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

AEG G.I/G.II/G.III

Страна: Германия

Год: 1915

Бомбардировщик

AEG - C.III - 1915 - Германия<– –>AEG - C.IV/C.IVA/C.V/C.VI - 1916 - Германия


В.Кондратьев Самолеты первой мировой войны


AEG G-II/G-III/G-IV

  Берлинская фирма Альгемайне Электрицитатс Гезельшафт (AEG) приступила к созданию многомоторных аэропланов в начале 1915 года. Первая серийная модификация AEG G-2 появилась в июле того же года. Буква "G" в индексе машины обозначает Grossflugzeuge, в переводе с немецкого - "большой самолет". В дальнейшем (до появления классов "R" и "GL") этой буквой стали обозначать все многомоторные самолеты Германии и Австро-Венгрии.
  G-II - двухмоторный биплан классической схемы с тянущими винтами. Экипаж 3 человека: пилот, носовой стрелок-бомбардир и задний стрелок. Кабины экипажа сообщающиеся.
  Конструкция смешанная с преобладанием металла. Каркас фюзеляжа и оперения, а также лонжероны крыльев, стойки бипланной коробки и моторамы выполнены из тонкостенных стальных труб, нервюры деревянные. Носовая законцовка обтекаемой формы выклеена из шпона. Капоты моторов дюралевые, обшивка передней части фюзеляжа - фанера, всего остального - полотно.
  Построено от 15 до 20 экземпляров G-II. Некоторые из них имели дополнительные рули поворота, укрепленные на стабилизаторе.
  В декабре 1915-го запущен в серию AEG G-III с увеличенным размахом крыльев и более мощными моторами. Элероны и рули этой машины имели роговую аэродинамическую компенсацию.
  С февраля 1916-го G-III начали поступать на вооружение бомбардировочных эскадр Главного командования германской армии (сокращенно - Kagohl) на западном фронте. Позднее AEG появились на итальянском и македонском фронтах.
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ДВИГАТЕЛИ
  
  "Бенц" Bz.III, 150 л.с. (G-II) или "Мерседес" D.IV, 220 л.с. (G-III).
  
  
ВООРУЖЕНИЕ
  
  Носовая и хвостовая турели Шнейдера с пулеметами "Парабеллум". Бомбовая нагрузка G-II - 200 кг, G-III - 300 кг.
  
  
ЛЕТНО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ
  
  Размах, м 18,35
  Длина, м 9,85
  Площадь крыла, кв.м 67,0
  Сухой вес, кг 2397
  Взлетный вес, кг 3630
  Скорость максимальная, км/ч 145
  Продолжительность полета, час,мин 4,5
  Время набора высоты, мин/м 23/3000
  Потолок, м 4000


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


A.E.G. G I (K I)
  First of the A.E.G. twin-engined bombers, which led eventually to the G IV, this aircraft had a crew of three, appeared early in 1915. Only a single machine was built. Engines, two 100 h.p. Mercedes D I. Span, 160 m. (52 ft. 6 in.). Length, 8.65 m. (28 ft. 4 1/2 in.). Weights: Empty, 1,160 kg. (2,552 lb.). Loaded, 1,954 kg. (3,199 lb.). Speed, 125 km.hr. (78.125 m.p.h.). Climb, 800 m. (2,624 ft.) in 10-12 min.

A.E.G. G II
  Appearing in July 1915, the G II was a slightly larger and more powerful version of the G I, and was seen with both triple and single tail. Armed with two to three machine-guns, it was used in small numbers by the Kampfgeschwadern. Some 15 to 20 aircraft were constructed. Engines, two 150 h.p. Benz Bz III. Span, 16.2 m. (53 ft. 1 7/8 in.). Length, 9.1 m. (29 ft. 10 3/8 in.). Weights: Empty, 1,450 kg. (3,190 lb.). Loaded, 2,470 kg. (5,434 lb.). Speed, 140 km.hr. (87.5 m.p.h.). Climb, 1,000 m. (3,280 ft.) in 11 min. With crew of three, 200 kg. of bombs could be carried externally.

A.E.G. G III
  First of the A.E.G. twins to have balanced control surfaces, this series first appeared in December 1915. Limited numbers were produced. Kagohl I in Macedonia was equipped with this type in March 1916. Although similar to the subsequent G IV, the G III was distinguishable by the opposite hand of its airscrews, due to the gearing of the eight-cylinder 220 h.p. Mercedes D IV engines. Span, 18.44 m. (60 ft. 6 in.). Length, 9.2 m. (30 ft. 2 1/4 in.). Weights: Empty, 1,940 kg. (4,268 lb.). Loaded, 3,015 kg. (6,633 lb.). Speed, 158 km.hr. (98.75 m.p.h.). Climb, 1,000 m. (3,280 ft.) in 6 min. Range, 700 km. Crew, three. Armament, two manually operated machine-guns and 300 kg. bombs.


