А.Александров, Г.Петров Крылатые пленники России

Трудно установить, "Авиатик Б. I" походил на "Альбатрос Б. I" (21) или наоборот: тот же 100-сильный мотор, те же радиаторы "Хазет", та же двух- или трехстоечная коробка крыльев... Следует искать более мелкие отличия. Фирма "Альбатрос Верке АГ" (Albatros Werke AG) была основана в 1909 г. и первой ее продукцией стали выпускавшиеся по лицензии аппараты французской конструкции "Антуанетт", "Фарман", "Соммер" (Antoinette, Farman, Sommer). Затем последовали "Голуби" Этриха различных конфигураций, а всего за 1911-1913 г.г. компания произвела 106 бипланов и 37 монопланов. После назначения в 1913 г. главным конструктором Эрнста Хейнкеля (Ernst Heinkel) началась работа над машинами класса Б, чье рождение было подготовлено трудами дипломированного инженера Громана (Grohmann). Первая модель не получила широкого распространения, хотя в 1914 г. она являлась одной из основных в германской авиации. Ее прочный, обшитый плоскими фанерными листами корпус повторялся в более поздних типах. Первоначально его не красили, а только лакировали, но у пленного аппарата, изображенного на снимке 21, киль и руль поворота покрыты белой краской.
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   Немцы снабжали "Альбатросами Б. I" и своих австро-венгерских союзников, у которых эти аэропланы, наряду с бипланами Б. II, были сначала известны под порядковыми номерами, а затем как серия 21. Захваченная русскими, одна из таких машин с номером 21.20 запечатлена на снимке 25 (из коллекции Т. Копанского). Знакомые красно-белые полосы и черные кресты почти в средней части крыльев выглядят более естественно, чем русская трехцветная кокарда на хвосте пленной германской "птицы", представленной на следующем кадре (26, а): круги выписаны на месте бывшего креста, который все еще просматривается через средний - синий - цвет недостаточный плотности. Еще интересней на этой картинке тросовая проводка управления элеронами, идущая из задней, пилотской кабины. Зная о трудностях соседей с производством самолетов и желая расширить свой рынок, в 1914 г. компания " Альбатрос" открыла дочернее предприятие в Австро-Венгрии, названное сначала тем же именем, но трансформированное в начале 1917 г. в "Феникс Флюгцойгверке АГ" (Oesterreichisch-Ungarische Albatros-Flugzeugwerke AG, затем Phonix Flugzeugwerke AG). Помимо прототипа с обозначением 20.01, из цехов австро-венгерского "Альбатроса" модель Б. I выходила в сериях 23, 21.3, 24, 24.5, 22 и 21.7, но все ее представители несколько отличались от германского базового образца, коим служил "Альбатрос Б. II". На фотографии 26, б (из коллекции М. Маслова) трофейный австрийский "Альбатрос" с сохранившимся на фюзеляже номером 23.03 и именем UZ находится в ангаре 6-го авиапарка (второй аппарат слева).
   Вообще, переход от Б. I к Б. II был незаметен и, вероятно, четко очерченной конструктивной границы между двумя типами не существовало. Модель Б. II всегда являлась двухстоечным бипланом с остроугольным килем и рулем поворота, она оснащалась двигателями "Мерседес Д. I" 100 л. с. и "Мерседес Д. II" 120 л. с. (соответственно модели Б. II и Б. Па), "Бенц Бц. II" 110 л. с. (Б. II) и "Аргус Ас. II" 120 л. с. (Б. IIа) и производилась по лицензии 7 германскими фабриками, в том числе варшавской "Рефла Милитер-Веркштетен" (Refla Militar-Werkstatten). Упомянутая модификация Б. Па оборудовалась двойным управлением и служила учебной машиной первой ступени до самого конца войны. "Альбатрос Б. II", обладая хорошими летными характеристиками и экономичным двигателем, пришелся, что называется, ко двору в учебных подразделениях, что и обеспечило продолжение его карьеры даже после отзыва из боевых частей. Став популярным в германской авиации, в 1915 г. тип Б. II начал "поступать" и в русскую, где он естественным образом сохранял все свои черты, за исключением опознавательных знаков: наши наносились поверх неприятельских (27). Любопытно, что зимой в заснеженной России пленные аппараты продолжали использоваться на колесном шасси (28; не исключено, что данный "Альбатрос" принадлежал 12-му, интернациональному отряду истребителей, в котором служили летчики: поручик Жеребцов, русский; штабс-капитан Зветко Старипавлов, болгарин; поручик Ян Махлапуу, эстонец; и охотник Инсельберг, немец. С ними летал наблюдателем подпоручик Вальфрид Эрхард Никанен, финн), хотя позднее оно все-таки заменялось лыжами. Весной или в оттепель на раскисших летных полях случались аварии (29, из коллекции Т. Копанского), но ведь и на более твердом грунте без них не обходилось (30, из коллекции Т. Копанского). К несчастным случаям вели и неграмотные действия пилотов и механиков. Вопрос: "Что же он делает?" - невольно возникает при взгляде на снимок 31, где служивый прямо-таки борется с пропеллером. В то же время наши и неприятельские авиаторы старались обезопасить себя от нежелательных случайностей, а потому некоторые машины имели "бронированный пол кабины" - как та, что на фотографии 32. Рядом с самолетом стоит прапорщик К. К. Арцеулов из 18-го корпусного авиаотряда. Впоследствии он стал известным летчиком-истребителем, но в 1915 г., после окончания Качинской (Севастопольской) школы, его основной фронтовой работой были воздушная разведка и корректировка артогня. Во время таких вылетов случалось всякое. Так например, 13 апреля 1915 г. трофейный "Альбатрос Б. II" с номером Б. 389/15 (последняя цифра указывает год выпуска), пилотируемый поручиком Георгием Борейш и наблюдателем поручиком Леонтьевым из 23-го корпусного отряда, не вернулся с боевого задания, по-видимому сев на вражеской территории (33, а и б). А вот, вероятно, и плененный австрийский аналог германской модели Б. II, "Альбатрос Б. I", скорее всего, серии 23, стоящий на фоне ангаров "Бессоно" (Bessonneau) 6-й авиароты (34, из коллекции М. Маслова). Такие самолеты отличались от немецкого прототипа несколько увеличенными размерами и усиленной конструкцией и оснащались 145-сильными моторами "Хиро" (Hiero) с левыми выхлопными патрубками. С марта по сентябрь 1915 г. они действовали против русских в составе 5, 7, 8,10 и 15-го отрядов.

