В.Кондратьев Самолеты первой мировой войны

"ХАНЗА-БРАНДЕНБУРГ" D.I / HANSA-BRANDENBURG D.I

   Весной 1916 года главный конструктор немецкой фирмы "Ханза унд Бранденбургиш Флюгцойгверк АГ" Эрнст Хейнкель спроектировал свой первый истребитель с заводским обозначением "Ханза-Бранденбург" KD (KD - Kampf Doppeldecker - боевой биплан).
   Оригинальной особенностью машины являлись ее межкрыльевые стойки - довольно сложные звездообразные конструкции из скрещенных деревянных балок. Такая система обеспечивала высокую прочность и позволяла отказаться от расчалок, но зато она имела гораздо большую массу, чем обычные стойки.
   В остальном KD ничем не выделялся на фоне своих современников и представлял собой цельнодеревянный биплан с фанерной обшивкой фюзеляжа и обтянутыми полотном крыльями.
   Самолет не приняли на вооружение в Германии, однако им заинтересовалось австрийское авиационное командование. В австро-венгерских ВВС тогда еще не было истребителей, а потребность в них уже возникла. В мае 1916-го австрийцы заказали на фирме "Ханза-Бранденбург" постройку 20, а затем - еще 30 экземпляров KD с моторами "Австро-Даймлер" мощностью 160 л.с.
   В австрийских ВВС самолет получил обозначение "Ханза-Бранденбург" D.I. Он отличался от KD формой фюзеляжа с высоким закабинным гаргротом и наличием вооружения, состоящего из несинхронного курсового пулемета "Шварцлозе", установленного в обтекаемом деревянном футляре над верхним крылом (иногда пулемет ставили открыто, без обтекателя).
   Первые "ханза-бранденбурги" появились на итало-австрийском фронте в ноябре 1916 года. Самолет оценивался весьма неоднозначно. С одной стороны, он обладал хорошей скоростью, с другой - был неустойчив, довольно сложен в пилотировании и имел тенденцию к срыву в штопор. Но, ничего лучшего австрийцы тогда не имели, а потому им приходилось мириться с недостатками машины.
   Осенью 1916 г. в Австро-Венгрии решили организовать собственное производство истребителей Хейнкеля на заводе UFAG в Будапеште (филиал фирмы "Ханза-Бранденбург") и на венской авиафирме "Фёникс Флюгцойгверк". Выпуск истребителей в Будапеште так и не начался. Зато на "Фёниксе" удалось организовать производство и вскоре из цехов этого завода начали выходить "ханза-бранденбурги", оснащенные мощными 185-сильными двигателями. Помимо военного обозначения D.I, они имели заводской индекс "серия 28" или Ва.28. С целью повышения путевой устойчивости и управляемости для них разработали новое вертикальное оперение с килем и увеличенным рулем поворота.
   Самолеты "серии 28" начали поступать на итало-австрийский фронт в феврале 1917-го, а их серийный выпуск завершился в мае. Всего австрийцы построили 73 таких истребителя.
   "Ханза-бранденбурги" со 160-сильными моторами, сделанные в Германии, несли заводское обозначение "серия 65.5". Параллельно с ними по австрийскому заказу выпускалась "серия 65.7", с "австро-даймлерами" мощностью в 150 л .с. Внешне эти машины отличались лобовым водорадиатором "автомобильного типа", вместо радиатора, установленного в верхнем крыле.
   Общий итог серийного выпуска составил 123 экземпляра. Они применялись на фронтах Первой мировой войны до конца 1917 года, после чего были постепенно вытеснены более совершенными машинами.
  
  
МОДИФИКАЦИИ
  
   Серия 28; "Ганза Бранденбург" D-I завода Феникс; двигатель "Австро-Даймлер", 160 л.с. Радиатор на верхнем крыле.
  
   Серия 65; "Ганза Бранденбург" D-I завода Оэффаг; двигатель "Австро-Даймлер" или "Геро" с лобовым радиатором, 185 л.с.
  
