Halberstadt-Bristol Taube I
  
  Also known as the Halberstadt Military Taube, this monoplane was powered by a 100 hp Mercedes D.I six-cylinder engine cooled by side radiators. The wing was braced with a bridge and a u-shaped tension tower. The undercarriage was two main wheels supplemented by two auxiliary wheels and extensive bracing. The airframe was made of wood.
  A small number of these aircraft were built in 1913 at the height of the Taube craze in Germany and work numbers 40, 43, and 44 are known.


Halberstadt-Bristol Taube II Rover
  
  The Halberstadt-Bristol Taube II Rover was a monoplane powered by a 50 hp Argus four-cylinder engine cooled by side radiators. The wings were braced with a truss and the airframe was made of wood. The robust oval fuselage was built based on the Rover patent. Roll control was by wing-warping. The rudder was a double structure above and below the fuselage. The undercarriage had two wheels.
  A few examples were built in 1913/1914.


Halberstadt-Bristol Taube III

  The Halberstadt-Bristol Taube III was a monoplane powered by a 100 hp Mercedes six-cylinder engine cooled by side radiators. The wings were braced with a truss and the airframe was made of wood with oval fuselage built according to the Rover patent. Roll control was by hinged ailerons with actuating cables that strongly resembled earlier Taubes with wing warping. The rudder was a single structure above the fuselage. The undercarriage had two wheels.
  Overall it was a more modern design that the Halberstadt Taube II; a few examples were built in 1914 with work number 53 known.


Halberstadt-Bristol Taube IV
  
  The Halberstadt-Bristol Taube IV was a monoplane powered by a 75 hp Mercedes six-cylinder engine cooled by side radiators. The wings were braced with a truss and the airframe was made of wood. Roll control was by wing warping. The rudder was a double structure above and below the fuselage. The undercarriage had two wheels. In many ways it was a more primitive design than the earlier Halberstadt Taube III.
  A few examples were built in 1914 with work numbers 47, 55, and 84 known. In addition, military serial A. 7/14 is known.

Halberstadt B.I

  The Halberstadt B.I was a single-engine, two-seat trainer and reconnaissance aircraft powered by an 80 hp Oberursel U.O seven-cylinder rotary engine. The fuselage was again based on the rectangular, fabric-covered steel tube fuselage from the Fokker M 8 to which was added a biplane wing cellule.
  The wings were rectangular planform with two bays of bracing and cabane struts. The upper wing had slightly greater span that the lower. A simple undercarriage like most WWI aircraft used was fitted; many aircraft used a claw brake. The tailplane was fully movable with no fixed surfaces.
  Halberstadt built about 50 B.l aircraft in 1915. Some had a flexible Parabellum LMG 14 for the observer, some had a fixed Spandau LMG 08/15 for the pilot, and others may have had both guns.
  Work numbers 97 and 111 are known, and military serials 355-359/14, 652-654/15, and 657/15 are also known. A small number were at the front from late 1914 through early 1915.


Halberstadt B.II

  Like the B.I, the Halberstadt B.II was also a trainer and reconnaissance plane. However, instead of a rotary it was powered by a 100 hp Mercedes D.I six-cylinder engine with side radiators. In fact, it was essentially a B.I adopted for a Mercedes inline, water-cooled engine.
  The prototype had a shorter span, almost identical to the B.I, but due to the heavier engine the span of production aircraft had to be increased to 12.0 m. Wing area was 32.0 m2, empty weight ws 641 kg, and useful load was 220 kg. Climb to 1,000 m took 7 minutes, 2,000 m was 15 minutes, and to 3,000 m took 29 and a half minutes.
  A number of aircraft were produced and serial numbers 150/15, 157/15, 648/15, 1243/15, 1245/15, 1254/15, 1285/15, 1286/15, and 1288/15 are known. A small number were at the front from late 1914 through early 1915.


Halberstadt B.III

  Like the earlier B.I and B.II, the Halberstadt B.III was also a trainer and reconnaissance biplane; however, it was powered by a 120 hp Mercedes D.II six-cylinder engine with side radiators. In fact, it was essentially a B.II adopted for a more powerful engine. Although it was still a two-bay aircraft, with a span of 12 meters it had a longer wing span than the B.II.
  A few Halberstadt B.III aircraft were built in 1915 and military serials 1455-1462/15 are known. A small number were at the front from late 1914 through early 1915.