O.Thetford, P.Gray German Aircraft of the First World War (Putnam)

Albatros B II

   Before the introduction of the C class machine with an engine of upwards of 150 h.p., all unarmed two-seater biplanes in the German air force came into the B category irrespective of power. They were used initially as reconnaissance machines and subsequently for primary training duties.
   One such machine within this category to see long and widespread usage was the Albatros B II. It was a development of the pre-war three-bay Albatros B I machine, and was itself also of pre-war origin. The immensely strong plywood covered, slab-sided fuselage (first designed and used by Dipl. Ing. Grohmann in some ten aircraft before the B I), and which was to become the hallmark of so many Albatros two-seaters, was continued. It was based on four main longerons which were of ash forward of the cockpits and spruce aft of this point, and tapered to a vertical knife-edge at the rear. A rounded metal panel at the extreme nose end provided evidence that some, albeit very little, consideration had been given to "nose entry" otherwise the 100 h.p. Mercedes engine, with its cumbersome chimney exhaust manifold, was fitted to the bearers with most of the cylinder block exposed.
   As was often the case with these early machines, the pilot sat in the rear cockpit and the observer sat forward under the centre-section trestle, with no little restriction of view, although some concession to downward visibility was made in the large, square cut-outs in the lower wing roots. The usual radiator accoutrements of the period cluttered the fuselage sides adjacent to the front cockpit.
   The large, triangular, tail surfaces stemming from the B I, and to be perpetuated in the later C I, were to be seen. Both the fixed surfaces and the unbalanced rudder and elevator control surfaces were a light-gauge welded steel tube structure with fabric covering. The fin and tail-plane were braced with a streamlined steel strut.
   In the wing structure there was little departure from previous practice except to standardise on a two-bay cellule, with the top wing of slightly greater span than the bottom. By being built up on two box-spars, with the rearmost spar at approximately mid-chord and with wooden ribs of thin aerofoil section, an extremely flexible trailing edge resulted, which obtained a considerable degree of inherent stability. This asset was considered a prerequisite in these early aeroplanes and characterised many subsequent Albatros two-seaters. The ailerons were of the same structural medium as the tail surfaces and had a slight inverse taper with considerable wash-out. The operating cables were rather untidily run externally along the surfaces of the lower wing and led up to the actuating crank over pulleys near the lower extremity of the rear, outer, interplane struts.
   A quite orthodox vee-type undercarriage chassis, of streamline section steel tube, was fitted, and a claw-type brake was mounted on the centre of the axle. The ash tailskid was mounted externally on an inverted pylon structure and sprung with elastic shock chord.
   The Albatros B II operated on reconnaissance duties from the beginning of the War until well into 1915, when the hostile activities of the Allied scouts hastened the withdrawal of the B type machines and their replacement with the armed, and more powerful, C type two-seaters. However, the docility of the Albatros B II's flying characteristics, combined with the economy of its low horse-power motor, admirably suited it for training duties, and in such manner it continued to serve the German flying services.
   At a later date the airframe was strengthened, especially the tail section, and the radiators were removed from the fuselage sides to a neater installation in front of the centre-section leading-edge; additionally 100 h.p. Mercedes D I, 120 h.p. Mercedes D II or 120 h.p. Argus As II engines were installed. In this version the machine was known as the B IIa, otherwise it differed little from the B II. Dual control was fitted and the machine was used almost exclusively for ab initio pilot training until the end of the War.

TECHNICAL DATA
   Description: Two-seat reconnaissance and training duties.
   Manufacturers: Albatros Werke G.m.b.H. (Alb.).
   Sub-contractors: Ostdeutsche Albatros Werke (OAW), Bayerische Flugzeug-Werke A.G. (Bay), Luftfahrzeug Gesellschaft (Rol), Linke und Hofmann Werke (IIa only) (Li), Mercur Flugzeugbau (Mer), Kondor Flugzeug-Werke G.m.b.H. (Kon) (IIa only), Refla Militar-Werksliitlcn. Warschau(II only).
   Power Plant: One 100 h.p. Mercedes 6 cylinder in-line water-cooled engine (B II and IIa). Alternatively: 110 h.p. Bz II (B II), 120 h.p. Mercedes D II (B II and IIa), 120 h.p. Argus As II (B IIa).
   Dimensions: Span, 1280 m. (42 ft. 0 in.) B II; 12.960 m. (42 ft. 6 1/4 in.) B IIa. Length, 7.63 m. (25 ft. 0 3/8 in.). Height, 315 m. (10 ft. 4 in.). Wing area, 40.12 sq.m. (433 sq.ft.) B II; 40.64 sq.m. (439 sq.ft.) B IIa.
   Weights: Empty, 723 kg. (1,591 lb.) B II; 698 kg. (1,536 lb.) B IIa. Loaded, 1,071 kg. (2,356 lb.) B II; 1,078 kg. (2,372 lb.) B IIa.
   Performance: Maximum speed, 105 km.hr. (66 m.p.h.) B II; 120 km.hr. (75 m.p.h.). B IIa. Initial climb, 800 m. (2,624 ft.) in 10 min. B II: (2,624 ft.) in 8.2 min. B IIa. Ceiling, 3,000 m. (9,840 ft.). Duration, 4 hr.
   Armament: Nil.

J.Herris Roland Aircraft of WWI (A Centennial Perspective on Great War Airplanes 9)

Roland B.I

   The Roland B.I was in fact the Albatros B.II built under license by Roland. Apparently these aircraft were initially designated Roland B.I (870-881/14), indicating that a dozen were built. To reduce confusion Idflieg started rationalizing aircraft designations in August 1916, and the Roland B.I was sensibly re-designated the Albatros B.II(Rol) by Kogenluft directive on 18 February 1917.

J.Herris Albatros Aircraft of WWI. Vol 1: Early Two-Seaters (A Centennial Perspective on Great War Airplanes 24)