  
ВООРУЖЕНИЕ: 1 несинхр. курсовой 8-мм пулемет "Шварцлозе" 07/12, в обтекателе над верхним крылом.
  
  
ЛЕТНО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ
(Серия 28)
  
   Размах, м 8,50
   Длина, м 6,35
   Высота, м 2,80
   Площадь крыла, кв.м 23,95
   Сухой вес, кг 672
   Взлетный вес, кг 920
   Скорость максимальная, км/ч 187
   Время подъема на высоту
   1000 м, мин.сек 3,00
   Потолок, м 5000
   Экипаж, чел 1

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

BRANDENBURG KD (D I) Germany

   Designed by Ernst Heinkel specifically for the Austro-Hungarian K.u.k. Luftfahrttruppen in 1916, the KD (Kampf Doppeldecker) single-seat fighter featured a novel system of wing interplane bracing in the form of four Vee struts joined in the centre of the wing bay by their apices to result in a "star” arrangement, which led to the KD being dubbed a "star strutter”. Flown as a prototype with the 160 hp Mercedes D III six-cylinder water-cooled engine, the KD was manufactured in series as the D I with the 150 hp and 160 hp Austro-Daimler engines by the Hansa- und Brandenburgische Flugzeug-Werke, and with the 185 hp Austro-Daimler by the Phonix Flugzeugwerke of Vienna. Of wooden construction with fabric wing skinning, plywood fuselage skinning and having steel-tube interplane strutting, the D I was armed with a single unsynchronised 8-mm Schwarzlose machine gun which was enclosed by a fairing on top of the cabane and fired over the propeller. The D I was reputedly difficult to fly, suffered inadequate directional stability owing to the rudder being blanketed by the deep fuselage, and had poor spin recovery characteristics. A number of Phonix-built Brandenburg D Is survived World War I to serve briefly with the Deutschosterreichische Fliegertruppe.

Max speed, 116 mph (187 km/h) at sea level.
Time to 3,280 ft (1000 m), 3.0 min.
Empty weight, 1,481 lb (672 kg).
Loaded weight, 2,028 lb (920 kg).
Span, 27ft 10 2/3 in (8,50 m).
Length, 20 ft 10 in (6,35m).
Wing area, 257.80 sq ft (23,95 m2).

C.Owers Hansa-Brandenburg Aircraft of WWI Vol.1: Landplanes (A Centennial Perspective on Great War Airplanes 17)

Type KD (D.I)
  
