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AEG D.I / Dr.I

Страна: Германия

Год: 1917

Истребитель

AEG - C VIII / C VIII Dr - 1917 - Германия<– –>AEG - J.I / J.II - 1917 - Германия


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


A.E.G. D I
  Entry of A.E.G. into the single-seat fighter field was marked in May 1917 by the appearance of the stocky D I. Two further prototypes, D 4401/17 and D 5002/17, were fitted with "ear"-type radiators and differed little except that D 5002/17 (below) had slightly longer radiator strips. Engine, 160 h.p. Mercedes D III. Span, 8.5 m. (27 ft. 10 3/4 in.). Length, 6-1 m. (20ft. 0 1/4 in.). Height, 2.65 m. (8 ft. 8 3/8 in.). Weights: Empty, 685 kg. (1,507 lb.). Loaded, 940 kg. (2,068 lb.). Speed, 220 km.hr. (137.5 m.p.h.). Climb, 1,000 m. (3,280 ft.) in 2.5 min., 5,000 m. (16,400 ft.) in 25 min.

A.E.G. Dr I
   Introduced in October 1917, this triplane version of the D I offered no increase in climb performance, and the speed showed a reduction. It was developed no further. Engine, 160 h.p. Mercedes D III. Span, 9.4 m. (30 ft. 10 1/8 in.). Length, 61 m. (20 ft. 0 3/4 in.). Weights: Empty, 710 kg. (1,562 lb.). Loaded, 970 kg. (2,134 lb.). Speed, 170 km.hr. (106.25 m.p.h.).


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


A.E.G. D I Germany

  The first fighter produced by A.E.G. (Allgemeine Elektrizitats Gesellschaft), the DI single-bay biplane was primarily of steel tube construction with single-spar wings and fabric skinning, power being provided by a 160 hp Daimler D IIIa six-cylinder water-cooled engine and armament comprising twin 7,92-mm LMG 08/15 synchronised guns. The first of three prototypes appeared in May 1917, type testing being conducted during August-September after the fuselage was lengthened by 15 3/4 in (40 cm), the second and third prototypes differing in having cheek-type radiators. Difficult to fly, one prototype crashing during type testing, the DI was nevertheless ordered as a pre-series of 20 for frontline evaluation. This contract was cancelled, however, after a second prototype crashed on 5 September 1917.

Max speed, 127 mph (205 km/h).
Time to 3,280 ft (1000m), 2.2 min.
Empty weight, 1,510 lb (685 kg).
Loaded weight, 2,072 lb (940 kg).
Span, 27 ft 10 5/8 in (8,50 m).
Length, 20 ft 0 1/8 in (6,10 m).
Height, 8 ft 8 1/3 in (2,65 m).
Wing area, 173.73 sq ft (16,14 m2).


A.E.G. Dr I Germany

   Essentially a Dreidecker, or triplane, derivative of the D I, the Dr I was inspired by a circular of 27 July 1917 inviting inspection of a Sopwith Triplane that had been captured intact and proposals for fighters possessing at least comparable characteristics. A.E.G.’s contribution to the programme appeared in October 1917, this mating a triple-wing cellule with the fuselage, tail surfaces, 160 hp Daimler D IIIa engine and twin-gun armament of the D I. The Dr I revealed poor performance and unpleasant handling characteristics, development being quickly abandoned.

Max speed, 106 mph (170 km/h).
Empty weight, 1,565 lb (710 kg).
Loaded weight, 2,138 lb (970 kg).
Span, 30 ft 10 in (9,40m).
Length 20 ft 0 1/8 in (6,10 m).


