В.Кондратьев Самолеты первой мировой войны

ГАНЗА-БРАНДЕНБУРГ B-I/C-I / HANSA-BRANDENBURG B-I/C-I

   Цельнодеревянный двухстоечный биплан со смешанной обшивкой. Фюзеляж покрыт фанерой, крылья и оперение - полотном. Капоты алюминиевые. Характерной внешней особенностью аппарата были "заваленные" вовнутрь стойки бипланной коробки.
   Самолет разработан Эрнстом Хейнкелем в конце 1915 года, вскоре после перехода с фирмы Альбатрос Флюгцойгверк на фирму Ганза-Бранденбург.
   Аэроплан получился вполне удачным, однако Ганза-Бранденбург, специализировавшаяся на гидропланах, не приняла новинку, предпочтя продать лицензию на выпуск машины австрийцам.
   Уже в начале 1916-го серийное производство "Бранденбурга" (для краткости первую часть названия обычно отбрасывали) развернулось на венской фирме Феникс и будапештской UFAG.
   Выпускались две модификации: C-I - основная и B-I - уменьшенных размеров без вооружения. Как правило их называли просто "большой Бранденбург" и "маленький Бранденбург", причем "маленькие Бранденбурги" применялись главным образом в летных школах.
   "Большие Бранденбурги" начали поступать на русско-австрийский и итало-австрийский фронты весной 1916 года. По воспоминаниям, они пользовались большой любовью пилотов за легкость управления, устойчивость и хорошие взлетно-посадочные характеристики.
   Солидная грузоподъемность позволяла задействовать их не только для разведки и корректировки артогня, но и в качестве бомбардировщиков.
   "Бранденбурги" нередко совершали налеты на города и военные объекты в северной Италии.
   По окончании войны многие уцелевшие "Бранденбурги" достались "по наследству" новым государствам, возникшим на месте распавшейся Австро-Венгерской империи. В 1919 году их применяли украинские вооруженные формирования в войне с поляками, а также ВВС Венгерской советской республики. Отдельные машины состояли на вооружении в Советской России, Чехословакии, Румынии и Югославии.


ДВИГАТЕЛЬ
  
   "Австро-Даймлер", 160, 185, 200 или 210 л.с., "Мерседес", 160л.с., "Геро" ("Иеронимус"), 200 или 230 л.с., "Бенц", 220 л.с.
  
  
ВООРУЖЕНИЕ
  
   Стрелковое: 1 курсовой несинхронный 8-мм "Шварцлозе" над верхним крылом, позднее - синхронный "Шварцлозе" M.16/R над мотором и "Шварцлозе" 07/12 на турели в задней кабине,
   Бомбовое: 100-170 кг
  
  
ЛЕТНО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ
(с двигателем "Геро" 230 л.с.)
  
   Размах, м 12,3
   Длина, м 8,4
   Высота, м 3,11
   Площадь крыла, кв.м 38,5
   Сухой вес, кг 886
   Взлетный вес, кг 1196
   Скорость максимальная, км/ч 158
   Время набора высоты, м/мин 4000/36
   Потолок, м 5000
   Продолжительность полета, ч 3,5
   Экипаж, чел 2