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


AEG Bombers

  Despite the wide variety of AEG aircraft that served operationally, AEG is perhaps best known for its twin-engine bombers. These originated from development of a 'battle plane' that was essentially an aerial cruiser armed with flexible machine guns and bombs. This aircraft lead to a series of designs that became twin-engine bombers based on operational experience.
  In addition to these G-type bombers, AEG also built the successful N.I single-engine night bomber and a giant bomber, the R.I, that suffered a fatal crash during flight testing.
  

AEG K.I

  In March 1914 the German general staff sanctioned the development of the Kampfflugzeug (battle plane), and in July 1914 Idflieg issued specifications for the type in preparation for a competition planned for spring 1915. The Kampfflugzeug idea was basically an 'aerial cruiser' armed with machine guns and bombs. The aircraft was to have 200 hp, carry a crew of three, and have an endurance of six hours.
  AEG responded to the requirement with a biplane powered by two 100 hp Mercedes D.I engines; the factory designation was GZ1 and the military designation was AEG K.I. The K-type designation was soon changed to G-type, the 'G' standing for 'Grossflugzeug' or large aircraft, later to become synonymous with twin-engine bombing aircraft. The K.I had side-by-side seating for two crewmen and a single flexible machine gun was mounted in a nose turret because the aircraft was intended to chase and destroy enemy airplanes. The airframe was constructed of self-fused (autogenous) welded steel tubes. The nose was covered with light armored plate and the rest of the aircraft was fabric covered.
  In January 1915 the AEG K.I prototype was first flown by test pilot Willy Kanitz and gave promising results during flight tests in January-February. This convinced Idflieg to order a second prototype as the AEG G.I for combat evaluation.


AEG G.I

  The second AEG Kampfflugzeug prototype, now designated AEG G.I but internally retaining the company designation GZ1, was completed in March 1915 and may have incorporated components from the K.I. The G.I differed from the K.I primarily in its crew and armament; the G.I had three crewmen and flexible machine guns in fore and aft turrets. Power remained two 100 hp Mercedes D.I engines.
  The AEG G.I was shipped from the factory on April 24, 1915 for the 4.Armee for combat assessment without first being tested at Adlershof. Only one G.I was built.


AEG G.II

  Prior to the operational trials of the AEG G.I, Idflieg ordered six aircraft of an improved type, the AEG G.II (factory designation GZ2). Idflieg’s requirements for the AEG G.II included two 150 hp Benz Bz.III engines, a crew of two with three seats, a single machine gun, a 200 kg bomb load, and 150 kg of armor plate (front and side 2.3 mm and floor 1.5 mm). Controlling a multi-engine aircraft after the failure of one engine was dependent on both pilot technique and design of the aircraft; accordingly Idflieg urged AEG "to make every effort to assure that the aircraft would maintain a straight flight path with only one engine running at full power." With the more powerful engines in the G.II a larger fin and rudder were needed to main control with asymmetric thrust.
  As expected the more powerful engines gave the AEG G.II better performance and greater load-carrying capability, and Idflieg ordered a second batch of 12 G.II aircraft on May 6, 1915 before the results of the combat trials of the AEG G.I were known. The first two G.II aircraft were completed in May and reached the front in June, with a maximum of 13 at the front in December.
  The AEG G.II was not only a new aircraft but was exploring a new combat role as a multi-engine Kampfflugzeug, or aerial cruiser. The G.II was used both to escort single-engine reconnaissance and bomber aircraft and to attack enemy aircraft. Based on operational experience the first six G.II aircraft (G.2-7/15) were extensively modified for both technical and operational reasons, with the result that no two aircraft were alike. The square, armor-plated nose was replaced by a streamlined, unarmored one. Two gravity tanks and new oil tanks were installed. Because the small fin and rudder failed to provide adequate directional control with one engine out, some machines were retro-fitted with triple rudders, becoming standard beginning with the second G.II production batch (G.19-30/15).
  Despite all the modifications to the G.II, including adding a second and sometimes a third machine gun, operational experience soon made it clear that the multi-engine Kampfflugzeug concept was a failure. The Kampfflugzeug had only modest success as a multi-seat escort and was too slow and cumbersome to catch faster, more maneuverable enemy aircraft - and most enemy single-seaters were faster and more maneuverable.
  However, bomb racks were installed in all G.II aircraft and aircrews soon discovered that bombing was the most effective role for the G.II. By mid-1916 Idflieg summarized the operational record of the G.II saying it "had fared poorly in air combat, but had been successfully employed as a bomber in squadron strength." The AEG G.II thus discovered the true role of the G-type as a bomber. It remained at the front through June 1917 and set the standard for future AEG bombers. A total of 27 G.II aircraft were delivered before production was shifted to the improved G.III in May 1916.


