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

LVG D.V/D.VI

Страна: Германия

Год: 1918

Fighter

LVG - C.VIII - 1918 - Германия<– –>LVG - G.III - 1918 - Германия


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


L.V.G. D V
   Another 195 h.p. Benz-powered prototype, the D V of 1918 reverted to a slab-sided ply-covered fuselage. Most singular feature was the juxtapositioning of the wing surfaces, the lower one being of much broader chord, and the main lifting surface. The narrow-chord upper-wing panels pivoted differentially outboard of the centre-section, the entire surface of both wings acting as "ailerons" to provide lateral manoeuvre.

L.V.G. D VI
   Final fighter to emerge from the L.V.G. stable was this aggressive-looking D VI. It had many unique features: chin-type radiator air intake, swept lower wing, metal strap bracing, "I"-type interplane struts and a lifting surface on the axle as featured on Fokker aircraft. The almond-shaped rudder was pivoted on a tubular spar, and would appear to have been a highly vulnerable assembly. Engine, 195 h.p. Benz Bz IIIb.


Jane's All The World Aircraft 1919


L.V.G. Scout. D.V. Type.
  
  
   In this L.V.G. the streamlining embraces both the interplane and plane-cum-fuselage connecting twin-struts, of more or less V structure. The inner set is provided with a round cutting in the streamlining. The steepness, though not markedly whale type, camouflaged body of the L.V.G. may be result of the employment of a powerful stationary motor. The chord of the lower plane of the L.V.G. looks large for a scout; the rudder asks for comment. Considering the large impulses on a scout rudder from hard work the unsupported position seems daring. The hinged fixed plane and elevator position of the L.V.G. Scout is that of the Brandenburg seaplane faschion.


W.Green, G.Swanborough The Complete Book of Fighters


LVG D V Germany

   Designed by Paul Ehrhardt and flown for the first time in June 1918, the LVG D V was unusual in that the lower wing was of much broader chord than the upper. The narrow-chord upper wing panels outboard of the centre section pivoted differentially to act as "ailerons” for lateral manoeuvres. The fuselage was slab-sided and plywood covered, armament comprised two 7,9-mm LMG 08/15 machine guns and power was provided by a geared Vee-eight Benz Bz IIIbm engine affording 185 hp. The D V proved fast, but it was unstable at full speed and its controllability was poor. During a test flight with Ehrhardt at the controls in July 1918, the sole D V prototype made a crash landing and turned turtle, further development being halted. No data are available on this type.


LVG D VI Germany

   The last single-seat fighter to emerge from LVG, the D VI single-bay biplane was in final assembly in September 1918, flight testing being initiated shortly before hostilities terminated. Like the preceding D V, it featured a slab-sided plywood-covered fuselage, a twin-LMG 08/15 gun armament and a 185 hp Benz Bz IIIbm geared Vee-eight engine with a chin-type air intake. However, the wing configuration was totally different, the lower wing being sweptback and the I-type interplane struts being supplemented by metal strap cross bracing. No data relating to the D VI are available.


J.Herris LVG Aircraft of WWI. Vol.3: Types C.VI-C.XI & Fighters (A Centennial Perspective on Great War Airplanes 36)


LVG D.V

  With its D.IV prototypes LVG seemed to be developing fighters that had ever more in common with production fighters. Despite its fragile experimental V-8 engine the LVG D.IV at least looked like a serious fighter, even if the single-spar lower wings were a retrograde step.
  Then came the LVG D.V fighter prototype designed by Paul Ehrhardt that flew for the first time in June 1918. Perhaps noting that building a fighter that resembled production fighters had not been successful, Ehrhardt erred in the opposite direction.
  Unlike all other successful production fighters, the LVG D.V had a lower wing of much larger chord and area than the upper wing. Furthermore, the upper wing panels outboard of the center section rotated differentially to act as ailerons. This was another feature possessed by no other successful production aircraft. Huge I-struts obscured the pilot's field of view to the sides. And a tiny, fragile-looking rudder with no vertical fin was attached to a slab-sided, plywood-covered fuselage. Two guns were fitted and the engine was basically the same experimental Benz Bz.IIIbm V-8 of 185 hp whose spectacular failures had doomed the preceding LVG D.IV. However, this Benz was the variety with a geared propeller, its chief difference from the ungeared Benz V-8 tried so unsuccessfully in the unfortunate LVG D.IV.
  With all these unsuccessful design features, the designer must have had an interesting experience when he test flew the aircraft. The D.V was fast but unstable at speed and controllability was poor. Perhaps there was a reason differential rotating wingtips appeared on no production aircraft? In July 1918 Ehrhardt was flying the sole D.V prototype when he made a crash landing. The D.V over-turned and development was stopped.