Albatros B.II

   The two-bay Albatros B.II was developed from the three-bay B.I; the B.II wing design was done by Ernst Heinkel, later to head his own aircraft company. In January 1914, a month after the three-bay DD, later B.I, was revealed; Albatros announced to the General-Inspektion des Militar-Verkehrwessens (General Inspector, Military Transport Command) that two new prototypes, the Albatros B.209/13 and B.210/13, had reached 800 meters altitude in just 5.5 minutes (the two-bay machine, later the B.II) and 7.5 minutes (the three-bay machine, later the B.l) with full military load. The Army ordered the two types in small numbers before the war and the B.II was entered in a number of flying contests.
   Pilots used to the more stable, sluggish Taube types criticized the pitch stability of the B.II, and the B.II was also nose heavy in level flight and when gliding. Albatros engineers installed a coil spring between the control stick and the pilot's seat to address this by pulling the elevators slightly up, a solution that also prevented them from dragging on the ground while taxiing. Pilots criticized the spring for creating poor control response; this time the engineers solved the problem by designing larger control surfaces that provided better stability and control - without the spring. In July 1914 the Fliegertruppe ordered that all B.I and B.II aircraft currently in production and all new aircraft should be built with the new, larger tail surfaces, and all aircraft in service would have them retro-fitted at government expense. The order applied to all B.I and B.II aircraft regardless of whether they had the long or short fuselage. Soon after war broke out and not all aircraft could be modified. Of course, the aircraft with longer fuselages were even more stable; the Austro-Hungarian Luftfahrtruppe preferred the greater stability of the long fuselage, whereas the German pilots generally preferred the short-fuselage version that offered slightly better speed and maneuverability.
   Although the three-bay B.I was initially produced in greater numbers than the two-bay B.II, the better performance and lower cost of the B.II gradually made it the favored type. B.I production was ended in spring 1915 and B.II production continued to the end of the war, first as a reconnaissance aircraft, then as a trainer. In fact, the B.II was in such demand as a trainer, and was so easy to build, that it was built under license by eight different manufacturers. Furthermore, to facilitate production a variety of different engines were used, many recycled from crashed or obsolete aircraft. These engines included the 100 hp Argus As.I, Benz Bz.I and Mercedes D.I, the 110 hp Benz Bz.II, and the 120 hp Argus As.II, and Mercedes D.II.

Albatros B.IIa

   As the war continued steel tubing became more expensive and was rationed, so Albatros redesigned the B.II airframe to eliminate as much steel tubing as possible. In the B.IIa a wooden frame replaced fuselage frame 6a made of steel tubing, a change not visible from the outside. The cabane structure and undercarriage struts of the B.II and B.IIa were not interchangeable, but the flying surfaces and wing struts were interchangeable. Both B.II and B.IIa trainers were delivered with the type of controls, single or dual, stick or wheel, specified by Idflieg, and this could vary within the same production batch.
   The Albatros B.II formed a major proportion of the B-types at the front and it was even more successful as a trainer. Orders for the B.II and B.IIa totaled 3,544 aircraft, although not all were completed due to the Armistice, and among WWI German aircraft the Albatros B.II/B.IIa was second only to the very successful DFW C.V, of which 3,955 were built.


Albatros B-Type Specifications
Albatros B.I Albatros B.II & B.IIa Albatros B.III
Engine 100 hp Mercedes D.I * 100-120 hp Argus, Benz, Sc Mercedes 120 hp Mercedes D.II
Span, Upper 14.48 m 12.80 m 11.0 m
Span, Lower - 11.10m -
Chord, Upper 1.80 m 1.80 m -
Chord, Lower 1.80 m 1.80 m -
Gap 1.80 m - -
Stagger - 0 -
Length 8.00 m (short fus.) 8.56 m (long fus.) 7.76 m 7.8 m
Height 3.15 m - -
Wing Dihedral - 2° (upper Si lower) -
Wing Sweepback - 0.5° -
Wing Area - 40.64 m2 -
Empty Weight 752 kg 725 kg -
Loaded Weight 1,197 kg 1,165 kg -
Maximum Speed 100 km/h 105 km/h -
Climb to 800m 10 minutes - -
Climb to 2,000m 35 minutes - -
* Other engines used: 75 hp Mercedes, 120 hp Mercedes D.II, 100 hp Benz Bz.II, 150 hp Benz Bz.III, 150 hp Rapp Rp.III, 140 hp Hiero


Albatros B.I, B.II & B.IIa Production Orders

Serials Types & Notes
B.209/13 to 216/13 Alb B.I/II with small fin/rudder
B.233/16 to 242/13 Alb B.I/II with small fin/rudder
B.27/14 to 31/14 Alb B.I*
B.86/14 to 87/14 Alb B.I*
B.528/14 to 537/14 Alb B.II*
B.766/14 to 784/14 Alb B.I/II*
B.795/14 to 855/14 Alb B.I/II*
B.872/14 to 882/14 Alb B.II(Rol) = Rol B.I*
B.986/14 to 1005/14 Alb B.*
B.1147/14 Alb B.*
B.1200/14 Alb B.I*
B.2/15 to 196/15 Alb B.I/B.II * (maybe other types between)
B.310/15 Alb B.II*
B.563/15 to 574/15 Alb B.II(Rol) = Rol B.I
B.611/15 to 642/15 Alb B.II
B.665/15 to 704/15 Alb B.II
B.864/15 to 875/15 Alb B.II(Rol) = Rol B.I
B.1121/15 to 1134/15 Alb B.II
B.210/16 to 289/16 Alb B.II(Bay) = Bay B.I
B.290/16 to 339/16 Alb B.II(Refla)
B.340/16 to 389/16 Alb B.II(Refla)
B.390/16 to 439/16 Alb B.II(Kon)
B.440/16 to 539/16 Alb B.II(Mer)
B.540/16 to 619/16 Alb B.II(Bay)
B.l 19/17 to 218/17 Alb B.II(Mer)
B.219/17 to 318/17 Alb B.II(Kon)
B.319/17 to 418/17 Alb B.II(Bay)
B.419/17 to 618/17 Alb B.II(Mer)
B.750/17 to 799/17 Alb B.II(Li)
B.620/17 to 688/17 Alb B.II(?)*
B.817/17 to 868/17 Alb B.II(?)*
B.1000/17 to 1249/17 Alb B.II(Rol)
B.1250/17 to 1349/17 Alb B.IIa(Li)
B.1550/17 to 1749/17 Alb B.II
B.1750/17 to 1849/17 Alb B.II(Kon)
B.1850/17 to 1949/17 Alb B.II(?)
B.1950/17 to 2299/17 Alb B.IIa(Rol)
B.2500/17 to 2799/17 Alb B.IIa(Rol)
B.3000/17 to 3049/17 Alb B.II
B.3100/17 to 3199/17 Alb B.II(?)
B.3631/17 Alb B.II*
B.3701/17 Alb B.II*
Production Notes
1. * = not the complete order
2. All built by Albatros or OAW except where licensee shown in type designation
3. Rol = Roland built
4. Bay = BFW built
5. Refla = Refla built
6. Kon = Kondor built
7. Mer = Mercur built
8. Av = Aviatik built
9. Li = Linke Holman built
10. B.II/IIa Production by Year:
1914 total orders 93
1915 total orders 334
1916 total orders 467
1917 total orders 2,650 1914-1918 total orders 3,544
  
