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Страна Конструктор Название Год Фото Текст

Albatros B.I/B.II/B.III

Страна: Германия

Год: 1913

.Two-seat reconnaissance and training duties

Albatros - MZ2 - 1912 - Германия<– –>Albatros - Taube - 1913 - Германия


В.Кондратьев Самолеты первой мировой войны


АЛЬБАТРОС B-I/B-II/B-III / ALBATROS B-I/B-II/B-III

  Весной 1914 года молодой талантливый инженер Эрнст Хейнкель возглавил конструкторское бюро фирмы Альбатрос Флюгцойгверк в Иоханнештале. Под его руководством была разработана серия чрезвычайно удачных многоцелевых двухместных бипланов, получивших наибольшее распространение в немецкой фронтовой авиации на раннем этапе Первой мировой войны.
  Все они имели деревянный фюзеляж-полумонокок с работающей фанерной обшивкой и характерную стреловидную форму оперения. На всех стояли однорядные двигатели жидкостного охлаждения с тянущим винтом. Крылья с деревянным каркасом, полотняной обшивкой и межкрыльевыми стойками из стальных труб каплевидного сечения.
  Первым появился трехстоечный "Альбатрос" B-I, установивший летом 1914-го несколько авиационных рекордов. Вскоре за ним последовал "Альбатрос" B-II несколько меньших размеров с двухстоечной бипланной коробкой.
  Оба типа были приняты на вооружение и выпускались в большом количестве на заводах фирм Альбатрос (включая филиал Остдойч Альбатрос Верк - OAW), Бавариш Флюгцойгверк (BFW), Авиатик, Кондор, Роланд, Меркюр и Линке-Хоффман. Строилась также учебная модификация B-IIa.
  В соответствии с тогдашней авиационной "модой" на ранних "Альбатросах" пилот сидел в задней кабине, а летнаб - в передней. Это препятствовало установке на машины защитного вооружения. Поэтому уже в начале 1915 года Хейнкель спроектировал на базе B-II модификацию C-I с классическим размещением экипажа и пулеметной турелью Шнейдера в задней кабине.
  В 1914-1916 годах разведчики "Альбатрос" были, пожалуй, самыми известными немецкими аэропланами как на западном, так и на восточном фронтах. Экипажи ценили эти машины за прочность, надежность и высокие летные данные. А благодаря простоте и доступности пилотирования учебные B-IIa использовались в летных школах до конца войны. В России слово "Альбатрос" даже стало нарицательным. После изучения трофейных образцов так нередко называли любой двухместный биплан аналогичной конструкции.
  Последним невооруженным "Альбатросом" стал B-III, разработанный в конце 1914-го инженером Шубертом. "Визитной карточкой" этого авиаконструктора являлась округлая форма стабилизаторов на всех его самолетах. B-III, прозванный за относительно небольшие размеры и характерную окраску "Блау Маус" ("голубая мышь"), также широко применялся в качестве разведчика на западном и восточном фронте.
  После установки вооружения и ряда несущественных изменений в конструкции B-III переименовали в C-III. Его выпускали заводы OAW, BFW, DFW, Ханзеатиш Флюгцойгверк (HF), Сименс-Шуккерт Верк (SSW) и LVG. "Альбатрос" C-III продержался во фронтовых частях до весны 1917 года.
  Данные об объемах серийного выпуска "Альбатросов" весьма приблизительны. Однако с уверенностью можно сказать, что в 1914-1915 годах построено не менее 2000 машин различных модификаций. Помимо немецких, на них летали австрийские и болгарские экипажи. Несколько экземпляров B-III продано в Швецию.


ДВИГАТЕЛЬ
  
  B-I и B-II - "Мерседес", 100 или 120л.с., или "Бенц", 110 л.с. или "Аргус", 120 л.с.
  B-III - "Мерседес", 160 л.с. или "Бенц", 150 л.с. или "Аргус", 180 л.с., на некоторых экземплярах C-I - австрийский мотор "Рапп", 150 л.с.
  
  
ВООРУЖЕНИЕ
  
  Не предусмотрено.
  
  
ЛЕТНО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ
  
   B-I
  Размах, м 14,5
  Длина, м 8,6
  Площадь крыла, кв.м 44,2
  Сухой вес, кг 747
  Взлетный вес, кг 1080
  Скорость максимальная, км/ч 105
  Время набора высоты, м/мин 800/10