   The KD (for Kampf Doppeldecker - Fighting Biplane) fighter was developed by Brandenburg in 1916, at a time when the Austro-Hungarian Luftfahrtruppe (LPT] could not obtain up-to-date fighter aircraft from Germany, and so placed an order for an improved prototype that would be ordered in quantity if it proved acceptable.
   The first KD was an ugly machine that possessed several unorthodox features, the most evident of which was the "star" system of bracing the wings. This comprised a system of four units of two struts for each wing panel. Proposed by Professor Knoller, this system was designed to improve strength and reduce drag. While the system did improve strength, the proliferation of struts would have created as much or more drag than the usual interplane struts and attendant bracing wires.
   The fuselage was built of wood with ply covering eliminating the need for internal wire bracing. A headrest appeared to have been added as an afterthought. A bulky metal cowl enclosed the 160-hp Mercedes engine. The radiator was mounted between the top of the engine cowling and the upper wing, eliminating the already poor view from the cockpit. A small fin with balanced rudder was attached to the conventional tail surfaces. The wings were of conventional construction with excessive washout for the ailerons that were only fitted to the top plane. No test report on this machine seems to have survived, but it must have showed promise as a second machine was ordered.
   This aircraft, given the serial 05.09, was a much neater machine than the first prototype. The fuselage was given a curved top decking that blended into the tail-post. The fin was dispensed with and a new comma shaped balanced rudder installed. The radiator was fitted into the wing. This was not an aerofoil section model but required fairings forward and rear to blend the flat shape into the wing. The engine was now a 160-hp Daimler. Given the new serial 60.55, this prototype was evaluated by Flik 26 in July and August and must have been satisfactory as an order for 50 was raised; 72 were ordered from Phonix, bringing the total to 122 aircraft.
   The KD became the military D.I and was manufactured by Phonix as the Series 28 and 28.5. Late Phonix built examples had a low aspect-ratio fin and rudder to improve lateral stability. Phonix were to develop the aircraft through a series of prototypes into the Phonix D.I to D.III series of fighters.
   The Brandenburg D.I was difficult to fly and difficult to land; accident photographs are common. According to the late P.M. Grosz, the type was known as 'the Killer' by the Austro-Hungarian airmen. More D.I fighters were lost due to accidents than were lost in combat. Flik 41J lost 11 of the fighters in July 1917 to accidents. Although not liked by its pilots, the D.I did achieve some success and was the standard Austro-Hungarian fighter from autumn 1916 until replaced by the Oeffag Albatros D.III around mid-1917. The Phonix Series 28 was the version that scored most D.I victories. All Brandenburg fighters were ordered removed from the Front on 27 January 1918.
   The fuselage of Brandenburg D.I 28.68 survives at the National Technical Museum, Prague.
   The experimental 20.16 modified from the D.I became the prototype for the successful Phonix D.I to D.III series.
   The Brandenburg Series 65 fuselage followed that of the prototype 60.55. The top fuselage shape of the Phonix Series 28 was distinctively different. Phonix redesigned the D.I for ease of construction as many of the brackets were over complicated to manufacture. It is most probable that Ing. Edmund Sparmann was responsible for the redesign. The Series 65.7 by Brandenburg with the 150-hp Daimler engine used the same fuselage as the Series 28 but with the cabane strut arrangement of the Series 65.
   The cabane strut arrangement was different between series. Series 65 machines had a diagonal strut between the front and rear cabane struts. The rear struts formed an A-frame that was anchored to the top longeron, on the series 28 the rear cabane struts are anchored halfway in from the longerons to the center of the fuselage. On Series 65.7 machines the right cabane strut was bent to allow for the engine. Close examination of the photographs will enable these features to be discerned.


Brandenburg-Built D.I Specifications
Source Typenschau Brandenburg 3-View Type KD PMG Series 65.5 PMG Series 65.7
Span, m 8.50/8.30 8.500/8.300 8.50/8.30 8.50/8.30
Length, m 6.35 6.350 6.63 6.63
Height, m 2.75 2.80
Wing Area, m2 23.95 m2 23.95 m2 24.0 m2 25.21 m2
Empty Wt., kg 672 672 745 672
Loaded Wt., kg 920 920 1,020 940
Speed, km/h 187 - 185 179
Time to 1000 m 3 min - 4 min 8 sec 3 min 30 sec
Motor 160-hp Austro-Daimler 160-hp Austro-Daimler 160-hp Austro-Daimler 150-hp Austro-Daimler

Brandenburg D.I Production
Manufacturer Series Engine Notes
Brandenburg 65.50 - 65.69 160-hp Austro-Daimler -
Brandenburg 65.70 - 65.99 150-hp Austro-Daimler Car-type radiator in nose.
Phonix 28.01 - 28.50 185-hp Austro-Daimler 28.48 was given a set of vee-strut sesquiplane wings. 28.50 flew with a new wing structure as 20.15.
Phonix 28.51 - 28.72 185-hp Austro-Daimler 28.73 was given a set of sesquiplane wings and redesignated 20.16.


Phonix-Built D.I Specifications (19)
Source PMG Series 28 PMG Series 28.5
Span, m 8.50/8.50 (20) 8.50/8.50
Length, m 6.30 6.30
Height, m 2.79 2.79
Wing Area 24.0 m2 25.5 m2
Empty Wt., kg 714 690
Loaded Wt., kg 1,047 958
Speed, km/h 185 177
Time to 1000 m 3 min 55 sec 4 min 30 sec
Motor - 150-hp Benz Bz.III
(19) In the Phonix section of the Typenschau the D.I is referred to as the Phonix D.I, but the specifications quoted are the same as those for the Brandenburg C.II that is referred to as the Phonix C.II.
(20) While the text gives 8.50 m for the lower wing span of the D.I(Ph) Series 28, G. Haddow's drawing shows the span as 8.30 m. It is considered that 8.30 m is the correct span for the Series 28.