  
Albatros B.II & B.IIa Manufacturers
Company Code Notes
Albatros (Johannisthal &. OAW at Schneidemuhl) Alb Production started early 1914.
LFG (Roland), Berlin Rol Production started late 1914.
Maschinen Fabrik Augsburg-Nurnberg (MAN) - At the request of Bavaria two aircraft were built in early 1915, with maiden flight on 27 April. MAN, a heavy equipment manufacturer, was not enthusiastic about building aircraft and its license was cancelled 23 March 1916.
BFW (Bayerische Flugzeugwerke AG, Munich) Bay Produced 72 Albatros C.IIIs, then an order for 80 B.IIIs of 30 August 1916 was changed to B.II trainers.
Albatros-Militar-Werstatten, Warsaw Refla Delivered 118 B.II trainers in 1917 after repair work began to drop off. Another 39 built by end of production 1 April 1918.
Kondor Flugzeugwerke GmbH, Essen Kon In October 1916 contracted to build 50 B.IIs with orders for 300 more in 1917, production to run through 1918.
Mercur Flugzeugbau GmbH, Berlin Mer In Oct. 1916 contracted to build 100 B.II trainers; 350 more ordered in 1917 with deliveries planned to be completed in March 1918.
Automobil und Aviatik AG, Bork Av In June 1917 contracted for 100 B.II trainers; a second order for 100 followed in August.
Linke-Hofmann Werke AG, Breslau Li Built Roland C.IIs and Albatros C.IIIs, C.Xs, and C.XIIs under license. In July 1917 contracted for 200 B.IIa trainers. The order was reduced to 150 with delivery of 30 aircraft/month scheduled to begin in March 1918.
Albatros and Aviatik (Bork) were scheduled to deliver 20 St 10 B.IIs respectively in Nov. St Dec. 1918.


The Albatros B.II in Sweden

   One German-built Albatros B.II landed in Stockholm on 23 July 1914 on its way to St. Petersburg. Overturning on landing, the aircraft was awaiting spare parts when war broke out. The pilot, Lothar Wieland, was allowed to return to Germany, with the Albatros being disassembled and reverse-engineered. In March 1915, the Albatros B.II was selected as the standard aircraft for the Swedish Army Air Service. Four different factories built Albatros B.IIs:
1. Svenska Aeroplanfabriken (SAP) built two for the Swedish Army, designated as the SAF 3. Both were delivered in 1916, and used until 1921.
2. Sodertelge Verkstader (SW) built two variants, designated as the SW 12 St SW 20 of which eight and four were built. The SW 20's were modified to operate on floats, but trials in the summer of 1917 showed that the float-equipped Albatros B.II (SW 20) had vet poor performance.
3. Nordiska Aviatik AB (NAB) built nine as the NAB 9, four of which were delivered to the Swedish Army, two to Finland and three to a civilian flying school at Furusund. One NAB 9 was later sold to Swedish movie industries, being converted as a wind machine.
4. Flygkompaniets Verkstader Malmslatt (FVM) built 25 Albatros B.II's, with 120 h.p. Mercedes engines (13) and 160 h.p. engines (12). Production lasted until 1925.
   No less than 42 were used by the Swedish Army Air Service, with five German-built aircraft entering service with the Naval Air Service. Following the establishment of an independent Flygvapnet (Air Force), between August 1919 and January 1922, five German-built Albatros B.IIa's were delivered to the Swedish Naval Air Service. Used as trainers at Hagernas, the three remaining aircraft were transferred in November 1926 to the newly-established Flygvapnet (Air Force)
   About ten Albatros B.II's were used by a variety of civilian owners until the early 1930s. Three still survive in Sweden, at Flygvapenmuseum (Air Force Museum), SE-ACR in deep storage in Gothenburg and one NAB-built aircraft at the Arlanda Civil Aviation Collection.

Jan Forsgren

J.Forsgren Swedish Military Aircraft 1911-1926 (A Centennial Perspective on Great War Airplanes 68)

Albatros B.lla

  First flown in 1914, the Albatros B.II was widely used during the Great War, initially for aerial reconnaissance but later as a primary trainer. Built in large numbers, Albatros B.II’s continued in service with several air arms well into the 1920’s. In 1920, five former Idflieg Albatros B.IIa’s were acquired by the MFV, being issued with the serial numbers Fb 1 to Fb 5.
  The previous identities are known for three of those airplanes; Johannisthal-built c/n 4880, delivered to MFV on June 12, 1920 as serial number Fb 1; c/n 4911 (Fb 2), delivered on July 1, 1920, and 799/17, delivered on December 20, 1920, as Fb 4. Based at Hagernas just east of Stockholm, the Albatros B.IIs were used for primary flight training. Three of the airplanes, serials 1, 2 and 4, were damaged in the devastating fire at Galarvarvet on August 5/6, 1921. Fb 5 was written off in a crash on September 27, 1924, and struck off charge the following month, along with Fb 3.
  The remaining three airplanes were transferred to Flygvapnet in 1926, eventually being designated as Sk 1. However, they did not arrive at Ljungbyhed until November 1926. Two were civilian-registered as S-AABU (Fb 2, on October 22, 1928), and SE-ACR (Fb 4, on September 10, 1931) respectively. The latter airplane has survived.

Albatros B.lla Technical Data and Performance Characteristics
   Engine: 1 x 120 h.p. Mercedes
   Length: 7,80 m
   Wingspan: 13,10 m
   Height: 3,25 m
   Wing area: n/a
   Empty weight: n/a
   Maximum weight: 1,092 kg
   Maximum speed: 115 km/h
   Armament: -