J.Herris AEG Aircraft of WWI (A Centennial Perspective on Great War Airplanes 16)


AEG D.I

  The AEG D.I fighter prototype, powered by a 160 hp Mercedes D.III engine and armed with two synchronized machine guns, was completed in May 1917. Like all AEG aircraft, the airframe was built totally from steel tubing. The wings had a single, steel-tube spar with wooden ribs, later changed to steel ribs, a feature that imparted great strength and minimized the number of drag-producing interplane bracing wires needed. With a top speed of 225 km/h (137 mph) and a climb equal to the Albatros D.V then just entering service, the AEG D.I prototype was the fastest fighter of its day. In June 1917, Idflieg, recognizing the fighter's potential, ordered three prototypes numbered D.4400-4402/17 for flight and static-load tests.
  Between 28 June and 3 July 1917, as part of the Typenprufung (type-test) at Adlershof, load tests demonstrated that the D.I wings were strong enough but the fuselage failed. After the reinforced fuselage passed its tests on August 4, 1917, the D.I was approved for flight evaluation by military pilots. At this time the fuselage of one prototype was lengthened by 40 cm to improve longitudinal stability and improve landing characteristics. On 21 August 1917, the "highly-skilled" Idflieg test pilot Leutnant Julius Hendrichs was killed when an AEG D.I went into an "ever steeper dive" and crashed out of control from 400 meters (1,310 ft). The cause of Hendrichs' crash was not determined. Using another D.I, the flight evaluation and engineering critique was completed August 25, 1917. Provided some minor installation issues were corrected, the AEG D.I was approved for operational service. In July 1917 Idflieg had ordered 20 pre-production fighters numbered D.5000 to 5019/17 contingent on the type-test outcome.
  Leutnant Walter Hohndorf, Staffelfuhrer of Jagdstaffel 14 and a Pour le Merits ace with 12 victories, had been involved in the design of the AEG D.I. An engineer and licensed pilot, Hohndorf had previously worked as a designer and test pilot at the Union Flugzeugwerke. The chief engineer at Union was Georg Konig, now at AEG. On September 5, 1917, Hohndorf was killed when the modified AEG D.I 4400/17 spun out of control and crashed. With two unexplained fatalities blemishing its record, Idflieg canceled the AEG D.I program after a few of the pre-production fighters were completed.

AEG D.I Specifications
Engine: 160 hp Mercedes D.III
Wing: Span Upper 8.50 m
Span Lower 8.14m
Chord Upper 1.38 m
Chord Lower 1.07 m
Gap 1.53 m
Area 17.1 m2
General: Length 6.15 m
Height 2.54 m
Empty Weight 685 kg
Loaded Weight 945 kg
Maximum Speed: 225 kmh
Climb: 1000m 2.5 min

AEG D.I Production Orders
Serial Numbers Qty Order Date
D.4400-4402/17 3 June 1917
D.5500-5019/17 20 July 1917


AEG Dr.I

  The AEG Dr.I was built at the height of Germany's 'triplane craze' as a triplane version of the D.I biplane. Completed in October 1917, like the D.I it was powered by a 160 hp Mercedes D.III and was armed with two synchronized machine guns. Ailerons on the top and bottom wings were connected by actuating struts. The Dr.I had greater wing area than the D.I and demonstrated a slightly better climb rate. However, it was also heavier and had more drag, so, according to Idflieg, "the speed was drastically lower, precluding any consideration of front-line service." However, the AEG Dr.I was still faster than any other German fighter design at that time - except the AEG D.I biplane - and was the fastest German triplane fighter.

AEG Dr.I Specifications
Engine: 160 hp Mercedes D.III
Wing: Span Upper 9.40 m-
Span Middle 9.10 m
Span Lower 8.80 m
Chord Upper 1.37 m
Chord Middle 0.75 m
Chord Lower 0.75 m
Gap Upper 1.68 m
Gap Lower 0.75 m
Area 24.0 m2
General: Length 6.15 m
Empty Weight 710 kg
Loaded Weight 970 kg
Maximum Speed: 200 kmh
Climb: 1000m 2.5 min


