Самолеты (сортировка по:)
Страна Конструктор Название Год Фото Текст

DFW C.IV/C.V/C.VI

Страна: Германия

Год: 1916

Two-seat reconnaissance, artillery observation, infantry and photographic patrol

DFW - T28 Floh - 1915 - Германия<– –>DFW - R.I/R.II - 1916 - Германия


В.Кондратьев Самолеты первой мировой войны


DFW C-IV/C-V/C-VI/LVG C-VI

  Цельнодеревянный двухстоечный биплан со смешанной обшивкой. Конструкция вполне типична для немецких двухместных аэропланов тех времен. Фюзеляж покрыт фанерой, крылья - полотном. Капоты алюминиевые. Стойки шасси и бипланной коробки - стальные трубы каплевидного сечения. На некоторых машинах двигатель был закапотирован полностью, включая цилиндры, и установлен кок винта. Автор проекта - главный конструктор фирмы Дойче Флюгцойгверк Генрих Эльрих. С начала 1916-го C-IV производили фирмы DFW и Авиатик.
  В феврале 1916 года DFW C-IV начал поступать на фронт. Летом ему на смену пришел C-V со значительно более мощным мотором, позволившим резко поднять летные характеристики.
  Самолет был прост в управлении и послушен пилоту любой квалификации. Он получил много хороших отзывов с фронта, благодаря чему производство C-V развернули сразу несколько фирм: DFW, Авиатик, Хальберштадт и Шютте-Ланц.
  В начале 1917-го инженер-конструктор Мюссингброд перешел с фирмы DFW на LVG, организовав там лицензионный выпуск самолетов C-V. Машины, обозначенные LVG C-V отличались каплевидной формой вертикального оперения и несколько увеличенными размерами.
  C-V выпускался крупными сериями и активно применялся на западном и восточном фронтах, а также в Северной Италии, Македонии, Месопотамии и Палестине.
  Только во второй половине 1917 года на французском фронте действовало около 1000 машин этого типа. Они сыграли важную роль в битве под Аррасом и других операциях германской армии того периода. DFW оставались на вооружении частей первой линии вплоть до заключения перемирия.
  Весной 1918-го разработан и запущен в серию DFW C-VI с 200-сильным мотором, каплевидным "эльфауговским" килем, роговой компенсацией элеронов и увеличенной кабиной летнаба (для удобства обращения с турельным пулеметом). Вскоре появился аналогичный LVG C-VI. Оба типа применялись одновременно и были очень похожи, что нередко приводило к ошибкам в идентификации.
  Всего построено более 500 DFW C-VI и LVG C-VI.
  После вывода немецких войск из Польши и Украины в конце 1918 - начале 1919 годов несколько десятков DFW и LVG различных модификаций осталось на территории этих новосозданных государств, которые тут же задействовали их в пограничных конфликтах друг против друга. Также есть данные о закупках таких машин Советской Россией и применении их в гражданской войне.


ДВИГАТЕЛЬ
  
  "Бенц", 150 л.с. (C-IV) или 220 л.с. (C-V) или 200 л.с. (C-VI).
  
  
ВООРУЖЕНИЕ
  
  1 синхр. "Шпандау", 1 турельный "Парабеллум".
  
  
ЛЕТНО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ
(DFW C-IV)
  
  Размах, м 13,3
  Длина, м 7,9
  Сухой вес, кг 980
  Взлетный вес, кг 1340
  Скорость максимальная, км/ч 160
  Время набора высоты, м/мин 2000/15
  Потолок, м 4500