Albatros B.ll

  On July 26, 1914, the German pilot Lothar Wieland and the Danish passenger Paul Pollner, arrived in Stockholm in an Albatros B.II. Wieland had been sent on a demonstration and sales tour of Northern Europe, with the final destination apparently being St. Petersburg in Czarist Russia. However, upon landing at a muddy part of Ladugardsgarde in central Stockholm, the airplane turned turtle, with the propeller, fin/rudder and landing gear sustaining damage. Although replacement parts were ordered from the factory, these had not arrived when war broke out a few days later. The damaged airplane was eventually purchased for 25,000 kronor by the Swedish government, and incorporated into the Swedish government.
  At the time, the Albatros B.II was the most modern high performance airplane in Sweden. Inspected in minute detail by the engineer Lars Fjallback, who produced a set of plans while simultaneously repairing the airplane at Svenska Aeroplanfabriken (Swedish Airplane Factory, SAF). Following repairs, the Albatros B.II was flown to Malmen, and incorporated into the AFK as serial number 6. The airplane lasted until 1918, when it was written off in a crash.
  In March 1915, it was decreed that the Albatros B.II were to become a standard type of airplane in for primary flight training in AFK service. With its double set of controls, the Albatros B.II was to prove eminently suitable in this role. Fjallback’s drawings became the basis of licence production of the Albatros B.II in Sweden. In the event, between 1915 and 1925, the Albatros B.II was built by four different manufacturers.
  On July 24, 1915, six Albatros B.II 's were ordered from Svenska Aeroplanfabriken (2) and Sodertelge Verkstader (4). The former were designated SAF 3 by the factory, costing 27,000 kronor each, with the latter being designated as the SW 12, being priced at 31,000 kronor each, without engines. The pair of SAF-built airplanes were delivered in March 1916, and issued with the serial numbers 24 and 28. The four SW 12’s (serial numbers 16, 18, 20 and 22) were accepted between September 1915 and January 1916, despite the fact that all of the airplanes failed the contractual altitude test. In July 1916, an additional SW 12 (serial number 34) was delivered to the AFK in exchange for remains of three Farman HF 22’s.
  One SW 12 was experimentally fitted with floats, but proved to be unsuitable, the major issue apparently being the poor rate of climb.
  An order for four additional airplanes was placed with Sodertelge Verkstader on August 26, 1916. These airplanes were designated as the SW 20, essentially a refinement of the basic Albatros B.II. Among the features introduced on the SW 20 was reversing the pilot and observer positions to the more logical front and rear seats, as well as a redesignated fin/rudder. Additionally, the SW 20’s were powered by licence-built (by Vabis) Mercedes D.I engines. Each SW 20 cost 32,000 kronor, including the engine. The SW 20’s were issued with the serial numbers 746, 750, 752 and 754. The latter airplane was sold in early 1918 to Finland via Nordiska Aviatik AB.
  During the fall of 1916, four Albatros B.II’s were ordered from Nordiska Aviatik AB (NAB). Designated as the NAB 9, all four of these airplanes were delivered in 1917, with the serial numbers being 756, 758, 760 and 762 being issued. With Sodertelge Verkstader having ceased producing airplanes, NAB subsequently built a fifth NAB 9 (854) for the AFK. (NAB also built a few additional NAB 9’s for Finland and for the company’s own flying school, but these are out of the scope of this book.)
  As mentioned above, the primary role of the Albatros B.II in AFK service was flight instruction. However, some were also used for long-range neutrality patrols with the 1.Flygavdelningen (1.Flight Section) based at Vanersborg in southwestern Sweden and the 2.Flygavdelningen (2.Flight Section) based at Boden in northern Sweden. However, by late 1918, the Thulin FA had begun to replace the Albatros B.II in the long-range reconnaissance role.
  Production of the Albatros B.II also took place at FVM, Malmen. In the event, FVM went on to produce no less than 25 Albatros B.II’s. Out of these, 13 were powered by 120 h.p. Mercedes D.II engines (known as the Albatros 120), and 12 by 160 h.p. Mercedes engines (known as the Albatros 160). Final delivery took place in 1925.
  Following the establishment of Flygvapnet, 11 FVM-built Albatros 120’s were transferred. However, only eight of those were given the designation Sk 1 (Skolflygplan 1, ie Training Airplane Type 1) on July 1,1928. The final Sk 1’s were struck off charge in 1929.
  Ten Albatros 160’s were transferred to Flygvapnet. In the event, only seven were actually flown. One, serial number 1150, crashed on November 5, 1926. The remaining nine airplanes became 011-019. On July 1, 1926, the Albatros 160 was designated O 2 (Ovningsflygplan 2, ie Practice Airplane Type 2). Primarily used for basic training, the Albatros 160 remained in use until the early 1930’s.The final O 2 was struck off charge in January 1935.
  One FVM Albatros 120 has been preserved.

Albatros B.II (SW 20) Technical Data and Performance Characteristics
   Engine: 1 x 100 h.p. Vabis (licence-built Mercedes D.I)
   Length: 7,77 m
   Wingspan: 13,00 m
   Height: 3,30 m
   Wing area: 42 m2
   Take-off weight: 1,050 kg
   Maximum speed: 112 km/h


Preservation

Albatros B.lla

  One of five Albatros B.Ila’s purchased by the MFV in 1920, this particular airplane was transferred to Flygvapnet in 1926 as serial number 05. Struck off charge on June 27, 1928 (or possibly on April 11, 1929, depending on the source) being deemed an "older type, poor condition”. In the event, the airplane was sold to John S. Ericsson of Gothenburg, receiving the temporary registration SE-94 on May 8, 1931. Just over four months later, on September 10, 1931, the Albatros B.lla was registered as SE-ACR.
  In 1935, ownership of the airplane was transferred (albeit not officially) to the mechanic Evert Larsson, who paid 500 kronor as well as a motorcycle valued at 500 kronor for the old Albatros B.lla. The new owner replaced the Mercedes engine with a 110 h.p. Bristol Lucifer. Already on July 21, 1935, SE-ACR was written off in a crash, with the registration being cancelled shortly afterwards. However, it would appear that Larsson managed to get the airplane airworthy, continuing to fly it until 1939. The airplane was then stored in a barn near Stensjon.
  The Albatros B.lla was eventually rediscovered when an oil-mill company was doing an inventory of its stock of linseed oil. The airplane was in a very poor state of repair, with only the wings being complete. The fuselage was wrecked, with only the forward fuselage steel tube frame being recognizable. Also lacking was the landing gear, pilot’s seat, instrument panel and windscreen. The surviving parts of the Albatros B.lla were transferred by Evert Larsson to the aviation enthusiast Curt Palmblad. In 1961, Larsson donated the airplane to the Gothenburg Museum of Industrial History. Larsson subsequently stated that he had only kept the machine ”in his care”, and that it had been John Ericsson’s intention to transfer the ownership of the airplane to him at some undetermined juncture.
  Eventually restored and put on display as SE-ACR in a blue and silver color scheme, the Albatros B.lla was loaned to the local aviation historical society Kontaktgruppen, and displayed at the Karemo air museum near Kalmar. When the museum folded in the early 1990s, the Albatros B.lla was returned to Gothenburg. This historic airplane remains stored in a disassembled state to this day.


FVM Albatros 120

  Delivered to AFK on August 15, 1925 as serial number 464, this particular Albatros 120 was transferred to Flygvapnet in 1926. In September 1927, the airplane was being repaired. A new serial number, 04, was issued at the same time. On February 20, 1929, a new engine was fitted. By April 1929, the airplane was once again returned to the workshop for repairs.
  Formally struck off charge on June 14, 1929, the Albatros 120 avoided being scrapped. Its Mercedes engine removed, with the airplane being consigned to storage. At some undetermined junction, a wooden engine mock-up was built and fitted to the airplane.
  In 1967, a forward fuselage of a NAB-built Albatros B.II was donated to Flygvapenmuseum by a movie company which had used it as a wind machine, the working Mercedes engine (built by Vabis) was fitted to the Albatros 120. Apparently, it was planned to scrap the forward fuselage due to space considerations and the necessity to avoid duplication. Happily, this was not proceeded with, with the forward fuselage eventually being transferred to Arlanda Flygsamlingar.
  The Albatros 120 is on display at Flygvapenmuseum in Flygvapnet insignia.

