А.Александров, Г.Петров Крылатые пленники России

Если уже знакомый читателю Генрих Бир являлся в довоенный период техническим директором компании ДФВ и в какой-то степени был причастен к созданию модели МД14, то инженеру Францу Шнейдеру общество "Люфт-Феркерс" (Franz Schneider; Luft-Verkehrs GmbH, LVG = "Эльфауге") обязано своей первой оригинальной конструкцией, двухместным бипланом типа ДIV, получившим затем военное обозначение Б. I (DIV; B.I). Рождение компании произошло примерно на год раньше, в декабре 1911г. Тогда ее штат насчитывал 30 человек рабочих, собравших 2 аэроплана; в 1914 г. 450 рабочих фирмы изготовили 600 аппаратов, из них 590 для армии. Естественно, после объявления войны самолеты "Эльфауге" марки Б. I, оснащенные "стандартными" 100-сильными моторами "Мерседес" или, в редких случаях, "Бенцами" 110 л. с, оказались очень нужны, хотя ни скоростью, ни другими характеристиками, да и самой конструкцией, они вовсе не выделялись среди прочих типов. Весной 1915 г. на смену модели Б. I пришла модель Б. II, отличавшаяся более мощным "Мерседесом" марки Д. II, 120 л. с, меньшим размахом крыльев, вырезом - для улучшения обзора - в центроплане верхней плоскости и т. д. По лицензии самолеты "Эльфауге" названных модификаций производились фирмами "Отто Верке" и "Люфтфарцойгбау Шютте-Ланц" (Otto-Werke GmbH, Luftfahrzeugbau Schutte-Lanz). На снимке 9, слева, виден аппарат типа Б. I, с характерным для этой модели левым выхлопным коллектором, направленным вниз. В то же время, помещенный между центральных стоек расходный топливный бак, но больших размеров, был присущ и машинам "Эльфауге Б. II", одна из которых представлена на снимке 10. Ее подкрыльевой резервуар находится слева от осевой линии, что выдает аппарат постройки завода "Шютте-Ланц"; 120-сильный "Мерседес" оснащался правым выхлопным патрубком, выбрасывавшим отработанные газы вверх, а секционные радиаторы "Хазет" сменились лобовым радиатором перед кромкой несущей поверхности. Характерной особенностью бипланов "Эльфауге" являлась зигзагообразная задняя кромка элеронов, тогда как 2 пары направляющих для метания бомб под кабиной наблюдателя выдают военное предназначение самолета. Все-таки основное применение модель Б. II нашла в германских авиашколах, и даже после войны исследовавшие немецкую авиаиндустрию контролеры Антанты признали, что тип служил "прекрасной учебной машиной".

