В.Кондратьев Самолеты первой мировой войны

АВИАТИК (БЕРГ) C-I / AVIATIK (BERG) C-I

   Австрийская авиастроительная фирма Авиатик ГмБХ (филиал одноименной немецкой фирмы) на раннем этапе Первой мировой войны выпускала двухместные разведчики B-II и B-III, примерно аналогичные "Авиатикам" C-I германского производства.
   В начале 1917 года главный конструктор этого предприятия Юлиус фон Берг спроектировал оригинальный многоцелевой аэроплан "Авиатик-Берг" C-I.
   Эта машина во многом повторяла созданный тем же автором истребитель "Авиатик" D-I, отличаясь увеличенной кабиной на двух человек с дуговой горизонтальной полутурелью для пулемета "Шварцлозе".
   Испытания прошли в целом успешно. Летчики позитивно оценивали скоростные данные машины. Правда, из-за довольно большой по тем временам нагрузки на крыло самолет долго разгонялся на взлете и обладал сравнительно высокой посадочной скоростью. Это затрудняло работу "Авиатиков" с коротких прифронтовых ВПП.
   Тем не менее C-I признали удачным и запустили в производство сразу на нескольких заводах: Авиатик (серии 37 и 137), Ллойд (серия 47), Лёнер (серии 114 и 214), WKF (серии 83 и 183) и MAG (серия 91). Всего построено более 500 экземпляров машины.
   "Авиатик" C-I, чаще называвшийся по фамилии автора "Берг двухместный", активно применялся в 1917-1918 годах на итало-австрийском фронте. Первоклассные пилоты высоко ценили эту миниатюрную короткокрылую машину. Летчики же средней квалификации, напротив, предпочитали ей более простые в управлении, хотя и не столь проворные "Бранденбурги".
   В марте 1918-го появилась одноместная фоторазведывательная модификация "Авиатика" C-I без вооружения, почему-то не получившая никакого специального обозначения. Помимо фотокамер эти самолеты комплектовались радиостанциями.
  
  
ДВИГАТЕЛЬ
  
   "Австро-Даймлер", 185 л.с. (серии 37, 47, 83, 91 и 114) или - 200 л.с. ( серии 137, 183 и 214).
  
  
ВООРУЖЕНИЕ
  
   Первоначально - 1 подвижный "Шварцлозе" на горизонтальной дуге или на шкворне в задней кабине и 1 курсовой в специальном деревянном контейнере над верхним крылом для стрельбы поверх винта.
   На более поздних экземплярах, 1918 года выпуска, обычно ставили кольцевую турель Шнейдера и синхропулемет над мотором.
  
  
ЛЕТНО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ
(с двигателем 200л.с.)
  
   Размах, м 8,4
   Длина, м 7,6
   Сухой вес, кг 650
   Взлетный вес, кг 865
   Скорость максимальная, км/ч 186
   Время набора высоты, м/мин 1000/3,5
   Потолок, м 6400

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

Aviatik C.I (Lo) Series 114 and 214

  Lohner was given a contract for 50 Aviatik C.I biplanes, drawn down from an open order for 72 aircraft signed on 27 January 1917. Work began in April. The first airframe was static tested at Aspern in July, releasing the type for delivery in August 1917. Virtually all aircraft left the factory without armament, which was installed at the Front. The contract had scheduled 24 Aviatik C.I (Lo) series 114 aircraft powered by the 185 hp Daimler engine and 26 series 214 aircraft powered by the 200 hp Daimler. However a critical shortage of the latter engine forced a change in production quantities to 32 series 114 aircraft (114.01 to 114.32) and 18 series 214 aircraft (214.01 to 214.18). Even so, eight series 214 machines were accepted without engines. In the field, aircraft 214.06, 14, 15, and 18 were fitted with used 185 hp Daimler engines.
  As of October 1917, the series 114 was supplied singly to Fliks 2/D, 4/D, 8/D, 10/F, 16/D, 19/D, 23/D, 27/F, 46/D, 47/D, 49/D, 50/D, 53/D, 57/F, and 58/D, but were soon replaced by other aircraft. The series 214 formed the first equipment of Fliks 22/D, 38/D, 40/P, 49/D, and 52/D. Series 114 and 214 were flown as trainers by Fleks 6 and 8, and the Feldfliegerschule Campoformido. The Lohner-built Aviatik C.I machines did not gain the full confidence of frontline personnel. In general, the Aviatik-built version was preferred because of superior workmanship and performance. Some series 114 and 214 aircraft were modified as single-seat, photoreconnaissance fighters by covering the rear seat and replacing the observer with a sack of sand to balance the aircraft. The frontline inventory of 1 August 1918 listed eleven Aviatik C.I (Lo) series 114 and five series 214 aircraft.