AEG G.III

  When Idflieg ordered the first six G.II on April 1, 1915, AEG was also requested to build a Kampfflugzeug with two 220/240 hp engines, the type to be decided later. The intention was to provide greater performance and payload, and the resulting aircraft was designated the AEG G.III (factory designation GZ3). A crew of three, 200 kg of armor protection, and a bomb load of 240 kg were specified. Two machine guns or a cannon mounted in the nose and a rear machine gun was the specified armament.
  The G.III was very similar to the G.II although the wingspan was 2.24 m longer. Two of the new, 220 hp Mercedes D.IV straight-eight engines were fitted because these were the most powerful engines then in production. A four-bladed propeller was used to absorb all the power of the engine, but the long crankshaft was subject to fractures in service. The AEG specification chart shows December 1915 as the date the first G.III was completed, but the first three production aircraft were not delivered until May 1916. The G.III prototype was tested with a single fin and rudder and an early production aircraft (G.53/15) was delivered with a triple rudder for comparison. All other production G.III bombers had the single fin and rudder and most had external bomb racks.
  The G.III reached the front in June 1916 and was first used as an escort aircraft for single-engine bombers, but it quickly became clear that bombing was the appropriate role for the G.III. Kampfgeschwader 1 became "the first formation to be completely equipped with twin-engine aircraft of the G-category for the sole purpose of bombing." Serving with KG1 in Macedonia, the G.III was primarily used as a bomber but at least two strafing attacks were made. The last three G.III bombers were delivered in January 1917, bringing total G.III production to 45 aircraft; the AEG G.IV then followed the AEG G.III in production.


AEG G-Type Specifications
G.I G.II G.III G.IV G.V
Engine 2x100 hp Mercedes D.I 2x150 hp Benz Bz.III 2x220 hp Mercedes D.IV 2x260 hp Mercedes D.IVa 2x260 hp Mercedes D.IVa
Span Upper 16.00 m 16.20 m 18.44 m 18.40 m 27.24 m
Span Lower 15.20 m 15.20 m 17.20 m 17.40 m 26.30 m
Chord Upper 2.20 m 2.20 m 2.50 m 2.40 m 2.80 m
Chord Lower 2.20 m 2.20 m 2.50 m 2.40 m 2.39 m
Gap 2.30 m 2.30 m 2.60 m 2.20 m 3.00 m
Wing Area 61.0 m2 61.0 m2 74.0 m2 ??? 68.7 m2 127.2 m2
Length 8.7 m 9.1 m 9.20 m 9.70 m 10.80 m
Track 3.15 m 3.15 m 2.85 m 5.10m 4.85 m
Empty Weight 1,160 kg 1,450 kg 1,940 kg 2,400 kg 2,700 kg
Loaded Weight 1,610 kg 2,050 kg 2,560 kg 3,635 kg 4,800 kg
Maximum Speed 125 kmh 140 kmh 150 kmh 165 kmh 145 kmh
Climb, 1000m - 11 min. 6 min. 5 min. 16 min.
Climb, 2000m - - - 11 min. 12 min.
Climb, 3000m - - - 21 min. 23 min.
Climb, 4000m - - - 40 min. 34 min.
Armament 2 flexible machine guns, small bombs 2 flexible machine guns, 200 kg bombs 2 flexible machine guns, 240 kg bombs 2 flexible machine guns, 300 kg bombs 2 flexible machine guns, 1,000 kg bombs
Note: The AEG G.IVb wing span was enlarged to 24 m; this enabled a 1,000 kg bomb to be carried. For short missions up to 1,500 kg of bombs could be carried.


