А.Александров, Г.Петров Крылатые пленники России

В середине 1917 г. компания выпустила улучшенный вариант "десятки" - модель, названную "Альбатрос Ц. XII". Ее фюзеляж принял удобообтекаемое овальное сечение, стабилизатор и руль глубины также образовывали овал в плане сверху, киль увеличился за счет дополнительной поверхности, устроенной между корпусом и хвостовым костылем, выхлопной патрубок прежнего 260-сильного "Мерседеса" направлялся вдоль правой стороны фюзеляжа. Общие размеры слегка уменьшились. Вероятно, из всех двухместных "Альбатросов" "двенадцатый" оказался самым элегантным по форме, хотя его аэродинамическая "опрятность" не привела к значительному улучшению характеристик, так как оптимальное соотношение между подъемной силой несущих поверхностей и производимым ими воздушным сопротивлением не было найдено. В том, что аэроплан, строившийся четырьмя германскими компаниями и остававшийся в строю до самого конца войны, действительно производил хорошее впечатление, нетрудно убедиться, взглянув на машину, собранную в нижегородском 4-м авиапарке и служившую в Красной авиации (54, а и б). Аппарат с мотором "Фиат" 240 л. с. и с непонятным номером 3 появился там в апреле 1921 г.; в ноябре его перевезли в Москву, что-то доделали и облетали 2 марта 1922 г., приписав затем к НОА. Шавров В. Б. неправильно называл "двенадцатый" "семнадцатым" - "Альбатрос-17", вслед за оригинальной подписью к фотографиям, изображающим, скорее всего, "трудное прошлое" уже упоминавшегося самолета. Вот он в снегу (55), а вот - на лыжах (56). Но не на обтекаемых лыжах системы Н. П. Лобанова, производства Московского аэротехнического завода, а на сдвоенных, необлагороженной формы, но, вероятно, того же конструктора и той же фабрики. Стоит отметить еще и снабженные роговыми компенсаторами элероны верхних крыльев, впервые такие подвешивались на Ц.Х. Все элероны и руль поворота окрашены красным, одинаково со звездами, одна из которых видна под двигателем. Интересно, что звезды все как на подбор неровные, а на крыльях - повернуты в разные стороны.

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

Albatros C XII

   The Albatros C XII was designed as a successor to the C X and it began to emerge from the Albatros OAW and BFW production lines in the autumn of 1917. A glance at the illustrations is sufficient to show that the design team had decided to put to use knowledge gained from the series of streamlined single-seat fighters. Most certainly in the C XII they produced their most elegant two-seat aeroplane. Few two-seaters - if any - surpassed it for nicety of proportion and profile. Yet the refinement of fuselage design did not produce any great improvement in performance. This was largely due to the inadequate wing sections in use, a really efficient lift/drag ratio having not yet been attained.
   The completely new fuselage structure flowed harmoniously from the large spinnered airscrew to the typical Albatros horizontal knife-edge at the rear. The same 260 h.p. Mercedes D IVa, so successful and reliable in the C X, was neatly installed in the nose with easily removed metal access panels to facilitate servicing. The basic structure was again of longerons and multi-plywood formers, although the latter were now of pure elliptical cross-section. The three-ply covering was pinned and screwed to the framework in small rectangular pieces, to follow the curving contours. The "fining down" of the C XII fuselage resulted in a considerable reduction of the keel surface, and to retain adequate directional stability a small under fin was incorporated in the vertical tail surfaces. This, like the upper fin, was plywood skinned, and also supported the ash tailskid.
   To retain fore and aft sensitivity, the fixed tailplane surface was reduced in area. It was surfaced with plywood and braced to the vertical fin by light steel tube struts. Both rudder and elevator were of steel tube framing, horn balanced and fabric covered.
   The wings were almost identical to those of the earlier C X and of the same wooden construction based on two box spars, the front spar being in close proximity to the leading edge and the rear spar at approximately mid-chord. Ailerons, again at all four wingtips, were of steel tube framing, aerodynamically balanced and hinged to a false spar. The aerofoil-shaped radiator mounted in the starboard centre-section was retained, as was the large centre-section cut-out.
   Due to the revision of the fuselage, alteration of the undercarriage became necessary, the forward struts of which had to be lengthened considerably. Otherwise the chassis was very much the same, with streamlined steel tube vees, the usual elastic cord shock absorbers and the inevitable claw brake in the centre of the axle.
   The C XII came into quite widespread service on the Western Front With the Fl. Abt. and Fl. Abt. (A) Flights during 1918, and remained in operation until the cessation of hostilities.

TECHNICAL DATA
   Purpose: Two-seat reconnaissance and general purposes.
   Manufacturers:
   Albatros Werke G.m.b.H. (Alb.).
   Ostdeutsche Albatros Werke (O.A.W.).
   Bayerische Flugzeug Werke (Bay.).
   Linke-Hofmann Werke (Li.). Possibly.
   Power Plant: 260 h.p. Mercedes D IVa. 6 cylinder in-line, water cooled.
   Dimensions: Span, 14.370 m. (47 ft. 1 7/8 in.); 14.24 m. (O.A.W.) (46 ft. ft. 6 3/4 in.). Length. 8.850 m. (29 ft. 0 3/8 in.). Height, 3.250 m. (10 ft. 7/8 in.). Wing area, 42.7 sq.m. (461.16 sq.ft.).
   Weights: Empty, 1,021 kg. (2,246 lb.). Loaded, 1,639 kg. (3.606 lb. I.
   Performance: Maximum speed, 175 km.hr. (109.4 m.p.h.). Initial climb, 1,000 m. (3,280 ft.) in 5 min. Ceiling, 5,000 m. (16,400 ft.). Duration, 3 hr. 15 in.
   Armament: One fixed gun firing forward for pilot. One free-firing machine-gun for observer. Light bomb loads carried on external racks as tactical demand arose.

