Advertisement Hiero 200 hp Type H aeroengine on Austro-Hungarian seaplane. [1916]

Second AEG aeroplane from 1911 with 95 hp NAG Type F3 engine.

D.IVa engines with Schwade blower on AEG G.IV.

Schwade compressor boosting a Daimler (Mercedes ???) D.IVa engine on an AEG G.IV aircraft (1918).

Albatros D.Va, Mercedes 180 hp engine with Roots-type supercharger, was tested in 1918.

The Aviatik C.VI prototype was more conventional than the C.V; it reverted to a standard, two-bay wing cellule and the Benz Bz IV engine used by so many production C-types. (1917)

The Aviatik C.V prototype featured an unusual wing cellule and was powered by the Argus As III engine of 180 hp.

The Aviatik C.V prototype featured an unusual wing cellule and was powered by the Argus As III engine of 180 hp.

Otto Daus received his pilot license, #800, in June, 1914 and was drafted almost immediately thereafter in the Fliegertruppe. After 1930, Daus became a designer in the Tempo automobile factory. He died on 6th December, 1976 in Hamburg.
Engineer Otto Daus designed and built two machines:
   1) Eindecker (German for monoplane) built in 1910. It had wings similar to the Taube and was powered by a 7 cylinder rotary engine. Between the landing gear / wheels was a landing skid. In 1910, some short flights were made with this machine.
   Kees Kort

Engineer Otto Daus designed and built two machines:
  2) Renneindecker (German for monoplane racer). Produced in 1914. Powered by a 70 hp Schwade rotary engine. In the form of a Taube, with two pillars (in German : Spanntürmen). The propeller was mounted at the back of the rotary engine (quite old fashioned for 1914 !). Daus got his pilot license flying this plane.
   Kees Kort

DFW Mars monoplane 00.01 (w/n 24) on the DFW airfield in Leipzig on 20 May 1913, prior to delivery. For LA flight trials a Hiero four-cylinder engine was installed.
This early DFW Mars monoplane was powered by a 4-cylinder engine, perhaps a NAG F 3 which the Mars was known to use. Mars monoplanes and biplanes used a variety of 4-cylinder and 6-cylinder engines. Like most aircraft of the type it used wing warping.
Three-quarter rear view of a D.F W. monoplane, school type. It will be noticed that this machine is almost exactly similar to the military type, except for the steel bridge girder underneath the wings.

This early DFW Mars biplane was powered by a 4-cylinder engine, perhaps a NAG F 3 which the Mars was known to use.
Ground crew and spectators surround an early four-cylinder DFW Mars biplane whose name is not quite legible. (Peter M. Bowers Collection/Museum of Flight)

Brown-Boveri supercharger installation in DFW R.II R.16/17. The supercharger was driven by a 120 hp Mercedes D II engine.

Opel August Euler presents his biplane (equipped with 70 hp 4-cylinder Opel piston engine) to Prinz Heinrich, 1911. This motor was the only own development by Adam Opel KG.
Prince Heinrich, the brother of the German Emperor Wilhelm II, proclaimed among other things the National Flight Donation Nationalflugspende.

Eul D.R.4 prototype (1915)
The first Euler single-seat fighter triplane was designed by Julius Hromadnik and was under test in the summer of 1917.
The only prototype Euler Dr 4 was powered by a 160 hp Oberursel U.III. It was designed as a testbed to compare biplanes and triplanes.

Deutschland biplane with 100 hp Argus.
Rapp "Deutschland - Pfeildoppeldecker" with 4 cylinder Rapp (???) engine (1911/12).

Anthony Fokker with 80 hp Oberursel installed in Fokker M6 (Fokker in front of the airplane).

Fokker E III with 100 hp Oberursel U I rotary.
Fokker E.III 420/15 carried a Garuda propeller. Some sources identify the pilot in this photo as Lt. Hans Berr. (William Toohey)

14 cylinder U III engine fixed on a Fokker aircraft frame.

One Fokker D.V was experimentally fitted with a 110 hp Siemens & Halske Sh I engine. Because of the counter rotating crankshaft and front-mounted gearing and supporting spider bearing structure, the engine required a deeper chord cowling.

Engine cowling produced at Fokker factory covering a Sh I engine installed in a D.V.

Fokker D.VIII 697/18 of the final D.VIII production batch with 11-cylinder, 145 hp Oberursel Ur.III. The first aircraft of this batch was accepted on 8 October 1918. The Ur III finally entered production, albeit too late to impact the air war.

The first production D.VIII to be powered by the much-delayed eleven-cylinder rotary was obviously a special event for Fokker, since it was carefully set up for a series of photos. Eagle-eyed readers will notice that the "serial" was applied as "D.VIII 697e/18". The significance of the "e" can only be speculated on. Was it merely a joke, abbreviating the German word "endlich" (at long last), as a play on the wing and engine-related delays of the aircraft? (Peter M. Grosz Collection/STDB)

The Germania C.III prototype used the Maybach Mb IVa engine like the C.II but had a more conventional tail.

The Hansa-Brandenburg fighter was powered by a Hiero engine; both 200hp and 230 hp engines were used.