M.Dusing German Aviation Industry in WWI. Volume 1 (A Centennial Perspective on Great War Airplanes 84)

Albatros-Werke GmbH, Berlin-Johannisthal (Alb)

Aircraft Development:

<...>
  Shortly thereafter followed the improved model with military designation B.II also with a speed of up to 108 km/h. The climb time to 8,000 m was reduced to 5 minutes with a full load (operating fuel for 4 hours with a payload of 200 kg).
<...>

P.Grosz, G.Haddow, P.Shiemer Austro-Hungarian Army Aircraft of World War One (Flying Machines)

Albatros B.I Series 21

  Between 12 August 1914 and 4 February 1915, the LA purchased 31 Albatros biplanes both from Albatros in Johannisthal and directly from the German air service. These were assigned the designations Alb.1 to Alb.31. In February 1915, the two-bay biplanes (Alb.1 to Alb.26 - German B.II) were re-numbered B.I series 21, and the three-bay biplanes (Alb.27 to Alb.31 - German B.I) became B.I series 22. Evidently this caused confusion, and within a short time the LFT decreed that all German-built Albatros biplanes would carry the same series designation, namely B.I 21.01 to 21.31. These biplanes were powered by the 100 hp Mercedes engine and were unarmed. In practice, many Fliks referred to the aircraft by nicknames such as Lump, Elly, Steffel, Loni, or Muzzl which were often prominently displayed on the fuselage.
  Desperately short of aircraft, air service officers went directly to German factories to pick up the aircraft and fly them home. On 9 September 1914, the British journal The Aeroplane reported that eleven Austrian officers flew six Albatros machines from Johannisthal to Vienna in the early days of the war. As they replaced the war-weary Lohner Pfeilfliegers in August-September 1914, the Albatros machines were praised as the best operational two-seaters by virtue of their ruggedness, pleasant flight characteristics, and easy maintenance. The B.I served with Fliks 1, 5, 8, 10, 11, and 13 on the Russian Front until the fall of 1915.
  The load capacity of the Albatros B.I made it the ideal choice to carry the experimental wireless equipment for frontline trials. On 27 December 1914, Uzelac and Oberleutnant Dr Leopold Kann (who supervised the installation) flew to Flik 1 in Muzzl (Alb.7) in which a wireless transmitter weighing 42 kg (92 lb) and a 220-volt generator weighing 18 kg (40 lb) were installed. What is believed to be the first wartime use of air-to-ground wireless communication to direct artillery fire occurred on 12 January 1915, when two Flik 1 officers, Oberleutnants Max Hesse and Ludwig Dumbacher, successfully spotted the salvoes of a 42cm battery fired against Russian rail supply lines at Tarnow (Galicia) with devastating effect. Subsequently Flik 1 installed similar wireless equipment in three Albatros biplanes. In September 1915 the Albatros B.I series 21 biplanes were withdrawn from operational use and assigned to Fleks 1, 2, and 5 as secondary trainers. Ten were carried in the training command inventory as of February 1917.

Albatros B.I Series 21 (Twin-Bay)
Engine: 100 hp Mercedes
Wing: Span Upper 12.80 m (41.99 ft)
Chord Upper 1.80 m (5.91 ft)
Chord Lower 1.80 m (5.91 ft)
Total Wing Area 20.1 sq m (216 sq ft)
General: Length 7.76 m (25.46 ft)
Height 3.15 m (10.33 ft)
Track 2.19 m (7.18 ft)
Empty Weight 725 kg (1599 lb)
Loaded Weight 1165 kg (2569 lb)
Maximum Speed: 110 km/hr(68 mph)
Climb: 2000m (6,562 ft) in 40 min


Phonix 20.04

  The Phonix 20.04, ordered on 4 March 1915 and powered by a 145 hp Hiero engine, was a standard Albatros B.I(Ph) series 24.5 airframe fitted with a large turret to investigate the suitability of the 3.7cm Hotchkiss rapid-fire cannon for air warfare. Test pilot Antal Feher was at the controls for the first airborne firing trials on 26 February 1917 when five shots were fired at an altitude of 1000 meters (3280 ft). Although the firing results are not known, similar Navy experiments had demonstrated that the firing rate was too slow to achieve effective results. In May 1918, the 20.04 was used for airborne cinematographic experiments before being attached to the weapons research group at Fischamend for trials involving the 12 kg (26 lb) aircraft bomb and the 1 kg (2.2 lb) Fliegermaus anti-personnel bomb. In 1920, the 20.04, less engine, was offered for sale to Czechoslovakia.


Phonix 20.05, 20.06, and 20.07

  On 28 March 1915, Flars ordered three Albatros B.I(Ph) series 24 aircraft, powered by 145 hp Hiero engine, for the purpose of testing various machine gun installations mounted over the center section to provide forward firepower in the absence of a workable interrupter gear. Aircraft 20.07 was used to flight test the first wing cellule designed by Professor Knoller to improve the climbing characteristics of the B.I design. In the spring of 1916, all three aircraft were fitted with the new 200 hp Hiero engine for performance trials involving radiator evaluation and propeller matching. The three Phonix prototypes continued to give useful service. Aircraft 20.05 was flown by Flek 2 as a trainer and written-off in July 1918. Aircraft 20.06, re-engined with a 145 hp Hiero(Mar) engine, was assigned to the Flars test group at Fischamend and in June 1918 used for radio and weapon trials. Aircraft 20.07, modified as a dual-control trainer, was assigned to Flek 2 and written-off in November 1917.


Phonix 20.17

  Only two references to the elusive Phonix 20.17, powered by a 145 hp Hiero engine, have been found. In August 1918 the Phonix 20.17 was attached to Flek 3 at Thalerhof where it was again listed as "stored in damaged condition" in October 1918.


