В.Кондратьев Самолеты первой мировой войны

ГАНЗА-БРАНДЕНБУРГ B-I/C-I / HANSA-BRANDENBURG B-I/C-I

   Цельнодеревянный двухстоечный биплан со смешанной обшивкой. Фюзеляж покрыт фанерой, крылья и оперение - полотном. Капоты алюминиевые. Характерной внешней особенностью аппарата были "заваленные" вовнутрь стойки бипланной коробки.
   Самолет разработан Эрнстом Хейнкелем в конце 1915 года, вскоре после перехода с фирмы Альбатрос Флюгцойгверк на фирму Ганза-Бранденбург.
   Аэроплан получился вполне удачным, однако Ганза-Бранденбург, специализировавшаяся на гидропланах, не приняла новинку, предпочтя продать лицензию на выпуск машины австрийцам.
   Уже в начале 1916-го серийное производство "Бранденбурга" (для краткости первую часть названия обычно отбрасывали) развернулось на венской фирме Феникс и будапештской UFAG.
   Выпускались две модификации: C-I - основная и B-I - уменьшенных размеров без вооружения. Как правило их называли просто "большой Бранденбург" и "маленький Бранденбург", причем "маленькие Бранденбурги" применялись главным образом в летных школах.
   "Большие Бранденбурги" начали поступать на русско-австрийский и итало-австрийский фронты весной 1916 года. По воспоминаниям, они пользовались большой любовью пилотов за легкость управления, устойчивость и хорошие взлетно-посадочные характеристики.
   Солидная грузоподъемность позволяла задействовать их не только для разведки и корректировки артогня, но и в качестве бомбардировщиков.
   "Бранденбурги" нередко совершали налеты на города и военные объекты в северной Италии.
   По окончании войны многие уцелевшие "Бранденбурги" достались "по наследству" новым государствам, возникшим на месте распавшейся Австро-Венгерской империи. В 1919 году их применяли украинские вооруженные формирования в войне с поляками, а также ВВС Венгерской советской республики. Отдельные машины состояли на вооружении в Советской России, Чехословакии, Румынии и Югославии.


ДВИГАТЕЛЬ
  
   "Австро-Даймлер", 160, 185, 200 или 210 л.с., "Мерседес", 160л.с., "Геро" ("Иеронимус"), 200 или 230 л.с., "Бенц", 220 л.с.
  
  
ВООРУЖЕНИЕ
  
   Стрелковое: 1 курсовой несинхронный 8-мм "Шварцлозе" над верхним крылом, позднее - синхронный "Шварцлозе" M.16/R над мотором и "Шварцлозе" 07/12 на турели в задней кабине,
   Бомбовое: 100-170 кг
  
  
ЛЕТНО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ
(с двигателем "Геро" 230 л.с.)
  
   Размах, м 12,3
   Длина, м 8,4
   Высота, м 3,11
   Площадь крыла, кв.м 38,5
   Сухой вес, кг 886
   Взлетный вес, кг 1196
   Скорость максимальная, км/ч 158
   Время набора высоты, м/мин 4000/36
   Потолок, м 5000
   Продолжительность полета, ч 3,5
   Экипаж, чел 2

А.Александров, Г.Петров Крылатые пленники России

Покинув в 1914 г. компанию "Альбатрос", Эрнст Хейнкель перешел работать в фирму "Бранденбургише Флюгцойгверке" (Brandenburgische Flugzeugwerke), основанную в январе того же года Иго Этрихом. В октябре 1915 г. произошло ее слияние с принадлежащим австрийскому магнату Камилио Кастильони гамбургским предприятием "Ханза Флюгцойгверке" (Camilio Castiglioni; Hansa Flugzeugwerke), в результате чего появилась фирма "Ханза унд Бранденбургише Флюгцойгверке АГ" (Hansa und Brandenburgische Flugzeugwerke AG, сокращено Brandenburg = "Бранденбург"). Два завода компании, находившиеся в Германии, снабжали аэропланами авиацию Центральных держав, и одной из самых удачных моделей, выпускавшейся по лицензии до самого окончания войны австро-венгерскими фирмами "Феникс" и "Уфаг" (Phonix; Ufag = Ungarische Flugzeugwerke AG), был "Бранденбург Ц. I", двухстоечный двухместный биплан-трактор (т. е. с тянущим винтом), оснащавшийся моторами от 160 до 230 л. с. Русские летчики не раз сталкивались в воздухе с такими аппаратами и не всегда последним удавалось благополучно выйти из боя. 24 мая 1917 г. не повезло аппарату постройки "Уфаг" с номером 64.55, которого сбил в районе Тарнополя ас Е. Н. Крутень (39). Это была его седьмая победа. Экипаж неприятельского самолета - пилот капрал Антон Лагер и наблюдатель оберлейтенант Виллибальд Пацельт (Anton Lager, Willibald Patzelt), оба из Flik 18, оказался в плену. Всего через 13 дней Евграф Крутень погиб после того, как его "Ньюпор 17" вошел в штопор при полете над аэродромом.

C.Owers Hansa-Brandenburg Aircraft of WWI Vol.1: Landplanes (A Centennial Perspective on Great War Airplanes 17)

Brandenburg Type DD & C.I
  
   The DD was evolved from the LDD and featured a 160-hp Mercedes engine and careful design to reduce drag and weight. The tail surfaces were also revised. Possessing a remarkable performance for the time, the prototype DD was purchased by Flars and given the serial 05.07. The machine was entered into active service and ended up as a trainer, being written off in August 1917. In addition, ten DD biplanes were ordered under the designation C.I.(12) The C.I had a long and distinguished history and was manufactured in Germany by Brandenburg (80); and in Austro-Hungary by Phonix (446) and UFAG (732) as summarized below. It was still in front line service in 1918, a remarkable achievement for a 1915 design, and more so when the conditions it operated in are compared with the Western Front. The design was capable of accepting ever more powerful engines up to 240-hp and was to remain competitive with the Allies aircraft to the end of hostilities. Easy to fly and capable of accepting considerable punishment, the C.I was Brandenburg and Heinkel's greatest contribution to Austro-Hungarian aviation in the war. The 1,258 C.Is built comprised 26.4% of the total number of 4,768 aircraft accepted by the Luftfahrtruppen during the conflict, making it the iconic Austro-Hungarian aircraft of the war.
   Brandenburg received an order for ten series 61.5 Type C.I biplanes in September 1915 based on the prototypes performance at the Front. This was followed by an unprecedented order for 119 machines, of which 48 were contracted to UFAG.
   The C.I was constructed in typical Brandenburg fashion with ply covered fuselage. The pilot and gunner sat close together in a communal cockpit. The gunner had a gun rail on early aircraft that was replaced by a gun ring in later production aircraft. The pilot was given a machine gun in late 1916. This was mounted in a fairing mounted on the top wing's centerline. A Synchronised Schwarzlose was eventually provided, mounted on the port side under the cowling panels.
   The two-bay wings featured the inward sloping steel tube struts with light wooden fairings that were a feature of Brandenburg types. The wings were constructed around two spars and braced internally with wire and steel compression tubes. A cut-out in the trailing edge of the top wing was provided to improve the pilot's vision. The wings had dihedral the upper one carrying the steel tube framed, fabric covered ailerons. As heavier and more powerful engines were fitted the wings were given sweep-back.
   The tail surfaces were constructed of steel tube with fabric covering as were the ailerons. The large, triangular tailplane was mounted on top of the top longerons. Some Series the tailplane had a convex leading edge. Plain rudders gave way to a horn-balanced one in later series. A robust undercarriage carried a claw brake.
   The first C.I biplanes were forwarded to combat squadrons in March 1916 and it was immediately successful with pilots praising its performance compared to other two-seaters that they had been forced to fly. It soon became the mount of aces with Julius Arigi and his observer Johan Lasi credited with downing five Italian Farman pusher biplanes on 22 August 1916, while serving with Flik 6. The 34a Squadriglia lost only two aircraft on this day, Farman 1707 of sergente Leonida Schionaa with his observer capitano Franco Scarioni, and the Farman of caporale Francesco Rossi and tenente Attilio Viziano. Both crews were rescued unharmed.
   The third series from Brandenburg (Series 64.5) had the Phonix designed "universal" fuselage that enabled the fitting of cameras, radio, or bombing equipment according to the mission. The rear spar had an adjustment that allowed for sweep back to the wings. This series remained in front line service until the end of 1917. Surviving machines went on to become advanced trainers.
   Phonix received its first order for the C.I in December 1915. The Series 26 reconnaissance aircraft were well received and in late 1917 those fitted or retrofitted with the 185hp Daimler engine were preferred by pilots to the newer UFAG built machines. The second series from Phonix had the universal fuselage.
   The C.I was to have a long service life after the war in the air forces of Poland, Rumania, Yugoslavia and Czechoslovakia. Civil versions also were used in Austria, Czechoslovakia, Hungary, Switzerland and Norway.
   In addition to the Austro-Hungarians, the German Navy used the C.I. Six C.I biplanes were delivered to the Navy's landplane section beginning with serial LF 165 in June 1915. This machine was armed with a single machine gun and powered by the 150-hp Benz Bz.III engine, and survived until written off in March 1916. LF 166 to LF 170 were obtained early in November 1915. One served with II Marine Feld-Flieger Abteilung. As all five were written off on the same date of 30 November 1916, it would appear that they were unsatisfactory for the service required by the Navy.(13) An earlier Brandenburg had been accepted by the Navy on 17 April 1915 for the Freiwilliges Marine Fliegerkorps (Volunteer Navy Flier Corps). Described as a sea-landplane, it was fitted with a Mercedes D.III engine and later a Maybach Mb.III. It survived until it was written off on 16 December 1916. The actual type designation of this machine, LF 108, has not been determined.
   At least one captured C.I was flown by the Russians. It or another C.I survived to appear in Soviet red star markings.
   At the end of the war the Austro-Hungarian Empire broke up. On 16 October 1918 the Emperor offered autonomy to the main ethnic groups within the empire. This action was too late and the empire was already splitting up with Hungary becoming a new country under a Soviet Government, the Croats and Slovnes joining the South-Slav Kingdom (later Yugoslavia), the Rumanians in the Transylvania electing to join with Rumania and the dismembered Poland began to reunite as a country. A new Austrian Republic was created on 12 November 1918, and was involved in border wars with the newly emerging nations. The air arm of the republic was equipped with Brandenburg C.I reconnaissance machines and D.I fighters.(14) The air arm saw considerable service but with the signing of the Treaty of St. Germain on 10 September 1919, Austria was forbidden an air arm. The Austrian Air Police (Osterreichische Flugpolizei) was formed to retain a nucleus of trained personnel but its aircraft had to be destroyed. The Austrian Air Force {Osterreichische Luftstretkrafte] was officially formed as part of the Army on 1 May 1934, but had been in secret existence for several years beforehand. Five Brandenburg C.I biplanes served with this force from 1931 to 1935.
   Nearly all versions of the original Austro-Hungarian-constructed Brandenburg C.I biplanes were used in Czechoslovakia. They were obtained from those abandoned at the end of the war and as purchases from Austria.
   The type was built, without a license agreement, in Czechoslovakia as the Aero A-14 with 230-hp Hiero N motor, A-15 with 230 Hiero L motor, and as the A-26 with the 185-hp BMW motor. The A-14 and A-15 were patterned after the UFAG Series 369 while the A-26 was based on the Phonix Series 26.
   Aero produced 25 of the A-14 biplanes in 1922. The Czechoslovakian air arm used the C.I mostly as a trainer with dual controls. The Ceskoslovenske statni aerolinie (CSA - Czechoslovakian State Airline) received 17 of the biplanes. These were modified to three-seaters with provision for two passengers. The Czech air service received 24 A-15 trainers during 1922-23. These machines could carry small bombs under the wings or larger bombs under the fuselage. The observer controlled the release of the bombs. With the designation An-15 the machine was modified for training in night flying. When the military finished with the types they were sold at low prices to aero clubs.
   During the Russian Civil War at least one C.I served in the markings of the Don Air Corps, 1st Southern Unit in the Spring of 1919.
   Poland obtained many aircraft from the former Austro-Hungarian forces at the end of the war. 33 and 15 Brandenburg C.I and B.I biplanes respectively, were obtained from Krakow, Lwow, Lublin and Przemsl airfields together with Oeffag and Lloyd two-seaters. A further damaged C.I, 26.62, was captured from Ukrainian forces on 5 June 1919. Only 11 Brandenburg C.I biplanes of Austro-Hungarian origin could be made airworthy, the remainder going into store for spare parts. A further nine were constructed in Poland at first at the Lwow workshops, and after the workshops were destroyed by fire on 4 February 1920, at the Krakow workshops. Two Polish built aircraft were destroyed in the Lwow fire. The C.I was to make the first combat mission of the Polish air arm when one was flown to bomb Ukrainian troops at the railway station at Persenkowka on 5 November 1918.
   A significant number of Brandenburg C.I biplanes were manufactured in Rumania in the 1920s. Equipped with MARTA-Benz, NAG and 220-hp and 250-hp Austro-Daimler motors, also obtained from abandoned or captured sources. The Arsenalul Aeronauticii, the first Rumanian aircraft factory, was founded on 1 July 1920 in Bucharest. It initially was responsible for the repair of aircraft but in 1922 it began to manufacture copies of the UFAG 269 version of the C.I, producing some 120 copies of the C.I biplane.(15)
   One C.I ended up on the Swiss civil register as CH-28. Nominated as a Brandenburg/Phonix machine, it had a 185-hp Austro-Daimler motor.
   Six Brandenburg C.I biplanes were sent to Japan post-war. They were Series 129, 169, 269, 369 and 429 machines. Unlike the W.29, they were not used as the basis for manufacture. The C.I was to have a long service life post war in the air forces of Poland, Rumania, Yugoslavia and Czechoslovakia. Civil versions also were used in Austria, Czechoslovakia, Hungary, Switzerland, and Norway.