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

Albatros C.XII

   The Albatros C.XI was apparently not built, the next Albatros two-seater being the C.XII. The C.XII was a refined derivative of the C.X whose development began in December 1916. The C.XII retained the engine, wings, and structural technology of the C.X combined with a more refined fuselage of more streamlined shape. A look at the Albatros C.VIIIN shows a fuselage and tail very similar to the C.XII, and the C.XII fuselage apparently was derived from the C.VIIIN, with longer nose to accommodate the larger engine and a longer tail to balance it. This was similar to the process used to develop the D.V fighter from the D.III and was similarly ineffective. The empty weight of the C.XII was reduced from the 1,088 kg of the C.X to 1,020 kg, a useful but not dramatic change that made little impact on performance.
   Like the C.X, the C.XII was equipped with the standard two-seater armament of a fixed gun for the pilot and flexible gun for the observer. Cameras and wireless could be installed, and the C.XII could also carry light bombs. The streamlined fuselage had less keel surface so a larger vertical tail supplemented with a fin under the tail were used for stability. The rounded fuselage required longer landing gear legs and the track was increased to 2.20 meters from the 1.95 meters of the C.X for more stability during ground handling. The C.XII cabane strut arrangement was significantly different from that of the C.X and, along with the presence of the under-fuselage fin, is a useful recognition feature distinguishing the two types.
   One of the C.XII prototypes, C.9314/16, was retrofitted with an eight-cylinder Mercedes D.IV engine, perhaps to evaluate using these engines in C.XII training machines.
   The first batch of 300 C.XII aircraft was ordered from Albatros in January, 1917, before the type test had been performed, which began on 1 March. Albatros started delivering C.XII aircraft in May and OAW and BFW-built C.XII deliveries began in June 1917.
   In service the elegant C.XII proved little faster than the C.X. Climb, ceiling, maneuverability, and handling were likely somewhat better due to the C.XII's reduced weight, although this is not reflected in the specifications. This was true of the Johannisthal-built aircraft but OAW-built aircraft proved heavier than those built at Johannisthal, and this extra weight reduced their climb and ceiling to that of the C.X. Despite having the same engine as the Rumpler C.IV and a nearly identical empty weight, the Rumpler was more maneuverable with better handling and slightly faster with far superior climb and ceiling.
   Albatros had slowly evolved their designs from the C.VII through C.X to C.XII. In contrast, Rumpler had taken a bold new approach with their 200 hp C.III and endured major development issues with that aircraft. This paid of when availability of the 260 hp Mercedes enabled the Rumpler C.IV based on the C.III airframe developed with such difficulty. Now Rumpler had a much more efficient wing cellule than Albatros that accounted for the performance difference.
   In service the C.XII suffered serious radiator leakage problems. The radiator housing was a stressed part of the cabane structure and flight loads were transmitted to the radiator housing, causing the soldered seams to leak. By itself this restricted flight duration and required constant repairs.
   Despite its disappointing performance, the C.XII was built in significant numbers and saw service on both the Western and Eastern Fronts. Combat experience soon revealed the C.XII was too vulnerable for long-range reconnaissance missions on the Western Front. First it was relegated to general-purpose, shorter-range reconnaissance duties, then it was removed from active service there, although it continued in service on the less demanding Eastern Front into 1918. Operational service also revealed the streamlined fuselage of the C.XII was not as robust as earlier Albatros C-types and many C.XII aircraft were destroyed in landing accidents, a heavy landing often resulting in the fuselage being broken in two - or even into three pieces.
   Once removed from the front the C.XII was used for training duties, where together with the C.X it continued to demonstrate more difficult handling qualities than earlier Albatros C-types.


Albatros C-Type Specifications
Albatros C.XII Albatros C.XII(OAW) Albatros C.XIII Albatros C.XIV Albatros C.XV
Engine 260 hp Mercedes D.IVa 260 hp Mercedes D.IVa 160 hp Mercedes D.III 220 hp Benz Bz.IVa 220 hp Benz Bz.IVa
Span, Upper 14.37 m 14.24 m 10.00 m 10.4 m 11.8 m
Span, Lower 13.01 m 12.92 m - - -
Chord, Upper 1.8 m 1.8 m - - -
Chord, Lower 1.6 m 1.6 m - - -
Gap 1.73 m (inboard) 1.80 m (outboard) 1.73 m (inboard) 1.80 m (outboard) - - -
Wing Area 42.7 m2 42.7 m2 - - -
Wing Dihedral 3° (upper), 2.5° (lower) 3° (upper), 2.5° (lower) - - -
Length 8.85 m 8.85 m 7.8 m 6.9 m 7.47 m
Height 3.40 m 3.40 m 2.71 m - 3.33 m
Empty Weight 1,020-1,115 kg 1,040-1,115 kg 700 kg 950 kg 859 kg
Loaded Weight 1,638-1,733 kg 1,658-1,733 kg 1,060 kg 1,385 kg 1,320 kg
Maximum Speed 175 km/h 175-180 km/h 165 km/h - 165 km/h
Climb to 1,000m 5 minutes 5 minutes 4 minutes - 3.4 minutes
Climb to 2,000m 11 minutes 11 minutes - - -
Climb to 3,000m 19 minutes 19 minutes - - -
Climb to 4,000m 30 minutes 30 minutes - - -
Climb to 5,000m 45 minutes 45 minutes 47 minutes - -
Climb to 6,000m - - - - 47 minutes
Duration 314 hours - 2.5 hours 3.5 hours 3 hours


Albatros C.XII Production Orders
Order Date Mfr Qty Serials
Dec. 1916 Alb 3 C.9312-9314/16 (1)
Jan. 1917 Alb 150 C.1050-1199/17 (2)
Jan. 1917 OAW 150 C.1200-1349/17 (3)
Feb. 1917 BFW 200 (4) C.1800-1999/17
March 1917 Li 25 (5) C.2350-2374/17
Notes: 1. Prototypes. 2. No data from C.l 150/17 on. 3. All delivered. 4. Last 20 aircraft (1980-1999/17) cancelled. 5. Order cancelled. Total 528 ordered, 483 completed, 433 delivered.

