В.Кондратьев Самолеты первой мировой войны

DFW C-IV/C-V/C-VI/LVG C-VI

   Цельнодеревянный двухстоечный биплан со смешанной обшивкой. Конструкция вполне типична для немецких двухместных аэропланов тех времен. Фюзеляж покрыт фанерой, крылья - полотном. Капоты алюминиевые. Стойки шасси и бипланной коробки - стальные трубы каплевидного сечения. На некоторых машинах двигатель был закапотирован полностью, включая цилиндры, и установлен кок винта. Автор проекта - главный конструктор фирмы Дойче Флюгцойгверк Генрих Эльрих. С начала 1916-го C-IV производили фирмы DFW и Авиатик.
   В феврале 1916 года DFW C-IV начал поступать на фронт. Летом ему на смену пришел C-V со значительно более мощным мотором, позволившим резко поднять летные характеристики.
   Самолет был прост в управлении и послушен пилоту любой квалификации. Он получил много хороших отзывов с фронта, благодаря чему производство C-V развернули сразу несколько фирм: DFW, Авиатик, Хальберштадт и Шютте-Ланц.
   В начале 1917-го инженер-конструктор Мюссингброд перешел с фирмы DFW на LVG, организовав там лицензионный выпуск самолетов C-V. Машины, обозначенные LVG C-V отличались каплевидной формой вертикального оперения и несколько увеличенными размерами.
   C-V выпускался крупными сериями и активно применялся на западном и восточном фронтах, а также в Северной Италии, Македонии, Месопотамии и Палестине.
   Только во второй половине 1917 года на французском фронте действовало около 1000 машин этого типа. Они сыграли важную роль в битве под Аррасом и других операциях германской армии того периода. DFW оставались на вооружении частей первой линии вплоть до заключения перемирия.
   Весной 1918-го разработан и запущен в серию DFW C-VI с 200-сильным мотором, каплевидным "эльфауговским" килем, роговой компенсацией элеронов и увеличенной кабиной летнаба (для удобства обращения с турельным пулеметом). Вскоре появился аналогичный LVG C-VI. Оба типа применялись одновременно и были очень похожи, что нередко приводило к ошибкам в идентификации.
   Всего построено более 500 DFW C-VI и LVG C-VI.
   После вывода немецких войск из Польши и Украины в конце 1918 - начале 1919 годов несколько десятков DFW и LVG различных модификаций осталось на территории этих новосозданных государств, которые тут же задействовали их в пограничных конфликтах друг против друга. Также есть данные о закупках таких машин Советской Россией и применении их в гражданской войне.


ДВИГАТЕЛЬ
  
   220 л.с. (C-V) или 200 л.с. (C-VI).
  
  
ВООРУЖЕНИЕ
  
   1 синхр. "Шпандау", 1 турельный "Парабеллум".

А.Александров, Г.Петров Крылатые пленники России

С осени 1916 г. компания ДФВ также приступила к производству аэропланов класса Ц. Первые 4 модели оказались не слишком удачными, но следующая, "Ц-пятая", принесла настоящий успех. Появившись в конце 1916 г., ДФВ Ц. V выпускался в течение года или даже дольше, а летал и того более. Аппараты этого типа экипировались моторами "Бенц" 220 л. с. и вооружались привычным образом: синхронизированный "Шпандау" спереди и подвижный "Парабеллум" сзади. Втулка винта закрывалась коком, тогда как головки цилиндров - общим обтекателем, который, однако, часто отсутствовал, дабы облегчить обслуживание и охлаждение. Выхлопные патрубки собирались в коллектор и устремлялись поверх крыла, поверх лобового коробчатого радиатора, устанавливавшегося на аэропланах поздних серий. Ранние машины несли боковые радиаторы (но не "Хазет", а коробчатые), как "уши" торчавшие по бортам фюзеляжа в районе передней кромки нижнего крыла. Три фирмы собирали ДФВ Ц.V по лицензии, причем отличительной чертой самолетов производства "Эльфауге" являлись их горизонтально расположенные выхлопные коллекторы. На фронте "пятерка" встретила "традиционный" спектр задач: разведка, фоторазведка, корректировка артогня, поддержка пехоты. Как и представители других марок, несколько "Ц-пятых" стали трофеями русской авиации, причем еще до 1918 г., о чем свидетельствуют наши кокарды на потерпевшем небольшую аварию самолете (58), чей пассажир не торопится покинуть свою кабину. Не исключено, однако, что данный снимок был сделан во время Гражданской войны, и тогда это аппарат белых. Не вполне ясна принадлежность и следующего аэроплана (59), у которого на месте бывших крестов или кокард красуются темные круги, возможно, что красные. Согласно оригинальной подписи, время этой неудачной посадки - 1922 год, но достоверность информации вызывает сомнения. Напротив, красные звезды на поверхностях очередной машины точно определяют ее хозяев, хотя неизвестно, что это за бескрайняя степь, где они собрались (60). Самолеты ДФВ. Ц. V были легко отличимы по характерной формы хвостовому оперению, так хорошо видному на этой фотографии.