(12) The Typenschau records that the Phoenix C.I and UFAG C.I were license-built versions of the Type LDD.
(13) Research by late P.M. Grosz.
(14) Phonix KD, D.I, D.II,and D.III fighters were used by the Flying Troops according to Green, W. "Aerial Alpenstock", Flying Review, December 1969, P.49.
(15) According to Air Enthusiast, UK,Vol.1 No.1,the number produced was 72.


Brandenburg C.I Production
Serials Manufacturer Notes
26.01 - 26.70 Phonix 160-hp AD
27.01 - 27.88 Phonix 160-hp AD
29.01 - 29.40 Phonix 200-hp AD
29.50 - 29.89 Phonix 200-hp Hiero
61.01 - 61.24 UFAG 160-hp AD
61.51 - 61.60 Brandenburg 160-hp AD
61.61 - 61.72 Brandenburg 160-hp AD
63.01 - 63.32 UFAG 160-hp AD
63.51 - 63.86 Brandenburg 160-hp Mercedes
64.01 - 64.48 UFAG 160-hp AD
64.51 - 64.72 Brandenburg 160-hp AD
67.01 - 67.56 UFAG 160-hp AD
68.01 - 68.64 UFAG 160-hp AD
69.01 - 69.48 UFAG 200-hp AD
69.50 - 69.99 UFAG 200-hp Hiero
129.01 - 129.72 Phonix 200-hp Hiero
169.01 - 169.02 UFAG 220-hp Benz
169.31 - 169.142 UFAG 220-hp Benz
169.151 - 169.180 UFAG 250-hp Benz
229.01 - 229.32 Phonix 200-hp Hiero
269.01 - 269.72 UFAG 200-hp AD
329.01 - 329.56 Phonix 200-hp Hiero
369.01 - 369.72 UFAG 230-hp Hiero
369.101 - 369.132 UFAG 230-hp Hiero
369.141 - 369.210 UFAG 230-hp Hiero
429.01 - 429.48 Phonix 230-Hiero
Note: AD = Austro-Daimler


Brandenburg-Built Brandenburg C.I Specifications
Source Typenschau Type DD* Brandenburg 3-view Type DD PMG Series 61.5 PMG Series 63.5 PMG Series 64.5
Span, m 13.12/12.32 12.300/11.700 12.30/11.70 12.30/11.70 12.30/11.70
Length, m 8.20 ca 8.150 8.15 8.40 8.30
Height, m - - - 3.20 3.20
Sweepback - - 0° 0° 1°
Wing Area, m2 43.46 38.2 38.2 37.0 35.0
Wt. Empty, kg - 741 741 770 745
Wt. Loaded, kg - 1,215 1,215 1,219 1,219
Speed in km/hr - - 151 142 144
Time to 1000 m - 6 min 40 5 min 20 sec 5 min 21 sec 6 min 35 sec
Time to 3000 m - - 25 min 10 - -
Time to 5000 m - 36 m 40 - -
Motor - 160-hp Austro 160-hp Daimler 160-hp Mercedes 160-hp Daimler
* The Typenschau gives the same specifications for the FD, LDD, and DD, indicating that these machines are confused in this publication.


Phonix-Built Brandenburg C.I Specifications
Source Typenschau Phonix C.I* PMG Series 26 PMG Series 27 PMG Series 29.5 PMG Series 129 & 229 PMG Series 29
Span, m 13.12/12.32 12.30/11.30 12.30/11.70 12.30/11.70 12.30/11.70 12.30/11.70
Length, m 8.20 - 8.40 8.37 - 8.37
Height, m - 2.95 3.20 3.20 - 3.20
Sweepback - 1° 1° 1° 1°
Wing Area, m2 43.46 38.4 38.4 38.4 - 38.4
Wt. Empty, kg - 797 778 805 794 811
Wt. Loaded, kg - 1,238 1,219 1,238 1,230 1,260
Speed in km/hr - 145 148 163 159 154
Time to 1000 m - 6 min 20 5 min 30 4 min 12 3 min 58 4 min 50
Time to 3000 m - - 26 mih 5 17 min 36 - -
Time to 5000 m - - - 54 min 40 - -
Motor 160 & 210-hp Austro-Daimler / 200 & 230-hp Hiero 160-hp Daimler 160-hp Daimler 200-hp Hiero 200-hp Hiero 200-hp Daimler
* There are two entries for the Phonix C.I (Brandenburg C.I) in the Typenschau. Dimensions quoted are the same with only the engines being different. There is no identification of which series relates to which entry.


Czech-Built Aircraft Based on the Brandenburg C.I
Pattern Aircraft Czech Type Motor Notes
UFAG Series 369 Aero A-14 230-hp Hiero N 25 constructed in 1922. Serials Ae-H-2.01 - 2.25, then A14.1 - A14.25.
UFAG Series 369 Aero A-15 230-hp Hiero L 24 constructed 1922-1923. Br-L-2.01 -Br-L-2.24, then Al5.1 - Al5.24. Equipped for bombing.
Phonix Series 26 Aero A-26 185-hp BMW nia 23 constructed in 1923. 26.1 - A26.23.