M.Kabatek, Fr.R.Kulczynski German Aircraft in Polish Service. Volume 2

Chapter 1: The Albatros C.XII

  In December 1916, Albatros Werke GmbH began developing a new long-range reconnaissance aircraft, the Albatros C.XII. As part of the company's evolutionary approach to aircraft design, the C.XII was based largely on the earlier C.X, with changes aimed at improving performance and correcting handling deficiencies. The most notable innovation was a new oval-section fuselage, intended to reduce aerodynamic drag and lower weight compared to the slab-sided design used in the C.V, C.VII, and C.X. This semi-monocoque airframe was entirely skinned in varnished birch plywood. The fuselage concept was based in part on the Albatros C.VIIIN night bomber, which had been developed shortly beforehand. A similar approach was used to develop the Albatros D.V fighter from the earlier D.III in the same period.
  The wing assembly remained nearly identical to that of the C.X, with no major structural changes. A larger vertical stabilizer and rudder, as well as an extended elevator, improved lateral stability and handling. A ventral fin was added, into which the tailskid was mounted. The undercarriage was lengthened and the wheel track widened from 1.95 to 2.20 m to reduce the aircraft's tendency to ground loop. Other changes included an updated cabane strut layout and improvements to the aileron control system to enhance roll responsiveness. While the aircraft shared the same 260 hp Mercedes D.IVa engine as its predecessor, the empty weight was reduced by about 70 kg.
  The C.XII was armed with a forward-firing LMG 08/15 machine gun for the pilot and a flexible machine gun for the observer. It could also carry a light bomb load, typically consisting of 12.5 kg PuW bombs. The aircraft could be fitted with a wireless transmitter and a retractable antenna for artillery spotting, as well as photographic equipment for reconnaissance missions.
  Deliveries to frontline units began in May 1917, just four months after an initial production order for 300 aircraft was placed - remarkably,before extensive type testing had been completed. Despite its elegant design and advanced aerodynamic refinements, the C.XII offered only modest improvements in climb rate and ceiling compared to the C.X, while remaining noticeably inferior to the Rumpler C.IV in speed, agility, and survivability. Although widely distributed to both Western and Eastern Front units, the Albatros C.XII was gradually withdrawn from combat roles by late 1917 and reassigned to training duties. Ultimately, no more than 433 were delivered, as the aircraft's disappointing performance failed to justify further production. By 30 April 1918, only 36 aircraft remained on the Frontbestand list, and it is likely that none of them were still flying operational missions - except perhaps for low-risk sorties not requiring deep penetration over the lines.
  A total of 18 Albatros C.XII aircraft entered the inventory of the Polish air service. Nine of them were captured in Warsaw on 15 November 1918, when Polish forces took control - without firing a shot - of an air station previously used by Flieger-Beobachterschule Warschau, following four days of negotiations with German personnel. These aircraft had been built under license by Bayerische Flugzeug-Werke AG and had seen intensive use as training aircraft. Despite that, their condition was good enough that, after minor inspection and servicing at the newly established Centralne Warsztaty Lotnicze (Central Aviation Workshops), they were assigned to combat units. From February to July 1919, they participated in fighting against Ukrainian forces. Those that survived the battles over Eastern Galicia were later used in the Polish-Soviet War, with the last one still flying combat missions as late as July 1920. At various times, the aircraft served with 1. Eskadra Lacznikowa (1st Liaison Squadron), 2., 6., 7., and 8. Eskadra Lotnicza (2nd, 6th, 7th, and 8th Air Squadrons), 11. (4.) Eskadra Niszczycielska (11th/4th Bombardment Squadron), II Szkola Pilotow (2nd Pilot School), and the Oddzial Lotny Szefostwa Lotnictwa 1. Armii (Flying Detachment of the Air Service Command of the 1st Army).
  In Polish service, the Albatros C.XII was not used in its original role as a long-range reconnaissance aircraft. Instead, it proved highly effective in ground-attack and close air support roles - largely because the enemy lacked fighter cover. It was also employed in liaison and frontline reconnaissance missions. All operational Polish C.XII aircraft had their LMG 08/15 machine guns removed, following their earlier use by Flieger-Beobachterschule Warschau. During combat missions, they carried only the observer's machine gun. Depending on ammunition availability, crews used Schwarzlose M.07/12, Parabellum LMG 14, or Lewis guns interchangeably. Observers also carried up to 60 kg of Austro-Hungarian or German-made bombs in the cockpit. Because of their poor maneuverability, Polish crews often referred to the C.XII as krowa ("cow"). Still, the aircraft was generally well-liked and praised for being relatively fast given its size.
  In addition to the aircraft captured in Warsaw, nine more Albatros C.XII were delivered to Poland by the Allies in early 1921 as part of war reparations. However, all of them were in poor condition - damaged and incomplete. They were missing cockpit equipment, engines or their components, and even major airframe parts such as the horizontal stabilizer, elevator, or wings. Surviving records do not explain why the decision was made to deliver the aircraft or why they were accepted, especially since their shipping cost by sea likely exceeded their actual value. Moreover, by early 1921, the Polish air service was steadily growing through purchases of new British, French, and Italian aircraft, while obsolete German designs were being withdrawn from use. None of the nine Albatros C.XII received through reparations were returned to flying condition - not even repair attempts were made - and all were ultimately scrapped in the spring of 1921.


Albatros C.XII 1051/17

  The aircraft was handed over by the Allies as part of war reparations. It arrived in Poland by sea and was stored at the Lawica depots from January 1921.The Polish acceptance commission reported: it has a Mercedes 260 hp engine, No. 28663. The fuselage is damaged. Missing: interplane struts, bracing wire, control cables, rudder, seat cushions, pilot's seatbelt, tail fin, elevator, pilot's seat, compass, ring mount, fuel pump, gravity fuel tank, hub fixing bolts, starter, oil pressure gauge, oil level gauge. The propeller is damaged. The engine is missing one spark plug and two contact breakers.


Albatros C.XII 1094/17

  One of nine Albatros C.XII aircraft delivered as war reparations, it was stored at the Lawica depots from January 1921. The Polish acceptance commission reported: no engine, missing: interplane struts, bracing wire, horizontal stabilizer, seat cushions, Cellon windshield, pressure gauge, oil tank, tachometer, radiator, pilot's seat, compass,fuel pump, gravity fuel tank, muffler, oil pressure gauge, starter, and oil level gauge.


Albatros C.XII (OAW) 1223/17

  Another aircraft from the same batch of war reparations, it was stored at the Lawica depots from January 1921. The Polish acceptance commission reported: it has a Mercedes 260 hp engine, No. 28715. The fuselage is damaged. Missing: interplane struts, horizontal stabilizer, elevator, seat cushions, propeller, tachometer, pilot's seat, compass, ring mount, fuel pump, gravity fuel tank, starter, oil pressure gauge, and oil level gauge. The upper and lower wings are damaged,and the engine is missing one magneto.


Albatros C.XII (OAW) 1226/17

  Delivered as part of the same Allied reparation shipment, the aircraft was stored at the Lawica depots from January 1921. The Polish acceptance commission reported: no engine. The fuselage is damaged. Missing: interplane struts, horizontal stabilizer, seat cushions, fuel tank, radiator, rudder, pilot's seat, compass, fuel pump, gravity fuel tank, oil pressure gauge, and oil level gauge.


Albatros C.XII (OAW) 1229/17

  The aircraft was handed over by the Allies as part of war reparations. It was stored at the Lawica depots from January 1921. The Polish acceptance commission reported: no engine. Missing: interplane struts, bracing wire, horizontal stabilizer, rudder, seat cushions, pressure gauge, radiator, compass, fuel pump, gravity fuel tank, starter, oil pressure gauge, and oil level gauge.


Albatros C.XII (OAW) 1266/17

  One of nine Albatros C.XII aircraft delivered as war reparations, it was stored at the Lawica depots from January 1921. The Polish acceptance commission reported: it has a Mercedes 260 hp engine, No. 26863. The fuselage is damaged. Missing: interplane struts, bracing wire, horizontal stabilizer, seat cushions, upper and lower wings, pilot's seat, observer's seatbelt, compass, ring mount,fuel pump, gravity fuel tank, hub fixing bolts, starter, oil pressure gauge, and oil level gauge. The propeller is damaged. The engine is missing two contact breakers and one spark plug.


Albatros C.XII (Bay) 1811/17

  Another aircraft from the same batch of war reparations, it was stored at the Lawica depots from January 1921. The Polish acceptance commission reported: no engine. Missing: interplane struts, elevator, seat cushions, pilot's seat, compass, fuel pump, gravity fuel tank, muffler, starter, oil pressure gauge, and oil level gauge.


Albatros C.XII (Bay) 1818/17

  Delivered as part of the same Allied reparation shipment, the aircraft was stored at the Lawica depots from January 1921. The Polish acceptance commission reported: no engine. Missing: interplane struts, bracing wire, seat cushions, elevator, pilot's seat, compass, ring mount, fuel pump, gravity fuel tank, muffler, starter, oil pressure gauge, and oil level gauge.