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

D.F.W. C V

   One of the most successful two-seaters used by the German Air Force was the D.F.W. C V, which was eventually produced in large numbers for reconnaissance, artillery co-operation and infantry contact patrol duties. Introduced towards the end of 1916, it continued to equip the Fl. Abt. Units for at least a year, which was a long time for an aircraft to remain in production. Some D.F.W.s continued in service well into 1918, and on the Italian Front they were used right up to the end of hostilities.
   There has been much confusion over the exact designation of D.F.W. C Vs, partly due to their having been license-built by several firms. A great many were built by Aviatik, who applied their own Av C VI designation. The so-called Aviatik C VI was, in actual fact, a license-built D.F.W. C V, and should strictly have been designated D.F.W. C V (Av), in the same way that Halberstadt-built machines were designated D.F.W. C V (Halb).
   Forerunner of the C V was the C IV, powered with the 150 h.p. Benz Bz III engine, and the basic airframe of this machine was largely retained in its successor. The more powerful 220 h.p. Benz Bz IV engine was installed in the C V, and later the addition of a spinner on the airscrew considerably improved the nose-entry lines. An unusual feature in German aircraft of this period was the cowling-in of the cylinder block, which presented a much cleaner appearance. However, these metal cowling panels were often removed in service in the interests of speedier servicing and additional cooling. The familiar funnel-type manifold exhausting over the top of the wing was fitted, although on the L.V.G.-built machines a sideways ejecting manifold was used. The remainder of the fuselage was a wooden structure, based on multi-ply formers and four main longerons, terminating in a vertical knife-edge, the whole being plywood covered. The style of construction owed much to the Albatros two-seaters, although the decking was rounded off into the slab sides with no sharp edge. Windhoff radiators of "ear" type were mounted on the fuselage sides with the base between the front undercarriage strut and leading edge of the lower wing. Towards the end of the production series a single radiator was sited on the leading edge of the centre-section.
   The tailplane and balanced elevators were of a distinctive heart-shaped profile and, together with the (in and rudder, were light-gauge steel-tube structures with fabric covering.
   Of orthodox wooden construction, the wings were based on two box-spars which tapered considerably towards the tips and were wrapped with fabric. The ribs consisted of a plywood web, to which were attached lime or poplar capping strips; false ribs extending as far aft as the rear spar were spaced between. The wire trailing-edge member gave the characteristic scalloped effect to the outline. The upper wings were in two panels, which were bolted to the trestle-type centre-section cabane, the horizontal member of which incorporated a small reservoir tank of about 3 litres capacity. The plain tips had a slight outward rake, and the unbalanced ailerons, of steel-tube framework, were hinged to an auxiliary spar. The lower wing followed the same constructional methods, but was of more curved outline, the tips were more elliptical, and a curving cut-out was made at the root to improve the observer's downward vision. The interplane struts were of streamlined steel tube, with small, neat, streamlined pressings on the wing surfaces shrouding the anchorages for the bracing cables.
   Streamline-section steel tube was again used for the undercarriage vees and rubber cord as the shock-absorbing medium. The axle and spreader bars were enclosed in a fairing, and a claw-type brake was mounted in the centre of the axle, operated by a lever in the cockpit. The front pair of struts were braced with diagonal cables. A sturdy, steel-shod tailskid was fitted and sprung with elastic cord.
   Tribute to the redoubtable nature of the D.F.W. C V and its crews was paid by Major J. B. McCudden, V.C., in his autobiography Flying Fury, when he wrote of an encounter on 12th December 1917:
   "As I dived down I went quite close to the Hun and opened fire with my Vickers, for my Lewis was out of action (He was flying an S.E. 5). For the next five minutes I fought that D.F.W. from 4,000 feet to 500 feet over our lines, and at last I broke off the combat, for the Hun was too good for me and had shot me about a lot. Had I persisted he certainly would have got me, for there was not a trick he did not know, so I gave that liver-coloured D.F.W. best."

