А.Александров, Г.Петров Крылатые пленники России

В 1918 г. родилась модель "Эльфауге Ц. VI", сохранившая почти все черты предшественницы и оснащенная таким же 200-сильным мотором. Притом чтобы дать летчикам лучший обзор, верхнюю плоскость передвинули примерно на 25 см вперед, сняли часть обтекателя двигателя и убрали радиатор в центроплан (у некоторых машин он, разделенный на 2 части, находился на бортах фюзеляжа). Кок воздушного винта исчез. В целом "шестерка" стала легче и немного меньше, причем главное внимание при ее создании уделялось удобству эксплуатации, а не чистоте линий. До конца войны компания успела построить примерно 1000 экземпляров "Эльфауге Ц. VI", разошедшихся затем по авиаотрядам Бельгии, Чехословакии, Голландии, Латвии, Литвы, Швейцарии, Польши, Украины и т. д. Возможно, что в 1919-1920 гг. через посредников небольшое количество "Ц-шестых" досталось и России, а вот в начале 1922 г. 20 таких машин были приобретены советским руководством. Их доставили в страну в апреле - мае, собрали на Государственном авиационном заводе (ГАЗ) # 1 и использовали в различных ролях до 1924 г. Имелись и другие пути: так, самолет на снимке 69 в 1919 г. прилетел к нам с грузом медикаментов, и крест на его борту - красный.

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

L.V.G. C VI

   Following the L.V.G. C V into service in 1918 came the C VI, of which some 1,000 odd examples were built up to the end of the war. In general, it did not differ greatly from its predecessor, but was lighter and slightly more compact, with the accent on utility and serviceability rather than nicety of line.
   The same 200 h.p. Benz Bz IV engine was installed, although without a spinner, and the extreme forward end of the fuselage simply enclosed in bulbous metal panels. The cylinder block was no longer cowled in, and the radiator was of the flush type installed in the revised centre-section panel, which featured a large angular cut-out in the trailing edge. All these factors, coupled with the staggering of the upper wing some 10 in. farther forward, combined to give a much superior view from the front cockpit than was the case with the C V. Although slightly shorter, the fuselage was of the same basic construction and completely plywood covered, except for the metal panels of the nose section. Tail surfaces were also very similar to those of the earlier C V, retaining the wooden-framed fin surfaces, although the profile of the horizontal surfaces was much rounder, resulting in reduced span and increased chord.
   The wings again followed the C V style of construction, but with the substitution of wooden compression members for steel tube. The upper panels were slightly raked at the tips, with a large radius curve on the leading edge. Ailerons were of parallel chord and no longer balanced, falling entirely within the tip profile. With the exception of the steel tube crank at mid-span, they were entirely of wooden framing, which seems to indicate the need for economy in the use of steel at this juncture. The lower wing panels presented a different outline from those of the C V, the trailing edge now being straight and parallel to the leading edge and the tips rounded in a near semicircular curve. At the roots were quadrant cut-outs to improve downward visibility.
   Undercarriages of both C V and C VI were identical in design and material, including the tailskid; however, in the C VI the under-fin was simplified and strengthened.
   Some L.V.G. C VIs were fitted with "ear"-type radiators on the sides of the fuselage, but it has not been possible to establish whether this cooling system was ever standardised.
   The figures on captured aircraft showed the loaded weight of the C VI to be 105 lb. (almost 1 cwt.) less than the C V, which factor undoubtedly contributed to its improved performance.
   An instance of a typical artillery observation sortie is translated from a report by Frhr von Peckmann, himself an L.V.G. observer.
   "At 6 a.m. on a bright June (1918) morning we took off to register targets for a heavy field battery and a 15 cm. gun in the vicinity of Albert.
   "An ammunition dump at Becourt-Becordel was earmarked as the primary target. A shoot was also to be carried out on a sugar factory at Ribemont, to subdue a hostile battery that was shelling our line of communication. A message to our battery and the guns were seen to flash. Some 40 seconds later the shells were observed bursting about 200 yards short whereupon the enemy battery ceased firing in an endeavour to conceal its position. We were not deceived, however, and after giving correction the next salvo placed two shells upon the sugar factory and two close by. After half an hour of bombardment the whole factory went up in flames including the ammunition dump of the enemy battery. During this period five enemy fighters appeared but did not attack due to the proximity of a Staffel of triplanes as top cover overhead.
   "Our next target was a battery on the outskirts of Hesle on which we registered for nearly two hours, after which period ground signals were laid out for us to proceed to our final target. As we had been airborne some two hours we were anxious to get the job done before our fuel became exhausted. This third target was the most important and difficult; an ammunition dump to the east of Warloy. As our triplane escort had now to depart and was being relieved by a patrol of Albatroses, some Sopwiths attempted to surprise us by diving out of the sun. Before we could get to work we were twice driven well back behind our own lines. Our Albatroses then attacked the enemy scouts and one was soon sent down in flames, whereupon the others retired and work was resumed.
   "The first shell dropped in Warloy itself, some 550 yards short of the target but, by good fortune, disorganised a motor transport column which was given a few more shells for good measure. While studying the results through binoculars, supposedly secure in the knowledge of the protective Albatroses overhead, I was rudely awakened by the rattle of machine-gun fire to find two Sopwiths blazing away less than 100 yards distant. The radiator was riddled and with the boiling water streaming past our faces, my pilot put the L.V.G. into a steep spiral. It was only by his skilled manoeuvring that we were able to avoid further bullets from the persistent Englishmen; in fact so steep did our descent become I thought our L.V.G. was really out of control and the pilot badly wounded. However, the engine lasted as far as Montauban before seizing completely. There was no chance to select a landing place for even the shell holes overlapped, but with great skill the machine was put down in a clear patch no more than 15 yards long. Two days later, with a new engine fitted, we were once again about our business."
   One surviving example of an L.V.G. C VI is in the hands of the Shuttleworth Collection's air museum at Old Warden, Beds. Shot down 2nd August 1918 by two S.E. 5s of No. 74 Squadron, it later flew at the R.A.F. Hendon Display in 1937. It has recently been refurbished after long storage.

TECHNICAL DATA
   Description: Two-seat reconnaissance and artillery observation.
   Manufacturer: Luft-Verkehrs Gesellschaft m.b.H. Johannisthal, Berlin (Lvg.).
   Power Plant: One 200 h.p. Benz Bz IV 6 cylinder in-line water-cooled engine, developing maximum 230 h.p.
   Dimensions: Span, 130 m. (42 ft. 7 3/4 in.). Length, 7.45 m. (24 ft. 5 1/4 in.). Height, 2.8 m. (9 ft. 2 1/4 in.). Area, 34.6 sq.m. (375.68 sq.ft.).
   Weights: Empty, 930 kg. (2,046 lb.). Loaded, 1,309 kg. (3,058 lb.). Empty, 2,090 lb. Loaded, 3,036 lb. (Captured aircraft.)
   Performance: Maximum speed, 170 km.hr. (106.25 m.p.h.). Climb, 1,000 m. (3,280 ft.) in 4 min., 2,000 m. (6,560 ft.) in 8 min., 3,000 m. (9,840 ft.) in 15 min., 6,000 m. (19,680 ft.) in 40 min. Ceiling, 21,350 ft. Duration, 3 1/2 hr.
   Armament: One fixed Spandau machine-gun forward and one manually operated Parabellum machine-gun in the rear cockpit. Light bomb-load, up to 250 lb.

L.Andersson Soviet Aircraft and Aviation 1917-1941 (Putnam)

Luft-Verkehrs- Gesellschaft LVG C VI

   The LVG C V and C VI, which served simultaneously, were two of the most successful German reconnaissance and artillery observation aircraft of the First World War. About 1,100 C VI aircraft were built in 1918. This two-seat biplane did not differ much from the LVG C V, but was lighter and more compact. The same engine, a water-cooled six-cylinder inline 220hp Benz Bz IV, was installed, but the extreme forward part of the fuselage was remodeled to make the fitting of a spinner unnecessary. The cylinder block protruded through the metal plating around the engine and a chimney-type manifold exhaust was fitted. A flush radiator was installed in the centre section of the wing, which featured a large angular cut-out in the trailing edge for better view for the pilot.
   The fuselage was plywood-covered except for the metal panels in the nose, and built up on a framework consisting of slab-sided formers and four longerons, covered with a thin layer of plywood. The vertical tail surfaces had an egg-shaped form similar to that of Halberstadt aircraft and the tailplane also had a rounded profile. The rudder and elevators had small horn-balances. The fabric-covered staggered wings were of parallel chord and the upper wings were slightly raked at the tips, the tips of the lower wings being rounded. The ailerons mounted on the upper wings were of parallel chord and unbalanced. A standard type under-carriage was fitted. Armament consisted of one fixed forward-firing machine-gun for the pilot and one flexibly mounted machine-gun for the observer in the rear cockpit. Small bombs could also be carried.
   After the war LVG C VI aircraft appeared in small numbers in the military air services of Belgium, Czechoslovakia, Holland, Latvia, Lithuania, Poland, Switzerland, the Ukraine and a few other countries. Several attempts were made by Russians to purchase LVG aircraft in Germany in 1919-1920 but it has not been possible to establish who these buyers were acting for or if they were ever successful. Among the first foreign aircraft acquisitions made by the Soviet Government in 1922 involved twenty LVG C VI aircraft, delivered in April/May 1922 and assembled at RVZ No. 1. The first one completed was c/n 12/3, test-flown on 2 May and then assigned to the NOA. Constructor's numbers of the whole batch were: 14/1, 40/2, 12/3, 41/4, 42/5, 11/6, 43/7, 44/8, 45/9, 13/10, 11, 75/12, 13, 14, 15, 74/16, 17, 18, 14599/19 and 20. It is not known if the numbers 1-20 were original or if they were added by RVZ No. 1.
   The LVG was called the 'El'fauge' in the Soviet Union after the pronunciation of its designation in German. It was used by the 2nd, 4th and 8th Otdel'nye razvedivatel'nye aviatsionnye otryady at Tashkent until replaced by de Havilland D.H.9s and Junkers F 13s in 1924, and by the 14th Otdel'nyi razvedivatel'nyi aviatsionnyi otryad at Severnaya, just north of Moscow, until 1924. The 1st Otdel'nyi razvedivatel'nyi aviaotryad at Leningrad and the 6th Otdel'nyi razvedivatel'nyi aviaotryad at Khar'kov had one each. Two LVG C Vis (12/ 75 and 16/74) were used at the NOA in 1923. In connection with the withdrawal from use of the LVG C VI in 1924-25 Dobrolet was offered eight aircraft (and seventeen Benz engines) for their aerial photography department in September 1924, but they rejected the offer. However, LVGs had already been in use for civil purposes earlier.
   Deruluft acquired two LVG C Vis for local flights and communications between their airports. RR11 (c/n 4643, ex-D-123) was delivered from Germany in December 1922 and was used until 1926. A second aircraft, RR14 (c/n 4590, probably ex-D-76), was delivered in June 1923, but this machine did not pass its airworthiness tests in October 1924 and was probably scrapped. An organisation called Kashirstroi purchased another old LVG C VI cheaply in Berlin. This aircraft also arrived in Moscow in June 1923. It was to be used for personal transport between the Kashirstroi offices in Moscow and the construction sites at the Kashirka River south of the capital but no further details are known about this aircraft.


   M220hp Benz Bz VI
   Span 7.45m; length 13m; height 2.8m; wing area 35 m2
   Empty weight 945kg; loaded weight 1,375kg
   Maximum speed 170km/h; climb to 1,000m in 4min; endurance 3hr

E.Hauke, W.Schroeder, B.Totschinger Die Flugzeuge der k.u.k. Luftfahrtruppe und Seeflieger 1914-1918

01. — 010. Flugzeuge ausländischer Produktion (Самолеты иностранного производства)
08.100 L.V.G. C.VI (Projekt) FI 230

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

LVG C-Types
  
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  The next LVG was the C.VI, a more compact development of the C.V. Arriving at the front in May 1918, the C.VI offered improved performance and maneuverability compared to the C.V and gradually replaced it in combat units. Still in production at the Armistice, the C.VI had a successful post-war career with the air arms of other countries and therefore is better known today than its C.V predecessor despite the fact the C.V served longer and in greater numbers.
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LVG C-Type Specifications
LVG C.V LVG C.VI LVG C.VIII LVG C.XI(Schul)
Engine 200 hp Benz Bz.IV 220 hp Benz Bz.IVa 240 hp Benz Bz.IVu 160 hp Mercedes D.III
Span, Upper 13.60 m 13.0 m 13.0 m -
Span, Lower 12.83 m - - -
Chord, Upper 1.75 m - - -
Chord, Lower 1.60 m - - -
Gap 1.73 m - - -
Wing Area 40.5 m2 34.6 m2 35.7 m2 -
Length 8.07 m 7.45 m 7.0 m -
Height 3.36 m 2.8 m 2.8 m -
Empty Weight 1,009 kg 930 kg 975 kg -
Loaded Weight 1,505 kg 1,309 kg 1,380 kg -
Maximum Speed 170 km/h 170 km/h 165 km/h -
Climb to 1,000 m 3 minutes 4 minutes - -
Climb to 2,000 m 7 minutes 8 minutes - -
Climb to 3,000 m 12.5 minutes 15 minutes - -
Climb to 4,000 m 23.5 minutes 25.0 minutes - -
Climb to 6,000 m - 40.0 minutes - -


Known LVG C-Type Production Orders
Type Date Qty Serials Notes
C.VI Oct. 1917 3 14400-14402/17 Prototypes
C.VI Mar. 1918 250 1497-1796/18 Combined with last C.V production batch
C.VI May 1918 100 3900-3999/18
C.VI June 1918 150 4750-4899/18
C.VI July 1918 100 7600-7799/18
C.VI July 1918 200 7600-7799/18
C.VI July 1918 50 08.101-150 For Austria-Hungary. Order cancelled, none delivered
C.VI Aug. 1918 200 8900-9099/18
C.VI Oct. 1918 200 11100-12099/18 Serial numbers not confirmed

J.Herris LVG Aircraft of WWI. Vol.3: Types C.VI-C.XI & Fighters (A Centennial Perspective on Great War Airplanes 36)

LVG C.VI

  With the LVG C.V in large-scale production, design of the LVG C.VI was started in August 1917, and Idflieg approved the project for prototype construction in October 1917 when it ordered three prototypes. By 5 January 1918 the C.VI was in final assembly and the first flight was later that month. The C.VI passed its type-test in early February and the first production order was given in March. The first production aircraft were modified in June 1918 before being shipped to the front to correct minor issues, with the most important being replacement of a weak lift-cable bolt with a stronger bolt. Despite that delay, by the end of June 1918 173 C.VI aircraft were at the front.
  Like the LVG C.V and its DFW C.V predecessor, the LVG C.VI was a short-range reconnaissance two-seater with synchronized gun for the pilot and a flexible gun for the observer seated in the rear cockpit. All three types used similar structural materials and technology and all used the same basic Benz Bz.IV six-cylinder engine, although later versions of the engine gave somewhat more power due to continued development.
  The LVG C.V had been a more elegant, streamlined development of the DFW by the same designer, who had been hired away from DFW by LVG. Sabersky, the designer of all three types, took a similar direction with the C.VI. The C.VI was slightly smaller than the C.V and, combined with even more structural refinement, therefore lighter. Sabersky also worked on improving streamlining, although the C.VI with its rounded nose did not look as streamlined as the elegant C.V with its spinner. Despite appearances, elimination of the spinner in favor of the rounded nose had proven to reduce drag in wind-tunnel testing, and these results were also used to advantage by Rumpler among others.
  The smaller, lighter LVG C.VI was faster and more maneuverable than the C.V and also offered better climb and ceiling. The specifications table, with data taken from inconsistent sources of varying reliability, unfortunately does not reflect the improved performance of the C.VI compared to the C.V. However, actual combat experience did confirm the superiority of the C.VI. Like the earlier DFW C.V and LVG C.V, the LVG C.VI was well-liked by its crews for its robust reliability, excellent handling and maneuverability, and good all-around performance. The LVG C.VI was not surpassed in its role until advent of the Halberstadt C.V that was regarded as the best aircraft in its class.
  The C.VI was built in large numbers and 392 were serving or in storage in 1920 even after many were turned over to the Allies. That, combined with its reliability and good performance, ensured a successful post-war career.



