В.Кондратьев Самолеты первой мировой войны

Румплер C-I/C-Ia / RUMPLER C-I/C-Ia

   В начале 1915-го появился вооруженный вариант с пулеметом в задней кабине и 160-сильным мотором, обозначенный C-I. Тот же самолет с двигателем в 180 л.с. назывался C-Ia. Обе модификации выпускались серийно до октября 1916-го на фирмах Румплер, MFW (Маркиш Флюгцойгверк), ARF (Альберт Ринн Флюгцойгверк), Германия и Пфальц, а также на баварском филиале фирмы Румплер (сокращенно - Байру).
   В общем итоге на фронты поступило свыше 1000 аппаратов. Благодаря выдающимся летным и эксплуатационным данным, C-I продержался в частях первой линии до весны 1918 года, когда большинство его ровесников уже давно было сбито или отправлено на свалку.
   В 1919 году, после отступления немцев из Польши, 21 "Румплер" C-I или C-Ia достался полякам, которые воевали на них против украинских вооруженных формирований, а с начала 1920-го использовали для учебных целей. Кроме того, отдельные экземпляры этих машин остались и в других новосозданных восточноевропейских странах.

  
ДВИГАТЕЛЬ
  
   "Мерседес", 160 л.с. (C-I) или "Майбах", 180 л.с. (C-Ia).
  
  
ВООРУЖЕНИЕ
  
   Турельный пулемет (C-I), а также - до 100 кг бомб.

А.Александров, Г.Петров Крылатые пленники России

Пулемет в задней кабине рассматривался, в основном, как средство обороны, и со временем вооружение машин класса Ц усилилось за счет второго, неподвижного и синхронизированного, пулемета, стрелявшего через диск винта. Аппарат "Румплер Ц. I" (41) экипирован именно таким образом: один "Парабеллум" на шкворневом лафете и другой - на правом борту фюзеляжа (вероятно, это один из первых аппаратов подобного рода, так как обычно на "Румплерах" неподвижный пулемет "Шпандау" (Spandau) ставился слева). Очевидно, что теперь авиаторам было сподручнее как обороняться, так и атаковать, но если удача не сопутствовала им в боевом вылете, то дело могло закончиться посадкой на чужой территории, как это случилось с аэропланом номер Ц. 429/15 (42). Отсутствующая обшивка на левых крыльях и на борту свидетельствует о перенесенном пожаре, и немалом. Несмотря на повреждения, самолет отремонтировали, а с приходом зимы заменили колесное шасси лыжным (43). "Румплер Ц. I" оказался удачной моделью. С двигателем "Мерседес Д. III" 160 л. с, "Аргус Ас. III" 180 л. с. или "Бенц Бц. III" 150 л. с. он развивал скорость до 152 км/ч и мог выполнять разнообразные задачи. Его фронтовая служба началась в 1915г.,ав октябре 1916г. около 250 аппаратов типа Ц. I и Ц. Iа (с "Аргусом") летали в германских авиаотрядах. Затем модель постепенно превратилась в учебную (с "Бенцем"), получив двойное управление и лишившись вооружения. Характерной особенностью являлся полукруглый коробчатый радиатор, помещенный под верхней плоскостью перед ее передними центральными стойками.