Albatros C.XII (Bay) 1832/17

  The aircraft was captured on 15 November 1918 in Warsaw. In the following weeks, it was transferred to CWL for inspection and maintenance. After the work was completed, it was delivered to III Park Lotn. in Lviv. On 7 February 1919, it was assigned to 6. EL, which was stationed at the same airfield. At the time, the squadron was engaged in heavy fighting against Ukrainian forces surrounding the city, carrying out reconnaissance missions and ground attacks.
  During a combat flight on 24 February 1919, the aircraft, crewed by sierz. pil. Jozef Cagasek and pchor. obs. Stanislaw Pietruski, was unexpectedly attacked by a Nieuport 23 (N3374) piloted by sotnik Fyodor Alelyukhin. The encounter ended with the Ukrainian fighter being shot down - marking the first aerial victory in the history of the Polish air service. Pietruski recalled the mission in his memoirs:
  I was flying with Cagasek in what we called the "cow," the C.XII - a German machine, fast enough but heavy and sluggish, like a cow. It was a clear, frosty day. We were flying a full circuit around Lviv, freezing cold (we had no flight suits - I was wearing a long coat), and we were finishing the flight, heading back from the High Castle. We were at about 900 to 1,000 meters, with the airfield already beneath us. I was huddled up in the cockpit, freezing, just waiting to land and warm up. Suddenly, I heard the chatter of a machine gun behind me. I turned around and saw a Ukrainian Nieuport on our tail, pouring rounds into us. I nearly jumped out of my seat - no one even knew the Ukrainians had planes.
  I threw myself at the machine gun, tore off my gloves, and started firing back at him from maybe 60 meters. The enemy pilot, hit square in the face with a fullburst, didn't dive away instead, he tried to outfly us. When Cagasek began turning left, the Nieuport followed. But because he was faster and could only shoot straight ahead through the propeller arc, he ended up flying parallel to us, just 20 meters off our wing. That's when I had the perfect shot - firing burst after burst - and I couldn't believe he was still flying. I was hitting him from close range, dead broadside. We only had standard rounds, no incendiary or tracer ammo, but I knew I was landing solid hits.
  The Nieuport sped ahead of us and began to turn, setting up to come at us again from the left. I grabbed the machine gun to swing it over to the other side - but the whole thing fell apart in my hands. All I had left was the grip; the entire bolt dropped to the floor. I was completely defenseless. I showed the pilot the broken grip and braced myself - I figured we were sitting ducks.
  I leaned back against Cagasek, shoved my hands in my pockets, and kept my eyes on the Ukrainian. To my surprise, he didn't come back around. Instead, he veered off and headed toward Ukrainian lines, back in the direction of the High Castle. That's when it hit me - I must have hit his fuel tank, and he was gliding back before going down.
  When we landed, my buddies gave me a hero's welcome - they'd seen the whole dogfight. After the inspection, we counted 16 bullet holes in our tail controls.
  A brief mission report was also included in the operational summary of III GL:
  A reconnaissance aircraft was attacked over the airfield at an altitude of about 400 meters and forced into a dogfight with an enemy Nieuport fighter. Our aircraft took several hits to the fuselage and wings. After a second pass, the enemy aircraft broke off the engagement.
  On 6 March 1919, after the plywood skin was repaired and a new machine gun installed, Albatros C.XII (Bay) 1832/17 was scheduled for another combat sortie. However, the aircraft crashed during takeoff, sustaining serious damage. The crew, por.pil. Franciszek Peter and pchor. obs. Stanislaw Pietruski, suffered minor injuries. Pietruski later described the incident:
  Around that time, I had a crash. I was flying with Peter, and right after takeoff, the engine quit. We were about 20 meters up, flying over a small grove near our airfield. The pilot could've landed on the trees, but that would've wrecked the aircraft for sure. So he tried to turn back, even as the engine kept cutting in and out. He managed to complete the turn, but we lost speed and dropped from about 20 meters straight into the ground. We hit wing-first, which absorbed most of the impact.
  I got smacked in the gut by a bomb and was thrown out of the aircraft, unconscious, just like Peter. When I came to, some of our guys were already standing over us. The hit from the bomb made me nauseous, and I threw up. Bastyr came running over when he heard about the crash. He asked how I felt. I said I was okay. "Good," he said. "Then get in another machine and go fly." It was psychological - he didn't want me to develop a fear of flying after the crash.
  The damaged aircraft was returned to III Park Lotn., where it remained until 20 April 1919. It was later sent to CSL, and at the end of July, transferred to CWL. After undergoing repairs, it was assigned to 2. EL in Rivne. It reentered service on 19 August 1919, but due to the poor condition of its newly installed engine, it was not considered operational.
  In early September 1919, repairs began at II RPL in Volodymyr. However, ongoing engine problems led to the aircraft being returned to CWL in mid-March 1920. The work was never completed, and the aircraft was likely scrapped in August 1920.