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

L.V.G. B I, II and III

   Luft-Verkehrs Gesellschaft m.b.H., located at the Berlin airfield of Johannisthal, became one of Germany's largest aircraft works. It utilized the old Parseval airship shed as a giant erecting shop until it was burned down in 1914. These premises were inherited from the pre-war days when the firm had operated Parseval-type airships on an air-traffic service which they advertised to good effect on the sides of the dirigibles. The airship service in fact gave rise to the firm's name, the literal translation of Luft Verkehrs G.m.b.H. being "Air Traffic Co. Ltd.".
   The first aircraft to be manufactured were Farman types until Franz Schneider, a Swiss engineer previously with Nieuport, joined the firm in 1912 and started to produce original designs. His first successful tractor biplane design, the L.V.G. B I, flew before the war started (A and B class designations being used in 1913). It was later put into production, and was then also built under licence by the Otto firm in Munich for supply to the Bavarian Army. In June 1914 six B Is took part in the Ostmarkenflug: all were Mercedes-powered and took the first four places.
   With the outbreak of war an excellent general-duties machine was immediately to hand. It was a conventional two-bay aircraft of the period. The fuselage was a simple wire-braced box-girder structure based on four spruce longerons and cross members. A 100 h.p. Mercedes D I engine was the usual power unit, although some machines were fitted with the 110 h.p. Benz. They were simply installed in the nose, with little attention to appearance; the crankcase was more or less enclosed in a curved-sheet metal decking, the cylinder block being starkly unshrouded. The exhaust collector was fitted to the port side of the Benz-engined version, the gases conducted forward and exhausted vertically downward, close by the propeller shaft. The rounded metal-decking panel on top of the fuselage extended to enclose both cockpits, in which the pilot sat aft. Radiators were mounted on the fuselage sides just above the leading edge of the lower wing attachment, and were of the type that could be added to or reduced, according to the temperature conditions. A gravity fuel tank was usually slung from the apex of the front pair of inverted-vee centre-section struts. Aft of the cockpit the fuselage was of perfectly plain rectangular section, fabric covered and tapered to a vertical knife-edge at the sternpost.
   Tail surfaces were of welded 20 mm. steel-tube construction, and of flat plate section. The tailplane was a near equilateral triangle with considerable area; elevators were unbalanced and of ovoid profile. A plain triangular vertical fin of low aspect ratio was fitted, to which was hinged the unbalanced rudder.
   Wings were an orthodox structure, two-bay and with a slight amount of overhang on the upper wings. Main spars were hollow box-girders of spruce, braced together with wooden compression members and steel cables. Both wings were of constant and equal chord, with slight rounding at the tips, which made for simplicity of manufacture. The ailerons were unbalanced and of rectangular shape, with an unusual "kink" at mid-span where the operating crank was located. This imparted to the outer half of the aileron an extreme washed-out section.
   All struts were of wood, including those of the orthodox vee type undercarriage chassis, which included twin spreader bars and an axle sprung with elastic shock cord. The ash tailskid was mounted to a small inverted steel tube tripod at the extreme rear of the fuselage, and was also sprung with elastic shock cord.
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L.V.G. B I
   The L.V.G. B I saw service during the early months of the war on unarmed scouting duties and was also used for training purposes. As was usual in B-type machines, the pilot sat aft. The kink in the aileron, which imparted wash-out at the tip, remained a characteristic of the L.V.G. two-seaters up to the C V. The B I was soon replaced by the B II, which became the main production variant. Both machines were, however, very similar in style and construction. Engine, 110 h.p. Benz or 100 h.p. Mercedes. Span, 14.54 m. (47 ft. 8 1/2 in.). Length, 7.81 m. (25 ft. 7 1/2 in.). Height, 3.2 m. (10 ft. 6 in.). Area, 40 sq.m. (432 sq.ft.). Weights: Empty, 765 kg. (1,683 lb.). Loaded, 1,132 kg. (2,490 lb.). Speed, ca. 100 km.hr. (62.5 m.p.h.).

J.Herris LVG Aircraft of WWI. Vol.1: B-Types & C.I (A Centennial Perspective on Great War Airplanes 34)

LVG B-Types

  Reconnaissance was the most important function of WWI aircraft, making reconnaissance aircraft crucial to the war effort and therefore in great demand. The most common and successful configuration for WWI reconnaissance airplanes was the single-engine, two-seat biplane, and all LVG designs that reached production and operational service during the war were of this configuration.
  The first successful LVG design, company designation D.IV, was a two-seat biplane later given the military designation LVG B.I. The B.I was designed by Swiss-born engineer Franz Schneider, and all subsequent LVG designs up to and including the C.IV were progressive developments of this aircraft.
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LVG B-Type Specifications
LVG B.l LVG B.II LVG B.III
Engine 100 hp Mercedes D.I 120 hp Mercedes D.II 120 hp Mercedes D.II
120 hp Mercedes D.II 110 hp Benz Bz.II
120 hp Argus As.II
110 hp Benz Bz.II
Span, Upper 14.5 m 12.12 m 12.51 m
Span, Lower 12.5 m - -
Gap 1.95 m - -
Wing Area 42.5 m2 - -
Length 9.00 m 8.3 m 7.89 m
Empty Weight 765 kg 726 kg 710 kg
Loaded Weight 1,132 kg 1,074 kg 1,042 kg
Maximum Speed 90-100 km/h 105 km/h 120 km/h
Climb to 800 m 14 minutes - -
Climb to 2,000 m 24.5 minutes - -
Climb to 3,000 m - - 28 minutes
Note: The B.I wings had 2° dihedral and 40 cm sweepback.