А.Александров, Г.Петров Крылатые пленники России

Покинув в 1914 г. компанию "Альбатрос", Эрнст Хейнкель перешел работать в фирму "Бранденбургише Флюгцойгверке" (Brandenburgische Flugzeugwerke), основанную в январе того же года Иго Этрихом. В октябре 1915 г. произошло ее слияние с принадлежащим австрийскому магнату Камилио Кастильони гамбургским предприятием "Ханза Флюгцойгверке" (Camilio Castiglioni; Hansa Flugzeugwerke), в результате чего появилась фирма "Ханза унд Бранденбургише Флюгцойгверке АГ" (Hansa und Brandenburgische Flugzeugwerke AG, сокращено Brandenburg = "Бранденбург"). Два завода компании, находившиеся в Германии, снабжали аэропланами авиацию Центральных держав, и одной из самых удачных моделей, выпускавшейся по лицензии до самого окончания войны австро-венгерскими фирмами "Феникс" и "Уфаг" (Phonix; Ufag = Ungarische Flugzeugwerke AG), был "Бранденбург Ц. I", двухстоечный двухместный биплан-трактор (т. е. с тянущим винтом), оснащавшийся моторами от 160 до 230 л. с. Русские летчики не раз сталкивались в воздухе с такими аппаратами и не всегда последним удавалось благополучно выйти из боя. 24 мая 1917 г. не повезло аппарату постройки "Уфаг" с номером 64.55, которого сбил в районе Тарнополя ас Е. Н. Крутень (39). Это была его седьмая победа. Экипаж неприятельского самолета - пилот капрал Антон Лагер и наблюдатель оберлейтенант Виллибальд Пацельт (Anton Lager, Willibald Patzelt), оба из Flik 18, оказался в плену. Всего через 13 дней Евграф Крутень погиб после того, как его "Ньюпор 17" вошел в штопор при полете над аэродромом.

C.Owers Hansa-Brandenburg Aircraft of WWI Vol.1: Landplanes (A Centennial Perspective on Great War Airplanes 17)