А.Александров, Г.Петров Крылатые пленники России


С осени 1916 г. компания ДФВ также приступила к производству аэропланов класса Ц. Первые 4 модели оказались не слишком удачными, но следующая, "Ц-пятая", принесла настоящий успех. Появившись в конце 1916 г., ДФВ Ц. V выпускался в течение года или даже дольше, а летал и того более. Аппараты этого типа экипировались моторами "Бенц" 220 л. с. и вооружались привычным образом: синхронизированный "Шпандау" спереди и подвижный "Парабеллум" сзади. Втулка винта закрывалась коком, тогда как головки цилиндров - общим обтекателем, который, однако, часто отсутствовал, дабы облегчить обслуживание и охлаждение. Выхлопные патрубки собирались в коллектор и устремлялись поверх крыла, поверх лобового коробчатого радиатора, устанавливавшегося на аэропланах поздних серий. Ранние машины несли боковые радиаторы (но не "Хазет", а коробчатые), как "уши" торчавшие по бортам фюзеляжа в районе передней кромки нижнего крыла. Три фирмы собирали ДФВ Ц.V по лицензии, причем отличительной чертой самолетов производства "Эльфауге" являлись их горизонтально расположенные выхлопные коллекторы. На фронте "пятерка" встретила "традиционный" спектр задач: разведка, фоторазведка, корректировка артогня, поддержка пехоты. Как и представители других марок, несколько "Ц-пятых" стали трофеями русской авиации, причем еще до 1918 г., о чем свидетельствуют наши кокарды на потерпевшем небольшую аварию самолете (58), чей пассажир не торопится покинуть свою кабину. Не исключено, однако, что данный снимок был сделан во время Гражданской войны, и тогда это аппарат белых. Не вполне ясна принадлежность и следующего аэроплана (59), у которого на месте бывших крестов или кокард красуются темные круги, возможно, что красные. Согласно оригинальной подписи, время этой неудачной посадки - 1922 год, но достоверность информации вызывает сомнения. Напротив, красные звезды на поверхностях очередной машины точно определяют ее хозяев, хотя неизвестно, что это за бескрайняя степь, где они собрались (60). Самолеты ДФВ. Ц. V были легко отличимы по характерной формы хвостовому оперению, так хорошо видному на этой фотографии.


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


D.F.W. C IV
  Built during 1916, the C IV featured single-bay wings with radiator mounted under the upper leading-edge. Engine, 150 h.p. Benz Bz. III. Armament, one Spandau and one Parabellum machine-gun.


