-8352/16
Nov. 1916 OAW 100 C.9206-9305/16

Albatros C.XII

   The Albatros C.XI was apparently not built, the next Albatros two-seater being the C.XII. The C.XII was a refined derivative of the C.X whose development began in December 1916. The C.XII retained the engine, wings, and structural technology of the C.X combined with a more refined fuselage of more streamlined shape. A look at the Albatros C.VIIIN shows a fuselage and tail very similar to the C.XII, and the C.XII fuselage apparently was derived from the C.VIIIN, with longer nose to accommodate the larger engine and a longer tail to balance it. This was similar to the process used to develop the D.V fighter from the D.III and was similarly ineffective. The empty weight of the C.XII was reduced from the 1,088 kg of the C.X to 1,020 kg, a useful but not dramatic change that made little impact on performance.
   Like the C.X, the C.XII was equipped with the standard two-seater armament of a fixed gun for the pilot and flexible gun for the observer. Cameras and wireless could be installed, and the C.XII could also carry light bombs. The streamlined fuselage had less keel surface so a larger vertical tail supplemented with a fin under the tail were used for stability. The rounded fuselage required longer landing gear legs and the track was increased to 2.20 meters from the 1.95 meters of the C.X for more stability during ground handling. The C.XII cabane strut arrangement was significantly different from that of the C.X and, along with the presence of the under-fuselage fin, is a useful recognition feature distinguishing the two types.
   One of the C.XII prototypes, C.9314/16, was retrofitted with an eight-cylinder Mercedes D.IV engine, perhaps to evaluate using these engines in C.XII training machines.
   The first batch of 300 C.XII aircraft was ordered from Albatros in January, 1917, before the type test had been performed, which began on 1 March. Albatros started delivering C.XII aircraft in May and OAW and BFW-built C.XII deliveries began in June 1917.
   In service the elegant C.XII proved little faster than the C.X. Climb, ceiling, maneuverability, and handling were likely somewhat better due to the C.XII's reduced weight, although this is not reflected in the specifications. This was true of the Johannisthal-built aircraft but OAW-built aircraft proved heavier than those built at Johannisthal, and this extra weight reduced their climb and ceiling to that of the C.X. Despite having the same engine as the Rumpler C.IV and a nearly identical empty weight, the Rumpler was more maneuverable with better handling and slightly faster with far superior climb and ceiling.
   Albatros had slowly evolved their designs from the C.VII through C.X to C.XII. In contrast, Rumpler had taken a bold new approach with their 200 hp C.III and endured major development issues with that aircraft. This paid of when availability of the 260 hp Mercedes enabled the Rumpler C.IV based on the C.III airframe developed with such difficulty. Now Rumpler had a much more efficient wing cellule than Albatros that accounted for the performance difference.
   In service the C.XII suffered serious radiator leakage problems. The radiator housing was a stressed part of the cabane structure and flight loads were transmitted to the radiator housing, causing the soldered seams to leak. By itself this restricted flight duration and required constant repairs.
   Despite its disappointing performance, the C.XII was built in significant numbers and saw service on both the Western and Eastern Fronts. Combat experience soon revealed the C.XII was too vulnerable for long-range reconnaissance missions on the Western Front. First it was relegated to general-purpose, shorter-range reconnaissance duties, then it was removed from active service there, although it continued in service on the less demanding Eastern Front into 1918. Operational service also revealed the streamlined fuselage of the C.XII was not as robust as earlier Albatros C-types and many C.XII aircraft were destroyed in landing accidents, a heavy landing often resulting in the fuselage being broken in two - or even into three pieces.
   Once removed from the front the C.XII was used for training duties, where together with the C.X it continued to demonstrate more difficult handling qualities than earlier Albatros C-types.