TECHNICAL DATA
   Description: Two-seat reconnaissance, artillery observation, infantry and photographic patrol.
   Manufacturers: Deutsche Flugzeug-Werke G.m.b.H. (Dfw.).
   Sub-contractors:
   Automobil und Aviatik A.G. (Av.).
   Halberstadter Flugzeug G.m.b.H. (Halb.),
   Luft-Verkehrs-Gesellschaft m.b.h. (L.V.G.).
   Power Plant: One 200 h.p. Benz Bz IV 6 cylinder in-line water-cooled engine. (Also 185 h.p. C III NAG.)
   Dimensions: Span, 13.27 m. (43 ft. 6 5/8 in.). Length, 7.875 m. (25 ft. 10 1/8 in.). Height, 3.25 m. (10 ft. 8 in.).
   Weights: Empty, 970 kg. (2,134 lb.). Loaded, 1,430 kg. (3,146 lb.). Empty, 990 kg. (2,178 lb.). Loaded, 1,470 kg. (3,234 lb.) (Av. C VI).
   Performance: Maximum speed, 155 km.hr. (96.87 m.p.h.). Initial climb, 1,000 m. (3,280 ft.) in 4 min. Ceiling, 5,000 m. (16,400 ft.) in 49 min. Duration, 3 1/2 hr.
   Armament: One fixed Spandau machine-gun forward and one manually operated Parabellum machine-gun in the rear cockpit.

   C III N.A.G. was the 185 PS Conrad C III of Deutsche Motorenbau G.m.b.H. (Conrad), Berlin-Marienfelde built under licence by N.A.G.


D.F.W. C VI
   Coming into the era of big two-seaters, the C VI was built in 1918, but no more than one example was completed. Engine, 220 h.p. Benz IVa. Span, 13.6 m. (44 ft. 7 1/2 in.). Length, 7.5 m. (24 ft. 7 3/8 in.). Armament, one Spandau and one Parabellum machine-gun.


Aviatik C VI
   The Aviatik C VI, which seems to have been the subject of confusion in the past, was, in fact, a licence-built D.F.W. C V.

J.Herris DFW Aircraft of WWI (A Centennial Perspective on Great War Airplanes 29)

DFW C-Types

   The DFW C.V was not just the most important DFW C-type, it was the iconic DFW. Built in far larger numbers than all other DFW designs combined, the C.V appeared at the front in late 1916 and from its arrival quickly became the backbone of the general purpose German two-seater units. The DFW C.V was such an excellent all-around aircraft, combining reliability with excellent handling qualities and maneuverability, that it was still the most numerous two-seater late in 1918.
   In contrast to the excellent C.V, the other DFW C-types made no significant impact on the air war. The earlier production types, the C.I, C.II, and C.IV, were built and operated in very small numbers and made only a minor contribution to German aviation, being inferior to their competitors from Albatros and Rumpler. Their production orders and operational service was little-noted at the time, leaving only a sketchy record.
   The later C.VI and C.VII did not see service. The C.VI was not placed in production and the C.VII arrived too late. What follows is the best information we have been able to uncover on these rare aircraft; hopefully more will turn up in the future.