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

Hansa und Brandenburgische Flugzeugwerke AG (Brand)

Aircraft Development:

<...>
  UFAG were unable to build any D.I’s as they were fully occupied with the production of the Brandenburg C.I. The 48 aircraft of UFAG‘s order were therefore supplied by the Briest works. This was the last Brandenburg type supplied in quantity by the German firm, as hence forth the design teams headed by Kirsten & Gabriel of Phonix and Orovecz and Blodek of UFAG were unable to develop their own designs independently of the Briest Design Office.
<...>

P.Grosz, G.Haddow, P.Shiemer Austro-Hungarian Army Aircraft of World War One

Brandenburg 60.55 (ex 05.09)

  Confronted by the lack of an indigenous fighter to meet the growing Italian air strength and by Idflieg’s refusal to export its best fighters, the LFT turned to Brandenburg, knowing that a company-sponsored prototype was already under test. Appearing in the spring of 1916, the Brandenburg Type KD fighter featured an unusual "pyramid" wing bracing which imparted great strength and, being wireless, was claimed to reduce drag. In April 1916, the LFT ordered an improved KD prototype for testing and issued a letter of intent for 50 D.I (Type KD) fighters to start production, although the formal contract was not signed until August.
  Assembly of the second KD prototype, numbered 05.09, later redesignated 60.55, was under way in May 1916 and required "only a few modifications before commencing flight trials." Compared to the first KD prototype, the 60.55 had finer fuselage lines, a flush-mounted airfoil radiator, and a raised rear fuselage that eliminated the requirement for a fixed fin. A 160 hp Daimler engine supplied the power. In July or August 1916, the 60.55 prototype was dispatched to Flik 26 for frontline evaluation, although armament was not fitted. The fact that production aircraft appeared without apparent modification indicates that the trials were satisfactory, but details are sparse. The 60.55 was repaired by Phonix in January 1917 before serving as a trainer with Flek 6 in September 1917. It was stored in damaged condition at Flugpark 1 in October 1918.


