R.Keimel Osterreichs Luftfahrzeuge (Weishaupt Verlag)

Albatros J I 1917

  Этот пехотный самолёт поступил с германских авиазаводов Albatros и имел заводское обозначение L 40. Оба сиденья были защищены 5-мм бронеплитами для боевых действий над землёй. Испытывался в императорских и королевских авиационных войсках.

Производитель: Albatros-Flugzeugwerke GmbH., Берлин-Йоханнисталь, Германия.
Назначение: Штурмовик (пехотный самолёт).
Построен: 1917-1918
Первый полёт: 1917
Количество: около 240 экземпляров
Бортовой номер: Сер. № 09…
Экипаж: 2
Двигатель: 1 × 147 кВт (200 л.с.) Benz Bz IV, двухлопастный винт.
Размеры:
  Размах крыла: 14,14 м
  Длина: 8,83 м
  Высота: 3,37 м
  Площадь крыльев: 42,82 м²
Веса:
  Снаряжённая масса: 1563 кг
  Макс. взлётный вес: 1809 кг
Нагрузка на крыло: 42,3 кг/м²
Нагрузка на мощность: 12,3 кг/кВт
Макс. скорость: 160 км/ч
Крейсерская скорость: 140 км/ч
Потолок: 4500 м
Дальность: 350 км
Продолжительность полёта: 2,5 ч
Время набора 1000 м: 11,4 мин

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

Albatros J I

   In 1917, with the expansion of the Flieger Abt. (Infanterieftieger) Close Support units, Albatros Werke introduced the J I to supplement the A.E.G. and Junkers panzer aircraft already serving. This aircraft, like its contemporary from the A.E.G. company, was something of a hybrid, in which the complete wing cellule of the Albatros C XII was married to an ugly and cumbersome semi-armoured fuselage.
   With only the 200 h.p. Benz Bz IV for a power plant (although the actual power output of this engine was closer to 225 h.p. at the low altitudes these aircraft worked), as compared with the 260 h.p. Mercedes D IV installed in the C XII, and an increase of some 350 kg. (770 lb.) in loaded weight, a drastic reduction in performance could only be expected. The reduction in climb performance did not have such serious repercussions as might be imagined, since the operational requirements for this class of machine rarely called for much altitude. When in action they could most effectively fulfil their chief offensive role, harassing the troops in the trenches, at altitudes between 50 and 500 m. (164 and 1,640 ft.).
   The Albatros J I represented another trend of thought in the development of close support aircraft, coming between some earlier D.F.W.s and L.V.G.s, which had only the seats and tanks armoured, and A.E.G.s with the almost fully armoured nose.
   The fuselage of the J I was basically to the well-tried Albatros formula of multi-ply formers, six main longerons (ash forward, spruce aft), with the ply skin pinned and glued to the basic structure, obviating the need for internal bracing. Unlike the A.E.G. J I, the whole of the nose was not armoured, only the actual cockpit area being covered with 5 mm. chrome nickel steel armour on the sides and underneath. To simplify manufacture the armour on the sides was largely in its original slab sheet form, cut to size, and bolted to the basic structure. To provide maximum protection for the pilot the side armour was not cut away on the front cockpit sides, but to facilitate entry and egress a panel was hinged to fold outwards and down.
   Somewhat austere nose contours prevailed. The extreme nose and forward belly panels were of sheet metal, the latter with an additional bulged fairing to encase the engine sump. The panelling adjacent to the Bz IV engine was also fashioned to follow a rounded contour, but these panels also were not of armoured sheet. The remaining side nose panels, back to the armour, were of ply. The nose sloped down quite sharply from the front cockpit, thereby affording a reasonably good degree of forward vision.
   Aft of the cockpit section the fuselage was ply covered, the perfectly straight slab sides being continued between the upper and lower longerons to the terminal horizontal knife-edge. The bottom surface was quite flat, but the top decking had a considerable, almost semi-circular, degree of curvature. The complete empennage was that of the C XII, with the ply-skinned tailplane and upper and lower fins and the fabric-covered, steel-tube rudder and elevator.
   Although use was also made of the complete C XII wing assembly, it was mounted farther forward, with a 2° sweep on each panel to compensate for the added 490 kg. (1,078 lb.) weight of the armour and to preserve the C/G position. Installation of the radiator differed from that of the C XII, a large rectangular cooler being mounted on the centre-section leading-edge.
   Due to the altered fuselage contours, it was not possible to use the original C XII undercarriage chassis, although only a slight modification to the steel-tube vee-strut lengths was necessary to employ the majority of the undercarriage components.
   Operating in flights of three to six aircraft from the autumn of 1917 onwards, this class of machine was a continual thorn in the side of the Allied ground troops and artillery batteries as their downward-firing machineguns viciously probed and stabbed into trenches, gun pits and horse lines.