D.F.W. C V

  One of the most successful two-seaters used by the German Air Force was the D.F.W. C V, which was eventually produced in large numbers for reconnaissance, artillery co-operation and infantry contact patrol duties. Introduced towards the end of 1916, it continued to equip the Fl. Abt. Units for at least a year, which was a long time for an aircraft to remain in production. Some D.F.W.s continued in service well into 1918, and on the Italian Front they were used right up to the end of hostilities.
  There has been much confusion over the exact designation of D.F.W. C Vs, partly due to their having been license-built by several firms. A great many were built by Aviatik, who applied their own Av C VI designation. The so-called Aviatik C VI was, in actual fact, a license-built D.F.W. C V, and should strictly have been designated D.F.W. C V (Av), in the same way that Halberstadt-built machines were designated D.F.W. C V (Halb).
  Forerunner of the C V was the C IV, powered with the 150 h.p. Benz Bz III engine, and the basic airframe of this machine was largely retained in its successor. The more powerful 220 h.p. Benz Bz IV engine was installed in the C V, and later the addition of a spinner on the airscrew considerably improved the nose-entry lines. An unusual feature in German aircraft of this period was the cowling-in of the cylinder block, which presented a much cleaner appearance. However, these metal cowling panels were often removed in service in the interests of speedier servicing and additional cooling. The familiar funnel-type manifold exhausting over the top of the wing was fitted, although on the L.V.G.-built machines a sideways ejecting manifold was used. The remainder of the fuselage was a wooden structure, based on multi-ply formers and four main longerons, terminating in a vertical knife-edge, the whole being plywood covered. The style of construction owed much to the Albatros two-seaters, although the decking was rounded off into the slab sides with no sharp edge. Windhoff radiators of "ear" type were mounted on the fuselage sides with the base between the front undercarriage strut and leading edge of the lower wing. Towards the end of the production series a single radiator was sited on the leading edge of the centre-section.
  The tailplane and balanced elevators were of a distinctive heart-shaped profile and, together with the (in and rudder, were light-gauge steel-tube structures with fabric covering.
  Of orthodox wooden construction, the wings were based on two box-spars which tapered considerably towards the tips and were wrapped with fabric. The ribs consisted of a plywood web, to which were attached lime or poplar capping strips; false ribs extending as far aft as the rear spar were spaced between. The wire trailing-edge member gave the characteristic scalloped effect to the outline. The upper wings were in two panels, which were bolted to the trestle-type centre-section cabane, the horizontal member of which incorporated a small reservoir tank of about 3 litres capacity. The plain tips had a slight outward rake, and the unbalanced ailerons, of steel-tube framework, were hinged to an auxiliary spar. The lower wing followed the same constructional methods, but was of more curved outline, the tips were more elliptical, and a curving cut-out was made at the root to improve the observer's downward vision. The interplane struts were of streamlined steel tube, with small, neat, streamlined pressings on the wing surfaces shrouding the anchorages for the bracing cables.
  Streamline-section steel tube was again used for the undercarriage vees and rubber cord as the shock-absorbing medium. The axle and spreader bars were enclosed in a fairing, and a claw-type brake was mounted in the centre of the axle, operated by a lever in the cockpit. The front pair of struts were braced with diagonal cables. A sturdy, steel-shod tailskid was fitted and sprung with elastic cord.
  Tribute to the redoubtable nature of the D.F.W. C V and its crews was paid by Major J. B. McCudden, V.C., in his autobiography Flying Fury, when he wrote of an encounter on 12th December 1917:
  "As I dived down I went quite close to the Hun and opened fire with my Vickers, for my Lewis was out of action (He was flying an S.E. 5). For the next five minutes I fought that D.F.W. from 4,000 feet to 500 feet over our lines, and at last I broke off the combat, for the Hun was too good for me and had shot me about a lot. Had I persisted he certainly would have got me, for there was not a trick he did not know, so I gave that liver-coloured D.F.W. best."

TECHNICAL DATA
  Description: Two-seat reconnaissance, artillery observation, infantry and photographic patrol.
  Manufacturers: Deutsche Flugzeug-Werke G.m.b.H. (Dfw.).
  Sub-contractors:
   Automobil und Aviatik A.G. (Av.).
   Halbcrstadtcr Flugzeug G.m.b.H. (Halb.),
   Luft-Verkehrs-Gesellschaft m.b.h. (L.V.G.).
  Power Plant: One 200 h.p. Benz Bz IV 6 cylinder in-line water-cooled engine. (Also 185 h.p. C III NAG.)
  Dimensions: Span, 13.27 m. (43 ft. 6 5/8 in.). Length, 7.875 m. (25 ft. 10 1/8 in.). Height, 3.25 m. (10 ft. 8 in.).
  Weights: Empty, 970 kg. (2,134 lb.). Loaded, 1,430 kg. (3,146 lb.). Empty, 990 kg. (2,178 lb.). Loaded, 1,470 kg. (3,234 lb.) (Av. C VI).
  Performance: Maximum speed, 155 km.hr. (96.87 m.p.h.). Initial climb, 1,000 m. (3,280 ft.) in 4 min. Ceiling, 5,000 m. (16,400 ft.) in 49 min. Duration, 3 1/2 hr.
  Armament: One fixed Spandau machine-gun forward and one manually operated Parabellum machine-gun in the rear cockpit.

  C III N.A.G. was the 185 PS Conrad C III of Deutsche Motorenbau G.m.b.H. (Conrad), Berlin-Marienfelde built under licence by N.A.G.