DFW C.V

   Without the DFW C.V, the DFW company would be a footnote in history as the producer of a variety of 'also ran' designs that sometimes supplemented the more successful designs with a few aircraft at the front. Of all DFW types, only the C.V was produced and operated in sufficient numbers to make a significant impact on the air war.
   DFW hired Diplom-Ingenieur Hermann Dorner in July 1915 as technical director. Dorner, who had been working at the Adlershof Prufanstalt und Werft [PuW - test establishment and workshop), devoted much of his effort to the DFW R-plane projects. However, he also designed the DFW C.III and C.IV two-seat reconnaissance planes. According to an Idflieg letter of July 19, 1916, the C.III airframe was not strong enough due to the I-strutted wing cellule. This indicates that the C.III may be the single-bay tractor biplane with I-struts shown on page 99, although the DFW pusher C-type is generally considered to be the DFW C.III. Dorner was also part of the DFW C.V design team.
   The development history of the DFW C.V is obscure. Most likely the C.V design was the product of a team of DFW engineers, including Heinrich Oelerich, Hermann Dorner, and Diplom-Ingenieur Willi Sabersky-Mussigbrodt, who had joined DFW January 1, 1916 and led the C.V design team. The C.V, internal factory designation T 29, had a light but strong airframe due to careful design, and incorporated the new 200 hp Benz Bz.IV engine that offered a useful power increase over the 150 hp Benz Bz.III used in earlier DFW C-types. The C.V mounted the standard C-type armament of a flexible gun for the observer and a fixed, synchronized gun for the pilot; in the C.V the pilot's gun was on the right.
   The C.V's chief designer, Willi Sabersky-Mussigbrodt, recalled during an interview that the first flight of a C.V prototype was in May 1916. On July 11 the PuW reported that the new "DFW C-type with 200 hp Benz Bz.IV still has so many shortcomings ... the factory must demonstrate a new aircraft. The flight performance is up to expectations." However, C.V prototype C.3302/16 passed the load tests a few weeks later, on August 3rd and 4th, and on August 6th Idflieg reported "the performance figures achieved by the DFW 200 hp are very good... Sixty aircraft were ordered."
   Production started immediately, and the first C.V aircraft reached the front in late September/early October 1916, by which time an additional 40 aircraft had been ordered. The DFW C.V must have made an excellent impression very quickly because in October the amazing total of 1,065 C.V aircraft were ordered! This number was so large that four different license manufacturers, Aviatik, BFW, Halberstadt, and LVG, had to be brought into the DFW C.V production program to deliver the aircraft ordered. The BFW contract was later cancelled, but production examples from the other three license manufacturers all passed their type tests in early February 1917. Soon after that the inventory of DFW C.V aircraft at the front jumped to become the most numerous C-type at the front by the end of April, and by the end of August reached 1,057 aircraft! And despite introduction of newer designs, the C.V remained in production until the Armistice and remained the most numerous C-type at the front.
   Why did the DFW C.V quickly replace the Aviatik C.II and other competing C-types in production? In particular, the Aviatik C.II was already in production using the same engine and structural technology as the DFW C.V; why take the time to change production over to the DFW when Aviatik already had a similar internal design in production?
   The key to the success of the DFW C.V was its excellent handling and maneuverability combined with a robust structure able to endure rough use in the field. Although its modest speed and good climb were surpassed by later German C-types, the C.V was effective, reliable, and able to defend itself throughout the war.
   By late 1917 Allied fighters certainly had a speed advantage over the C.V and could often intercept it, but that did not mean they could shoot it down. An impressive example occurred on 12 December 1917, when James McCudden intercepted a DFW C.V. McCudden was a leading British ace, likely the highest scoring British ace of the war in that more of his claims can be definitely confirmed by wrecked aircraft than any other British fighter pilot. He was eventually credited with 57 victories, and by the date of this combat had 45 confirmed victories.
   In any case, McCudden was flying his SE.5a, the best all-around British fighter to see widespread service, and on this day sighted a DFW C.V returning to German lines at 4,000 feet, just under an overcast. Leaving the rest of his flight above the clouds to intercept the C.V if it tried to escape into the clouds, McCudden dived to the attack. But the experienced C.V crew did not try to escape; instead, they stayed down to fight McCudden. Their confidence in their C.V and themselves was justified; they fought McCudden for fully five minutes, but he simply could not gain a favorable attacking position. According to McCudden, "EA put up a most determined and skillful fight and I was not able to use his blind spots for a single second. Moreover, the enemy gunner was shooting very accurately and making splendid deflection, so that when I got down to 500 feet I left the EA who went north over Bourlon Wood." McCudden realized that he and his SE.5a had met his match in this particular two-seater crew and aircraft. "The Hun was too good for me and shot me about a lot. Had I persisted he certainly would have got me for there was not a trick he did not know."
   This is a remarkable tribute to the DFW C.V and its crews from a remarkable adversary, and demonstrated that the DFW had the maneuverability and handling qualities to defend itself against the best Allied fighters. With such an excellent aircraft, combat results came down to the crew.
   Understandably in light of its prolonged production, the C.V underwent some evolution during is manufacturing life. Early aircraft featured ear radiators, spinners, and full engine cowlings. The major change in production was replacement of the ear radiators with more effective leading edge radiators with lower drag and improved reliability. Different manufacturers applied somewhat different camouflage and markings, and pre-printed camouflage fabric was used on later aircraft. In the field the upper engine cowling was often removed during warm weather, and at times the propeller spinner was also omitted in hot weather for better cooling.
   Finally, a training version, the DFW C.Vc, was developed. This version used the 185 hp NAG C.III engine that was a little longer than the Benz Bz.IV, requiring a lengthened cowling. The NAG became available in mid-1917 and a total of 515 C.Vc trainers were ordered from October 1917. The 'c' suffix in the designation stood for 'Conrad', designer of the NAG engine.