TECHNICAL DATA
   Description: Two-seat armoured, close support.
   Manufacturers: Albatros Werke G.m.b.H. (Alb.).
   Power Plant: One 200 h.p. Benz Bz IV 6 cylinder in-line water-cooled engine.
   Dimensions: Span, 14.14 m. (46 ft. 4 3/4 in.). Length, 8.83 m. (28 ft. 11 3/4 in.). Height, 3.37 m. (11 ft. 0 3/4 in.). Wing area, 42.82 sq.m. (462.45 sq.ft.).
   Weights: Empty, 1,398 kg. (3,075 lb.). Loaded, 1,808 kg. (3,978 lb.).
   Performance: Maximum speed, 140 km.hr. (87.5 m.p.h.). Initial climb, 1,000 m. (3,280 ft.) in 11.4 min.; 3,000 m. (9,840 ft.) in 50 min. Duration, 2 1/2 hr.
   Armament: Two Spandau machine-guns fixed to fire downwards at 45° through floor. One free Parabellum machine-gun for observer for defence.

J.Herris Development of German Warplanes in WWI (A Centennial Perspective on Great War Airplanes 1)

J-Class Armored Aircraft

   Albatros was the third manufacturer to produce a J-type. The Albatros J.I inherited its wooden structure from the C.XII reconnaissance two-seater from which it was developed. Unlike all the other J-types, the Albatros J.I had armor around the cockpit but, to save weight, it had no armor protecting the engine. Like the AEG J.II, 20 Albatros J.Is were fitted with a 20mm Becker cannon on a flexible mount for the gunner for destroying tanks. Others had the pair of downward-firing machine guns as installed on the AEG J.I.
   Complaints from crewmen about the vulnerability of the Albatros J.Is engine to ground fire resulted in a new design, the J.II, with fully-armored engine, that succeeded the Albatros J.I in production.

J.Herris Albatros Aircraft of WWI. Vol.3: Bombers, Seaplanes, J-types (A Centennial Perspective on Great War Airplanes 26)