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The AEG D.1 prototype fighter was unusual in that the airframe was built totally of steel tubing, including the wing spars and ribs. The fact that the wings had a single, steel-tube spar made it possible to reduce the drag-producing interplane bracing to a minimum.
  There is little reason to doubt that Leutnant Walter Hohndorf assisted in the design of the AEG D.I. A licensed pilot and engineer, Hohndorf worked as a designer under chief engineer George Konig at the Union Flugzeugwerke, whose aircraft he piloted in several pre-war flying competitions. After volunteering for the air service in August 1914, Hohndorf was assigned to the Siemens-Schuckert Werke as a test pilot and broke a world record with four passengers in a Kondor biplane (September 4, 1915). When he returned to the Front, Hohndorf became a fighter pilot and, as an eight-victory ace, was awarded the coveted Pour le Merite on July 20, 1916. It was not Unusual for Front-line pilots to maintain communication with their former employers or training units. The private pipeline was, in fact, an important Source of up-to-date combat information. That is how Konig, who had become chief designer at AEG, and Hohndorf cooperated on the design of the AEG D.I.
  The AEG D.1 prototype, powered by a 160 hp Mercedes D.III engine, made its appearance in May 1917. Flight-testing took place on the AEG airfield in Henningsdorf located on the outskirts of Berlin. Whether Hohndorf participated is not known. During the course of testing at least one of the three prototypes was given a lengthened fuselage (40 cur 15.7 in increase) to improve the longitudinal stability. Ear radiators replaced the nose radiator that blocked forward visibility.
  At the end of June 1917, the D.1 was sent to Adlershof for the customary static-load tests, flight evaluation, climb and performance tests and engineering critique, known as the Typen-Prufung (type-test). The static load tests, performed between June 28 and July 3 1917, showed that the wings were sufficiently strong but the fuselage required strengthening. The reinforced fuselage passed the tests on August 1-4 1917. With the load tests successful. Nothing stood in the way of flight investigation by military pilots. On August 21 1917, the 'highly-skilled' Idflieg test pilot, Leutnant Julius Hendrichs, was killed at Adlershof when the AEG D.1 went into an 'ever steeper dive' from 400 meters (1310 ft) and crashed out of control. In spite of Hendrichs' death, the type-test was completed on August 25 1917. The climb figures were to be established at a later date. Surprisingly for a company with such a long record of building military aircraft, the type-test report listed numerous, minor shortcomings, such as missing identification labels, poorly located instruments, rough control actuation, inaccessible engine parts and the like. Idflieg ordered improvements to be made. After which 20 pre-production D.1 fighters would be sent to the Front for combat evaluation. The D.I. had promise, clocking a top speed of 225 km/h (137 mph) and having a climb equal to the Albatros D.V, then a relatively new type in combat.
  By this time, one of the three AEG D.1 prototypes had reached Jagdstaffel 14, of which Hohndorf was commander. In the course of flying D.1 4400/17, Hohndorf crashed and was killed on September 5 1917. With two deaths blemishing its record, Idflieg cancelled the AEG D.1 program and the pre-production of 20 aircraft.
  
Colors and markings
  
  Little information is available regarding the colors of the AEG D.1 fighters but photographs suggest a very pale blue dope was applied overall with white outlines to the national insignia. On photographs of D5002/17, there is evidence of narrow black outlines to the wing leading edges. Serial numbers applied to the fin were also black.
  
  
Armament: 2 synchronised 7,92-mm (0-312-in) Spandau machine guns.
Max speed: 137 mph (220 km/h).
Time to 3,280 ft (1 000 m): 2-5 min.
Empty weight: 1,510 lb (685 kg).
Loaded weight: 2,072 lb (940 kg).
Span: 27 ft 10 5/8 in (8,50 m).
Length: 20 ft 0 1/8 in (6,10 m).