Brandenburg C.I Biplanes in Czechoslovakian Service
Serial Notes
26.10 06.11.18, Al-Ma (16) test flight. W/off 1925, Military Aviation Training Centre Cheb.
26.17 03.01.19, Al-Ma test flight. Civil L-BIZF. W/off 23.02.31, Moravian Aero Club.
26.39 30.04.19, Al-Ma test flight. Was filmed at air show in 1933 when registered OK-IZG.
26.48 10.01.20, purchased by Zuzman. 18.08.25, Military Aviation Training Centre Cheb.
26.53 13.11.18, at Al-Ma assessment of condition. Civil L-BIZE. 10.05.29, W/off West Bohemian Aero Club Plzen, due wear &. tear.
26.56 13.11.18, at Al-Ma assessment of condition. W/off 04.04.24, Military Aviation Training Centre Cheb.
26.64 13.11.18, from AL-Ma to air corp. W/off 08.08.24, Military Aviation Training Centre Cheb.
26.70 13.11.18, at Al-Ma assessment of condition. W/off 28.03.22, after crash, Military Aviation Training Centre Cheb.
27.12 24.04.19, test flight. W/off 18.08.25, after crash, Military Aviation Training Centre Cheb.
27.19 09.04.19, at Al-Ma test flight. W/off 19.11.20, after crash, Aviation Workshops Olomouc.
27.32 16.02.20, Main Aviation Workshops Prague, test flight. W/off 18.08.25, after crash, Military Aviation Training Centre Cheb.
27.49 10.01.20, purchased by Zuzman in Austria. W/off 09.09.24, 1st Aviation Regiment, after crash.
27.61 13.11.18, at Al-Ma assessment of condition. W/off 25.05.29, 2nd Field Squadron, shot down in border war with Hungary.
27.64 12.04.19, at AL-Ma test flight. W/off 31.10.23, Military Aviation Training Centre Cheb, after crash.
27.79 17.09.18, date account for repairs by Aero. W/off 31.10.23, Military Aviation Training Centre Cheb, after crash.
27.88 13.11.18, Al-Ma tendered for repair, W/off 06.12.22, Aviation Workshop Olomouc.
29.29 12.03.20, Main Aviation Workshop Prague, after repairs. 22.10.25, for sale.
129.18 19.11.18, confiscated in Lanskroun. W/off 13.08.25, Military Aviation Training Centre Cheb.
329.49 25.10.19, Main Aviation Workshop Prague, test flight. W/off 1925, stored at Military Aviation Training Centre Cheb.
169.70 15.11.18, at Aviation Company Prague. W/off 31.10.23, Military Aviation Training Centre Cheb, training aid.
169.99 03.12.18, Al-Ma order to repair. W/off 31.01.24, after crash Military Aviation Training Centre Cheb.
269.41 05.11.18, confiscated near Strakonice. W/off 14.06.29, after crash Main Aviation Workshop Olomouc.
369.17 13.03.19, tender for repair by Aero. W/off 24.10.22, Main Aviation Workshop Olomouc.
369.67 27.10.19, received from Al-Ma. W/off 31.10.23, Military Aviation Training Centre Cheb.
369.68 30.03.19, test flight after repair by Aero. W/off 01.08.20, after crash Main Aviation Workshop Olomouc.
369.108 13.03.19, tender for repair by Aero. W/off 22.07.22, after crash Military Aviation Training Centre Cheb.
369.118 14.03.19, tender for repair by Aero. W/off 12.11.21, after fatal crash of 17.10.21.
369.160 18.10.19, taken over from Aviation Arsenal by Aero. W/off 31.10.23, Military Aviation Training Centre Cheb.
369.166 26.04.21, test flight with 2nd Aviation Regiment after received from Aero Lloyd. W/off 09.09.26, after crash.
369.178 09.11.18. W/off 05.11.21, destroyed by fire Main Aviation Workshop Prague.
(16) Al-Ma was a civil aviation repair workshop, the only such firm in the newly-formed Czechoslovakian Republic, and as a result received many of the early aircraft for reconstruction.


UFAG-Built Brandenburg C.I Specifications
Source Typenschau UFAG C.I* PMG Series 61 PMG Series 64 PMG Series 68 PMG Series 63
Span, m 13.12/12.32 12.30/11.70 12.30/11.70 12.30/11.70 12.30/11.70
Length, m 8.20 8.23 8.23 8.23 8.23
Height, m - 2.95 2.95 3.41 3.41
Sweepback - 1° 1° - 1°
Wing Area, m2 43.46 38.5 38.5 38.5 38.5
Wt. Empty, kg 850 803 771 797 794
Wt. Loaded, kg 1,350 1,256 1,213 1,244 1,247
Speed in km/hr 140/160 138 140 146 -
Time to 1000 m 6.55/3.95 min 5 min 40 6 min 55 5 min 28 6 min 58
Motor 160-hp Austro- Daimler/160-hp Mercedes/200 & 230-hp Hiero/220-hp Benz 160-hp Daimler 160-hp Daimler 160-hp Daimler 160-hp Mercedes
* There is only one entry for the UFAG C.I in the Typenschau. It states that the type is the license-built Type LDD.


UFAG-Built Brandenburg C.I Specifications
Source PMG Series 67 PMG Series 69 PMG Series 169 PMG Series 263 PMG Series 369
Span, m 12.30/11.70 12.30/11.70 12.30/11.70 12.30/11.70 12.30/11.70
Length, m 8.23 8.35 8.35 8.35 8.30
Height, m 3.41 3.33 3.33 3.33 3.15
Sweepback 0.5°
Wing Area, m2 38.5 36 36 36
Wt. Empty, kg 789 799 930 827 880
Wt. Loaded, kg 1,236 1,251 1,381 1,278 1,331
Speed in km/hr 154 177 160 158 165
Time to 1000 m 5 min 05 5 min 24 4 min 15 4 min 30 4 min
Time to 3000 m 16-18 min 18-19 min 14-16 min
Time to 5000 m 50-55 min 50-58 min 48-55 min
Motor 160-hp Daimler 200-hp Hiero 250-hp Benz (Mar) 200-hp Daimler 230-hp Hiero

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

Brandenburg 05.07

  Little did Hansa-Brandenburg chief pilot Franz Reiterer know when he established three unofficial world altitude records that his feat would launch the most successful landplane designed by Heinkel during the war, destined to become the workhorse of the Austro-Hungarian air service. On 22 September 1915, Reiterer, piloting the prototype Brandenburg Type DD biplane (work number DD 94), reached 5000 meters (16,405 ft) in 58 minutes with three passengers aboard and 5500 meters (18,045 ft) in 68 minutes with two passengers. He captured the absolute altitude record on 29 September when he reached 6500 meters (21,326 ft) carrying one passenger. For its day, this was a remarkable achievement. The DD prototype had evolved from the 100 hp Type LDD (see B.I series 05.1) by fitting a 160 hp Mercedes engine and by paying close attention to weight and drag reduction through careful detail design. The prototype DD climbed to 3000 meters (9843 ft) in 4 minutes - three times as fast as contemporary LFT biplanes. In addition to purchasing the DD prototype (designated 05.07, but commonly called the Reiterer Rekord Maschine), Flars ordered ten DD biplanes for evaluation on 30 September 1915. These were designated C.I series 61.5, the first of 1258 Brandenburg C.I biplanes accepted during the war from three manufacturers.
  The 05.07 prototype reached Flik 2 at Aisovizza in October 1915 for frontline evaluation. Armament consisted of two machine guns, one mounted on a fixed pivot in the rear cockpit and a second mounted on a raised tubular structure to provide the observer, or a third crew member, with a clear field of fire over the top wing. The raised mount, unpopular with crews, was soon discarded. Whether this device was used when Leutnant Bogut Burian and observer Oberleutnant Stefan von Vuchetich downed an Italian aircraft on 18 November 1915 is not known, but it was the second victory recorded on the Italian Front.
  Officially, the 05.07 “experimental series 61“ was purchased on 24 April 1916. After repair by Phonix in June 1916, the 05.07 returned to the Eastern Front where it served with Flik 11 through May 1917. Subsequently the 05.07 prototype was attached to Flek 13 as a trainer and was written off in August 1917.

Brandenburg 05.07 (Type DD)
Engine: 160 hp Mercedes
General: Empty Weight 688 kg (1517 lb)
Maximum Speed: 152 km/hr (94 mph)
Climb: 1000m (3,281 ft) in 4 min
3000m (9,843 ft) in 13 min


Brandenburg C.I Series 61.5 (First Series)

  The C.I all-purpose reconnaissance biplane was Hansa-Brandenburg's great contribution to the Austro-Hungarian war effort. Comprising roughly one quarter (1258) of the total Army aircraft accepted (4768), the versatile Brandenburg C.I (Type DD) was flown at one time or another by virtually every Austro-Hungarian two-seater crew on all Fronts from early 1916 until the cessation of hostilities. Indifferent to punishment and easy to fly, the C.I must stand with the memorable aircraft of the war.
  On 30 September 1915, a day after the Brandenburg 05.07 prototype's record-breaking flight, the LFT placed an order for ten C.I series 61.5 biplanes followed by an unprecedented order of 109 production machines, based on the successful frontline evaluation of the 05.07 prototype at Flik 2:
Qty Series Numbers Manufacturer Contract Date
10 61.51-60 Brandenburg 11 October 1915
48 61.01-48 UFAG 11 December 1915
1 manufacturing sample? Brandenburg 12 December 1915
12 61.61-72 Brandenburg 12 December 1915
36 63.51-86 Brandenburg 18 December 1915
22 64.51-72 Brandenburg 18 December 1915
  By the end of December the first ten C.I finished airframes were awaiting arrival of the 160 hp Daimler engines from Vienna. Static load tests, using airframe 61.51, were completed in February 1916. According to the company history, 75 aircraft (composed of C.I series 61.5, 63.5, 64.5, and possibly some B.I series 05.1 biplanes) were produced at the Rummelsburg factory. Final outfitting and flight testing took place at Briest. As demand grew, some aircraft were dispatched to Aspern prematurely, arriving in an unfinished state owing to tardy delivery of internal equipment and instruments from Vienna. This caused the Aspern acceptance group to complain of "incomplete aircraft requiring time-consuming extra work."
  The structure of the durable C.I was entirely conventional. The fuselage was comprised of a simple but strong wooden framework covered with thin plywood sheathing. Following preferred LFT practice, the pilot and observer were seated in close proximity and provided with ample stowage space for ammunition, camera and small bombs. The sturdy two-bay wing cellule had the characteristic slanted steel-tube struts faired with wood wrapped in fabric. The wings were composed of wooden box spars and ribs, internally braced with compression tubes and cables. A wire trailing edge imparted a scalloped effect when the fabric was tightened by doping. Early C.I biplanes were delivered without sweepback, but with the installation of heavier, more powerful engines, sweptback (or, in some cases, forward swept) wings provided proper stability. The tail empennage was fashioned from light steel tubing and fabric covered. The robust undercarriage was a simple V-type sprung with elastic shock-cord. A claw brake was affixed to the axle of most aircraft. The C.I series 61.5 biplanes were powered by a 160 hp Daimler engine.
  In March 1916, the first nine C.I biplanes were dispatched to Fliks 2, 4, 19, 23, and 28 on the Isonzo Front. In the Balkans, Flik 6 received the first C.I in May 1916. The C.I was praised by LFT aircrews for its superiority over existing two-seater aircraft. Many pilots remembered the C.I with affection. Stabsfeldwebel Friedrich Hefty echoed the sentiments, recalling the C.I "as very stable, easy to fly, possessed of a good rate of climb and exceedingly reliable in the field." The secret of the C.I's longevity was inherent in the robust airframe which, with continuing modification, was able to accept heavier engines of increasing power without relinquishing any of its fine structural and flight characteristics - a true measure of design integrity.
  According to the meticulous research of Karl Meindl, more victories were scored in aircraft 61.64 than any other two seater. On 22 August 1916, pilot Stabsfeldwebel Julius Arigi and observer Feldwebel Johann Lasi of Flik 6 shot down five Italian Farmans within a half-hour over the Skumbi estuary in Albania. It was the highest score attained during a single mission by any Austro-Hungarian pilot. Arigi gained his sixth victory when he and Leutnant Fabian Lukas-Sluja in 61.64 downed a Farman over Fjeri on 6 September 1916. Lastly Arigi, again flying 61.64, and Kadett Viktor Renvez were victorious over a Caproni bomber on 18 September 1916 near Arta. Among the most spectacular of air combats was the destruction of the Italian airship M 4 in flames near Aisovizza on 4 May 1916 by Hauptmann Adolf Heyrowsky and Oberleutnant Fiala Ritter von Fernbrugg in aircraft 61.55. With the arrival of improved Brandenburg C.I biplanes in mid-1917, the series 61.5 machines were gradually withdrawn from operational service, although some lasted until December 1917 on the less-active Albanian Front. A few aircraft served out their useful life as advanced trainers with Fleks 5, 6, 8, and 9.
  The Brandenburg C.I's superiority over current LFT equipment led to large production contracts at Phonix and UFAG. Up to 31 October 1918, at which point acceptance records are no longer complete, a total of 1258 C.I biplanes had been delivered. Below are the various series presented in order of production:

Hansa-Brandenburg
Qty Series Nos. Engine
22 61.51-72 160 Dm
36 63.51-86 160 Merc
22 64.51-72 160 Dm
80 (6.4% of total)

Phonix
Qty Series Nos. Engine
70 26.01-70 160 Dm
88 27.01-88 160 Dm
40 29.50-89 200 H
72 129.01-72 200 H
32 229.01-32 200 H
40 29.01-40 200 Dm
56 329.01-56 200 H
48 429.01-48 230 H
446 (35.4% of total)

UFAG
Qty Series Nos. Engine
24 61.01-24 160 Dm
48 64.01-48 160 Dm
64 68.01-64 160 Dm
32 63.01-32 160 Dm
56 67.01-56 160 Dm
48 69.01-48 200 Dm
50 69.50-99 200 H
22 169.01-22 220 Bz
112 169.31-142 220 Bz
30 169.151-180 250 Bz
72 269.01-72 200 Dm
72 369.01-72 230 H
32 369.101-132 230 H
70 369.141-210 230 H
732 (58.2% of total)

Brandenburg C.I Series 61.5
Engine: 160 hp Daimler
Wing: Span Upper 12.30 m (40.35 ft)
Span Lower 11.70 m (38.39 ft)
Chord Upper 1.70 m (5.58 ft)
Chord Lower 1.70 m (5.58 ft)
Dihedral Upper 0.15 m (0.49 ft) at tip
Dihedral Lower 0.15 m (0.49 ft) at tip
Sweepback Upper 0 deg
Gap 1.70 m (5.58 ft)
Stagger 0.44 m (1.44 ft)
Total Wing Area 38.2 sq m (411 sq ft)
General: Length 8.15 m (26.74 ft)
Empty Weight 741 kg (1634 lb)
Loaded Weight 1215 kg (2679 lb)
Maximum Speed: 151 km/hr (94 mph)
Climb: 1000m (3,281 ft) in 5 min 20 sec
3000m (9,843 ft) in 25 min 10 sec
5000m (16,405 ft) in 36 mm 40 sec


  
Brandenburg C.I Series 63.5 (Second Series)

  On 18 December 1915, Flars ordered 36 Brandenburg C.I biplanes, numbered 63.51 to 63.86, the only C.I series powered by the 160 hp Mercedes engine. The airframes, built at Rummelsburg, were sent to Briest for engine, fuel system, and instrument installation. When acceptances began in June 1916, Flars accused Briest of shoddy workmanship and use of non-standard parts, and submitted a list of 38 quality control rejections found on 63.60 - a brand-new aircraft delivered with a "soiled and neglected appearance." Such complaints confronted Dr. Walter Lissauer when he came to Briest as Castiglioni's trouble-shooter to straighten out production problems.
  As they became available, the C.I series 63.5 biplanes were sent to virtually every Flik stationed on the Russian and Rumanian Fronts. As of 1 July 1917, thirty C.I series 63.5 aircraft were listed in the frontline inventory. In September 1917, when operational flight training for newly-arrived pilots was assigned to frontline squadrons, series 63 and 63.5 biplanes were employed. At least 10 were converted to dual control by Phonix and UFAG. In 1918 three machines carried mail between Aspern and Kiev, and later that year six were attached to home defense units in spite of their obsolescence.

Brandenburg C.I Series 63.5
Engine: 160 hp Mercedes
Wing: Span Upper 12.30 m (40.35 ft]
Span Lower 11.70 m (38.39 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 1.80 m (5.91 ft)
Stagger 0.44 m (1.44 ft)
Total Wing Area 37.0 sq m (398 sq ft)
General: Length 8.40 m (27.56 ft)
Height 3.20 m (10.50 ft)
Track 2.00 m (6.56 ft)
Empty Weight 770 kg (1698 lb)
Loaded Weight 1219 kg (2688 lb)
Maximum Speed: 142 km/hr (88 mph)
Climb: 1000m (3,281 ft) in 5 min 21 sec


Brandenburg C.I Series 64.5 (Third Series)

  The Brandenburg C.I series 64.5 had the new "universal" fuselage that facilitated quick installation of photographic, wireless, and bombing equipment according to mission objectives. Another innovation was an adjustable rear spar fitting to tailor the sweepback to individual aircraft. Power was supplied by a 160 hp Daimler engine.
  Twenty-two C.I biplanes, numbered 64.51 to 64.72, were ordered on 18 December 1915. These machines were accepted between October 1916 and February 1917, and began to reach the Front in February-March 1917. By July, 21 series 64.5 biplanes were based on the Eastern Front with Fliks 3, 9, 11, 13, 14, 18, 20, 22, 25, 26, 29, and 40 and in the Tirol with Flik 45. In May 1917 aggressive Russian fighters assembled for the Kerenski offensive took advantage of the C.I's slow speed and climb. Faced with the inability of carrying out assignments in spite of fighter escort, frontline units urgently requested more powerful aircraft (May 1917). Some squadrons took matters into their own hands. Flik 22, after installing a more powerful 185 hp Daimler engine, reported aircraft 64.53 "well suited for close reconnaissance, spotting, and photo work."
  The series 64.5 biplanes, retired from combat service by the end of 1917, found continued use as advanced trainers with Fliks 4, 20, and 36, as well as Fliks 5, 8, and 12 and the field flying school Neumarkt. At least five aircraft were converted to dual control.

Brandenburg C.I Series 64.5
Engine: 160 hp Daimler
Wing: Span Upper 12.30 m (40.35 ft)
Span Lower 11.70 m (38.39 ft)
Chord Upper 1.70 m (5.58 ft)
Chord Lower 1.70 m (5.58 ft)
Sweepback Upper 1 deg
Sweepback Lower 1 deg
Gap 1.74 m (5.71 ft)
Stagger 0.51 m (1.67 ft)
Total Wing Area 35.0 sq m (377 sq ft)
General: Length 8.30 m (27.23 ft)
Height 3.20 m (10.50 ft)
Track 2.06 m (6.76 ft)
Empty Weight 745 kg (1643 lb)
Loaded Weight 1219 kg (2688 lb)
Maximum Speed: 144 km/hr (89 mph)
Climb: 1000m (3,281 ft) in 6 min 35 sec


Phonix 20.08 and 20.09

  Following the conclusion of the Hiero engine trials in the Phonix 20.05-20.07 prototypes, Flars had Phonix install the new 200 hp Hiero engine in two Brandenburg C.I(Ph) series 26 airframes for frontline evaluation. The two test aircraft, numbered 20.08 and 20.09, were dispatched to Flik 19 on the Italian Front in May 1916. The improved performance imparted by the more powerful engine received the highest praise. After being fitted with standard production engines in July 1916, both aircraft rejoined Flik 19. Aircraft 20.08 was destroyed in an emergency landing on 21 December 1916, but 20.09 was active until 3 January 1918 when it was badly damaged by anti-aircraft fire and written-off. The Phonix 20.08 and 20.09 prototypes were the precursors of the Brandenburg C.I(Ph) series 29.5, the first to be built powered by 200 hp Hiero engines. As late as January 1918, Hauptmann Adolf Heyrowsky, CO of Flik 19, praised the Hiero-engined Brandenburg C.I, exemplified by the 20.09, "as the best of all types powered by this engine.
  In May-July 1917, aircraft 20.09 and 29.51 were armed with a powerful battery of six downward-firing machine guns mounted at a 45-degree angle in the rear cockpit and remotely fired by the pilot. The battery was devised by Hauptmann Heyrowsky. Taking part in the Eleventh Isonzo Battle, the first attack was flown on 21 August 1917 by Zugsfuhrer Istvan Fejes (20.09) and Feldwebel Karl Reithofer (29.51) to strafe Italian infantry in the Vertobja defile at dawn. Occasional strafing missions were flown through October 1917. The success was such that Phonix was requested to modify the Brandenburg C.I as an armored ground-attack aircraft.