The Albatros J-Types
  
   Albatros was one of three manufacturers that responded to Idflieg's requirement for an armored infantry contact aircraft with their J.I and later J.II. Significantly, the large Albatros firm produced the fewest J-types; moreover, they were the last to reach the front. Given the huge production capacity of Albatros, this is a strong indication that the competing Junkers and AEG J-types were superior to the Albatros J-types. Certainly the Albatros J.I, with its exposed radiator and no engine armor, was the J-type most vulnerable to ground fire, and thus the least successful. Although the Albatros J.II rectified those weaknesses, the wood structure of the Albatros J-types made them more vulnerable to ground fire than the metal Junkers and AEG designs; therefore they were produced in the smallest numbers despite Albatros's production capacity.
   Despite its installation in all operational J-types, the Benz B.IV/IVa of 200/220 hp was clearly insufficient for these heavy aircraft. For example, the Albatros J.I was developed from the C.XII and its armor meant it was more than 800 pounds (almost
400 kg) heavier, yet the 260 hp Mercedes in the C.XII was replaced with a 200 hp Benz! Thus the J-types were significantly underpowered even by the modest standards of the time, resulting in long take-off runs, thereby reducing the number of airfields that could be used. Their low power also resulted in low speed, which, together with their higher stall speed due to their heavy armor, provided a relatively small maneuvering speed margin above the stall compared to their unarmored contemporaries. This reduction in their flight envelope made them less forgiving to fly and reduced their safety margin during normal flight operations. Being underpowered also reduced their agility and made them more vulnerable to fighters. Aware of aircrew criticism, in April 1918 Idflieg suggested use of the more powerful 260 hp Mercedes D.IVa engine in J-type aircraft to improve their ability to operate from small fields. Because the Mercedes D.IVa engine was not an overcompressed, high-altitude design, it was suitable for the low-flying J-types, but this upgrade was never implemented during the war.


Albatros J.I

   The initial Albatros armored design, the Albatros J.I used the same basic wood wings and tail surfaces as the preceding Albatros C.XII reconnaissance plane. These readily-available components were coupled with a new engine and forward fuselage featuring 5 mm steel sheet armor around the crew cockpits. To maintain center of gravity with the lighter engine, the wings were given 2° of sweepback. In contrast to the airfoil radiator of the Albatros C.XII, the J.I had a box radiator installed in front of the leading edge of the upper wing. To limit weight, the J.I engine cowling and radiator were left unarmored; this led to frequent engine failures due to damage from ground fire.
Like all production J-types, the Albatros J.I used the Benz Bz.IV engine. This 200 hp engine was substantially less powerful than the 260 hp Mercedes D.IVa used in the C.XII from which the J.I was derived. The reduced power, coupled with the increased weight of the armor and increased drag, significantly reduced J.I performance and agility compared to its reconnaissance aircraft predecessors. Initially the Albatros J.I had a very streamlined nose complete with propeller spinner, but this was soon found to be unnecessary for such a slow aircraft and later production aircraft replaced the spinner with a rounded nose, which actually reduced drag.
   Initially, the armament consisted of one flexible Parabellum MG 14/17 for the observer. Later, some aircraft were equipped with two LMG 08/15 machine guns fixed in the fuselage floor, which could fire diagonally forward and down at a 45° angle. Furthermore, the crews carried light bombs and grenades, which were thrown by hand to attack troops and other ground targets.
   The Albatros J.I was the first German aircraft that deployed a cannon in unrestricted operational service, as distinct from operational trials. In November 1917 the first tests began with the 20 mm Becker cannon, which was installed on the left side of the observer's cockpit of Albatros J.I J.710/17.
   After firing 600 rounds in ground tests with the machine's rear fuselage elevated, in-flight firing tests began from the Albatros on 12 December 1917. It was shown that the recoil of the cannon proved substantially less than during the ground tests. Moreover, installation of the cannon hardly affected the in-flight handling characteristics. Target acquisition was deemed good, but the ammunition clip proved difficult to change in the slipstream. By the end of January 1918 testing was successfully completed with the exception of the clip-loading problem. In February this appeared to be solved by provision of a special handgrip on the ammunition clip. Three cannon-armed J.I aircraft were then sent to the front, primarily intended for tank busting, followed by five more in April. Each of these machines had a captured Lewis machine gun installed in the observer's cockpit for defense against fighters; the Lewis was used to save weight.
   These eight cannon aircraft underwent combat evaluation with Schlachtstaffeln 10, 17, and 28b during May-June 1918, producing mixed results. Lt. Umlauff, the Idflieg cannon expert who visited various units to demonstrate the new weapon, flew Albatros J.I 734/17 on six missions over the front, but was severely wounded by an enemy fighter while attached to Schlachtstaffel 17. The "expedient" fuselage mounting was criticized because the side location restricted the field of fire, which depended too much on aircraft position and attitude in relation to the target. In addition, it was impossible to repair stoppages aloft. Schlachtstaffel 28b, experiencing problems with stoppages and handling the 15-round magazine, was convinced that a valuable weapon would result from adoption of belt-fed ammunition. Schlachtstaffeln 10 reported no gun stoppages, but noted the ammunition clip did not function smoothly and the side mounting restricted the field of fire. Moreover, accurate aiming was difficult because the tracer and explosive ammunition exhibited different ballistic characteristics. The Schlachtstaffeln expressed the unanimous opinion that the effectiveness of cannon-armed ground-attack aircraft depended wholly on keeping enemy fighters at bay.
   Kofl 6 reported that in 12 missions the cannon had proved extremely effective, especially in dawn or dusk attacks on rear-area transportation, and more cannon-armed aircraft were urgently requested. For destroying tanks it was suggested that armor-piercing ammunition be supplied. The recommendation to install the cannon on a pivot mount in the cockpit floor was accepted and tested in at least one Albatros J.I. On 11 June 1918, the first Albatros J.I with a Becker cannon, J.768/17, was forced down in enemy lines by ground fire.
   In December 1917, three Albatros J.I without engines were purchased by the k.u.k. Luftfahrtruppe, as Series 09, and received the serial numbers 09.01-09.03. Originally, Albatros J.I 09.01 carried the German Militar-Nummer J.400/17; 90.02 was formerly J.726/17, and 90.03 was formerly J.730/17. Marta-built 250 hp Benz engines were installed. On 28 February 1918, aircraft 09.02 crashed in flames during evaluation tests at Aspern. On 5 May 1918, aircraft 09.01 was damaged at the front and returned to Aspern for repairs. The only J.I used operationally by the Luftfahrtruppe was 09.03, which served with Flik 69/S between July and September 1918.