Brandenburg Type DD & C.I
  
   The DD was evolved from the LDD and featured a 160-hp Mercedes engine and careful design to reduce drag and weight. The tail surfaces were also revised. Possessing a remarkable performance for the time, the prototype DD was purchased by Flars and given the serial 05.07. The machine was entered into active service and ended up as a trainer, being written off in August 1917. In addition, ten DD biplanes were ordered under the designation C.I.(12) The C.I had a long and distinguished history and was manufactured in Germany by Brandenburg (80); and in Austro-Hungary by Phonix (446) and UFAG (732) as summarized below. It was still in front line service in 1918, a remarkable achievement for a 1915 design, and more so when the conditions it operated in are compared with the Western Front. The design was capable of accepting ever more powerful engines up to 240-hp and was to remain competitive with the Allies aircraft to the end of hostilities. Easy to fly and capable of accepting considerable punishment, the C.I was Brandenburg and Heinkel's greatest contribution to Austro-Hungarian aviation in the war. The 1,258 C.Is built comprised 26.4% of the total number of 4,768 aircraft accepted by the Luftfahrtruppen during the conflict, making it the iconic Austro-Hungarian aircraft of the war.
   Brandenburg received an order for ten series 61.5 Type C.I biplanes in September 1915 based on the prototypes performance at the Front. This was followed by an unprecedented order for 119 machines, of which 48 were contracted to UFAG.
   The C.I was constructed in typical Brandenburg fashion with ply covered fuselage. The pilot and gunner sat close together in a communal cockpit. The gunner had a gun rail on early aircraft that was replaced by a gun ring in later production aircraft. The pilot was given a machine gun in late 1916. This was mounted in a fairing mounted on the top wing's centerline. A Synchronised Schwarzlose was eventually provided, mounted on the port side under the cowling panels.
   The two-bay wings featured the inward sloping steel tube struts with light wooden fairings that were a feature of Brandenburg types. The wings were constructed around two spars and braced internally with wire and steel compression tubes. A cut-out in the trailing edge of the top wing was provided to improve the pilot's vision. The wings had dihedral the upper one carrying the steel tube framed, fabric covered ailerons. As heavier and more powerful engines were fitted the wings were given sweep-back.
   The tail surfaces were constructed of steel tube with fabric covering as were the ailerons. The large, triangular tailplane was mounted on top of the top longerons. Some Series the tailplane had a convex leading edge. Plain rudders gave way to a horn-balanced one in later series. A robust undercarriage carried a claw brake.
   The first C.I biplanes were forwarded to combat squadrons in March 1916 and it was immediately successful with pilots praising its performance compared to other two-seaters that they had been forced to fly. It soon became the mount of aces with Julius Arigi and his observer Johan Lasi credited with downing five Italian Farman pusher biplanes on 22 August 1916, while serving with Flik 6. The 34a Squadriglia lost only two aircraft on this day, Farman 1707 of sergente Leonida Schionaa with his observer capitano Franco Scarioni, and the Farman of caporale Francesco Rossi and tenente Attilio Viziano. Both crews were rescued unharmed.
   The third series from Brandenburg (Series 64.5) had the Phonix designed "universal" fuselage that enabled the fitting of cameras, radio, or bombing equipment according to the mission. The rear spar had an adjustment that allowed for sweep back to the wings. This series remained in front line service until the end of 1917. Surviving machines went on to become advanced trainers.
   Phonix received its first order for the C.I in December 1915. The Series 26 reconnaissance aircraft were well received and in late 1917 those fitted or retrofitted with the 185hp Daimler engine were preferred by pilots to the newer UFAG built machines. The second series from Phonix had the universal fuselage.
   The C.I was to have a long service life after the war in the air forces of Poland, Rumania, Yugoslavia and Czechoslovakia. Civil versions also were used in Austria, Czechoslovakia, Hungary, Switzerland and Norway.
   In addition to the Austro-Hungarians, the German Navy used the C.I. Six C.I biplanes were delivered to the Navy's landplane section beginning with serial LF 165 in June 1915. This machine was armed with a single machine gun and powered by the 150-hp Benz Bz.III engine, and survived until written off in March 1916. LF 166 to LF 170 were obtained early in November 1915. One served with II Marine Feld-Flieger Abteilung. As all five were written off on the same date of 30 November 1916, it would appear that they were unsatisfactory for the service required by the Navy.(13) An earlier Brandenburg had been accepted by the Navy on 17 April 1915 for the Freiwilliges Marine Fliegerkorps (Volunteer Navy Flier Corps). Described as a sea-landplane, it was fitted with a Mercedes D.III engine and later a Maybach Mb.III. It survived until it was written off on 16 December 1916. The actual type designation of this machine, LF 108, has not been determined.
   At least one captured C.I was flown by the Russians. It or another C.I survived to appear in Soviet red star markings.
   At the end of the war the Austro-Hungarian Empire broke up. On 16 October 1918 the Emperor offered autonomy to the main ethnic groups within the empire. This action was too late and the empire was already splitting up with Hungary becoming a new country under a Soviet Government, the Croats and Slovnes joining the South-Slav Kingdom (later Yugoslavia), the Rumanians in the Transylvania electing to join with Rumania and the dismembered Poland began to reunite as a country. A new Austrian Republic was created on 12 November 1918, and was involved in border wars with the newly emerging nations. The air arm of the republic was equipped with Brandenburg C.I reconnaissance machines and D.I fighters.(14) The air arm saw considerable service but with the signing of the Treaty of St. Germain on 10 September 1919, Austria was forbidden an air arm. The Austrian Air Police (Osterreichische Flugpolizei) was formed to retain a nucleus of trained personnel but its aircraft had to be destroyed. The Austrian Air Force {Osterreichische Luftstretkrafte] was officially formed as part of the Army on 1 May 1934, but had been in secret existence for several years beforehand. Five Brandenburg C.I biplanes served with this force from 1931 to 1935.
   Nearly all versions of the original Austro-Hungarian-constructed Brandenburg C.I biplanes were used in Czechoslovakia. They were obtained from those abandoned at the end of the war and as purchases from Austria.
   The type was built, without a license agreement, in Czechoslovakia as the Aero A-14 with 230-hp Hiero N motor, A-15 with 230 Hiero L motor, and as the A-26 with the 185-hp BMW motor. The A-14 and A-15 were patterned after the UFAG Series 369 while the A-26 was based on the Phonix Series 26.
   Aero produced 25 of the A-14 biplanes in 1922. The Czechoslovakian air arm used the C.I mostly as a trainer with dual controls. The Ceskoslovenske statni aerolinie (CSA - Czechoslovakian State Airline) received 17 of the biplanes. These were modified to three-seaters with provision for two passengers. The Czech air service received 24 A-15 trainers during 1922-23. These machines could carry small bombs under the wings or larger bombs under the fuselage. The observer controlled the release of the bombs. With the designation An-15 the machine was modified for training in night flying. When the military finished with the types they were sold at low prices to aero clubs.
   During the Russian Civil War at least one C.I served in the markings of the Don Air Corps, 1st Southern Unit in the Spring of 1919.
   Poland obtained many aircraft from the former Austro-Hungarian forces at the end of the war. 33 and 15 Brandenburg C.I and B.I biplanes respectively, were obtained from Krakow, Lwow, Lublin and Przemsl airfields together with Oeffag and Lloyd two-seaters. A further damaged C.I, 26.62, was captured from Ukrainian forces on 5 June 1919. Only 11 Brandenburg C.I biplanes of Austro-Hungarian origin could be made airworthy, the remainder going into store for spare parts. A further nine were constructed in Poland at first at the Lwow workshops, and after the workshops were destroyed by fire on 4 February 1920, at the Krakow workshops. Two Polish built aircraft were destroyed in the Lwow fire. The C.I was to make the first combat mission of the Polish air arm when one was flown to bomb Ukrainian troops at the railway station at Persenkowka on 5 November 1918.
   A significant number of Brandenburg C.I biplanes were manufactured in Rumania in the 1920s. Equipped with MARTA-Benz, NAG and 220-hp and 250-hp Austro-Daimler motors, also obtained from abandoned or captured sources. The Arsenalul Aeronauticii, the first Rumanian aircraft factory, was founded on 1 July 1920 in Bucharest. It initially was responsible for the repair of aircraft but in 1922 it began to manufacture copies of the UFAG 269 version of the C.I, producing some 120 copies of the C.I biplane.(15)
   One C.I ended up on the Swiss civil register as CH-28. Nominated as a Brandenburg/Phonix machine, it had a 185-hp Austro-Daimler motor.
   Six Brandenburg C.I biplanes were sent to Japan post-war. They were Series 129, 169, 269, 369 and 429 machines. Unlike the W.29, they were not used as the basis for manufacture. The C.I was to have a long service life post war in the air forces of Poland, Rumania, Yugoslavia and Czechoslovakia. Civil versions also were used in Austria, Czechoslovakia, Hungary, Switzerland, and Norway.

