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

Siemens-Schuckert D.II/D.III/D.IV

Страна: Германия

Год: 1917

Истребитель

Siemens-Schuckert - D.I - 1916 - Германия<– –>Siemens-Schuckert - Dr.I - 1917 - Германия


В.Кондратьев Самолеты первой мировой войны


"СИМЕНС-ШУККЕРТ" SSW D.III/D.IV / SIEMENS-SCHUCKERT SSW D.III/D.IV

  Потерпев неудачу с D.I, инженеры фирмы "Сименс-Шуккерт" под руководством Харальда Вольфа начали разработку истребителя собственной оригинальной конструкции под новый 160-сильный 11-цилиндровый биротативный мотор "Сименс-Хальске" Sh.III. Самолет имел короткий, но хорошо обтекаемый фюзеляж круглого сечения, выклеенный из шпона по "роландовской" технологии и двухлонжеронные деревянные крылья с полотняной обшивкой и U-образными стойками. Рули и элероны с роговой аэродинамической компенсацией также обшивались полотном. Вооружение стандартно для немецких истребителей того периода - два синхропулемета LMG 08/15.
  Самолет под индексом SSW D.III вышел на испытания в октябре 1917-го. Испытания завершились успешно и в декабре были заказаны 20 предсерийных экземпляров истребителя. В феврале последовал более крупный заказ на 80 машин, а уже 16 марта первые из них прибыли на фронт. D.III состоял на вооружении восьми германских истребительных эскадрилий и применялся до конца войны.
  Одновременно с D.III испытывался другой опытный экземпляр истребителя с более узкими крыльями. За счет снижения аэродинамического сопротивления он получился более быстрым, но обладал худшей горизонтальной маневренностью. Эту модификацию также приняли на вооружение под обозначением D.IV для оснащения эскадрилий ПВО. В апреле фирма получила заказ на 50 таких самолетов.
  К концу мая на западном фронте воевали 42 "Сименс-Шуккерта". Летчики отзывались о них очень позитивно. Новый истребитель обладал достаточно высокой скоростью, хорошей маневренностью и отличной скороподъемностью. Правда, оценки механиков были скромнее. Биротативный мотор по-прежнему оставался более "капризным" и сложным в эксплуатации, чем ротативный. Кроме того, летом двигатели перегревались, из-за чего на истребителях пришлось срезать нижнюю часть цилиндрического капота, чтобы улучшить обдув.
  D.IV хорошо проявил себя как перехватчик против скоростных бомбардировщиков союзников типа "Де Хэвилленд" DH.4, DH.9 и "Бреге-14". Летом фирма получила заказы на 110 таких истребителей, а осенью - еще на 200, однако до конца войны построили только 123 машины, причем лишь около половины из них успели принять участие в боевых действиях.
  44 самолета собрали уже после подписания перемирия, но практически все они были уничтожены по условиям Версальского договора, запрещавшим побежденной Германии иметь боевую авиацию.

  
ДВИГАТЕЛЬ: "Сименс-Хальске" SH.III, 160 л.с.
  
ВООРУЖЕНИЕ: 2 LMG 08/15 "Шпандау".
  
  
МОДИФИКАЦИИ
  
  D.III: хорда верхнего крыла - 1460 мм.
  
  D.IV: хорда верхнего крыла сужена до 1000 мм, увеличено число нервюр и несколько изменена форма руля поворота.
  
  
ЛЕТНО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ
  
   D.III D.IV
  Размах, м 8,40 8,35
  Длина 5,85 5,75
  Площадь крыла, кв.м 18,82 15,12
  Сухой вес, кг 534 523
  Взлетный вес, кг 740 725
  Скорость максимальная, км/ч 180 195
  Время подъема на высоту
   2000м, мин.сек 4,15 3,40
  Потолок, м 8000 8100


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


Siemens-Schuckert D III (Short)
  This short-span D III prototype (serial 7550/17) first flew on 22nd October 1917. It was one of a series of tubby, rounded-fuselage prototypes that eventually led to the D III and D IV production series. The airframe is seen here undergoing static load testing of the wing structure after the flight test programme had been completed. Engine, 160 h.p. Siemens-Halske Sh III. Span, 8.5 m. (27 ft. 10 3/4 in.). Length, 6.0 m. (19 ft. 8 1/4 in.). Area, 19.4 sq.m. (209 sq.ft.). Weights: Empty, 500 kg. (1,100 lb.). Loaded, 750 kg. (1,650 lb.). Climb, 6,000 m. (19,680 ft.) in 26.2 min. Duration, 2 hr. Armament, twin Spandau machine-guns.


Siemens-Schuckert D III (Long)
  Another D III prototype (serial 7551/17), with wings of longer span but narrower chord, which resulted in the machine having less wing area than the short-span D III. This prototype was again modified and competed in first D types Competition. Engine. 160 h.p. Siemens-Halske Sh III. Span, 9.0 m. (29 ft. 6 3/8 in.). Length, 6.0 m. (19 ft. 8 1/4 in.). Area, 18.02 sq.m. (195 sq.ft.). Weights: Empty, 500 kg. (1,100 lb.). Loaded, 750 kg. (1,650 lb.). Climb, 5,000 m. (16,400 ft.) in 17.5 min. Duration, 2 hr. Armament, twin Spandau machine-guns.


Siemens-Schuckert D III
  Although dealt with in the main text, this illustration is included here to show the continuous development of a single airframe (7551/17). Modified from the D III (long), the cowling arrangement may now be seen to be less austere and that ailerons have been additionally located at the lower wingtips. It first flew in this form on 20th December 1917, and then crashed while at Adlershof for first D types Competition in January 1918. Data as for D III (long).


Siemens-Schuckert D III and D IV

  Ultimate successor of the S.S.W. D I was the D.III/ D.IV series, which appeared almost a year later, after development through a series of D.II prototypes, and represented a line of advanced and original thought from the drawing-board of Dipl. Ing. Harald Wolff (who was appointed chief designer after Steffen was killed) and his assistant, a young engineer named Hauck.
  With the relative success of the various D.II prototypes a pre-production order for 20 D.IIIs was placed by Idflieg during the last weeks of 1917; followed by an order for 30 more in February 1918. During April and May some 41 S.S.W. D.IIIs were channeled to the Western Front for operational trials. Most were received by Jagdstaffel 15 of the Jagdgeschwader 11 commanded by Haupt. Rudolph Berthold. A good deal of trouble was experienced with piston seizure, and it became obvious the Siemens-Halske Sh.III engine with which these D.IIIs were fitted was not yet ready for operational service. This shortcoming was seized upon by opponents of the D.III, one of whom had been Hermann Goring, in an endeavor to discredit it completely and have it condemned. Berthold none the less had achieved several victories on the D.III and saw its potentialities; it was largely through his intelligent and objective report on the type that development continued.
  The Siemens-Halske Sh.III engine was a more powerful, eleven-cylinder development of the earlier Sh.I engine, retaining the same characteristic of crankshaft rotating in one direction at 900 rpm. and the crankcase and cylinders rotating in the reverse direction also at 900 rpm., thereby achieving an actual engine speed of 1,800 rpm. Although advantageous in some respects, this system had its disadvantages. Being a more powerful and bigger engine than the Sh I, the Sh III tended to run a lot hotter, and this effect was magnified by the slow speed at which the cylinders rotated, compared with a normal rotary, resulting in a considerable reduction in the amount of air cooling. Coupled with the low-grade castor oil available to the Germans at this period of the war, recurrent piston seizure after some seven to ten hours running seemed inevitable. The redeeming feature of the engine was that its power did not drop off at high altitude and held good prospects. The D.IIIs were withdrawn from the Front during May 1918 for the fitting of improved engines and some airframe modifications.
  One such re-engined D.III, with a Rhemag built Sh IIIs, was piloted by the Siemens test pilot Rodschinka, to the extraordinary height of 8,100 m. (26,568 ft.) in exactly 36 min. These aircraft were then returned to operational service during July 1918, when, by virtue of their superb climbing powers, they were used mainly as interceptors by Kampfeinsitzer Staffeln 4a, 4b, 5, 6 and 8 for defense of the Fatherland.
  Fritz Beckhardt, a friend of the late A. R. Weyl, flew Siemens-Schuckert fighters to good account with Kest (the abbreviated Kampfeinsitzer Staffel) 5, his aircraft being characterized by the painting on the fuselage sides of a large Hakenkreuze (swastika). On a single sortie during September 1918 he managed to shoot down a pair of French Breguet B 14s operating at a height of more than 23,000 ft. The Breguets were by no means sitting ducks, as Ernst Udet was able to testify when he had been shot down by one earlier in the year and was only saved by his parachute.
  When in December 1917 Idflieg gave the first D.III order, it also requested development of the D.IV and placed an order for three prototypes. A D.V development was similarly requested, but as this was virtually a two-bay version of the D.IV, and offered no improvement, it proceeded no further. Although the S.S.W. D.III had excellent climbing abilities, its maximum level speed was not comparable, being only about 180 km.h. (112-5 m.p.h.). In an endeavor to achieve improved performance a redesigned top wing of new section and reduced chord was experimentally fitted, and in this guise the aircraft was re-designated D.IV. There was also some revision to the cowling arrangement, in which the lower half was almost completely cut away to give additional cooling to the cylinders. The spinner was also impressed with four cooling louvers in order to scoop cooling air on to the crankcase. Apart from these modifications, the two types differed little. In performance an immediate increase in level speed to 118 m.p.h. was obtained and the rate of climb substantially improved. By March 1918 a production order had been given for the D.IV, but it was not until August of that year that it became operational; first deliveries went to Jasta 14 and to the Marine Jagdgeschwader commanded by Osterkamp. Later Kest 2 and Jasta 22 received some D.IVs, but production rate was largely controlled by engine availability, and by the Armistice not all the 280 machines that had been ordered had been delivered. Not even the famous Richthofen Geschwader (after an initial antipathy) had been able to get its belated request for the type fulfilled.
  The D.III/ D.IV fighter series, the first-and last-S.S.W. original rotary engined design to see service with the German Air Force, differed radically in appearance from all previous production fighters. Its stocky, barrel-like fuselage was of considerable strength and continued the circular section dictated by the engine throughout its length. In the initial production machines the Sh.III engine was completely enclosed in a close-fitting circular cowl, and the four-bladed propeller - of fairly coarse pitch - was fitted with a large diameter spinner. This combination left an insufficient aperture for the entry of cooling air, and later the cowling was drastically cut away in the lower half, thereby exposing the front engine-bearer spider frame. The fuselage consisted of a basic structure of spruce longerons and circular plywood bulkheads additionally reinforced with diagonally mounted ply formers, which, when the three-ply skin was attached, resulted in an extremely strong structure. The panel between the front undercarriage legs was of sheet metal liberally endowed with louvers to allow the exhaust to escape; the top panel between the center-section struts was similarly covered. Handgrips adjacent to the cockpit and tail plane were fashioned by the simple expedient of cutting away a small rectangle of the plywood skin and exposing the longeron, which could be grasped. All fin surfaces were of wooden framing and constructed integrally with the fuselage, and were likewise plywood skinned. The vertical fin was of asymmetrical section, which helped to counteract a tendency to swing on take-off as a result of the considerable torque moment of the big engine. The balanced, angular rudder and the one-piece balanced elevator were of welded steel-tube construction and covered with fabric.
  In the D.III the upper wing was of considerably greater chord than the lower. Both were based on twin hollow box-spars, and the plywood ribs with pine capping strips were closely spaced and, with the plywood sheeting of the leading edge back to the front spar, dispensed with the necessity for false ribs to preserve the aerofoil section. In the D.IV an improved aerofoil section was introduced and the upper wing reduced in chord to 1 m.: the same as the lower wing. Overhung, horn-balanced ailerons, of parallel chord (those of the D.IV were slightly tapered towards the tips) were fitted at all four wingtips and imparted a brisk rate of roll to the machine. They were operated through torque tubes in all wing panels by a positive linkage which made it unnecessary for them to be linked externally by either struts or wires. As in the steering surfaces, they were of welded steel tube and covered with fabric.
  A conventional vee-type undercarriage was fitted, although the vee struts were fabricated from alloy tube instead of the more usual steel tube, and were wrapped with alloy sheet fairings. The wheels were sprung with spiral steel springs. A substantial ash tailskid was hinged to the under fin and bound at its upper end with elastic cord. Interplane struts were of wood and wrapped with fabric for additional strength, as were also the center section struts.
  Flight characteristics of the series were such as to demand constant vigilance from the pilot; there was no stall warning and a spin rapidly developed. Nevertheless, although with such a powerful engine the torque was considerable, it could be handled by any pilot of good average skill. The counter-rotation of the crankshaft and cylinders did nothing to lessen torque (as has been supposed), but did compensate the gyroscopic reaction. This was extremely beneficial, as it gave no fore-and-aft change of trim between right- and left-hand turns, as was normally the case with rotary-engined fighters.
  Without doubt these Schuckert machines were the best German fighters to reach operational status, yet they were probably the least known. For some odd reason, manufacture of the type did not cease until the summer of 1919, and one D.IV survived in Germany until as late as 1926.
  