D.F.W. C VI
  Coming into the era of big two-seaters, the C VI was built in 1918, but no more than one example was completed. Engine, 220 h.p. Benz IVa. Span, 13.6 m. (44 ft. 7 1/2 in.). Length, 7.5 m. (24 ft. 7 3/8 in.). Armament, one Spandau and one Parabellum machine-gun.


Aviatik C VI
  The Aviatik C VI, which seems to have been the subject of confusion in the past, was, in fact, a licence-built D.F.W. C V.


Журнал Flight


Flight, July 12, 1917.

SOME 1917 TYPE GERMAN AEROPLANES.

The D.F.W.-Aviatik.

  Before the war the Deutsche Flugzeug Werke, of Lindenthal, Leipzig, produced exclusively machines of the Arrow type. Since the war this type has never been in great favour, and when the firm are now producing a slightly modified machine it appears probable that this was done to meet the requirements of the military authorities. This machine is not only built by the D.F.W. firm, but also, presumably under licence, by the Aviatik Co., another firm whose machines have not been over-popular of late.
  One of the chief modifications in the modern type is that the backward slope of the wings has disappeared. The dihedral angle has been retained. The body, which is of rectangular section, is covered with three-ply wood, and is very pointed, towards the nose, where it terminates in a "spinner," covering the propeller boss. The engine is a 6-cyl. Benz. developing 228 h.p. at 1,410 r.p.m. The standard complement of two machine guns is carried, and the bomb chamber will hold six bombs. The weight of the machine empty is 2,100 lbs.