LVG Aircraft in Polish Aviation

  With the regaining of independence in 1918 and the return of Poland to the maps of Europe, the Polish army revived, along with the newly formed Polish Air Service. During the great war, Polish pilots were trained in almost all European armies. Such a conglomerate, in theory, had no right to achieve anything, but the Polish Air Service, new born from Europe's ashes was able to fight effectively to defend the borders of the young Polish Republic and to win complete air superiority during the Polish-Bolshevik war. Initially, most of the aircraft captured from occupying countries were German. Lawica Air Station (Flieger Ersatz Abteilung Nr 4 - Lawitz/Posen) became the largest source, where about 500 aircraft were captured,of which over 100 were suitable for immediate use. In general, in the initial time Polish aviation had about 200 LVG aircraft of various types. Historians report that more than 150 LVG C.V aircraft were acquired from four different sources (the first batch captured from the Germans, the second from the Inter-Allied Reparations Commission, the third purchased in Germany, and the fourth from the Eastern Front). Aircraft of this type were used by several reconnaissance and one bomber fights (escadrilles).
  Interesting is that LVG C.V was chosen by Polish Aviation Headquarters to mass production at Lawica workshops (but end of the Polish - Soviet war ending this project). About 15 LVG C.VI aircraft were deployed in different units. 14 LVG C.II aircraft were included in one that was used in combat (by 12 Eskadra Lotnicza - 12 Air Escadrille), but the rest were unusable and had to be struck off charge. There were also two LVG C.III (3300/17? and 3309/17? captured at Lawica) and one LVG B.II. In addition to combat squadrons, LVG aircraft were used in the air schools in Grudziadz, Krakow, Poznan, Torun and Warsaw. So we could say that the LVG C.V and C.VI were the 'work horses' of the Polish aviation in the initial period and had a big share in its victories...
Piotr Mrozowski



LVG Aircraft in Sweden

  Although relatively few LVG aircraft were used in Sweden, they served both with civilian and military operators. A total of four LVG C.V's, eight LVG C.VI's and one LVG P.I were sold to Sweden.


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LVG C.VI

  The history of the LVG C.VI in Sweden is closely associated with the airline Svenska Lufttrafikaktiebolaget (Swedish Airline Traffic Co., SLA). Originally formed in 1919, SLA had ambitious plans to establish several different civilian air traffic routes. Apart from Stockholm, bases were established at Gothenburg, Malmo, and Sundsvall. In November 1919, six LVG C.VI's were bought by SLA from DLR, costing 35,000 German Marks each. These arrived at Ljungbyhed in January 1920, with a seventh aircraft being delivered the following month. A number of German pilots, including Hans Eichler, A. Gothe, Hermann Goring, G. Juterbock and R. Longo, were hired by SLA. The LVG's were known as L 1 to L 7 respectively. Unfortunately, details on the previous identity of these aircraft are sparse. One, L 7, had previously been registered as D-59. In the spring of 1920, SLA initiated a tour of Sweden, known as the Flygande Tombolan (Flying Lottery). Many of the SLA LVG's suffered mishaps and accidents. One such example occurred on 13 April
when Hans Eichler suffered an engine failure in L 6 over Stockholm. The resulting forced landing near the exercise field of an artillery regiment saw Eichler wiping off the undercarriage of the LVG. According to an unconfirmed story, Goring (who according to the same source spoke fluent Swedish) wanted to show off his piloting skills to the other SLA pilots. When Goring was preparing to land, the pilots walked to a muddy area of the field. The LVG overturned on landing, thoroughly embarrassing Goring.
  SLA did not have much luck in establishing airline traffic. Not for want of trying, though. In order to operate during wintertime, 24 pairs of skis were ordered from the Naval Aviation Service workshops. One LVG C.VI, L 7, was also converted as a floatplane by one of its pilots, Gosta Hultstrom.
  On 21 August 1920, the Army and Naval Air Services were offered to buy three or four LVG's. This was rejected, with two (including L 2) ultimately being sold to the Finnish company Suomen Ilmailuliikenne O/Y in December 1920. Both of these eventually ended up with the Suomen Ilmavoimat (Finnish Air Force) as s/ns 3A31 and 3A32 respectively. The FAF LVG C.VI's were struck off charge in 1924/25.
  Two other LVG's were sold in March 1921 to Sven Hjort of Rasunda. SLA folded in late 1921. Two of the LVG C.VI's were bought by Marinens Flygvasende (Naval Air Service) in December
  Powered by 200 h.p. Benz engines, they were given the serials 9 and 10, and based at Hagernas near Stockholm. The LVG's were used, albeit only sparingly, in training observers in aerial gunnery and photography as well as how to drop bombs. One (s/n 9) was also used by Flory for ice reconnaissance flights on the west coast. Both were struck off charge in January 1924. One (c/n 4929, the former s/n 10) was sold to the famous aviator Albin Ahrenberg, and registered as S-AXAA, later becoming S-AABK and, ultimately, SE-ABK. This LVG C.VI was cancelled from the Civil Aircraft Register on 17 May 1929. The aircraft survived until 1933, eventually being expended in anti-aircraft gun trials conducted by Swedish gun manufacturer Bofors.
  The eighth Swedish LVG C.VI was c/n 5061, being formerly registered in Germany with DLR as D-265. Sold to the Consul Hjalmar Janek who on 17 October 1919 obtained a permit to fly a "Rumpler 200 Benz" to Sweden. The aircraft arrived in Sweden on 27 October, being flown by Wilhelm Schubert with Janek and his wife as passengers. The following month, the LVG was offered to the Naval Air Service, but then sold to the "Managing Director of Nordiska Luftbolaget", Nils Englund. The company referred to was Nordiska Luftrederiaktiebolaget (Nordic Air Shipping Company Ltd, NLR). The LVG suffered several accidents, including a watery landing on 12/13 June 1920. On 2 February 1920, the lawyer Erik Lindfors (the legal custodian of Nils Englund) applied for permission to use the aircraft for air shows and air experience flights. The pilot was to be the former Austrian fighter pilot Edmund Sparmann. This was rejected, after which the LVG was sold to Gustaf Landgren, who intended to use the aircraft in the same way as Lindfors. Landgren's application was approved on 27 May 1921, with Sparmann performing a test flight the following month. On 1 October 1921, the aircraft was registered as S-AAN. However, the LVG was broken up a few months later.


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Jan Forsgren

J.Forsgren Swedish Military Aircraft 1911-1926 (A Centennial Perspective on Great War Airplanes 68)

LVG C.VI

  Two former Svenska Lufttrafik AB (SLA) airline LVG C.VIs were purchased in December 1921, with the serial numbers 9 and 10 respectively being allocated. The former had previously been registered in Germany as D-59. When used by SLA, the LVG CVI carried the identity L7. The price was 1,000 kronor, including skis and an assortment of spares. The second LVG CVI was c/n 4929, having served with SLA as serial number L5. Both LVG CVIs were delivered to the naval yard in Stockholm in November 1921, being accepted on November 28.
  Both airplanes had seen considerable use with SLA, with the low price being seen as a good opportunity for a great deal. The LVG C.VIs were intended for gunnery, bomb dropping and observer training. Although seemingly suitable for the job, the aircraft were only used sparingly. It would also appear that neither LVG C.VI ever carried any kind of armament.
  Nevertheless, the pair of LVG C.VIs were the fastest airplanes in naval service, being capable of speeds of up to 175 km/h. The rate of climb was also considered as being excellent. Three major drawbacks were the propensity to turn turtle on landing, constantly leaking radiators, and the fact (or belief) that the wings lacked sufficient strength. As a result, orders were that the LVG C.VIs were to be ’’flown carefully”.
  Beginning on February 19, 1922, LVG C.VI serial number 9 was used for ice reconnaissance off the west coast. Flying the LVG C.VI was Arvid Flory, with Einar Christell serving as observer. The AFK also participated in these flights, with two Dront’s being used. The reasoning behind choosing the LVG C.VI was due it being the fastest naval airplane, also being fitted with wheels instead of floats. Due to poor weather, the flights had to be curtailed by the end of February. On their way back to Hagernas, Flory and Christell became the first naval aviators to land at Malmen in a naval airplane.
  Both LVG C.VIs were struck off charge in November 1923, being sold to navy pilot Albin Ahrenberg. The former serial number 10 registered as S-AXAA on June 20, 1924. It was later registered as S-AABK and SE-ABK, eventually being struck from the civil aircraft register on May 20, 1928. In his memoirs, Ett flygarliv (A Life in Aviation), Ahrenberg describes how he came into possession of the airplanes: "The MFV High Command eventually grew tired of the constant repairs, and the airplanes were withdrawn from use. While peering out the window of my office one beautiful day, I saw people dragging one of the ’planes to the heating central, obviously to hand it over for cremation. I immediately ran to the Boss, who confirmed my suspicions - it would be burnt. I opened the window, yelling that they should wait a bit before starting the act of destruction. The Boss understood.
  “Do you want to buy it?”
  “Yes, that’s right! How much does it cost?”
  “Well, there’s not much firewood in one of these. Shall we say 150 kronor?'
  The offer was immediately accepted.
  Then you can take the other one as well for the same price, just so that we can get rid of this junk!”
  In 1928, the seemingly indestructable LVG C.VI was sold to gun manufacturer Bofors, surviving until 1933 by which time it was expended as a target during anti-aircraft gunnery trials.

LVG C.VI Technical Data and Performance Characteristics
   Engine: 1 x 200 h.p. Benz Bz IV
   Length: 7,45 m
   Wingspan: 13,00 m
   Height: 2,80 m
   Wing area: 34,60 m2
   Empty weight: 930 kg
   Maximum weight: 1,420 kg
   Maximum speed: 170 km/h

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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  At the suggestion of the Flugzeugmeisterei, the company decided to build a C-airplane LVG C.VI with a 200 hp Benz engine Bz.IIIa, which started its first test flights in mid-1918. In addition to this type, another C-airplane C.VIII with over-compressed Benz engine Bz.IIIau was constructed on the basis of the B.III training machine. However, this development was completed too late to be used.
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Z.Czirok German Aircraft in Hungarian Service (A Centennial Perspective on Great War Airplanes 92)

Passed Hungary

  On 9th November 1918, three German airmen lost their lives at Ersekujvar, in what was then Czechoslovak territory, but there is no information on whether they arrived there by plane. Almost a month later, on the 4th December 1918, Cetnicky strazmistr (Gendarme Sergeant) Frantisek Vitula of the Hodonin detachment reported on the following to the higher command:
  “On 3rd December 1918 at 4.30 p.m., a biplane was observed circling several times at a height of about five hundred meters above Velka and in the vicinity of Velka. The biplane came from the direction of Hungary. After a longer period, the biplane in question landed in a field near Velka. The undersigned went immediately to the landing site with the probationary gendarme Rudolf Tomanek and four gendarmes as assistance. Corporal Rechtenbach got out of the aircraft as a driver, and Leutnant Valter Schmidt as an observer, both of the aviation department No. 22 in Graudenz, Germany. Both of the airmen mentioned above reported that they had taken off on the same day in S[z]olnok, Hungary, and thought to fly to Bohumin, asking for directions to Brno, were interned and guarded at the local gendarme station. There was one machine gun with 349 rounds of ammunition and 8 illuminating rockets on the aircraft. The aircraft was guarded on the spot after the two aviators were handed over to the headquarters of the Slovak Brigade in Hodonin on 4th December 1918. The aircraft, which was dismantled on 5th December 1918 with the help of a military detachment, was transported to the railway station in Straznice. ”
  The aircraft LVG C.VI 3981/18 belonged to Fliegerabteilung 22, and its crew consisted of pilot Unteroffizier Adolf Rechtenbach and observer Leutnant Walter Schmidt. Their mission was to fly the aircraft to Fliegerersatzabteilung 8 in Graudenz. For this flight, they presented a valid document issued by the commander of FA 22 to fly the Szolnok-Gleiwitz-Brieg-Breslau-Graudenz route. The aircraft was impounded, and both airmen received documents for travel to Germany and were released. The plane served later in the Czechoslovak Air Force, mainly at the flight schools in Prague and Cheb, and in 1924 it was disbanded.
  Only one German aircraft was operational and flown at a Czechoslovakian frontline air unit: LVG C.VI 4896/18. The designation was mistakenly recorded in Czechoslovakian documents as 4869, and the plane consequently carried 48.69, following the former Austro-Hungarian designation system. It has been a mystery how this plane got to the country; what is known as the German two-seater was assigned to 1. polni letecka setnina at Kosice on 27th February 1919. Available photos, however, proved that this aircraft was assembled and used at Hungarian unit 8. repuloosztaly in February 1919, which was stationed at Rakos airfield. The squadron’s only lost plane was captured on 20th February 1919 by the Czechoslovakians; it is probable that these were the same aircraft. Pilot Kalman Sutak and observer Otto Polnisch were carrying propaganda material across the demarcation line that day. Still, the Hungarian plane was fired upon over Rimaszombat (today: Rimavska Sobota, Slovakia), and the pilot had to make an emergency landing. The Czechoslovakians captured the Hungarian airmen, and although they did not find any weapons when they searched the plane, only leaflets and copies of the newspaper Nepszava, they threatened to execute them. The Hungarian military leadership protested the incident to the Armistice Committee.
  At the Czechoslovak squadron Praporcik Rudolf Forst carried out the first recorded flight at the control of 48.69 with nadporucik Miloslav Dolezel on 17th May 1919. During its short service on the airfield of Pezinok near Bratislava and the provisional one at Lucenec, Forst became the privileged pilot of the LVG. It is necessary to remember that the LVG biplane was equipped with a control stick, different from the traditional steering wheel control of the Austro-Hungarian planes, which were flown by the former k.u.k. pilots like Forst and the others.
  LVG C.VI 48.69 became out of operation on 25th May when it suffered slight damage on the way back from a reconnaissance flight. The accident occurred at the emergency airfield near Lucenec, and besides the landing gear, the propeller was also damaged. The crew, however, remained unharmed. The airplane could be repaired at the squadron, but they had to wait for the spare parts to arrive from Prague.
  On 7th June 1919, the LVG was ready again for a sortie after the landing gear was repaired and with a new propeller. Cetar Bohuslav Hrazdil was to make a flight, his first one in a plane with a control stick instead of a steering wheel. Hrazdil gave the Benz engine full throttle, and the plane was taking off. At the same time, according to witnesses, the aircraft began to bank to the left at a height of about one meter. The bank became steeper and steeper until the lower left wing touched the airfield’s surface. It must have been apparent to the pilot that he could no longer keep the plane under control, and he promptly shut down the engine. The LVG turned 180° around the wing, losing its freshly repaired undercarriage in a flash so that the lower wings absorbed all the remaining energy, in which most of the ribs broke. The petrol tank and propeller also took a hit. The crew, however, miraculously remained unharmed.
  Two other LVG C.VIs, 3978/18 and 3984/18, got into Czechoslovakian hands. Their origin is unknown, but they supposedly belonged to a squadron of the Mackensen’s army, passing through Czechoslovakia on its way from the Balkan peninsula home to Germany.