  
Description: Single-seat fighter.
Manufacturer: Siemens-Schuckert Werke G.m.b.H. Siemensstadt, Berlin and Nurnberg (Ssw.).
   D.III D.IV
Power Plants: One 160 h.p. Siemens-Halske Sh III and IIIa 11 cylinder geared rotary engine.
Dimensions:
   Span 8.43 m. (27 ft. 7 3/8 in.) 8.35 m. (27 ft. 4 3/4 in.)
   Length 5.7 m. (18 ft. 8 1/2 in.) 5.7 m. (18 ft. 8 1/2 in.)
   Height 2.8 m. (9 ft. 2 1/4 in.) 2.72 m. (8 ft. 11 in.)
   Area 18.82 sq.m. (203.5 sq.ft.) 15.12 sq.m. (163.25 sq.ft.)
Weights:
   Empty 534 kg. (1,175 lb.) 540 kg. (1,190 lb.)
   Loaded 725 kg. (1,595 lb.) 735 kg. (1,620 lb.)
Performance:
   Max speed 180 km.h. (112.5 m.p.h.) 190 km.h. (118.75 m.p.h.)
   Climb to:
   1,000 m. 1.75 min. 1.9 min.
   2,000 m. 3.75 min. 3.7 min.
   3,000 m. 6.0 min. 6.4 min.
   4,000 m. 9.0 min. 9.1 min.
   5,000 m. 13.0 min. 12.1 min.
   6,000 m. 20.0 min. 15.5 min.
   Ceiling 8,000 m. 8,000 m.
   Duration 2 hr. 2 hr.
Armament: Two fixed Spandau machine guns firing forward.
  

Siemens-Schuckert D IV
  This photograph continues the evolution of the 7551/17 airframe. After the crash at Adlershof in January 1918 the machine was rebuilt with a new serial (7554/17) and the type redesignated D IV. Again the aircraft crashed, as may be seen above, and was yet again rebuilt, this time with reduced span, and designated D IVa. Engine, 160 h.p. Siemens-Halske Sh III. Span, 9.0 m. (29 ft. 6 3/8 in.). Length, 6.0 m. (19 ft. 8 1/4 in.). Weight: Loaded, 695 kg. (1,529 lb.). Climb, 6,000 m. (19,680 ft.) in 18 min. Duration, 2 hr. Armament, twin Spandau machine-guns. When rebuilt as D IVa, span was reduced to 7.5 m. (24 ft. 3 3/8 in.), and climb to 6,000 m. took 30 min.


Siemens-Schuckert D IIe
  Yet another airframe with a long and complicated history. The D IIe (serial 7553/17) was originally built with dural-girder wing spars and unbraced wings. The I-type interplane struts may be noted, which help to distinguish from the other S.S.W. prototypes. On test flight the wings were found to flex considerably and bracing cables were then added. Eventually the machine was rebuilt to D IV standards and sent to Geschwader II in spring of 1918 for operational assessment; it was again returned to factory, modified and reengined and ferried back to Geschwader II again in July 1918. Engine, 160 h.p. Siemens-Halske Sh III. Span, 8.2 m. (26 ft. 10 7/8 in.). Length, 60 m. (19 ft. 8 1/4 in.). Area, 154 sq.m. (166 sq.ft.). Weight: Empty, 500 kg. (1,100 lb.). Duration, 2 hr. Armament, twin Spandau machine-guns.


Siemens-Schuckert D V
  Although no photograph has been traced, details are included for completeness. The S.S.W. D V was a development of the D II/D IV series with two-bay wing bracing. Three prototypes were scheduled (7556-7558/18) and completed by August 1918: 7557/18 competed in the second D types Competition, was flown by Muller with climb figures quoted below: Engine, 160 h.p. Siemens-Schuckert Sh III. Span, 8.86 m. (29 ft. 0 7/8 in.), length, 57 m. (18 ft. 8 3/8 in.). Area, 15.1 sq.m. (163 sq.ft.). Weights: Empty, 514 kg. (1,131 lb.). Loaded, 734 kg. (1,615 lb.). Climb, 1,000 m. (3,280 ft.) in 1.8 min., 3,000 m. (9,840 ft.) in 7.3 min. 6.000 m. (19,680 ft.) in 28.8 min. Armament, twin Spandau machine-guns.


J. Herris Siemens-Schuckert Aircraft of WWI (A Centennial Perspective on Great War Airplanes 12)


SSW D.II to D.V

  The SSW D.II through D.V are discussed together because all were variations on the same basic design. Although there were many detail differences, the key distinctions between types were the wings.
  Expecting the eleven-cylinder 160 hp Sh.III engine Siemens-Halske was developing, in November 1916 Idflieg ordered three D.II prototypes (D.IIa 3500/16, D.II 3501/16, and D.IIb 3502/16) for flight trials.
  Two D.II fighters, completed in January 1917, gathered dust at the factory until early June when a Sh.III flight-test engine was at last delivered. SSW quickly installed the new engine and flight trials began on June 7. After a period of laborious experimentation with both two- and four-bladed propellers to maximize performance, Lt. Hans Muller, a 12-victory ace and company test pilot, performed an astonishing climb of 7,000 meters in 35.5 minutes on August 5, 1917. Muller flew the D.IIb prototype powered by an experimental, overcompressed Sh.III engine. Claiming an unofficial world record, a pleased SSW management gave Muller a bonus of 1,500 Marks.
  On October 7, 1917 Idflieg ordered nine fighter prototypes (numbered D.7550/17 to 7558/17) to explore the possibilities of this new combination. These had lighter, stronger airframes specifically designed for the new Sh.III engine. These prototypes were continually modified (wing span, airfoil type, tail surfaces, etc., were all changed) in the quest for better performance and handling characteristics, as shown in the table.