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", "Сом-мер" (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. Форма руля приобретала со временем угловатые очертания (22), тогда как каждый элерон по-прежнему начинался у второй от края крыла стойки. Радиаторы состояли из 14 секций, по 7 с каждого борта, такого их числа хватало, чтобы охладить двигатель мощностью не более 110 л. с. Мало того, в зимнее время часть секций укутывали брезентом, и тогда на каждый цилиндр мотора приходилось лишь по одному сегменту радиатора (23). Винты стояли разные, как, например, "Интеграл" в данном случае. Довольно скоро после начала войны авиаторы убедились в необходимости иметь автоматическое оружие, и наблюдатели превратились еще и в стрелков. Ружье "Мадсен" (Madsen) образца 1902 г. калибром 7,62 мм, весом около 9 кг и скорострельностью 400- 450 выстрелов в минуту оказалось в России первым в ряду артиллерийского (по тогдашней классификации) вооружения авиации, появившись в арсенале в начале 1915 г. На фотографии 24 (из коллекции ЦГАКФФД) мы видим установку полевого типа, т. е. сконструированную прямо в части, на аппарате "Альбатрос Б. II" или "Альбатрос Б. I" 7-й авиароты, причем ружье экипировано магазином максимальной вместимости на 40 патронов (еще существовали рожки на 25 и 30 зарядов). Несмотря на дефект оригинала, крупный план позволяет рассмотреть массу деталей и, в частности, заднюю верхнюю часть мотора "Мерседес". 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 отраду 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.
  Последней в серии "Альбатросов" класса Б оказалась модель Б. III, созданная в том же 1914 г. Она отличалась от предшествующей немного меньшими размерами и хвостовым оперением новой конфигурации. Двигателями служили 100 и 120-сильные "Мерседесы", 120-сильные "Аргусы" и 150-сильные "Бенцы". Их выхлопные газы собирались в коллектор и выбрасывались из него под фюзеляж или над верхним крылом. Над центральным креплением верхних несущих плоскостей устанавливался обтекаемой формы расходный топливный бак, а вырез над кабинами принял округлые V-образные очертания. Являясь детищем инженера Отто Шуберта (Otto Schubert), в германских частях "Альбатрос Б. III" был прозван "голубым мышонком" (происхождение прозвища не вполне понятно); в 1915 г. "Б-третьи" активно использовались армейской и флотской авиацией противника. Пленный аппарат на снимке 35 можно считать типичным представителем данной модели, но дело несколько портит его неправильной формы вырез верхней плоскости над фюзеляжем. У другого аэроплана (36) с вырезом все в порядке, но радиаторы "Хазет" заменены радиаторами коробчатого типа - несомненно, переделка была проведена в российском отряде, так как устройства подобной конструкции имели широкое хождение в нашей авиации и служили для охлаждения двигателей мощностью 130-150 л. с.


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


Albatros B I
  Designed and built before the war, small numbers of the B I were impressed for reconnaissance and school duties in August 1914. As was usually the case with these early machines, the pilot sat in the rear cockpit. One-bay and two-bay variants also existed. Engine, 100 h.p. or 110 h.p. Mercedes D I or D II. Span, 14.48 m. (47 ft. 6 1/8 in.). Length, 8.57 m. (28 ft. 1 1/2 in.). Height, 3.15 m. (10 ft. 4 in.). Weights: Empty, 747 kg. (1,643.4 lb.). Loaded, 1,080 kg. (2,376 lb.). Speed, ca. 105 km.hr. (65.625 m.p.h.). Climb, 800 m. (2,624 ft.) in 10 min. Duration, ca. 4 hr.


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 lilted 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.


Albatros B III
  A small number of B IIIs was built during 1915 and used for reconnaissance duty. Construction was the same as that used for B II, although tail surfaces were of the new shape that later became commonplace in the C III. Engine, 120 h.p. Mercedes D II. Span, 110m. (36 ft. 1 1/8 in.). Length, 7.8 m. (25 ft. 7 1/8 in.).


Журнал Flight


Flight, April 4, 1914.

THE 100 H.P. ALBATROS BIPLANE.