Sorties Flown with LVG C.VI 48.69 at 7. polni letecka setnina
Date Pilot Observer Flying time Task
19.5. prap. Rudolf Forst npor. Miloslav Dolezel 2h 10’ recon.
20.5. prap. Rudolf Forst npor. Miloslav Dolezel 3h 10’ recon.
21.5. prap. Rudolf Forst npor. Miloslav Dolezel lh 8’ recon.
22.5. prap. Rudolf Forst npor. Miloslav Dolezel 2h recon.
24.5. prap. Rudolf Forst npor. Frantisek Weinert 2h 15’ recon.
25.5. prap. Rudolf Forst npor. Miloslav Dolezel lh 50’ recon.


The First and Last Mention of Czechoslovak LVG C.VIs in Documents

3978/18 first flights at the squadron of Prague on 12 March 1919 written-off on 22nd June 1922 at HLD at Olomouc after a crash in Cheb on 11 May 1922
3981/18 belonged to Fliegerabteilung 22, seized after force-landing on 3rd December 1918 31st October 1924 Vojenske letecke uciliste (VLU; Military Training Center) at Cheb (permission of Ministry of Defence to write-off)
3984/18 19th February 1920 (reportedly purchased in Germany before this date) in one and two-seater courses at VLU at Cheb on 21st November 1923
4896/18 (48.69) delivered to 1. polni letecka setnina on 27 Feb 1919 burned in a fire at HLD in Prague on 5th November 1921
7715/18 belonged to Artilleriefliegerstaffel 116, seized at Cheb after an emergency landing on 22nd June 1919 returned to Bavaria on 12th April 1920 for the promise to stop overflight of the Czechoslovak border
Note: The list does not include two LVG C.VI aircraft or their civil P1 versions, possibly belonging to the Ukrainian Government. Both planes were interned in Czechoslovakia, crashed with Czech pilots, and were later purchased by the Zivnobanka banking house. Their numbers have yet to be discovered; they were often known as the LVG 1 and LVG 2 at Cheb. Both were written off in August 1924.



Remained in Hungary

  As a result of the armistice of 11th November 1918, which ended not only the fighting between the Entente and Germany but the whole of World War I, many of the German airmen headed for home from the Balkan. Already the next day, a German Fokker of Jasta 38 landed at Orkeny (50 km south of Budapest) in Hungary, and the landing of another four German aircraft was also reported near Orkeny on the same day. On 13th November, the Aviation Department of the Hungarian War Ministry received a report that two cars and two aircraft had been seized from German officers in transit. Two days later, on the 15th, the commander of the National Guard in Bicske (about 35 km west of Budapest) reported the force-landing of a German two-seater due to lack of fuel.
  In the Armistice of Belgrade signed on 13th November 1918, the commanding officer of the Allied Army of the Orient, General Louis Franchet d’Esperey, required, among other things, the withdrawal of all German troops from the Balkans within 15 days and the disarmament and internment of German soldiers crossing the country. That was virtually impossible as the Hungarian government did not have sufficient armed forces to compel the Germans to surrender their weapons; it was a challenge even for the returning Hungarian soldiers. Following the repeated French demands, Mackensen finally agreed to disarm and intern his troops in Hungary on 2nd December. The weapons were to be handed over to the railway station commands, after which the consignments were to be forwarded on the instructions of the Hungarian central transport command, the details of which were still to be decided on 2nd December. According to these instructions (quoting only the relevant passages): “The transports at Szolnok, or to the east or south of it, are to be disarmed at Szolnok, the others at the station nearest to the place of detention. The materials contained in the transports are to be detained at the nearest suitable station to the place of detention and handled by the provisions already issued (...) The removal of German troops in the area of the Arad, Szeged, and Kolozsvar line headquarters remains pending. ”
  The total number of German troops that passed through Hungary was estimated at 170.000. The first to enter the country were units of the German 11th Army stationed in the Vojvodina region. Mackensen’s troops began to evacuate Romania on 10th November 1918, and the first units reached the Hungarian border on 19th November. Most German troops were transported by rail, with the last German transport crossing the border and leaving the country on 3rd January 1919. It is worth noting that the German troops had, in the meantime, found their way back, and they, in many cases, scattered with the knowledge of their commanders. The retreat of the Mackensen army did not take place in complete military order, and the soldiers often tried to return home by selling their surplus military equipment.
  In reality, the disarmament occured as follows (according to a contemporary newspaper article): “At first, on the instructions of the Hungarian government, the station commanders called on the marchers to lay down their weapons in a friendly manner, but no violence was used. The German troops did not comply with the order until Saturday of last week [2nd December 1918], when the so-called disarming committee of the military council of the Mackensen army appeared in Szolnok, and from then, it disarmed all incoming transports. The Germans thus disarmed themselves without the slightest incident or disturbance. The disarmament committee handed over the weapons and munitions to the station command at Szolnok, which took custody of them. This continued until Wednesday morning. At that time, Mackensen entered into negotiations with the Hungarian government concerning the details of the disarmament and possible internment, and then, yesterday [4th December 1918], at the call of the Hungarian government, there was a pause in the disarmament at Szolnok. The Hungarian government sent a three-person committee to Szolnok to assist in the disarmament under the new detailed agreement. ”
  Mackensen, seeing that neither the Hungarian government nor the Entente was able to prevent his army’s march, made every effort to avoid disarmament and internment. On 5th December, he ordered the German troops that “disarmament and planned internment were suspended (...) Valuable material (...) must be removed”.
  The Hungarian air disarmament committees were formed on 7th December 1918, and were soon up and running. Although the Entente demanded the surrender of all weapons, including aircraft, the Hungarian side failed to do so: the German war material delivered to the Entente until the proclamation of the Hungarian Soviet Republic contained practically no air material (except for two hangars). Several reminiscences stated, however, that German aircraft were standing in closed wagons on the rails when the authorities seized them, and a significant part (or maybe all) of them were transported from Jaszapati, according to the records at least.
  The captured German planes were continuously carried to the Material Depot at Cinkota (now part of Budapest). Based on the Material Depot’s inventories, there were ten aircraft of German origin on 5th January 1919 and 20 aircraft on 1st February 1919. Later, the number of German aircraft increased significantly, with 63 aircraft registered on 1st April and 53 on 31st May.
  Only minimal information is available about the airplanes of German squadrons that served on the Salonika front, especially in 1918 and even more so in the last months of the war. Gerhard Fieseler, ace of Jasta 25, wrote for instance, that in early July 1918, two Fokker D.VIIs were sent to the Macedonian theatre. He got one, and the other went to Leutnant Fritz Thiede, CO of Jasta 38.
  The German planes that fell into Hungarian hands were Albatros D.Va and Fokker D.VII fighters, DFW C.V, Halberstadt C.V, LVG C.VI, Pfalz C.I and Rumpler C.VI/C.VII reconnaissance planes, most in a more or less damaged condition. Indeed, some aircraft did not arrive at Cinkota or are not listed in the records. As the Hungarian Flying Troops needed a constant supply of aircraft, especially during the fighting of the Hungarian Soviet Republic, the command decided to deploy German reconnaissance and fighter aircraft in addition to ones produced by the Hungarian aircraft companies. The primary German “collection” types of about 70 aircraft were the Fokker D.VII fighter and the LVG C.VI reconnaissance aircraft. They used fewer of the former, probably because MAG also produced the type (series 93), but the final assembly of six brand new German Fokker D.VIIs was also carried out there. The newly built fighters had an obvious advantage over the stripped-down German aircraft. The situation was different with the LVG reconnaissance aircraft, as they were worthy counterparts of the domestically produced aircraft in terms of performance and reliability. Approximately 30 of this type were in Hungarian hands, ten of which were undoubtedly flown. In May 1919, more aircraft were transferred from Cinkota to Matyasfold (MAG) and Albertfalva (UFAG; MARE in Hungarian) for repairs.
  First 8. repuloosztaly, based at Rakos, was equipped with LVG biplanes, two of which were assigned to the unit. One of them was brought from the Material Depot at Cinkota to the UFAG at Albertfalva, where it was assembled and then flown to Rakos (probably one with serial number 8921/18). At the same time, the other one was delivered directly to the unit commanded by Sandor Hartzer. One of the missions flown by the German LVG C.VIs was recalled by Gyula Trojan, former pilot of Flik 58 and Flik 41/J:
  “This is how I flew in mid-March 1919 in a German plane of type LVG equipped with a 300 hp engine over the then surrounded Salgotarjan and Kassa. We were carrying mail and leaflets, which my observer officer dropped. We were greeted with heavy gunfire at both places, but flying low, we accomplished our task, and after a strong five-hour flight, we returned safely to Rakos. It was impossible to fly a Hungarian plane for that long because it did not have such a large fuel tank. ”
  Later, 2. repuloosztaly/repuloszazad at Albertfalva also received some of the excellent German reconnaissance aircraft, but LVG C.VIs were used in the most significant number by the 6. repuloszazad in the summer of 1919. The unit under the command of Bela Schweger was stationed at Onga near Miskolc. A field east of the village was used as an airfield; it was the pasture of the village, and the flat, grassy area was ideally suited to the purpose of the temporary airfield. No structures were erected on the site, aircraft were probably stored in hangar tents, and most of the crew were accommodated in the nearby castle. The squadron’s main task was reconnaissance in an easterly and northerly direction, but enemy troop movements were also to be disrupted by bombing.
  The LVG C.VIs proved reliable, and the pilots liked the type, but regular reconnaissance missions wore out the planes well. On 18th June, for example, after the engine of the only LVG still in service “ran hot”, there was no operational aircraft for about a day and a half.
  The next day’s report highlighted the shortages: “Only two barrels of petrol and one semi-airworthy aircraft in the 6. repuloszazad. Petrol and the 1 LVG and 2 Berg planes promised yesterday would be needed.”
  The unit’s aircraft continued to suffer regular damage afterward. On the afternoon of 21st June, Mihaly Kimmel and Alfred Schuff, flying aircraft 7711/18, were forced to abort their reconnaissance mission due to dense fog and engine failure, and the plane suffered minor damage on landing. On the morning of 1st July, Bela Bodo and Antal Kristolofil departed to reconnaissance the line of the Tisza River and the area around Debrecen, but during the flight, an anti-aircraft battery from the south of Hajdunanas opened fire on them. LVG C.VI 8952/18 was hit, most probably the propeller, which caused it to fly away, and the pilot made a force landing near Csanalos-Sosto. On the morning of 5th July, Miklos Lipcsey and Laszlo Dioszeghy crashed 8951/18 on landing after their mission. On 13th July, Lajos Breier and Kristolofil brought 7711/18 home with two hits on the left wing surface after heavy artillery fire over Rakamaz. The other side of the balance, however, was several successful sorties. Out of the 48 known sorties flown by the squadron during June and July 1919, at least 41 were flown by LVG C.VI aircraft.
  From 17th July onwards, aerial reconnaissance of the squadron had to be limited to accurately identifying of positions of the enemy batteries in preparation for the planned offensive on the Tisza and cooperating with the artillery. Before the each mission started, the company commander had to request reconnaissance instructions from the competent artillery brigade headquarters. Although the unit carried out several reconnaissance sorties almost every day when weather permitted it, and there were occasions when one or two operational aircraft were in the air nearly all day, the higher command was not satisfied. On 28th July, the following order was sent to the squadron: “After receiving the order to take off, several hours always elapse before, after repeated urging, the aircraft assigned to reconnaissance finally takes off. In the present situation, however, an urgent reconnaissance of a district is usually required, which in this form becomes directly impossible. I, therefore, order that, from tomorrow onwards, the planes capable of taking off shall be prepared in such a way that, no later than five minutes after receiving the order to take off, the plane assigned to reconnaissance can take off.”
  On 29th July, the the squadron’s pilots made five takeoffs, four of which were near the crossing points on the Tisza. In the morning, however, an LVG C.VI 7711/18 and its crew took to the air in pursuit of an intruder: an aircraft reported as a French(?) one heading from Debrecen to Onga, via Miskolc to Izso was continuing its flight despite heavy machine gun fire. The Hungarian two-seater chased it to Miskolc, but here, pilot Dezso Jager and observer Gyorgy Zacharias lost sight of the enemy aircraft in the clouds.


