В.Обухович, А.Никифоров Самолеты Первой Мировой войны

Дальний торпедоносец W.D. 14 был создан по техническому заданию на основе гидросамолета W.D. 7. Фюзеляж был несколько изменен, внутри него подвешивалась торпеда. На самолете стояли двигатели Бенц Bz.IV с тянущими винтами. В состав экипажа дополнительно был введен хвостовой стрелок.
   Первая серия в 16 машин была выпущена в варианте разведчика, остальные - как торпедоносцы. Однако в этом качестве самолеты использовались мало: из-за слишком большой массы они были маломаневренны и тихоходны, корабли противника успешно отбивали их атаки. Поэтому вскоре и W.D. 14 начали применяться как дальние разведчики. Вместо торпеды в отсек подвешивался сбрасываемый топливный бак. Было произведено 69 машин. По конструкции все самолеты представляли собой деревянные бипланы с двухреданным поплавковым шасси и двухкилевым оперением.

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

Gotha W.D. 14

   Although the Gotha firm was principally famous for its twin-engined bombers, it also produced some eighteen types of twin-float seaplane. The majority were no more than one-off prototypes, and apart from a small production batch of thirteen W.D. 11s, the only seaplane to be produced in any quantity was the twin-engined W.D. 14. This aircraft had been designed as a torpedo attack machine, and some sixty-nine examples were built.
   The W.D. 14 was developed from the earlier, and smaller, W.D. 7 and W.D. 11 prototypes and conformed to an orthodox layout. The fuselage was basically a rectangular braced box-girder of spruce longerons and spacers with fabric-wrapped plywood-veneer covering. A rounded decking was incorporated on top of the fuselage forward and also underneath (as far aft as the trailing edge) to partially fair in the torpedo slung under the belly in a special dropping gear. The pilot was located back under the wings, side-by-side with the torpedo-man, who went forward to the nose cockpit to superintend the actual release of the missile. A further gunner's cockpit was located behind the pilot. The long two-step floats were carried on a complex strut chassis, designed without any spreader struts or wires between the floats to allow the torpedo to fall clear. Each float chassis therefore had to be an independent structure.
   The angular tailplane was attached to the top longerons and was fitted with a one-piece, unbalanced elevator. Twin fins and twin horn-balanced rudders gave the empennage a distinctive profile; these surfaces were mounted as "end plates" on the extremities of the tailplane, extending both above and below, and were braced with light steel-tube struts. One aircraft also had a centre fin.
   The centre-section of the three-bay wing structure embraced the mounting of the two 200 h.p. Benz Bz IV engines which were located directly on the lower wing as normal tractor units. The engines were additionally braced to the wing spars with streamlined steel-tube struts. Large frontal radiators were slung well above the cylinder-heads, and the engines themselves were well cowled in except for the upper part of the cylinders. A generous cutout was made in the upper centre-section in an endeavour to improve the pilot's upward field of vision.
   An unusual feature of the outer wing panels, which were arranged to fold from the centre-section, was the taper of some 5° on the leading edge only. The wings themselves were based on the conventional twin main spar structure, the spars also being angled back at some 5° and the spruce-flanged plywood ribs, of a high lift section, were closely spaced to ensure as little aerofoil section loss as possible. The horn-balanced ailerons were hinged to an auxiliary spar parallel to the main spars.
   No great success was achieved with torpedo attacks. The W.D. 14s were largely under-powered when loaded, and only pilots of exceptional skill were able to make suitable attack runs and torpedo drops from a height of some 20-30 ft. A long course of training had to be undergone by both pilot and torpedo-man, and eventual results in no way justified the efforts involved. After the first two torpedo attacks from North Sea bases and in the Gulf of Riga, the Allied counter-measures became so effective as to negative much chance of success. As a result, in the last year of the war, torpedo-carrying machines were abandoned, as losses far outweighed results.
   In order not to waste useful airframes, torpedo aircraft were modified to undertake long-range reconnaissance duties over the North Sea in an endeavour to find an efficient substitute for the airship, which, during 1917, had become too vulnerable. Jettisonable fuel tanks fitted in the torpedo slings enabled flights of upwards of ten hours to be achieved. The seaplanes were unable to remain airborne on one engine even after the auxiliary fuel tank had been discarded. On having to alight on any surface other than a near flat-calm, they soon broke up. They were also tried in the role of mine-layers without success, but before being given up altogether were employed for a short time as coastal convoy escorts.

