В.Кондратьев Самолеты первой мировой войны

АЛЬБАТРОС C-X / ALBATROS C-X

   Как известно, модернизация боевых самолетов в первую очередь сопровождается повышением мощности двигателей. К началу 1917 года разработчики "Альбатроса" установили на машину новый 260-сильный мотор "Мерседес". Модификация получила обозначение C-X. Помимо силовой установки, она отличалась крыльями увеличенного размаха с измененной формой законцовок.
   Самолет выпускался серийно на фирмах Альбатрос, OAW, BFW, Роланд и Линке-Хоффман. До октября 1917-го не менее 300 C-X было отправлено на западный фронт. Большинство из них использовалось в качестве разведчиков.
  
  
ДВИГАТЕЛЬ
  
   "Мерседес", 260 л.с.
  
  
ВООРУЖЕНИЕ
  
   1 синхронный "Шпандау", 1 турельный "Парабеллум".

А.Александров, Г.Петров Крылатые пленники России

Фирма "Альбатрос" продолжала развивать свой класс Ц в течение всей войны. В 1917 г. возникла модель Ц.Х, оснащенная двигателем "Мерседес Д. IVa" 260 л. с, вооруженная синхронизированным и подвижным пулеметами, несущая кислородное и радиооборудование. Не менее 4 компаний производили "Ц-десятые" по лицензии, и в октябре около 300 машин летали во фронтовых подразделениях. На снимке, изображающем предположительно захваченный русскими "Альбатрос Ц.Х" (53), виден аппарат, выполненный в традициях "жанра": все тот же двухместный двухстоечный биплан-трактор с фанерным фюзеляжем и обшитыми полотном крыльями. Выхлопной коллектор мотора выведен наверх, радиатор спрятан в центроплан верхнего крыла, поставлен пропеллер "Аксиаль" (AXIAL). Что еще? Шансы пережить Великую войну у стоящих у аппарата германских авиаторов пока что увеличились...

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

Albatros C X

   The Albatros C X followed the C VII into service during 1917. The Albatros design team followed the established pattern, with modifications to provide for the much more powerful 260 h.p. Mercedes C IVa engine then becoming available. The result was an aeroplane of considerably larger proportions. Although not dissimilar, the C X was more majestic in appearance than its predecessors.
   The fuselage followed the previous formula in being slab sided and plywood covered, but it was wider, deeper and longer. The additional space permitted the installation of oxygen breathing equipment in the pilot's (forward) cockpit and a comprehensive collection of radio apparatus in the rear cockpit.
   Although still of two-bay cable-braced layout on two wooden box-spars, the wing structure was altered radically and was of noticeably greater span and area in an endeavour to extract the greatest ceiling from the additional engine power. The angular rake of the wingtips on the earlier machines was discontinued, and more attention was paid to a refined and aerodynamic tip profile.
   To maintain sensitive lateral control despite the increased wingspan, ailerons were provided at all four wingtips, those on the upper surfaces being designed with large rectangular inset, balance portions. Once again an aerofoil-type radiator was used and mounted in the root of the starboard upper wing panel. The degree of shutter opening was easily seen and adjusted by the pilot.
   There was no great alteration in the tail surfaces, which were of the same profile as the Albatros C V and C VII. The fixed fin surfaces were of wood with plywood skin, and the control surfaces of light gauge steel tube with fabric covering. The steel tube undercarriage was the same as that of the C V.
   Like its forerunner, the Albatros C X was used mainly on reconnaissance and artillery work during 1917, when, by October, some 300 of the type were serving at the Front. It was built by no less than four sub-contractors.

TECHNICAL DATA
   Purpose: Two-seat reconnaissance and artillery patrol.
   Manufacturers:
   Albatros Werke G.m.b.H.
   Ostdeutsche Albatros Werke (O.A.W.).
   Linke-Hofmann (Li.).
   Bayerische Flugzeug Werke (Bay.).
   L.F.G. (Roland) (Rol.).
   Power Plant: 260 h.p. Mercedes D IVa 6 cylinder in-line, water cooled
   Dimensions: Span, 14.360 m. (47 ft. 11 in.). Length, 9.150 m. (30 ft. 0 1/4 in) Height, 3 400 m. (11 ft. 1 7/8 in.). Wing area, 42.7 sq.m. (461.16 sq.ft.).
   Weights: Empty, 1,050 kg. (2,310 lb.). Loaded, 1,668 kg. (3,669 lb.).
   Performance: Maximum speed, 175 km.hr. (109.4 m.p.h.). Initial climb 1 000 m (3,280 ft.) in 5 min. 2,000 m. (6,560 ft.) in 11 min. Ceiling, 5,000 m. (16,400 ft.) in 55 min. Duration, 3 hr. 25 min.
   Armament: Two machine-guns. One, fixed, firing forward for pilot. One, free-firing for observer. Light bomb load according to tactical requirement.