Albatros C-Type Specifications
Albatros C.XII Albatros C.XII(OAW) Albatros C.XIII Albatros C.XIV Albatros C.XV
Engine 260 hp Mercedes D.IVa 260 hp Mercedes D.IVa 160 hp Mercedes D.III 220 hp Benz Bz.IVa 220 hp Benz Bz.IVa
Span, Upper 14.37 m 14.24 m 10.00 m 10.4 m 11.8 m
Span, Lower 13.01 m 12.92 m - - -
Chord, Upper 1.8 m 1.8 m - - -
Chord, Lower 1.6 m 1.6 m - - -
Gap 1.73 m (inboard) 1.80 m (outboard) 1.73 m (inboard) 1.80 m (outboard) - - -
Wing Area 42.7 m2 42.7 m2 - - -
Wing Dihedral 3° (upper), 2.5° (lower) 3° (upper), 2.5° (lower) - - -
Length 8.85 m 8.85 m 7.8 m 6.9 m 7.47 m
Height 3.40 m 3.40 m 2.71 m - 3.33 m
Empty Weight 1,020-1,115 kg 1,040-1,115 kg 700 kg 950 kg 859 kg
Loaded Weight 1,638-1,733 kg 1,658-1,733 kg 1,060 kg 1,385 kg 1,320 kg
Maximum Speed 175 km/h 175-180 km/h 165 km/h - 165 km/h
Climb to 1,000m 5 minutes 5 minutes 4 minutes - 3.4 minutes
Climb to 2,000m 11 minutes 11 minutes - - -
Climb to 3,000m 19 minutes 19 minutes - - -
Climb to 4,000m 30 minutes 30 minutes - - -
Climb to 5,000m 45 minutes 45 minutes 47 minutes - -
Climb to 6,000m - - - - 47 minutes
Duration 314 hours - 2.5 hours 3.5 hours 3 hours


Albatros C.XII Production Orders
Order Date Mfr Qty Serials
Dec. 1916 Alb 3 C.9312-9314/16 (1)
Jan. 1917 Alb 150 C.1050-1199/17 (2)
Jan. 1917 OAW 150 C.1200-1349/17 (3)
Feb. 1917 BFW 200 (4) C.1800-1999/17
March 1917 Li 25 (5) C.2350-2374/17
Notes: 1. Prototypes. 2. No data from C.l 150/17 on. 3. All delivered. 4. Last 20 aircraft (1980-1999/17) cancelled. 5. Order cancelled. Total 528 ordered, 483 completed, 433 delivered.

Albatros C.XIII

   After the failure of the Albatros C.IX to reach production for the light C-type role, Albatros created another design to the same Idflieg specification. The resulting C.XIII, had a single-bay configuration like the C.IX and, obviously based on the Albatros D.V fighter, was intended for the CL-role. A compact, streamlined aircraft, it was powered by the same 160 hp Mercedes D.III used in the D.V fighter and earlier C.IX prototype. The cockpits were very close for crew coordination. Unfortunately, the C.XIII retained the single-spar lower wing already proved structurally unsatisfactory in the Albatros D.V. Armament was the standard German two-seater fit of a fixed Spandau machine gun for the pilot and a flexible Parabellum machine gun for the observer.
   Normally Idflieg would order three examples of a new prototype. However, only a single C.XIII was apparently built.
   Albatros' second attempt at a light C-type, the C.XIII, was more convincing than its C.IX. It was more refined, with no protrusions, and was much lighter than the C.IX or Hannover. It looked aggressive, and, except for high-altitude climb rate, its performance matched the Hannover. However, to achieve its light weight the C.XIII retained the single-spar lower wing of the D.V, so undoubtedly inherited its structural weakness, whereas the Hannover was a very robust design. Furthermore, the C.XIII may not have matched the Hannover's excellent maneuverability. With a more robust two-spar lower wing like that of the Pfalz D.III, the C.XIII might have been competitive.


The excellent Hannover CL.II was placed in production. It had better speed and climb than the Albatros C.IX and was also noted for its maneuverability, something the C.IX was unlikely to have matched. The Albatros C.XIII fared better in comparison but had a single-spar lower wing that caused structural problems in Albatros fighters.
Comparison of Albatros C.IX & C.XIII to Hannover CL.II
Albatros C.IX Albatros C.XIII Hannover CL.II
Engine: 160 hp Mercedes D.III 160 hp Mercedes D.III 180 hp Argus As.Ill
Wing Span 10.4 m (34.1 ft.) 10.0 m (32.8 ft.) 11.95 m (39.2 ft.)
Length 8.22 m (27.0ft.) 7.8 m (25.6 ft.) 7.8 m (25.6 ft.)
Empty Weight 790 kg (1,742 lb.) 700 kg (1,543 lb.) 773 kg (1,704 lb.)
Loaded Weight 1,150 kg (2,535 lb.) 1,060 kg (2,337 lb.) 1,133 kg (2,498 lb.)
Maximum Speed 155 km/h (97 mph) 165 km/h (103 mph) 165 km/h (103 mph)
Climb to 1000 m 5 min. 4 min. 4 min.
Climb to 4000 m 30 min. - -
Climb to 5000 m - 47 min. 32 min.
Armament: 1 flexible machine gun & 1 fixed machine gun 1 flexible machine gun & 1 fixed machine gun 1 flexible machine gun & 1 fixed machine gun