AEG G-Type Production Orders
Serial Numbers Qty Order Date & Notes

AEG G.II (27-28 Total)
G.2-7/15 6 April 1, 1915
G.19-30/15 12 May 6, 1915
G.46-51/15 6 September 7, 1915
Unknown (3-4) Sept. 22, 1915 (note 1)

AEG G.III (46 Total)
G.8/15 1 April 1, 1915 (note 2)
G.52-56/15 5 Sep. 7, 1915 (note 3)
G.210-239/15 30 Dec. 1, 1915 (note 4)
G.143-152/16 10 March 1916 (note 4)

Notes:
  1. 12 ordered but only 3-4 delivered
  2. Prototype, single rudder, serial unconfirmed.
  3. G.53/15 had triple rudders
  4. Single rudder
  6. The AEG G.I serial was G.1/15.

J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG G.II G.4/15.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG G.II G.5/15 of B.A.O. This aircraft was flown by Manfred von Richthofen when he was attached to this unit.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG G.II G.7/15 of FFA 42 at Strasbourg in 1916.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG G.II G.19/15 possibly flown by Walter von Bulow at FFA22.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG G.II G.23/15 of FFA1 in Salonika carrying the name Sonnenvogel.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG G.II of FA Karlhorst. The text on the fuselage translates as: Training Aircraft 5 of the Aircraft Detachment Karlhorst of the Aerial Photography Command.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG G.III G.210/15 of Kagohl I, Kampfstaffel 3.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG G.III G.210/15 of Kagohl II.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG G.III G.211/15 of Kagohl I, Kampfstaffel 3.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG G.III G.213/15 of Kagohl I, Kampfstaffel 5.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG G.III G.219/15 of Kagohl I, Kampfstaffel 3.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG G.III G.226/15 of Kagohl II.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG G.III G.227/15.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG G.III G.228/15 of Kagohl II.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG G.III G.233/15 of Kagohl II.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
G.III G.235/15 seen at the Geschwaderschule at Paderborn. Most of the original plain finish has been recovered with night lozenge; the left wheel is uncovered but the right wheel is covered.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG G.III G.143/16 seen at the Geschwaderschule at Paderborn. Most of the original plain finish has been recovered with night lozenge.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG G.III G.152/16 from Kagohl I, Kampfstaffel 5, during spring 1917 in Salonika.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
The AEG K.I designed to the flawed Kampfflugzeug concept was the first twin-engine AEG design. All subsequent AEG G-types followed the same basic configuration; conventional biplanes with fabric-covered steel-tube structures with two engines mounted as tractors. Almost all other German bombers had engines mounted as pushers.The K.I was a compact design with good handling qualities; only one K.I was built.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
The AEG G.I differed from the K.I primarily by having an additional crewman with a flexible gun mounted aft. The G.I may have incorporated some components of the K.I.
J.Herris - Development of German Warplanes in WWI /Centennial Perspective/
An early AEG G.I. The K.I prototype had a pilot and front gunner; the G.I added a rear gunner for defense against fighters. No engine cowlings covered the mechanical details.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
The nose of the AEG G.I opened to show details of the front gunner's cockpit.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
This AEG G.II is at the factory and has outsize triple rudders fitted without vertical fins. This was a prototype; as seen above the production aircraft with triple rudders had a central fixed fin.
Сайт - Pilots-and-planes /WWW/
The AEG G.II prototype (GZ 2) was powered by two 150 hp Benz Bz.III engines.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG G.II G.3/15 was the second production G.II and has the single fin and rudder originally used.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG G.II with triple rudders and two-color sprayed camouflage finish.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
This photo displays AEG G.II G.6/15.The late A.E. Ferko claimed that this was the plane in which Richthofen and Georg Zeumer often flew together.
A.Imrie - German Bombers /Arms & Armour/
In mid-1915 Feldflieger Abteilung 42 received AEG G 7/15 and during the next six months this machine underwent various modifications to improve its use as a bomber. Here it already has an improved front gun position for the LMG 08, which is fed from the angular container on the right side of the gun; a canvas tube leading into a funnel on the other side collects the empty cartridge cases, thus preventing them from causing damage to the propellers. Note the completely uncowled 150hp six-cylinder Benz engines topped by massive radiators. The aircraft is seen on 12 September 1915 before taking off to attack Nancy and Luneville.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG G.II G.7/15 with armored nose.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
Aircrew of Flieger-Abteilung 6 pose with an AEG G.II of that unit.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
Aircrew pose with an AEG G.II with armored nose.
В.Кондратьев - Самолеты первой мировой войны
AEG G-II.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