LVG B-Type Production
Known LVG B-Type Production - 1913
Type Qty Serials Notes
B.I 4 51/13 - 54/13
B.I 12 93/13 - 104/13
B.I? 2 108/13 - 109/13
B.I 13 134/13 - 146/13
B.I 7 153/13 - 159/13
B 14 160/13 - 173/13 Euler B.I (Series I)
B.I 18 174/13 - 191/13
B.I 1 244/13
B.I 3 257/13-259/13
B.I 6 274/13-279/13
The serial blocks are not necessarily complete.


Known LVG B-Type Production - 1914
Type Qty Serials Notes
B.I 3 1/14-3/14 Lowest/highest known (1/3)
B.I 1 7/14
B.I 6 12/14-17/14 Lowest/highest known (12/17)
B.I 1 21/14
B 12 40/14-51/14 Euler B.I (Series II)
B 5 55/14-59/14 Lowest/highest known (55/59)
B 16 142/14- 157/14 Euler B.I (Series III/IV)
B.I 4 204/14-207/14 Lowest/highest known (204/207)
B.I 7 212/14-218/14 Lowest/highest known (212/218)
B.I 9 223/14-231/14 Lowest/highest known (223/231)
B 18 403/14-420/14 Euler B.I (Series V)
B.I 1 518/14
B.I 21 571/14-591/14
B.I 69 888/14-956/14
B.I 20 1051/14- 1070/14
B 23 1105/14-1127/14 B.I/B.II mix?
The serial blocks are not necessarily complete, or interrupted by other types in case of single acquisition. 1914 is especially troublesome, as most information is missing. Airplanes were acquired in bits and pieces and civil aircraft were taken over. In addition, a lot of serials came from the late historian Peter M. Grosz, but there seems to be a mix up with Bavarian aircraft, which got separate Bavarian serials. To complicate things even more, airplanes of the Bavarian sequence got a 'pseudo-Idflieg' serial with the addition of the year of manufacture to the Bavarian serial (i.e. Otto LVG 154 was transformed into LVG B.154/14). This Bavarian trouble is related to the serials 1-200 in 1914 and 1915.

Known LVG B-Type Production - 1915
Type Qty Serials Notes
B.I 131 200/15-330/15 LVG B.I, Lowest/highest known (201/329)
B 20 331/15-350/15 Euler B.I (Series VI)
B.I 1 472/15 LVG B.I
B 2 481/15-482/15 Euler B.I
B.II 20 709/15-728/15 LVG B.II
B 63 731/15-793/15 LVG B.II or mix of B.I/B.II
B.I 130 971/15- 1099/15 LVG B.II or mix of B.I/B.II
B 6 1307/15- 1312/15 LVG
B.I 12 1361/15- 1372/15 Euler B.I (Series VII)
B 8 1503/15- 1510/15 LVG B.II(Ot) with machine gun rail
B 56 1562/15- 1617/15 LVG B(Ot)
The serial blocks are deduced from known serials and are surely incomplete.


Known LVG B-Type Production - 1916 & 1917
Type Qty Serials Notes
B.I 20 620/16-639/16 LVG B.I(Ot) built by Otto in Munich as trainers
B.IIa 200 1350/17-1549/17 LVG B.IIa(Schul); Schutte-Lanz built as trainers
B.III 100 2300/17-2399/17 LVG B.III(SSW); SSW-built as trainers
B.III 100 2800/17-2899/17 LVG B.III(Eu); Euler-built as trainers
B.III 100 3200/17-3299/17 LVG B.III; LVG-built as trainers
B.III 300 3300/17-3599/17 LVG B.III(Schul); Schutte-Lanz-built as trainers
There seems to be additional orders for 200 B.III from LVG and 100 B.III from Hansa.