SSW Fighters at the First Fighter Competition

  On December 26 1917, Idflieg ordered a pre-production batch of 20 D.III fighters (D.8340-8359/17), at the time the customary number for front-line evaluation and, in this case, for the First Fighter Competition. Entered in the Competition, which started January 20, 1918, were SSW prototype fighters D.7551/17, 7552/17, 7553/17 (ready January 24) and series D.III 8340/17. Made possible by the Sh.III engine, SSW pilot Hans Muller demonstrated the fighters' impressive performance and maneuverability. As an example, on January 21 D.7552/17 climbed to 6,000 meters in 21.5 minutes.
  Regardless of their exceptional climb performance, the new SSW fighters were not yet perfected. In particular, they had challenging handling qualities, especially on landing, and required expert piloting. Front-line pilots, accustomed to more docile fighters, experienced difficulty flying the SSW fighters.
  On January 23 Muller took 7553/17 up for its first flight. The aircraft proved extremely nose heavy and required full elevator and throttle to maintain level flight. Coming in to land, the engine failed at 1,000 meters. In spite of full elevator, the nose-heavy fighter dived toward the ground. At the very last moment Muller regained control, touched down sharply, and buried the nose in the sand with only minor damage! Director von Siemens, impressed by Muller's flying ability, was of the opinion that if the accident had occurred at the small SSW airfield rather than huge Adlershof, the fighter would have been totally destroyed.
  Also on January 23, Oblt. Bruno Loerzer, an experienced fighter ace, flew D.7552/17 for evaluation. He misjudged the landing ('the tail wouldn't come down'), had to go around the airfield again, and finally stalled in and flipped over, severely damaging the aircraft.
  On January 24, Muller was taxiing the 'wireless' D.IIe 7553/17 when the undercarriage wire bracing failed, a failure attributed to substandard material.
  On January 25, Lt. Hans von der Osten flew D.7551/17. Reporting unsuitably high propeller revolutions, heavy control forces, poor maneuverability, and landing problems, Osten compared the SSW D.III to the Fokker D.VII prototype as 'an elephant to a mosquito'.
  On January 26, after a high-altitude flight, Lt. Busse fared badly when D.7551/17 turned over upon landing in the sandy terrain, severely damaging the airframe and engine. By then it was obvious to everyone that the SSW D.III prototypes, with their touchy controls and tall undercarriages (required by the large two-bladed propeller), demanded a degree of flying skill beyond a typical fighter pilot's ability. The landing problem was greatly improved by changing to a four-bladed propeller which, being of smaller diameter, permitted shortening the undercarriage. Overall handling qualities were improved by modifications to the ailerons and tail surfaces. With impressive speed, D.III D.8340/17, which had not yet flown, was given a new elevator and undercarriage and returned to the Competition on January 28.
  The spectacular climb rate of the rotary-engined fighters powered by the Sh.III and Goebel Goe.III engines was accompanied by good speed. On January 23, various fighters piloted by company and frontline pilots went aloft for 'parallel competition'. Muller in SSW D.III 8340/17, and making the first flight in this first production D.III, competed with Manfred von Richthofen flying the Fokker D.VII prototype (V11 or V18) and Lt. Hans Klein in an Albatros D.Va powered by the new 180 hp Mercedes D.IIIau high-compression engine. The SSW D.III was substantially faster than the Albatros and marginally faster than the Fokker below 2,000 meters.
  With most of the attention going to the prototype Fokker D.VII, which was declared the winner of the competition, SSW Director von Siemens thought the SSW prototypes did not receive appropriate recognition for their performance and opined, "one has the feeling that Richthofen's sympathies, as before, lie with Fokker!"
  During his inspection of the Siemens factory on January 24, Richthofen stated, "all aircraft at the Competition were too slow; the rate of climb was of secondary importance." This opinion was shared by Loerzer and the other combat pilots. SSW responded by proposing the SSW D.IV that, given a smaller upper wing chord and reduced wing area, sacrificed climb performance for increased speed. Interestingly, the performance specifications show the D.IV as having better climb rate than the D.III at high altitudes, indicating individual variations in conditions and piloting technique were greater than inherent design differences for climb performance.
  On March 1 1918, Idflieg, on the basis of the competition results, ordered 30 D.III fighters (1600-1629/18) followed by 50 D.III (3007-3056/18) on March 23 and 50 D.IV (3060-3109/18) on April 8. Due to the priority of the faster D.IV, on June 8 Idflieg changed the March 23 order to 30 D.III (3007-3026/18 & 3037-3046/18) and 20 D.IV (3027- 3036/18) fighters.


Initial Combat Experience

  From March 16 to May 18, SSW shipped 41 D.III fighters and one D.IV to the front, with most going to Jagdgeschwader II (See Table). Hptm. Rudolf Berthold, CO of JG II, during a squadron visit by SSW designer Bruno Steffen on April 22 1918, praised the D.III's 'brilliant' rate of climb, but requested increased speed, maneuverability, and airframe strength. The D.III and Sh.III engine combination was considered 'faultless' and had gained the 'trust of the pilots'. Maintenance of engine power at higher altitude was appreciated. The sole D.IV was reported 'in all respects-superior to the D.III'.
  Prohibited from flying over the front, JG II pilots intercepted and shot down two high-flying Breguet 14 bombers. But after seven to ten hours, the engines began to fail. They overheated, pistons seized, and piston heads disintegrated, falling into the crankcase. Even the Le Rhone rotary, which had a good reputation for reliability, showed similar symptoms when tested with Voltol, a synthetic castor-oil replacement. Investigation revealed that wrong viscosity oil had been delivered in incorrectly-marked barrels. On May 23 Berthold urged "the Siemens fighter be made available again for frontline use as quickly as possible for, after elimination of the present faults, it is likely to become one of our most useful fighter aircraft."
  All the crippled SSW fighters were returned to the factory in May 1918 for engine replacement and extensive modifications. On June 19 Idflieg required that the existing D.III fighters and those in production receive the following major changes: a new rudder shape, rounded (not pointed) aileron balances (and rounded elevator balances on future production machines), shortened wing span, larger cockpit opening, new propeller pitch to maximize speed, a cut-away cowling, and a smaller propeller spinner.
  Operational use of the Sh.III engine was prohibited pending successful completion of the demanding 40-hour endurance test, which was not achieved until July. Although the early-production Sh.III engines were unreliable, the revised Sh.IIIa, the version that passed the endurance testing and also known as the Sh.III neu, was a reliable engine. Furthermore, the Sh.III(Rh) engines built under license by the Rhenania Motorenfabrik AG (Rhemag) were also reliable. Eventually, about 40% of SSW fighters were powered by Rhemag-built engines. The availability of Rhemag-built engines coupled with the Siemens-Halske Sh.IIIa engine passing its endurance test permitted deliveries to the front (five D.III and one D.IV) to re-start on July 22 after a two-month interruption.


SSW D.V

  Aircraft D.7556-7558/17 were the SSW D.V prototypes; these aircraft were ordered along with the D.III and D.IV prototypes on October 7, 1917. D.V. 7556/17 performed its first flight on June 14, 1918 and D.V 7557/17 participated in the Second Fighter Competition. Using essentially a D.IV fuselage, the D.V differed in being fitted with duralumin wing spars and 'wireless' two-bay wings. The three completed D.V. fighters were slated for home defense service but the Armistice intervened. Unfortunately, no photographs of these aircraft have surfaced.


SSW at the Second Fighter Competition

  From the perspective of SSW, the Second Fighter Competition served primarily to compare production SSW fighters with the latest German prototypes. Eight SSW fighters, some powered by the Sh.IIIa engine and many fitted with the above modifications, were entered in the Second Fighter Competition that was held from May 27 to June 28 1918. Siemens reported that, 'because of significant weight increase and reduced wing area, the climb rates were somewhat reduced: 6,000 meters in 25-28 minutes.' With respect to speed and maneuverability, the aircraft, 'showed up very favorably against the competition'. In the front-line pilots' de-briefing sessions (July 6 and 14), among the Sh.III-powered fighters the SSW D.IV, fitted with four ailerons, was chosen over the less-maneuverable Pfalz D.VIII, the pilots' second choice, which was recommended for home-defense duties. Accordingly, on July 26, Idflieg ordered 60 SSW D.IV fighters (6105-6209/18), followed by 50 fighters (9000-9049/18) on September 10, 100 (11500-11599/18) on October 16, and 100 at the end of October 1918.


The SSW D.III & D.IV in Action

  SSW delivery records show that from July through November 1918, at least 136 SSW D.III and D.IV fighters were delivered to combat units. In general the D.III, due to its potentially higher climb rate, was supplied to the home-defense squadrons (Kampfeinsitzer Staffeln - Kests 2, 4a, 4b, 5, 6 and 8) and the faster D.IV to the Western Front: JG II, Jasta 14, Jasta 22, Jastaschule 1, and Marine Jagdgruppe. The few available combat reports universally praised the Siemens fighters but not without some criticism, especially from units having flown the more benign Fokker D.VII. Both the D.III and D.IV needed more flying skill for they were exceptionally maneuverable, very sensitive on the controls, and, unlike the docile Fokker D.VII, spun with little warning.
  Therefore Muller and Lt. Bruno Rodschinka, both SSW test pilots, visited operational units to instruct on the SSW fighters and gave flying demonstrations in them that were generally considered the finest exhibition of low-altitude aerobatics ever seen by service pilots. Their efforts produced the necessary confidence in the types, as did the initial victories. Naval Lt.z.S. Theo Osterkamp shot down a D.H.4 at 6,000 meters on August 21 while Muller was present. At Kest 8 Rodschinka downed two D.H.4 bombers out of 24 on September 7. A pilot of Kest 8 wrote on October 2, after two British aircraft were downed, that, 'we all now have the Siemens and are very satisfied... the Siemens is much superior to Allied aircraft and the Sh.III engine operated without complaint.' Even Jagdgeschwader Richthofen, who had been adverse to the Siemens fighters, after a demonstration by Hans Muller on October 5 requested 'twelve good D.IV fighters and a further twelve as soon as the first are shipped.'
  Lt. Lenz, CO of Jasta 22, reported on October 3 that the D.IV was, 'superior to all aircraft at the front in climb, maneuverability, and speed above 4,000 meters'. At that altitude, 'it was impossible to fly formation with the Mercedes-engined Fokker D.VII'. Pilot training was mandatory since many were unfamiliar with the SSW fighters' rotary engine and their high landing speed. Above 5,000 meters the high wing loading became noticeable in turns and required, 'watchfulness and opposite rudder'. Spin recovery was quick and effortless. The pilot's field of view was quite good, except straight down due to the round fuselage.
  Although Germany had difficulty finding sufficient aircraft to meet the Armistice stipulations, it appears SSW fighters were held back because only a few were turned over to the Allies. Of the 44 D.IV fighters completed by SSW after the war, from December 1918 through July 1919, some were sent to Flieger Abteilung 431 of the Grenzschutz Ost, but most were placed in storage at Reichswehr depots at Johannisthal, Liegnitz, Thorn, and Doberitz before being destroyed in accordance with the Treaty of Versailles. At least one of the D.IVs shipped to Thorn later turned up in the hands of Flieger Abteilung 424 in Lithuania in 1919.