TECHNICAL DATA
   Purpose: Twin-engined torpedo aircraft.
   Manufacturer: Gothaer Waggonfabrik A.G. (Gotha.).
   Power Plant: Two 200 h.p. Benz Bz IV 6 cylinder in-line water-cooled engines.
   Dimensions: Span, 25.5 m. (83 ft. 8 in.). Length, 14.45 in. (47 ft. 5 in.). Height, 50 m. (16 ft. 4 7/8 in.). Area, 132 sq.m. (1,425.6 sq.ft.).
   Weights: Empty, 3,150 kg. (6,930 lb.). Loaded 4,642 kg. (10,212.4 lb.).
   Performance: Maximum speed, 130 km.hr. (84.35 m.p.h.). Initial climb, 1,000 m. (3,280 ft.) in 13.1 min.; 1,500 m. (4,920 ft.) in 23 min. Duration, 8 hr.
   Armament: One torpedo. Two manually operated Parabellum guns in nose and rear cockpits.

   N.B. Data applies to aircraft Marine number 1946.

  
   Gotha WD 20
   Only three WD 20s were built (Nos. 1515-1517), and they were, in effect, purely long-range reconnaissance versions of the WD 14, with extra fuel tank carried under the fuselage in place of a torpedo. Engines, two 200 h.p. Benz Bz IV. Span, 25.5 m. (73 ft. 8 1/8 in.). Length, 14.45 m. (47 ft. 5 in.). Height, 5.0 m. (16 ft. 4 7/8 in.). Area, 131.7 sq.m. (1,422 sq.ft.). Weights: Empty, 3,030 kg. (6,666 lb.). Loaded, 4,540 kg. (9,988 lb.). Speed, 126 km.hr. Climb, 1,000 m. (3,280 ft.) in 15 min. Duration, up to 10 hr. Armament, one manually operated Parabellum machine-gun in nose and one aft of wings.

J.Herris Gotha Aircraft of WWI (A Centennial Perspective on Great War Airplanes 6)

Gotha WD14

   Designed by Rosner and Klaube, the Gotha WD14 was essentially an enlarged WD11 powered by more powerful 200 hp Benz Bz.IV engines mounted as tractors. The SVK praised the side-by-side seating of the pilot and observer, which facilitated coordination between them during target acquisition and torpedo launch. A third crewman had a flexible Parabellum LMG 14 machine gun and an aft turret.
   During trials of the prototype, Marine Number 801, ailerons were added to the lower wings and the rudder area was increased to improve control with one engine out.
   The first production series, Marine Numbers 1415-1430, had ailerons on all wings and balanced rudders. By the time these aircraft were delivered torpedo attacks had been shown to incur heavy losses with limited results, so the aircraft were modified for long-range reconnaissance with droppable fuel tanks in the torpedo bay. The next production series, Marine Numbers 1617-1631, had a gun turret in the nose and provision for bombs for use as a maritime reconnaissance bomber. The final production series, Marine Numbers 1946-1970, were designed for long-range maritime reconnaissance with droppable fuel tanks replacing the torpedo. This series had an additional central rudder for increased controllability, but were still viewed as unsuitable for poor aileron and rudder response. Only nine of this series were accepted before the Armistice.
   A total of 69 WD14s were ordered (801, 1415-1430, 1617-1631, 1651-1662, 1946-1970), of which 52 were delivered (1629-1631 were cancelled and the Armistice stopped deliveries of the last 14). Designed as a torpedo bomber, the WD14 was re-cast as a long-range reconnaissance bomber after it was determined that torpedo attacks were ineffective and too dangerous. Moreover, the WD14 was underpowered and its control response was not satisfactory.

Gotha WD14 Specifications
Engines: 2 x 220 hp Benz Bz.IV
Wing: Span Upper 25.00 m
Area 133 m2
General: Length 14.40 m
Height 5.00 m
Empty Weight 3090 kg
Loaded Weight 5000 kg
Maximum Speed: 126 km/h
Climb: 1000m 17.1 min
2000m 45 min
Service Ceiling: 3000 m
Duration: 1300 km


Gotha WD20

   The Gotha WD16-19 designs were not built; the next Gotha seaplane design to appear was the WD20. Designed by Rosner and Klaube, three Gotha WD20s Marine Numbers 1515-1517, were ordered in April 1917. Powered by two 260 hp Mercedes D.IVa engines, the WD20s were designed to carry the larger 50cm torpedo. However, experience soon revealed the limitations of torpedo attacks and the WD20s were reconfigured for long-range maritime reconnaissance in the North Sea. Despite removing three fuel tanks, the wireless operator and equipment, and two machine guns, and incorporating the maximum sweepback allowable, the WD20 was considered unacceptable for operational service due to poor flying characteristics. This was similar to the problems plaguing the G.IV and G.V bombers, indicating a fundamental problem with Gotha designs of the period.