  EVIDENTLY the German constructors have confidence in the ability of their products to compete against machines of British manufacture, for again a German machine - this time a 100 h.p. Albatros biplane - has arrived in this country with a view to being submitted to tests at Farnborough. As regards workmanship and soundness of construction, this latest arrival to these shores must be admitted to be equal to the best of British machines, and judging by the amount of flying done on these machines in Germany and the popularity that they have attained in that country, there is every reason to believe that they are as efficient aerodynamically as they are robust constructionally. The machine, of which we publish scale drawings and illustrations this week, arrived at Hendon on the morning of Friday last on its lorry, and was in the air the same afternoon.
  After giving the engine - a 100 h.p. Mercedes - a preliminary run, the pilot, Herr Robert Thelen, had the machine wheeled up on the pier in front of the Grahame-White offices, and, when warned against the soft ground at the end of the pier, he laughingly replied that he would be off by the time he got to the soft ground. As the wheels reached the end of the pier the nose of the machine shot upwards, the tail skid touched the ground and the great biplane climbed upwards at an angle reminiscent of the little Sopwith flown by Mr. Hawker.
  Like the majority of German machines, the Albatros biplane is of the tractor type, but the wings are straight, as seen in plan view, instead of being swept backwards as in several other machines hailing from that country. Among the many interesting features the construction of the fuselage is worthy of notice, for it is built up without the use of the ordinary diagonal cross bracing, the necessary rigidity being obtained by the covering, which is of three-ply-wood.
  According to calculations carried out by the Albatroswerke and corrected by Deutsche Versuchsanstalt fur luftfahrt, the factor of safety of the fuselage of the Albatros biplane is about 60, and the bending resistance of this type of fuselage is 2.5 times greater than that of a diagonally wired fuselage of the same outside dimensions and having members of the size usually employed in structures of this type. The Versuchsanstalt also states that the Albatroswerke are justified in concluding that the bending resistance of the veneer type of fuselage is greater than that of a cross wired fuselage of the same weight.
  There are six longerons of ash, one in each corner of the rectangular section fuselage and one about half-way up each side. The struts are also of ash, and occur at frequent intervals along the whole length of the fuselage. The three-ply covering is tacked to struts and longerons. From the nose up to a point in front of the tail fin the deck of the fuselage is given a streamline form by means of a curved turtleback, whilst the under surface is flat.
  The 100 h.p. Mercedes engine is mounted on strong ash bearers in the nose of the fuselage, and the radiator as will be seen from the accompanying illustrations is supported on brackets immediately above the engine. The pilot's and passenger's seats are arranged tandem fashion inside the roomiest portion of the fuselage, the pilot occupying the rear seat. Between the passenger's seat and the engine are the petrol and oil tanks, which have a capacity sufficient for a flight of 4 1/2 hours' duration. The seats are unusually comfortable, being well upholstered. A neat instrument board, carrying a variety of instruments, is situated in front of the pilot's seat, as shown in one of the sketches, whilst in front of the passenger or observer is a small folding table.
  The chassis is of a very simple type, and consists of two pairs of V tubes of steel carrying the large diameter tubular axle, which is sprung from the chassis by means of rubber cord. Leather guards protect these cords against contact with the ground in a heavy landing and prevent them from being splashed with mud. Pivoted around the wheel axle, and operated by means of a cable from the pilot's seat, is a very effective brake, which pulls the machine up very quickly on landing; it may also be used to prevent the machine from going forward while the pilot is testing his engine before a flight. By means of this brake and the hand-operated starter, the pilot is able to start the machine without any outside assistance, a very desirable feature in a machine for military purposes.
  The main planes, as will be seen from the accompanying scale drawings, have the two main spars comparatively close together, the rear spar occurring about half way along the chord. The rear portion of the wing therefore possesses a considerable amount of flexibility, further increased by having the extreme rear part of the wing single surfaced for a distance of about a foot from the trailing edge. This, it will be seen, provides a form of progressive springing of the trailing edge, to which the machine no doubt owes a considerable amount of its lateral stability. Ailerons are fitted to both upper and lower planes, and the crank levers for operating these are not set at right angles to the planes, as it is usually done, but lie parallel to the planes and work in slots cut in the upper plane. From the end of these crank-levers cables pass round pulleys in the lower plane, and thence to the control wheel. The ailerons on the lower plane are set at a slightly negative angle of incidence, thus probably further enhancing the lateral stability.
  Streamline steel tube struts connect the planes, and the attachment of these struts to the spars is highly original. A steel shell of the shape shown in the accompanying sketch rests on a paper fibre pad shaped to fit the curvature of the plane. Inside the shell is carried a steel ring, to which are anchored the cross-bracing cables, or, more correctly speaking, the turnbuckles for the cables. A bolt passes through the shell and the spar, and is locked on the other side of the plane by means of a nut.
  The wings are attached to the fuselage by vertical bolts, as shown in the sketch, whilst the upper planes are secured at the centre to a cabane consisting of four streamline steel tubes bolted to the upper longerons of the fuselage, and carrying at their upper extremities a horizontal tube which is provided with flanges for the attachment bolts. By undoing half a dozen bolts, the planes can be detached from the fuselage, and folded flat against one another without removing the inter-plane struts. We understand that three sets of main planes of different size can be used for the same fuselage according to whether the machine is wanted to be speedy, for scouting work, or slower but with a greater weight-carrying capacity. Some of these machines, we learn, can even be converted into monoplanes by fitting a single pair of wings in the usual place. The cabane mentioned above then serves as a support for the upper bracing cables. Also the machine may be turned into a seaplane by substituting floats for the wheels.
  The tail planes are of the usual type, consisting of a fixed stabilizing plane, to the trailing edge of which is hinged the divided elevator. A triangular vertical fin is mounted on top of the fuselage and secured to the stern-post, which also carries the rudder. A strong tail skid, sprung by rubber bands, protects the tail planes against contact with the ground.
  With the medium-sized wings fitted at present, the machine has a speed of about 70 m.p.h. and weighs about 1,500 lbs. empty. The workmanship and finish are excellent, and the behavior of the machine in the air, as far as it was possible to judge from a flight with Herr Thelen, appears to be very good. When struck by gusts or running into remous the machine rose and sank on an even keel, the ailerons rarely being called into play. The climbing capabilities are extremely good for a machine of this size, and the speed range, without knowing the actual figures, seems to be considerable. With the engine throttled right down the machine glided very flat, but even when flying absolutely cabre we did not notice any tendency whatever to side-slip, nor did the pilot appear to experience any difficulty in getting her nose down again. On steeply banked turns, the bank being increased by using the ailerons, the considerable side area of the fuselage appeared to prevent side-slipping.
  We understand that if the machine passes her tests, and there are reasonable prospects of repeat orders, it is the intention of the Albatros firm to establish a factory in this country.


Flight, April 11, 1914.

ROBERT THELEN.

  NOT only is Robert Thelen one of the most prominent of German pilots, but he is also one of the pioneers, for his certificate is numbered 9, and he was the third to learn on a Wright biplane in Germany. For a considerable time past he has been flying the Albatros biplane, and it is in order to demonstrate this type of machine to the British Government officials that he is at present in England. It will be recalled that he holds the world's height record for pilot and three passengers with 3,750 metres.
THE HAWK.