Albatros C.XII (Bay) 1833/17

  The aircraft was captured on 15 November 1918 in Warsaw. In the following weeks, it was transferred to CWL for inspection and maintenance. On 29 January 1919, immediately after the work was completed, it was assigned to 2. EL in Lublin. At the end of April, as part of preparations for an offensive aimed against Ukrainian forces in Volhynia and Eastern Galicia, the squadron relocated to Volodymyr, approximately 130 km to the southeast. During operations in May and June 1919, the aircraft carried out liaison flights to maintain communication with forward Polish units:
- 19 May 1919 - Takeoff: 5:10, landing: 6:10. Crew: sierz. pil. Jan Kauba and por. obs. Kazimierz Olechnowicz. Summary: liaison flight from Volodymyr to Lutsk (the aircraft carried orders issued by the commander of the Volhynian Front).
- 20 May 1919 - Takeoff: 8:45, landing: 10:00. Crew: sierz. pil. Jan Kauba and por. obs. Kazimierz Olechnowicz. Summary: return flight from Lutsk to Volodymyr. The mission was carried out despite poor weather conditions along the route, including strong winds and hail.
- 22 May 1919 - Takeoff: 8:00, landing: 11:30. Crew: sierz. pil. Jan Kauba and por. pil. Wojciech Woyna. Summary: liaison flight from Volodymyr to Lutsk (the aircraft carried orders issued by the commander of the Volhynian Front).
- 23 May 1919 - Takeoff: 9:05, landing: 9:50. Crew: sierz. pil. Jan Kauba and a mechanic. Summary: liaison flight from Volodymyr to Lutsk (the aircraft carried orders issued by the commander of the Volhynian Front).
- 23 May 1919 - Takeoff: 15:00, landing: 15:50. Crew: sierz. pil. Jan Kauba and a mechanic. Summary: return flight from Lutsk to Volodymyr.
- 2 June 1919 - Takeoff: 8:20, landing: 9:00. Crew: sierz. pil. Jan Kauba and ppor. obs. Stefan Zajkowski. Summary: liaison flight from Volodymyr to Lutsk (the aircraft carried orders issued by the commander of the Volhynian Front).
- 10 June 1919 - Takeoff: 6:00, landing: 6:40. Crew: sierz. pil. Jan Kauba and por. pil. Wiktor Robotycki. Summary: liaison flight from Volodymyr to Lutsk (the aircraft carried orders issued by the commander of the Volhynian Front).
- 10 June 1919 - Takeoff: 14:00, landing: 15:00. Crew: sierz. pil. Jan Kauba and por. pil. Wiktor Robotycki. Summary: return flight from Lutsk to Volodymyr.
  In mid-June 1919, Albatros C.XII (Bay) 1833/17 suffered an engine bearing failure due to the use of low-quality oil. The aircraft was sent to CWL for repairs. On 8 July 1919, it was loaded onto a railway platform for delivery to 2. EL. As the train set off, the ropes securing the fuselage snapped, causing the aircraft to roll off and suffer severe damage.
  Repairs to Albatros C.XII (Bay) 1833/17 were not completed until early June 1920. Afterward, it was assigned to 11. (4.) EN stationed in Dunilavichy. It joined the unit on 25 June after a delivery flight from Warsaw lasting four hours.The very next day, the squadron relocated to Dokshytsy, from where the aircraft performed its first combat sortie against Soviet forces:
- 5 July 1920 - Takeoff: 14:15, landing: 15:00. Crew: sierz. pil. Karol Biel and st. szer. obs. Bogdan Butkiewicz. Summary: reconnaissance mission over the Pustosiele - Berezina River - Chernitsa - Myadzyel Lake area. The mission was aborted due to heavy rainfall. The observer dropped a report over Vileyka with information on enemy unit positions. Despite harsh weather conditions the crew successfully returned to Maladzyechna.
  On 9 July 1920, Oddzial Lotny Szefostwa Lotnictwa 1. Armii was established in Maladzyechna. Among its aircraft was Albatros C.XII (Bay) 1833/17, which was transferred to Lida along with the unit. In the following days, it participated in three combat missions:
- 13 July 1920 - Takeoff: 18:00, landing: 21:25. Crew: sierz. pil. Antoni Katarzynski and ppor. obs. Tadeusz Uszynski. Summary: reconnaissance mission over the front line near Maladzyechna. Mission report: significant movement of supply columns likely linked to troop movements from Maladzyechna toward Lida along the railway line. No movement toward Minsk or Vilnius. Maladzyechna station was empty, with no troops in the town. Vileyka station was also deserted, with no troops or railcars present, and no movement observed in the town.
- 14 July 1920 - Takeoff: 18:20, landing: 21:45. Crew: sierz. pil. Antoni Katarzynski and ppor. obs. Tadeusz Uszynski. Summary: reconnaissance mission north of the Salos-Smarhon railway line, between the Vilija and Losha rivers.
- 15 July 1920 - Crew: sierz. pil. Karol Biel and ppor. obs. Czeslaw Niekraszewicz. Summary: reconnaissance mission over the Bahdanaw-Ashmyany-Slobodka-Salos-Smarhon area. During the flight, the engine suffered a serious failure. Flight time: 2 hours 10 minutes.
  Due to the advance of the Red Army, Oddzial Lotny Szefostwa Lotnictwa 1. Armii was forced to withdraw to Bialystok. Meanwhile, 11. (4.) EN departed to Torun for reorganization and re-equipment. Albatros C.XII (Bay) 1833/17 was transferred to CWL, where it was eventually scrapped in August 1920.


Albatros C.XII (Bay) 1849/17

  The aircraft was captured on 15 November 1918 in Warsaw. In the following weeks, it was transferred to CWL for inspection and servicing. On 5 March 1919, immediately after the work was completed, it was assigned to 2. EL in Lublin. Surviving records indicate that the aircraft was soon used on its first operational sortie:
- 20 March 1919 - Takeoff: 11:20. Crew: ppor. pil. Wilczynski and ppor. obs. Waclaw Koscianowski. Summary: combat mission. Shortly after takeoff, the aircraft began to lose stability, likely due to weather-related damage sustained while it had been stored outside the hangar. During the final phase of the landing, the pilot was unable to regain full control, and the aircraft flipped over, damaging the upper wing, rudder, and propeller.
  In April and early May, the aircraft underwent repairs at CSL and CWL. On 10 May 1919, it arrived at III Park Lotn. and was soon assigned to 6. EL, which was also stationed in Lviv. By 20 June, the engine had logged 12 hours of flight time. In that period, the aircraft sustained minor damage on a combat sortie flown by por. pil. Franciszek Peter and pchor. obs. Stanislaw Pietruski (both from 7. EL). In his memoirs, pchor. Pietruski recounted the mission as follows:
  Around 20 June, Franek [short for Franciszek - author's note] returned from the hospital. He was still limping, but eager to fly again. I flew with him in the "cow" (Albatros C.XII), and once again, Franek couldn't help himself - whenever he saw Ukrainians, he attacked them, and naturally, it nearly ended in disaster. We attacked Ukrainian positions dug in on a riverbank. As usual, we dropped to about 5-6 meters. The entire trench opened fire as we skimmed just above the ground. Suddenly, we heard a strange rattle in the engine. Franek reacted instantly. It turned out that the metal spinner covering the propeller hub had come loose - one of its two fasteners had been shot off, and the metal was striking the propeller, threatening to slice through it. Franek cut the engine and landed about 200–300 meters behind enemy lines, just beyond the trenches. Franek was truly a remarkable pilot - he put the aircraft down smoothly, with a dead prop, on a field full of holes and brush. To this day, I have no idea how he pulled it off. I jumped out, ran to the propeller, tore off the metal spinner in one motion, gave the prop a couple of turns to prime the engine, and climbed back into the cockpit. I saw a group of Ukrainians running toward us, shouting "Surrender!" I jumped back in. Franek started the engine and took off while I let loose a long burst from the machine gun to cool their enthusiasm - they thought they had us. The takeoff was a success. We gained altitude and crossed the Ukrainian lines at 500 meters, heading home. I told Franek we had more luck than sense. He nodded, but smiled.
  The damage turned out to be minor, and after a brief inspection, the aircraft returned to service. On 28 August 1919, Albatros C.XII (Bay) 1849/17 was transferred to 9. EL in Dubno. The first flight after delivery to the unit was performed on 1 October 1919 by ppor. pil. Antoni Poznanski. Just 15 minutes after takeoff, the engine failed. During the emergency landing, the aircraft sank into soft ground, breaking the propeller and damaging the fuselage. Repairs took several months and were carried out by the personnel of II RPL and CWL. On 6 July 1920, the aircraft was assigned to 11. (4.) EN. It was received by sierz. pil. Antoni Katarzynski, who conducted a delivery flight from Warsaw to Maladzyechna the following day. The aircraft was lost on its first mission:
- 8 July 1920 - Crew: sierz. pil. Antoni Katarzynski and ppor. obs. Tadeusz Uszynski. Summary: reconnaissance mission to establish contact with the operational group under gen.ppor. Lucjan zeligowski. Near Vidzy, the crew spotted a Soviet cavalry unit and decided to attack. The pilot descended, allowing the observer to open fire with a machine gun. The Soviets immediately returned fire, and one of the bullets hit the engine. The crew made an emergency landing. Soviet troops tried to capture the Polish airmen, but ppor. Uszynski repelled the advancing cavalry with machine gun fire. The crew then set the aircraft on fire and broke through to the positions of 13. Pulk Ulanow Wilenskich (13th Regiment of Wilno Uhlans).