Brandenburg D.I Series 65.5 and 65.7

  Oberst Uzelac informed his staff in August 1916 that "the Fokker fighter is outmoded; therefore I have authorized the production of a light biplane fighter that is equal to all combat requirements." He was referring to the Brandenburg D.I (Type KD), the prototype of which (60.55) was currently undergoing evaluation by Flik 26. Production began in May 1916, and by the time the formal contracts were signed assembly at Briest and production preparation at Phonix were well advanced. A total of 122 D.I fighters were ordered:
Qty Manufacturer Series No. Engine Order Date
24 Phonix 28.01-24 Dm 185 24 June 1916
20 Brandenburg 65.50-69 Dm 160 25 August 1916
30 Brandenburg 65.70-99 Dm 150 25 August 1916
24 Phonix 28.25-48 Dm 185 3 December 1916
24 Phonix 28.49-72 Dm 185 29 January 1917
  The D.I (or KD as it was commonly called) is easily identified by the unorthodox pyramid struts, originally proposed by Professor Knoller as a means of attaining great strength and lowering drag by eliminating wire bracing. In static load tests the pyramid cellule attained a safety factor of 9, but at the expense of a structure heavier than that of conventional design. Two series were produced, the D.I series 65.50 to 65.69, powered by a 185 hp Daimler engine, and series 65.70 to 65.99 powered by a 150 hp Daimler engine. The D.I series 65.7 was lightened throughout but, given the reduced horsepower, demonstrated only marginal improvement in maneuverability and climb. Squadron introduction, slated for September 1916, was delayed by rework after flight trials had revealed weak engine supports and excessive wing-tip vibration. One D.I series 65.5 fighter was accepted in October and the remaining 19 in December 1916. Series 65.7 acceptances began in November 1916 and the Phonix-built series 28 in
January 1917.
  Writing in 1942, Oberst Adolf Heyrowsky, commander of Flik 19 (first to receive the new fighter) regarded the D.I obsolete on arrival. He felt that the 3000 meter ceiling was unacceptable and the tricky flight characteristics much too difficult for inexperienced pilots, especially since the D.I exhibited a sudden tendency to spin "with consequent casualties." At Flik 19, Heyrowsky grounded the D.I pending further instruction. Uzelac arrived unannounced on 7 November 1916 to personally discuss the problem, but Heyrowsky was absent from the airfield. Upon return, Heyrowsky faced a wrecked D.I. Asking who had flown the machine against his strict orders, the hesitant answer was "Oberst Uzelac, he crashed violently and is in the local hospital." Fearing the worst, Heyrowsky rushed to the hospital to learn that Uzelac had received a severe concussion, but upon regaining consciousness had summoned his chauffeur and was gone.
  So began the D.I's service history, the first fighter to be built in quantity for the LFT. In late 1916, the D.I series 65.5 and 65.7 were supplied to the Isonzo Front, namely Fliks 4, 12, 16, 19, 23, 28, 34, and 41 /J and Fluggeschwader I, serving primarily as an escort fighter. The initial combat experience was universally discouraging. In February 1917, a Flars report stated that the D.I was unsatisfactory because of its poor climb and dangerous flight characteristics. "Until a short while ago, the KD was praised as being everything a pilot could wish for; today it carries the unflattering name of 'Totschlager' (killer)." Assigned the task of making improvements, Dr. von Mises of Flars solicited the opinions of frontline pilots, one of whom was Julius Arigi who had already installed a "homemade" fin and rudder on his machine, not unlike the final version that was tested on 3 April 1917 and adopted. Arigi was awarded a substantial cash prize. Replacement kits were dispatched to the Front on 17 May 1917. At best it was a stopgap measure.
  The prevailing attitude of operational units is best illustrated in an excerpt from a Flik 23 report (20 May 1917) recommending the fighter's withdrawal. The incident described was not uncommon:
  Leutnant Mirko Vrbanic, one of our best KD pilots, stalled during an escort mission at 3000 meters and was able to regain control just short of crashing. In the pilots' unanimous opinion, they cannot give full attention to the combat at hand if they are so totally occupied with controlling the aircraft. In addition, the climb is so slow that the fighter must take off well before our observation aircraft in order to reach escort altitude. The KD's ceiling is much inferior to that of enemy Nieuports, which generally operate between 4 and 5000 meters.
  Even crack fighter units such as Flik 41/J reported that:
  the KD is absolutely useless (June 1917) ... the best pilots (and only they can fly the type) are shackled, ruin their nerves and perish in crashes over the airfield, without their expert skill achieving anything.
  The non-combat losses far exceeded those in combat: Flik 41/J lost eleven D.I fighters to accidents alone in July. That month, Flik 42/J reported that "the KD is inferior to enemy fighters. The enemy, aware that our fighters lose altitude in a turn, utilizes this to his advantage." One wonders how the novice fighter pilot must have felt hearing the D.I popularly referred to as der fliegender Sarg (the flying coffin).
  The KD was armed with the heavy (37 kg - 82 lb) Type II VK gun canister (aptly nicknamed "the baby coffin") on the top wing. This bulky installation "further reduced the existing marginal flight characteristics." Several interim solutions of storing the ammunition in the fuselage and fitting an oblique firing gun were tested but not used in combat. Later a few Phonix-built KDs were armed with one synchronized gun installed below the exhaust manifold.
  Damned by most, the D.I achieved marginal success in the hands of expert pilots, among them Arigi, Brumowski, Fiala, Kiss, and Linke-Crawford. But almost all victories were gained in the Phonix-built version. An analysis of 68 confirmed D.I victories shows that only three can be attributed to pilots flying the Brandenburg-built fighter. Why this should be is not known, but perhaps the Phonix machine was of superior construction. In all fairness it must be said that the D.I was not entirely to blame for its deadly reputation. Fighter pilot training was rudimentary, undertaken in obsolete two seaters, with only a few students fortunate enough to obtain advanced instruction in high-performance fighter-trainers.
  On 26 May 1917, Uzelac, writing to the 5th Army, acknowledged the D.I's defects, but until the expected arrival of new fighters in July it was impossible to make a change. The hard-pressed Fliks had little choice but to continue flying the D.I fighter. As of 1 July 1917, 41 Brandenburg and 49 Phonix-built D.I fighters were at the Front. As a last resort some Fliks modified the D.I for photo-reconnaissance work, achieving good results in a role where speed, not maneuverability, counted. As new fighters arrived, the Brandenburg D.I was gradually withdrawn from operational service, finding employment as Flik-based trainers for newly-arrived pilots or assigned to training units, notably Fleks 4, 5, and 6. The LFT ordered all Brandenburg D.I fighters removed from the Front on 27 January 1918.