Flight, April 18, 1914.

SOME IMPRESSIONS OF A CROSS-COUNTRY FLIGHT.

  "I AM taking the Albatros biplane to Farnboro this afternoon. Would you care to accompany me ?" This was the invitation I received the other day from Herr Thelen, the famous pilot of the Albatros biplane. Needless to say I accepted the invitation, and a few minutes afterwards we were on our way to the Hendon Aerodrome. Arrived there the mechanics were busy filling up tanks and going over everything to see that the machine was in order, while Herr Thelen and I sat down to study the map. I had, of course, been to Farnborough several times, but never by air, whilst Herr Thelen was perfectly unacquainted not only with the route but also with the place itself.
  However, after consulting Mr. E. R. Whitehouse and obtaining some valuable information from him as to the best route to follow, we decided that, as it was a comparatively clear day, we ought to be able to find our way, and so we climbed on board and, after a preliminary run of the engine, Herr Thelen gave the order to let go and we were off. A couple of circuits of the Aerodrome gave us sufficient altitude to set out across country, and soon we were heading past the Welsh Harp, which glittered bright below.
  According to the directions given us by Mr. Whitehouse we should leave Harrow on our right. I looked for it in vain for some moments, first through the windscreen and later, as Harrow-on-the-Hill refused to reveal itself through the mica screen, I craned my neck in order to look over it; my efforts were rewarded, for there, on the right, I could discern the church. From this height, however, it was a little difficult to understand how Harrow has derived its appellation, for of the Hill, on which I knew the church to be built, I could see no signs; it looked, in fact, as fiat as all the surrounding country. This is one of the difficulties of cross-country flying, you may be coming down in a field which looks flat from above, but which, on closer examination, turns out to be the side of a hill.
  The weather had been beautifully calm when we left Hendon, the pen on the wind gauge dragging itself lazily along the O line, but clouds were gathering and it looked for some time as though the element in which we were flying was going to be semi-aquatic. Shortly after passing Harrow we ran into a remous which caused us to drop a considerable distance. The sensation, when the "solid" air was met again, was exactly similar to that experienced on a ship in a rough sea.
  In a few minutes we could see the reservoir at Staines approaching rapidly, and as this was one of the landmarks we had to pass, I began to feel that it would probably be easier to find our way than I had anticipated, in spite of the mist which hung over the Thames Valley and prevented us from seeing more than a couple of miles in any direction. Near the Staines reservoir a balloon flying very low passed immediately underneath us, and was soon out of sight again.
  After indicating to Herr Thelen, by means of a sort of deaf and dumb system decided on before the start, to lay the course a little more to the South, I fell to experimenting with locating various places on my map. The numerous bends in the river around Staines afforded excellent opportunities for doing so, and I was thinking that I was doing rather well, when it suddenly dawned upon me that I was holding my map the right way up - that is to say with the North arrow pointing away from me - whilst we were flying in a South-Westerly direction and that, therefore, the bends in the river, which I saw on the right, were to the left of our course as I was looking at it on the map. By the time I had got the map turned round we had left the river behind, and I was suddenly disturbed in my geographical studies by a yell from the pilot. Looking back I saw him pointing to the South, where, after a few moments, I picked out the race track at Brooklands.
  I now began to look out for the sheds at Farnborough, which I had been told one could see - in clear weather of course - shortly after passing the reservoir at Staines. I soon picked out the London and South-Western Railway, which was, however, far less conspicuous than were the roads, which, as they were dry, were plainly visible from above. In front and on the right I saw a white sheet which at first I took to be Virginia Water and, thinking that we had turned too far North I was just going to give directions to turn a little to the left, when an emerging train drew my attention to a tunnel which I located on the map, and according to this we should be very close to Farnborough, so that evidently the white sheet on the right could not be Virginia Water. Later I realised that it must have been one of the numerous commons around this part of the country. I looked in all directions but could see no signs of our destination until I happened to look straight down and there, vertically below us were the huge dirigible sheds. I pointed them out to Herr Thelen, and soon we were circling down in wide spirals in order to ascertain the best landing place, as I was not sufficiently well acquainted with the ground near the sheds to know exactly where to land. Skimming along a few feet above the ground we were rapidly approaching the sheds, when the pilot opened out the throttle fully and we shot up over the hangars and made another circle around the factory and sheds at a low altitude, and a few moments later alighted in front of the hangars, to be quickly surrounded by numerous members of the R.F.C., who immediately commenced an interested examination of the machine. From the comments overheard it was evident that the general impression of the machine was favourable. I must give a word of praise to the Mercedes engine, for throughout the whole trip she ran beautifully, and, as far as I was able to judge, never misfired once from the time we left Hendon until we reached Farnborough.
  After filling up the tanks of the machine Herr Thelen proceeded to put her through the tests, the first of which was the climbing test. Accompanied by the official observer and with a full load of fuel the machine reached the required altitude of 3,000 feet in exactly eight minutes. Next to be passed were the speed tests, which were flown over a measured course, three times in each direction for the fast speed, and twice in each direction for the slow speed. The results of the speed tests were not available when we left Farnborough, so I am unable to give them here.
  After going through the speed tests the machine was taken out on the rather rough ground at the upper end of Laffan's Plain in order to go through the rolling tests, which were, I understand, passed satisfactorily. The last remaining test consisted in landing inside a circle marked on the ground with white. The machines must touch the ground inside the periphery of the circle and come to a stop before reaching the opposite periphery. Herr Thelen manoeuvred the machine so skillfully, that the wheels touched just a few inches inside the line, and by vigorous application of the brake, which sent the turf flying in all directions, he succeeded in bringing the machine to a standstill in the centre of the circle. This concluded the tests, and after giving the mechanics orders to put the machine into the hangar we returned to London by train. On thinking over my experiences after getting home, the thought occurred to me that I had travelled by a goodly number of different conveyances during the day, firstly, tube to Golder's Green, thence by tram to Edgware Road, from where I proceeded by bus to Collindale Avenue. From Hendon to Farnborough by air thence by motor to Farnborough Station, and the final stage home by train. Truly we live in a wonderful age.
C.M.P.