LVG B.I
  
  The LVG B.I (internal company designation D.IV - the D.I to D.III were biplanes based on the Farman pusher) designed by Franz Schneider first flew on 8 March 1913; it was his first biplane design. German aviators of the time wanted a robust aircraft with room for photography equipment and a modest bomb load. The aircraft needed a significant duration and range and further needed to be easy to assemble and disassemble for transportation. Reliability was essential but speed was thought to be relatively unimportant. Of course, this was before the war when air-to-air combat was only a theory.
  Not only was the B.I the first truly successful LVG aircraft, it set a new standard of reliable military performance for its time. Its 100 hp Mercedes provided great reliability for the time and enough power to give this robust aircraft good performance. Equally important, it had fine flying qualities. The wings could be folded back against the fuselage by removing a few bolts and without disconnecting any bracing cables, speeding disassembly and reducing the likelihood of failures.
  Initial examples of the B.I (the military designation given later) had a Stossfahrgestell (shock undercarriage) with skid designed to prevent nose-overs, but later machines eliminated this in favor of a simpler, lighter design.
  The B.I introduced the distinctive Schneider/LVG cranked aileron design. One of about 200 aviation-related inventions Schneider patented, the purpose of this design was that there would always be an aileron surface exposed to the air flow. The positive benefit expected was not mentioned in the patent but was to improve aileron control response and stability. From contemporary pilot reports the ailerons apparently improved stability in turbulence and reduced aileron control forces.
  The LVG Type Schneider, as the B.I was initially known, was the first aircraft type to meet the Army's 1913 specifications. In Spring 1913 the Fliegertruppe ordered eight LVG B.I biplanes, designated B.45-48/13 and B.51-54/13, for service evaluation.
  Early flight evaluation was done by Lt. Victor Carganico, who was very impressed by the flying qualities, especially its stability in turbulent weather. Carganico became an ardent advocate of the LVG B.I and demonstrated it to Flieger Abteilung throughout the country. Like most B-types, the pilot flew the aircraft from the rear cockpit and the observer was in front to provide a better field of view forward and downward.
  The B.I was so successful that it put LVG on the path to become one of the most successful aviation manufacturers in Germany. Three biplane designs, those from Albatros, Aviatik, and LVG, formed the core of early wartime reconnaissance aircraft for the Fliegertruppe, which considered the LVG the best of the three. The LVG was considered to possess superior detail design, streamlining, and airfoil section to the Albatros, giving better performance and flying characteristics. As a result the LVG B.I was the most numerous type in service during this time.
  This early in aviation, the necessary strength required of an airplane's structure for safe flight was not known with confidence. Then as now the "G" loading the aircraft had to withstand, known as the safety factor, was the important metric. For modern civil aircraft in the USA a 'normal category' aircraft must demonstrate a load factor of minus one to plus 3.8 Gs without permanent deformation or damage, with a load 1.5 times that (-1.5 to +5.7 Gs) before structural failure. For aircraft to be certified for aerobatics the load factor for no damage is -3 to +6 Gs, with the load factor before ultimate structural failure again 1.5 times that, or -4.5 to +9 Gs.
  After a Rumpler Taube suffered wing failure leading to a fatal accident during maneuvers in September 1913, the Army tested some of its aircraft for structural strength. LVG B.S.S1/13 suffered wing failure during the test at only 2.6 G, which was clearly unsatisfactory. Note that the requirement for a light civil aircraft of normal category is 5.7 G before structural failure. LVG reinforced a set of wings and these achieved a load factor of 3.3 G before failure, a result considered acceptable for the time but well below the 5.0 target and below the 5.7 G ultimate (that is, failure) considered satisfactory today for a light civilian - not military - aircraft.
  Recall that 5.7 G is the required ultimate load factor for a normal category light aircraft; an acrobatic aircraft must demonstrate a 6.0 G load factor with no damage and 9.0 G before failure, the ultimate load factor. One would think that a standard combat aircraft would need to demonstrate at least the strength that is now required for a normal category light plane, and a fighter aircraft would be required to demonstrate the strength now required for an acrobatic category airplane. Eventually that would be the case, with lower requirements for large aircraft like bombers, but in the early period of aviation the requirements for structural strength were still being explored as aviators attempted more maneuvers that generated different flight loads on their aircraft.
  To return to the B.I story, additional flight experience revealed the need for additional structural strength in certain conditions. Steep glides revealed the top wing distorted significantly and the Fliegertruppe required installation of additional cable bracing to the inner spars of the upper wing. The fuselage longerons were discovered to be too weak and required replacement by stronger parts. Few aircraft had been delivered by this time and subsequent production aircraft had reinforced wing spars and longerons.
  Continued pre-war maneuvers revealed new knowledge put to good use by the Fliegertruppe, and later in 1913 the LVG B.I set a new world endurance record with a flight of nine and a half hours. The LVG's success was reflected in military orders. In 1913 112 LVG B.I aircraft were ordered, the largest number of any type. Of that total, 24 were to be built under license by Euler, and LVG B.I 94/13 was sent to Euler as a pattern aircraft.
  Unfortunately, August Euler thought he knew better than Schneider and LVG and significantly modified the airframe's structure. The changes Euler made harmed the strength and performance of the license-built aircraft, which had the designation Euler B.I. These changes meant the LVG B.I and Euler B.I must be regarded as separate designs despite their similar appearance.
  The LVG B.I continued to impress during prewar flying competitions and the Swiss air service ordered six aircraft, although out-break of war limited delivery to two aircraft. Two B.I aircraft were allegedly delivered to the Japanese army but this remains unconfirmed.
  In January 1914 the Bavarian Fliegertruppe, which had a significant degree of autonomy, ordered six LVG B.I biplanes. The Bavarian-based Gustav Otto Flugmaschinenwerke had also negotiated a manufacturing license with LVG and received an order from the Bavarian authorities for a further six B.I aircraft. The Bavarians continued to order the B.I and of the first 30 machines received, 14 were built by LVG and 16 were built by Otto. When the war started, the Bavarian Fliegertruppe had 24 LVG B.I biplanes, 19 Otto pusher biplanes, and two other aircraft.
  The exact number of B.I biplanes built by Otto is unknown but about 125-130 have been identified from work numbers, plus 21 ordered in 1915 and another 20 in 1916 that carried Idflieg designations. Otto-built B.I aircraft can be distinguished from LVG-built aircraft by the installation of the front center-section struts; only Otto-built aircraft have these struts positioned inside the fuselage sides. Later production Otto-built aircraft also had vertical demarcation lines between the nose and rear fuselage; LVG-built aircraft and early production Otto-built B.I aircraft had a slanted join line.
  Most production B.I biplanes used the 100 hp Mercedes D.I. Later in the production run more powerful 110-120 hp engines from Argus, Benz, and Mercedes were installed to improve performance. After being replaced at the front by newer types, remaining B.I aircraft were converted to dual control and used as trainers in Prussia and Bavaria and at the LVG company flight schools at Koslin and Johannisthal.