Front view of Marine #2538, the first Brandenburg W33, shows its streamlined lines. The wing was complex and presented a manufacturing challenge to the Finns when they undertook license production; a lot of technology transfer took place in 1922 between Germany and Finland.
Brandenburg W.33 marine number 2538 was powered by a Maybach Mb IVa. It was the prototype W.33 and is shown here at the SVK test center at Warnemunde on 30 August 1918.

Fritz Heidenreich's monoplane No.1 had a Weiland & Gildemeyer engine, 25/30 hp, 3 cylinders, 1500 rpm, battery ignition. [1910]

Mr. Kahnt with his monoplane Falke (Hawk) powered by an Oerlikon engine, radiator on top. [1912]

Manfred von Richthofen evaluating the robust Roland D.III, which used the Argus As III engine.

Linke-Hofmann R.II R.55/17

The Linke-Hofmann R.II under construction showing the engines.
The Linke-Hofmann R.II R.55/17 had four Mercedes D IVa engines coupled together to drive a single large propeller. It was planned to install a Brown-Boveri supercharger in R.56/17, but construction was cancelled at the armistice.

The prototype LVG E.I. Unfortunately, it crashed fatally on its delivery flight to the front. The engine was recorded as a Mercedes D II.

An LVG B III powered by a Stoewer built six-cylinder 180 hp As IIISt. The photo was probably taken in the 1920s, which indicates the civilian registration mark.

An LVG B III powered by a Stoewer built six-cylinder 180 hp As IIISt.

The prototype LVG D.V fighter was powered by the Benz Bz IIIbm V-8; note the radiator inlet under the nose.
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)

The LVG D.VI was the last prototype fighter designed by LVG. Like the LVG D.V, the engine was the Benz Bz IIIbo V-8. Both the D.V and D.VI had similar fuselages with vulnerable rudders but entirely different wing cellules. with the powerful rotary engines from Oberursel or those from Goebel and Siemens-Halske that such engines had reached their performance limits. It also became apparent that the rotating masses of the high-power rotary engines could hardly be controlled.

Built in 1918, the massive LVG G.III night bomber prototype was powered by two 245 hp Maybach Mb IV engines. The large triplane wing area helped give it a large bomb payload.
An L.V.G. G.III Twin-engined Tractor Triplane. Note, as in the Friedrichshafen and the Gotha the "sawed-off" nose. Appeared at end of war (two 245 h.p. Maybach Mb IV engines). The G.I biplane bomber (prototype only) had appeared in 1915.

Otto biplane in Berlin-Johannisthal.The 100 hp 4-cylinder engine together with the cooler is very dominant.

Advertisement 1911, 50 hp aero engine, Otto biplane. [1911]

Gustav Otto in front of a biplane of his own design powered by an Argus (Ago ???) engine; he participated in BZ flight in 1911 with it.

Otto biplane with Ago engine (Dusseldorf Aircraft Exhibition, 1911)

Otto biplane (Farman copy) with Ago 4-cylinder engine installed.

Another Otto-Farman copy with Otto-(Ago) engine, Pilot Lindpaintner.

Otto pusher work number 205 in full markings as it would have appeared serving with FFA 4b. Up to end of 1916 there were no FA (Flieger-Abteilung), just Feldflieger-Abteilung (FFA) and Artillerieflieger-Abteilung (AFA). Only FFA 4b had Ottos.

First Otto B-type aircraft equipped with 150 hp 6 cylinder Rapp engine.

Otto-Werke, Development of own aeroengines (A.G.O. - Aeromotor Gustav Otto).

The second Otto KD 15 prototype was powered by a 200 hp Rapp engine and had an extended wing span. The steel-tube struts were now streamlined with wood to reduce drag; as a result a 25 km/h speed advantage was claimed. The nacelle appears to be covered with plywood. After a few flights the aircraft was damaged on 7 July 1915. It was rebuilt with wings of reduced span and was completed on 24 August 1915.

Otto C.I 545/15.

Pfalz E III with 100 hp Oberursel U I rotary.
The Pfalz E.III. appeared after the superior DH-2 and Nieuport 11 biplane fighters had arrived at the front, limiting its usefulness and production.

Pfalz E II with 100 hp Oberursel U I rotary. The engine was also used in the Fokker E III. The iron cross insignia under the elevators are visible.

Pfalz D VII prototype with 160 hp Oberursel UR III rotary.

The Pfalz D.VIII fighter was powered by an Sh IIIa rotary engine. The 120 ordered served both at the front and in home defense units and had a high rate of climb. It was faster than the Pfalz Dr.I from which it was derived.
Late-production Pfalz D.VII 1197/18 showing the cowl with reinforcing ribs, the Wotan propeller, and a rudder apparently lacking the customary Balkenkreuz. The large windscreen is unusual.
The compact Pfalz D VIII was completed in time for the second of the 1918 fighter competitions and showed sufficient promise to warrant a production contract. Powered by a 160hp Siemens-Halske Sh III rotary, the twin 7.92mm Spandau-armed D VIII had a top level speed of 120mph at sea level. Production was just getting underway at the time of the Armistice, with 40 or so completed. The example seen here was one of 20 that were undergoing operational evaluation at the front.