Gotha WD20 Specifications
Engines: 2 x 260 hp Mercedes D.IVa
Wing: Span Upper 25.50 m
Area 131.7 m2
General: Length 14.40 m
Height 5.00 m
Empty Weight 3030 kg
Loaded Weight 4540 kg
Maximum Speed: 126 km/h
Climb: 1000m 15 min
Service Ceiling: 2000 m
Duration: 700 km


Gotha Seaplane Production Summary
Type Ordered Marine Numbers Remarks
WD14 69 801, 1415-1430, 1617-1631, 1651-1662, 1946-1970 52 were produced; 1629-1631 were cancelled and 14 of the last batch were not delivered due to the end of the war
WD20 3 1515-1517 Not accepted for operational service

M.Schmeelke "Torpedo Los!" (Aeronaut)

German Torpedo Aircraft

Gothaer Waggonfabrik AG, Gotha

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  The Gotha WD14 (801) had little luck. When the type TMG with 2 x 220 hp Benz Bz.IV engines was delivered on 29 January 1917 in Warnemunde, the rudder responses were not satisfactory. Consequently, on 27 February 1917, the SVK requested enlarged rudders from Gotha, which weren't installed on the 801 until 17 March 1917. The modifications improved the flight characteristics satisfactorily. The aircraft reacted immediately to the rudder inputs and the speed measured with an airspeed indicator was 124 km/h. After the landing of the factory pilot, the experienced torpedo pilot Lt.z.S. Heinz Scheurlen took off in Gotha WD14 (801) to check the performance. An aileron jammed, as well as the aileron assist servo, and the 801 slipped from a height of about 20 m and fell into the water. Fortunately, Heinz Scheurlen was rescued from the destroyed aircraft with only minor injuries.
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  In light of the widening role of the aircraft as a long-range reconnaissance aircraft, the now described G-Type, the Gotha WD14, was also installed with an HFT wireless system. The T-aircraft became G2MGHFT class aircraft, with two machine guns and wireless transmitter equipment, as well as four-man crew. In order to minimize the physical strain on the pilot during flights of several hours duration, the SVK required that the elevator control be transferable either to the left or right. This enabled the pilot and observers to be able to alternate in operating the steering. On 11 July 1917, Gotha G (1415), powered by 2 x 220 hp Benz Bz.IV engines, arrived at Warnemunde. The first tests had already shown that the HFT wireless area in the rear machine gun cockpit was very prone to engine noise interference. Hearing the incoming wireless signals was nearly impossible, so the HFT position was relocated, being separated from the pilot's cockpit with a hinged panel. Also the auxiliary fuel tank could not be connected because of the bomb/torpedo release mechanism. It was not possible to transfer fuel from the auxiliary tank to the main fuel tank within the fuselage, an important aspect for a long-distance reconnaissance aircraft flying far above the open sea. Not until August 1917 would the problems of the fuel tank connections be finally rectified. In the next series, starting with Navy No. 1617, the tanks were then fitted with a four-way petcock valve, which made fuel transfer possible. In addition, a fuel gauge was installed for the auxiliary tank, replacing the previously supplied sight glass. Flight tests with the Gotha G 1415 revealed that the fully equipped aircraft with three-man crew and (HFT and 2 MG) stably flew even with only one engine (portside). On the other hand, the 1415, when powered only by the starboard engine, handled much worse in the air. At 10 m altitude she lost 2 m in height after 3-4 minutes. The cause was certainly due to the clockwise rotation of the propeller, the torque pushing the aircraft additionally to the left. The speed of No. 1415 loaded with a torpedo could be measured at 134.4 km/h. In the SVK report, the engineers criticized the technical performance of WD14 (1415), which had deteriorated, when compared with Navy No. 801. The main reason for this were the structural reinforcements caused by use of thicker wood. The total weight of the 1415 had increased by 80 kg.
  In August 1917 Gotha WD14 (1415) and WD11 (1378) could be handed over to the front stations of the North Sea. The Gotha WD11 (1377) was equipped with navigation lights for the first time, red and green lights on the wingtips and a white one at the end of the fuselage which were clearly visible at several hundred meters, but they could be dimmed from the cockpit by use of a rotary switch. The G-planes of the Gothaer-Werke had reached series maturity by the summer of 1917, so there was little to change in the subsequent series. During testing at Warnemunde, the I.T-Staffel tested the Gotha aircraft during a relay exercise at Flensburg in August 1917 and the crews were very satisfied with the aircraft. In October and November 1917, WD14 Marine Nos. 1418 to 1428 were delivered to Warnemunde. The WD14, Navy No. 1429, followed in December 1917, the delay was due to the subsequent installation of the onboard communication equipment (Arnheim's communication apparatus), with which the three-man crew could communicate during the flight. The Gotha WD14, from No. 1617, became the 17th machine to receive a modified fuselage. In the fuselage nose, the rotating LVG gun ring was installed in the machine gunner's position. In addition, 10 x 10 kg of bombs could be carried, placed in boxes in the front of the fuselage.