DFW C.V Production Orders
Year Mon. Manufacturer Qty Serials Notes
1916 Aug. DFW 60 C.3300-3359/16 Includes prototypes 3300-3302/16
Sep. DFW 40 C.3400-3439/16
Oct. DFW 240 C.4800-5039/16
Oct. LVG 250 C.5040-5289/16 Type-test February 1917
Oct. Halberstadt 75 C.5750-5824/16 Type-test February 1917
Oct. Aviatik 150 C.5825-5974/16 Type-test February 1917
Oct. LVG 50 C.7650-7699/16
Oct. BFW 300 - Cancelled
Nov. Aviatik 100 C.9005-9104/16
1917 Jan. Aviatik 100 C.100-199/17
Jan. DFW 150 C.750-899/17
Feb. Aviatik 100 C.2000-2099/17
Feb. LVG 100 C.2100-2199/17
Feb. Halberstadt 25 C.2500-2524/17
Apr. Halberstadt 50 C.33 78-3427/17
Apr. Aviatik 200 C.3800-3999/17
Apr. DFW 150 C.4578-4727/17
May DFW 200 C.6000-6199/17
Jul. Aviatik 150 C.6900-7049/17
Jul. DFW 200 C.7750 7949/17
Oct. DFW 15 - Type C.Vc, serial numbers unknown
1918 Jan. DFW 300 C. 17000-17299/17 Type C.Vc
Feb. Aviatik 150 C.200-349/18
Feb. DFW 150 C.350-499/18 Some fitted with NAG engines
Mar. Aviatik 150 C.2150-2299/18
Mar. DFW 150 C.2300-2449/18
Jun. Aviatik 100 C.4300-4399/18
Jun. DFW 100 C.4400-4499/18
Jun. Aviatik 100 C.4500-4599/18
Jun. Aviatik 50 C.6750-6799/18
Jul. DFW 50 C.8000-8049/18
Jul. Aviatik 200 C.8200-8249/18
Nov. DFW 200 - Type C.Vc, serials unknown
Summary: 3955 total aircraft ordered - DFW: 2005; Aviatik: 1400; LVG: 400, Halberstadt: 150


DFW C-Type Specifications
DFW C.IV DFW C.V DFW C.VI DFW C.VII
Engine 150 hp Benz Bz.III 200 hp Benz Bz.IV 220 hp Benz Bz.IVa 220 hp Benz Bz.IVa
Span, Upper 13.30 m 13.27 m 13.60 m 13.60 m
Span, Lower - 12.80 m - -
Chord, Upper - 1.75 m - -
Chord, Lower - 1.75 m - -
Gap - 1.80 m - -
Wing Area 42.2 m2 41.52 m2 - 38.0 m2
Length 7.90 m 7.88 m 7.50 m 7.0 m
Height 3.3 m 3.26 m - 2.8 m
Empty Weight 720 kg 1,027 kg - 800 kg
Loaded Weight 1,230 kg 1,477 kg - 1,230 kg
Maximum Speed 135 km/h 155 km/h - 160 km/h
Climb to 1,000m - 4.0 minutes - 3.0 minutes
Climb to 2,000m - 7.0 minutes - -
Climb to 3,000m - 15.0 minutes - -
Climb to 4,000m - 25.0 minutes - -
Climb to 5,000m - 40.0 minutes - -

Журнал Flight

Flight, July 12, 1917.

SOME 1917 TYPE GERMAN AEROPLANES.

The D.F.W.-Aviatik.

   Before the war the Deutsche Flugzeug Werke, of Lindenthal, Leipzig, produced exclusively machines of the Arrow type. Since the war this type has never been in great favour, and when the firm are now producing a slightly modified machine it appears probable that this was done to meet the requirements of the military authorities. This machine is not only built by the D.F.W. firm, but also, presumably under licence, by the Aviatik Co., another firm whose machines have not been over-popular of late.
   One of the chief modifications in the modern type is that the backward slope of the wings has disappeared. The dihedral angle has been retained. The body, which is of rectangular section, is covered with three-ply wood, and is very pointed, towards the nose, where it terminates in a "spinner," covering the propeller boss. The engine is a 6-cyl. Benz. developing 228 h.p. at 1,410 r.p.m. The standard complement of two machine guns is carried, and the bomb chamber will hold six bombs. The weight of the machine empty is 2,100 lbs.