Aviatik C.I(Lo) Series 114 Specifications
Engine: 185 hp Daimler
Wing: Span Upper 8.40 m |27.56 ft)
Span Lower 8.40 m (27.56 ft)
Chord Upper 1.70 m (5.58 ft)
Chord Lower 1.60m (5.25 ft)
Total Wing Area 24.8 sq m (267 sq ft)
General: Length 7.68 m (25.20 ft)
Height 2.96 m (9.71 ft)
Track 1.80 m (5.91 ft)
Empty Weight 650 kg (1433 lb)
Loaded Weight 990 kg (2183 lb)
Climb: 1000m (3,281 ft) in 3 min 50 sec
3000m (9,843 ft) in 17 min 12 sec

Aviatik C.I(Lo) Series 214 Specifications
Engine: 200 hp Daimler
Wing: Span Upper 8.40 m |27.56 ft)
Span Lower 8.40 m (27.56 ft)
Chord Upper 1.70 m (5.58 ft)
Chord Lower 1.60 m (5.25 ft)
General: Length 7.68 m (25.20 ft)
Height 2.96 m (9.71 ft)
Empty Weight 732 kg (1614 lb)
Loaded Weight 1045 kg (2304 lb)
Maximum Speed: 178 km/hr (110.5 mph)
Climb: 1000m |3,281 ft) in 3 min 46 sec
3000m (9,843 ft) in 14 min 5 sec


Aviatik 30.14 (new), 30.15, and 30.16

  Based on the design experience gained with the 30.14 prototype, Aviatik engineers proposed an improved fighter (30.19) and a derivative two-seat biplane. On 26 September 1916, Flars ordered three, two-seat prototypes numbered 30.14, 30.15, and 30.16. (After the destruction of the 30.14 fighter, the number was re-assigned). The 30.14 reconnaissance prototype, powered by a 185 hp Daimler engine, came to Aspern for flight tests on 26 November. It was similar to the production version (designated C.I) except that the upper wing consisted of two panels and a separate center section. Details regarding the flight trials are lacking but the severe 1917 winter certainly retarded progress. On 9 February 1917, the 30.14 broke its back in a collision with a trainer on the ground. A new fuselage was provided. When Uzelac flew the machine on 22 February, he was impressed by "its fighter-like handling characteristics" and instructed Flars to push the development program with all possible speed.
  Construction of the 30.15 prototype began in October 1916 and it appeared at Aspern in January 1917. The overall flight performance was reported excellent. The fuselage was damaged on 23 January when the tail skid collapsed while landing. Aviatik chief pilot, Stabsfeldwebel Fritz Wurbel was unable to fly the repaired machine on 10 February because it had been sabotaged. The elevator had been incorrectly wired and the tires slashed. The 30.15 was released for evaluation by Flars pilots on 13 February 1917.
  During the first load test on 22 February, the rear spar of the third prototype, 30.16, collapsed at a 3.7 load factor. A strengthened wing, tested on 5 March, again failed. The upper wing, re-designed as a single structure, was tested on 23 March 1917 with satisfactory results.
  On 29 April 1917, Uzelac demanded top priority to bring the promising two-seater, now designated C.l, into production. The 30.15 and 30.16 prototypes were repaired, brought up to production standard, and entered LFT service under the designations Aviatik C.l 37.02 and 37.03. Some sources claim that prototype 30.14 became 37.01, but this is inconsistent with the fact that the 30.14 prototype was written-off on 21 March 1918 as was the 37.01 on 22 April 1918.