German Aircraft at Hungarian Units


Hungarian Flying Troops (November 1918 - 21th March 1919)

1.repuloosztaly (Matyasfold):
   Fokker D.VII 3247/18 (E: 35682)
   Fokker D.VII 4072/18 (E: 35416)
   Fokker D.VII 5146/18 (E: 35628)
   All three were on the Department of Aviation’s list dated 3rd February 1919 as aircraft to be allocated to the unit. It is unknown if they were used, and they were not listed in any subsequent registry or account, either.
2.repuloosztaly (Albertfalva):
   LVG C.VI 6372/18 (E: 24726)
  It was on the list of the Department of Aviation dated 3rd February 1919 as aircraft to be allocated to the unit. The plane was flown several times in February 1919.
8.repuloosztaly (Rakos):
   LVG C.VI 6721/18
   LVG C.VI 6751/18
  Both served and were flown at the unit in February-March 1919.


Hungarian Red Flying Troops (21st March - 1st August 1919)

2.repuloszazad (ex 2. repuloosztaly, Albertfalva):
   LVG C.VI 6372/18 (E: 24726)
  At the unit: April-July 1919, it was deployed several times but was under repair for extended periods.
3.repuloszazad (ex 8. repuloosztaly, Rakos):
   Halberstadt C.V 3459/18 (E: 34990)
  It was sent to the squadron on 21st May 1919, but no other information on its use.
6.repuloszazad (Onga):
   LVG C.VI 7646/18 (E: 35077)
  At the unit: 24-31 July 1919, flying four known sorties. It was under repair on 27th and 31st July 1919.
   LVG C.VI 7711/18 (E: 22444)
  At the unit: 8th June - 31st July 1919, flying 25 known sorties. The aircraft’s engine “ran hot” on 18th June 1919. The plane was damaged on landing on 21st June 1919. It was under repair between 22nd June and 1st July 1919, and 7-9 July 1919 again. Two anti-aircraft hits on the left wing on 13th July 1919.
   LVG C.VI 7713/18 (E: 22314)
  At the unit: 29th June - 20th July 1919, flying no known sortie. It was under repair between 29th June and 3rd July 1919, and 5-19 July 1919 again.
   LVG C.VI 8951/18 (E: 35481)
  At the unit: 23rd June - 11th July 1919, flying two known sorties. The plane crashed on landing on 5th July 1919 and was under repair 5-11 July 1919.
   LVG C.VI 8952/18 (E: 35355)
  At the unit: 12th June - 27th July 1919, flying two known sorties. It was under repair 12-14 June 1919. The plane’s propeller was hit and crash-landed on 1st July 1919. It was under repair 2-7 July 1919 and 9-23 July 1919.
   LVG C.VI 8966/18 (E: 35380)
  At the unit: 15-23 July 1919, flying two known sorties. It was under repair 15-16 July and on 23rd July 1919.
   LVG C.VI 8987/18 (E: 35432)
  At the unit: 8-22 June 1919, flying four known sorties. It was under repair 12-13 June and 17-22 June 1919.
7.repuloszazad'.
   Fokker D.VII 7606/18
  It fell into Romanian hands in Debrecen on 23rd April 1919. It was under repair in June 1919 at the Romanian Escadrila - depozit
   LVG C.VI 7791/18
  Captured by Rumanian forces in Debrecen, flown by Escadrila N.7 in June 1919.



Back to the Balkans

  After the unsuccessful crossing of the Tisza River, the Eastern Front collapsed, and the Hungarian troops began a full retreat. On 1st August, the Governing Council resigned, ending the period of the Hungarian Soviet Republic, and three days later, Romanian troops marched into Budapest. This was the beginning of a process that, from the Romanian point of view, was a capture or prize, but from the Hungarian point of view, it was a plunder of the country and the aviation industry. This process can be reconstructed with a fair degree of accuracy based on the situation reports received by the Air Department of the Hungarian War Ministry. According to the data up to 21st November 1919, 302 wagons of flying materials were taken by the Romanians from various places, of which 97 wagons had already left the country via the Tisza bridges between 26th September and 21st November 1919. The War Ministry account shows that Romanians carried away 547 aircraft (204 without engines) and 135 engines altogether. Based on archival sources, Valeriu Avram stated that the Romanian Army captured ca. 150 aircraft of different types (ca. 80 were in good condition) and about 260 aircraft engines in Hungary in 1919. This considerable contradiction is unlikely to be fully resolved, but research is ongoing to clarify the data and paint a more complete picture.
  As for the aircraft of German origin, Romanian Grupul V Aviatie got the first ones already in the beginning phase of the campaign against Hungary. Occupying Debrecen, they got at least one Fokker D. VII (7606/18) and one LVG C.VI (7791/18); the former appeared at Escadrila - depozit on 25th May 1919, then assigned to Escadrila N. 7, the latter was also flown at Escadrila N.7 in June. At the end of June 1919, Escadrila S.2 was equipped with another LVG with serial number 14640 (?). During the retreat from the Romanian Army, 6. repuloszazad reached Godollo (about 30 km northeast of the outskirts of Budapest) and disembarked here. Still, as the further route was blocked, the entire unit’s equipment fell into enemy hands, including four operational and two dismounted aircraft. (On 31st July, the squadron had LVG C.VI 7711/18 in operational condition and 7646/18 under repair, besides three Hansa-Brandenburg C.I series 269.) Identification of further German planes is possible in the case of LVGs, as there are only suitable Hungarian and Romanian sources about them. According to Hungarian reports, three LVG C.VIs were taken from UFAG and nine from MAG. Valeriu Avram, however, found ten LVG C.VI in Romanian records: 7601/18,7605/18,7618/18,7620/18,7646/18,7791/18, 8904/18, 9821/18, 14640 (?) and 15844 (?); three of them were captured earlier as it was already mentioned. From Romanian documents a further LVG is known: 9484/18.
  The captured aircraft, especially the LVG C.VIs, entered Romanian service mostly in 1920, and as far as the fate of the planes is concerned, we have information mainly about their accidents. The first happened in 1919 at Debrecen, with Capitan Gheorghe Racoveanu in the pilot’s seat. 7618/18 had an accident sometime in 1920 in Iasi piloted by Sublocotenent Mosu Simionescu. 7636/18 also suffered damages in Brasov on 17th August 1920 with Adjutant Schwartz and Sublocotenent Dimitriu.
  On 13th September 1920 Locotenent Friedrich Rozstocki took off with Nr. 15884 (its original number is unidentified) when the engine, at 50 meters high above the airfield, began to give increasing failures due to the carburetor, forcing it to land with the backward vault, not having time to take it to the front. The propeller, two wheels, and the undercarriage were destroyed, but the engine, the fuselage and the upper wings remained good.
  The following day, No. 1920 L (7620/18) crashed at the Central de Instructie al Aviatiei (Aviation Training Center) in Siret with pilot Locotenent Traian Paclea and pilot student Locotenent Alexandru Cernescu. The aircraft was heavily damaged: the wings and the propeller were broken into several pieces, as well as the fuselage, which was broken into three pieces. The engine, like the onboard devices, was destroyed, as were the wheels and the undercarriage. The plane became useless, and even spare parts could not be taken from it as they were all destroyed.
  The last known accident happened on 15th August 1921, when Locotenent Petre Davidescu landed with 7646/18, which suffered severe damage to the wheels, the undercarriage, and the lower wing; its propeller was broken, and the engine was displaced.

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

LVG C.VI Series 08.100

  Concerned that the worker's strike at UFAG and production delays at Phonix could threaten the supply of two-seater biplanes, the LFT made plans in early 1918 to purchase 50 German LVG C.VI biplanes as insurance. Built completely of wood, including wing and undercarriage struts, the versatile C.VI was also eyed as a potential candidate for license manufacture. On 27 March, a 230 hp Hiero engine was shipped to Johannisthal for installation in a C.VI, and LVG flight tests were satisfactorily concluded on 14 April. An order for 50 LVG C.VI biplanes, numbered 08.101 to 08.150, was approved on 27 July 1918. However, the order was subject to a performance comparison with the latest Phonix and UFAG C.I production machines. The Phonix C.I emerged the winner and, with manufacturing problems on the mend, the LFT cancelled the C.VI order on 31 August 1918. In fact, the LFT recommended that LVG stop C.VI production and build the Phonix C.I instead. LVG C.VI 3978/18 (engine unknown but possibly the Hiero-engined test machine) and a Benz-powered C.VI 3843/18 were listed in the 1919 inventory of LFT aircraft.

M.Kabatek, Fr.R.Kulczynski German Aircraft in Polish Service. Volume 1

Chapter 5: The LVG C.VI

  In August 1917, the Luft-Verkehrs-Gesellschaft mbH began work on a new C-class aircraft powered by a 200 hp Benz Bz.IV engine. In October, the finished design was approved by Idflieg, which ordered three prototypes, designated LVG C.VI. By 5 January 1918, the LVG C.VI had reached the final assembly stage and it was first flown later that month. The subsequent Typenprufung was completed in February 1918. The results were more than satisfactory and the C.VI was recommended for front line service.
  The layout of the new LVG C.VI was similar to that of the earlier C.V, but it was refined aerodynamically. It was smaller and lighter, which gave it better handling characteristics and performance (including a higher rate of climb). The first production order was placed in March 1918. Three months later, a total of 173 LVG C.VI were in operation with the combat units on the Western Front. As of August 1918, they already had 400 aircraft of this type. By the end of the hostilities, production orders had been placed for at least 1,253 machines, and the assembly lines remained in operation until the end of January 1919.
  The LVG C.VI had a high level speed and rate of climb, and very good maneuverability. They were liked by their crews for the ease of piloting and safety. They performed best in close reconnaissance and artillery cooperation missions, although they were slightly inferior in these roles to the Halberstadt C.V that was regarded as the best aircraft of its class.
  A total of 13 LVG C.VI biplanes were operated by the Polish air service (two more were never placed in service). Four of these were civilian conversions, without the standard observer’s cockpit, armament, or other military equipment. The necessary modifications were made in Poland by installing machine gun rings. During their service, the LVG C.VI biplanes were in the inventory of the II Szkola Pilotow in Cracow, III Esk. Wlkp. (subsequently renamed 14. EW), III GL, 3. EL, 5. EL, 7. EL, 12. EW, 15.EM, OSOL in Torun and WSP at Lawica. At least one machine was used until the end of 1924.


LVG C.VI 1505/18

  The aircraft was taken over on 15 November 1918, at the Warsaw airfield. Subsequently, it was delivered for an overhaul to the CWL. By the end of February 1919, it had been made airworthy again, and subsequently it was sent to Lviv, where on 18 April 1919, it entered the inventory of the 7. EL. While used by the unit it flew six combat sorties:
  - 10 May 1919 - combat sortie. Crew: ppor.pil. Mieczyslaw Garsztka and por. obs. Kazimierz Swoszowski. Summary: reconnaissance of the positions of Ukrainian troops deployed in the Lviv area. The observer took thirteen photographs of enemy trenches, and spotted a Ukrainian observation balloon near the railway station at Stare Selo.
  - 14 May 1919 - group combat sortie. Crew: ppor.pil. Mieczyslaw Garsztka and por. obs. Kazimierz Swoszowski. Summary: attack against Ukrainian troops in the area of Kulykiv. The aircraft was hit several times by machine gun fire from the ground, but returned safely to Lviv without problems.
  - 20 May 1919 - combat sortie. Crew: ppor.pil. Mieczyslaw Garsztka and ppor. obs. Aleksander Senkowski. Summary: attacking spotted enemy troops. The crew bombed and strafed Ukrainian transport column. The aircraft was hit by ground fire in the target area (the engine was damaged), and the crew had to make a forced landing on the Polish side of the front line.
   - 1 June 1919 - combat sortie. Crew: ppor.pil. Mieczyslaw Garsztka and por. pil. Kazimierz Swoszowski. Summary: reconnaissance in the area of Ternopil - Staryi Ostrov - Berezhany.
  - 6 June 1919 - combat sortie. Crew: ppor.pil. Mieczyslaw Garsztka and por. obs. Kazimierz Swoszowski. Summary: reconnaissance in the area of Staryi Ostrov - Terebovlia — Pidhaitsi.
  - 1 June 1919 - combat sortie. Crew: ppor. Mieczyslaw Garsztka and por. obs. Kazimierz Swoszowski. Summary: reconnaissance in the area of Radyvyliv - Uhniv - Dubno - Brody. The crew strafed an enemy column spotted at Brody.
  In July 1919, the aircraft was already heavily worn out and was only fit for short combat sorties. It went to the III Park Lotniczy (III Park Lotn. - III Aircraft Park) in Lviv for repairs on 5 August 1919. It was made airworthy again before the end of the month. The machine was probably damaged again during an acceptance test flight.
  Por. pil. Franciszek Peter flew a six-minute technical flight on the aircraft on 26 April 1920. About two months later it was transferred to the Stacja Lotnicza Lawica. At least from 15 January 1921, it was at the OSOL in Torun.
  LVG C.VI 1505/18 was lost in an accident on 25 May 1921. While flying at an altitude of 2,000 m the aircraft entered a spin. Eventually, the crew of sierz.pil. Jozef Zuromski and por. obs. Chmielewski managed to make a forced landing in a forest area (both suffered minor injuries). The badly damaged aircraft was struck off charge.