Halberstadt C.III

  The first full-size C-type aircraft designed by Halberstadt was the Halberstadt C.III, which was brought out in the autumn of 1917. Halberstadt C.III 14655/17 (work no. 872) was powered by a 200 hp Benz Bz.IV engine. This was the same engine used in other contemporary C-types and not the high-altitude version of the engine used by the later C.V.
  The C.III was clearly influenced by the CL.II. In fact, it looked much like an enlarged CL.II with two-bay wings. A spinner was fitted for its type-test.
  The Halberstadt C.III proved so promising during its initial flight trials in early October 1917 that it was rushed to Adlershof for a preliminary type-test. This was unusual.
  On October 31 Idflieg reported short-range reconnaissance and artillery evaluation flights by the C.III had shown useful results, and stated that type-testing would take place in three to four weeks. In November additional short-range reconnaissance flights and artillery spotting flights were performed that also reported good results and a preliminary type-test was performed.
  Idflieg reported that on December 3 the 'new' C.III was flown to Adlershof to be present for initial discussions about type-testing. Three prototypes, one for flight testing, one for static testing, and a spare, were usually ordered, so this might have been another prototype or the modified first prototype.
  The C.III underwent static load testing on December 19 but the official type tests had not yet been performed. In January Idflieg stated that the type-test would take place on 2 February 1918.
  As a result of the type-test, Idflieg reported that there were some structural deficiencies, requiring modifications. More serious, the required climb rate was not achieved. Although Idflieg stated at the end of February that a structurally improved C.III would be delivered to Adlershof in about three weeks, no more was heard of the C.III.
  Instead, Halberstadt chief engineer Karl Theis designed the totally new Halberstadt C.V powered by the Benz Bz.IVu high-altitude engine. The C.V, which first flew in early March, demonstrated the excellent climb rate Idflieg was looking for and the C.III was abandoned.

Halberstadt CL.II

  In August 1916 Idflieg issued a specification for a new, light C-type, powered by a 160-180 hp engine. The new CL-type was intended to be a two-seat escort fighter to protect regular C-types from attack. Because the new type was to be a two-seat fighter, Idflieg required the aircraft to be 250-260 kg lighter than the C-types.
  A number of German manufacturers responded to Idflieg’s requirement; however, only Hannover and Halberstadt responded with successful designs that went into production. Initially the designation Halberstadt C.I was given to the DFW C.V(Halb), the Halberstadt-built DFW C.V, so Halberstadt's successful design was the CL.II. Later, an improved development, the Halberstadt CL.IV, reached the front.
  Idflieg ordered three CL-class prototypes from Halberstadt in November 1916. These were the Halberstadt C.II 9901-9903/16, all powered by the 160 hp Mercedes D.III, an engine widely used by German fighters. The resulting C.II (later designated CL.II to reflect its category) was rolled out in April 1917. The prototype had many features first noted in the Halberstadt D.IV. Type-tested over 2-7 May 1917, the load tests were successful but then Idflieg required the wing span to be increased, probably to improve climb and ceiling. Due to the increased wing span the load tests had to be repeated later in May and the revised prototype passed.
  Based on the good test results, Idflieg ordered 100 Halberstadt CL.II aircraft. Eventually 900 CL.II fighters were ordered from Halberstadt and 400 from BFW.
  Halberstadt CL.II C.5675/17 was test flown at HFW on July 13, 1917, and Halberstadt CL.II C.5717/17 was assigned to a unit on September 25, 1917. This probably shows that the Halberstadt CL.II first reached the front beginning in September. However, the Frontbeststand table for the C types and CL types does not reflect that.
  They were supplied to Schutzstaffeln (Schustas - protection flights) and reconnaissance Flieger Abteilungs as two-seat fighter escorts. The CL.II was immediately successful and quickly earned a good reputation. It was fast, robust, maneuverable, and had a good rate of climb. As important, it had safe flight characteristics and the gunner had a good field of fire and field of view. However, it could not keep up with the 'higher-horsepower' two-seat C-types. The undercarriage was considered 'somewhat weak' and liable to collapse unless the landing was very good. However, this was quickly fixed. The CL.II was compact and therefore the gunner's cockpit was criticized as being too cramped. The CL.II has mountings for a wireless and camera, however, the CL.II was primarily used as a two-seat fighter and seldom carried them.
  In the fall of 1917 Flieger Abteilung (A) 255 reported that the CL.II was a very effective ground-attack aircraft due to its maneuverability enabling it to avoid ground-fire. Furthermore, due to its maneuverability and gunner, it could also successfully engage Allied fighters.
  The CL.II was assigned to several fighter units for evaluation with operating together with single-seat fighters. After flying the CL.II with a gunner, Lt. Kroll of Jasta 24 felt the very 'maneuverable' CL.II was on a speed and climb performance level with the Albatros D.III and D.V. However, CL.II 5717/17 was tested (on Oct. 30, 1917) with twin Parabellum guns for the gunner; the additional weight reduced performance to below that needed to operate effectively with the Albatros fighters. The CL.II was also tested as a night fighter.
  Idflieg reported in April 1918 that the Halberstadt CL.II was preferred to all other types by the Schlactstaffeln. CL.II losses were very low and it was greatly respected by Allied aircraft.
  The CL.II continued in full operational service until the Armistice. It was joined in July 1918 by the improved Halberstadt CL.IV which was even more maneuverable that the CL.II.
  The British evaluated captured CL.II 15342/17 brought down on 9 June 1918. Their evaluation was very positive for a German aircraft:
  "The Halberstadt (CL.II) represents, in all probability, the high water mark of two-seater German aeroplane construction, as it is not only well and strongly constructed but its general behavior in the air is good according to modern fighting standard.
  "Pilots report the machine light and comfortable to fly. The maneuverability is good and this feature taken in conjunction with an exceptionally fine view of the pilot and observer and the field of fire of the latter, makes the machine one to be reckoned with as a 'two-seat fighter,' although the climb and speed performances are poor judged by contemporary British standards."
  There is little information available on two developments of the CL.II with more powerful engines. BFW was producing the CL.Ila powered by the 180 hp Argus As.IIIa engine by late 1918 and a few may have reached the front. Eleven examples were discovered at the BFW factory after the war by the Inter-allied Armistice Commission. Furthermore, the Polish Air Service flew some in 1919-1920.
  Another version of the CL.II flew with the superior 185 hp BMW.IIIa engine in January 1918. No production ensured because all the BMW engines were required for fighters and none were available for CL-types. The BMW engine in particular would address the British criticism of its poor speed and climb, and in fact the BMW was installed in the advanced Hannover CL.V while high-altitude 180 hp Mercedes D.IIIau engine, comparable to the BMW, was installed for the advanced Halberstadt CLS.I that was an even smaller, lighter, and more maneuverable development of the Halberstadt CL.IV.
  Additional tests were done with the CL.II. In One, a four-bladed propeller was tested. Another involved the fitting of twin-fixed machine guns for the pilot. Finally, another CL.II was used as a test-bed for early supercharger experiments.