Flight, June 5, 1914.

THE PRINCE HENRY CIRCUIT, 1914.

MACHINES IN PRINCE HENRY CIRCUIT.

The Albatros Biplane is practically identical with the machine flown at Hendon by Herr Thelen recently, when it was fully described in the columns of FLIGHT. The fuselage of this machine, it will be remembered, is built up without the use of internal cross wiring, the necessary rigidity being provided by the three-ply wood with which the fuselage is covered.


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.


Flight, November 26, 1915.

THE CAPTURED ALBATROS RECONNAISSANCE BIPLANE.

  OF the three captured German aeroplanes that have been for the last couple of weeks on view on the Horse Guards Parade the smaller of the two Albatros biplanes is, perhaps, the more interesting, seeing that it is of a later type than the larger fighting biplane of the same make. The majority of our readers will already be familiar with the general design and construction of the Albatros machines from the description given in our issue of April 4th, 1914, of the biplane flown over here by the well-known pilot Robert Thelen.
  In its general arrangement the reconnaissance type, which is evidently a fairly recent model, does not differ to any great extent from the larger machine seen at Hendon last year, but numerous details have been altered and improved as a result, no doubt, of the lessons learned since then in actual warfare. One of the chief characteristics of the older machine - namely, that of building up the fuselage without the use of wire bracing - has been retained, so that it would appear that this form of construction has stood the test of time. The main framework of the Albatros fuselage consists of six longitudinals, of which the two lower ones are ash and the rest spruce. At intervals of a couple of feet these longitudinals are connected by struts and cross members, swelled out where they pass the longitudinals and abutting with their ends on small angle pieces, also of wood, the latter surrounding the two inner sides of the longitudinals. Instead of the usual wire bracing, rigidity is obtained by a covering of three-ply wood screwed to the longitudinals, a form of construction which was criticised by several experts at the time of the visit by the first Albatros, but which nevertheless seems to have stood up to the hard usage of aerial warfare in a satisfactory manner.
  In the stern the body flattens out to a horizontal knife-edge, somewhat after the manner of the Morane monoplanes. In order to strengthen the body at its shallowest part, and also to furnish a rigid support for the steel tube that serves as a pivot for the rudder, a short keel-like fin made of wood runs along the bottom of the body from the stern forward to the tail skid supports. Seen from the rear this keel is shaped like a T with the angles between its vertical and horizontal members rounded off. A turtle back runs along the entire top of the body, its highest point being just front of the observer's seat.
  Mounted on two stout longitudinal bearers, which are in turn supported on transverse members of ply wood, is the 128 h.p. Mercedes engine, in the general design of which no radical alterations appear to have been made. The usual Bosch hand-operated starting magneto is fitted so that, after swinging the propeller to draw a charge into the cylinders, the mechanic can get out of the way leaving the actual starting of the engine to the pilot.
  As in the larger machine flown by Thelen the two seats of the reconnaissance biplane are placed in tandem, with the observer in front. To the left of the observer's seat and in the floor-boards of the body is a circular opening closed by a trap door through which evidently bombs are dropped. In front of the observer is mounted a wireless transmitter, current for which is furnished by a small generator mounted on the front right-hand chassis strut. The generator for the wireless set, instead of being driven from the engine, was driven by a small propeller, or, more correctly speaking, from a windmill shaped like a two-bladed propeller. The antenna of the wireless set takes the form of a stranded copper cable passing from the observer's cockpit through a short copper tube with a bell mouth. At its lower end this antenna is weighted with a piece of lead so as to prevent it from being blown straight back by the force of the wind. When nearing the ground the observer winds the copper cable up to prevent it catching in obstacles when making a landing.
  On the dash in front of the pilot are mounted a number of instruments, including the Bosch starter, double switch for switching on the ordinary magnetoes once the engine has started on the hand-operated magneto, throttle and spark levers, petrol gauge, revolution indicator, manometer, tell-tale glass and pressure pump, clock, altimeter, and last, but by no means least, a Clift air speed indicator. The compass, instead of being mounted in front of the pilot as is usually the case, is built into the top plane in a position where it can be seen by both pilot and observer. The accompanying sketch will explain the placing. The controls are the usual ones, and consist of a wheel for the elevator and ailerons and a pivoted foot bar for the rudder. One of the reasons why some pilots prefer the single lever control, or "stick" as it is termed in aviation parlance, is that the wheel tends to interfere with the reading of the map. This difficulty has been overcome in the Albatros by placing the map-holder on the wheel itself in the manner shown in one of our sketches. Behind the pilot's seat is a large fabric bag evidently intended for despatches. In order to improve the view in a downward direction obtainable from the pilot's seat the trailing edge of the lower wing has been cut away near the body.