The Dr I was tested at the Front in pre-production form during the spring of 1918.

Pfalz test pilot Gustav Bauer proudly stands before the prototype Pfalz D.X parasol monoplane in late 1918. Like the Pfalz Dr.I triplane and D.VII/D.VIII biplanes, it was powered by the 205 hp Siemens-Halske Sh.III counter-rotary engine. Although it did not officially compete in the Second Fighter Competition, it was one of the airplanes evaluated in July 1918 by front-line fighter pilots. Unlike the thick, cantilever Fokker wings, the Pfalz wing required extensive bracing, with the associated additional weight and drag, and the Pfalz D.X was not developed further.

30 hp Palous and Beuse engine powering a German experimental aircraft. [1910]

Rumpler Rubild Mb 8222/17 was powered by the Maybach Mb IVa; it landed in Switzerland at the end of the war, perhaps in preference to delivering the aircraft to the Allies.

The 300 h.p.Maybach engine, installed in the Rumpler C.4 biplane.
This exhaust port was exclusive to this engine type and is a key identifier for Maybach-powered Rumpler C.IV-based designs as well as the exhaust details.

The Schutte-Lanz D.VII fighter prototype was powered by a Mercedes D IIIau engine; it competed at the Second Fighter Competition. Similar in appearance to the Fokker D.VII, without Fokker's cantilever wing technology the aircraft did not have the performance or handling qualities of the Fokker D.VII.

Schwade Taube (Germany, 1912) An Etrich NM Taube fitted with a Schwade Stahlherz 80 hp rotary. This was done, possibly as a private venture, by the Schwade company.

Schwade, 80 hp fighter single-seater with a Stahlherz engine, a first attempt in 1914.

Strack monoplane with 2 propellers (1911).

Wenskus' monoplane equipped with a 20 hp "Volt" engine in Berlin-Johannisthal in 1911.

The second Wenskus Eindecker was a conventional tractor monoplane, built late 1912 or very early 1913. It was powered by a 35 hp Volt engine, built by Wenskus himself . The first Wenskus Eindecker of 1911 was very similar, but powered by a 20 hp Volt engine.

7 cylinder 35 hp rotating engine used on Wenskus' monoplane (1913).

German aviator Winkler with his construction powered by 3-cylinder GAW-engine (1910). [1910]

This is the machine of Richard Wolter with a 24 hp Wunderlich motor (1912). In 1913, he flew 2 hours and got 2000 Mark from the National Flugspende ...

The massive VGO.II in flight illustrates the basic configuration of the Zeppelin-Staaken R-planes. Compared to the VGO.I, the VGO.II had a modified tail; the rudders were enlarged and reduced to two instead of four, and a large fixed fin was added to improve stability. The engine nacelles were in final form with provision for flexible guns. (Peter M. Grosz collection/STDB)
The VGO.II, like the very similar VGO.I, was powered by three Maybach HS engines. Designed to power airships, the HS engines were not compatible with the greater average power needs of aircraft; the higher stresses associated with powering aircraft resulted in many engine failures. Both the VGO.I and VGO.II crashed due to failure of their HS engines.

The interior Staaken R.VI (R30/16) showing the additional 120 hp Mercedes D-II engine mounted in the fuselage to drive a Brown-Boveri compressor. Climb rate and ceiling were significantly improved by the compressor.
The supercharger installation in Staaken R.VI R.30/16. The Brown-Boveri supercharger was driven by a 120 hp Mercedes D II engine. The four primary engines were 260 hp Mercedes D IVa engines. The copilot's seat is in the background.

Zeppelin-Staaken R XIVa(Schul) from Schutte-Lanz was powered by five 260 hp Maybach Mb.IVa engines.

Zeppelin-Staaken R XIVa(SchuI) from Schutte-Lanz is shown here under construction; it was powered by five 245 hp Maybach Mb.IVa engines.

The Staaken R.XVI was similar to earlier Staakens but Benz Bz VI V-12 engines were fitted as pushers with Benz Bz IV engines fitted as tractors. R.49 flew in September 1918 but was damaged in a landing accident. The Benz V-12 engines were trouble-free, and the R.XVI was the most powerful German airplane flown in WWI. R.50 shown above was not completed and flown until early 1919, so no combat flights with its V-12 engines were made.
Staaken R.XVI(Av) R50/17 in flight. The R.XVI was similar in configuration to the earlier R.XIV and R.XV but finally was fitted with the 530 hp Benz Bz.VI V-12 engine as pushers, giving it the power the Staakens needed from the start. The tractor engines were originally 300 hp Basse & Selve BuS.IVa engines, but had to be replaced with 220 hp Benz B.IV engines. (Peter M. Grosz collection/STDB)

The all-metal Staaken E.4/20 was completed postwar. Power was four 245 hp Maybach Mb IVa engines. Staaken employees gather for a team photograph.

Advertisement NAG Airplane and airship engines (1911).

Advertisement N.F.B. monoplane 1911