Gotha WD14 Torpedo & Long-Range Reconnaissance Plane Si Bomber

  Designed by Rosner and Klaube, the Gotha WD14 was essentially an enlarged WD11 powered by more powerful 220 hp Benz Bz.IV engines mounted as tractors. The SVK praised the side-by-side seating of the pilot and observer, which facilitated coordination between them during target acquisition and torpedo launch. A third crewman had a flexible Parabellum LMG 14 machine gun and an aft turret.
  During trials of the prototype, Marine Number 801, ailerons were added to the lower wings and the rudder area was increased to improve control with one engine out.
  The first production series, Marine Numbers 1415-1430, had ailerons on all wings and balanced rudders. By the time these aircraft were delivered torpedo attacks had been shown to incur heavy losses with limited results, so the aircraft were modified for long-range reconnaissance with droppable fuel tanks in the torpedo bay. The next production series, Marine Numbers 1617-1631, had a gun turret in the nose and provision for bombs for use as a maritime reconnaissance bomber. The final production series, Marine Numbers 1946-1970, were designed for long-range maritime reconnaissance with droppable fuel tanks replacing the torpedo. This series had an additional central rudder for increased
controllability, but were still viewed as unsuitable for poor aileron and rudder response. Only nine of this series were accepted before the Armistice.
  A total of 69 WD14s were ordered (801, 1415-1430, 1617-1631, 1651-1662, 1946-1970), of which 52 were delivered (1629-1631 were cancelled and the Armistice stopped deliveries of the last 14). Designed as a torpedo bomber, the WD14 was re-cast as a long-range reconnaissance bomber after it was determined that torpedo attacks were ineffective and too dangerous. Moreover, although more powerful than the WD11, the WD14 was still underpowered and its control response was not satisfactory.


Gotha WD14 Specifications
Engines: 2 x 220 hp Benz Bz.IV
Wing: Span Upper 25.00 m
Area 133 m2
General: Length 14.40 m
Height 5.00 m
Empty Weight 3090 kg
Loaded Weight 5000 kg
Maximum Speed: 126 km/h
Climb: 1000m 17.1 min
2000m 45 min
Service Ceiling: 3000 m
Duration: 1300 km


Gotha Torpedo Bomber Production
Type Qty Marine Numbers Notes
WD14 1 801 Prototype. Initially ailerons on upper wings only, then added to lower wings and fins and rudders enlarged.
   16 1415-1430 Modified for long-range maritime reconnaissance and bombing.
   15 1617-1631 1617—1628 equipped for long-rang maritime reconnaissance.
   12 1651-1662 Equipped for long-range torpedo missions.
   25 1946-1970 Equipped for long-range reconnaissance. Central rudder added.
Note: 52 WD14s were produced; 1629-1631 were cancelled and 14 of the final production batch were not delivered due to the Armistice.


German Torpedo Bomber Production
Type Albatros W.5 Gotha WD11 Gotha WD14 Brandenburg GW Friedrichshafen FF41AT
Number 5 17 52* 21 8
* 69 ordered, production was curtailed by the Armistice.
There were a number of prototype torpedo bombers; this table shows only production types. The Albatros W.5 was produced in the smallest quantity of any production type, an indication of its relative merit. The Gotha WD14 received by far the largest orders. It was also the only aircraft in the table powered by 200 hp Benz Bz.IV engines; the others were all underpowered by 150 hp Benz Bz.III engines.

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

Kampfflugboote
T 2 Gotha WD14 Dt. Marinenummer 1661 2 x Bz 200
T 3 Gotha WD14 Dt. Marinenummer 2 x Bz 200

M.Dusing German Aviation Industry in WWI. Volume 1 (A Centennial Perspective on Great War Airplanes 84)

Gothaer Waggonfabrik A.-G., Gotha (Go)

Aircraft Development:

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  The particular success of the G-planes led to the construction of torpedo planes at the instigation of the Navy Department. The types WD11 and WD14 were developed.
  Based on the experience with the type WD11, the WD14 was equipped with 2 x 200 hp Benz engines (train screw arrangement). Depending on the intended use, the internal equipment was made, namely whether the aircraft was to be used for torpedo shooting, bombing, sea mine laying, or for 11- to 12-hour sea surveillance.
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