Aviatik 30.15 Specifications
Engine: 185 hp Daimler
Wing: Span Upper 8.40 m (27.56 ft)
Chord Upper 1.75 m (5.74 ft)
General: Length 6.83 m (22.41 ft)
Track 1.80 m (5.91 ft)


Aviatik C.I Series 37 and 137

  According to Graf Sternberg, if Berg's two-seater proposal of 8 June 1916 had been given priority instead of the Knoller program, the Aviatik C.I could have been operational in the autumn of 1916 and not, as it happened, a year later. Only after Uzelac's intervention in August 1916 was Aviatik allowed to proceed with construction of three C.I prototypes (30.14-30.16). When these were test flown, there was little doubt that Aviatik had produced a very fine aircraft.
  In March 1917, Flars ordered 96 Aviatik C.I aircraft (including three prototypes 37.01-37.03 (ex-30.15, 30.16, and possibly 30.14 new) and four pre-production machines for evaluation (37.04-37.07, delivered in March and April 1917). Provided the tests were successful, Aviatik was to deliver 49 C.I series 37, numbered 37.08 to 37.56, powered by a 185 hp Daimler engine and 40 C.I series 137, numbered 137.01 to 137.40, powered by a 200 hp Daimler engine. Oberleutnant Oskar Fekete, an expert test pilot who flew the pre-production 37.04 under ideal conditions at Wiener-Neustadt, wrote on 31 March 1917:
  An exceedingly easy-to-fly machine. Stability in all axes very good. Reacts fully to the rudder. Very good climb rate and great speed. Glide flat and pleasant. Landing easy. View in all directions very good. An ideal observation type, suited to mountainous terrain and small airfields.
  On 29 April 1917, Uzelac requested top priority for the C.I and prepared for license manufacture at Lohner, Lloyd, MAG, and WKF that raised the production total to 255 C.I aircraft.
  Prior to general squadron release, a few machines were assigned to Flek 6 for instructional purposes and to Flik 19 for frontline evaluation. Flik 19 soon reported structural problems (12 May 1917), causing Uzelac to halt production and ground the C.I biplanes for inspection and modification. The structural report issued on 11 July 1917 specified strengthening the engine bearers, aileron supports, center-section struts, tail skid, control surfaces, wing leading edges, and lower-wing attachment fixtures. Given the added weight of the modifications, the C.I failed to achieve the contractual climb rate, but the penalty was waived since the required speed was exceeded. When the Aviatik C.I appeared at the Front in August 1917, aircrew reaction was unexpectedly negative. Both Flik 23 and 46 found the C.I unsatisfactory because of the fragile airframe and sloppy workmanship. Flik 46, perceiving the C.I "impossible as a two-seater," changed 37.46 into a single-seat fighter by installing twin synchronized machine guns, decking over the rear cockpit and removing 30 kg (66 lb) surplus equipment. The C.I single-seat conversion, especially the photo-reconnaissance version, was to become very popular in 1918.
  Unfavorable assessments continued. In October 1917, Flik 32 reported the C.I as unsuitable for photo work because aircraft instability caused photos to blur. Complaints were received about the cramped observer's cockpit and the inability to carry cameras larger than 30cm focal length. Flik 34 wrote in October 1917 that the C.I, greeted with high hopes because of its performance, was soon grounded because of structural problems. Even after strengthening, the squadron "had little confidence in the type." To place these statements into the proper perspective, it must be remembered that pilots, accustomed to flying heavy, stable aircraft such as the Brandenburg C.I, found the sensitivity of the Aviatik C.I strange and disconcerting. With time frontline personnel came to appreciate its qualities. Pilot Philipp Vacano recalled that "the C.I was light on the controls and had to be flown with a certain touch. Unfortunately, not every pilot had it. The C.I responded to small gusts and even the motion of an observer swinging the machine gun would induce oscillations." Max Hesse, in his memoirs, reckoned the C.I was "suitable only for daredevils." The wheel control was cumbersome but a stick control was never fitted. The unusual rudder pedals - similar to automobile pedals - prompted so much criticism that they were replaced by a customary rudder bar beginning with aircraft 37.25.
  Armament consisted of a fixed machine gun mounted on the center-section, firing at a 15 degree angle over the propeller, and a gun for the observer. In general, the machine guns were not installed at the factory due to the shortage of guns and interrupter mechanisms. In June 1917, aircraft 37.21 was sent to Fischamend for installation of a wooden rotating turret that became production standard beginning with aircraft 37.49. Aircraft 37.13 was tested with twin, forward-firing machine guns.
  The Aviatik C.I series 37 saw operational service on the Italian Front, where it was assigned to Fliks 17/D, 21/D, 24/F, and 48/D in the South Tirol and to Fliks 2/D, 5/D, 12/Rb, 19/D, 22/D, 23/D, 32, 34/D, 35/D, 46/P, and 58/D on the Isonzo Front. In the spring of 1918, the C.I series 37 was slowly being replaced by aircraft of greater range, durability, and load-carrying ability.