Albatros C.XII (Bay) 1869/17

  The aircraft was captured on 15 November 1918 in Warsaw. In the following weeks, it was transferred to CWL for inspection and maintenance. On 14 January 1919, Boleslaw Skraba and por. obs. Julian Jurkiewicz carried out four maintenance check flights, totaling 1 hour and 5 minutes. The aircraft was then disassembled and transported by rail to III Park Lotn. in Lviv. On 3 February 1919, Albatros C.XII (Bay) 1869/17 was assigned to 7. EL, stationed at the same location. Just a few days later, it was sent back to III Park Lotn. for an engine repair. It rejoined 7. EL more than month later and soon took part in its first combat mission against Ukrainian forces:
- 11 April 1919 - Crew: kpt. pil. Stefan Bastyr and por. obs. Wladyslaw Torun. Summary: bombing mission against the railway station and the palace in Khodoriv, which served as the headquarters of General Mykhailo Omelianovych-Pavlenko. Over the target area, the observer dropped three 10-kg bombs. Flight time: 2 hours.
  On 19 April 1919, the aircraft was assigned to 6. EL in Lviv. Just two weeks later, on 3 May, it was damaged in a landing accident.The crew, ppor.pil. Ludwik Idzikowski and ppor. obs. Ryszard Hesse, sustained only minor injuries. On 15 July 1919, the repaired fuselage was delivered to 6. EL, which at the time was stationed in Ternopil.
  On 14 September 1919, Albatros C.XII (Bay) 1869/17 was sent back to III Park Lotn. due to engine wear after 46 hours of operation. The aircraft was likely sent to CSL in January 1920 and scrapped.


Albatros C.XII (Bay) 1871/17

  The aircraft was captured on 15 November 1918 in Warsaw. In the following weeks, it was transferred to CWL for inspection and maintenance. On 1 February 1919, the aircraft was delivered to III Park Lotn. in Lviv, where it remained awaiting assignment to a combat unit. Before the end of the month, it was ultimately handed over to 6. EL, which was stationed at the same airfield. By 10 March 1919,
it had logged a total of two flight hours.
  On 12 March 1919, kpt. pil. Camillo Perini, then commanding III GL, was tasked with transporting gen. por. Wladyslaw Rozwadowski, commander of the Armia "Wschod" (Army "East"), from Lviv to Przemysl. He carried out the mission in Albatros C.XII (Bay) 1871/17. After returning, kpt. Perini handed the aircraft over to a ground crewman. While the crewman was taxiing it, the aircraft became stuck in soft terrain, causing the spinning propeller to strike the surface. The damaged propeller was replaced later that day, and the aircraft took off for a maintenance check flight with por. pil. Franciszek Peter and ppor. obs. Ryszard Hesse on board. During the approach to land,the engine failed. Upon touchdown, the aircraft flipped over and was transferred to III Park Lotn. It remained there at least until 20 April 1919. About a month later, it was sent to CSL, where it was approved for repairs. On 12 June, it was assigned to II Szkola Pilotow in Warsaw.
  On 19 August 1919, ppor. pil. Jozef Krzyczkowski of 3. EL received orders to travel to Vilnius to organize an airmail connection for transporting diplomatic mail, including intelligence materials, between Vilnius and Riga. Albatros C.XII (Bay) 1871/17 was placed at his disposal. Over the following days, the aircraft completed three flights.
- 20 August 1919 - Takeoff: 8:40, landing: 11:15. Crew: ppor. pil.Jozef Krzyczkowski and por. obs. Jozef Godlewski. Summary: ferry flight from Warsaw to Vilnius.
- 26 August 1919 - Takeoff: 16:00, landing: 18:25. Crew: ppor. pil. Jozef Krzyczkowski and por. obs. Jozef Godlewski. Summary: diplomatic mail flight from Vilnius to Riga. The return leg was significantly delayed due to difficulties obtaining fuel. After much effort, the crew managed to purchase it from a pharmacy warehouse, while the oil was supplied by British troops stationed in Riga.
- 30 August 1919 - Takeoff: 9:30. Crew: ppor. pil. Jozef Krzyczkowski and por. obs. Jozef Godlewski. Summary: diplomatic mail flight from Riga to Vilnius. While en route, the engine failed - likely due to poor-quality fuel. The pilot made a successful emergency landing in a forest clearing only 100 m long. During the rollout, however, the aircraft ran into a ditch that was not visible from the air. Local peasants were assigned to guard the aircraft, while the crew rode on horseback to the nearest town.There, they found the headquarters of 1. Brygada Piechoty Legionow (1st Legions Infantry Brigade) and requested assistance in reaching Vilnius. Although the unit had both a car and a train at its disposal, permission to use them was denied. Instead, a group of armed soldiers was sent to the landing site. After further efforts, the crew managed to contact the headquarters of 1. Dywizja Piechoty Legionow (1st Legions Infantry Division) by telephone. The division's chief of staff explained that no support could be provided due to the poor condition of the unit's vehicles. In response, por. Godlewski asked that military intelligence officers be urgently informed of the incident. Ultimately, the mail reached Vilnius within 30 hours. The heavily damaged aircraft was sent to CWL and scrapped.


Albatros C.XII (Bay) 1905/17

  The aircraft was captured on 15 November 1918 in Warsaw. In the following weeks, it was transferred to CWL for inspection and maintenance. On 22 January 1919, it was officially assigned to 1. El in Warsaw. However, it remained at CWL, where it underwent minor modifications: it was fitted with an additional gravity fuel tank and a new engine.
  In mid-March, the aircraft was assigned to 8. EL. On April 1919, the crew of ppor. pil. Kazimierz Jesionowski and sierz. obs. Bilinski performed a 20-minute maintenance check flight. Due to engine problems, it was decided to return the aircraft to CWL.
  By late May 1919, the aircraft was transferred to Szkola Mechanikow (Aircraft Mechanics School) in Warsaw as a training aid. Just a few days later, it was transferred to 2. EL in Volodymyr. By the end of June, the aircraft had carried out two flights:
- 12 June 1919 - Crew: sierz. pil. Stefan Niewitecki and observer. Summary: bombing mission.About 30 minutes after takeoff, the engine caught fire. The crew made an emergency landing and immediately began fighting the flames. Fortunately, they managed to bring the fire under control before it could spread to the fuel tank or the bombs in the observer's cockpit.The aircraft remained airworthy, as the damage turned out to be minimal.
- 30 June 1919 - Landing: 18:45. Crew: sierz. pil. Jan Kauba and ppor. obs. Stefan Zajkowski. Summary: ferry flight from Volodymyr to Kovel. During the landing, the wheel rim broke. As a result of the collision with the ground, the propeller, radiator, undercarriage, fuselage, wings, and tailplane were damaged.
  For nearly a year, the aircraft was stored at CWL and CSL. By June 1920, it was ultimately decided not to return it to flying condition, and it was scrapped.