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

Rumpler C I and Ia
  
   One of the most successful and best liked of the newly introduced C type armed two-seaters which appeared during 1915 was the C.I of the Rumpler Flugzeug-Werke. Previously, unarmed B types had been manufactured on a small scale, but the efficiency of the 160 h.p. Mercedes engined C.I on its debut assured production in considerable quantity. At first equipped only with a Parabellum machine-gun for the observer, the armament was later reinforced by the addition of a Spandau machine-gun for the pilot, mounted on the port side firing forward. The Rumpler C.I and la, (the latter machine being no more than a C.I fitted with a 180 h.p. Argus engine) entered widespread service on all Fronts. By October 1916 there were some 250 C.Is and C.Ias in service. They were used as general-purpose types, and when they became outclassed on the Western Front they served in the Salonika, Palestine and Macedonian theatres during the 1917 period. They were also used on training duties in Germany right up to the end of the war. In fact, during 1918 a special trainer version with dual control was developed by the Bayerische Rumpler-Werke. This version was powered with a 150 h.p. Benz engine and did not have a gun-ring installation in the rear cockpit.
   In construction the Rumpler C.I was endowed with some novel features, the main one being the compound structural mediums used in the fuselage framework. Installation of the 160 h.p. Mercedes D III engine in the nose was in orthodox fashion: cylinder block protruding; curved metal panels arcing in from the upper longerons to enclose the crankcase; rounded metal nose fairing through which the propeller shaft extended. A largish, streamlined collector manifold was fitted on the starboard side, from which climbed a raked-back "chimney" exhaust pipe which ejected over the top wing. The fuselage was a normal slab-sided, braced box-girder structure with a rounded top decking, tapering to a vertical knife-edge aft. In the structural material used it differed from usual practice. The four longerons were of pine towards the rear and of ash forward, being spliced in the region of the cockpits. Aft of the rear cockpit the vertical and lateral spacers were of ash, but forward of that point steel tube was employed. There was a three-ply sheet panel each side of the nose, extending as far aft as the front center-section strut; the remainder of the fuselage was covered with fabric.
   Tail surfaces were of welded steel tube throughout and fabric covered. All fin surfaces, which were braced with light streamlined steel struts, were of triangular profile and of flat plate section. The unbalanced, divided elevators were of inverse taper and rounded off the contour of the tailplane. The rudder, likewise unbalanced, was pleasingly curved and set a pattern which was to remain little altered in the subsequent operational Rumpler two-seaters.
   Of two-bay format, the wings were slightly tapered and based on the conventional two-spar system, with cable-braced steel-tube compression members. They incorporated some 5' of sweep on the leading edge and a minute amount (16 mm.) of negative stagger. Both wings were of parallel chord, which differed by something less than 2 in.; tips were angularly raked, with fairly well-rounded corners. Ribs were of ply, with softwood capping strips, and interspaced with false ribs extending back only to the front spar. A solid trailing-edge member was used, hence the Rumpler C.I did not feature a scalloped outline. Unbalanced ailerons of inverse taper and characteristic wash-out were hinged to false spars at the upper wingtips only. They were operated by a mid-span crank lever which was actuated by cables fed through, and then vertically up from, the lower wing. A generous, curved, cut-out in the center-section improved the observer's field of view; likewise cut-outs of identical profile in the lower wing roots. Both wings were rigged with dihedral, and the upper wing, in two panels, was joined to a trestle-type center-section cabane of streamlined steel tube. Rumpler C.Is were one of the first C types to feature the frontal (Stirnkuhler) radiator mounted at the leading edge of the center-section. The Rumpler's installation was exceedingly neat, being recessed into the wing panel so as to lie flush with the leading edge. The semicircular section also made for neatness in appearance and reduced the "blind spot" area, which was a considerable shortcoming with rectangular radiators.
   As in the center-section struts, interplane struts were also of streamlined steel tube with cable bracing. A single drag wire ran from the top of the front undercarriage strut to the top of the rear inboard interplane strut. The same medium was used for the undercarriage, which had the normal vee-type chassis. The rear legs were cable braced, and a claw brake was usually fitted to the center of the axle. Wheels were sprung with either spiral springs or elastic cord, according to availability. A cleanly installed ash tailskid, internally sprung and hinged just forward of the sternpost, completed the assembly.
   As evidence of the continued usefulness of Rumplers it is on record that eight new C.Is were transported to Damascus in the spring of 1917 and were to play a big part in the battles which took place that year for Gaza. All enemy troop movements were observed by the Rumplers and the General Staff kept constantly informed. C.Is acted almost exclusively as couriers for the Commanding General, von Kress. When the General wished to re-deploy his troops a large white cloth, which he carried in his car, was laid out upon the ground and a Rumpler promptly landed near by and then conveyed the necessary intelligence to the subordinate commanders. In this way the Staff were able to keep the troops well under control. Bombing raids were carried out on Allied cavalry, and captured prisoners testified to the havoc wrought. Special emphasis had to be placed on visual observation in this theatre, and observers became highly skilled. Much photographic reconnaissance was almost impossible due to the deterioration of the photographic plates; the excessive heat affecting the gelatin emulsion.
  