Aviatik C.I Series 37 Specifications
Engine: 185 hp Daimler
Wing: Span Upper 8.40 m (27.56 ft)
Span Lower 8.25 m (27.07 ft)
Chord Upper 1.70 m (5.58 ft)
Chord Lower 1.70 m (5.58 ft)
Sweepback Upper 0 deg
Sweepback Lower 0 deg
Gap 1.52 m (4.99 ft)
Stagger 0.36 m (1.18 ft)
Total Wing Area 24.8 sq m (267 sq ft)
General: Length 6.86 m (22.51 ft)
Height 2.26 m (7.41 ft)
Track 1.80 m (5.91 ft)
Empty Weight 653 kg (1440 lb)
Loaded Weight 976 kg (2152 lb)
Maximum Speed: 178 km/hr (111 mph)
Climb: 1000m (3,281 ft) in 3 min 52 sec


Aviatik C.I Series 137

  After aircraft 37.01 was evaluated with a 200 hp Hiero engine, the engine was replaced by a 200 hp Daimler in June 1917. As such the 37.01 became the prototype for the Aviatik C.I series 137. Acceptances began in September 1917 and ran concurrent with the series 37 until June 1918, when the last of 40 C.I series 137 aircraft was accepted. Because fighters were given priority for the 200 hp Daimler engine, most of the series 137 machines were delivered with rebuilt 185 hp Daimler engines, and 13 left the factory without engines due to the engine shortage.
  When the Aviatik C.I series 137 biplanes arrived at the Front in November 1917, aircrews appreciated the good performance but criticized the shoddy workmanship. Such a lightly-designed aircraft required materials and a level of craftsmanship that Aviatik seemed unable to meet. The rocky airfields encountered on the Italian Front played havoc with the airframe, particularly the plywood-covered fuselage. Responding to aircrew complaints, the fuselage of 137.32 was load tested on 5 January 1918 and corrective measures taken. As a two-seater, the C.I series 137 saw operational service with Fliks 5/D, 17/D, 21/D, 23/D, 27/D, 39/D, 47/D, 49/F, 50/D, 53/D, 58/D, 59/D, and 73/D.


Aviatik C.I Single-Seat Conversion

  The fact that Flik 23 and 46/F had obtained good results with the single-seat fighter conversion of the C.I did not escape the attention of the LFT. With only one crew member aboard, the C.I was judged equal to the Aviatik D.I. By converting the C.I, Fliks were able to provide their own fighter protection when none was available from fighter units or supply parks. The single-seat photo-reconnaissance fighter could penetrate enemy airspace and, if intercepted, engage Allied fighters on near-equal terms. Conversion was easy. The machine gun ring was removed and correct ballast placed in the enclosed observer's cockpit. For photographic missions, a 50 or 70cm (20-28 in) focal-length camera was installed, provided with a remote plate-changing device actuated by the pilot. At least 16 C.I series 37 (37.09, 13, 17, 22, 23, 27, 34, 35, 36, 43, 44, 45, 46, 48, and 54) and 12 series 137 (137.02, 04, 14, 20, 21, 26, 28, 30, 31, 35, 36, and 37) were converted to photoreconnaissance fighters in 1917-1918.
  On 12 July 1918, the LFT restricted the Aviatik C.I to the single-seat photo-reconnaissance role or to training duties at Fliks for advanced fighter instruction. The Aviatik C.I had arrived too late and was too failure-prone to achieve its full potential as an all-round reconnaissance aircraft. But as a photo-reconnaissance fighter, the C.I, especially the more reliable license machines, served admirably until the war's end.