Brandenburg D.I Series 65.5
Engine: 160 hp Daimler
Wing: Span Upper 8.50 m (27.89 ft)
Span Lower 8.30 m (27.23 ft)
Chord Upper 1.50m (4.92 ft)
Chord Lower 1.50 m (4.92 ft)
Sweepback Upper 0 deg
Sweepback Lower 0 deg
Gap 1.60 m (5.25 ft)
Stagger 0.50 m (1.64 ft)
Total Wing Area 24.0 sq m (258 sq ft)
General: Length 6.63 m (21.75 ft)
Height 2.75 m (9.02 ft)
Track 1.72 m (5.64 ft)
Empty Weight 745 kg (1643 lb)
Loaded Weight 1020 kg (2249 lb)
Maximum Speed: 185 km/hr (115 mph)
Climb: 1000m (3,281 ft) in 4 min 8 sec

Brandenburg D.I Series 65.7
Engine: 150 hp Daimler
Wing: Span Upper 8.50 m (27.89 ft)
Span Lower 8.30 m (27.23 ft)
Chord Upper 1.50 m (4.92 ft)
Chord Lower 1.50 m (4.92 ft)
Dihedral Upper 0 deg
Dihedral Lower 0.08 m (0.26 ft) at tip
Sweepback Upper 0 deg
Sweepback Lower 0 deg
Gap 1.60 m (5.25 ft)
Stagger 0.50 m (1.64 ft)
Total Wing Area 25.21 sq m (271 sq ft)
General: Length 6.63 m (21.75 ft)
Height 2.80 m (9.19 ft)
Track 1.72 m (5.64 ft)
Empty Weight 672 kg (1482 lb)
Loaded Weight 940 kg |2073 lb)
Maximum Speed: 179 km/hr (111 mph)
Climb: 1000m (3,281 ft) in 3 min 30 sec


Brandenburg D.I(Ph) Series 28 and 28.5

  A total of 72 Brandenburg D.I(Ph) fighters, numbered 28.01 to 28.72, were ordered from Phonix between June 1916 and January 1917. Using aircraft 65.57 as a sample, Phonix engineers made a number of significant changes. Power was increased by installing a 185 hp Daimler engine, which imparted a slight performance increase. The center-section structure was simplified and the pilot's seat was raised to enable gun aiming without leaning out of the cockpit. Acceptances, delayed by a propeller shortage, began in January 1917, and the first series 28 fighters arrived at Flik 41/J and 42/J in February-March 1917. Being lighter and more powerful than their German counterpart, series 28 fighters possessed take-off characteristics that "did not engender fear that speed had to be maintained." The series 28 D.I(Ph) was vastly preferred over the series 65.5 and in the hands of pilots such as Brumowski, Kiss, or Linke-Crawford, scored the lion's share of the victories for this type. Yet for the average or novice fighter pilot, the Brandenburg D.I's tricky flight habits and propensity to spin at all altitudes made it an extremely hazardous aircraft.
  Beginning with 28.51, aircraft were delivered with a lightened airframe. The large, rounded tail fin and rudder was either retro-fitted or installed on all production aircraft. Even so, when the last Phonix-built fighters were accepted in mid-1917, the Brandenburg D.I was already out-classed. In the fall of 1917, the remaining fighters were gradually withdrawn and assigned to training units in which they served until late 1918.