J.Herris Otto, AGO and BFW Aircraft of WWI (A Centennial Perspective on Great War Airplanes 37)

Otto B.I

   The Otto LVG was the initial designation given to the Otto license-built versions of the LVG B.I. Later this was rationalized to Otto B.I, then LVG B.I(Ot). The Otto-built aircraft were not identical to the LVG B.I but had some small modifications, the most visible of which was that Otto reduced the size of the characteristic LVG 'kink' in the ailerons.
   Most production B.I biplanes used the 100 hp Mercedes D.I. Later in the production run more powerful 110-120 hp engines from Argus, Benz, and Mercedes were installed to improve performance and that may apply to the Otto-built versions. A few Otto-built B.I aircraft were fitted with the 145 hp Rapp V-8 Rp.II 90° engine in 1914 for use in trainers. Recurrent carburetor fires caused its quick removal from service.

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

Luftverkehrsgesellschaft mbH, Berlin-Johannisthal, (LVG)

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  After the flop of the monoplane, the company turned to the construction of a biplane based on the Farman system and produced a design on the basis of which the Army Administration signed an order for 18 units. Supported by these successes, another biplane was built, namely a fuselage biplane B I (internally D IV), which made its first test flights in May 1913 with very good results. This type gave rise to the so-called Prinz Heinrich machine, which performed brilliantly for its time at the Prinz Heinrich flight and successfully took part in the competition, winning six prizes.
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  In further development of the above-mentioned biplane, the aircraft with the internal designation D IV was created at the outbreak of war in August 1914, which was initially considered one of the best aircraft types at the front. Subsequently, and in particular to meet the wishes of the army administration and the front-line units, the type C.I, a combat machine with a movable machine gun for the rear-mounted observer’s seat, was created through redesigns and new constructions.
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E.Hauke, W.Schroeder, B.Totschinger Die Flugzeuge der k.u.k. Luftfahrtruppe und Seeflieger 1914-1918