Phonix 20.09 Specifications
Engine: 200 hp Hiero
Climb: 1000m (3,281 ft] in 5 min 12 sec
2000m (6,562 ft) in 11 min 40 sec
3000m (9,843 ft) in 19 min 55 sec
4000m (13,124 ft) in 37 min 45 see


Phonix 20.13

  In March 1917, Phonix began work on the installation of the new 220 hp Benz(Mar) engine in the Brandenburg C.I(Ph) 29.90, the last of the series, to evaluate the engine characteristics in flight. The aircraft was delivered in the summer of 1917. Although officially re-designated Phonix 20.13, the original number remained in force. Aircraft 29.90 was reported attached to the test group at Fischamend in October 1918 and offered to Czechoslovakia in 1920.


Brandenburg C.I(Ph) Series 26 (First Series)

  On 13 December 1915, the LFT gave Phonix a contract for 24 Brandenburg C.I(Ph) series 26 reconnaissance biplanes powered by the 160 hp Daimler engine and in early 1916 the first acceptances were underway. A second contract signed on 23 May 1916 brought the total production to 70 aircraft numbered 26.01 to 26.70, the last of which was accepted in August 1916. The first eight aircraft built were recorded as being "slightly abnormal" in that the center-section tubing and fuselage frames were smaller. Standard output began with aircraft 26.09 which, before going to the Front, was sent to UFAG to serve as a pattern for the series 61 production model.
  In the spring of 1916 the Brandenburg C.I(Ph) began to reach wide squadron service on the Isonzo Front (Fliks 2, 4, 19, 23), the Tirol Front (Fliks 15, 17, 21, 24) and the Eastern Front (Fliks 1, 3, 5, 7, 8, 9, 10, 14, 18, 20, 22, 25, 27, 29, 30). With arrival of the UFAG and Phonix-built Brandenburg C.I biplanes, LFT aircrews for the first time had in their hands a truly versatile reconnaissance and light bombing machine of impeccable flight characteristics. Strong and reliable, the series 26 aircraft were highly regarded in the field, especially those retrofitted with the 185 hp Daimler engine. Even as late as September 1917, Flik 20 reported their preference for the re-engined series 26 over the newer UFAG-built series 67 and 269 because of "their good climb and speed and, above all, sensitive control." By then the 160 hp version, although praised for its stability, was too slow in speed and climb and was "useful only as a makeshift artillery spotter provided reliable fighter cover was on hand." The fact that the durable series 26 was still operational in September 1917 is a tribute to Phonix quality workmanship and the inherently robust design.
  At least seven series 26 aircraft were fitted with dual controls and entered training service in which role at least 24 were still active in late 1918. Several aircraft were flown on the airmail routes between Aspern and Kiev and other points.

Brandenburg C.I(Ph) Series 26 Specifications
Engine: 160 hp Daimler
Wing: Span Upper 12.30 m (40.35 ft)
Span Lower 11.70 m (38.39 ft)
Chord Upper 1.70 m (5.58 ft)
Chord Lower 1.70 m (5.58 ft)
Dihedral Upper 0.15 deg
Dihedral Lower 0.15 deg
Sweepback Upper 1 deg
Sweepback Lower 1 deg
Gap 1.74 m (5.71 ft)
Stagger 0.54 m |1.77 ft)
Total Wing Area 38.4 sq m (413 sq ft)
General: Height 2.95 m (9.68 ft)
Empty Weight 797 kg (1757 lb)
Loaded Weight 1238 kg (2730 lb)
Maximum Speed: 140-145 km/hr (87-90 mph)
Climb: 1000m (3,281 ft) in 6 min 20 sec


Brandenburg C.I With Raised Gun Turret

  In parallel with other raised gun-turret experiments (see 05.07 and series 61.5, 61 and 64), several Phonix-built Brandenburg C.I biplanes were tested with similar armament. Aircraft 26.17, the first Phonix-built aircraft so equipped, was assigned to Flik 7 for service evaluation in September 1916. After four flights, Flik 7 reported that "when sitting in the tower, the observer has no view except through the top. Communication between pilot and observer is near impossible as is accurate bomb aiming. It is difficult to train the gun forward although satisfactory to the sides and rear. The speed is slower than comparable aircraft. When banking in a turn, 26.17 sideslipped but after removal of the tower, the aircraft flew well." Further service tests with raised gun turrets in aircraft 27.23, 27.24, and 27.25 were equally unsuccessful. Turrets were installed on aircraft 27.85 to 27.88 but removed before leaving the factory.


Brandenburg C.I(Ph) Series 27 (Second Series)

  The Brandenburg C.I(Ph) series 27 which replaced series production in August 1916 was delivered with the Phonix-designed "universal fuselage" that had been introduced with the Brandenburg C.I(U) series 64 in April 1916. The fuselage was designed for various engines and fitted with appropriate fixtures to allow photographic, bombing, or wireless equipment to be easily installed by field personnel. The contract for the first 56 series 27 biplanes, part of a blanket order of 200 aircraft, was signed on 24 June 1916, followed by an additional order for 32 signed on 18 September 1916. Powered by a 160 hp Daimler engine, the last of the series 27 biplanes, numbered 27.01 to 27.88, was accepted in February 1917.
  In the autumn of 1916, the Brandenburg C.I(Ph) series 27 began to be distributed among frontline units who expressed a high regard for the type. But by mid-1917, the series 27, now considered as underpowered, was assigned to less demanding roles and gradually withdrawn in favor of more powerful replacements. As was often the case, many series 27 machines were retained as advanced trainers by frontline units or fitted with dual controls and assigned to training service. In inactive sectors some soldiered on: the 24 series 27 aircraft attached to the two Ostarmee Fliks were not withdrawn until August 1917. A handful were employed for gyroscope, parachute, photography, night-flying and armament experiments at Fischamend and Aspern. With the inauguration of airmail service between Aspern and Kiev on 31 March 1918, six series 27 aircraft joined the aircraft pool that operated on expanding routes.
  In August 1916, Flars established series 27.8 designation for a version powered by a 200 hp Hiero engine. This designation was rescinded and replaced by the series designation 29.5.

Brandenburg C.I(Ph) Series 27 Specifications
Engine: 160 hp Daimler
Wing: Span Upper 12.30 m (40.35 ft)
Span Lower 11.70 m (38.39 ftj
Chord Upper 1.70 m (5.58 ft)
Chord Lower 1.70 m (5.58 ft)
Sweepback Upper 1 deg
Gap 1.74 m (5.71 ft)
Stagger 0.54 m (1.77 ft)
Total Wing Area 38.4 sq m (413 sq ft)
General: Length 8.40 m (27.56 ft)
Height 3.20 m (10.50 ft)
Empty Weight 778 kg (1715 lb)
Loaded Weight 1219 kg (2688 lb)
Maximum Speed: 141-148 km/hr (88-92 mph)
Climb: 1000m (3,281 ft) in 5 min 30 sec
3000m (9,843 ft) in 26 min 5 sec


Brandenburg C.I(Ph) Series 29.5 (Third Series)

  As soon as the results of the frontline evaluation became known - that the Brandenburg C.I powered by the new 200 hp Hiero engine (see 20.08 and 20.09) presented an ideal combination - Flars placed a production order in July 1916 for 40 Brandenburg C.I(Ph) series 29.5 biplanes numbered 29.50 to 29.89. Aircraft above 29.80 had the license-built Hiero(Fi) engine installed. Series 29.5 acceptances began in September 1916 and ended in January 1917. That month Flik 19 reported that the more powerful series 29.5 aircraft were well suited for long-range reconnaissance and excelled at short-range artillery and photographic work, stating that "The type has all the attributes of a fine observation machine." In the absence of fighter protection, the series 29.5 often performed escort duties. These tractable and solid aircraft were evenly distributed among units on the Italian Front, namely Fliks 2, 4, 12, 15, 16, 17, 23, 24, 28, 34, 35 and 58/D, until their gradual replacement by more-modern types in late 1917, although a few remained operational well into 1918. Others were employed as advanced trainers by frontline units (Fliks 37, 46/F, 69/D, 73/D, and 102/G) or flying schools.

Brandenburg C.I(Ph) Series 29.5 Specifications
Engine: 200 hp Hiero
Wing: Span Upper 12.30 m (40.35 ft)
Span Lower 11.70 m (38.39 ft)
Chord Upper 1.70 m (5.58 ft)
Chord Lower 1.70 m (5.58 ft)
Sweepback Upper 1 deg
Gap 1.74 m (5.71 ft)
Stagger 0.54 m (1.77 ft)
Total Wing Area 38.4 sq m (413 sq ft)
General: Length 8.37 m (27.46 ft)
Height 3.20 m (10.50 ft)
Track 2.07 m (6.79 ft)
Empty Weight 805 kg (1775 lb)
Loaded Weight 1238 kg (2730 lb)
Maximum Speed: 155-163 km/hr (96-101 mph)
Climb: 1000m (3,281 ft) in 4 min 12 sec
2000m (6,562 ft) in 9 min 42 sec
3000m (9,843 ft) in 17 min 36 sec
4000m (13,124 ft) in 30 min 10 sec
5000m 116,405 ft) in 54 min 40 sec


Brandenburg C.I(Ph) Series 129 and 229 (Fourth and Fifth Series)

  To increase performance, Phonix engineers refined the Brandenburg C.I airframe and introduced an airfoil radiator and a shorter under-carriage without cable bracing, neither of which proved satisfactory. On 23 December 1916, Flars placed the first order (24 aircraft) followed by others that eventually totalled 104 aircraft. Series 129 and 229 were structurally identical except those powered by the license-built 200 hp Hiero (Fi) engine were assigned the designations 129.01 to 129.72 and those with the original Hiero were numbered 229.01 to 229.32. Acceptances began in February 1917 and production of both models ran concurrently until completion in June 1917. The first aircraft 129.01 (initially designated 23.01) was inspected by Flars engineers on 18 January 1917 and arrived for acceptance tests at Aspern on 7 February 1917. Early production models proved nose-heavy, which was corrected by rigging the wings with a slight forward sweep. This rarely-used aerodynamic correction resulted in unusual stability problems which caused much adverse comment. The nose-heaviness was eliminated on later production aircraft, but the series 129/229 was never as maneuverable as the older series 29.5 although they were well-received by squadron personnel. Possessing a superior rate of climb and large fuel capacity, these versatile machines were flown by virtually every two-seater unit on the Italian Front until the end of the war.