J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG D.I 4400/17
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG Dr.I
W.Green, G.Swanborough - The Complete Book of Fighters
The first A.E.G. DI which appeared in May 1917.
O.Thetford, P.Gray - German Aircraft of the First World War /Putnam/
The AEG D.I prototype, 4400/17, photographed at the Nieder-Neuendorf airfield in May 1917. Because the narrow airfoil section did not allow the installation of an airfoil radiator, a nose radiator was installed. The long exhaust stack reduced exhaust noise.
The AEG D.I owed nothing to the Nieuport and was a very fast, promising design. Powered by the same 160 hp Mercedes engine used in the Albatros fighters and mounting two machine guns, it climbed as well as the Albatros and reached 225 km/h (137 mph), making it the fastest fighter of its day. Three prototypes were built but after two unexplained fatal crashes, development was cancelled. Like all AEG designs its structure was welded steel tube.
Сайт - Pilots-and-planes /WWW/
AEG D.I 4400/17 prototype at Jagdstaffel 14 in late August - early September 1917. The nose radiator had been replaced by ear radiators to improve the forward visibility.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG D.i 4400/17 now has side radiators. It is shown here on Marville airfield shortly before Lt. Hohndorf's fatal flight in it on Sept. 5, 1917 that essentially ended D.i development despite its high speed.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG D.I 4400/17 now has side radiators and a shorter exhaust stack. It is shown here on Marville airfield shortly before Lt. Hohndorf's fatal flight in it on Sept. 5, 1917 that essentially ended D.I development despite its high speed.
H.Cowin - Aviation Pioneers /Osprey/
With only a handful built, the AEG D I was one of the rarer types to find its way into front-line service with the single seater units during the latter half of 1917. Armed with twin 7.92 Spandaus and powered by a 160hp Mercedes, this diminutive fighter had a useful top level speed of 124mph, but this could well have been counter-balanced by poor climb, tricky handling and longish take-off requirement, if the machine's wing loading was as high as the photograph would suggest. The AEG D I, 4400/17, shown here belonged to Lt Walter Hohndorf, leader of Jasta 14. It was in this fighter that Hohndorf crashed to his death on 5 September 1917, after a combat in which he had scored his 12th 'kill'.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG D.I 4401/17 has a longer fuselage than the prototype for better stability. Ear radiators are fitted and the exhaust stack is much shorter than the prototype. The German fighter pilots needed an aircraft with the speed of the AEG D.I, which was faster than any operational German fighter of the war, so the decision to cancel it despite two fatal accidents must have been difficult. In retrospect it seems that continued development was warranted due to the aircraft's potential unless there was a fundamental and irreparable flaw in the design, which does not appear to be the case. The cause of the accidents was never determined so the potential for making the aircraft safer through further development is unknown. However, the small number of production aircraft were flown for some time, including as comparison aircraft in the First Fighter Competition, without further fatalities, bringing its cancellation into question.
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AEG D.I 4401/17 (foreground) and 4402/17 (rear) on the Henningsdorf airfield. In this photograph the fuselage of D.I 4402/17 does appear to be longer than the D.I 4401/17 on the left. The thin and highly-finished wing surfaces show up well in this view.
O.Thetford, P.Gray - German Aircraft of the First World War /Putnam/
The A.E.G. D I. The photograph depicts the third prototype.
Сайт - Pilots-and-planes /WWW/
Exactly where the AEG D.I 5002/17, from the pre-production batch 5000/17, fits into the scheme of things is difficult to ascertain. If it was the type-test flight evaluation example, then it could be the machine that Leutnant Hendrichs crashed in August 1917. The location is Adlershof.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
The AEG Dr.I was built to compare a triplane development of the AEG D.I biplane with the original biplane design. The AEG Dr.I appeared during the height of the German 'triplane craze' when it was common to build triplane versions of biplane designs. The climb rate was slightly improved due to the larger wing area but, as was nearly universal with these triplane versions, it had more drag and was significantly slower than the D.I biplane. Its lower speed compared to the AEG D.I eliminated any chance of production despite the fact the AEG Dr.I was faster than any German fighter then in service. (The Peter M. Bowers Collection/lhe Museum of Flight)
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
Only one prototype of the AEG Dr.I was built. Ailerons on the top and bottom wings were connected by a strut.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
Front view of the AEG Dr.I prototype highlights its clean design for a triplane. The strength of its wings due to steel spars meant that only minimum bracing wires were needed. Interestingly, the bracing wires went through the middle wing but did not connect to it. (The Peter M. Bowers Collection/The Museum of Flight)
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
Here the AEG Dr.I wing cellule has been rebuilt to evaluate the wing design for the AEG DJ.I armored triplane fighter.
W.Green, G.Swanborough - The Complete Book of Fighters
The second prototype of the A.E.G. D I.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG D.I 5002/17
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG D.I