Aviatik C.I License Production

  The success of the Aviatik C.I led Flars to place license-production orders with Lloyd, Lohner, MAG and WKF for a total of 255 aircraft. The individual series are covered in detail in the appropriate chapters:
Company Series No. Engine Number Ordered Number at Front on 1 August 1918
Lohner 114.01-32 185 Dm 32 11
Lohner 214.01-18 200 Dm 18 5
Aviatik 37.01-56 185 Dm 56 25
Aviatik 137.01-40 200 Dm 40 13
Lloyd 47.01-45 185 Dm(MAG) 45 26
WKF 83.01-40 185 Dm 40 25
MAG 91.01-24 185 Dm(MAG) 24 24
Total 255 129


Aviatik C.I(Ll) Series 47

  In April 1917, Lloyd was ordered to prepare for the license production of 45 Aviatik C.I reconnaissance biplanes as part of a contract for 96 aircraft signed on 18 January 1917. Parts assembly began in May and the first Aviatik C.I (Lloyd Type JR) left the factory in September 1917. The Aviatik C.I(Ll) were numbered 47.01 to 47.45 and powered by re-built 185 hp Daimler(MAG) engines.
  In November 1917, Lloyd was directed to convert all Aviatik C.I(Ll) biplanes to single-seat fighters and 40 of these were to have photo-reconnaissance equipment installed. Owing to severe supply shortages, all aircraft were accepted unarmed and only 16 (aircraft 47.04, 47.06, 47.07, 47.09-47.13, 47.15, 47.19-47.23, 47.38, and 47.40) had photo equipment installed. Thirteen aircraft were delivered without engines. As it was customary to retain the observer's gun ring, aircraft 47.01 to 47.18 were fitted with a tubing mount and the remainder with a wooden-ring mount.
  Not all Aviatik C.I(Ll) biplanes reached the Front. The April 1918 frontline status report listed 27 C.I series 47 aircraft, of which 11 lacked engines. The Lloyd-built C.I was employed as a fighter by Flik 101/G and as a two-seat reconnaissance machine or photo single-seater by Fliks 17/D, 24/F, and 39/D. Powered by re-built, worn-out engines, the performance had diminished accordingly; consequently in July 1918, the C.I(Ll) series 47 was restricted to training use, of which 24 were on charge as of October 1918. Seventeen Aviatik C.I(Ll) biplanes were offered for sale to Czechoslovakia in April 1920.

Aviatik C.I(Ll) Series 47 Specifications
Engine: 185 hp Daimler (MAG)
Wing: Span Upper 8.40 m (27.56 ft)
Span Lower 8.30 m (27.23 ft)
Chord Upper 1.70 m (5.58 ft)
Chord Lower 1.65 m (5.41 ft)
Sweepback Lower 1 deg
Gap 1.55 m (5.09 ft)
Stagger 0.36 m (1.18 ft)
Total Wing Area 24 sq m (258 sq ft)
General: Length 7.15 m (23.46 ft)
Height 2.60 m (8.53 ft)
Empty Weight 670 kg (1477 lb)
Loaded Weight 1016 kg (2240 lb)
Maximum Speed: 170 km/hr (106 mph)
Climb: 1000m (3,281 ft) in 4 min 30 sec
2000m (6,562 ft) in 9 min 15 sec
3000m (9,843 ft) in 17 min 50 sec


Aviatik C.I(WKF) Series 83

  To follow the Knoller and Lloyd production, Flars signed an open contract on 18 January 1917, for 72 Aviatik biplanes and in April specified the initial production batch to consist of 16 Aviatik C.I(WKF) series 83 powered by the 185 hp Daimler engine and 24 series 183 powered by the 200 hp Daimler engine. Due to the shortage of 200 hp engines, the series 183 airframes under construction were fitted with 185 hp engines and redesignated accordingly. Consequently, WKF delivered a total of 40 Aviatik C.I(WKF), numbered 83.01 to 83.40. WKF was scheduled to begin deliveries in June 1917 with production ending in October. The first aircraft, 83.01, was commissioned on 27 June 1917 but acceptances were delayed to allow structural modifications (same as specified for the Aviatik C.I series 37 in July) to be incorporated by WKF, which may be one reason why the C.I(WKF) acceptances did not begin until February 1918. By then, frontline experience had demonstrated the value of the Aviatik C.I in the single-seat photo-reconnaissance role. In March 1918, forty single-seat conversion kits for the WKF-built C.I were ordered and about twelve aircraft were so modified in the factory. As a result of chronic shortages, many series 83 aircraft were accepted less engine and armament. It was planned to install these in the field. About half the aircraft were armed with a forward-firing synchronized machine gun and a few were armed with the Type II VK gun canister mounted on the upper wing. All machines were provided with a standard observer machine-gun ring.
  The Aviatik C.I(WKF) saw only limited operational service. Seven series 83 were attached to newly-formed Flik 73/D in mid-1918. Although one was lost in combat, the lack of suitable flight personnel, plus rough airfield conditions which damaged many aircraft, led to the type being supplanted by the more rugged Brandenburg C.I. One each of series 83 aircraft was assigned to Fliks 17/D, 23/D, and 27/F for use as a trainer in preparation for arrival of the UFAG C.I. Of the 25 C.I(WKF) biplanes in the field as of 1 April 1918, most appear to have fulfilled an advanced trainer requirement.
  On 31 October 1918, eleven C.I(WKF) series 83 biplanes were in storage and in 1920 two were offered for sale to Czechoslovakia.