SSW Fighter Prototypes Ordered October 7,1917
Type Serial # Notes
D.IIc kurz D.7550/17 8.5 m span, first flight October 22, 1917. Later redesignated D.III 7550/17 and became the static test airframe for the D.III production series.
D.IIc lang D.7551/17 9.0 m span, first flight November 15, 1917. Redesignated D.III, it became the true prototype of the D.III series. It participated in the First Fighter Competition. After being damaged, it was rebuilt as D.IV 7554/17 with a span of 8.35 m. Again damaged, it was rebuilt as D.FVa 7554/17 with a span of 7.4 m. It was accepted on May 4 and participated in the Second Fighter Competition in June.
D.III D.7552/17 Made its first flight December 20, 1917, and participated in the First Fighter Competition. 8.7 m span, wing area 21.6 m2, 6 m long, 500 kg empty weight.
D.IIe D.7553/17 It was fitted with a wireless wing cellule with duralumin wing spars. During test flights the wings flexed too much and full wire bracing had to be fitted. Participated in the First Fighter Competition. Later converted to D.IV 7553/17 and delivered to JGII in April for evaluation in combat. Engine problems required its return to the factory, where it was modified and fitted with a new engine. It was returned to JG II in July 1918. Original span 8.2 m, length 6 m, 500 kg empty weight.
D.IV D.7554/17 Was rebuilt from 7551/17; see above.
D.IV D.7555/17 Prototype for the D.IV, made its first flight June 18, 1918. Delivered to Adlershof in August as the D.IV static test airframe. Span 8.2 m.
D.V D.7556/17 D.IV fuselage with 2-bay wireless wings, duralumin spars. First flew June 14, 1918.
D.V D.7557/17 Participated in the Second Fighter Competition.
D.V D.7558/17 Slated for home defense like the other D.V fighters but the Armistice intervened.


Siemens-Schuckert D-Type Fighter Specifications
D.I D.III D.IV D.V D.VI
Engine 110 hp Sh.I 205 hp Sh.III 205 hp Sh.IIIa 205 hp Sh.III 205 hp Sh.IIIa
Armament One, later two guns Two guns Two guns Two guns Two guns*
Span, Upper 7.50 m 8.40 m 8.35 m 8.86 m 9.37 m
Span, Lower 6.30 m 8.40 m 8.35 m na
Chord, Upper 1.30 m 1.46 m 1.0 m
Chord, Lower 0.8 m 1.0 m 1.0 m na
Length 6.00 m 5.85 m 5.58 m 5.7 m 6.50 m
Wing Area 14.4 m2 18.84 m2 15.12 m2 12.46 m2
Empty Weight 430 kg 534 kg 540 kg 514 kg 540 kg
Loaded Weight 675 kg 725 kg 735 kg 725 kg 710 kg
Max. Full Weight: 735 kg 740 kg 735 kg 734.5 kg 735 kg
Maximum Speed: 155 km/h 180 km/h 190 km/h 220 km/h
Climb: 1,000m 3.5 minutes 1.75 minutes 1.9 minutes
2,000m 8.0 minutes 3.75 minutes 3.7 minutes
3,000m 14.5 minutes 6.0 minutes 6.4 minutes
4,000m 24.3 minutes 9.0 minutes 9.1 minutes
5,000m 45 minutes 13.0 minutes 12.1 minutes 17.4 minutes
6,000m 20.0 minutes 15.5 minutes 16 minutes
7,000m 22 minutes
Ceiling: 8,000m 8,000m 8,000m
Duration: 2.5 hours 2 hours 2 hours 2 hours
Notes:
  1. Although the Sh.III and Sh.IIIa developed slightly over 205 hp, contemporary publications usually stated their power at 160 hp, the power developed by the initial prototype engines.
  2. SSW D.III climb times from official German Baubeschreibung figures. SSW D.III with Sh.IIIa engine had these times to altitude: 5,000 meters in 10.5 minutes, 6,000 meters in 15 minutes, 7,000 meters in 22.5 minutes, and 8,000 meters in 34.5 minutes.
  3. SSW D.IV climb times from G.P. Neumann figures.
  4. Lt. Lenz recorded 14.5 minutes to 6,000m during an operational sortie in his SSW D.IV during which he shot down two British airplanes.
  5. SSW D.VI armament is that projected for production; the two prototypes were unarmed.


SSW D.III & D.IV Production Orders
Order Date Siemens # Quantity Military # Type
17 Jan. 1918 11054 20 D8340-8359/17 d.hi
1 March 1918 11080 30 D1600-1629/18 D.III
22 Apr. 1918 11111 30 D3007-3026/18 D3037-3046/18 D.III D.III
22 Apr. 1918 11122 20 D3027-3036/18 D3047-3056/18 D.IV D.IV
7 May 1918 11115 50 D3060-3109/18 D.IV
26 July 1918 11163 60 D6150-6209/18 D.IV
10 Sep. 1918 FW38 50 D9000-9049/18 D.IV
16 Oct. 1918 FW90 100 D11500-11599/18 D.IV
End Oct. 1918 FW92? 100 2 D.IV
In addition to the three D.III prototypes and three D.IV prototypes, Siemens records show a total of 80 production D.III aircraft and 280 production D.IV aircraft were ordered as shown in the table above. Another order for 100 D.IV at the end of October is not listed in the Siemens records but may be Siemens order FW92, for which no other details were recorded. The total number actually delivered is not known, but it is very unlikely all the D.IV aircraft ordered were delivered. There are small discrepancies between order dates given above and those listed in the Siemens records, possibly caused by change orders.


SSW Fighter Deliveries in Spring 1918
Date Unit Qty. Serial Numbers
16 March JGIII 6 D.III 8340-8345/17
6 April JGII 9 D.III 8346-8354/17
15 April JGII 1 D.IV 7553/17
19 April JGII 10 D.III 8355-8359/17, 1600-1603 & 1605/18
30 April JGII 6 D.III 1604, 1606-1608, 1611, 1612/18
13 May JGII 6 D.III 1614-1619/18
18 May JGII 4 D.III 1610, 1613, 1621, 1624/18


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


SIEMENS-SCHUCKERT (SSW) D II Germany

  Late in 1916, at the suggestion of the Idflieg, SSW began work on a new single-seat fighter designed by Dipl Ing Harald Wolff around the new 11-cylinder Siemens-Halske Sh III geared rotary engine rated at 160 hp. The result, the D II, was a rotund single-bay biplane primarily of wooden construction, the wings featuring two hollow box spars and the fuselage being a circular-section semi-monocoque of three-ply, intended armament being two 7,9-mm LMG 08/15 machine guns. Three prototypes were initially built, the D II, the D IIa and the D IIb. Although completed early 1917, delays in availability of the Sh III engine prevented flight test of the prototypes, the first of these flying in June. Erratic engine behaviour notwithstanding, the D IIs demonstrated excellent climb performance - the D IIb attaining 16,405 ft (5 000 m) in 15.5 min during August - and three more development aircraft were ordered. Two of these, designated D IIc kurz (short) and D IIc lang (long), differed in wing span and area. The D IIc kurz had a span of 27 ft 10 2/3 in (8,50 m) and a wing area of 208.8 sq ft (19,40 m2) whereas the D IIc lang had a span and area of 29 ft 6 1/3 in (9,00 m) and 193.97 sqft (18,02 m2) respectively, and reduced chord on the upper wing. The third aircraft, the D IIe, had dural wing spars, broad-chord I-type interplane struts and unbraced wings. The D IIc kurz entered flight test on 22 October 1917, the D IIc lang following on 15 November, and an initial order for 20 series aircraft, designated D III and based on the D IIc kurz was placed in December. The D IIc wing cellule was found to lack rigidity in flight, dictating introduction of interplane bracing cables which negated the original purpose of the dural spars, this aircraft later being rebuilt to D IV standards.


SIEMENS-SCHUCKERT (SSW) D III Germany
  
  With the choice of the D IIc kurz (short) as the basis for the initial production Sh III-powered SSW fighter biplane to which the designation D III was assigned, an order for 20 aircraft was placed in December 1917, this being augmented by an order for a further 30 in February 1918. The first two series D IIIs initially had a two-bladed propeller similar to that of the D II, but this was replaced by a smaller-diameter four-bladed propeller which permitted a reduction in the height of the undercarriage chassis. The Siemens-Halske Sh III 11-cylinder rotary engine had a nominal rating of 160 hp, but its maximum output was 210 hp at sea level. The standard armament of twin 7,9-mm LMG 08/15 synchronised machine guns was fitted. The first D IIIs came off the line in January 1918, and, between March and May, a total of 41 was sent to the Front where they demonstrated good handling qualities and outstanding climb capabilities. The Sh III engine proved troublesome, however, having been placed in service prematurely, and all D IIIs were returned to SSW for modification. This involved introduction of the improved Sh IIIa engine and the cutting away of the lower portion of the engine cowling to improve cooling. In addition, some revision was made to the rudder contours. These modifications were also incorporated in a further 30 D IIIs ordered in the interim, to bring total production to 80 aircraft. A modified version, the D IIIa with ailerons on the upper wing only, participated in the second D-type contest (17 May - 28 June 1918), but was not found to offer worthwhile advantages over the standard model.

Max speed, 110 mph (177 km/h) at sea level.
Time to 3,280 ft (1000 m), 1.75 min.
Range, 224 mis (360 km).
Empty weight, 1,153 lb (523 kg).
Loaded weight, 1,598 lb (725 kg).
Span, 27 ft 7 7/8 in (8,43 m).
Length, 18 ft 8 1/2 in (5,70 m).
Height, 9 ft 2 1/4 in (2,80 m).
Wing area, 202.8 sq ft (18,84 m2).