(12) The Typenschau records that the Phoenix C.I and UFAG C.I were license-built versions of the Type LDD.
(13) Research by late P.M. Grosz.
(14) Phonix KD, D.I, D.II,and D.III fighters were used by the Flying Troops according to Green, W. "Aerial Alpenstock", Flying Review, December 1969, P.49.
(15) According to Air Enthusiast, UK,Vol.1 No.1,the number produced was 72.


Brandenburg C.I Production
Serials Manufacturer Notes
26.01 - 26.70 Phonix 160-hp AD
27.01 - 27.88 Phonix 160-hp AD
29.01 - 29.40 Phonix 200-hp AD
29.50 - 29.89 Phonix 200-hp Hiero
61.01 - 61.24 UFAG 160-hp AD
61.51 - 61.60 Brandenburg 160-hp AD
61.61 - 61.72 Brandenburg 160-hp AD
63.01 - 63.32 UFAG 160-hp AD
63.51 - 63.86 Brandenburg 160-hp Mercedes
64.01 - 64.48 UFAG 160-hp AD
64.51 - 64.72 Brandenburg 160-hp AD
67.01 - 67.56 UFAG 160-hp AD
68.01 - 68.64 UFAG 160-hp AD
69.01 - 69.48 UFAG 200-hp AD
69.50 - 69.99 UFAG 200-hp Hiero
129.01 - 129.72 Phonix 200-hp Hiero
169.01 - 169.02 UFAG 220-hp Benz
169.31 - 169.142 UFAG 220-hp Benz
169.151 - 169.180 UFAG 250-hp Benz
229.01 - 229.32 Phonix 200-hp Hiero
269.01 - 269.72 UFAG 200-hp AD
329.01 - 329.56 Phonix 200-hp Hiero
369.01 - 369.72 UFAG 230-hp Hiero
369.101 - 369.132 UFAG 230-hp Hiero
369.141 - 369.210 UFAG 230-hp Hiero
429.01 - 429.48 Phonix 230-Hiero
Note: AD = Austro-Daimler