  
Description: Two-seat general duties.
Manufacturers: Rumpler Flugzeug-Werke G.m.b.H. Johannisthal, Berlin (Ru.).
Sub-contractors: Germania Flugzeug-Werke (Germ.); Markische Flugzeug-Werke (Mark.); Hannoversche Waggonfabrik (Han.), C.Ia; Bayerische Rumpler-Werke (Bayru.) with BzIII; Albert Rinne Flugzeug-Werke (Rin.).
Power Plant: 160 h.p. Mercedes D.III 6- cylinder in-line water-cooled engine.
   150 h.p. Benz Bz.III 6- cylinder in-line water-cooled engine in Bayru. C.I.
   180 h.p. Argus As.III 6- cylinder in-line water-cooled engine in C.Ia.
Dimensions:
   Span 12.15 m. (39 ft. 10 3/8 in.)
   Length 7.85 m. (25 ft. 9 in.)
   Height 3.06 m. (10 ft. 1/2 in.)
   Area 35.7 sq.m. (385.6 sq.ft.)
Weights:
   Empty 793 kg. (1,744.6 lb.)
   Loaded 1,333 kg. (2,866.6 lb.)
Performance:
   Max speed 152 km.h. (95 m.p.h.)
   Ceiling 16,600 ft.
   Endurance 4 hr. on 240 liters fuel (200 main, 40 gravity)
Armament: One fixed Spandau machine-gun on port side forward,
   and one manually operated Parabellum machine-gun in the rear cockpit.
   Small bomb load as tactically required, not exceeding approximately 100 kg.


Rumpler 5A 4
   This machine, built during winter 1915/1916, was an obvious link between the C I (5A 2) and the C III (6A 5). There was a C II (5A 3) scheduled but no record of it having been built. Engine, 160 h.p. Mercedes D III. Weights: Empty, 640 kg. (1,408 lb.). Loaded, 1,120 kg. (2,464 lb.).

J.Herris Rumpler Aircraft of WWI (A Centennial Perspective on Great War Airplanes 11)

Rumpler C.I & C.Ia
  
   The Rumpler C.I was an armed, two-seat general purpose reconnaissance airplane designed based on the lessons learned from the very first armed two-seaters from Albatros, Aviatik, and LVG, all of which were derivatives of earlier, unarmed two-seaters. Designed to carry guns, bombs, and wireless, the Rumpler C.I had good speed and maneuverability and very good climb. Coupled with its robust construction, its good performance and versatility quickly earned it a good reputation among the aircrew who flew it.
   When it first flew in the summer of 1915, the Rumpler C.I was faster than the Fokker and Pfalz Eindecker fighters and had an equivalent climb rate. Idflieg ordered the first batch of aircraft in July 1915 and the C.I passed military acceptance testing in October. The first C.I aircraft arrived at the front in November-December 1915. Armed with both a fixed and a flexible machine gun and with performance exceeding the Eindeckers, the Rumpler C.I was an excellent combat aircraft for its time and lasted a long time at the front.
   The Rumpler C.I had a wood and fabric airframe typical of the time and was powered by a 160 hp Mercedes D.III or a 150 hp Benz Bz.III. Hannover built the Rumpler C.Ia powered by the 180 hp Argus As.III; speed at low levels was improved slightly at the expense of reliability and high-altitude performance. The C.Ia was used primarily on the Eastern Front, where they were not generally faced with the latest fighter opposition, and gave good service.
   Unlike similar aircraft, the C.I had a steel-tube framework integrated with the wood structure of the forward fuselage, making it stronger and more survivable in case of a crash. The robust, versatile C.I was used for a variety of experimental programs testing new wings and engines. The large, 220 hp Mercedes D.IV straight-eight was tested in the C.I, as was the first BMW.IIIa engine.
   Rumpler C.I aircraft built under license for training were powered by a variety of engines. Aircraft built for training service seldom used the 160 hp Mercedes D.III because it was needed for fighters. Re-built 150 hp Benz Bz.III engines were installed along with the 175 hp Rapp Rp.IIIa, 180 hp Argus As.III, and 185 hp Conrad C.III(Nag). Trainers with the Conrad engine were built by Germania and designated C.Ic(Germ). As far as is known, the only license-built Rumpler C.I aircraft used in combat was the Hannover-built C.Ia. Manufacturers who built the C.I for training use were Markische, Germania, Hansa-Brandenburg, the Bayerische Rumpler-Werke (owned by Rumpler), and the Flugzeugwerke Albert Rinne. Details are in the production table.
   Finally, it should be noted that the C.I airframe had such good qualities that it was used for the successful Rumpler 6B1 single-seat floatplane fighter. Despite being derived from a two-seat reconnaissance airplane, the 6B1 was as successful as the competing single-seat floatplane fighters derived from land-plane fighters.
  