SIEMENS-SCHUCKERT (SSW) D IV Germany
  
  By the end of 1917, the Idflieg regarded the D III as an interim development and was pressing for acceleration of work on the D IV. Retaining the Sh IIIa engine and twin LMG 08/15 gun armament, the D IV differed from its predecessor fundamentally in having a revised wing configuration developed by Heinrich Kann, the basic structure remaining unchanged. The D IV utilised an improved wing profile, the chord of the upper wing being reduced to that of the lower wing, resulting in a reduction of 40 sqft (3,72 m2) in gross area. Rate of climb remained virtually unchanged from that of the D III, but most other aspects of the performance were improved. No fewer than 280 D IVs were ordered in March 1918, although the type did not attain operational use until August, and no more than 50-60 were to achieve active service. Production did not cease with the Armistice, continuing through January 1919, a total of 119 having been completed prior to the end of World War I. A number of D IVs (and D IIIs) continued to be operated by the Reichswehr and by the Grenzschutz Ost (Border Protection East) force, flown by volunteers to protect the German population against the Red Army in the Baltic states and Germany's eastern borders.

Max speed, 114 mph (184 km/h).
Time to 3,280 ft (1000 m), 1.9 min.
Range, 239 mis (385 km).
Empty weight, 1,190 lb (540 kg).
Loaded weight, 1,627 lb (738 kg).
Span, 27 ft 4 3/4 in (8,35 m).
Length, 18 ft 8 1/2 in (5,70 m).
Wing area, 162.75 sg ft (15,12 m2).


SIEMENS-SCHUCKERT (SSW) D V Germany

  Developed in parallel with the D IV, the D V was an essentially similar Sh IIIa-powered fighter differing only in having a two-bay wing cellule. Three prototypes of the D V were ordered, the first of these participating in the second D-type contest at Adlershof in May-June 1918, and the third being completed in August. By consensus the D V held less promise than the D IV, two of the prototypes being rebuilt to D IV configuration and one being lost during flight test.

Time to 3,280 ft (1000 m), 1.8 min.
Empty weight, 1,133 lb (514 kg).
Loaded weight, 1,618 lb (734 kg).
Span, 29 ft 0 3/4 in (8,86 m).
Length, 18 ft 8 1/2 in (5,70 m).


Журнал Flight


Flight, March 13, 1919.

THE SIEMENS TYPE D IV SINGLE-SEATER FIGHTER

  DURING the latter part of the War, a good deal was heard of the Siemens Single-Seater, but little reliable information concerning this machine was available. It was said that it had an extraordinarily good (for a German) climb, manoeuvred exceptionally well, and was strong enough to be "spun" with the engine running. The engine was thought to be a Siemens rotary, said to give exceptional power for its weight, and to be particularly good for altitude work. The reports, as is so often the case in such circumstances, differed greatly, and varied from the statement that this machine was no good at all, to the opinion that it was better than anything we had at the time. As frequently happens, the truth judging from the following description, which is translated from the German aviation journal Flugsport, is somewhere in between the two extremes. The machine is undoubtedly one of the best German machines of which detailed particulars are available, but at the same time does not come up to our best. Thus Flugsport :-
  In January, 1918, the Siemens-Schuckert Works brought out, in a competition for this class at Adlexshof, a single-seater fighter known as the D III. This machine, which had a Siemens-Halske rotary motor with 11 cylinders, had a climb that greatly exceeded the specifications of that time, and had at the same time a sufficient horizontal speed and good manoeuvrability. In order to improve upon this type, the speed was increased at the cost of climb, and the shape and section of the main planes were altered accordingly. The new machine, type D IV, is shown in the accompanying illustrations.
  The total span of the D IV is 8m.35, with a chord of 1 m. There is neither dihedral nor sweepback. The weight of the machine empty is 525 kg.
  Concerning the Siemens rotary engine, only a brief reference will be made to this, a more detailed description being reserved for a future occasion. The 200 h.p. 11-cylinder motor is a development of the previous 9-cylinder engine of 110 h.p. It differs from that engine in that, whereas in the smaller motor the crankshaft was stationary and the cylinders revolved, in the new engine the crankshaft revolves in one direction and the cylinders in the opposite direction. The cylinders revolve at the rate of 900 r.p.m. in one direction, and the crankshaft makes 900 r.p.m. in the opposite direction. This is equivalent to an engine speed of 1,800 r.p.m., while the speed of the airscrew is only 900 r.p.m.
  The arrangement of having the two masses rotating in opposite directions is attended by the following special advantages: The low speed of the airscrew results in a better propeller efficiency, which means a greater useful thrust. On account of the low speed of the cylinders the centrifugal force is smaller, which makes for reliability. The high virtual speed of the engine (by having cylinders and shaft revolving in opposite directions - Editor FLIGHT) results in greater power and lighter engine weight. On account of the low speed of the cylinders, air resistance is decreased, resulting in a better efficiency. By having the masses revolving in opposite directions gyroscopic force is approximately eliminated, which is an advantage for manoeuvring. The petrol consumption is far lower than that of any other rotary, and is about the same as that of stationary engines.
  The Siemens rotary can be throttled down from 900 r.p.m. to 350 r.p.m. The cylinders can be easily removed, and by fitting dual magnetos the reliability is increased. The engine can be started by means of a hand-operated magneto. Both inlet and exhaust valves are mechanically operated, and the motor is over-dimensioned, and consequently suitable for work at great altitudes. The normal brake horse-power is 200 h.p. and the maximum power 240 h.p., for a total engine weight, ready for running, of 194 kg. This gives a weight per horse-power of 0.81 kg. If one at the same time bears in mind the low speed of the airscrew, resulting in a good efficiency, of 68 per cent, or so, the value of the engine will be apparent. (A propeller efficiency of 68 per cent, does not impress one particularly. - Editor FLIGHT.) The value of the ratio (lbs. thrust / lbs. weight of engine + weight of screw), should be very good.
  The engine is hung on its three supports in a wrought-iron frame, which is attached by suitable fittings to the four longerons of the fuselage. Later types are improved by making the engine quickly removable with its cowling arrangement. The aluminium cowl round the motor ensures proper cooling and prevents the used oil from being thrown out. The oil tank is mounted behind the engine in order to protect it from the cold, and a short distance behind it is mounted the petrol tank which is arranged for gravity feed. The two tanks are bolted together, and may be put into and taken out of the machine as a unit. In later types the oil tank is built with double walls, the space between which is packed with heat-insulating material so that the oil, even at the greatest altitudes, retains its proper consistency.
  The air screw is a four-bladed tractor, with the four blades glued together in one plane. Its diameter is 2m.80 and the pitch 3m.90. The four-bladed screw, as shown by experiments, has certain advantages over the two-bladed, without, in the present case, having a lower efficiency than the latter. Thus the under-carriage is lower, which facilitates landing at the high speed of this machine.
  The fuselage is built of three-ply wood, and is designed for the lowest possible head resistance. The framework is formed by a series of transverse formers or bulkheads and four pine longerons, and to this the three-ply planking is tacked. Of particular interest are the diagonal formers running from bulkhead to bulkhead. These give great rigidity to the structure. Growing out of the main body and built integral with it are the vertical fin and horizontal tail plane, as well as the lower fin, which forms a support for the tail skid. The tail plane, which is of the symmetrical type, is set at an angle of incidence of 0 deg. while the vertical fin is cambered on one side only, in order to counteract the turning moment caused by the propeller torque. To the tail plane is hinged in the usual manner the one-piece, balanced elevator. The rudder is placed wholly above the elevator. Both rudder and elevator are built up of steel tubes with ribs of sheet steel, and the control cables, which are in duplicate, are so arranged as to nowhere pass over pulleys. The pilot's seat is mounted on duralumin tubes and is adjustable in two directions. The safety belt is attached to the upper longerons via coil springs. One of the accompanying illustrations shows the interior of the pilot's cockpit, which is equipped with the usual instruments: Revolutions-counter, compass, altimeter, throttle levers, switches, magneto switches, and petrol tap, etc. The control lever carries at its upper end a handle of the type that has been standardised by the German authorities (Heeresverwaltung), and the left side of which is arranged as a throttle lever. By a special locking arrangement, the control lever may be locked in any position. The longitudinal rocking shaft, which is forked round the control lever, carries at its front end a double crank for the aileron control. The latter is in the form of steel tubing throughout in order to minimise danger of damage by bullets.
  To the front part of the fuselage is attached the undercarriage, which is built of steel tube throughout. It is held together by a cross tube behind the axle and by diagonal bracing in the rear bay only. The wheel axle, which is a nickel chrome steel tube of 55 mm. diameter, is slung from the struts by coil springs wrapped around the axle. As circular section tubes are employed for the undercarriage struts, these have been streamlined with sheet aluminium. The upper plane is in one piece, and has spars of the box type, the spars being made by spindling out two halves to the desired section. Where struts, etc., occur, the spars are left solid. The ribs are built up of webs of 1.5 mm. three-ply wood, with flanges of pine. The ribs, which are placed 160 mm. apart, are carefully secured to the spars by small blocks of wood, glued on. The internal wing bracing is in the form of steel tube compression struts and steel wires. The wing fabric is stitched to the ribs. All the wing spar fittings are so designed as to surround the spars, thus avoiding piercing. There are four ailerons of the balanced type, which are hinged to the rear spar. The ailerons are operated by steel tubes lying inside the plane, an arrangement which in addition to the advantage already referred to of safety against bullets, gives less head resistance than cables placed on the outside of the wing. (This is evidently a "crib" of the Nieuport type of control. - Editor FLIGHT.) The inter-plane struts are in the form of Vees, which have their pointed end secured to a bridge piece of wood between the lower plane spars. Both front and rear struts of the Vee are of streamline section, and are hollowed out for lightness. The canopy (Baldachin) or centre section struts are braced by cables in such a manner that, by utilising the machine-gun bridge in the construction, they do not interfere with the sighting and use of the guns. The main wing bracing consists of two cables with a very high factor of safety, while an external drift wire to the nose of the body is provided to afford extra safety during a long steep dive.
  The armament consists of two machine-guns, rigidly mounted, and synchronised to fire through the propeller. Adjustment of the guns is made at the rear support.
  Sand tests carried out on the machine have given results far above the official specifications. During the most severe tests in the air, including dives and upside-down flights, no defects were found, and not a single part had taken a permanent set or stretch after the very severe test flights.
  One of the accompanying illustrations shows a barograph record taken under official tests and with the machine carrying its service load of 105 kg. The climbs are only to be described as exceptionally good, and have not, so far as is known, been equalled by our enemies. (This is not correct. - Editor FLIGHT.) The speed and manoeuvrability has drawn favourable comment from all quarters, and the machine has become a leading weapon in the hands of our skilful pilots. The Armistice has prevented the machine from appearing in quantities on the front. The enemy Press had already learned of the appearance of this machine, and we find in tne Matin, during August, an article dealing with it, and English technical journals conclude a description of the Siemens by challenging the English industry to overtake, by intensive work, the lead which the German industry has gained with this machine and motor.