Brandenburg-Built Brandenburg C.I Specifications
Source Typenschau Type DD* Brandenburg 3-view Type DD PMG Series 61.5 PMG Series 63.5 PMG Series 64.5
Span, m 13.12/12.32 12.300/11.700 12.30/11.70 12.30/11.70 12.30/11.70
Length, m 8.20 ca 8.150 8.15 8.40 8.30
Height, m - - - 3.20 3.20
Sweepback - - 0° 0° 1°
Wing Area, m2 43.46 38.2 38.2 37.0 35.0
Wt. Empty, kg - 741 741 770 745
Wt. Loaded, kg - 1,215 1,215 1,219 1,219
Speed in km/hr - - 151 142 144
Time to 1000 m - 6 min 40 5 min 20 sec 5 min 21 sec 6 min 35 sec
Time to 3000 m - - 25 min 10 - -
Time to 5000 m - 36 m 40 - -
Motor - 160-hp Austro 160-hp Daimler 160-hp Mercedes 160-hp Daimler
* The Typenschau gives the same specifications for the FD, LDD, and DD, indicating that these machines are confused in this publication.


Phonix-Built Brandenburg C.I Specifications
Source Typenschau Phonix C.I* PMG Series 26 PMG Series 27 PMG Series 29.5 PMG Series 129 & 229 PMG Series 29
Span, m 13.12/12.32 12.30/11.30 12.30/11.70 12.30/11.70 12.30/11.70 12.30/11.70
Length, m 8.20 - 8.40 8.37 - 8.37
Height, m - 2.95 3.20 3.20 - 3.20
Sweepback - 1° 1° 1° 1°
Wing Area, m2 43.46 38.4 38.4 38.4 - 38.4
Wt. Empty, kg - 797 778 805 794 811
Wt. Loaded, kg - 1,238 1,219 1,238 1,230 1,260
Speed in km/hr - 145 148 163 159 154
Time to 1000 m - 6 min 20 5 min 30 4 min 12 3 min 58 4 min 50
Time to 3000 m - - 26 mih 5 17 min 36 - -
Time to 5000 m - - - 54 min 40 - -
Motor 160 & 210-hp Austro-Daimler / 200 & 230-hp Hiero 160-hp Daimler 160-hp Daimler 200-hp Hiero 200-hp Hiero 200-hp Daimler
* There are two entries for the Phonix C.I (Brandenburg C.I) in the Typenschau. Dimensions quoted are the same with only the engines being different. There is no identification of which series relates to which entry.


Czech-Built Aircraft Based on the Brandenburg C.I
Pattern Aircraft Czech Type Motor Notes
UFAG Series 369 Aero A-14 230-hp Hiero N 25 constructed in 1922. Serials Ae-H-2.01 - 2.25, then A14.1 - A14.25.
UFAG Series 369 Aero A-15 230-hp Hiero L 24 constructed 1922-1923. Br-L-2.01 -Br-L-2.24, then Al5.1 - Al5.24. Equipped for bombing.
Phonix Series 26 Aero A-26 185-hp BMW nia 23 constructed in 1923. 26.1 - A26.23.