LVG C.VI 1574/18

  The aircraft was purchased in Germany in early September 1919 and delivered to the Stacja Lotnicza Lawica. Initially, it was handed over to the workshops. The aircraft was transferred to the III Esk. Wlkp., based at Buk, on 6 October 1919. At the end of October the unit was deployed to the eastern front and based at Zhodzina. While used by the III Esk. Wlkp. the aircraft flew four sorties:
  - 6 October 1919 - test flight over the airfield at Buk. Flight time: 5 minutes.
  - 28 October 1919 - test flight over the airfield at Zhodzina. Flight time: 4 minutes.
  - 5 November 1919 - combat sortie. Crew: ppor.pil. Jozef Manczak and sierz. obs. Jozef Klicze. Take-off: 15:55, landing: 16:30. Summary: reconnaissance along the front line on the route of Vyalikaya Ukhaloda - Stayki - Nemanitsa - river Scha - Barysaw. During the mission, the observer bombed the railway station at Stayki, dropping 50 kg of bombs.
  - 6 March 1920 - test flight over the airfield at Zhodzina. Flight time: 10 minutes.
  8 March 1920 the aircraft was delivered to the 12. EW based at Kisyalyevichy. While used by the unit, LVG C.VI 1574/18 flew the following sorties:
  -11 March 1920 - combat sortie. Crew: sierz.pil. Kazimierz Burzynski and ppor. obs. Andrzej Plachta. Take-off: 10:55, landing: 11:55. Summary: photographing targets in the area of Parichi - Horki - Belitsa. During the sortie the observer took a total of thirteen photos.
  - 29 March 1920 - combat sortie. Crew: sierz.pil. Kazimierz Burzynski and ppor. Klotz (intelligence officer of the 14. Dywizja Piechoty/14th Infantry Division). Take-off: 16:00, landing: 17:45. Summary: reconnaissance of bridges on the river Drut’, road traffic on the Mogilev and Rahachov highways, of the Rahachov - Bykhav railway line, and the territory west of Drut’ in the area of Chyhyryn and Hrabovets.
  - 9 April 1920 - combat sortie. Crew: sierz.pil. Kazimierz Burzynski and ppor. obs. Andrzej Plachta. Take-off: 8:00, landing: 10:45. Summary: reconnaissance in the area of Shatilki - Yakimava Slabada - Rechytsa - Kalinkavichy - Mazyr.
  - 11 April 1920 - combat sortie. Crew: sierz.pil. Kazimierz Burzynski and ppor. obs. Andrzej Plachta. Take-off: 10:10, landing: 12:30. Summary: reconnaissance in the area of Yakimava Slabada - Rechytsa and bombing of the railway station at Rechytsa. A total of 50 kg of bombs were dropped on the buildings. Three photos of the station were also taken. The aircraft was missed by two artillery shells fired at it over Shatilki.
  - 12 April 1920 - combat sortie. Crew: sierz.pil. Kazimierz Burzynski and ppor. obs. Andrzej Plachta. Take-off: 6:10, landing: 8:20. Summary: reconnaissance along the route combined with bombing and strafing of ground targets spotted. At 7:00 Soviet transport columns were attacked from an altitude of 400 m, dropping a total of 50 kg of bombs. In addition, two artillery pieces located on the northern bank of Berezina, 2 km from Yakimava Slabada, were strafed from an altitude of 200 m (200 rounds were used).
  - 14 April 1920 - combat sortie. Crew: sierz.pil. Kazimierz Burzynski and ppor. obs. Andrzej Plachta. Take-off: 4:50, landing: 6:50. Summary: reconnaissance in the area of Yakimava Slabada - Gorval’ and over the railway line of Vasilievichy - Gorval’, finding out the direction of the withdrawal of Soviet troops from the vicinity of Shatilki. During the flight, the observer strafed an enemy steamship on the river Berezina (400 rounds were used). In addition, the crew bombed two locations, dropping a total of 50 kg of bombs. During the mission the aircraft was under antiaircraft artillery fire that missed it.
  - 16 April 1920 - combat sortie. Crew: sierz.pil. Kazimierz Burzynski and por. obs. Andrzej Plachta. Take-off: 8:45, landing: 10:40. Summary: reconnaissance in the area of Yakimava Slabada - Baraviki - Yalany combined with photography of enemy positions. The observer took a total of 27 photos. The aircraft was missed by 30-40 shells fired by artillery deployed on the left bank of Berezina.
  - 17 April 1920 - group combat sortie. Crew: sierz.pil. Kazimierz Burzynski and por. obs. Andrzej Plachta. Takeoff: 5:50, landing: 8:10. Summary: attacking transport columns, artillery positions, and infantry troops spotted in the area of Shatilki - Yakimava Slabada - Baraviki - river Berezina. The crew bombed and strafed targets. During a cross-country flight over Berezina, Soviet ships were firing at the aircraft.
  - 17 April 1920 - combat sortie. Crew: siez.pil. Kazimierz Burzynski and por. obs. Andrzej Plachta. Take-off: 9:50, landing: 11:35. Summary: reconnaissance and attacking targets spotted along the route. Five Soviet ships operating on Berezina in the area of Otrub - Yakimava Slabada were bombed and strafed.
  - 1 May 1920 - test flight over the airfield at Kisyalyevichy. Flight time: 5 minutes.
  - 2 May 1920 - combat sortie. Crew: ppor.pil. Franciszek Jach and ppor. obs. Andrzej Plachta. Take-off: 9:30, landing: 10:50. Summary: reconnaissance of the area of Krasny Bereg - Zhlobin in search of enemy airfields and reconnaissance of the area of Zhlobin - Rahachov combined with dropping several thousand leaflets. Two guns mounted on flatcars fired at the aircraft when above the station at Zhlobin. The observer took five photographs of the station.
  - 2 May 1920 - combat sortie. Summary: reconnaissance in the area of Krasny Bereg - Zhlobin - Rahachov - Babruysk. Flight time: 1 hour 45 minutes.
  - 3 May 1920 - combat sortie. Crew: ppor.pil. Franciszek Jach and ppor. Klotz (intelligence officer of the 14. DP). Take-off: 17:00, landing: 18:00. Summary: dropping orders for an infantry unit and reconnaissance in the area of Krasny Bereg - Zhlobin. The deployment location of the unit was not found. A total of 60 kg of bombs were dropped on the railway station at Krasny Bereg. Two guns mounted on flatcars fired at the aircraft when in the target area. A total of 30 kg of leaflets were dropped over Zhlobin. In addition, an armored train was strafed.
  - 7 May 1920 - combat sortie. Summary: reconnaissance in the area of Babruysk - Parichi - river Ola - Yakimava Slabada. Flight time: 1 hour 40 minutes. The task was not completed due to a low cloud base.
  - 8 May 1920 - combat sortie. Summary: reconnaissance in the area of Babruysk - Parichi - Ryn’ya. Flight time: 1 hour 15 minutes. The task was completed only partially due to a low cloud base.
  - 8 May 1920 - combat sortie. Summary: reconnaissance in the area of Babruysk - Yakshitsy. Flight time: 2 hours 5 minutes.
  - 9 May 1920 - combat sortie. Summary: reconnaissance in the area of Babruysk - Zhlobin - Shatilki. Flight time: 1 hour 40 minutes.
  - 10 May 1920 - group combat sortie. Crew: ppor. pil. Franciszek Jach and pplk Wladysiaw Anders (commanding the 15. Pulk Ulanow Wielkopolskich/15th Regiment of Wielkopolska Lancers). Summary: bombing of the enemy airfield at Pirevichi. Take-off: 5:00, landing: 7:05. The Polish aircraft were attacked over the target by three Soviet Nieuport 24s. The crews dropped their bombs hastily and turned back towards their airfield. LVG C.VI 1574/18 was attacked no less than six times by one of the fighters. According to Polish reports, the Nieuport 24 was apparently shot down by pplk Anders, but this is not corroborated by Russian documents. The crew of LVG C.VI 1574/18 managed to return to their airfield (the aircraft was probably damaged, as it did not fly again until 26 June 1920). Kpt. pil. Wladysiaw Jurgenson (the Eskadra commander) and pchor. obs. Tadeusz Dzierzgowski were less fortunate, their LVG C.V 3344/17 also attacked and shot down. They were captured; kpt. Jurgenson was murdered, while pchor. Dzierzgowski returned to Poland after the war.
  - 26 June 1920 - group combat sortie. Crew: pchor. pil. Kazimierz Burzynski and ppor. obs. Adam Karpinski. Takeoff: 4:45, landing: 5:50. Summary: bombing of ammunition and food depots at the village of Saralataye. The crews saw no explosion of the stored munitions after the attack (the
information about their location was probably incorrect).
  - 30 June 1920 - night combat sortie. Crew: pchor. pil. Kazimierz Burzynski and ppor. obs. Bogdan Kwiecinski. Take-off: 22:45, landing: 23:40. Summary: reconnaissance in the area of Babruysk - Zhlobin - rail bridge across the river Ola. The sortie involved bombing of the railway station at Ryn’ya (a total of 50 kg of bombs was dropped) and the rail bridge (a total of 25 kg of bombs were dropped). The aircraft was seriously damaged during landing.
  LVG C.VI 1574/18 went to the workshops of the Stacja Lotnicza Lawica for repairs in early July 1920. Following the overhaul, probably at the end of August 1920, it entered the inventory of the 14. EW (ex-III Esk. Wlkp.). At the time the unit was based at Lawica, replenishing the equipment and staff. At the beginning of September it was sent to the eastern front again.
  In early December 1920 the 14. EW moved to Grudziadz. As of 21 January 1921, LVG C.VI 1574/18 was declared fit for front fine use despite a damaged fuselage. On 12 February 1921 the aircraft was transferred to I RPL in Grudziadz, where it was struck off charge.


LVG C.V11599/18

  The aircraft was taken over on 15 November 1918 at the Warsaw airfield. In early February 1919, after completion of an overhaul at the CWL, it entered the inventory of the 3. EL based at Lublin. The aircraft was assembled on 14 February 1919. The following day, the crew of por.pil. Jozef Krzyczkowski and ppor. obs. Tadeusz Antonowicz performed a test flight.
  On 10 March 1919, the crew of ppor.pil. Tadeusz Prauss and ppor. obs. Aleksander Laguna were ordered to ferry the aircraft to the new base of the Eskadra. The flight ended in an accident. Por. Prauss described it as follows: It was going reasonably well until Chelm. Later, fog commenced, so that I was flying at 30 m, but on the river Bug the fog was reaching the ground and I had to turn back. I tried to break above the clouds, while doing that I slid on my wing and lost sight of the railway line, which I found again, with difficulty. We were caught by hail between Chelm and Lublin, and heavy rain just before the airfield. I had to go around it, because I had already had enough of the attempts to fly through the hail and clouds, to be getting wet now. The flight did not end very fortunately: during my absence, the airfield had gotten completely soft in the rain, and my LVG plunged into the soft peaty ground up to its axle. I landed on my back, and my observer, ppor. Laguna, having hit the ground with his head, lay for three days as if lifeless.
  The damaged aircraft was repaired on site by the 3. EL (it had a broken propeller, damaged radiator and rudder). It was airworthy again on 7 April 1919, and was prepared for a ferry flight to Kovel. The crew was ppor. pil. Tadeusz Prauss and sierz. Karol Debski (mechanic). Immediately after takeoff, the engine failed, forcing the pilot to land. The aircraft was seriously damaged upon touchdown. The pilot escaped uninjured, while the mechanic suffered numerous bruises. No further attempt was made to repair the aircraft and it was struck off charge.


LVG C.VI 3963/18

  This aircraft was taken over on 15 August 1919, near Husiatyn.The pilot, an Austrian serving in the Ukrainian army, presumably escaped from his unit to the Polish side. Members of the 5. EL arrived at the site of the landing and secured the aircraft.
  No later than 1 October 1919, it went to the III Park Loin, in Lviv, where the radiator and fuel tank were repaired, among other repairs. On 9 December 1919, 3963/18 flew to Kamianets-Podilskyi as a personal aircraft of kpt.pil. Stefan Bastyr, commanding the III GA. This was probably in connection with the inventory of air force materiel captured from the Ukrainian Army. At least from 10 February until 15 March 1920, the aircraft was operated by the 5. EL. It was ferried from Dzhuryn to Lviv on 15 March.
  On 10 April 1920, the aircraft was flown by kpt.pil. Stefan Bastyr from Lviv, heading for Velyka Berezovytsia. Due to the engine overheating, the III GL commander decided to return to Lviv immediately. Eventually, the machine reached Velyka Berezovytsia a few days later, and then returned to Lviv on 17 April.
  In May 1920, the III Park Lotn. in Lviv overhauled the engine and the cooling system. The aircraft remained with the unit until at least 10 June 1920, and then it was struck off charge.


LVG C.VI 7705/18

  This aircraft was probably captured on 2 January 1919, at the airship hangar in Poznan. It was assembled and made airworthy again at the turn of December 1919. It crashed on 20 January 1920, with the crew of sierz. pil. Antoni Bartkowiak and por. obs. Henryk Rybka (both suffered minor injuries). The aircraft was subsequently struck off charge, while the useable parts were delivered to the CWL.


LVG C.VI 9092/18

  This LVG C.VI belonged to the Lithuanian air service. In March 1927, during a training sortie to reach an altitude of 5,000 m, its crew lost their bearings and landed in the Vilnius area (on the Polish side of the border) due to lack of fuel. The crew members were detained in the Modlin fortress, and subsequently returned to Lithuania. The aircraft, on the other hand, went to the CSL at Dublin. In 1928, through diplomatic agency of Latvia, the engine of the aircraft was returned to Lithuania and the airframe was struck off charge.


LVG C.VI (229/18)

  The aircraft was purchased in Germany and it was delivered to the workshops of the Stacy a Lotnicza Lawica on 12 January 1920. On 4 February 1920, the commander of the IV Esk. Wlkp. (later the 15. EM) applied for allocation of the machine to his unit. The request was denied and the aircraft remained in the inventory of the Stacja Lotnicza Lawica. The aircraft was dispatched on 7 April 1920, to the 12. EW based at Kisyalyevichy. It entered its inventory on 15 April, and then flew the following sorties:
  -18 April 1920 - combat sortie. Crew: ppor.pil. Franciszek Jach and sierz. obs. Roman Swiecicki. Take-off: 5:50, landing: 7:40. Summary: dropping newspapers and packages over designated locations, collecting mail from the 14. DP, and reconnaissance and locating the positions of own troops. In addition, the crew attacked enemy artillery positions, dropping a total of 50 kg of bombs on these and firing 200 rounds.
  - 30 April 1920 - combat sortie. Crew: ppor.pil. Franciszek Jach and ppor. obs. Leon Loria. Take-off: 16:30, landing: 17:45. Summary: dropping 10,000 leaflets in the area of Rahachov and Zhlobin.
  - 1 May 1920 - cross-country flight Babina - Babruysk. Flight time: 15 minutes.
  - 1 May 1920 - test flight over the airfield at Kisyalyevichy. Flight time: 10 minutes.
  - 3 May 1920 - combat sortie. Crew: sierz.pil. Boleslaw Gallus and por. obs. Andrzej Plachta. Take-off: 5:10, landing: 6:15. Summary: reconnaissance in the area of Rahachov and dropping leaflets. During the sortie the aircraft was twice fired at by anti-aircraft artillery.
  - 3 May 1920 - duty sortie. Summary: photographing the parade of the 14. DP. Flight time: 1 hour.
  - 8 May 1920 - combat sortie. Summary: reconnaissance in the area of Babruysk - Parichi - Ryn’ya. Flight time: 1 hour 10 minutes. The task was completed only partially due to a low cloud base.
  - 6 June 1920 - combat sortie. The engine failed during the sortie. Sierz. pil. Jozef Jakubowski attempted to land in the area of Parichi. The aircraft was seriously damaged (the crew escaped serious injuries).
  On 24 June 1920, the machine was delivered to the CWL. A few days later it was sent to the Stacja Lotnicza Lawica, where it was struck off charge.


LVG C.VI (514/18)

  The aircraft was purchased in Germany and it flew to the Stag a Lotnicza Lawica on 10 July 1920. There is no further information about its service history.