Albatros C.XII (Bay) 1907/17

  The aircraft was captured on 15 November 1918 in Warsaw. In the following weeks, it was transferred to CWL for inspection and maintenance. By 20 March 1919, it had been assigned to 8. EL. At the time, the squadron was stationed in Warsaw, but on 7 April it relocated to Brest, closer to the front lines. During its service with the unit, the aircraft performed two flights:
- 3 April 1919 - Crew: ppor. pil. Kazimierz Jesionowski and plut. Michalak. Summary: maintenance check flight. Flight time: 30 minutes.
- 27 April 1919 - Crew: ppor. pil. Zygmunt Herget and sierz. obs. Bilinski. Summary: ferry flight from Brest to Janow Podlaski. About 50 minutes after takeoff, the engine failed. The pilot made a safe landing near Drohiczyn.
  On 2 May 1919, the aircraft was sent to CWL, and by the end of the month it was transferred to III Park Lotn. in Lviv. It arrived there on 2 June and, three days later, was assigned to 6. EL. By 10 July,it had logged 16 hours of flight time. After sustaining damage on 12 July, Albatros C.XII (Bay) 1907/17 was sent to III Park Lotn. and rejoined 6. EL in mid-September, by which time the squadron had relocated to Ternopil.
  The aircraft was seriously damaged during a combat flight on 24 September 1919. Due to a fuel line leak and the resulting fire hazard, the pilot made an emergency landing near Rosokhuvatets, which ended with the destruction of the airframe. The crew, por. pil. Kazimierz Swoszowski and ppor. obs. Feliks Blaszkiewicz, escaped without injury. The wreck was transported to III Park Lotn. Due to the extent of the damage, it was not repaired and was scrapped.


Albatros C.XII (Bay) 1909/17

  The aircraft was captured on 15 November 1918 in Warsaw. In the following weeks, it was transferred to CWL for inspection and maintenance. On 28 January 1919, it was assigned to 1. EL in Warsaw, but in early February, likely due to an engine failure, it had to be returned to CWL. The aircraft rejoined the squadron on 24 February. However, by mid-March 1919, it was temporarily placed in storage at CSL. On 19 May 1919,ppor. pil. Jozef Krzyczkowski delivered Albatros C.XII (Bay) 1909/17 to Kovel, where it officially entered service with 3. EL:
- 20 May 1919 - Crew: ppor. pil. Jozef Krzyczkowski and por. obs. Jozef Godlewski. Summary: liaison flight from Kovel to Lutsk and back.
- 30 May 1919 - Takeoff: 5:00, landing: 5:50. Crew: ppor. pil. Jozef Krzyczkowski and ppor. obs. Tadeusz Antonowicz. Summary: reconnaissance mission in the Kovel-Perespa-Dubno-Kovel area. The mission was aborted due to heavy rain and a low cloud ceiling.
- 1 June 1919 - Takeoff: 5:20, landing: 7:15. Crew: ppor. pil. Jozef Krzyczkowski and por. obs. Jozef Godlewski. Summary: reconnaissance mission in the Kovel-Rozhyshche-Kolky-Klevan-Olyka-Kivertsi-Kovel area. Due to a low cloud ceiling - dropping to 100 m - the mission was aborted over Trostianets.
- 1 June 1919 - Takeoff: 17:05, landing: 19:55. Crew: ppor. pil. Jozef Krzyczkowski and por. obs. Jozef Godlewski. Summary: reconnaissance mission in the Kovel-Rozhyshche-Kolky-Klevan-Olyka-Kivertsi-Kovel area.
  On 7 June 1919, 3. EL relocated to Warsaw and transferred Albatros C.XII (Bay) 1909/17 to CWL. A month later, the aircraft was assigned to 2. EL in Volodymyr. During its service with the unit, the following flights were recorded:
-7 July 1919 - Takeoff: 8:00, landing: 8:25. Crew: sierz. pil. Stefan Niewitecki and pchor. obs. Tomasz Bierzynski. Summary: maintenance check flight.
- 9 July 1919 - Takeoff: 7:00, landing: 8:00. Crew: sierz. pil. Jan Kauba and pchor. obs. Tomasz Bierzynski. Summary: maintenance check flight.
- 15 July 1919 - Takeoff: 6:15, landing: 7:00. Crew: sierz. pil. Jan Kauba and pchor. obs. Tomasz Bierzynski. Summary: ferry flight from Volodymyr to Lutsk.
-15 July 1919 - Takeoff: 12:30, landing: 14:15. Crew: sierz. pil. Jan Kauba and pchor. obs. Tomasz Bierzynski. Summary: reconnaissance mission in the Kolky-Polonne-Sarny area.
- 15 July 1919 - Takeoff: 18:20, landing: 19:00. Crew: sierz. pil.Jan Kauba and pchor. obs. Tomasz Bierzynski. Summary: ferry flight from Lutsk to Volodymyr.
-16 July 1919 - Takeoff: 6:30, landing: 7:15. Crew: sierz. pil. Jan Kauba and por. pil. Wiktor Robotycki. Summary: ferry flight from Volodymyr to Lutsk.
- 16 July 1919 - Takeoff: 16:30, landing: 17:00. Crew: sierz. pil. Jan Kauba and por.pil. Wiktor Robotycki. Summary: reconnaissance mission in the Sarny area. The mission was aborted due to a thunderstorm.
- 16 July 1919 - Takeoff: 20:30, landing: 21:15. Crew: sierz. pil. Jan Kauba and por. pil. Wiktor Robotycki. Summary: transfer flight from Lutsk to Volodymyr.
-17 July 1919 - Takeoff: 8:15, landing: 11:05. Crew: sierz. pil. Jan Kauba and pchor. obs. Tomasz Bierzynski. Summary: reconnaissance mission in the Rozhyshche-Kolky-Polonne-Rafalivka-Zholudsk-Antonivka-Sarny-Zholudsk-Rafalivka-Polonne-Kolky-Styr River-Lutsk area.
-17 July 1919 - Takeoff: 15:30, landing: 16:15. Crew: sierz. pil. Jan Kauba and pchor. obs. Tomasz Bierzynski. Summary: ferry flight from Lutsk to Volodymyr.
- 18 July 1919 - Takeoff: 9:30, landing: 10:15. Crew: sierz. pil. Jan Kauba and por. pil. Wiktor Robotycki. Summary: ferry flight from Volodymyr to Lviv.
-18 July 1919 - Takeoff: 17:00, landing: 17:50. Crew: sierz. pil. Jan Kauba and por. pil. Wiktor Robotycki. Summary: ferry flight from Lviv to Volodymyr.
- 21 July 1919 - Takeoff: 9:15, landing: 9:50. Crew: sierz. pil. Jan Kauba and por. pil. Wiktor Robotycki. Summary: ferry flight from Volodymyr to Lviv. The aircraft returned to the airfield for repairs due to a damaged propeller.
- 28 July 1919 - Takeoff: 7:30, landing: 7:45. Crew: sierz. pil. Jan Kauba and a mechanic. Summary: maintenance check flight.
- 28 July 1919 - Takeoff: 17:30, landing: 17:35. Crew: sierz. pil. Jan Kauba and a mechanic. Summary: maintenance check flight. The flight was cut short due to a clogged fuel line. Additionally, an inspection revealed that the propeller needed to be replaced.
- 30 July 1919 - Takeoff: 6:55, landing: 7:10. Crew: sierz. pil. Jan Kauba and a mechanic. Summary: maintenance check flight.
- 7 August 1919 - Takeoff: 7:00, landing: 8:00. Crew: sierz. pil. Jan Kauba and a mechanic. Summary: maintenance check flight.
- 7 August 1919 - Takeoff: 8:05, landing: 9:05. Crew: sierz. pil. Jan Kauba and a mechanic. Summary: maintenance check flight.
- 7 August 1919 - Takeoff: 5:30, landing: 7:00. Crew: sierz. pil. Jan Kauba and pchor. obs. Tomasz Bierzynski. Summary: liaison flight from Volodymyr to Lavriv.
- 8 August 1919 - Takeoff: 15:00, landing: 16:00. Crew: sierz. pil. Stefan Niewitecki and pchor. obs. Tomasz Bierzynski. Summary: liaison flight from Volodymyr to Lutsk.
- 8 August 1919 - Takeoff: 18:00, landing: 18:30. Crew: pilot and observer. Summary: maintenance check flight. The flight was interrupted due to an engine failure.
- 9 August 1919 - Takeoff: 16:00, landing: 16:30. Crew: pilot and observer. Summary: maintenance check flight. During the flight, the fuselage sustained severe damage.
  The aircraft was sent to II RPL in Volodymyr for repairs, which included replacing structural elements of the fuselage and its plywood skin, as well as repairing one of the wings. The overhaul continued until 30 January 1920. In early March, the aircraft was transferred to CSL, where it was ultimately scrapped.