Brandenburg D.I(Ph) Series 28 Specifications
Engine: 185 hp Daimler
Wing: Span Upper 8.50 m (27.89 ft)
Span Lower 8.50 m (27.89 ft)
Chord Upper 1.50m (4.92 ft)
Chord Lower 1.50 m (4.92 ft)
Dihedral Upper 0 deg
Dihedral Lower 1.8 deg
Sweepback Upper 0 deg
Sweepback Lower 0 deg
Gap 1.60 m (5.25 ft)
Stagger 0.50 m (1.64 ft)
Total Wing Area 24.0 sq m (258 sq ft)
General: Length 6.30 m (20.67 ft)
Height 2.79 m (9.15 ft)
Track 1.72 m (5.64 ft)
Empty Weight 714 kg (1574 lb)
Loaded Weight 1047 kg (2309 lb)
Maximum Speed: 175-185 km/hr (109-115 mph)
Climb: 1000m (3,281 ft) in 3 min 55 sec

Brandenburg D.I(Ph) Series 28.5 Specifications
Engine: 185 hp Daimler
Wing: Span Upper 8.50 m (27.89 ft)
Span Lower 8.50 m (27.89 ft)
Chord Upper 1.60 m (5.25 ft)
Chord Lower 1.60 m (5.25 ft)
Gap 1.60 m (5.25 ft)
Stagger 0.50 m (1.64 ft)
Total Wing Area 25.5 sq m (274 sq ft)
General: Length 6.30 m (20.67 ft)
Height 2.79 m (9.15 ft)
Empty Weight 690 kg (1521 lb)
Loaded Weight 958 kg (2112 lb)
Maximum Speed: 175-177 km/hr (109-110 mph)
Climb: 1000m (3,281 ft) in 4 min 30 sec


An Explanatory Note About Hansa-Brandenburg Serial Numbers:

  When the LFT assigned new serial numbers to aircraft in February 1915, Hansa-Brandenburg was assigned the company designation 05. The first nine numbers, 05.01 to 05.09, were allocated to out-of-series or prototype aircraft. Series production aircraft began with the Hansa-Brandenburg B.I 05.11. At a later date, production aircraft were numbered 61.5 and up and prototype aircraft were assigned numbers beginning with 60.5. To avoid confusion, the table shows the series designations assigned to Brandenburg and UFAG, although the types were not identical nor were parts interchangeable:
Type UFAG Hansa-Brandenburg
Brand C.I 61.01-24 61.51-72
Brand G.I 62.01-12 62.51-77
Brand C.I 63.01-32 63.51-86
Brand C.I 64.01-48 64.51-72
Brand D.I not built by UFAG 65.50-99
Brand C.II 66.01 (cancelled) 66.51 (two built)

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

01. — 010. Flugzeuge ausländischer Produktion (Самолеты иностранного производства)
05.09 Brandenburg Type KD (nach Umbau neue Bezeichnung 60.55) Dm 160
28.01 — 28.73 Brandenburg D.I (Ph) Type KD Dm 185

60. Flugzeuge der Ungarischen Flugzeugfabrik A.G. (Ufag) Budapest und Hansa Brandenburgische Flugzeugfabrik Brandenburg/Briest
60.55 Brandenburg DD Prototyp für KD (ex 05.09) Dm 160
65.50 — 65.69 Brandenburg D.I (Br) Type KD Dm 160
65.70 — 65.99 Brandenburg D.I (Br) Type KD Dm 150