Brandenburg C.I Biplanes in Czechoslovakian Service
Serial Notes
26.10 06.11.18, Al-Ma (16) test flight. W/off 1925, Military Aviation Training Centre Cheb.
26.17 03.01.19, Al-Ma test flight. Civil L-BIZF. W/off 23.02.31, Moravian Aero Club.
26.39 30.04.19, Al-Ma test flight. Was filmed at air show in 1933 when registered OK-IZG.
26.48 10.01.20, purchased by Zuzman. 18.08.25, Military Aviation Training Centre Cheb.
26.53 13.11.18, at Al-Ma assessment of condition. Civil L-BIZE. 10.05.29, W/off West Bohemian Aero Club Plzen, due wear &. tear.
26.56 13.11.18, at Al-Ma assessment of condition. W/off 04.04.24, Military Aviation Training Centre Cheb.
26.64 13.11.18, from AL-Ma to air corp. W/off 08.08.24, Military Aviation Training Centre Cheb.
26.70 13.11.18, at Al-Ma assessment of condition. W/off 28.03.22, after crash, Military Aviation Training Centre Cheb.
27.12 24.04.19, test flight. W/off 18.08.25, after crash, Military Aviation Training Centre Cheb.
27.19 09.04.19, at Al-Ma test flight. W/off 19.11.20, after crash, Aviation Workshops Olomouc.
27.32 16.02.20, Main Aviation Workshops Prague, test flight. W/off 18.08.25, after crash, Military Aviation Training Centre Cheb.
27.49 10.01.20, purchased by Zuzman in Austria. W/off 09.09.24, 1st Aviation Regiment, after crash.
27.61 13.11.18, at Al-Ma assessment of condition. W/off 25.05.29, 2nd Field Squadron, shot down in border war with Hungary.
27.64 12.04.19, at AL-Ma test flight. W/off 31.10.23, Military Aviation Training Centre Cheb, after crash.
27.79 17.09.18, date account for repairs by Aero. W/off 31.10.23, Military Aviation Training Centre Cheb, after crash.
27.88 13.11.18, Al-Ma tendered for repair, W/off 06.12.22, Aviation Workshop Olomouc.
29.29 12.03.20, Main Aviation Workshop Prague, after repairs. 22.10.25, for sale.
129.18 19.11.18, confiscated in Lanskroun. W/off 13.08.25, Military Aviation Training Centre Cheb.
329.49 25.10.19, Main Aviation Workshop Prague, test flight. W/off 1925, stored at Military Aviation Training Centre Cheb.
169.70 15.11.18, at Aviation Company Prague. W/off 31.10.23, Military Aviation Training Centre Cheb, training aid.
169.99 03.12.18, Al-Ma order to repair. W/off 31.01.24, after crash Military Aviation Training Centre Cheb.
269.41 05.11.18, confiscated near Strakonice. W/off 14.06.29, after crash Main Aviation Workshop Olomouc.
369.17 13.03.19, tender for repair by Aero. W/off 24.10.22, Main Aviation Workshop Olomouc.
369.67 27.10.19, received from Al-Ma. W/off 31.10.23, Military Aviation Training Centre Cheb.
369.68 30.03.19, test flight after repair by Aero. W/off 01.08.20, after crash Main Aviation Workshop Olomouc.
369.108 13.03.19, tender for repair by Aero. W/off 22.07.22, after crash Military Aviation Training Centre Cheb.
369.118 14.03.19, tender for repair by Aero. W/off 12.11.21, after fatal crash of 17.10.21.
369.160 18.10.19, taken over from Aviation Arsenal by Aero. W/off 31.10.23, Military Aviation Training Centre Cheb.
369.166 26.04.21, test flight with 2nd Aviation Regiment after received from Aero Lloyd. W/off 09.09.26, after crash.
369.178 09.11.18. W/off 05.11.21, destroyed by fire Main Aviation Workshop Prague.
(16) Al-Ma was a civil aviation repair workshop, the only such firm in the newly-formed Czechoslovakian Republic, and as a result received many of the early aircraft for reconstruction.


UFAG-Built Brandenburg C.I Specifications
Source Typenschau UFAG C.I* PMG Series 61 PMG Series 64 PMG Series 68 PMG Series 63
Span, m 13.12/12.32 12.30/11.70 12.30/11.70 12.30/11.70 12.30/11.70
Length, m 8.20 8.23 8.23 8.23 8.23
Height, m - 2.95 2.95 3.41 3.41
Sweepback - 1° 1° - 1°
Wing Area, m2 43.46 38.5 38.5 38.5 38.5
Wt. Empty, kg 850 803 771 797 794
Wt. Loaded, kg 1,350 1,256 1,213 1,244 1,247
Speed in km/hr 140/160 138 140 146 -
Time to 1000 m 6.55/3.95 min 5 min 40 6 min 55 5 min 28 6 min 58
Motor 160-hp Austro- Daimler/160-hp Mercedes/200 & 230-hp Hiero/220-hp Benz 160-hp Daimler 160-hp Daimler 160-hp Daimler 160-hp Mercedes
* There is only one entry for the UFAG C.I in the Typenschau. It states that the type is the license-built Type LDD.