Albatros J-Type Specifications
Albatros J.I Albatros J.II
Engine 200 hp Benz Bz.IV 220 hp Benz Bz.IVa
Span, Upper 14.14m 14.1m
Span, Lower 13.45m 13.45m
Chord, Upper 1.70m 1.70m
Length 8.83m 8.44m
Track 2.0m 2.0m
Wing Sweepback 2° 1.5°
Wing Area 42.82 m2 43.2 m2
Empty Weight 1,398 kg. 1,515 kg.
Loaded Weight 1,808 kg. 1,927 kg.
Maximum Speed 140 km/h 140 km/h
Climb to 1,000m 11.2 minutes 11.2 minutes
Flight Duration 2.5 hours 2.5 hours
Armament 1 flexible machine gun, some aircraft 2 fixed machine guns 1 flexible machine gun, 2 fixed machine guns
Optional 20mm Becker Cannon 20mm Becker Cannon


Albatros J-Type Production Orders
Serial Numbers Qty Type and Order Date Lowest Known Serial Highest Known Serial

1917 Serials
J.400-424/17 25 Albatros J.I J.400/17 J.424/17
J.700-774/17 75 Albatros J.I J.701/17 J.758/17
1917 Subtotal 100

1918 Serials
J.100-124/18 25 Albatros J.I J.101/18 -
J.125-174/18 50 Albatros J.II ordered Feb. 1918 J.126/18 J.169/18
J.616-715/18 100 Albatros J.II J.616/18 J.714/18
1918 Subtotal 175

- 125 Albatros J.l were ordered and delivered.
- 150 Albatros J.II were ordered and most, perhaps all, were delivered.
  