Brandenburg C.I(Ph) Series 129 &. 229 Specifications
Engine: 200 hp Hiero
Wing: Span Upper 12.30 m (40.35 ft)
Span Lower 11.70 m (38.39 ft)
Chord Upper 1.70 m (5.58 ft)
Chord Lower 1.70 m (5.58 ft)
Sweepback Upper 1 deg
Gap 1.74 m (5.71 ft)
Stagger 0.54 m (1.77 ft)
Total Wing Area 38.4 sq m (413 sq ft)
General: Empty Weight 794 kg (1751 lb)
Loaded Weight 1230 kg (2712 lb)
Maximum Speed: 155-159 km/hr (96-99 mph)
Climb: 1000m (3,281 ft) in 3 min 58 sec


Brandenburg C.I(Ph) Series 29 (Sixth Series)

  From a blanket order of 264 aircraft placed on 9 March 1917, Flars called down 40 Brandenburg C.I(Ph) series 29 biplanes numbered 29.01 to 29.40. These were the only Phonix-built Brandenburgs powered by the 200 hp Daimler engine. After Flars engineers inspected the 29.01 production prototype, the engine cowling was lowered and the pilot's seat moved forward to enhance vision. Aircraft acceptances began in July and ended in November 1917. Although reported slightly slower in speed and climb, the type was appreciated by aircrews because of the reliable engine. Joining the series 129, 229 and 329, series 29 was operational through the war's end in the Tirol with Fliks 8, 10, 17, 21, 23, 24, 45, 54/D, and 101 /G; on the Isonzo Front (later Piave) with Fliks 2, 4, 12, 16, 28, 32, 35, 46/F, 47, 49/F, and 50, and in Albania with Flik 6.

Brandenburg C.I(Ph) Series 29 Specifications
Engine: 200 hp Daimler
Wing: Span Upper 12.30 m (40.35 ft)
Span Lower 11.70 m (38.39 ft)
Chord Upper 1.70 m (5.58 ft)
Chord Lower 1.70 m (5.58 ft)
Total Wing Area 38.4 sq m (413 sq ft)
General: Length 8.37 m (27.46 ft)
Height 3.20 m (10.50 ft)
Empty Weight 811 kg(1788 lb)
Loaded Weight 1260 kg (2778 lb)
Maximum Speed: 154 km/hr (96 mph)
Climb: 1000m (3,281 ft) in 4 min 50 sec


Brandenburg C.I(Ph) Series 329 (Seventh Series)

  From a blanket order of 264 aircraft placed on 9 March 1917, Flars called down 56 Brandenburg C.I(Ph) series 329 biplanes, numbered 329.01 to 329.56 and powered by a 200 hp Hiero engine. These were accepted between July and November 1917. Built concurrently with the series 29 and similarly designed with lowered engine bearers to improve forward view, the series 329 suffered from nose-heaviness. Consequently, early machines were delivered with forward-swept wings which made them tricky to fly, being prone to side-slipping in turns. To alleviate the problem, some Fliks installed the 70cm camera behind the observer's seat or replaced the Type II VK gun canister with a fuselage-mounted synchronized gun. Since the series 329 had a relatively low rate of climb, most were used for low-altitude work, including night bombing. For ground attack, engine cooling louvres were added and an internal gun mount installed for firing downwards through the bomb-aiming aperture. Eight fragmentation bombs carried under the wings completed the armament. Flown by Fliks 22/D and 26/D, these aircraft successfully attacked Italian lines in the Piave Offensive of June 1918. Other units known to have flown the series 329 were Fliks 8, 10, 15, 16, 17, 21, 24, 27, 45, 48, and 54/P on the Tirolean Front and Fliks 2, 4, 12, 19, 23, 28, 32, 34, 35, 37, 46/F, 47, 50, 53/D, 57/F, 59/D, and 101/G on the Isonzo and later Piave Front.

Brandenburg C.I(Ph) Series 329 Specifications
Engine: 200 hp Hiero
Wing: Span Upper 12.30 m (40.35 ft)
Span Lower 11.70 m (38.39 ft)
Dihedral Upper 2 deg
Dihedral Lower 2 deg
Total Wing Area 38.4 sq m (413 sq ft)
General: Length 8.37 m (27.46 ft)
Maximum Speed: 145 km/hr (90 mph)
Climb: 1000m (3,281 ft) in 4 min 30 sec
2000m (6,562 ft) in 8 min 55 sec
3000m (9,843 ft) in 13 min 55 sec
4000m (13,124 ft) in 18 min 55 sec


Brandenburg C.I(Ph) Series 429 (Eighth Series)

  At the time when Phonix received an order for 48 Brandenburg C.I(Ph) series 429 aircraft in February 1918, production of the C.I(Ph) had ceased. Since the company was fully engaged with the Phonix C.I, it would not be until June 1918 that the first series 429 aircraft would be accepted. In the interim, Phonix had developed an experimental armored ground-attack machine (229.02) that the LFT was keen to place in service. With the 230 hp Hiero (Fi) engine, the series 429 had sufficient power to carry armor, multi-gun batteries, and fragmentation bombs. As envisioned by Flars, aircraft 429.01 to 429.24 were intended as "infantry aircraft" and 429.25 to 429.48 as "battle aircraft", but the distinction between these two functions is not known. With armor plate in extremely short supply, series 429 aircraft were accepted without armor and employed as general-purpose reconnaissance and low-altitude bombing machines. The powerful series 429 aircraft were reported pleasant to fly, meeting every demand placed on them. The type reached the front in June 1918, and served with Fliks 2/D, 19/D, 22/D, 28/D, 34/D, 35/D, 47/D, 49/D, 52/D, 53/D, 57/Rb, 67/DS, and 69/S on the Piave Front; by Fliks 17/D, 24/D, 31/D, and 54/D in Tirol; and Fliks 6/F and 64/F in Albania. Nine aircraft were retained by Flars for experimental purposes including wireless, searchlight and bomb-rack installation, and test firing of several different cannons.
  The August 1918 production program scheduled an additional 120 series 429 aircraft (24 as armored trench-strafers) with deliveries beginning in October 1918, but manufacture never commenced. At least five series 429 aircraft took part in the post-war border strife in Karnten.
  
Brandenburg C.I(Ph) Series 429 Specifications
Engine: 230 hp Hiero
Wing: Span Upper 12.30 m (40.35 ft)
Span Lower 11.70 m (38.39 ft)
Total Wing Area 38.4 sq m (413 sq ft)
General: Length 7.85 m (25.75 ft)
Height 2.95 m (9.68 ft)
Empty Weight 825 kg (1819 lb)
Loaded Weight 1195 kg (2635 lb)
Maximum Speed: 160 km/hr (99 mph)
Climb: 1000m (3,281 ft) in 4 min 58 sec
2000m (6,562 ft) in 10 min 15 sec
3000m (9,843 ft) in 18 min 51 sec
4000m (13,124 ft) in 31 min 42 sec
5000m (16,405 ft) in 58 min 48 sec


Brandenburg C.I(U) Series 61 (First Series)

  The Brandenburg C.I(U) series 61 was the forerunner of a long line of UFAG-built C.I biplanes that, with engines of increasing power and continuing structural refinement, formed the lion's share of UFAG output through 1919. The first series, built according to manufacturing drawings supplied by Phonix, comprised 24 Brandenburg C.I(U) biplanes numbered 61.01 to 61.24 and powered by 160 hp Daimler engines. At the time UFAG signed the formal production contract on 13 December 1915, assembly was underway and some machines were already completed. Flight tests at Aspern in December 1915 were reported as very promising, but delivery was postponed in order to make last-minute modifications arising from the Flars engineering critique of the Phonix counterpart (26.09). The specified cockpit armor plate, tested on aircraft 61.01 in February 1916, was eliminated because the extra weight reduced performance and the protection afforded was regarded as minimal.
  Between February and the autumn of 1916, the Brandenburg C.I(U) series 61 machines served primarily with Fliks 2, 4, and 12 on the Isonzo Front and Fliks 7 and 24 in southern Tirol. Single machines were found in Fliks 8, 15, 17, and 23. Built with the same sturdy workmanship as the Phonix machines, the series 61 aircraft were praised for their handling qualities, stability, and innate ruggedness, especially by squadrons that had been flying older, pre-war designs. With the arrival of more powerful aircraft at the Front, the series 61 aircraft were modified into dual-control, advanced trainers, serving with Fleks 5, 6, 8, and 9. In July 1917, ten Brandenburg C.I(U) series 61 trainers were on hand and a few survived the war.
  It should be noted that, in spite of common manufacturing drawings supplied by Phonix, only standard parts such as wheels, axles and radiators were interchangeable among the C.I variants built by Brandenburg, Phonix, and UFAG. Because each firm made changes in accordance with their own design and manufacturing practices, parts availability, and perhaps a dash of engineering ego, few of the parts were common to all.