  Petrol is carried in a main tank placed under the observers seat, and the fuel is forced by a pressure pump to the little streamline service tank mounted on top of the upper wing, whence petrol is gravity-fed to the carburettors. Filling the main tank is accomplished through a little circular door in the right-hand side of the body.
  On each side of the body is mounted a radiator of a type that is very popular in Germany. It is, we believe, known over there as the Hazet radiator, and its chief claim to notice is that it is built up in sections, and that therefore by adding or taking away one or more sections any size engine or any climatic conditions can be suited. The two tubes, placed top and bottom respect ively, which connect the various sections of the radiator are parallel with the sides of the body, and each section of the radiator is therefore set at an angle of the tubes so as to bring them into the line of flight. An examination of the accompanying illustrations will show the general arrangement.
  In section and general construction, the wings of the reconnaissance type biplane are similar to those of the large machine seen at Hendon last year. The span, however, is a good deal shorter, and there are only two pairs of inter-plane struts on each side instead of the three with which the older machine was fitted. We have before now referred in our columns to the practice of the Albatros firm of having three sets of wings for each fuselage, one large pair with three pairs of inter-plane struts on each side, for weight-carrying and duration flights, one pair a little shorter with two pairs of struts a side, and a small pair with only one pair of struts on each side, for using the machine as a fast single-seater scout.
  The inter-plane struts are streamline steel tubes tapering towards the ends, where they fit into eyebolts going through the main spars. The method of attaching the bracing cables is identical with that employed on the older machine, and which was illustrated in our issue of April 4th, 1914. A steel shell rests on a fibre pad that is shaped to fit the curvature of the plane. Inside this shell is earned a steel ring to which are attached the turnbuckles of the bracing cables. The two main spars of the wings are placed comparatively close together, giving a rather great amount of unsupported trailing edge. A short distance behind the main rear spar is another spar, or perhaps it would be more to the point to call it a former since none of the bracing cables are attached to it, forming at its outer portion a support for the aileron hinges. The ailerons, fitted to the top plane only, are given an upward turn towards the tip so as to make their outer ends meet the air at a negative angle of incidence, an arrangement which appears to have been chosen with a view to rendering the ailerons more efficient inasmuch as the one on the high side is already having a depressing effect when in its normal position, increased immediately as soon as the aileron in question is moved upwards, while with the ordinary form the aileron has to move first up to the angle of no lift and then still further in order to meet the air at a negative angle of incidence. The method of operating the ailerons differs from that usually employed over here in that the crank levers are horizontal, working in a slot in the upper plane. The control cables pass from the drum on the column round pulleys mounted on the floor in front of the foot-bar to pulleys inside the wings and near the end of the lower plane. Hence the cable passes to the aileron, whilst the return or equalising cable runs to the aileron crank lever.
  The two halves of the upper plane are attached to a cabane of steel tubes bolted with their lower ends to the upper longitudinals of the body. The main spars of the lower plane are secured to the fuselage in the manner shown in one of the accompanying sketches.
  The tail planes present no novelties either aerodynamically or constructionally. There is the usual flat tail plane or stabiliser to which is hinged the divided elevator. On top of the fuselage is a triangular fin, to which is hinged the rudder. The crank levers, operating elevator and rudder are rather neatly designed having at their outer ends a concave socket into which fits the hemispherical head of the turnbuckle.
  The undercarriage is of the simple "Vee" type, having streamline steel struts that fit with their upper ends into sockets on the lower longitudinals of the body. The apexes of the two "Vees" are connected by a transverse tube, and the tubular axle rests in the angle between the struts. The rubber shock absorbers are wound around the apex of the "Vees" and are protected against contact with the ground by leather guards strapped to the struts and passing underneath the shock absorbers. No radius rods are provided, but the movement of the axle is restricted by a short length of stranded cable on each side running from the front to the rear chassis strut. Pivoted on the centre of the axle is a brake similar to that with which Thelen's machine was fitted. This brake, which has a claw shaped somewhat like a plough-share is operated through a cable by a lever placed to the left of the pilot's seat. When wishing to bring the machine to a stand-still, the pilot pulls this lever towards him against the action of spring, and the claw digs into the ground checking the speed of the machine very quickly, but tearing up the ground in a comprehensive manner that would exclude the use of the brake when landing on such unmilitary grounds as parks and cricket grounds. If, however, there is no objection to doing a little ploughing, the brake is highly effective in pulling up the machine. A small tail skid sprung with rubber cord protects the tail planes when making a landing. We regret that we have been unable to obtain any figures regarding the weight and speed of the Albatros reconnaissance biplane.