Aircrew and groundcrew pose with an AEG G.II with armored nose.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
Aircrew pose with an AEG G.II with armored nose.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG G.II with triple rudders and fairly dark single color finish. There is a lot of contrast between the overall finish and the white background of the national insignia, especially on the rudders.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG G.II with single rudder. The single color finish is so light there is almost no contrast between the overall finish and the white background of the national insignia.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
Under-fuselage bomb racks are visible on this AEG G.II without nose armor.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
An AEG G.II without nose armor rests on an airfield with a Fokker E-type in the foreground.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
Front view of an AEG G.II without nose armor.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
An aviator poses with his AEG G.II with triple-rudders and two-color sprayed camouflage finish. The AEG G-types all followed the same basic configuration; conventional biplanes with steel-tube structures covered by fabric and two engines mounted as tractors. Nearly all other German bombers had engines mounted as pushers.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG G.II with triple rudders and early single color finish.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
Groundcrew move an AEG G.II with unarmored nose.
A.Imrie - German Bombers /Arms & Armour/
The same aeroplane after major modifications made by the Armee Flug Park (Army Aviation Supply Depot) at Strassburg. A streamlined nose has been fitted and two outrigger rudders installed on the tailplane. Placing these in the propeller slipstreams gave better directional control and improved the aircraft's performance in the event of an engine failure. AEG were on the right track in this respect but reverted to single aerodynamically balanced rudders on the majority of their subsequent designs, only returning to the 'rudder in slipstream' concept after indepth evaluation some two years later proved its undoubted superiority.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG G.II G.19/15 serving with Flieger-Abteilung 22 features triple rudders and an unarmored nose. It appears to have a two-color sprayed camouflage.
The AEG G.II used 150 hp Benz Bz.III engines. It had additional rudders compared to other AEG bombers. All AEG aircraft used welded steel tube frames covered by fabric.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
Rudolph Berthold standing in the cockpit AEG G.II G.21/15 during a royal visit by Duke Ernst August of Brunswick and Prince August Wilhelm of Prussia to FFA 23 on Oct. 23, 1915.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
Future ace Rudolph Berthold flew AEG G.II G.21/15 while serving with FFA 23.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
Rudolph Berthold sits in the cockpit of AEG G.II G.26/15 that he also flew while serving with FFA 23.
K.Delve - World War One in the Air /Crowood/
Two interesting views of the three-man AEG G III bomber that made its prototype debut in December 1916. Only built in small numbers, the twin 220hp Mercedes D IV powered machine carried a maximum bomb load of 770lb and had a top level speed of 103mph at sea level. Armed with two flexibly-mounted 7.92mm Parabellums, the G III was delivered to KG I during the spring of 1917. The image shows a newly arrived, pristine-looking G III being inspected by unit personnel.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
An AEG G.II in flight. This image has also been identified as a G.IV, but the engines and radiators indicate it is a G.II.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG G.II with triple rudders and single color finish.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG G.II with triple-rudders and single color finish. The color appears darker than some of the earlier monotone finishes used on G.II aircraft like that shown above; on this aircraft there is more contrast between the white background for the national insignia and the overall color. Unfortunately, the serial number is not visible.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
J.Herris - Albatros Aircraft of WWI. Volume 1: Early Two-Seaters /Centennial Perspective/ (1)
Albatros (OAW) C.I C.11/15 is apparently in operational service; an AEG G.II is at right. (Peter M. Grosz Collection/ SDTB)
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
Closeup of an AEG G.II shows the multitude of drag-producing struts and bracing wires.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG G.II after a landing accident.
O.Thetford, P.Gray - German Aircraft of the First World War /Putnam/
A.E.G. G III
K.Delve - World War One in the Air /Crowood/
The AEG GIII was likewise only produced in small numbers and was operational by spring 1916. Among other users was Kaghol 1, which employed the type during their involvement on the Macedonian Front. The aircraft was powered by two 220hp Mercedes DIV engines, which gave it a very respectable 98mph (158kph) speed.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG G.III G.52/15 serving at the front.The G.III was basically an enlarged, more powerful G.II.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG G.III G.54/15 serving at the front. The four-blade propellers are a key G.III identification feature.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
This portrait of an AEG G.III became Sanke Card 1060. The finish was two camouflage colors sprayed on.