Albatros B.I(Ph) Series 23 (First Series) and Series 21.3

  The Oesterreichisch-Ungarische Albatros Werke (henceforth referred to as Phonix) received its first production contract on 17 August 1914 calling for one prototype (oAlb. 01) and 29 series machines. Two additional aircraft, ordered in March 1915, brought the total delivered to 31. The original designation, oAlb.1 to oAlb.31, was changed to Albatros B.I(Ph) 23.01 to 23.31 in February 1915. The Albatros B.I(Ph) production drawings as prepared by Phonix were based on the German 100/120 hp Albatros B.II but given slightly larger overall dimensions, additional wing bracing, and minor structural changes to accommodate the more powerful 145 hp Hiero engine. The B.I(Ph), like its German B.II counterpart, was a versatile, rugged machine and, being easy to fly, the series remained in training service through 1918.
Acceptances began in January 1915 and the first aircraft arrived at the Front in March. They were used for general reconnaissance work by Fliks 5, 7, 8, 10, and 15 on the Russian Front, by Fliks 6 and 9 in Serbia, and by Fliks 2, 8, and 12 on the Isonzo Front until replaced by newer aircraft beginning September 1915.
  In 1916, about 20 of the B.I(Ph) series 23 aircraft were returned to Phonix for conversion to trainers. In the process, ten became the Albatros B.I(Ph) series 21.3 and the rest became B.I(Ph) series 24 trainers. The new series 21.3 aircraft were fitted with dual controls and Marta-built Hiero engines, and in 1918 three had repaired 100 hp Mercedes engines installed. The converted trainers served with the officer's flying school at Wiener-Neustadt and Fleks 2, 3, 6, 8, 9, and 22 through 1918.
  In several instances the original LFT records regarding the conversion number are ambiguous and confusing, a situation impossible to clarify because the individual aircraft records have been destroyed. Unless noted, the conversions shown below are believed correct:
Conversion Number Original Number Conversion Number Original Number
21.30 23.07 24.30 (b) 23.06
21.31 (a) 23.12 24.39 23.26
21.32 23.18 24.40
21.33 23.19 24.41 23.09
21.34 23.21 24.42 23.24
21.35 23.22 24.44 (c) 23.10
21.36 23.23 24.72 (d) 23.20
21.37 23.25 24.75 (e) 23.17
21.38 23.27 24.81 23.28
21.39 23.31 24.83 23.30
(a) 23.12 is also listed as converted to 24.01 and 24.40.
(b) 24.30 later became 24.70.
(c) 24.44 later became 24.80.
(d) 24.72 is recorded as having been converted from 24.11.
(e) 24.75 is recorded as having been converted from 24.03.

Albatros B.I(Ph) Series 23 Specifications
Engine: 145 hp Hiero
Wing: Span Upper 13.20 m (43.31 ft)
Span Lower 11.37 m (37.30 ft)
Chord Upper 1.80 m (5.91 ft)
Chord Lower 1.80m (5.91 ft)
Sweepback Upper 3 deg
Sweepback Lower 3 deg
Gap 1.78 m (5.84 ft)
Stagger 0 m (ft)
Total Wing Area 40.9 sq m (440 sq ft)
General: Length 8.35 m (27.39 ft)
Height 3.33 m (10.93 ft)
Track 2.22 m (7.28 ft)
Empty Weight 860 kg (1896 lb)
Loaded Weight 1235 kg (2723 lb)
Maximum Speed: 110 km/hr (68 mph)
Climb: 1000m (3,281 ft) in 10 min 40 sec


Albatros B.I(Ph) Series 24 and Series 24.5 (Second Series)

  In August 1914, Phonix engineers were already at work improving the Albatros B.I(Ph), later known as series 24, by reducing the weight, installing a new radiator, and improving the sweepback adjusting mechanism. A total of 82 Albatros B.I(Ph) series 24 biplanes were built, composed of 53 new aircraft and 29 converted from older series 23 or 24 airframes.
Qty Series No. Order Date Comments
32 24.01-32 28 Mar 1915 includes 4 converted series 23
9 24.33-46 8 Sep 1915 includes 5 converted series 23
(24.47-50) numbers not assigned
16 24.51-66 20 Jul 1915 Knoller wing from 24.51 up
20 24.67-86 converted series 23 and 24
  Power was supplied by a 145 hp Hiero engine and three aircraft (24.14, 23, and 30) were later fitted with Daimler engines. The first production machine was accepted in July 1915, and by December the type was operational with Fliks 2, 4, 8, and 12 on the Isonzo Front, Flik 9 and 15 in the Balkans, and Flik 7 in the East. According to expert Karl Meindl, credit for the first air victory scored on the Italian Front goes to Oberleutnants Hassan Risa Effendi Pieler and observer Roman Florer when, flying Albatros B.I(Ph) 24.10, they downed an Italian Farman with a Mauser pistol on 13 September 1915.
  It was soon apparent that even the lightened series 24 had difficulty climbing over 2200 meters (7218 ft), a distinct liability in mountainous country. At Flars' request, Professor Knoller designed a new wing cellule to increase the rate of climb and operational ceiling. The Knoller KNV wing (Knoller Verspannung? - Knoller bracing) had increased span and area, a new rib profile, and a tapered planform supported by diagonal wing-tip struts. At least 12 series 24 aircraft were retro-fitted with the KNV wing. It was also installed on 16 new machines (24.51 to 24.66), ordered in July 1915 and scheduled for delivery in August-September 1915, but acceptances were delayed until early 1916. The series 24.5 served for a short time with Fliks 2, 4, 12, and 19 on the Italian Front until about May 1916, when they were gradually replaced by the Brandenburg C.I.
  In mid-1916, Phonix retro-fitted 20 Albatros B.I(Ph) series 23 and 24 aircraft for advanced training service, receiving in the process the KNV wing, dual controls, and a new designation (24.67 to 24.86):
Conversion Number Original Number Conversion Number Original Number
24.67 24.17 24.77
24.68 24.78 24.09
24.69 24.15 24.79 24.29
24.70 24.30 24.80
24.71 24.13 24.81 23.28
24.72 24.11 24.82
24.73 24.07 24.83 23.30
24.74 24.05 24.84
24.75 24.03 24.85
24.76 24.01 24.86
  Twelve B.I(Ph) series 24 aircraft were modified in 1916-1917 for dual controls, but unlike the above machines, they did not receive a new designations. They were 24.16, 23, 32, 34, 36, 38, 40, 54, 59, 61, 63, and 66. Single Albatros B.I(Ph) series 24 aircraft continued to serve individually as advanced trainers with Fliks 4, 8, 14, 19, 28, and 34, but the bulk were assigned to Fleks 2, 3-6, 8, and 22 and Schulkompagnie 1 and 2 at Wiener-Neustadt. As of September 1917, the training command operated 46 B.I(Ph) series 24 trainers, of which 28 survived the war.
  