Albatros C-Type Specifications
Albatros C.XII Albatros C.XII(OAW) Albatros C.XIII Albatros C.XIV Albatros C.XV
Engine 260 hp Mercedes D.IVa 260 hp Mercedes D.IVa 160 hp Mercedes D.III 220 hp Benz Bz.IVa 220 hp Benz Bz.IVa
Span, Upper 14.37 m 14.24 m 10.00 m 10.4 m 11.8 m
Span, Lower 13.01 m 12.92 m - - -
Chord, Upper 1.8 m 1.8 m - - -
Chord, Lower 1.6 m 1.6 m - - -
Gap 1.73 m (inboard) 1.80 m (outboard) 1.73 m (inboard) 1.80 m (outboard) - - -
Wing Area 42.7 m2 42.7 m2 - - -
Wing Dihedral 3° (upper), 2.5° (lower) 3° (upper), 2.5° (lower) - - -
Length 8.85 m 8.85 m 7.8 m 6.9 m 7.47 m
Height 3.40 m 3.40 m 2.71 m - 3.33 m
Empty Weight 1,020-1,115 kg 1,040-1,115 kg 700 kg 950 kg 859 kg
Loaded Weight 1,638-1,733 kg 1,658-1,733 kg 1,060 kg 1,385 kg 1,320 kg
Maximum Speed 175 km/h 175-180 km/h 165 km/h - 165 km/h
Climb to 1,000m 5 minutes 5 minutes 4 minutes - 3.4 minutes
Climb to 2,000m 11 minutes 11 minutes - - -
Climb to 3,000m 19 minutes 19 minutes - - -
Climb to 4,000m 30 minutes 30 minutes - - -
Climb to 5,000m 45 minutes 45 minutes 47 minutes - -
Climb to 6,000m - - - - 47 minutes
Duration 314 hours - 2.5 hours 3.5 hours 3 hours

Albatros C.XIV

   After the relative failure of the large, elegant C.XII Albatros reconsidered their design direction for two-seat reconnaissance planes. The compact C.XIV was the result.
   Powered by a 220 hp Benz Bz.IVa engine, the C.XIV had little of the elegance of the larger C.XII and was the first Albatros aircraft with staggered wings, a feature intended to improve the field of view for the crew.
   The C.XIV remained a prototype but had sufficient promise that it was developed into the C.XV reconnaissance aircraft, the last Albatros wartime two-seater to reach production.