00. Versuchs- und Beuteflugzeuge (Опытные и трофейные самолеты)
00.14 L.V.G. B.I Merc 100
00.15 L.V.G. B.I Merc 100
00.16 L.V.G. B.I Merc 100
00.17 L.V.G. B.I Merc 100
00.18 L.V.G. B.I Merc 100
00.19 L.V.G. B.I Merc 100
00.20 L.V.G. B.I Merc 100
00.21 L.V.G. B.I Merc 100

Журнал Flight

Flight, June 5, 1914.

THE PRINCE HENRY CIRCUIT, 1914.

MACHINES IN PRINCE HENRY CIRCUIT.

The L.V.G. Biplane is similar to those in use by the German Government, with the exception that the capacity of the tanks has been increased in order to allow of completing all of the various stages of the course without intermediate landings. These machines are, as will be seen from the accompanying photographs, of the tractor type, and have fuselages of similar shape to that of the Albatros biplane which was described in these columns some time ago.


Flight, July 31, 1914.

THE DONATH SIGNAL MIRROR.

   A METHOD of visual signalling in broad daylight by electricity has been recently introduced by Professor Donath of Berlin. The principle upon which it is based is that at extremely high temperatures the light transmitted from incandescent lamps is greatly augmented, without a corresponding increase in the consumption of current. In consequence thereof, however, the life of the lamps is much diminished; but as, in signalling, the duration of a flash is so short, this consideration is entirely negligible, as many messages can be transmitted before renewal of a lamp becomes necessary. It is stated by the Scientific American that the full equipment necessary for signalling by this means, including a battery for the supply of electric current, weighs only 11 lbs., and hence the device is especially adapted for use on aeroplanes and airships.
   The signal mirror itself, which is similar in appearance to that used in the motor headlight, contains a small incandescent bulb fitted with a special filament, and is so designed that the lamp can be adjusted axially inside the parabolic mirror, as may be required in order to transmit a parallel beam of light. The mirror and lamp are carried on a handle which is held by the signaller, the switch controlling the supply of current to the bulb being mounted on the handle. Above the top of the lamp is a sighting tube through which the signaller observes the point with which he desires to communicate, and by depressing the button on the lamp handle he may send out flashes of varying duration - a short flash (say) of two seconds corresponding to a dot and a longer one, of about six seconds, to a dash. Thus, by the adoption of some conventional system or code, such as the Morse alphabet, communication with distant points can readily be made. Under normal conditions, it is said that signals may be transmitted over a distance of about four miles.


Flight, September 11, 1914.

AIRCRAFT "MADE IN GERMANY"
WHICH MAY BE EMPLOYED AGAINST THE ALLIES.

25. The L.V.G. Biplane
   cannot, strictly speaking, be said to belong to the Arrow type, since, although the leading edge of its main planes slopes backwards, its trailing edge is straight as seen in plan. Both upper and lower main planes are set at a dihedral angle, and ailerons are fitted to the tips of the upper plane. The fuselage is of rectangular section, and resembles greatly that of the Albatros biplane. Pilot's and passenger's seats are placed close together, tandem fashion, the passenger sitting immediately behind the engine. The main weight is taken when the machine is on the ground by two wheels slung from the angle between two pairs of tubular chassis struts by means of rubber shock-absorbers. A short skid runs from the wheel axle to a point in front of the propeller, and two steel tubes running from the lower longerons of the fuselage immediately underneath the engine support the skid. A small wheel is incorporated in the angle between, the two front chassis struts, and serves to prevent the machine from turning over on her nose in case of a bad landing. This front portion of the chassis is chiefly used for school purposes, and may be removed in order to slightly increase the speed of the machine.

26. The New Type L.V.G. Biplane.
   This machine differs, apart from dimensions, in minor details only from the one numbered 25. It is of slightly larger span, and head resistance has been reduced in various places, with the result that it is slightly faster than the older type. The engine fitted is a 100 h.p. Mercedes. It is worthy of note that the L.V.G. firm is one of the most important constructors of German military machines.