В.Кондратьев - Самолеты первой мировой войны
DFW C-V, 48 (баварский) авиаотряд ВВС Германии, 1917г.
O.Thetford, P.Gray - German Aircraft of the First World War /Putnam/
D.F.W. C IV
В.Кондратьев - Самолеты первой мировой войны
DFW C-V на полевом аэродроме, западный фронт, зима 1917-1918 годов
Журнал - Flight за 1917 г.
A D.F.W. biplane as built by the Aviatik works. It will be noticed that the wings are no longer swept back, otherwise the machine follows closely along the lines of the prewar type D.F.W. biplanes. The engine in this instance is a 225 h.p. Benz 6-cyl., with exhaust collectors. Two machine guns are carried, one firing forward "through" the propeller, and the other on a turntable in the rear cockpit.
Jane's All The World Aircraft 1919 /Jane's/
Front View of the captured D.F.W. Aviatik in Paris. - The shape of the nose shows clearly how the Germans obtained better propeller efficiency than we did, and also how, by fitting their radiators directly in the slip stream, they managed to run big engines with small radiators. These points contrasted favourably with our own contemporary methods.
A.Imrie - German Bombers /Arms & Armour/
At various periods some Kasta used a number of C category two-seaters to augment their normal establishment of six twin-engined bombers, employing them on short-range day and night operations. The most used machine for this purpose was the DFW C V, over 1,000 of which were at the Front by the end of August 1917; shown here is an aircraft of this type from Kasta 8, Kagohl II. During 1918 in order to provide a low-altitude day bombing force (also used in the Schlachtstaffel role) - for which the large twin-engined machines were unsuitable - Kogenluft increased the establishment of each Bosta to include three C type aircraft with a further three held in reserve.
H.Cowin - Aviation Pioneers /Osprey/
Probably one of the best of the C types, DFW's CV embodied all of the neatness and efficiency of the C IV that had made its service debut early in 1916, but benefitted from the greater power of a 200hp Benz Bz IV. This gave the machine a top level speed of 97mph at 3,280 feet, while the C V's operational ceiling was 16,400 feet. Built not just by DFW, but by four other sub-contractors, the C V was probably the best all-rounder of the German two seaters with just under 1,000 being in operation on every front at the end of September 1917. Armament comprised the standard fixed, forward-firing and flexibly-mounted 7.92mm guns, plus light bombs. Shown here is a DFW C V of Fl Abt (A) 224 at Chateau Bellingcamps photogaphed on 22 May 1917.
H.Cowin - Aviation Pioneers /Osprey/
Lieutenants Leppin and Basedow, of Fl Abt 234, pose beside Aviatik-built DFW C V just prior to the launch of the great German offensive of late march 1918. Aimed at thrusting through to the French coast to sever contact between the British and French armies, the role of the Field Flight Sections in providing tactical information was crucial in the run-up to the 21 March zero hour. To this end, 49 Field Flight Sections, or approximately one third of Germany's total two seater assets were directly deployed in support of the offensive. The DFW C V was the mainstay of the field Flight Sections until into the summer of 1918 and the operational arrival of the DFW C VI.
H.Cowin - Aviation Pioneers /Osprey/
An excellent air-to-air aspect on a two seat DFW C V of the German Imperial Air Service's 1st Field Service Section. Taken near to the front lines in the autunm of 1917, this view shows the irregular application of dull green and brown with which the majority of German combat types were camouflaged prior to the January 1918 adoption of the multi-colour hexagonal scheme. Both the 1st and 2nd naval Field Service Sections appear to have used a mixture of DFW C Vs and LVG C Vs with which to carry out their reconnaissance work.
K.Delve - World War One in the Air /Crowood/
The DFW CV was used in large numbers from 1916 to the end of the war in a variety of roles. Note the distinctive 'fish tail'.
K.Delve - World War One in the Air /Crowood/
The DFW CV was another type involved with ground support missions.
K.Delve - World War One in the Air /Crowood/
DFW CV. This reconnaissance aircraft was a major success and over 1.000 were produced.
K.Delve - World War One in the Air /Crowood/
RFC examination of a DFW CV.
Сайт - Pilots-and-planes /WWW/
DFW C.V
Сайт - Pilots-and-planes /WWW/
A type C 5 D.F.W. biplane. Note the housing around the engine.
Журнал - Flight за 1919 г.
The D.F.W. C.V 200 h.p. Benz
O.Thetford, P.Gray - German Aircraft of the First World War /Putnam/
D.F.W. Aviatik C V.
O.Thetford, P.Gray - German Aircraft of the First World War /Putnam/
Aviatik C VI
K.Delve - World War One in the Air /Crowood/
DFW CV as G/HQ/4.
Сайт - Pilots-and-planes /WWW/
Сайт - Pilots-and-planes /WWW/
O.Thetford, P.Gray - German Aircraft of the First World War /Putnam/
An interesting collection of two-seaters, typifying the equipment of 1917-18. In the foreground is a Rumpler C IV, the other aircraft being a Rumpler C VII, a Hannover CL IIIa and a D.F.W. C V.
O.Thetford, P.Gray - German Aircraft of the First World War /Putnam/
D.F.W. C VI
А.Александров, Г.Петров - Крылатые пленники России
(КПР 58)
А.Александров, Г.Петров - Крылатые пленники России
(КПР 59)
А.Александров, Г.Петров - Крылатые пленники России
(КПР 60)
Журнал - Flight за 1917 г.
A German aeroplane brought down at Aardenburg in Holland; the occupants were interned. The machine appears to be an Aviatik D.F.W.
Журнал - Flight за 1918 г.
AT THE ENEMY AIRCRAFT VIEW ROOMS. - Although not including all the captured German aeroplanes, this drawing gives a good idea of the excellent arrangement of these trophies, the detail construction of which can be readily inspected owing to the machines being partly stripped as shown. Commencing with the machine in the foreground, the aeroplanes are: Albatros Scout D.V., Albatros Scout D.I., D.F.W.-Aviatik, L.V.G, Albatros Fighter, and Rumpler Fighter.
Сайт - Pilots-and-planes /WWW/
Журнал - Flight за 1917 г.
Jane's All The World Aircraft 1919 /Jane's/
The D.F.W. Type C.V.