Rumpler C.I Specifications
Engine: 160 hp Mercedes D.III
Wing: Span (Upper) 12.15 m
Span (Lower) 10.04 m
Chord (Upper) 1.75 m
Chord (Lower) 1.75 m
Gap 1.86 m
Area 35.7 m2
General: Length 7.85 m
Empty Weight 793 kg
Loaded Weight 1,333 kg
Maximum Speed: 152 kmh
Climb: 3000m 25 min


Rumpler C.I Production Orders
Date Qty Serials Notes
Jul. 1915 50 393-442/15
1915 4 1025-1066/15
1915 20 1588-1599/15 Other serials unk.
Oct. 1915 51 1836-1886/15
Dec. 1915 150 4515-4664/15
Mar. 1916 50 1125-1174/16
Mar. 1916 100 2600-2699/16
Sep.1916 50 Cancelled
Sep. 1916 200 4600-4699/16 Han. C.Ia
Oct. 1916 100 5400-5499/16 Mark.; trainers
Oct. 1916 100 6075-6174/16 Germ.; trainers
Oct. 1916 75 6500-6574/16 HaBra.; trainers
Jan. 1917 75 900-974/17 Han. C.Ia
Mar. 1917 200 2550-2749/17 Mark.; trainers
Apr. 1917 100 4100-4199/17 Ha-Bra.; trainers
May 1917 100 4900-4999/17 Germ.; trainers
May 1917 100 5475-5574/17 Han. C.Ia
Jul. 1917 200 2550-2749/17 Rinne; trainers
Sep. 1917 250 See Note 1 Mark.; trainers
Oct. 1917 100 14100-14199/17 Germ.; C.Ic tmrs.
Apr. 1918 150 3000-3149/18 Mark.; trainers
Jun. 1918 100 7050-7149/18 Bayru.; trainers
Jul. 1918 100 See Note 2 Li-Ho; cancelled
Oct. 1918 50 2550-2749/17 Germ.; trainers
Notes: 1. Known serials are 12820-13069/17. 2. Serial C.13074/18 from this order is known. 3. 2363 Rumpler C.I aircraft built; 463 by Rumpler, 375 by Hannover (Han.), 700 by Markishe (Mark.), 350 by Germania (Germ.), 175 by Hansa-Brandenburg (HaBra.), 100 by Bavarian Rumpler Works (Bayru.), 200 by Flugzeugwerke Rinne.

M.Dusing Germania Flugzeugwerke and its Aircraft (A Centennial Perspective on Great War Airplanes 41)

License Production by Germania Flugzeugwerke
  
   As said earlier, the Inspection of the Air Force ordered for the first time in autumn 1916 a batch of 100 new aircraft of type Rumpler C.I. In May 1917 the company received a further order for 100 aircraft of type Rumpler C.Ic, which was followed in October of the same year by another order for an additional 100 aircraft. Those aircraft were equipped with 185 hp NAG engines and pneumatic suspension pistons Type Hofmann.
   All these aircraft were ordered and built as training aircraft.
   The following production orders were signed:
- October 1916 100 Ru C.I(Germ) C.6075 - C.6174/16 Some planes of this series (minimum 48 planes) were used at Bavarian flight schools. The earliest records of delivery from Leipzig are at the beginning of August 1917, so delivery started at the end of July/beginning of August 1917.
   Engine: 160 hp Mercedes D.III, whereby 40 aircraft have been delivered to Bavarian with Rapp engine
- May 1917 100 Ru C.I(Germ) C.4900 - C.4999/17 These planes went to Prussian flight schools, whereby the delivery began in February/March 1918.
   Engine: 160 hp Mercedes D.III
- October 1917 100 Ru C.Ic(Germ) C.14100 - C.14199/17 This series were Ru C.Ic (Germ) with NAG C.III engines. Some were also delivered to Bavaria. Earliest listing of aircraft of this series was in July 1918. The whole batch of 100 aircraft was manufactured. It is known that in June 1919, half a year after the end of the war, the C.14198/17 was handed over to the Bayerische Verwertungsstelle fur Heeresgut (BVH)(1) in Bavaria.
   Engine: 200 hp NAG
- October 1918 3 Experimental Ru C.I(Germ) The purpose of these samples is still unknown. Due to the late date it can be assumed that these aircraft have never been built.
- October 1918 50 Ru C.Ic(Germ) known: C.13074/18 It can be assumed that not all of these 50 ordered aircraft were actually built. It is also not possible to discover where all the produced airplanes of this series were delivered to.
   Engine: 185 hp NAG
   In total 310 new aircraft have been built. Due to the end of the war, the last orders were only partially fulfilled.
   After the first aeroplane was completed, testing at Aldershoft was required to prove the quality of manufacture.
   At the request of the inspection of the military administration, various engines were installed and tested. For example, test flights were also undertaken with a BMW IIIa engine.