Brandenburg C.I(U) Series 61 Specifications
Engine: 160 hp Daimler
Wing: Span Upper 12.30 m (40.35 ft)
Span Lower 11.70 m (38.39 ft)
Chord Upper 1.70 m (5.58 ft)
Chord Lower 1.70 m (5.58 ft)
Dihedral Upper 0.15 m (0.49 ft)
Dihedral Lower 0.15 m (0.49 ft)
Sweepback Upper 1 deg
Sweepback Lower 1 deg
Gap 1.75 m (5.74 ft)
Stagger 0.51 m (1.67 ft)
Total Wing Area 38.5 sq m (414 sq ft)
General: Length 8.23 m (27.00 ft)
Height 2.95 m (9.68 ft)
Track 2.06 m (6.76 ft)
Empty Weight 803 kg (1771 lb)
Loaded Weight 1256 kg (2769 lb)
Maximum Speed: 138 km/hr (86 mph)
Climb: 1000m (3,281 ft) in 5 min 40 sec


Brandenburg C.I(U) Series 64 (Second Series)

  Production of the Brandenburg C.I(U) series 61 was followed by the series 64, of which 48 were ordered under a letter of intent in April 1916 and formalized in June 1916, by which time 20 machines had been completed. The aircraft, powered by a 160 hp Daimler engine, were numbered 64.01 to 64.48. The Brandenburg C.I(U) series 64 introduced the important concept of the "universal fuselage," designed to accept different engines and to accommodate a variety of photographic, wireless, and bombing equipment according to mission requirements. The universal fuselage was designed by the Phonix engineering department, which also made minor improvements to the wing structure, metal fittings, and undercarriage. When acceptances ended in August 1916, production continued with the identical series 68 because numbers over 64.5 were assigned to aircraft built by Brandenburg.
  Beginning May 1916 these machines performed general-purpose tasks with distinction, especially on the Russian Front with Fliks 1, 3, 7, 9, 10, 11, 14, 18, 22, 26, 27, and 40. In 1917 some of the more worn-out aircraft were used as unarmed advanced trainers at frontline units, and at least six were converted to dual control. Several series 64 aircraft were still flying in 1918.

Brandenburg C.I(U) Series 64 Specifications
Engine: 160 hp Daimler
Wing: Span Upper 12.30 m (40-35 ft)
Span Lower 11.70 m (38.39 ft)
Chord Upper 1.70m (5.58 ft)
Chord Lower 1.70 m (5.58 ft)
Dihedral Upper 0.15 m (0.49 ft)
Dihedral Lower 0.15 m (0.49 ft)
Sweepback Upper 1 deg
Sweepback Lower 1 deg
Gap 1.74 m (5.71 ft)
Stagger 0.51 m (1.67 ft)
Total Wing Area 38.5 sq m (414 sq ft)
General: Length 8.23 m (27.00 ft)
Height 2.95 m (9.68 ft)
Track 2.06 m (6.76 ft)
Empty Weight 771 kg (1700 lb)
Loaded Weight 1213 kg [2675 lb)
Maximum Speed: 138-140 km/hr (86-87 mph)
Climb: 1000m (3,281 ft) in 6 min 55 sec


Brandenburg C.I(U) Series 68 (Third Series)

  With emphasis shifting to indigenous production in 1916, Flars began to award large "open" contracts to enable the aircraft firms to obtain financing, order parts and materials in advance, and engage in development work. On 24 June 1916, UFAG received an order for 152 aircraft that eventually comprised (in order of appearance) 64 Brandenburg C.I(U) series 68, 32 series 63, and 56 series 67 biplanes.
  Since series numbers starting with 64.5 were assigned to Hansa-Brandenburg, series 64 production was continued under the designation series 68. In fact, Brandenburg C.I(U) series 68 were identical with series 64 until aircraft 68.41, when minor structural improvements were made. Acceptances of aircraft numbered 68.01 to 68.64 began in August and ended in December 1916. Series 68 aircraft were supplied to all Fronts, namely Fliks 7, 11, 22, 26, 37, 40, and 47 on the Russian Front; Fliks 13, 29, 31, 33, 36, and 39 on the Rumanian Front; and Fliks 2, 4, 12, 15, 16, 19, 23, 28, 32, and 35 on the Italian Front. By the spring of 1917, units on the Italian Front reported that the 160 hp Brandenburg C.I aircraft no longer possessed adequate performance to fulfill all operational requirements, but the shortage of aircraft and engines kept these near-obsolescent aircraft in frontline use. Flik 6/F reported in October 1917 that "Three series 68 machines had been in service for over a year, a tribute to their strong construction and excellent workmanship" but they were unable to climb above 2500 meters (8200 ft), which limited them to low-altitude duties, wireless practice, and flight training. Even on the quiet Rumanian Front, one pilot wrote in 1917 "We still fly the ancient sixty-eights - weary hearses, broad and slow as turtles, because the home front can't supply aircraft fast enough."
  As replacements arrived in the autumn of 1917, the series 68 aircraft, some fitted with dual controls, were relegated to advanced training duties, many of which were performed at frontline units or the two field flying schools. A few trainers were still at the Front in 1918. The rear fuselage section of a series 68 aircraft can be seen in the Leonardo da Vinci Museum in Milan.
  
Brandenburg C.I(U) Series 68 Specifications
Engine: 160 hp Daimler
Wing: Span Upper 12.30 m (40.35 ft)
Span Lower 11.70 m (38.39 ft)
Chord Upper 1.70 m (5.58 ft)
Chord Lower 1.70 m (5.58 ft)
Stagger 0.51 m (1.67 ft)
Total Wing Area 38.5 sq m (414 sq ft)
General: Length 8.23 m (27.00 ft)
Height 3.41 m (11.19 ft)
Empty Weight 797 kg (1757 lb)
Loaded Weight 1244 kg (2743 Ib)
Maximum Speed: 143-146 km/hr (89-91 mph)
Climb: 1000m (3,281 ft) in 5 min 28 sec


Brandenburg C.I(U) Series 63 (Fourth Series)

  The Brandenburg C.I(U) series 63 was identical to the series 64 except that it was powered by a 160 hp Mercedes engine. UFAG was scheduled to deliver 32 aircraft, numbered 63.01 to 63.32, in parallel with the series 64 beginning April-May 1916, but the engines were late in arriving from Germany, delaying the acceptances until September-November 1916. The type was flown on all Fronts until mid-1917 when the surviving 25 machines were in the process of being replaced, although a few squadrons retained the type as a transition trainer until 1918. Others, fitted with dual controls, were assigned to training units.

Brandenburg C.I(U) Series 63 Specifications
Engine: 160 hp Mercedes
Wing: Span Upper 12.30 m (40.35 ft)
Span Lower 11.70 m (38.39 ft)
Chord Upper 1.70 m (5.58 ft)
Chord Lower 1.70 m (5.58 ft)
Sweepback Upper 1 deg
Sweepback Lower 1 deg
Gap 1.74 m (5.71 ft)
Stagger 0.51 m (1.67 ft)
Total Wing Area 38.5 sq m (414 sq ft)
General: Length 8.23 m (27.00 ft)
Height 3.41 m (11.19 ft)
Track 2.06 m (6.76 ft)
Empty Weight 794 kg (1751 lb)
Loaded Weight 1247 kg (2750 lb)
Maximum Speed: 142 km/hr (88 mph)
Climb: 1000m (3,281 ft) in 6 min 53 sec


Brandenburg C.I(U) Series 67 (Fifth Series)

  Having gathered sufficient experience in manufacturing the Brandenburg C.I, UFAG engineers began to make improvements on their own. The result was the series 67 which featured a lighter fuselage and undercarriage, flush-mounted wing struts, and a stronger wing cellule. Production began in October 1916 and ended in April 1917 after a total of 56 aircraft, numbered 67.01 to 67.56, were built. Power was supplied by a 160 hp Daimler engine, and in the field some aircraft were fitted with a 185 hp Daimler engine to increase performance. Aircraft 67.01, armed with a machine gun mounted under the lower wing outside of the propeller arc and a quick-change bomb rack, was tested by Flars in January
1917.
  The Brandenburg C.I(U) series 67 aircraft were regarded as "well-balanced, maneuverable, and imbued with good climb and excellent diving capability," but somewhat underpowered. Lacking the performance of more powerful machines, the series 67 aircraft were assigned primarily to squadrons on the less-active Russian (Fliks 1, 7, 18, 20, 30, 38, 40, and 43) and Rumanian Front (Fliks 31, 33, 36, and 39) in early 1917. The series remained on the Eastern Front until the cessation of hostilities in December 1917. Most of the series 67 aircraft were slowly withdrawn from active service in the autumn of 1917 and continued to perform a useful function as a trainer, of which some 18 were still available in August 1918.

Brandenburg C.I(U) Series 67 Specifications
Engine: 160 hp Daimler
Wing: Span Upper 12.30 m (40.35 ft)
Span Lower 11.70 m (38.39 ft)
Chord Upper 1.70 m (5.58 ft)
Chord Lower 1.70 m (5.58 ft)
Dihedral Upper 0.16 m (0.52 ft)
Dihedral Lower 0.16 m (0.52 ft)
Sweepback Upper 0.5 deg
Sweepback Lower 0.5 deg
Stagger 0.51 m(1.67 ft)
Total Wing Area 38.5 sq m (414 sq ft)
General: Length 8.23 m (27.00 ft)
Height 3.41 m (11.19 ft)
Track 2.06 m (6.76 ft)
Empty Weight 789 kg (1740 lb)
Loaded Weight 1236 kg (2725 lb)
Maximum Speed: 154 km/hr (96 mph)
Climb: 1000m (3,281 ft) in 5 min 5 sec


Brandenburg C.I(U) Series 69 (Sixth Series)

  The successful frontline evaluation of the Brandenburg C.I powered by the new 200 hp Hiero engine (see Phonix 20.08 and 20.09) resulted in large engine orders at Hiero and three license manufacturers. Adapting the C.I airframe for the smaller but heavier Hiero engine presented few problems when UFAG engineers began work in September 1916. Known as the Brandenburg C.I(U) series 69, this version had a slightly smaller wing chord, reduced tail fin and rudder area, and a lighter steel-tube undercarriage. The rear spar was shortened to provide a wider range of sweepback adjustment. Plans to replace the box radiator with an airfoil radiator mounted in the wing did not materialize. The first production airframe (69.03) was inspected by Flars engineers on 26 January 1917. Aircraft 69.02 was flight tested on 27 February achieving "excellent maneuverability, a top speed of 177 km/h (110 mph), and a climb to 1000 meters (3281 ft) in 4.2 minutes" - fine numbers indeed even if the aircraft was not carrying full military load.
  Flars ordered a total of 98 aircraft; the last series was powered by engines built under license by the Oesterreichische Fiat Werke.
Qty Series Number Engine Order Date First Acceptance
48 69.01-48 200 Hiero 8 December 1916 January 1917
50 69.50-99 200 Hiero(Fi) 24 April 1917 April 1917
  Beginning in April 1917, the series 69 biplanes were distributed among the squadrons on the Italian Front and formed the equipment of the newly-established Fliks 44-47. In the summer of 1917, after the type reached the Eastern Front it was in service with virtually every LFT two-seater unit, all of which praised its all-round military qualities. The versatile series 69 was utilized for artillery spotting, long-range reconnaissance and bombing missions, and contact patrols. In September-October 1917, there were complaints from the Front of wing fabric pulling loose and flaking dope, perhaps a sign that material quality and workmanship had begun to deteriorate; nevertheless, the airframe remained well-built and solid. The Brandenburg C.I(U) series 69 was active to the war's end but high utilization resulted in commensurately high attrition - as of 1 August 1918, twenty-three were listed in frontline squadron inventory; and in October only two.