LVG D.VI

  The LVG D.VI was in final assembly in September 1918 and flew shortly before the Armistice. The D.VI used the same fuselage, engine, and armament as the D.V prototype coupled to a totally different wing cellule.
  The D.VI featured a swept-back lower wing and small I-struts supplemented by cross-bracing with metal straps that should have improved the pilot's field of view. Conventional ailerons now appeared on all four wings. Sweep back on the lower wings was unlikely to improve handling characteristics.
  Perhaps mercifully, the D.VI was the last prototype single-seat fighter from LVG. No performance or dimensional data for the D.VI survive.



LVG Fighter Specifications
LVG D 10 LVG D.II LVG D.III LVG D.IV LVG D.V LVG D.VI
Engine 120 hp Mercedes D.II 160 hp Mercedes D.III 185 hp NAG C.III 195 hp Benz Bz.IIIb 195 hp Benz Bz.IIIb 195 hp Benz Bz.IIIb
Span, Upper - - 10.00 m 8.50 m - -
Wing Area - - 26.20 m2 18.06 m2 - -
Length - - 7.53 m 6.28 m - -
Empty Weight - - 773 kg 680 kg - -
Loaded Weight - - 1,028 kg 935 kg - -
Max. Speed - - 175 km/h - - -
Climb 5000 m - - 25 minutes 28 minutes - -

J.Herris - LVG Aircraft of WWI. Volume 3: Types C.VI-C.XI & Fighters /Centennial Perspective/ (36)
The LVG D.V had little in common with the earlier D.IV except use of the geared version of the same experimental Benz V-8 engine.
Differentially pivoting upper wing tips were an unusual feature of the D V.
J.Herris - LVG Aircraft of WWI. Volume 3: Types C.VI-C.XI & Fighters /Centennial Perspective/ (36)
This view of the LVG D.V shows the cooling air inlet underneath the propeller, probably the only successful new design feature incorporated in the aircraft. (Peter M. Grosz Collection/SDTB)
J.Herris - LVG Aircraft of WWI. Volume 3: Types C.VI-C.XI & Fighters /Centennial Perspective/ (36)
This view of the right side of the LVG D.V does nothing to improve the aesthetics of the aircraft nor inspire greater confidence in its flying qualities.
J.Herris - LVG Aircraft of WWI. Volume 3: Types C.VI-C.XI & Fighters /Centennial Perspective/ (36)
This rearview of the LVG D.V shows the over-size lower wing and narrow-chord upper wing with seams where the differentially rotating outer panels were attached to the fixed center section. Massive struts were used in place of landing wires and combined with the I-struts to eliminate the flying wires. There is a simple and important reason that successful biplanes do not have lower wings larger than their upper wings; most of the lift of a biplane wing cellule is generated by the upper wing. The use of differentially rotating outer panels in place of ailerons is also avoided due to the potential for control 'snatch', or over-centering of the controls leading to full control deflection. Control snatch can occur with badly rigged ailerons as well (a surprise that, in the author's experience, when near stall speed can produce an immediate spin and a lot of adrenalin), but is not as likely. (Peter M. Grosz Collection/SDTB)
J.Herris - LVG Aircraft of WWI. Volume 3: Types C.VI-C.XI & Fighters /Centennial Perspective/ (36)
The LVG D.VI used the ungainly fuselage and experimental Benz V-8 engine used in the earlier D.V coupled to an entirely new wing cellule. The D.VI was the final LVG single-seat fighter design built.
An L.V.G. Single-seater Scout produced towards the end of the War, presumably of the D.VI class (195 h.p. Benz Bz IIIb.).
Last of the LVG fighters, the D VI was not tested until the last week of World War I.
J.Herris - LVG Aircraft of WWI. Volume 3: Types C.VI-C.XI & Fighters /Centennial Perspective/ (36)
W.Green, G.Swanborough - The Complete Book of Fighters
Differentially pivoting upper wing tips were an unusual feature of the D V.
J.Herris - LVG Aircraft of WWI. Volume 3: Types C.VI-C.XI & Fighters /Centennial Perspective/ (36)
LVG D.V
J.Herris - LVG Aircraft of WWI. Volume 3: Types C.VI-C.XI & Fighters /Centennial Perspective/ (36)
LVG D.V
J.Herris - LVG Aircraft of WWI. Volume 3: Types C.VI-C.XI & Fighters /Centennial Perspective/ (36)
LVG D.VI
J.Herris - LVG Aircraft of WWI. Volume 3: Types C.VI-C.XI & Fighters /Centennial Perspective/ (36)
LVG D.VI