Журнал - Flight за 1914 г.
THE ALBATROS BIPLANE. - Side view.
Журнал - Flight за 1914 г.
THE ALBATROS BIPLANE. - Three-quarter rear view.
Журнал - Flight за 1914 г.
THE ALBATROS BIPLANE. - View from in front.
Журнал - Flight за 1914 г.
The Albatros in flight.
Журнал - Flight за 1914 г.
View from below of the Albatros in flight.
O.Thetford, P.Gray - German Aircraft of the First World War /Putnam/
Albatros B I
Журнал - Flight за 1914 г.
3. The Albatros biplane.
Журнал - Flight за 1915 г.
ANOTHER "PRISONER OF WAR." - A German Albatros scout which was forced to appears to descend, but which have almost entirely escaped damage by our shells.
Журнал - Flight за 1915 г.
Three-quarter rear view of the Albatros biplane.
Журнал - Flight за 1915 г.
Side view of the captured Albatros biplane.
Журнал - Flight за 1915 г.
Three-quarter front view of the captured Albatros biplane.
Журнал - Flight за 1915 г.
Chassis and engine of the Albatros two-seater reconnaissance biplane.
Журнал - Flight за 1915 г.
The smaller Mercedes engine, rated at 128 h.p., on the Albatros two-seater reconnaissance biplane on the Horse Guards Parade.
H.Cowin - Aviation Pioneers /Osprey/
First flown in early 1914, this Albatros two seater, along with a slightly smaller version, was adopted by the army as the Albatros B I and B II, respectively. Between them, these two unarmed machines provided most of German aerial reconnaissance capability well into 1915. Thanks to their relatively viceless handling characteristics, both the B I and B II stayed in production, albeit relegated to the training role, into 1917. Power for both aircraft was either a 100hp Mercedes, or a 110hp Benz Bz I, giving the pair a top level speed of around 65mph at sea level.
H.Cowin - Aviation Pioneers /Osprey/
The Albatros B I typified the fragility of the early reconnaissance machines fielded by the armies on both sides of the line and on all fronts. Nonetheless, the vital importance of these machines was to be displayed for the all world to see during the five-day Battle of Tannenberg that commenced on 26 August 1914, during which the Russians were rebuffed, with the loss of 30,000 dead and 90,000 captured.
A.Imrie - German Bombers /Arms & Armour/
Vertical cage rack for 10kg Carbonit bomb on an Albatros B II of Feldflieger Abteilung 32; the release wire leading into the pilot's cockpit can clearly be seen. Due the limited room for these racks on fuselage sides between the side radiator and elevator operating bellcrank, they were often fitted below the fuselage. However, regardless of their position they created a great deal of drag which seriously reduced the aircraft's speed and rate of climb, especially when loaded.
A.Imrie - German Naval Air Service /Arms & Armour/
Korvettenkapitan Goltz, Kommandeur of the FMF, with one of his Albatros B I school machines at Johannisthal. In August 1914 the RMA actioned the pre-war-conceived FMF plan for handling the large number of direct entrants from civilian life required to provide sufficient personnel suitable for training in the trades of pilot, observer and mechanic for both landplane and seaplane units. The FMF was absorbed into the Marine-LandfIieger-Abteilung in October 1915, which formation was then responsible for the supply of personnel to all naval landplane formations.
A.Imrie - German Naval Air Service /Arms & Armour/
Vizeflugmeister Kirmss with Albatros B I S77 of I Marine-Landflieger-Abteilung at Morseele aerodrome, May 1915. Naval air observers (land or sea) did not have to hold commissioned rank, as was required in the Army Air Service. The weapon is a 25-shot Mauser Selbstladegewehr (semi-automatic rifle) and its effectiveness, used from the front cockpit, restricted by bracing wires, struts and the rotating wooden propeller, could not have been great; yet this comprised the only armament for the majority of naval two-seat landplanes until August 1915, when examples of the Albatros C I, armed with a machine-gun on a rotatable ring on the rear observer's cockpit, began to arrive.
Форум - Breguet's Aircraft Challenge /WWW/
K.Delve - World War One in the Air /Crowood/
The Albatros B.I, here as licence-built examples by Phonix, was a leading type in the first half of the war. The Company had received its first contract for the type in August 1914 and the first of these reconnaissance machines were with front-line units by March 1915.
В.Обухович, А.Никифоров - Самолеты Первой Мировой войны
O.Thetford, P.Gray - German Aircraft of the First World War /Putnam/
A varied collection of two-seaters at a German airfield in 1915. The aircraft are Albatros B lIs , Aviatik B Is and B lIs.
O.Thetford, P.Gray - German Aircraft of the First World War /Putnam/
Albatros B.II reconnaissance biplane of 1915, as arranged for road transport.
Jane's All The World Aircraft 1919 /Jane's/
Albatros B.I biplane, with 100 h.p. Mercedes motor. (on view in the "Place" and Nancy, after being brought down by a French aviator.)