Albatros J.I Production Batches
Albatros J.I production orders totaled 125 aircraft in three batches. Review of available photographs appears to show these characteristics:
   First Batch of 25, serials J.400-424/17:
   Spinners, painted camouflage on top of wings and tail surfaces (like the Albatros C.XII).
   Second Batch of 75, serials J.700-774/17:
   No spinners, painted camouflage on top of wings and tail surfaces (like the Albatros C.XII).
   Third Batch of 25, serials J.100-124/18:
   No spinners, printed camouflage fabric on all flying surfaces. Some had patterned camouflage on fuselage.
Note: All Albatros J.II aircraft were apparently finished like late-production J.l aircraft.

M.Kabatek, Fr.R.Kulczynski German Aircraft in Polish Service. Volume 2

Chapter 3: The Albatros J.l

  In November 1916, the German Army aviation inspectorate (Inspektion der Fliegertruppen, or Idflieg) adopted a plan to introduce a new type of two-seat infantry aircraft. Their primary role was was to gather tactical information about the progress of combat operations and the location of friendly forces, and then relay this data - along with aerial photographs - to command posts in the rear upon returning from the battlefield. The aim was to overcome the frequent shortcomings of traditional communication methods, such as field telephones and messengers,which often proved unreliable during intense fighting. Attacking ground targets was not initially a priority, as that task had been assigned to other types of aircraft.
  Idflieg specified that these aircraft were to be equipped with 5 mm steel armor to protect the pilot, observer, engine, and fuel tank from rifle-caliber fire. No specific performance requirements were set for speed or altitude, as it was believed that the armor itself would ensure survivability. Operational ceilings above 1,500 m were not required. In practice, however, crews found the aircraft underpowered and lacking in maneuverability, especially when compared to unarmored types.
  The observer's cockpit had to accommodate both a wireless transmitter and photographic equipment. Initially, the aircraft's armament was to include a flexible machine gun for the observer and a fixed, forward-firing machine gun for the pilot. However, Idflieg soon recognized that shallow dive attacks against ground targets posed too great a risk for such heavy aircraft and dropped the requirement for the fixed gun, thereby reducing weight.
  To avoid confusion between the letter "I" (standing for Infanterie-Flugzeug) and the Roman numeral I, the new aircraft type was designated with the letter "J."This choice was intuitive, as in the German print script of the time, the capital letters "I" and "J" were written identically.
  In response to the specification, three manufacturers were initially selected to develop prototypes: Allgemeine Elektrizitats-Gesellschaft AG (AEG), Junkers & Co., and Albatros Werke GmbH (later “Albatros" Gesellschaft fur Flugzeugunternehmungen mbH). AEG was experienced in fabric-covered metal airframes that were relatively easy to manufacture and had significant production capacity; its J-type was the first to reach frontline units. Junkers introduced a revolutionary all-metal design using Duralumin, which became the first aircraft of its kind to enter series production. Albatros, one of Germany's largest aircraft producers, relied on traditional wooden construction techniques and widely available materials. Its design was based on the Albatros C.XII and used many of the same components, but the resulting aircraft proved less resistant to ground fire than competing models.
  The Albatros J.I retained the wings and tail of the С.XII but featured a new, slab-sided fuselage designed specifically to accommodate armor plating. The fuselage was built around six primary longerons and multi-ply formers, and it was skinned with plywood that was both pinned and glued in place. Around the crew compartment, chrome-nickel steel plates were bolted directly onto the wooden frame, with the bottom and sides fully protected. However, the forward fuselage was left unarmored, exposing the engine and radiator to combat damage - a compromise made to save weight, though it reduced overall survivability.