LVG C.VI (550/18)

  The aircraft was purchased in Germany, probably at the end of 1920, and subsequently brought to the Stacja Lotnicza Lawica. From no later than 15 January 1921, it was used at the OSOL in Torun, where it underwent an overhaul before 18 October 1921. It was on charge of the unit until at least 11 January 1923. During the service it flew the following sorties, among others:
  - 15 January 1921 - training flight. Crew: chor.pil. Wladyslaw Dittmer and ppor. obs. Was. Take-off: 10:40, landing: 11:10.
  - 16 October 1922 - reconnaissance training flight. Crew: por.pil. Stanislaw Pawlowski and por. obs. Gebarowicz. Takeoff: 14:40, landing: 15:30.
  - 20 October 1922 - photo reconnaissance training flight. Crew: par.pil. Stanislaw Pawlowski and ppor. Zoledowski. Take-off: 11:30, landing: 12:10.
  - 26 October 1922 - reconnaissance training flight. Crew: por.pil. Stanislaw Pawlowski and ppor. obs. Wajda. Take-off: 8:50, landing: 9:50.
  - 26 October 1922 - reconnaissance training flight. Crew: por.pil. Stanislaw Pawlowski and ppor. obs. Czechowski. The flight was interrupted by an engine failure and a forced landing near Torun. Take-off: 10:10, landing: 10:15.
  - 11 January 1923 - photo reconnaissance training flight (target: Bydgoszcz airfield). Crew: por.pil. Stanislaw Pawlowski and por. obs. Kowalczyk. Take-off: 9:30, landing: 11:00.


LVG C.VI (serial not known)

  This aircraft was captured in the second half of November 1919, in a shipment of Ukrainian air force materiel at the railway station at Kamianets-Podilskyi. By 17 April 1920, it had been transported to the III Park Lotn. in Lviv. Upon inspection of its technical condition, the aircraft was earmarked to be disassembled and struck off charge.


LVG C.VI (w/n 5062)

  This aircraft was purchased from the German airline Danziger Luft-Reederei GmbH by por. Karol Dubicz-Penther, a Polish intelligence officer, on 28 August 1920. The machine had been converted to an unarmed civilian version after the war and had the German registration D-49 in the first German Luftfahrzeugrolle. It was probably heavily worn out, and therefore it was delivered to the Sklady Lotnicze at Lawica and struck off charge.


LVG C.VI (w/n 5074)

  LVG C.VI (w/n 5074) was used by the Ukrainian air service. It was taken over by Polish troops in early October 1919, after it landed near Komarovichi. The machine had been built in an unarmed civilian version and previously belonged to the Deutsche Luft-Reederei GmbH (it had the German registration D-56).
  10 October 1919, it went to the inventory of the II Szkola Pilotow in Cracow. It was destroyed in an accident on 12 November 1919 (the crew: ppor.pil. Artur Skokowski and szer. Judycki, were not injured). The aircraft was subsequently transferred to the workshops of the II Szkola Pilotow in Cracow and struck off charge there.


LVG C.VI (w/n 5086)

  The aircraft was purchased from Danziger Luft-Reederei GmbH aviation company by por. Karol Dubicz-Penther, a Polish intelligence officer, on 28 August 1920. The machine had been built in an unarmed civilian version and had the German registration marking D-63 in the first German Luftfahrzeugrolle. It was probably heavily worn out, and therefore it was transferred to the Sklady Lotnicze at Lawica and struck off charge.


LVG C.VI (w/n 5098)

  The aircraft was captured on 8 December 1919, at Lawica airfield, where Lt.d.R. Siegfried Gussmann, a German pilot, landed in error. This is how it happened, according to an account by Leon Paulus, a fitter serving with the IV Esk. Wlkp.: While working at the armory of the IV Eskadra, we heard the humming of a machine over Lawica at 3:45 p.m. Thinking that it was plut. Rozmiarek or Galusik returning from Berlin, we dashed to the airfield. A German machine was landing at that moment. When we got there, the German aviator asked: Ist das hier Hundsfeld (is this Psie Pole [Polish name of Hundsfeld] ?) We, knowing nothing, answered nothing. He asked vigorously for the second time: Ist das hier Hundsfeld bei Breslau (is this Psie Pole near Wroclaw [Polish name of Breslau] ?) Cwikowski: this is Lawica. He replied: In welcher gegend ist den Lawica, (in which area is Lawica located?) Paulus: Lawica ist in der gegend von Posen, Sie sind in Polen (Lawica is located near Poznan, you are in Poland), this is where he lowers his goggles and wants to start to take off. We jumped to the left wing and turned the machine three times in a circle. Edmund Andrzejewski, who helps in the canteen, joined us and helped us hold the airframe, while the aviator shouted loudly: Last mich los (let me go), more soldiers arrived at the same time and one jumped onto the machine, asking the German what his intentions were. Ich will zur Halle rollen, last mich nur los (I'm going to the hangar, just let me go). The soldier, who was now also in the machine, called in the same way for us to let go of the machine. Half of us let the machine go. At that moment, instead of going to the hangar, the aviator started to take off again. We, however, held tight and turned the machine five to seven times around. Soon afterwards, a private dashed in with a rifle and forced the German to leave the machine. The aviator took with him a bouquet of flowers, two coats (one of which was made of rubber), a trunk, two pairs of gloves and a wrist watch that was attached to the controls. We escorted him to the guardhouse.
  A report on this was also filed by sierz. Rutkowski, who served as the duty officer of the Stacja Lotnicza Lawica when the aircraft landed: On 8.12.1919 at 4:15 p.m. I was walking through the station to the main office, when a whole bunch of soldiers (about 30) led a German officer to the stations duty officer. I asked him where he came from. He said: von Berlin (from Berlin). Where does he want to go? He: Habe in Posen Bekannte, mochte sie besuchen und dann nach Breslau fliegen. (I have friends in Poznan, I want to visit them and then fly to Wroclaw). Then, I handed him over to the guardhouse and went to look for the station commander, whom I failed to find. I called por. Dziembowski on the phone, but I did not find him at home because he had left with the commander to a certain estate. When I phoned there and asked, I was told that they had just left for Lawica. According to an order from ppor Grzywacz, I took the German officer to the canteen. Soon the commander arrived and I handed the detainee to him. Together with the officer, I gave his trunk to the watch office.
  A report on the landing of the German aircraft was also prepared by the Oddzial Informacyjny Dowodztwa Okregu Generalnego (Intelligence Section of the General District HQ) in Poznan and sent to the Inspektorat Lotnictwa (Aviation Inspectorate) in Warsaw: German 2nd Lt. Siegfried Gussmann landed in error at the airfield at Lawica near Poznan on the 8th inst. The aircraft (LVG C.VI type) was seized by the Stacja Lotnicza at Lawica, and the above mentioned aviator is at the disposal of the Oddz. II. D. O. Gen. in Poznan. The papers found on him and his testimony established the following state of affairs: 2nd Lt. in Reserve Siegfried Gussmann was discharged from the [German] armed forces on 10 February 1919. However, on the basis of a certificate of 18 March 1919, issued by the Jagdgeschwader Frhr. v. Richthofen Nr. 1 Jagdstaffel 11, Idflieg, Berlin, he remains in use as a liaison officer between Idflieg Berlin and Fliegerersatz Abt. 12 Cottbus, as a recruiting officer and as a professional consultant in the collection and purchase of aircraft materials in the Berlin - Cottbus area. The above mentioned joined the Deutsche Luft Reederei company in Berlin, which sold him the aircraft seized by our authorities. The German state aviation authority in Berlin issued to him an aircraft permit and an aircraft pilot’s certificate. The Deutsche Luft Reederei company issued him with a certificate for a trip from Johannisthal (near Berlin) to Wroclaw. On the 8th of this month the aviator Gussmann left Johannisthal and on the same day was captured in the uniform of a German officer near Poznan. Siegfried Gussmann was explaining that he was not an officer, but worked in a civilian air navigation company, and he only wore the officer’s uniform to enjoy facilitations in trade business. He cannot prove his status as a civilian person, and the attached document issued by the Jagdgeschwader states that, despite his discharge from service, he has continued to work for military purposes.
  A separate report about the landing was prepared by the Inspektor Wojsk Lotniczych (Inspector of the Air Forces) gen. ppor. Gustaw Macewicz, who submitted it to gen.ppor. Kazimierz Sosnkowski, the Vice Minister of Military Affairs: I report to you, Sir, as follows: on 8 December 1919, a German pilot, 2nd Lt. Gussmann, landed at the Stacja Lotnicza at Lawica, assuming that he was at Psie Pole near Wroclaw. The LVG C.VI type aircraft was detained by the Stacja Lotnicza, and the pilot was directed to the Departament II MSW (II Department of the Ministry of Military Affairs) to clarify the purpose of his journey. Currently, the Departament II informs me that the pilot has been released and sent to the IWL to discuss the matter of the aircraft “put at the disposal” of the Stacja Lotnicza at Lawica, thus to discuss the issue of compensation in the amount of 50,000 German marks. Pursuant to the provisions of the peace treaty, until a specific peace treaty is concluded, enemy aircraft can not fly over foreign territory, even if they are not armed, so a German aircraft caught in Poland as above is subject to confiscation without compensation, especially a military-type aircraft.
  The confiscated LVG C.VI (w/n 5098) was allocated to the WSP at Lawica. From 1 until (at the latest) 21 February 1920, it was at the workshops. Before 19 April 1920, it was going to be sent to the front line, to the I GL Wlkp, but this never happened. Due to the failure to carry out the orders pplk pil. Marek Krzyczkowski, the commander of the group, asked in his letter of 19 April 1920, that the commander of the WSP at Lawica be punished and ordered to transfer the aircraft immediately.
  At the end of April 1920, the machine was damaged and it went to the workshops of the Stacja Lotnicza Lawica for repairs. During this work, the observer’s cockpit was also modified, including the fitting of a machine gun ring from a Halberstadt Cl.II. The aircraft was then sent by rail to the front line, where on 21 June 1920, it entered the inventory of the 14. EW based at Slepyanka.
  Shortly later it was damaged again and sent back for repairs to the Stacja Lotnicza Lawica. On 1 September 1920, the LVG C.VI was delivered to the 12. EW (ex-I Esk. Wlkp) based at Markowszczyzna. It flew the following sorties with the unit:
  - 19 September 1920 - combat sortie. Crew: sierz.pil. Ignacy Makomaski and ppor. obs. Adam Karpinski. Take-off: 10:15, landing: 13:15. Summary: reconnaissance in the area of Hrodna - Druskininkai - Lipsk. Near the village of Bartniki the aircraft was missed by artillery fire.
  - 24 September 1920 - combat sortie. Crew: plut.pil. Jozefat Skrzypek and por. obs. Jerzy Roszkowski. Take-off: 12:30, landing: 14:15. Summary: reconnaissance of the enemy positions in the area between Kuznica and Indura. During the mission, the observer spotted an artillery unit in the village of Boyary, on which he dropped a total of 25 kg of bombs.
  - 25 September 1920 - combat sortie. Crew: pchor. pil. Kazimierz Burzynski and ppor. obs. Adam Karpinski. Takeoff: 13:10, landing: 15:15. Summary: reconnaissance in the area of Hrodna - Rusota - Hozha. During the return flight, the observer noticed an undamaged Polish aircraft parked on the ground near the village of Zamczysk.
  - 25-26 September 1920 - combat sortie. Crew. plut. pil. Jozefat Skrzypek and ppor. obs. Jerzy Roszkowski. Summary: dropping orders for the troops at Parechcha and Marcinkonys. Take-off from Markowszczyzna at 17:20. Both orders were dropped over the railway station at Parechcha. About 19:20 the falling dusk forced the crew to land on the highway at the village of Stock. They took off again the following day at 7:50. The landing at the Eskadra airfield at Markowszczyzna took place forty minutes later.
  - 26 September 1920 - combat sortie. Crew: plut.pil. Jozefat Skrzypek and ppor. obs. Jerzy Roszkowski. Take-off: 16:20, landing: 18:20. Summary: reconnaissance in the area of Ozery - Skidzyel' and dropping leaflets over enemy positions. The crew strafed enemy transport columns near Ozery and Birulichy (200 rounds were used). Altogether 10,000 leaflets were dropped over the designated points.
  - 1 October 1920 - combat sortie. Crew: plut.pil. Jozefat Skrzypek and ppor. obs. Jerzy Roszkowski. Summary: reconnaissance in the area of Navahrudak, Mir, Stowbtsy, Ishkol’d’, Tsyryn. Take-off (from Hrodna - the new base of the Eskadra): 12:20. Having used up almost all fuel, the aircraft made a forced landing at Lida at 15:10. The crew took off again at 17:40 and arrived at Hrodna 50 minutes later.
  - 5 October 1920 - combat sortie. Crew: plut.pil. Jozefat Skrzypek and ppor. obs. Jerzy Roszkowski. Take-off (from Lida, the new airfield of the Eskadra): 9:00, landing: 11:30. Summary: reconnaissance of own troop movements in the area of lake Svitiaz and the villages of Tsyryn, Mir, Stowbtsy, Turets, Karelichy, Nechnevichi, Vselyub, Morino. No reconnaissance was flown in the area of the last two villages, due to lack of fuel.
  - 6 October 1920 - combat sortie. Crew: plut.pil. Jozefat Skrzypek and ppor. obs. Adam Karpinski. Take-off: 13:20, landing: 15:15. Summary: reconnaissance in the area of Ivye, Yuratishki, Vishnyeva, Olshany, Hrauzyski, and Dieveniskes.
  - 8 October 1920 - combat sortie. Crew: plut.pil. Jozefat Skrzypek and ppor. obs. Jerzy Roszkowski. Take-off: 10:25, landing: 12:30. Summary: dropping leaflets (10,000 pieces) in the area of Smarhon’ and lake Vishnyeva.
  - 10 October 1920 - combat sortie. Crew: plut.pil. Jozefat Skrzypek and ppor. obs. Adam Karpinski. Take-off: 13:20, landing: 15:10. Summary: dropping orders for the 3 Dywizja Piechoty Legionow (3rd Legions Infantry Division) spread out on the march near the village of Salos. The observer made a drop in front of the infantry troop that was accompanied by the HQ and the band. The orders were found and picked up.
  On 10 November 1920 the aircraft was transferred to the inventory of the WSP at Lawica. In June 1921 it went to the 15. EM based at Ostrow Wielkopolski. The transfer of the machine to the unit was connected with the planned support for Polish insurgent troops in Silesia. As the main combat operations had ended and peace talks continued, the pilots of the unit were banned from flying over the area where the fighting had previously taken place.
  Between 11 and 20 June 1921, taking off from Czestochowa, the aircraft flew several demonstration sorties along the Polish-German border. Probably immediately upon the end of the fighting, the 15. AM handed it over to the OSOL in Torun.