В.Кондратьев - Самолеты первой мировой войны
"Альбатрос" B-II
O.Thetford, P.Gray - German Aircraft of the First World War /Putnam/
Albatros B II (100 h.p. Mercedes D I) .
R.Kosin - The German Fighter since 1915 /Putnam/
Albatros B.II, 1914.
Сайт - Pilots-and-planes /WWW/
Сайт - Pilots-and-planes /WWW/
O.Thetford, P.Gray - German Aircraft of the First World War /Putnam/
Albatros B IIa (120 h.p. Argus As II) .
O.Thetford, P.Gray - German Aircraft of the First World War /Putnam/
Albatros B III
Журнал - Flight за 1915 г.
SOME NEW GERMAN MILITARY MACHINES. - A very marked tendency towards the standardisation of the Albatros and L.V.G, type of biplane will be noticed. An exception is the Fokker biplane with a rotary engine, evidently designed for scouting purposes. The Hanuschke monoplane, to put it mildly, haa a strong family resemblance to the Morane-Saulnier.
Журнал - Flight за 1915 г.
Журнал - Flight за 1915 г.
Форум - Breguet's Aircraft Challenge /WWW/
L.F.G. built Albatros B-type
Форум - Breguet's Aircraft Challenge /WWW/
L.F.G. built Albatros B-type
А.Александров, Г.Петров - Крылатые пленники России
(КПР 21)
А.Александров, Г.Петров - Крылатые пленники России
(КПР 22)
А.Александров, Г.Петров - Крылатые пленники России
(КПР 23)
А.Александров, Г.Петров - Крылатые пленники России
(КПР 24)
А.Александров, Г.Петров - Крылатые пленники России
(КПР 25)
А.Александров, Г.Петров - Крылатые пленники России
(КПР 26а)
А.Александров, Г.Петров - Крылатые пленники России
(КПР 26б)
А.Александров, Г.Петров - Крылатые пленники России
(КПР 27)
А.Александров, Г.Петров - Крылатые пленники России
(КПР 28)
А.Александров, Г.Петров - Крылатые пленники России
(КПР 29)
А.Александров, Г.Петров - Крылатые пленники России
(КПР 30)
А.Александров, Г.Петров - Крылатые пленники России
(КПР 31)
А.Александров, Г.Петров - Крылатые пленники России
(КПР 32)
А.Александров, Г.Петров - Крылатые пленники России
(КПР 33а)
А.Александров, Г.Петров - Крылатые пленники России
(КПР 33б)
А.Александров, Г.Петров - Крылатые пленники России
(КПР 34)
А.Александров, Г.Петров - Крылатые пленники России
(КПР 35)
А.Александров, Г.Петров - Крылатые пленники России
(КПР 36)
Журнал - Flight за 1914 г.
Herr Thelen in the cockpit of the Albatros.
Журнал - Flight за 1914 г.
HERR THELEN.
Журнал - Flight за 1914 г.
Pilot's cockpit on Albatros.
Журнал - Flight за 1915 г.
Sketch showing the very complete set of instruments carried on the captured German Albatros reconnaissance biplane.
Журнал - Flight за 1915 г.
The compass has been mounted in a somewhat unusual fashion on the Albatros biplane, as shown in the sketch. It is placed in the inner portion of the top plane, where it can be seen by both pilot and observer.
Журнал - Flight за 1914 г.
Chassis and engine of Albatros.
Журнал - Flight за 1914 г.
Detail of shock absorbing arrangement on Albatros.
Журнал - Flight за 1914 г.
Left, method on Albatros of locking propeller on engine shaft; centre, the hand operated brake; and right, attachment of lower plane to fuselage.
Журнал - Flight за 1914 г.
Left, the anemometer on the Albatros wfcich is mounted on one of inter-plane struts. Centre, a chassis detail, and right, attachment of inter-plane struts and cress bracing cables to main spars.
Журнал - Flight за 1914 г.
The tail skid of Albatros.
Журнал - Flight за 1914 г.
Oil and petrol cans mounted on engine inspection door of Albatros.
Журнал - Flight за 1914 г.
Aileron crank lever on Albatros.
Журнал - Flight за 1915 г.
In one of the captured Albatros biplanes the petrol service tank is mounted on top of the upper plane. As will be seen from the sketch, it is fitted with the usual gauge for indicating the amount of petrol in the tank.
Журнал - Flight за 1915 г.
Inspection door for the aileron cable pulley on the Albatros biplane.
Журнал - Flight за 1915 г.
The bracing cables of the captured Albatros biplanes are held together by the neat little clips shown in the accompanying sketch. In earlier models of these and other German machines small slotted rubber or fibre balls were used for this purpose.
Журнал - Flight за 1915 г.
Rudder and elevator crank levers of the Albatros biplane.
Журнал - Flight за 1915 г.
Sketch showing how lower wing spars are attached to the body of the captured Albatros biplane.
Журнал - Flight за 1915 г.
FUSELAGE ECONOMY. - Four members of the Albatros family, all of which are fitted with the same size fuselage. In this manner three different types of land machines can be provided simply by substituting wings of various sizes, whilst the larger size machine is turned into a seaplane by fitting floats instead of the usual undercarriage.
Журнал - Flight за 1914 г.
3. The Albatros biplane.
O.Thetford, P.Gray - German Aircraft of the First World War /Putnam/
Журнал - Flight за 1914 г.
THE ALBATROS BIPLANE. - Plan, side and front elevations to scale.
Журнал - Flight за 1915 г.
THE CAPTURED ALBATROS BIPLANE. - Plan, side and front elevations to scale.