В.Кондратьев - Самолеты первой мировой войны
"Сименс-Шуккерт" D.III, второй серийный экземпляр в заводской окраске, весна 1918г.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 8341/17, the second production D.III, was sent to JGIII on March 16, 1918
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 8342/17 of JG III
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 8346/17 of Lt. Walter Goettsch, Jasta 19, April 1918. Goettsch was KIA in his Fokker Triplane while scoring his 20th victory
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III of Jasta 15 flown by Lt. Joachim von Ziegesar
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
Speculative SSW D.III of Jasta 15/JG II perhaps flown by Lt. Oliver von Beaulieu-Marconnay
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
Speculative SSW D.III of Jasta 15/JG II perhaps flown by Lt. Georg von Hantlemann
В.Кондратьев - Самолеты первой мировой войны
Сименс Шуккерт D.III, пилот - лейтенант Й.Вельтенс, август 1918г.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 8340/17 of Kest 5 flown by Vzfw. Fritz Beckhardt
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 8344/17 of Kest 5 flown by Offz. Arnold Eger
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 8344/17 after being re-painted in Swiss markings
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 8349/17 of Kest 4b
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 8350/17 of Jasta 4 flown by Lt. Ernst Udet
J.Herris - Development of German Warplanes in WWI /Centennial Perspective/
SSW D.III flown by Lt Ernst Udet. The red colors and "Lo!" on the fuselage side are Udet's personal markings. Udet scored 62 victories, second only to the Red Baron among German aces, was awarded the Pour le Merite, and survived the war to become a famous stunt pilot between the wars.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 1611/18 of Kest 4b flown by Kessler
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 1626/18 of Kest 4b flown by Vz/w.Reimann
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 1628/18 of Rest 4b flown by Vzfw. Paul Leim
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III of Kest 4b
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III Fritzel of Kest 4b flown by Carl Dunkel
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 1618/18 of Kest 5 flown by Oblt. Heinrich Dembrowsky
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 1620/18
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 3025/18 of Kest 8
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III evaluated at the French test center at Villacoublay postwar
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III serving with an unknown Kest
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III of Jasta 12 flown by Lt.d.R. Alfred Greven
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.IV 7554/14 a D.IV prototype
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.IV 7555/14 a D.IV prototype
J.Herris - Development of German Warplanes in WWI /Centennial Perspective/
SSW D.IV of Jasta 12. The blue fuselage and white nose were the Jasta markings. The D.IV had a narrower chord upper wing than the D.III for increased speed. The exceptional climb and maneuverability of the SSW fighters enabled them to intercept and defeat high-flying reconnaissance airplanes, bombers, and fighters. Their pilots thought them the best fighters of the war, but they served in small numbers due to the prolonged teething troubles of their engine.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.IV of Jasta 12
В.Кондратьев - Самолеты первой мировой войны
"Сименс-Шуккерт" D.IV, пилот Герман Беккер, июль 1918г.
В.Обухович, А.Никифоров - Самолеты Первой Мировой войны
SSW D III
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.IV of II. Marine Feld Jasta flown by Lt.z.S. S. Franz
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.IV serving with the Belgian Air Service in 1919
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.IIc 7551/17 which featured increased to 9.0 m wing span and reduced upper wing chord, first flew Nov. 15, 1917. It was redesignated as a D.III and became the true prototype of the D.III production aircraft. It competed at the First Fighter Competition in January 1918.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 7551/17 at the First Fighter Competition in January 1918. At this early stage of development the engine has a full cowling and there are no cooling louvers in the spinner.
Modified from the D III (long), the cowling arrangement may now be seen to be less austere and that ailerons have been additionally located at the lower wingtips. It first flew in this form on 20th December 1917, and then crashed while at Adlershof for first D types Competition in January 1918.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.7551/17, now designated a D.III, at the First Fighter Competition in January 1918.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 7551/17 at the First Fighter Competition in January 1918. All control surfaces are aerodynamically balanced, but this early stage of development the wings did not yet have the horn-type aerodynamic balances; instead, these were inset into the wing profile.
Сайт - Pilots-and-planes /WWW/
SSW D.III 7552/17 was crashed by Oblt. Bruno Loerzer during the First Fighter Competition
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
The SSW D.IIc kurz, 7550/17, undergoing static load testing. The airframe is upright and no engine is mounted.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
The SSW D.IIc kurz, 7550/17, undergoing static load testing. The airframe is inverted and the engine is mounted.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
The SSW D.IIe, 7553/17, undergoing static load testing. The airframe is inverted and no engine is mounted.
O.Thetford, P.Gray - German Aircraft of the First World War /Putnam/
Yet another airframe with a long and complicated history. The D IIe (serial 7553/17) was originally built with dural-girder wing spars and unbraced wings. The I-type interplane struts may be noted, which help to distinguish from the other S.S.W. prototypes. On test flight the wings were found to flex considerably and bracing cables were then added. Eventually the machine was rebuilt to D IV standards and sent to Geschwader II in spring of 1918 for operational assessment; it was again returned to factory, modified and reengined and ferried back to Geschwader II again in July 1918. Engine, 160 h.p. Siemens-Halske Sh III. Span, 8.2 m. (26 ft. 10 7/8 in.). Length, 60 m. (19 ft. 8 1/4 in.). Area, 154 sq.m. (166 sq.ft.). Weight: Empty, 500 kg. (1,100 lb.). Duration, 2 hr. Armament, twin Spandau machine-guns.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 8340/17, the first production D.III fighter, is shown after assignment to Vzfw. Fritz Beckhardt of Kest 5. Beckhardt, who was Jewish, chose the reversed swastika, a traditional Nordic symbol of good luck, as his personal marking. This had no political significance during WWI and was used on some Allied aircraft as well. The swastika only became controversial after its use by the National Socialist German Worker's Party starting in the 1920s.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 8340/17, the first production D.III fighter of Kest 5 is shown after Vzfw. Fritz Beckhardt's crash landing at Gossau, near Rapperswill, Switzerland, November 13,1918. A number of German pilots flew to Switzerland rather than surrender their aircraft to the Allies, including four SSW D.III fighters from Kest 5, suggesting prior agreement to do so.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 8340/17 of Kest 5, the first production D.III fighter, is shown after Vzfw. Fritz Beckhardt's crash landing at Gossau, near Rapperswill, Switzerland, Nov. 13, 1918.
Сайт - Pilots-and-planes /WWW/
Второй серийный экземпляр SSW D.III на заводском аэродроме.
The D III, the photo depicting a first series aircraft in February 1918.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 8341/17, the second production D.III fighter, is shown at the SSW factory at Siemensstadt.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 8341/17, the second production D.III fighter, is shown at the SSW factory at Siemensstadt. Normally fitted with a spinner, the photo shows it without its spinner.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 8341/17, the second production D.III fighter is shown at the SSW factory at Siemensstadt. Its full cowling and camouflage printed fabric on the wings and movable tail surfaces are clearly shown.
Сайт - Pilots-and-planes /WWW/
The third production machine, SSW D.III 8342/17
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 8342/17, the third production D.III fighter is shown at the SSW factory at Siemensstadt. Like other early-production D.III fighters it had a full cowling with large spinner, camouflage printed fabric on the wings and movable tail surfaces, and inset aileron balances. First series aircraft had a small headrest behind the cockpit that was eliminated in later production batches.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 8342/17, the third production D.III fighter is shown at the SSW factory at Siemensstadt. Ace and SSW test pilot Hans Muller.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 8342/17, the third production D.III fighter is shown at the SSW factory at Siemensstadt. Like 8341/17 it had a full cowling and camouflage printed fabric on the wings and movable tail surfaces.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 8342/17, the third production D.III fighter is shown at the SSW factory at Siemensstadt. Like other early-production D.III fighters it had a full cowling with large spinner and camouflage printed fabric on the wings and movable tail surfaces. Factory personnel pose with the fighter
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 8342/17, the third production D.III fighter is shown apparently after it reached JG III. The rudder has now been painted white and a Balkenkreuz applied; the fuselage still retains the original Eiserneskreuz.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
View of early production SSW D.III 8344/17, the fifth production D.III, after rebuilding, accounting for the cut-away engine cowling, spinner cooling louvers, horn-balanced ailerons, and enlarged rudder. Assigned to Kest 5, after the Armistice the pilot, Offz. Arnold Eger, flew this aircraft to Switzerland, and it is seen after Swiss markings were applied; note the differences in rudder markings. The pilot's individual marking of skull and crossbones is painted on both sides of the fuselage.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 8344/17 after being completely repainted in Swiss markings. This aircraft was retired from Swiss service in 1922 after lack of spares became a problem. It was scrapped and its engine and prop (cut down) were displayed at the Swiss Verkehrshaus museum.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
Gefr. Bruno Lange with SSW D.III 8344/17, probably at Kest 5's field in Lahr-Dinglingen.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 8345/17 of the first D.III production batch in service at JG III in the spring of 1918. The backing plate for the large spinner is visible, showing all the cooling holes in it, and the aircraft may have been flown this way due to cooling problems with the new Sh.III counter-rotary.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
One more view of early production SSW D.III 8346/17 from the first production batch assigned to Lt. Walter Goettsch of Jasta 19. The fuselage has been painted white, Goettsch's personal color, and the propeller blades are protected by canvas coverings. Unfortunately, while flying his Fokker Dr.I on April 10,1918, Goettsch was killed in the combat in which he scored his 20th victory. He may never have had the opportunity to fly his SSW. D.III in combat.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