  The aircraft was powered by a 200 hp Benz Bz.IV engine, significantly less powerful than the 260 hp Mercedes D.IVa used in the lighter C.XII. This choice, combined with the added weight of nearly 490 kg of armor, severely limited performance. The aircraft was slow, required long takeoff runs, and had a narrow margin between stall speed and cruising speed, making it difficult to operate from unimproved airfields and leaving it vulnerable to enemy fighters.
  The armament of the Albatros J.I typically consisted of a flexible machine gun operated by the observer. Some aircraft were also fitted with a pair of fixed, downward-firing LMG 08/15 machine guns mounted in the floor of the fuselage, allowing the pilot to strafe targets during low-level passes. Crews often carried hand grenades and small bombs as improvised ordnance.
  Despite Albatros's production capacity, only 225 J.I aircraft were ordered. By the end of 1917, no more than 37 had reached frontline units. As of 30 June 1918, 51 were reported in service, accounting for 28% of all J-types at the front. Two months later, the number had dropped to just 16. The aircraft's wooden construction proved less resistant to ground fire than the all-metal Junkers J.I or the AEG J.I, and crews criticized its poor performance and limited maneuverability. The type was soon withdrawn from frontline service.
  The Polish air service came into possession of seven Albatros J.I aircraft. All were captured by insurgents on 2 January 1919, when they seized an airship hangar in Poznan that had been converted by the Germans into an aviation equipment depot. The aircraft came from the final production batch (J.616/18–J.715/18), originally ordered as Albatros J.II, although they still conformed to the J.I configuration. They were distinguished by the use of printed camouflage fabric (Flugzeugstoff) on the wings and horizontal stabilizer, the absence of spinners, and a three-color paint scheme: topaz and dark ruby forming a camouflage pattern on the fuselage, with cream covering the undersides. The aircraft were practically factory-new but had been stripped of their engines and machine guns before being placed in storage.
  Initially, only two were returned to flying condition. They were assigned to I Eskadra Wielkopolska (1st Wielkopolska Squadron) and Szkola Obserwatorow (Observer School) in Lawica, but after a few months of limited use, both were pulled from operational duty. Their weight and limited performance made them difficult to operate from unimproved airfields and unsuitable for close reconnaissance missions.
  The Albatros J.I returned to active service only in August 1920, when the situation of the Polish forces had become critical and Red Army units were advancing on the outskirts of Warsaw. All available aircraft were sent into action at that time, including those previously considered obsolete or unfit for frontline duty. The Albatros J.I was assigned to 8. and 14. Eskadra Wywiadowcza (8th and 14th Reconnaissance Squadrons) to conduct combat missions against Soviet cavalry formations. One aircraft was also assigned to Wyzsza Szkola Pilotow (Advanced Pilot School) in Lawica.
  Following a Polish-Ukrainian agreement in the spring of 1920, the two recent adversaries had joined forces against the common Soviet threat. The alliance led to closer military cooperation, including logistical and operational support. As a result, four Albatros J.I aircraft were temporarily transferred to the Ukrainian 1st Zaporizhian Air Squadron in the second half of September 1920. These aircraft also saw action against Soviet forces, performing reconnaissance flights and attacking ground targets during operations in the eastern part of Podolia. They were returned to the Polish air service in February 1921.The last Albatros J.I in Polish hands was used as a training aircraft at Wyzsza Szkola Pilotow in Grudziadz and was presumably scrapped in 1923.