Aviatik C.I(MAG) Series 91

  In April 1917, MAG received a letter of intent to build 96 Aviatik C.I and D.I aircraft. The contract was signed on 17 July 1917. The planned production total of 50 Aviatik C.I(MAG) biplanes, powered by the 200 hp Daimler(MAG) engine, was reduced to 24 (numbered 91.01 to 91.24) on 9 October 1917. Delivery was scheduled between 2 and 30 March 1918. The first factory flight (aircraft 91.06) was performed by Antal Feher on 16 February 1918, and military acceptances were completed almost on schedule in April. Aircraft 91.01-91.03, 91.05, 91.09, and 91.10 were delivered as single-seat photo-reconnaissance aircraft. All aircraft were accepted less armament, and aircraft 91.05-91.09 and 91.15-91.19 were delivered without engines.
  In March 1918, the Aviatik C.I(MAG) biplanes were ordered sent to the 6th Army on the Piave Front. Aircraft 91.23 and 91.24 were damaged in transit. There is no record of any frontline employment; rather, on 17 August 1918, aircraft 91.01-91.22 were scheduled for modification into dual-control trainers and dispatched for conversion to the Al-Ma factory in Prag in October. In the postwar strife at least three aircraft, 91.16, 91.17, and 91.18, were used by the 3rd Squadron of the Hungarian Red Airborne Corps.

Aviatik C.I(MAG) Series 91 Specifications
Engine: 200 hp Daimler (MAG)
Wing: Span Upper 8.40 m (27.56 ft)
Span Lower 8.40 m (27.56 ft)
Chord Upper 1.70 m (5.58 ft)
Chord Lower 1.65 m (5.41 ft)
Gap 1.53 m (5.02 ft)
Stagger 0.36 m (1.18 ft)
Total Wing Area 25.7 sq m (277 sq ft)
General: Length 6.86 m (22.51 ft)
Loaded Weight 1067 kg (2353 lb)
Maximum Speed: 175 km/hr (109 mph)
Climb: 1000m (3,281 ft) in 3 min 38 sec
3000m (9,843 ft) in 15 min 45 sec
5000m (16,405 ft) in 33 min 40 sec

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

30. Flugzeuge der Österreichischen Aviatik-Werke Wien, Stadlau
30.14 Aviatik DD (Aufklärer) Dm
30.15 Aviatik DD (Konstruktion von Berg) Dm 185
30.16 Aviatik DD (Konstruktion von Berg) Dm 185
37.01 — 37.56 Aviatik C.I Berg Dm 185
137.01 — 137.40 Aviatik C.I Berg Dm 200

10. Flugzeuge der Fabrik Jacob Löhner & Co. Wien, Floridsdorf
114.01 — 114.32 Aviatik C.I (Lo) Dm 185
214.01 — 214.18 Aviatik C.I (Lo) Dm 200

40. Flugzeuge der Ungarischen Lloyd-Flugzeugfabrik Budapest
47.01 — 47.45 Aviatik C.I (LI) Berg Dm 185

80. Flugzeuge der Wiener Karosserie-Fabrik (W.K.F.) Wien und Hennersdorf
80.01 W.K.F. Aviatik Berg C.I Musterflugzeug Dm 185
83.01 — 83.40 Aviatik C.I (W.K.F.) Berg Dm 185
183.01 — 183.07 Aviatik C.I (W.K.F.) Berg Dm 200

90. Flugzeuge der Ungarischen Allgemeinen Maschinenfabrik, M.A.G.
91.01 — 91.24 Aviatik C.I (M.A.G.) Berg Dm 185