The SSW D.III was powered by the same 205 hp Siemens-Halske Sh.III used in the Pfalz D.VIII; the SSW D.III had similar performance but was more maneuverable than the Pfalz D.VIII. These photos show early production SSW D.III 8346/17 from the first production batch assigned to Lt. Walter Goettsch, then Staffel fuhrer of Jasta 19. It has the large spinner, full cowling, and inset aerodynamic balances of the first D.III production batch. Fokker Triplanes are lined up in the background.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 8346/17, Jasta 19 at Balatre, April 20, 1918
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 8346/17. Jasta 19 at Balatre, April 20, 1918. Fokker Triplanes are lined up in the background.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
View of early production SSW D.III 8349/17 from the first production batch assigned to Kest 4b, photographed postwar in French hands. Tactical number '9' is painted on the fin in the manner of Kest 4b and the pilot's individual marking is painted on both sides of the fuselage. This aircraft has been rebuilt, accounting for the cut-away engine cowling, spinner cooling louvers, horn-balanced ailerons, and enlarged rudder for better maneuverability.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
Rebuilt first production series SSW D.III, almost certainly 8350/17, assigned to Ernst Udet at Metz-Frescaty airfield., Oct. 1918. Rebuilt D.III aircraft were distinguished by a cutaway cowling and louvers in the spinner for improved cooling. In addition, they had horn-balanced ailerons and a larger rudder for improved maneuverability and handling qualities.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III provided to Lt. Ernst Udet prior to painting his personal marking "LO!"on the fuselage.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
Lt. Ernst Udet in front of his new SSW D.III, almost certainly 8350/17, at Metz-Frescaty airfield. The man in the center with the mustache appears to be Ingenieur Kaendler from SSW.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
Lt. Ernst Udet (Jasta 4, at left) and members of his ground crew in front of his new SSW D.III at Metz. Udet scored 62 victories, second only to the Red Baron among German aces, and was awarded the Pour le Merite. Surviving the war, Udet became a famous stunt pilot and movie pilot. Udet was presented with this SSW D.III late in the war, after scoring all his victories. It is unknown if he flew this aircraft in combat, but he did not score any victories in it.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
More views of Lt. Ernst Udet and his SSW D.III at Metz before and after "LO!", his fiancee's pet name, was painted on the fuselage.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
Lt. Ernst Udet in his new SSW D.III at Metz. Eleonore Zink was Udet's fiancee, and he had her 'pet' name painted on the fuselage of some of his aircraft, including this D.III, as a personal marking.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
Lt. Eugen Weber with his SSW D.III 8357/17 at Kest 4b.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
Kessler and his SSW D.III 1611/18 of Kest 4b. The aircraft was built in the second production batch and wears Kessler's personal marking on the fuselage and the tactical number "6" on the fin that was typical of Kest 4b practice.
Сайт - Pilots-and-planes /WWW/
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
Lineup of Kest 4b with Kessler's SSW D.III second from right.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 1618/18 of Kest 5. The pilot's personal marking is the monogram of Frederick the Great.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 1618/18 after a crash. The serial on the wheel cover is 8346, but this is not a not a first series D.III because it has no headrest. Per discussions on The Aerodrome Forum, this was identified as D.1618/18, crash-landed at Schaffhausen, Switzerland, by Oblt. Heinrich Dembrowsky on November 13, 1918. The fuselage marking is based on the insignia of Grenadier-Regiment King Friedrich Wilhelm I (2. East Prussia) Nr. 3. Note open access covers for attaching lower wing at the spars.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 1618/18 after Oblt. Heinrich Dembrowsky crash-landed this aircraft in Schaffhausen, Switzerland, November 13, 1918.
Сайт - Pilots-and-planes /WWW/
SSW D.III из эскадрильи Kest 5, август 1918 г.
SSW D.III 1620/18 at Siemensstadt, showing final form of cowling, spinner, ailerons, and rudder. Wing and rudder crosses have been over-painted in 6:5 proportions.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 1620/18 at Siemensstadt.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 1626/18 of Kest 4b flown by Vzfw. Reimann. The SSW D.III was powered by the innovative 205 hp Siemens-Halske Sh.IIIa counter-rotary engine. Both the engine and airframe went through prolonged development before reaching the front in May 1918. Engine failures necessitated further engine development and the aircraft were withdrawn from the front until this was completed in July. The resulting fighter had good speed and exceptional climb, ceiling, and maneuverability. The need for more speed led to the similar and faster D.IV.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
Vzfw. Reimann and his SSW D.III 1626/18 of Kest 4b; the stripes covered the horizontal tail and upper wing center.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
Vzfw. Paul Leim in front of his SSW D.III 1628/18 of Kest 4b. The black and white fuselage bands were his personal marking in the Kest.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
Shown here is non-commissioned officer Vzfw. pilot Leim and his mechanic of Kest 4b posing proudly before their Siemens Schuckert D III 1628/18.
The Siemens Schuckert D III was another impressive machine that found its way into limited service during 1918. Initially delivered to JG 2 in April, the 53 D IIIs built were also used to equip five home defence units, known as Kests. While slow near the ground, with a top level speed of only 113mph at sea level, the D III's speciality lay in its phenomenal climb, capable of taking the machine to its 26,240 feet ceiling at a rate far outstripping that of both the Fokker D VII and D VIII. This meant that the D III was ideal for rapid reaction responses to high flying threats, which in World War II would be called local or point air defence missions. At the heart of the fighter was its 160hp Siemens Halske Sh III, a throttleable, high compression rotary, whose twin banks of cylinders counter-rotated to minimise the gyroscopic-effect handling problems of the conventional rotaries. The D III gave way in production to the improved D IV.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
"Сименс Шуккерт" D.III, лето 1918 года
SSW D.III 3008/18 of the third production batch. The cowling has been cut away for better cooling but there are no louvers in the spinner. Horn balances are now a feature of all four ailerons.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 3008/18 with transitional cowling.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 3025/18 of the third production batch is shown in American hands postwar. It now has the final cowling design and cooling louvers in the spinner.The unknown pilot had a white arrow on the fuselage for his personal marking.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 3025/18 of the third production batch is shown in American hands postwar. In addition to the final cowling design and cooling louvers in the spinner, it has the final control configuration with horn balances for all four ailerons.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
Сайт - Pilots-and-planes /WWW/
SSW D.III 3025/18 after the Armistice
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 3025/18 of the third production batch is shown in American hands postwar. In addition to the final cowling design and cooling louvers in the spinner, it has the final control configuration with horn balances for all four ailerons. The engine is being run up in the photo. D.III 3025/18 had been with Kest 8 in Bitsch.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 3025/18 with an American pilot in the cockpit postwar.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 3025/18 with an American pilot in the cockpit postwar.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III 3025/18 of the third production batch is shown in American hands postwar. It is in the final production configuration.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
Carl Dunkel and his SSW D.III Fritzel of Kest 4b. The serial is unknown but the headrest shows it was an early production aircraft that has been re-built with revised flight controls and cooling modifications.
Сайт - Pilots-and-planes /WWW/
Carl Dunkel of Kest 4b with his SSW D.III
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III postwar with markings suggesting it was from Kest 4b.
Сайт - Pilots-and-planes /WWW/
SSW D.III of Lt.d.R. Alfred Greven of Jasta 12. The cowling is not standard and there is no spinner. The white lightning bolt was Greven's personal marking. Greven scored two confirmed victories in September 1918 and two more in October for a total of four.
Сайт - Pilots-and-planes /WWW/
Ltn. Vallendor's SSW D.III, Jasta 15.
SSW D.III probably serving with a Kest. It was a first series D.III, which means it could have been assigned to Kest 4b (Freiburg), Kest 5 (Lahr), Kest 6 (Bonn), or Kest 8 (Bitsch), but the Kest 4b lineup photo does not show it.
Сайт - Pilots-and-planes /WWW/
Ltn. Vallendor's SSW D.III, Jasta 15.
SSW D.III probably serving with a Kest. It was a first series D.III, which means it could have been assigned to Kest 4b (Freiburg), Kest 5 (Lahr), Kest 6 (Bonn), or Kest 8 (Bitsch), but the Kest 4b lineup photo does not show it.
Сайт - Pilots-and-planes /WWW/
A D III of the first production series, flown in service by Lt V Ziegesar.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III of Lt. Joachim von Ziegesar of Jasta 15, May 1918. The three white leaves or feathers were the pilot's personal marking. Ziegesar scored three confirmed victories and was acting Staffelfuhrer of Jasta 15 August 13-18, 1918.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
An early-production D.III at Jasta 19. The full image at the top shows a triplane undergoing maintenance. The enlargement below shows another SSW D.III in the background.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
An early-production D.III at Jasta 19 undergoing engine maintenance with spinner and cowling removed. A Jasta 19 Fokker Dr.I is at left.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
Late model SSW D.III under postwar evaluation at the French test center at Villacoublay.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
Late model SSW D.III under postwar evaluation at the French test center at Villacoublay.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III under postwar evaluation at the French test center at Villacoublay.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
Late model SSW D.III under postwar evaluation at the French test center at Villacoublay.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
J.Herris - Development of German Warplanes in WWI /Centennial Perspective/
Although the SSW D.III offered exceptional climb and ceiling, pilots wanted more speed. The D.III was modified into the similar D.IV by reducing the upper wing chord to reduce weight and drag; speed was improved by 10 kmh at the cost of a slight reduction in climb rate. Here D.IVs are in Jasta service. The interplane struts taper closer together on the upper wing than on the D.III due to the reduced chord.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III, possibly from a Kest, in French hands postwar.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