LVG C.VI (221/18)

  This unarmed civilian version was purchased in Germany, and subsequently brought to the Stacja Lotnicza Lawica on 25 August 1919. Initially, it went to the inventory of the Szkola Pilotow at Lawica. At least from 21 January until 21 February 1920, it was at the workshops; most probably the machine gun ring was fitted during this time.
  On 25 February 1920, pplk pil. Marek Krzyczkowski, commanding the I GL Wlkp. applied to the Szef Lotnictwa for an allocation of an aircraft that would be used for photo reconnaissance. The request was accepted and the unit, based at Minsk, received this LVG at the beginning of March
1920.
  On 10 April 1920, the aircraft was delivered to the 12. EW based at Kisyalyevichy. While with the unit it flew the following sorties:
  - 10 April 1920 - combat sortie. Crew: ppor. pil. Kazimierz Ziembinski and sierz. obs. Henryk Gizaczynski. Take-off: 15:10, landing: 17:20. Summary: reconnaissance of the area between Yakshitsy and Babruysk, and delivery of the machine to the base of the 12. EW.
  - 9 June 1920 - combat sortie. Crew: ppor. pil. Franciszek Jach and ppor. obs. Bogdan Kwiecinski. Take-off: 5:25, landing: 6:00. Summary: reconnaissance, including the area of Plesy - Ryn’ya and the Babruysk - Zhlobin railway line.
  - 10 June 1920 - combat sortie. Crew: ppor.pil. Franciszek Jach and ppor. obs. Bogdan Kwiecinski. Take-off: 9:45, landing: 10:40. Summary: reconnaissance, including the area of Kavali - lake Wiachowo - Bortniki and the Babruysk - Zhlobin railway line. One bomb was dropped on enemy transport columns spotted in the area of Ryn’ya, and another on the village of Starosel’ye (it exploded 100 meters from the buildings).
  - 13 June 1920 - combat sortie. Crew: ppor. pil. Franciszek Jach and ppor. obs. Bogdan Kwiecinski. Take-off: 8:55, landing: 9:45. Summary: reconnaissance in the area of Ryn’ya - Mikhalevo - Pol’kovichi - Starosel’ye and the Babruysk - Zhlobin railway line. Enemy transport columns spotted in the area of Mikhalevo were strafed. A total of 37.5 kg of bombs were dropped near the village of Plesy.
  - 14 June 1920 - combat sortie. Crew: ppor. pil. Franciszek Jach and ppor. obs. Bogdan Kwiecinski. Take-off: 9:10, landing: 10:00. Summary: reconnaissance in the area of Ryn’ya - Bortniki - Starosel’ye and the Babruysk - Zhlobin railway line. While above the railway station at Ryn’ya, the aircraft came under fire from a Soviet armored train (it was probably then that the aircraft received two minor machine gun hits). Two road trucks were spotted and bombed at Bortniki, dropping a total of 50 kg of bombs.
  - 15 June 1920 - combat sortie. Crew: ppor. pil. Franciszek Jach and ppor. obs. Bogdan Kwiecinski. Summary: reconnaissance along the left bank of Berezina from Babruysk to Svislach and collecting orders from the Szefostwo Lotnictwa. 4 Armii (Aviation HQ of the 4th Army). Take-off (Kisyalyevichy): 6:55, landing (Minsk): 8:10. Takeoff (Minsk): 17:30, landing (Kisyalyevichy): 19:00.
  - 16 June 1920 - combat sortie. Crew: ppor. pil. Franciszek Jach and ppor. obs. Bogdan Kwiecinski. Take-off: 10:50, landing: 13:10. Summary: reconnaissance along the left bank of Berezina and Dnieper from Babruysk to Bychin.
  - 17 June 1920 - combat sortie. Crew: ppor. pil. Franciszek Jach and ppor. obs. Bogdan Kwiecinski. Summary: reconnaissance along the left bank of Berezina from Babruysk to Yakimava Slabada. Take-off (Kisyalyevichy): 7:00, landing (at the Dyemby railway station in order to locate the 10. EW): 8:05. Return take-off: 14:10, landing at Kisyalyevichy: 15:20. During the sortie reconnaissance was flown over the left bank of Berezina from Shatilki to Babruysk.
  - 18 June 1920 - combat sortie. Crew: ppor. pil. Franciszek Jach and ppor. obs. Bogdan Kwiecinski. Take-off: 10:00, landing: 10:45. Summary: reconnaissance, including the area of Pankratovichi - Shchadryn. Three bombs, for a total of 37.5 kg, were dropped on both these locations.
  - 20 June 1920 - combat sortie. Crew: ppor. pil. Franciszek Jach and ppor. obs. Bogdan Kwiecinski. Take-off: 7:05, landing: 7:50. Summary: reconnaissance in the area of Ignatsovka - Lyubonichy. Ignatsovka was bombed, dropping two bombs.
  - 23 June 1920 - combat sortie. Crew: ppor. pil. Franciszek Jach and ppor. obs. Bogdan Kwiecinski. Take-off: 9:20, landing: 10:45. Summary: reconnaissance in the area of Ignatsovka - Lyubonichy - Bortniki - Ryn’ya - Wiachowo and the Babruysk - Zhlobin railway line. Ignatsovka and Lyubonichy were bombed, dropping a total of 50 kg of bombs.
  - 24 June 1920 - combat sortie. Crew: ppor.pil. Franciszek Jach and ppor. obs. Bogdan Kwiecinski. Take-off: 19:10, landing: 20:10. Summary: reconnaissance in the area of Lyubonichy and along the river Ola to the Ryn’ya railway station. The aircraft was fired upon by a single gun near the bridge across the river Ola. During the sortie a total of 50 kg of bombs were dropped.
  - 29 June 1920 - combat sortie. Crew: ppor. pil. Franciszek Jach and ppor. obs. Bogdan Kwiecinski. Take-off: 17:00, landing: 18:00. Summary: reconnaissance over the left bank of Berezina from Lyubonichy to Svislach and dropping leaflets. In addition, the crew bombed two targets, dropping a total of 37.5 kg of bombs. Due to a propeller failure, the pilot aborted the sortie and returned to the airfield.
  - 24 July 1920 - combat sortie. Crew: pchor. pil. Gallus and ppor. obs. Bogdan Kwiecinski. Take-off: 8:00, landing: 9:45. Summary: reconnaissance, including the area of Hrodna, along the river Neman and the Augustow Canal. During the sortie one bomb was dropped on the barracks in Hrodna.
  - 4 August 1920 - combat sortie. Crew: sierz. pil. Alojzy Blazynski and ppor. obs. Bogdan Kwiecinski. Take-off: 11:00, landing: 13:05. Summary: reconnaissance in the area of Biala - Konstantynow - Janow, dropping leaflets and orders for the 14. DP and the 4 Armia. The observer strafed enemy troops spotted.
  The aircraft probably remained in the inventory of the 12. EW until September 1920.



LVG C.VI Aircraft in Poland
German Serial Type and Manufacturer Works number Polish serial Code number Engine type (works number)
1505/18 C.VI no data none 23 Benz Bz.IV (31341, 31165, 31998)
1574/18 C.VI no data none none Benz Bz.IV (34843, 36089)
1599/18 C.VI no data none 22 Benz Bz.IV (22465)
3963/18 C.VI no data none none Benz Bz.IV (25240)
7705/18 C.VI no data none none Benz Bz.IV
9092/18 C.VI no data none none Benz Bz.IV
none C.VI 5113 221/18 none Benz Bz.IV (35772)
no data C.VI no data 229/18 none Benz Bz.IV (35570)
no data C.VI no data 514/18 none Benz Bz.IV
none C.VI no data 550/18 none Benz Bz.IV (34887)
none C.VI 5062 none none Benz Bz.IV (25496)
none C.VI 5074 none 56 Benz Bz.IV
none C.VI 5086 none none Benz Bz.IV (33204)
none C.VI 5098 none none Benz Bz.IV (31403, 4799, 33274)
no data C.VI no data none none Benz Bz.IV

Журнал Flight

Flight, December 19, 1918.

THE L.V.G. TWO-SEATER BIPLANES
[Issued by Technical Department (Aircraft Production), Ministry of Munitions]

   THIS report is concerned with two L.V.G. biplanes, of which one is of the C.V. type, while the other, a C.VI. type machine, is of later design, embodying certain alterations and improvements. The C.V. machine is allotted G/3Bde/5, and the C.VI. which was brought down near Proven on August 2nd by two S.E. 5's, piloted by Lieuts. Gordon and Gould, is alloted G/2 Bde/21.
   Any description which follows and is not definitely stated to apply to either model, must be read as appertaining to the C.VI type.
   The C.V. machine was only slightly damaged, and has been put into flying order, but the C.VI. has suffered severely, and it must be stated that on this account the G.A. drawings are not guaranteed to be of absolute accuracy in every respect. The greatest care has, however, been taken in their preparation, and only features of rigging such as dihedral and stagger (besides the tail planes, which are in a very fragmentary condition) are at all doubtful. In matters of detail the drawings are accurate.
   Some leading particulars of both machines are given below :-

   C.V. Type. C.VI. Type.
Weight empty 2,188 lbs. 2,090 lbs.
Total weight 3,141 lbs. 3,036 lbs.
Area of upper wings
   (with ailerons) 238.4 sq. ft. 196.0 sq. ft.
Area of lower wings 190.4 sq. ft. 160.0 sq. ft.
Total area of wings 428.8 sq. ft. 356.0 sq. ft.
Loading per sq. ft. of
   wing surface 7.3 lbs. 8.5 lbs.
Area of aileron, each 13.6 sq.ft. 11.2 sq. ft.
Area of balance of
   aileron 0.4 sq. ft. 0.0 sq. ft.
Area of tail plane 21.6 sq. ft. 28.0 sq. ft.
Area of fin 5.2 sq. ft. 5.2 sq. ft,
Area of rudder 6.8 sq. ft. 6.8 sq. ft.
Area of balance of
   rudder 0.6 sq. ft. 0.6 sq, ft.
Area of elevators 20.8 sq. ft. 16.0 sq. ft.
Area of balance of
   elevator (one) 1.2 sq. ft. 0.8 sq. ft.
Total weight per h.p. 13.7 lbs. 13.2 lbs.
Crew 2 - Pilot and observer.
Armament 1 Spandau and 1 Parabellum
   gun.
Engine 230 h.p. Benz.
Petrol capacity 52 1/2 gals. 52 1/2 gals.

Wings.
   There are several important differences between the arrangement of main planes of the two models, as will be seen by referring to the G.A. drawings.
   The wings of the C.V. L.V.G. are without stagger, and are not swept back, but both upper and lower planes are set at a dihedral angle, this being 1° for the upper, and 2° for the lower wings. The lower planes are smaller all round than the upper, and have rounded tips. The upper planes only have ailerons, which are of equal chord throughout their length, and are balanced. These planes also follow what was, until recently, the usual enemy practice, by being joined at their roots to a central cabane. There is, therefore, no horizontal centre section in this aeroplane, except for the 3-ply box (about 4 in, wide), which surrounds the horizontal tube of the cabane. For improving the view, the upper plane is cut away over the pilot's cockpit. Relative to the crankshaft the upper wing has a constant angle of incidence of 5°. That of the lower wing is the same, except at the tip, where the angle is washed out to 4°, and at the root to 4 1/2°.
   Both upper and lower wings are attached to the body by the same general means, this being adapted to the particular positions and conditions of each joint. In the case of the upper planes, the cabane has lugs welded to its upper side at both ends. Fig. 1 shows the fitting at the forward end, and the pierced lug on the wing spar (see Fig. 2) fits into the fork. The same type of hinge pin is used for all wing joints, and for the aileron hinges also. It consists of a short length of steel tube, carrying at one end some form of stop, and at its other end a slot in which a short rectangular piece of steel is free to rotate, the steel piece being pivoted at its centre. Thus, when the steel piece is placed parallel to the tube, the whole fitting can be passed through any hole which will accommodate the tube, but when the piece is placed at right angles to the tube axis, the tube cannot be withdrawn through a small hole. A helical spring ensures that the steel piece shall be pressed against the hole, and not be free to slip into the parallel position.
   The lower wing attachments are very similar, as will be gathered from Figs. 3 and 4, which show respectively the front and rear joints, and this plan has not been changed on the C.VI. type of L.V.G., except that the lug on the wing spar is now fashioned as shown in Fig. 5.
   In the later model - the C.VI - the planes are of the same general shape, but important changes are remarked. The radiator has been moved from the position it occupied on the C.V. (see G.A. drawings), and is now built into the horizontal centre section. It is, of course, common German practice to build the radiator into the upper plane, and such a position is not incompatible with the cabane type of centre section strutting. This is particularly true when-as is the case in the. L.V.G.-a service petrol tank is supported by the upper plane, and can be made to balance the radiator. It is clear, therefore, that the alteration in design from the cabane system to the centre section system has not been made solely to accommodate the radiator.
   So far as may be judged from the machine in its present condition, the C.VI has a positive stagger of 10 in., and both upper and lower planes have a similar dihedral angle, viz., 1°. Ailerons are still fitted to the upper plane only, but are not balanced in this model. The upper and lower wing sections of the C.VI. model are shown in Fig. 6, and Fig. 7 gives the C.VI. upper wing section with the R.A.F. 14 section superimposed. The R.A.F. 14 section is dotted.

(To be concluded.)


Flight, December 19, 1918.

THE L.V,G. TWO-SEATER BIPLANES
[Issued by Technical Department (Aircraft Production), Ministry of Munitions.]
(Concluded from page 1431.)

Wing Construction
   (THESE details were all noticed in the C.VI. machine, as in the earlier type the planes are still covered with fabric.)
   Both front and rear spars are of the box type, and wrapped with fabric. Sections drawn to scale are given in Fig. 8, but these drawings do not show internal construction, as the spars have not yet been divided.
   The overall height and width of each spar, taken respectively parallel and perpendicular to the vertical walls, are :- Upper plane, front spar, height 3 1/4 in., width 1 7/16 in.; rear spar, height 3 in., width 1 15/16 in.; lower plane, rear spar, height 3 in., width 1 11/16 in.; front spar, height 2 7/8 in., width 1 11/16 in.
   It has been possible to draw a section of the front spar of the C.V. machine, and the result is given in Fig. 9. There is every reason to believe that all the other spars of the L.V.G. are of similar construction. Fig. 10 shows a crude but effective method of repairing a broken spar. The repair was carried out by the enemy, probably in the field.
   The leading edge is of the customary C section, and is followed at 7 in. interval by the front spar. The space between the two spars - 25 3/4 in. wide - is braced with cables and piano wire, and contains four ash compression struts of I section, which are simply butted into sockets obviously intended to carry steel tubes. (These compression struts are steel in the C.V. model.) The distance from the rear spar to the wire trailing edge is 2 ft. 6 3/8 in. The ribs, of which a section is shown, are of the usual type, and are spaced at intervals of 16 3/4 in., centre to centre. They are unlightened. Equally between them are placed two false ribs - mere strips of wood let into the leading edge and tacked to the spars. These false ribs have floating ends 7 1/2 in. behind the rear spar.
   The construction of the lower plane does not differ from that of the upper plane just described, except that the false ribs are not found in it.