Albatros C.XV

   A redesign of the compact C.XIV prototype led to the production C.XV. Like the C.XIV, the C.XV was powered by a 220 hp Benz Bz.IVa engine. The C.XV closely followed the overall design of the C.XIV; however, a number of improvements were made to the design to improve performance and handling.
   The C.XV was slightly larger than the C.XIV, but despite that was lighter, upgrading performance and maneuverability. To further improve handling and maneuverability, the ailerons were aerodynamically balanced, which reduced the force the pilot need to exert on the ailerons.
   The crew members were placed close together to enable them to better coordinate during flight. To improve the pilot's field of view the upper wing cutout for the C.XV was enlarged compared to that of the C.XIV. These refinements of the basic C.XIV design created a fine, general-purpose reconnaissance aircraft that became the last Albatros wartime two-seater to reach production.
   Few C.XV aircraft had reached the front before the Armistice, but the type went on to a successful post-war career both in civil and military use. Poland received 18, mostly new, Albatros C.XV biplanes obtained by Capt. William's mission in Gdansk. The aircraft were collected at Poznan-Lawica airfield and delivered to CWL and CSL for assembly. The first (CWL refurbished 23.1) was delivered to the 16th EW but crashed on 12 August 1920, soon after leaving the Warszawa-Mokotow airfield. It went into a spin from about 100 m and did not recover, the crew being killed in the crash. Two were reported to have served with the 12 EW against actions against Budyonny's cavalry. The type also served with the 8, 14, and 16 EW and the 21 EN, participating in the Battle of Niemen, actions in Groodno and Lida. After the war they were quickly dropped from frontline service and used mainly for training. The last C.XV was in service at Grudziadz until November 1921. One, marked D.414, served with the 21st Assault Squadron. The C.XV remained in service till at least 1926.
   Lithuania operated one, serial N8, until at least 1927, when it appeared in a fish scale finish.
   The German forces retreating from the Baltic in 1918 left behind a number of aircraft. From these Latvia acquired C.XV 7818/18, however it was considered too badly damaged to repair.
   In 1922, the Nationalist Forces in Turkey sent Saffet Arikan and Nuri Conker to Germany to purchase military aircraft. 21 Albatros C.XV biplanes were obtained, however it was difficult to ship them to Turkey due to the opposition and the Allied occupying forces. The aircraft were shipped via train to Russia and from thereby ship to Samsun, a Nationalist Turkish harbour on the Black Sea. On 29 July 1922, Capt. Sadettin was sent with a pilot, technician, and a mechanic to prepare as many aircraft as possible and get them to Ankara. Only two Albatros C.XV machines were able to be erected from the remains of those shipped.
   These two Albatros reconnaissance machines took part in the Turkish Great Offensive that commenced on 26 August 1922. Their service life was brief, being struck off in 1923.
   A photograph shows the wreck of a crashed C.XV in the markings of the Count Keller Air Detachment of the Western White Russian Army. The aircraft is thought to have served in the Riga, Latvia, theatre, circa 1919.
   The Kingdom of Albania apparently received five Albatros L.45, the C.XV civilian conversion. A number of C.XV biplanes entered the German civil register as Albatros L.47 civil conversions. There was also an L.47b, but the difference in this sub-type is unknown. D-109, D-140, D-179 , D-185, D-186, D-300, D-407 and D-586 are recorded as C.XV biplanes in different references. (Ries gives D-109 as a Rumpler D.I and D-140 as an Alb. C.III. D-179 is also recorded as Fokker D.VII 7609/18 used by the DLR company. D-185 is also recorded as a Sablatnig type and D-407 as a DFLW D VIIIa.)
   Lt. G. Koppen of the Netherlands obtained Albatros C.XV 7838/18 as a civil aircraft with German registration D-407. He intended to fly this machine to the Netherlands East Indies in February 1920, but bureaucratic hurdles could not be surmounted and the flight was not attempted. In 1927 Koppen finally made a flight to Batavia as copilot to KLM pilot G. Frijns in a Fokker VIIa.3m.


Albatros C-Type Specifications
Albatros C.XII Albatros C.XII(OAW) Albatros C.XIII Albatros C.XIV Albatros C.XV
Engine 260 hp Mercedes D.IVa 260 hp Mercedes D.IVa 160 hp Mercedes D.III 220 hp Benz Bz.IVa 220 hp Benz Bz.IVa
Span, Upper 14.37 m 14.24 m 10.00 m 10.4 m 11.8 m
Span, Lower 13.01 m 12.92 m - - -
Chord, Upper 1.8 m 1.8 m - - -
Chord, Lower 1.6 m 1.6 m - - -
Gap 1.73 m (inboard) 1.80 m (outboard) 1.73 m (inboard) 1.80 m (outboard) - - -
Wing Area 42.7 m2 42.7 m2 - - -
Wing Dihedral 3° (upper), 2.5° (lower) 3° (upper), 2.5° (lower) - - -
Length 8.85 m 8.85 m 7.8 m 6.9 m 7.47 m
Height 3.40 m 3.40 m 2.71 m - 3.33 m
Empty Weight 1,020-1,115 kg 1,040-1,115 kg 700 kg 950 kg 859 kg
Loaded Weight 1,638-1,733 kg 1,658-1,733 kg 1,060 kg 1,385 kg 1,320 kg
Maximum Speed 175 km/h 175-180 km/h 165 km/h - 165 km/h
Climb to 1,000m 5 minutes 5 minutes 4 minutes - 3.4 minutes
Climb to 2,000m 11 minutes 11 minutes - - -
Climb to 3,000m 19 minutes 19 minutes - - -
Climb to 4,000m 30 minutes 30 minutes - - -
Climb to 5,000m 45 minutes 45 minutes 47 minutes - -
Climb to 6,000m - - - - 47 minutes
Duration 314 hours - 2.5 hours 3.5 hours 3 hours