Albatros J.l 618/18

  The aircraft returned to active service in August 1920, following repairs carried out at the workshops of Stacja Lotnicza Lawica (Lawica Air Station). Initially intended for assignment to 17. EW, it was instead transferred, in the second half of September, to the newly formed Ukrainian 1st Zaporizhian Air Squadron, temporarily based in Warsaw. From 14 October to 20 November 1920, it took part in combat against Soviet forces, performing reconnaissance flights and ground attack missions in the Vinnytsia-Bar-Nova Ushytsia area. At the end of November, under pressure from the advancing Red Army, the forces of the Ukrainian People's Republic withdrew into Polish territory. The squadron first arrived in Lviv and then moved to Czestochowa, and finally reached Bydgoszcz in early January 1921. The aircraft was returned to the Polish air service on 22 February and likely scrapped shortly thereafter.


Albatros J.l 621/18

  The aircraft returned to active service in August 1920 following repairs at the Lawica workshops. It was assigned to 14. EW (initially stationed in Lawica; later relocated closer to the front - to Lublin and subsequently Chelm). On 22 September 1920, during a combat mission against units of the Soviet 1st Cavalry Army, the carburetor caught fire. Although the pilot managed to locate a suitable landing site, the aircraft flipped over after touchdown and sustained severe damage. It was returned to Lawica and subsequently scrapped.


Albatros J.l 623/18

  The aircraft was delivered to the Lawica workshops by the end of April and restored to flying condition. It was then assigned to I Esk. Wlkp. in Hureczko, which was engaged in combat against Ukrainian forces at the time. The aircraft arrived on 14 May but was never assembled. On 6 June, the unit returned to Lawica, and just ten days later, relocated to Wojnowice, about 30 km southwest of Poznan. In the weeks that followed, the aircraft performed several maintenance check flights and training sorties. On 16 September, the squadron was ordered to the Lithuanian-Belarusian Front and deployed to the Bobruisk area - 830 km to the east - to take part in operations against Soviet forces. Although the unit conducted reconnaissance and close support missions, this aircraft was again grounded. In early October, it was placed in storage at Lawica, where it remained until August 1920. It then entered service with Wyzsza Szkola Pilotow in Lawica and was used for training purposes until at least the spring of 1921.


Albatros J.I 625/18

  The aircraft returned to active service in August 1920 after undergoing repairs at the Lawica workshops. It arrived at CSL on 16 August and was assigned to 8. EW the following day. At that time, the squadron was engaged in the decisive Battle of Warsaw. By 25 August, the aircraft had logged a total of 3 hours and 20 minutes of flight time. Existing records allow the reconstruction of only one mission:
- 19 August 1920 - Takeoff: 18:20, landing: 19:50. Crew: por. pil. Pawel Jeneczko and plut. obs. Walenty Marchlewski. Summary: reconnaissance mission to locate the forward line of own troops and to strafe ground targets in the Ostrow-Mazowiecka-Wyszkow-Pultusk area. Mission report: very little activity observed in Wyszkow. A column of approximately 30 wagons was moving toward Pultusk along the Ostrow-Wyszkow-Pultusk road (the head of the column was located 2 km from Wyszkow). No movement detected on the Wyszkow-Ostrow road up to the first stream crossing it. Cavalry patrols were observed on the bridge over this stream and the next one. Approximately 1 km north of Budykierz, a campfire and a larger infantry unit were spotted. On the opposite side of the road, at the southern edge of the forest, smoke was visible. Between Budykierz and Dybki, several (eight) supply wagons were moving toward Wyszkow. From Dybki to Ostrow, there was heavy wagon traffic heading toward Ostrow. A large train of approximately 100 wagons was turning onto the road toward Ostrow. In Nagoszewo, a large supply camp was observed, which was strafed with machine gun fire. South of Nowa Wies, fighting was likely in progress.
  In the second half of September, the aircraft was transferred to the Ukrainian 1st Zaporizhian Air Squadron. From 14 October to 20 November 1920, it flew combat missions in the Vinnytsia-Bar-Nova Ushytsia area. As the Red Army advanced, the squadron withdrew into Polish territory. It reached Lviv,was later moved to Czestochowa, and finally arrived in Bydgoszcz in early January 1921. The aircraft was returned to the Polish air service on 22 February and likely scrapped soon after.


Albatros J.l 626/18

  The aircraft returned to active service in August 1920 after undergoing repairs at the Lawica workshops. It arrived at CSL on 16 August and was assigned to 8. EW the following day. By 25 August, it had logged 2 hours and 20 minutes of flight time. Its operational history mirrored that of Albatros J.I 625/18, including service with the Ukrainian 1st Zaporizhian Air Squadron and combat operations in the Vinnytsia-Bar-Nova Ushytsia area. After retreating via Lviv and Czestochowa, the aircraft reached Bydgoszcz and was returned to Polish service on 22 February 1921. It was presumably scrapped shortly thereafter.