Speculation

   In April 1918 the Albatros company was instructed to produce only aircraft of the brilliant Fokker D.VII type. As Germania Flugzeugwerke was Albatros' main licensee, it cannot be excluded that these aircraft were also built by GFW. A proof for this has not been found yet.

(1) Bavarian recycling center for military property.


Germania License Production
Date Qty Type Serials Notes
October 1916 100 Rumpler C.I(Germ) C.6075-C.6174/16 40 with Rapp engines
May 1917 100 Rumpler C.I(Germ) C.4900-C.4999/17 160 hp Mercedes D.III engines
October 1917 100 Rumpler C.Ic(Germ) C.14100-C.14199/17 200 hp NAG C.III engines
October 1918 3 Rumpler C.I(Germ) ? Experimental airframes. Argus As.IIII
October 1918 50 Rumpler C.Ic(Germ) ? C.13074/18 known. 185 hp NAG
Notes: Serials for Oct. 1917 order inconsistent with photo data


Rumpler C.I(Germ) Specifications
Engine: 160 hp Mercedes D.III Rapp (40 aircraft)
Max. Speed: 140 km/h
Climb: 1,000 m 9 min
2,000 m 22 min
3,000 m 43 min
Armament: 2MG, bombs, &. F.T.

Rumpler C.I(Germ) Specifications
Engine: 180 hp Argus As.III
Max. Speed: 130 km/h
Climb: 1,000 m 9 min
2,000 m 22 min
3,000 m 45 min

Rumpler C.Ic(Germ) Specifications
Engine: 185 Hp NAG
Max. Speed: 130 km/h
Climb: 1,000 m 9 min
2,000 m 22 min
3,000 m 43 min

C.Owers, J.Herris Hannover Aircraft of WWI (A Centennial Perspective on Great War Airplanes 46)

Hannover Aircraft Orders & Production, 1915-1919
Known Serials Quantity Comments
Rumpler C.Ia(Han)
4600-4799/16 200 4600/16 type test January 1917
900-974/17 75 Ordered October 1916
5475-5574/17 100 Ordered October 1916

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

Germania Flugzeugwerke GmbH, Leipzig-Mockau

Aircraft Development:

<...>
  In summary: The development of its own types of aircraft that were suitable for war failed.
  In 1915, the first order was placed by Idflieg for aircraft repairs and for the supply of spare parts. New aircraft for the Air Force were ordered for the first time in the autumn of 1917. Germania Flugzeugwerke received an order to supply 100 new Ru C.I. aircraft.
  In May 1917, the company received a further order for 100 Ru C.I aircraft, which was followed in October of the same year by another order for 100 aircraft.
<...>

M.Dusing German Aviation Industry in WWI. Volume 2 (A Centennial Perspective on Great War Airplanes 85)

Rumpler-Werke A.G. in Berlin-Johannisthal (Ru)

Aircraft Development:

<...>
  The next type produced by Rumpler-Werke was a biplane, which, with further improvements, became known under the military designation Ru C.I. The first biplane of this type was the Ru C.I., which was the first of its kind in the world. Based on this type, further C-airplanes were subsequently developed by the company.
<...>