A German Twin-engined Bomber. - It will be seen that at last the enemy has apparently been obliged to employ four-bladed airscrews. Hitherto there has been a marked tendency on the part of German constructors to stick to the two-bladed propeller. Also note in place the wire guards protecting against the propeller tips.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
The four-blade propellers were a trademark of the AEG G.III with its 220 hp Mercedes D.IV engines.
A.Imrie - German Bombers /Arms & Armour/
The equipping of three Kampfstaffeln of Kagohl I with the AEG G III, and the unit previously mentioned with Gotha G IIs and G IIIs in September 1916 for use in the Balkans, marked a major change in the development of the heavy bomber units. (From April 1917 Kasta 20 of Kagohl IV became Kasta 1.) Kagohl I was the first formation to be completely equipped with twin-engined aircraft of the G category for the sole purpose of bombing. It set the scene that would be adopted by the other Kagohl. By the end of February 1917 there were 22 AEG G IIIs at the Front, most of them serving in Macedonia. Shown here against a mountainous backdrop on Hudowa aerodrome are the seven AEG G IIIs of Kampfstaffel 5.
O.Thetford, P.Gray - German Aircraft of the First World War /Putnam/
A scene at a German bomber base in 1916. A.E.G. G IIIs being prepared for a raid on Allied territory.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG G.III G.213/15 tactical number '3' serving with Kagohl I, Kasta 5 based on the Roman numeral on the rudder. The straight-eight cylinder Mercedes had good power but the long crankshaft was subject to failure, especially in multi-engine aircraft.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
Closeup of an AEG G.III being serviced. The pilot's headrest is unusual for a twin-engine aircraft.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
Closeup of an AEG G.III being serviced. The pilot's headrest is unusual for a twin-engine aircraft. The photo was torn across the bottom.
A.Imrie - German Bombers /Arms & Armour/
By mid-1916 crews of Feldflieger Abteilung 42 were experienced twin-engined fliers and received AEG G III 216/15 which was operated in conjunction with the Rumpler C I two-seaters of Kagohl II from Frescaty aerodrome at Metz. Despite damage to this interesting print, it shows the machine being refuelled on 16 June 1916, and is one of a series showing preparation for a typical Kagohl operation. The front gunner (Vzfw. Schadt) is manning the wobble pump, while petrol is loaded into the fuselage tank. Note the twin LMG 14 armament, guns being fed via funnel-shaped chutes from fuselage cartridge magazines.
A.Imrie - German Bombers /Arms & Armour/
As evening shadows lengthen, the crew don warm clothing for the night's operation that would result in bombs being dropped on Bar-le-Duc, Dombasle, Einville and Luneville, all military concentrations south and west of Verdun. The purpose of the big AEG's presence on this occasion was that of protection for the bombing two-seaters, a common Kagohl practice at the time.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
The touring car, a 30hp Benz 'Runabout', its bonnet marked with Kampfstaffel 7 OHL, about to pull the AEG G.III G.216/15 in overall light finish to the take-off position by means of a wheeled towbar under the tailskid. It also provides transport for the aircrew, already attired in flying kit. The fuel containers and pump previously shown now lie abandoned in the foreground.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG G-III на полевом аэродроме.
AEG G.III G.233/15; the enlarged rudder with aerodynamic balance helped the pilot maintain control with an engine out despite its more powerful engines. The aircraft wears a very light overall monotone finish.
The AEG G.III used 220 hp Mercedes D.IV straight-eight engines that drove large, four-bladed propellers. AEG preferred tractor propellers; the other German bomber manufacturers used pusher propellers.
A.Imrie - German Bombers /Arms & Armour/
The big AEG joins the Rumpler two-seaters ready for take-off. Twenty-five aircraft can be seen, and due to the varied nature of the evening's targets, seventeen machines have probably already departed, since Kagohl bombing operations invariably utilized the 6 Kampfstaffeln at full strength of 42 aeroplanes. Unserviceability of aircraft did not normally reduce this force as reserve machines were always available so that the planned weight of high-explosive could be delivered as planned.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
The aircrew of an AEG G.III bomber flank damage to their aircraft likely caused by anti-aircraft fire. This photo gives a good view of the complex struts supporting the 220 hp Mercedes D.IV engines.
A.Imrie - German Bombers /Arms & Armour/
Returning to Frescaty in the dark, the big AEG overran the landing area, a not uncommon occurrence at the time when aerodrome illumination left much to be desired. The machine turned upside down in the rough, without injury to the aircrew, and this was the sorry sight the aircraft presented in the early morning of 17 June 1916.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
Twin-engine aircraft were also subject to landing accidents. A gust of wind at the wrong time or poor pilot technique could result in touching down in a sideslip, often with dramatic results.
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG G.II
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG G.II
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG G.III
J.Herris - AEG Aircraft of WWI /Centennial Perspective/
AEG G.III