J.Herris Albatros Aircraft of WWI. Vol 2: Late Two-Seaters (A Centennial Perspective on Great War Airplanes 25)

Albatros C.X

   The next generation of Albatros C-types, the C.X and C.XII, were characterized by their use of the newly available 260 hp Mercedes D.IVa six-cylinder engine. The C.X greatly resembled the earlier C.VII; the two types shared their configuration and typical Albatros structure. The prototype C.X aircraft even used ear radiators like the C.VII, but production C.X aircraft used an airfoil radiator in the upper center section.
   When the Mercedes D.IVa engine became available in the second half of 2016, Idflieg published technical requirements for a new long-range reconnaissance plane using the new engine. The Albatros C.X and Rumpler C.IV proposals were selected for prototyping, and construction of the C.X began in August or September 1916.
   The C.X used a larger wing than the C.V and C.VII, and for the first time Albatros used a new box spar design driven by the shortage of aircraft-quality lumber. Other than that, the C.X was basically an enlarged C.VII. Both the C.X and competing Rumpler C.IV had flown by 2 October 1916. Load tests on C.X airframe work number 2910 were performed at Adlershof during 10-14 October. The airframe passed four of the five load cases. A strengthened wing as tested on 21 October and again failed. Once the ribs behind the rear spar were strengthened the wing passed a third attempt on 21 November.
   Production C.X aircraft differed from the prototypes in having airfoil radiators and ailerons on all four wings. The lower wingtips were also rounded, perhaps as a result of observing the rounded lower wingtips on the Rumpler. However, the C.X adhered to the typical Albatros design and construction, and many C.X parts such as the tailplane, elevator, rudder, and parts of the landing gear and controls were common to the C.V and C.VII. The return line for the coolant from the wing radiator was led through the forward port center-section strut for improved streamlining, a detail copied from the LVG C.IV. Idflieg had prohibited this by the time the C.X was type-tested due to cooling problems caused by reduced water flow; regardless, many C.X aircraft had this feature, likely due to use of parts built before the prohibition. At least one C.X, C.6831/16, was fitted with an eight-cylinder Mercedes D.IV engine and lasted into 1918.
   During prototype evaluation it soon became clear that the Rumpler C.IV was far superior to the Albatros C.X. Despite that, 400 C.X aircraft were ordered from Albatros, Roland, BFW, and Linke-Hofmann, with OAW building most, and perhaps all, of the Albatros aircraft. At first C.X aircraft built by BFW and Roland were not rated highly by Idflieg, but the problems were resolved; Linke-Hofmann fared better.
   Initially the C.X was relegated to training use, hardly an effective use of the new Mercedes engine, but aircraft reached squadron service in March/April 1917 in parallel with the Rumpler C.IV. The C.X aircraft that saw combat were from the final OAW production batch, although it is not known why earlier production aircraft were not used at the front. The Rumpler C.IV quickly established itself as the premiere German long-range reconnaissance aircraft. In contrast, the C.X had inferior climb and ceiling compared to the Rumpler and was typically slower. Its disappointing performance caused the C.X to be relegated to general-purpose duties with regular two-seater units, where it showed no real advantage over the 200 hp DFW C.V despite supposedly being faster. The C.X was difficult to fly and disappointing in performance, and was soon withdrawn from the front and allocated to training units.


Albatros C-Type Specifications
Albatros C.VI Albatros C.VII Albatros C.VIIIN Albatros C.IX Albatros C.X
Engine 180 hp Argus As.Ill 200 hp Benz Bz.IV 160 hp Mercedes D.m 160 hp Mercedes D.m 260 hp Mercedes D.IVa
Span, Upper 11.7m 12.78 m 16.74 m 10.4 m 14.36 m
Span, Lower - 12.40 m - - 14.00 m
Chord, Upper - 1.80 m - - 1.8 m
Chord, Lower - 1.70 m - - 1.6 m
Gap - 1.83 m - - 1.86 m
Wing Area - 43.4 m2 - - 42.7 m2
Wing Dihedral - 2° (upper &. lower) - - 2° (upper & lower)
Length 7.9 m 8.71 m 7.34 m 8.22 m 9.15 m
Height 3.2 m 3.60 m - 2.735 m 3.40 m
Empty Weight 830 kg 1,030 kg - 790 kg 1,088-1,115 kg
Loaded Weight 1,343 kg 1,546 kg - 1,150 kg 1,668-1,695 kg
Maximum Speed 145 km/h 135 km/h 135 km/h 155 km/h 175 km/h
Climb to 1,000m - 5.5 minutes 5 minutes 5 minutes 3 minutes
Climb to 2,000m - 13 minutes - - 6.5 minutes
Climb to 3,000m 35 minutes 21 minutes - - 11 minutes
Climb to 4,000m - 34 minutes - 30 minutes 21 minutes
Climb to 5,000m 49 minutes
Duration 4.5 hours - - 2.5 hours 3/2 hours
Note: C.VII track 1.95 m


Albatros C.X Production Orders
Order Date Mfr Qty Serials
Oct. 1916 OAW 100 C.5975-6074/16
Oct. 1916 Rol 100 C.6825-6924/16
Oct. 1916 BFW 50 C.7725-7774/16
1916 Li 50 C.8303-8352/16
Nov. 1916 OAW 100 C.9206-9305/16

J.Herris Roland Aircraft of WWI (A Centennial Perspective on Great War Airplanes 9)

Roland C.IV

   There is no known information for the Roland C.IV. Because the Roland-built Albatros C.X was produced about the same time Idflieg rationalized the aircraft designation system, the Albatros C.X(Rol) could originally have been designated Roland C.IV, C.VI, or C.VII in company records. In any case, apparently there is no original Roland design built that was designated Roland C.IV. Later Roland produced other two-seaters under license, the Hannover CL.II(Rol) and Halberstadt CL.IV(Rol). These were too late to receive a confusing designation under the old system, but perhaps Roland management assigned a Roland designation to them, or, more likely, these remained unbuilt Roland projects.