UFAG-Built Brandenburg C.I Specifications
Source PMG Series 67 PMG Series 69 PMG Series 169 PMG Series 263 PMG Series 369
Span, m 12.30/11.70 12.30/11.70 12.30/11.70 12.30/11.70 12.30/11.70
Length, m 8.23 8.35 8.35 8.35 8.30
Height, m 3.41 3.33 3.33 3.33 3.15
Sweepback 0.5°
Wing Area, m2 38.5 36 36 36
Wt. Empty, kg 789 799 930 827 880
Wt. Loaded, kg 1,236 1,251 1,381 1,278 1,331
Speed in km/hr 154 177 160 158 165
Time to 1000 m 5 min 05 5 min 24 4 min 15 4 min 30 4 min
Time to 3000 m 16-18 min 18-19 min 14-16 min
Time to 5000 m 50-55 min 50-58 min 48-55 min
Motor 160-hp Daimler 200-hp Hiero 250-hp Benz (Mar) 200-hp Daimler 230-hp Hiero

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

01. — 010. Flugzeuge ausländischer Produktion (Самолеты иностранного производства)
05.07 Brandenburg C (Vortype C.I) Merc 160

20. Flugzeuge der Phönix-Flugzeugwerke, vormals Österr. Albatros
20.08 Brandenburg C.I (Motorversuch) H 200
20.09 Brandenburg C.I (Motorversuch) H 200
20.13 Brandenburg C.I (Motorversuch mit ex 29.90) Bz 220
23.01 Brandenburg C.I (neu 129.01) H 200
23.02 Brandenburg C.I (neu 129.02) H 200
26.01 — 26.08 Brandenburg C.I Dm 160
26.09 — 26.71 Brandenburg C.I (Ph) Dm 160
27.01 (ex 26.71) Brandenburg C.I (Ph) Dm 160
27.02 — 27.79 Brandenburg C.I (Ph) Dm 160. 185
27.80 — 27.88 Brandenburg C.I (Ph) Dm 185
29.01 — 29.41 Brandenburg C.I (Ph) Dm 200
29.51 — 29.79 Brandenburg C.I (Ph) H 200
29.80 — 29.90 Brandenburg C.I (Ph) H 200 (Fi)
129.01 — 129.72 Brandenburg C.I (Ph) H 200 (Fi)
229.01 — 229.32 Brandenburg C.I (Ph) H 200
329.01 — 329.56 Brandenburg C.I (Ph) H 200 (Fi)
429.01 — 429.58 Brandenburg C.I (Ph) H 230

60. Flugzeuge der Ungarischen Flugzeugfabrik A.G. (Ufag) Budapest und Hansa Brandenburgische Flugzeugfabrik Brandenburg/Briest
60.51 Brandenburg DD Prototyp für C.I Dm 160
60.54 Brandenburg DD Getriebeflugzeug Dm 300
61.01 — 61.24 Brandenburg C.I (U) Dm 160
61.51 — 61.72 Brandenburg C.I (Br) Dm 160
63.01 — 63.32 Brandenburg C.I (U) Merc 160
63.51 — 63.86 Brandenburg C.I (Br) Merc 160
64.01 — 64.48 Brandenburg C.I (U) Dm 160
64.51 — 64.72 Brandenburg C.I (Br) Dm 160
67.01 — 67.56 Brandenburg C.I (U) Dm 160
68.01 — 68.40 Brandenburg C.I (U) Dm 160
68.41 — 68.69 Brandenburg C.I (U) Dm 160
69.01 — 69.48 Brandenburg C.I (U) H 200
69.50 — 69.99 Brandenburg C.I (U) H 200
169.01 — 169.149 Brandenburg C.I (U) Bz 220
169.150 — 169.177 Brandenburg C.I (U) Bz 250
269.01 — 269.82 Brandenburg C.I (U) Dm 200
369.01 — 369.209 Brandenburg C.I (U) H 230