Albatros J.l 628/18

  The aircraft was delivered to the Lawica workshops in February and restored to flying condition. In mid-April, it was assigned the Polish serial number 215/18 and used for observer training. Presumably disassembled and placed in storage in late June, it returned to service in August 1920. On 16 August, during a delivery flight, it ran out of fuel and was forced to make an emergency landing near Warsaw. Although damaged beyond repair, the pilot, kpr. pil. Witold Krasicki, escaped with only minor injuries.


Albatros J.l 632/18

  The aircraft was restored in August 1920 at the Lawica workshops and assigned to 8. EW via CSL on 18 August. By 25 August, it had logged 3 hours and 20 minutes of flight time. In September, it was transferred to the Ukrainian 1st Zaporizhian Air Squadron and took part in combat in eastern Podolia. Returned to Polish service on 22 February 1921, it was disassembled and placed in storage at Lawica, but soon reentered service as a trainer. In August 1922, it was transferred from 3. Pulk Lotniczy to Wyzsza Szkola Pilotow in Grudziadz.



Albatros J.I Aircraft in Poland
German Serial Number Manufacturer & Model Polish Serial Number Code Number Engine Type (Serial Number)
618/18 Albatros J.I - - Benz Bz.IV (30859)
621/18 Albatros J.I - - Benz Bz.IV (31448)
623/18 Albatros J.I 217/18 6 Benz Bz.IV (22910)
625/18 Albatros J.I - - Benz Bz.IV (35642)
626/18 Albatros J.I - - Benz Bz.IV (36054)
628/18 Albatros J.I 215/18 - Benz Bz.IV (no data)
632/18 Albatros J.I - - Benz Bz.IV (33977, 30060)

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

Albatros J.I Series 09

  To facilitate "contact between aircraft and infantry" the German air service developed armor-plated aircraft in 1916, designed to withstand infantry fire at an altitude of 700 meters (2297 ft). When the J-type (infantry) aircraft reached the Front in June 1917, aircrews praised the all-round protection offered by the armor plating, a feature that far outweighed the poor performance and sluggish flight characteristics. The LFT did not posses an armored aircraft, although steps had been taken at Phonix to develop one. To gain combat experience, Flars purchased three German Albatros J.I armored biplanes less engines in December 1917. These were numbered 09.01 (ex J.400/17), 90.02 (J.726/17) and 90.03 (J.730/17), and were powered by the Marta-built 250 hp Benz engine. During the evaluation tests at Aspern, aircraft 09.02 crashed in flames on 28 February 1918. Aircraft 09.01 was damaged at the Front on 5 May 1918 and returned to Aspern for repairs. The only J.I used operationally was 09.03, which served with Flik 69/S between July and September 1918.

Albatros J.I Series 09
Engine: 250 hp Benz (Mar)
Wing: Span Upper 14.14 m (46.39 ft)
Span Lower 12.94 m (42.45 ft)
Chord Upper 1.80 m (5.91 ft)
Chord Lower 1.60 m (5.25 ft)
Dihedral Upper 2.5 deg
Dihedral Lower 2.5 deg
Sweepback Upper 2.5 deg
Sweepback Lower 2.5 deg
Stagger 0 m (0 ft)
Total Wing Area 42.82 sq m (461 sq ft)
General: Length 8.84 m (29.00 ft)
Height 3.37 m (11.06 ft)
Track 2.20 m (7.22 ft)
Empty Weight 1398 kg [3083 lb)
Loaded Weight 1808 kg (3987 lb)
Maximum Speed: 140 km/hr (87 mph)
Climb: 1000m (3,281 ft) in 5 min
2000m (6,562 ft) in 12 min 6 sec
3000m (9,843 ft) in 26 min
4000m (13,124 ft) in 52 min

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)
09.01 — 09.03 Albatros J.I Bz 200