Derelict SSW D.III (at right) and Spad (at left) enroute to be scrapped postwar.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
The SSW factory producing D.III fighters and Gotha G.IV(SSW) bombers; 80 Gothas were built under license.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW and Idflieg officials tour the factory where SSW D.III fighters are under construction.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
Пулеметы устанавливались на фюзеляже, внутри находились патронные ящики и емкости для сбора стреляных гильз и звеньев металлической ленты.
Cockpit of a late series SSW D.III under construction at the factory. Siemens-Schuckert D.III and D.IV aircraft were armed with twin Spandau machine-guns, standard equipment on German fighter aircraft following their use by the Fokker Eindecker series.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III with non-standard propeller made from two 2-blade propellers, probably post-Armistice.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
Lt. Bruno Rodschinka, SSW test pilot, in front of SSW D.IV 6173/18 that was allocated to Jasta 14 on November 5, 1918. Together with Lt. Hans Muller, another SSW test pilot, Rodschinka toured units equipped with SSW fighters and gave stunning, low-level aerobatic displays to improve the combat pilots'opinion of the fighters.
Сайт - Pilots-and-planes /WWW/
SSW D.IV 7553/17, Jasta 12, July 1918.
Сайт - Pilots-and-planes /WWW/
Six Jasta 12 SSW D.III fighters, SSW D.IV 7553/17 is third from the left
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
This photograph continues the evolution of the 7551/17 airframe. After the crash at Adlershof in January 1918 the machine was rebuilt with a new serial (7554/17) and the type redesignated D IV. Again the aircraft crashed, as may be seen above, and was yet again rebuilt, this time with reduced span, and designated D IVa. Engine, 160 h.p. Siemens-Halske Sh III. Span, 9.0 m. (29 ft. 6 3/8 in.). Length, 6.0 m. (19 ft. 8 1/4 in.). Weight: Loaded, 695 kg. (1,529 lb.). Climb, 6,000 m. (19,680 ft.) in 18 min. Duration, 2 hr. Armament, twin Spandau machine-guns. When rebuilt as D IVa, span was reduced to 7.5 m. (24 ft. 3 3/8 in.), and climb to 6,000 m. took 30 min.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.IV 7555/17, the true prototype of the D.IV, made its first flight June 18,1918. It was delivered to Adlershof in August as the D.IV static test airframe. The D.IV epitomizes the SSW contribution during the war. Powered by an innovative counter-rotary engine produced by Siemens-Halske, the sister company of Siemens-Schuckert Werke, the D.IV demonstrated exceptional climb, ceiling, and maneuverability and proved itself in combat. Most pilots who flew the SSW D.III and D.IV believed them superior to any other operational fighter, Allied or German, of the war.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.IV 7555/17 was the true prototype of the D.IV. It made its first flight June 18, 1918. It was delivered to Adlershof in August as the D.IV static test airframe.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.IV 3028/18 of MLF Jasta, late August - early September, 1918.
Сайт - Pilots-and-planes /WWW/
SSW D.IV 3028/18, the second production machine
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
Late production SSW D.IV 3048/18
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.IV 3048/18.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.IV 3048/18, MLF Jasta, August 30, 1918.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.IV 3049/18 crashed on its delivery flight while being flown by Lt. Speer.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.IV 3082/18 of JG II photographed October 25, 1918.
Сайт - Pilots-and-planes /WWW/
THE SIEMENS SINGLE-SEATER. - Side view.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
A brand new Siemens Schuckert D IV seen prior to leaving the factory. While using the same 160hp Siemens Halske Sh III as its immediate forebear, the D IV had its wing area cropped to increase top level speed to 119mph at sea level. However, the reduction in wing area brought an increase in wing loading, making the D IV trickier to handle than the D III, particularly in the lower speed regime, where any tendency to spin would be reinforced. The D IV still retained an ability to outclimb any of its contemporaries, making it an admirable 'top cover' aggressor at the front, or rapid-response, high altitude defender of the homeland. To give a glimpse of the D.IV's ability to climb, its time of 1.9 minutes to reach 3,280 feet was superior to that of both the SE 5a and the newly deployed Sopwith Snipe, an advantage the D IV retained on up to a 26,240 feet ceiling. Initially delivered to the service in late August 1918, only 50 or so D VIs were thought to have been delivered by the Armistice.
Сайт - Pilots-and-planes /WWW/
The D IV attained operational service in small quantities from August 1918.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.IV 3082/18 of JG II photographed October 25, 1918.
Сайт - Pilots-and-planes /WWW/
THE SIEMENS SINGLE-SEATER. - Front view.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.IV 3082/18 of JG II photographed October 25, 1918.
Сайт - Pilots-and-planes /WWW/
THE SIEMENS SINGLE-SEATER. - Rear view.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
Lt. Alfred Lenz, Staffelfuhrer of Jasta 22, with his SSW D.IV 3083/18 photographed after August 1918. Lenz scored the last of his six confirmed victories with this aircraft on September 29, 1918 when he downed an S.E.5a. Lenz served at the front for 42 months, during which he logged more than 800 flying hours.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
Ltn. Lenz, CO of Jasta 22, with his mechanics and SSW D.IV 3083/18
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
Wreck of D.6178/18, crashed by Uffz. Hassenmitter, FA 431, at Hundsfeld bei Breslau, 24 July 1919.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
Late model D.IV being inspected by civilians and officers, probably postwar.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
Lt.z.S. Bertram Heinrich of MFJ I posses with his SSW D.IV. Heinrich was an ace who scored 12 confirmed victories before being killed in action on August 31, 1918 while flying a Fokker D.VII.
Сайт - Pilots-and-planes /WWW/
Ltn. Bruno Rodschinka with SSW D.IV 6173/18
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
Airmen of postwar Flieger-Abteilung 424 in front of an SSW D.IV flown by the unit.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
Lt. Karl-August von Schoenbeck (right) in front of an SSW D.IV of postwar Flieger-Abteilung 424.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
A confident looking Lt.z.S. S. Franz stands in front of his SSW D.IV of the II. MLF Jasta.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
Lt. Friedrich-Wilhelm Liebig of Jasta 22 in the cockpit of his SSW D.IV. Lt. Alfred Lenz, Staffelfuhrer of Jasta 22, stands next to the cockpit.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
Apparently Liebig did not absorb all the advice given by Lenz; here is Liebig's SSW D.IV after he crashed it. Liebig scored one confirmed victory over a Sopwith Camel on October 4, 1918.
O.Thetford, P.Gray - German Aircraft of the First World War /Putnam/
Siemens-Schuckert D IV (serial D 7555/18).
Jane's All The World Aircraft 1919 /Jane's/
Rear View of the Siemens-Schuckert.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
A late model D.IV (with small spinner without louvers) with test gauge and other instruments attached to the fuel or oil system.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.IV, probably postwar.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
This SSW D.IV was found in dilapidated condition in Evere, Belgium in 1918 and completely refurbished by Belgian mechanics for Lt. Robin. The missing S-H blocktube carburetor was replaced by a Le Rhone unit. It competed in an early postwar air race.
Сайт - Pilots-and-planes /WWW/
D.IV without tires, probably photographed postwar.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
Lineup of SSW D.IV fighters.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
Lineup of Jasta 12; SSW D.IV fighters at left and a Fokker D.VII at right.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
Lineup of SSW D.IV fighters of an unknown unit. The D.IV had a narrower-chord upper wing than the D.III, reducing wing area and drag and making it faster. The narrower upper wing reduced the distance between the spars, resulting in a smaller angle between the interplane struts, the key recognition feature distinguishing the D.IV from the D.III.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.IV in Belgian markings postwar.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
Belgian SSW D.IV at Evere in 1919.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.IV in Belgian service postwar.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.IV "22" in Belgian service postwar.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
Late model SSW D.IV in Sweden in 1920. The spinner has no cooling air scoops.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
Closeup of SSW D.IV airframes.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.IV airframes ready for scrapping at Siemensstadt, 1920.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
Workers scrapping SSW D.IV airframes postwar.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.IV fuselage being built in the construction jigs.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
Details of the forward fuselage of an SSW D.IV, showing MG ammo chutes, synchronizer cables and fuel tank with gauge and filler cap. The purpose of the angled fitting on upper right is unknown - it may be the fuel shut-off cock.
Журнал - Flight за 1919 г.
THE SIEMENS SINGLE-SEATER. - Engine mounting.
Сайт - Pilots-and-planes /WWW/
Журнал - Flight за 1919 г.
THREE VIEWS OF THE SIEMENS-HALSKE ROTARY ENGINE. - In this engine the cylinders and crankshaft rotate in opposite directions.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III first series cockpit, probably 8341/17 at Siemensstadt.
Сайт - Pilots-and-planes /WWW/
The cockpit of SSW D.III D.8341/17 in its original form. The SSW-designed control column was used only on first series machines. It was replaced on later and rebuilt D.IIIs with SSW's version of the Fokker Steuerangriff dictated by Idflieg.
Журнал - Flight за 1919 г.
THE SIEMENS SINGLE-SEATER. - View of the Pilot's cockpit.
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
Cockpit of an SSW D.IV; the white rectangle at center right is a rigging diagram
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
The painting by Steve Anderson illustrates three SSW D.III aircraft of Kest 5. These aircraft and another from Kest 5 landed in Switzerland on Nov. 13, 1918.
Журнал - Flight за 1919 г.
THE SIEMENS-HALSKE ROTARY ENGINE. - Part-sectional view.
Журнал - Flight за 1919 г.
THE SIEMENS-HALSKE ROTARY ENGINE. - Sectional side elevation.
Журнал - Flight за 1919 г.
THE SIEMENS SINGLE-SEATER. - Side and front elevations and plans from above and beneath.
Сайт - Pilots-and-planes /WWW/
W.Green, G.Swanborough - The Complete Book of Fighters
The D III
R.Kosin - The German Fighter since 1915 /Putnam/
Siemens-Schuckert D.III
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III Early
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III Early
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III Late
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III Late
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III Series 1 Structure
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.III Series 1 Structure
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.IV
J.Herris - Siemens-Schuckert Aircraft of World War I /Centennial Perspective/
SSW D.IV
В.Кондратьев - Самолеты первой мировой войны
Siemens Shuckert D.III