Albatros B.I(Ph) Series 24 Specifications
Engine: 145 hp Hiero
Wing: Span Upper 13.40 m (43-96 ft)
Span Lower 11.72 m (38.45 ft)
Chord Upper 1.80 m (5.91 ft)
Chord Lower 1.80 m |5.91 ft)
Sweepback Upper 4 deg
Gap 1.78 m (5.84 ft)
Total Wing Area 42.0 sq m (452 sq ft)
General: Length 8.35 m (27.39 ft)
Height 3.33 m (10.93 ft)
Track 2.22 m (7.28 ft)
Empty Weight 834 kg (1839 lb)
Loaded Weight 1276 kg (2814 lb)
Maximum Speed: 110 km/hr (68 mph)
Climb: 1000m (3,281 ft) in 13 min 25 sec

Albatros B.I(Ph) Series 24.5 Specifications (Knoller Wing:)
Engine: 145 hp Hiero
Wing: Span Upper 13.90 m (45.60 ft)
Span Lower 11.80 m (38.71 ft)
Chord Upper 2.30 m (7.55 ft)
Chord Lower 1.70 m (5.58 ft)
Sweepback Upper 4 deg
Gap 2.05 m (6.73 ft)
Stagger 0.35 m (1.15 ft)
Total Wing Area 42.6 sq m (458 sq ft)
General: Length 8.35 m (27.39 ft)
Height 3.54 m (11.61 ft)
Track 2.22 m (7.28 ft)
Empty Weight 815 kg (1797 lb)
Loaded Weight 1252 kg (2761 lb)
Maximum Speed: 121 km/hr (75 mph)
Climb: 1000m (3,281 ft) in 8 min 54 sec

Albatros B.I(Ph) Series 22 (Third Series) and Series 21.7

  The Albatros B.I(Ph) series 22 was the third and last B.I series produced by Phonix. A total of 31 were accepted, consisting of 8 aircraft ordered on 20 July 1915 and numbered 22.01 to 22.08, and a second batch of 23 aircraft ordered on 8 November 1915 and numbered 22.10 to 22.32. The airframe was identical with the series 24 with the exception that a more powerful 160 hp Mercedes engine was installed. Production deliveries began in August-September 1915. A few of the early series 22 aircraft were delivered with the standard twin-bay wing cellule, whereas the remainder (possibly beginning with 22.05) were fitted with the Knoller KNV wing.
  The series 22 was flown as a general-purpose reconnaissance machine by Fliks 1, 10, 20, and 22 and singly by Fliks 3, 8, 11, 13, 14, 25, and 30. The added power gave the series 22 the best performance of the Phonix-built B.I aircraft which, coupled with the improved observer's armament, allowed the type to be employed in a more aggressive role. At least 18 victories (all on the Russian Front) were achieved flying the series 22, compared to only one or two with the series 23 and 24.
  Beginning September 1916, the series 22 aircraft began to be withdrawn from the Front. The 19 surviving aircraft were modified as trainers, fitted with a 100 hp Mercedes engine, and re-designated series 21.7 in the following manner:
Conversion Number Original Number Conversion Number Original Number
21.71 22.02 21.81 22.13
21.72 22.12 21.82 22.17
21.73 22.32 21.83 22.18
21.74 22.01 21.84 22.19
21.75 22.30 21.85 22.20
21.76 21.86 22.07
21.77 21.87 22.24
21.78 21.88 22.31
21.79 22.05 21.89 22.21
21.80 22.03
  The converted B.I(Ph) series 21.7 aircraft served as advanced trainers with Flek 2 in Wiener-Neustadt and singly with Fleks 3 and 22. Aircraft 21.78 and 21.83 were converted to single-seater trainers. In October 1918, eleven series 21.7 aircraft remained on the LFT inventory.

Albatros B.I(Ph) Series 22 Specifications
Engine: 160 hp Mercedes
Wing: Span Upper 13.40 m (43.96 ft)
Span Lower 11.66 m (38.25 ft)
Chord Upper 1.80 m (5.91 ft)
Chord Lower 1.80 m (5.91 ft)
Sweepback Upper 2 deg
Sweepback Lower 2 deg
Gap 1.78 m (5.84 ft)
Stagger 0 m (0 ft)
Total Wing Area 42.0 sq m (452 sq ft)
General: Length 8.35 m (27.39 ft)
Height 3.33 m (10.93 ft)
Track 2.22 m (7.28 ft)
Empty Weight 928 kg (2046 lb)
Loaded Weight 1385 kg (3054 lb)
Maximum Speed: 114 km/hr (71 mph)
Climb: 1000m (3,281 ft) in 9 min 25 sec
2000m (6,562 ft) in 22 min 30 sec
3000m (9,843 ft) in 46 min

E.Hauke, W.Schroeder, B.Totschinger Die Flugzeuge der k.u.k. Luftfahrtruppe und Seeflieger 1914-1918

20. Flugzeuge der Phönix-Flugzeugwerke, vormals Österr. Albatros
20.04 Albatros DD Knollerflügel (mit Waffenversuchseinbau: 3,7 cm-Skoda BK) H 145
20.05 Albatros DD Knollerflügel H 145
20.06 Albatros DD Knollerflügel H 145
20.07 Albatros DD Knollerflügel H 145
20.17 Albatros B.I (Flügelversuch mit ex 24.36) H 145
21.30 (ex 23.07) Albatros B.I (Österr. Albatros-Werke) Merc 100
21.31 (ex 23.12) Albatros B.I (Österr. Albatros-Werke) Merc 100
21.32 - 21.39 Albatros B.I (Österr. Albatros-Werke) Merc 100
21.71 - 21.79 Albatros B.I Umbautype Merc 100
21.80 - 21.86 Albatros B.I Umbautype Merc 100
22.01 - 22.08 Albatros B.I Knollerflügel Merc 160
22.10 - 22.32 Albatros B.I Knollerflügel Merc 160
23.01 - 23.32 Albatros B.I Knollerflügel H 145
24.01 - 24.46 Albatros B.I (viele ex Ba 23) H 145
24.51 - 24.66 Albatros B.I Knollerflügel H 145
24.67 - 24.86 Albatros B.I (Umbau Ba 24) H 145

Журнал Flight

Flight, August 21, 1914.

AIRCRAFT "MADE IN GERMANY"
WHICH MAY BE EMPLOYED AGAINST THE ALLIES.

3. The Albatros Biplane
   is already familiar to our readers through a detailed description of the machine flown by Thelen at Hendon some time ago. The main planes follow, more or less, orthodox lines, and it is the constructional detail work more than any great originality in the general design that has made these machines so popular among German military pilots. The fuselage, which is of rectangular section, is built up without the use of any internal cross-bracing, the necessary rigidity being provided by the three-ply wood covering screwed on to the longerons of the fuselage. The seats are arranged in tandem, the passengers sitting immediately behind the engine. In the nose the covering round the engine is aluminium sheeting, and inspection doors on each side give easy access to the interior. The chassis, built of steel throughout, is of a very simple and yet substantial type, without skids, but a small pivoted skid protects the tail planes against contact with the ground. A 100 h.p. Mercedes is fitted, and for ordinary purposes sufficient fuel is carried for a flight of about four hours' duration, although by substituting larger tanks this period can be considerably increased, as shown by some of the recent duration flights made on these machines in Germany.