Ailerons
   The ailerons of the L.V.G. no longer possess the peculiar step in the trailing edge that has for so long been associated with the design, and the ailerons are rather different in the two types. The C.V. model has ailerons which are balanced while those of the C.VI. are not. The respective areas are given on the first page of the report. With regard to the constructional features, only those of the later type can be described. The whole construction is of wood, with the exception of the aileron lever, a sketch of which is given (Fig. 11). This is of the usual curved type in the C.V. machine (see Fig. 12), but is made to serve as a rib also in the C.VI. type. The wooden ribs, together with the wood leading and trailing edges, form a structure which is very light. Both machines have the ailerons hinged to a false spar some distance behind the rear spar, and the hinges are all of the type that has already been described in connection with the wing attachments (see Fig. 13).

Struts
   The L.V.G. is one of the few enemy aeroplanes that employ interplane struts of wood. They are of the shape shown in, Fig. 14, and are of streamline section (2 1/4 in. x 1 9/16 in.), slightly hollowed out for lightening purposes. Fabric is wrapped round the strut in three places, and the form of the strut sockets is made clear in the sketch (Fig. 14), which shows one of the C.V. struts.
   The types of strut socket employed in the C.VI. machine is shown in Fig. 15, while Fig. 16 shows how the strut is attached to the spar. The socket is held in place on the strut by simply inserting a suitable length of steel tube through a drilled hole in socket and strut and riveting over the ends.
   As has already been mentioned, the centre section struts are different in the two types. In the C.V. machine the cabane, the shape of which is made clear by the G.A. drawings, is made of streamline steel tubing. This has been changed, and the C.VI. model has parallel centre section struts of wood, which are like the letter N when seen from the port side. Fig. 17 shows the pint between the spar of the centre section and the strut. The unusual arrangement of the cross-bracing of this centre section should be noticed in the front view, G.A. drawings.
   The line of the front limb of the N is carried on by the third fuselage bulkhead, and finishes at the front joint of fuselage and undercarriage. The angle between the rear two limbs of the N is practically bisected by the line of the fifth bulkhead, which finishes at the rear joint of fuselage and undercarriage. This is shown by a diagram, Fig. 18. The C.V. machine has a sloping steel tubular strut between engine bearer and rear undercarriage attachment (see Fig. 19), but by the rearrangement of bulkheads the necessity for this has vanished, and the strut is not found in the later model.

Fuselage
   The earlier types of L.V.G. had bodies built on the cross-braced girder system. Both the machines described possess the same type of fuselage, totally different from the girder system, viz., a framework of bulkheads and longerons, covered with a thin layer of 3-ply and totally without wire bracing. Fig. 20 gives the number of shapes of the bulkhead in the C.V. machine, and incidentally reveals the shape of the fuselage. The C.VI. type has generally the same arrangement, but the third and fifth, bulkhead are no longer vertical in this model, and the tail part of the body has been strengthened by the insertion of another cross piece.
   Although the fuselage of the L.V.G. biplane ends in a vertical wedge, the provision of a centre section for the tail plane gives a cruciform appearance to this part. This is shown clearly by Fig. 21, where the two sides of the tail plane centre section are drawn in thin lines. The 3-ply covering to the fuselage rounds off the joint of body and tail plane in the neat way that is found in so many German aeroplanes. (See Fig. 22.)

Tail
   The shape of the fixed tail planes is shown in the G.A. drawings. The main box spar (see dotted section in Fig. 21) passes right through the body. The rear spar, to which the elevators are hinged, is of rectangular section wood, hollowed on its rear face to take the steel tube which serves as the elevator spar. The tail is so badly damaged that detailed analysis is impossible, but the fixed tail planes are of wooden construction, with the usual ribs and semicircular leading edge. It will be noticed that the tail plane is not set parallel to the crankshaft line, but is raised through an angle of 5°, and it has a symmetrical streamline section.
   The elevator, which is balanced and undivided in both models, is a welded structure of light steel tubing, and presents no unusual feature. There is a small protecting horn provided on the tail plane, to prevent damage to the corner of the balanced portion of the elevator - Fig. 23 gives a clear idea of this example of thoroughness.
   The tail skids are both of the same general type as that of the Pfalz Scout, i.e., the member is entirely exposed, and does not project into the fuselage. It is of ash, and the upper end is so shaped as to avoid the necessity for any metal link or fitting. Both machines also have a small triangular fin on the underside of the fuselage which serves the double purpose of providing fin area and of adapting the shape of the fuselage to the slope required for the tail skid. (See Fig. 22.)
   It will be seen from the sketch (Fig. 24) that the skid of the C.V. machine carries a four-leaved fiat spring bolted a little to the rear of the pivot. In the later model this has been discarded. The shape of the lower triangular fin also differs slightly - that of the C.VI. has been simplified and strengthened. The workmanship of the sheet steel angle piece on the C.VI. machine gives one the impression that it is a "squadron fitting." It is of fairly heavy gauge, and may have replaced a weaker part fitted by the manufacturer.

Undercarriage
   The landing gears of both machines are similar, and in general arrangement conform to the practice that is now practically standard. The vee struts are of streamline section, and constructed of fabric-covered wood. The practice of using wood for undercarriage struts is, of course, unusual in enemy machines, but is in conformity with the other struts - interplane and centre section - on this machine.
   The major and minor axes of cross section of one of the front struts (and all four, front and rear, are of equal dimensions) are respectively 2 9/32 in. and 4 7/8 in.
   The upper and lower extremities are capped with steel sockets, which allow of attachment to the fuselage at the upper extremities and at the lower ends serve to connect the two limbs of the vee, and are provided with accommodation for the shock absorber. Figs. 25 and 26 show respectively the component parts of the attachment to the fuselage, and the socket at the lower part of the vee. From Fig. 25 it will be noticed that the ball at the head of the strut beds into a hemispherical socket attached to the fuselage. The lower half of the ball articulates with a curved surface on the ferrule, and the ferrule next slipped over attachment. In assembling this joint - and this is a matter of seconds only - the ball is first passed through the opening provided on the ferrule, and the ferrule next slipped over the body lug and pinned in place. All four body attachments are of this type in the C.VI, machines, but in the C.V. model the joint was made by simply pinning the ball to its socket, without the refinement of a ferrule.
   The shock absorber is of the coil spring type, with three small diameter springs lying side by side, as indicated in Fig. 26. A loop of cable limits the amount of axle travel, and between the lower extremities of the vees is a steel compression tube, of 1 1/2 in. O.D., and behind this lies the axle, which is encased in a 3-ply fairing. It will be noticed that the compression tube is not included in the fairing, and when the axle is raised as the machine lands, the fairing travels with the axle. This method allows of good accessibility to these components, but is not quite so good an arrangement from the streamline point of view as the common method of allowing the axle to lift out of a fixed fairing.
   The schedule of principal weights, given at the end of this report, is of considerable interest as regards the undercarriage.
   The wheels are 810 x 125, and the track 6 ft. 7 in. The cross bracing does not start from either front or rear fuselage attachments, but from the front spar joint on the fuselage.

Controls
   As is the case throughout the design, the controls of the two aeroplanes are generally similar, but differ in detail. In the C.V. machine, the control lever, at the head of which is the usual two-handed grip, operates two rocking shafts which axe perpendicular to one another. The transverse tube, which actuates the elevators, is cranked in the middle and supported on four brackets, marked a, b, c, and d, in Fig. 27, which act as bearings. To the middle point is pinned the front half of the jaw which is found on the bottom of the control lever. This pin A, always points directly to the centre of the pin B, which passes through the rear half of the jaw and is itself always exactly in line with the bearing of the transverse shaft. This somewhat complicated arrangement allows the transverse shaft to be rotated round axis a, b, B, c, d, and at the same time permits the other shaft to rock on its own bearings. A simple contracting band brake controlled by a Bowden lever and cable serves to lock the elevator controls in any desired position. This brake is found in both types.
   The C.VI. controls are rather different, and are shown in Fig. 28, which clearly explains their operation. The naked aileron control cables pass through the lower wing near the rear spar, and run over the aluminium pulleys illustrated in Fig. 29. The upper extremities of these cables are attached to the welded control lever which works in a slot in the upper plane. The differences between the two types in the matter of the aileron lever has already been commented upon.
   The rudder bars of the two types are of the same general design, but the problem of leading the cables round the base of the large petrol tank immediately behind the rudder bar, is solved in different ways. In the later type, a semicircular extension to the rudder bar avoids the necessity for the two extra pulleys and bearings found in the C.V. type. Reference to Fig. 30 will make this point clear.

Engine Mounting and Control
   The 230 h.p. Benz engine is mounted on wooden bearers of rectangular section, 1 5/8 in. wide and 3 1/4 in. deep, supported on the cross bulkheads found in the front of the fuselage. In the C.V. machine there is a steel tubular strut on each side which is in compression between the rear portion of the engine bearer and the front undercarriage joint (see Fig. 19). As has already been mentioned, the rearrangement of the fuselage bulkheads allows this strut to be dispensed with in the C.VI. model.
   The throttle lever is of the familiar ratchet-quadrant type, and in the C.V. machine there is no interconnected throttle lever on the control stick. Although the C.VI. control lever is missing, it is fairly certain that this is true of this type also. Those bulkheads which are likely to receive oil drippings from the crankcase are protected by aluminium strips employed in the manner shown in Fig. 31.

Oil and Petrol Systems
   Both machines have a main petrol tank under the pilot's seat and a gravity tank attached to the upper plane. In the C.V. machine this tank is placed on the upper surface of the port plane, alongside the narrow centre section. The later type has the tank beneath the port upper plane, as will he noticed from the scale drawings. In this case the filler passes through the plane, and has the cap on the plane's.
   The C.VI. main tank has a capacity of 47 gallons, and the gravity tank a capacity of 5 1/2 gallons, thus giving a total petrol capacity of 52 1/2 gallons. There is a hand petrol pump which allows the pilot to fill the gravity tank from the main tank, and an engine petrol pump which draws fuel from the main tank and passes it on under pressure to the small cylindrical compartment of the main tank, whence it flows to the carburettor. This is, of course, the usual Benz system, and has been fully reported upon.
   The exhaust pipes are of welded sheet steel, and are carried higher than is usual in the C.VI. model (see Fig. 32).

Radiator
   The positions respectively occupied by the radiators of the two models are quite different; though both are in conformity with enemy practice. Reference to the scale drawings will make it clear that the C.V radiator is supported in front of the leading edge of the upper plane on struts clamped to the cabane, while that of the C.VI. occupies the middle part of the centre section and is flush with the curvature. The construction also differs. The vertical (C.V.) radiator is composed of flat vertical films, which are crimped and set "staggered" so that their appearance is similar to that of a honeycomb radiator. The C.V. type has the usual oval section brass tubes running perpendicular to the chord of the wing. Fig. 33 gives a sketch of the earlier radiator, and of its supports. The shutters work on different systems, as will be noticed from the sketches. The vertical shutter of the C.V. machine is of the roller blind type, with cables which operate positively, one to unroll and the other to roll up the blind. This shutter puts out of action approximately one-third of the radiator area. The C.VI. shutter effect is obtained by moving a handle which alters the slope of nine parallel hinged flaps, as illustrated in Fig. 34.

Instruments
   The pilot's cockpit is not provided with a dashboard, but the instruments are distributed chiefly on the left-hand side of the pilot. They comprise the usual Bosch starting magneto and key switch; an oil-pressure gauge calibrated to 4 kg. per sq. cm.; a petrol-pressure gauge to 5 kg. per sq. cm.; a Maximall petrol gauge to the main tank, a grease pump, and throttle and ignition levers of the usual type.
   The observer's cockpits of both machines are provided with circular camera holes in the flooring, and each hole is fitted with an aluminium cover, but these covers are manipulated differently. The aperture of the C.V. machine is about 9 in. in diameter, and the type of cover is clearly shown in Fig. 35. That of the C.VI. model is 12 in. in diameter, and is covered simply by an aluminium sheet which slides in parallel grooves outside the fuselage. The C.VI. biplane was fitted with a complete wireless outfit when captured, but of the internal fittings only the aerial and reel remain, and these m entirely standard. The current was obtained from a dynamo attached to the undercarriage strut, which is still in situ, though its propeller is missing. This dynamo is shown in Fig. 36.
   The fitting shown in Fig. 37 was found on the starboard side of the C.V. machine; and is obviously a release for some light object. Its precise function is unknown. Fig. 38 shows the C.VI. gun ring, and it will be noticed that the padded clip is not in its usual vertical position.

Fabric and Dope
   The usual printed fabric with a design of coloured polygons is used - and nothing regarding fabric or painting calls for comment

Schedule of Principal Weights (C.VI. Type)
   lbs. ozs.
Fuselage, without undercarriage, engine, or centre
   section 440 0
Lower wing, covered complete (no ailerons) 76 12
Upper wing, covered complete (with ailerons) 85 4
Centre section without struts or cable 64 0
Centre section N struts 5 8
Interplane strut, each 3 11
Aileron, covered, each 8 4
Balanced elevator, covered, complete in one piece 14 8
Undercarriage, comprising :-
   2 Vees, bare 29 1
   2 Wheels with tyres 55 8
   2 axle caps, with pins 0 6
   2 shock absorber bobbins 1 4
   2 shock absorber 17 6
   Axle and fairings 23 2 1/2
   Compression tube in front of axle 3 0
   2 bracing wires, with strainers 2 0
   4 ferrules 0 10
Undercarriage, complete 132 5 1/2
Tail skid, bare 4 6
Brass oil tank with 20 ins. copper pipe 9 7
Ammunition magazine (aluminium) 5 0
Exhaust pipe 16 4
Spinner 2 9
Dynamo, without propeller 23 12

   Both of these aeroplanes are at present at the Enemy Aircraft View Room, Islington. Passes may be obtained on application to :- The Controller, Technical Department, Ap.D. (L.), Central House, Kingsway, W.C. 2.