Halberstadt CL-Type Specifications
Spec \ Type CL.II Prototype CL.II Production CL.IV
Engine 160 hp Mercedes D.III 160 hp Mercedes D.III 170 hp Mercedes D.IIIa
Span, upper 9.40 m 10.77 m 10.70 m
Span, lower 9.40 m 10.65 m 9.98 m
Chord, upper 1.6 m 1.60 m 1.60 m
Chord, lower 1.30 m 1.30 m 1.30 m
Wing Area 24.0 m2 27.5 m2 26.66 m2
Length 7.32 m 7.30 m 6.50 m (later 6.89 m)
Height - - 2.70 m
Weight empty 701 kg 773 kg 700 kg
Weight loaded 1,071 kg 1,133 kg 1,040 kg
Speed 165 km/h 165 km/h 165 km/h
Climb
1,000 minutes - 3.5 4.3
2,000 minutes - - 5.5
3,000 minutes - - 12.7
4,000 minutes - - 22.1
5,000 minutes - 38 30.8
CL.IV(Rol) Empty Wt. 720 kg, Loaded Wt. 1,060 kg.


Halberstadt CL.II Production Orders
Date Quantity Serials Notes
November 1916 3 9902-9904/16 Prototypes. C.9903/16 was in operational use with Schusta 22b from September to December 1917.
May 1917 100 5675-5774/17
June 1917 100 6300-6399/17
October 1917 200 14200-14399/17
November 1917 200 15300-15499/17
February 1918 100 700-799/18 BFW-built
March 1918 100 1161-1260/18
March 1918 (200) ? Reinhard Zankl thinks this March 1918 order for 200 aircraft is the C.2800-2999/18 order for 200. But after the first 100 aircraft C.2800-2899/18, the rest were changed to Halb C.V(Bay) 2900-2999/18.
April 1918 100 2800-2999/18 CL.IIa(BFW) with Argus As.IIIa engine
3 prototypes normally ordered, one for flight tests, one for static tests, and one spare.