Albatros C.XII (Bay) 1910/17

  The aircraft was captured on 15 November 1918 in Warsaw. In the following weeks, it was transferred to CWL for inspection and maintenance. On 1 February 1919, it was sent to III Park Lotn. in Lviv, where a new engine was installed. Shortly afterward, it was assigned to 7. EL. Surviving records indicate that the aircraft took part in one mission against Ukrainian forces:
- 11 April 1919 - Crew: por. pil. Stefan Stec and ppor. obs. Aleksander Senkowski. Summary: Bombing mission against the railway station and the palace in Khodoriv, which served as the headquarters of General Mykhailo Omelianovych-Pavlenko. During the flight, the aircraft sustained minor damage and was sent to III Park Lotn. for repairs later that day.
  It was probably transferred to CWL in May 1919. In early August, it was assigned to 2. EL in Volodymyr. By that time, it had been fitted with a different engine, but it was so worn out that it was immediately sent for overhaul. On 6 September 1919, sierz. pil. Stefan Niewitecki and por. pil. Wiktor Robotycki delivered the fully operational Albatros C.XII (Bay) 1910/17 to Rivne, the new base of 2. EL. The flight took 1 hour and 25 minutes, with a brief stopover in Lutsk. The very next day, the aircraft took part in another combat mission, this time against Soviet forces:
- 7 September 1919 - Takeoff: 9:30, Landing: 10:00. Crew: sierz. pil. Stefan Niewitecki and por. pil. Wiktor Robotycki. Summary: combat mission. The engine failed during the flight, forcing the crew to make an emergency landing near Kustin.
- 8 September 1919 - Takeoff: 14:30, Landing: 14:50. Crew: sierz. pil. Stefan Niewitecki and por. pil. Wiktor Robotycki. Summary: return flight to Rivne.
- 9 September 1919 - Takeoff: 11:30, Landing: 12:15. Crew: sierz. pil. Stefan Niewitecki and a mechanic. Summary: maintenance check flight. The engine failed again, forcing an emergency landing near Rivne. Upon touchdown, the propeller was damaged, and the pilot suffered a minor facial injury.
- 12 September 1919 - Takeoff: 14:00. Crew: sierz. pil. Stefan Niewitecki and plut. Boleslaw Lewandowski. Summary: maintenance check flight. As the aircraft began to climb after taking off from Rivne, the engine mount fractured. A crash was avoided solely thanks to the pilot's swift and correct response. A post-landing inspection revealed that several wooden elements of the fuselage structure were affected by rot.
  Albatros C.XII (Bay) 1910/17 was sent to II RPL in Volodymyr. In early March 1920, it was transferred to CSL and subsequently scrapped.


Albatros C.XII (Bay) 1960/17

  The aircraft was handed over by the Allies as part of war reparations. It arrived in Poland by sea and was stored at the lawica depots from January 1921. The Polish acceptance commission reported: no engine. Missing: interplane struts, elevator, seat cushions, pressure gauge, tachometer, pilot's seat, compass, fuel pump, gravity fuel tank, muffler, starter, oil pressure gauge, and oil level gauge.



Albatros C.XII Aircraft in Poland
German Serial Number Manufacturer & Model Code Number Engine Type (Serial Number)
1051/17 Albatros C.XII - Mercedes D.IVa (28663)
1094/17 Albatros C.XII - -
1223/17 Albatros C.XII (OAW) - Mercedes D.IVa (28715)
1226/17 Albatros C.XII (OAW) - -
1229/17 Albatros C.XII (OAW) - -
1266/17 Albatros C.XII (OAW) - Mercedes D.IVa (26863)
1811/17 Albatros C.XII (Bay) - -
1818/17 Albatros C.XII (Bay) - -
1832/17 Albatros C.XII (Bay) 7 Mercedes D.IVa (36640, 29443)
1833/17 Albatros C.XII (Bay) 2 Mercedes D.IVa (29613, 38163)
1849/17 Albatros C.XII (Bay) 3 Mercedes D.IVa (29775, 29423, 28471)
1869/17 Albatros C.XII (Bay) 1 Mercedes D.IVa (36260)
1871/17 Albatros C.XII (Bay) 6 Mercedes D.IVa (30242, 28471)
1905/17 Albatros C.XII (Bay) 4 Mercedes D.IVa (38166, 29598, 32342)
1907/17 Albatros C.XII (Bay) 9 Mercedes D.IVa (38168, 38166, 36640)
1909/17 Albatros C.XII (Bay) 8 Mercedes D.IVa (38163, 38763, 27503)
1910/17 Albatros C.XII (Bay) 5 Mercedes D.IVa (36559, 69160, 28656)
1960/17 Albatros C.XII (Bay) - -

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

Albatros C.XII

  In 1917, the possibility of manufacturing the German Albatros C.XII under license was discussed by the LFT, but the appearance of the promising Phonix C.I and UFAG C.I reconnaissance biplanes put an end to the proposal.