Brandenburg C.I(U) Series 69 Specifications
Engine: 200 hp Hiero
Wing: Span Upper 12.30 m (40.35 ft)
Span Lower 11.70 m (38.39 ft)
Chord Upper 1.64 m (5.38 ft)
Chord Lower 1.64 m (5.38 ft)
Dihedral Upper 0.16 m (0.52 ft)
Dihedral Lower 0.15 m (0.49 ft)
Gap 1.74 m (5.71 ft)
Stagger 0.51 m (1.67 ft)
Total Wing Area 36 sq m (387 sq ft)
General: Length 8.35 m (27.39 ft)
Height 3.33 m (10.93 ft)
Track 2.06 m (6.76 ft)
Empty Weight 799 kg (1762 lb)
Loaded Weight 1251 kg (2758 lb)
Maximum Speed: 168-177 km/hr (104-110 mph)
Climb: 1000m (3,281 ft) in 5 min 24 sec


Brandenburg C.I(U) Series 169 (Seventh Series)

  The Brandenburg C.I(U) series 169, the last C.I version to remain in production, was also the most powerful of the C.I family by virtue of the 250 hp Benz(Mar) engine. But it was not until the Benz engine problems were ironed out that the series 169 was regarded as being successful. A total of 164 Brandenburg C.I(U) series 169 aircraft were accepted from July 1917 through October 1918, and assembly of an additional 100 aircraft was in progress when the war ended:
Qty Series No. Engine Order Date First Acceptance
22 169.01-22 220 Bz(Mar) 13 May 1917 July 1917
48 169.31-78 220/250 Bz(Mar) 13 May 1917 Oct. 1917
64 169.79-142 220/250 Bz(Mar) 17 Nov. 1917 January 1918
30 169.151-180 250 Bz(Mar) 18 May 1918 August 1918
100 169.181-280 250 Bz(Mar) (assembly in progress, late 1918)
  Adapting the Benz engine to the C.I airframe presented little difficulty, but aircraft delivery was delayed until the optimum propeller design was found, an empirical process that required lengthy flight tests. Instead of 48 as programmed, only 22 series 169 aircraft were delivered in the first production batch; the remaining airframes were delivered as series 269. The 22 series 169 were accepted in July 1917 and arrived on the Eastern Front in August for evaluation.
  The new aircraft were greeted with a mixed response. A report submitted by Flik 37/D in October 1917 stated that "the most universally-employable model is series 169, although underpowered. As a result the aircraft slips in turns and cannot be throttled back without losing height. Series 169 is slower than series 69 (200 hp Hiero) and series 269 (200 hp Daimler)." Severe nose-heaviness, lack of maneuverability, and significant loss of speed and climb performance were also reported. The nose-heaviness was ameliorated by sweeping the wings forward. But mediocre speed and climb was blamed on the erratic power output and poor reliability of the Benz engine. Frontline aircraft were grounded and factory acceptances were stopped pending correction of the engine shortcomings. Existing 220 hp Benz (Mar) engines were rebuilt by Marta and an upgraded version, fitted with improvements such as aluminum pistons and individual steel cylinders, developed 250 hp with complete satisfaction and reliability.
  Test pilot Antal Feher evaluated a rebuilt 250 hp Benz (Mar) engine in aircraft 169.31 on 31 October 1917 with excellent results. Wasting no time, Flars ordered these engines installed on production-line airframes and acceptances continued in November 1917. Brandenburg C.I(U) series 169 aircraft were widely distributed among the two-seater units on the Italian Front for general-purpose reconnaissance. Frontline opinion of the series 169 powered by the 250 hp Benz (Mar) engines was summed up by the Flik 27/F technical officer who reported in April 1918 that "Engine reliability, airframe strength, and flying qualities stand up exceedingly well under demanding circumstances."
  The type also proved effective as a day and night bomber. It was fitted with bomb racks (System Klemperer or Kohlbach) to carry a load of 200-250 kg (441-551 lb) bombs under the fuselage. In mid-1918, the bombing units relied on these machines in place of the intractable Gothas, performing night bombing raids with good effect. According to UFAG factory drawings, aircraft 169.161 to 169.180 were to be armed with a synchronized machine gun and carry two parachutes stored in tubes installed behind the observer's seat. The parachutes were pulled from the tubes by a long line attached to the aircrew when they jumped. When the war ended, production was underway of a C.I light bomber version (100 aircraft, numbered 169.181 to 169.280) to bridge the gap until the arrival of the twin-engined Friedrichshafen G.IIIa bombers. About 30 series 169 aircraft, powered by 250 hp Benz(Mar) engines, served with the Hungarian Red Airborne Corps, the highest number recorded being 169.210. Another four series 169 machines, found on railway flat cars at Maribor, were taken over by Serbo-Croat-Slav (Yugoslav) forces in November 1918.

Brandenburg C.I(U) Series 169 Specifications
Engine: 250 hp Benz (Mar)
Wing: Span Upper 12.30 m (40.35 ft)
Span Lower 11.70 m (38.39 ft)
Chord Upper 1.64m (5.38 ft)
Chord Lower 1.64 m (5.38 ft)
Dihedral Upper 0.16 m (0.52 ft)
Dihedral Lower 0.15 m (0.49 ft)
Gap 1.74 m (5.71 ft)
Stagger 0.51 m (1.67 ft)
General: Length 8.35 m (27.39 ft)
Height 3.33 m (10.93 ft)
Track 2.06 m (6.76 ft)
Empty Weight 930 kg (2051 lb)
Loaded Weight 1381 kg (3045 lb)
Maximum Speed: 160 km/hr (99 mph)
Climb: 1000m (3,281 ft) in 4 min 15 sec
3000m (9,843 ft) in 16-18 min
5000m (16,405 ft) in 50-55 min


Brandenburg C.I(U) Series 269 (Eighth Series)

  To avoid interrupting aircraft output caused by the failure of the Benz (Mar) engine, UFAG installed the 200 hp Daimler engine in the then-extant series 169 airframes and delivered them as Brandenburg C.I(U) series 269, numbered 269.01 to 269.72. The 72 aircraft were accepted between August and November 1917. Because Daimler engines were in short supply, 20 aircraft were accepted without engines. Series 269 formed part of the order for 96 aircraft placed on 24 April 1917.
  The series 269 aircraft reached the Eastern Front in August 1917 and later the Italian Front where they were fairly evenly distributed among two-seater units. Series 269 aircraft, regarded as underpowered and sluggish, were unpopular but the type remained active through the war's end. As of 1 August 1918, there were 41 series 269 biplanes at the Front, including a few that were attached to frontline training establishments.
  UFAG resumed series 269 production after the war, building a few to use the remaining 200 hp Daimler engines in stock. Aircraft in the range 269.77 to 269.82 served with the Hungarian Red Airborne Corps.

Brandenburg C.I(U) Series 269 Specifications
Engine: 200 hp Daimler
Wing: Span Upper 12.30 m (40.35 ft)
Span Lower 11.70 m (38.39 ft)
Chord Upper 1.64 m (5.38 ft)
Chord Lower 1.64 m (5.38 ft)
Dihedral Upper 0.16 m (0.52 ft)
Dihedral Lower 0.15 m (0.49 ft)
Gap 1.74 m (5.71 ft)
Stagger 0.51 m (1.67 ft)
Total Wing Area 36 sq m (387 sq ft)
General: Length 8.35 m (27.39 ft)
Height 3.33 m (10.93 ft)
Empty Weight 827 kg (1824 lb)
Loaded Weight 1278 kg (2818 lb)
Maximum Speed: 155-158 km/hr (96-98 mph)
Climb: 1000m (3,281 ft) in 4 min 30 sec
3000m (9,843 ft) in 18-19 min
5000m (16,405 ft) in 50-58 min


Brandenburg C.I(U) Series 369 (Ninth Series)

  When the superb 230 hp Hiero engine designed by Otto Hieronimus became available in mid-1917, UFAG was the first to install it in a C.I airframe, designated series 369. Other than a reduction in overall fuselage length, very little structural modification was necessary to accommodate the new engine. The first series 369 aircraft were accepted in August 1917, and output ended in October 1918 after a total of 174 had been delivered:
Qty Series Number Order Date First Acceptance
48 369.01-48 13 May 1917 August 1917
24 369.49-72 11 July 1917 March 1918
32 369.101-132 11 July 1917
70 369.141-210 18 May 1918 June 1918
  Reaching the peak of structural and aerodynamic refinement, the Brandenburg C.I series 169, 369, and 429 were among the most versatile general-purpose aircraft of 1918 and employed in every conceivable role: long-range photo-reconnaissance, low-level ground attack, night bombing, and artillery spotting. Owing to supply problems, only about half the series 369 aircraft were armed with a synchronized machine gun. Wing bomb racks for a 200 kg (441 lb) bomb load were optional. Klemperer racks for eight 12 (26 lb) bombs were installed at the factory beginning with machine 369.101.
  As was customary, the type was distributed among all two-seater units on the Italian Front starting in October 1917. The series 369 was an instant success - commended for its excellent performance, ease of handling, utility, and the reliability of the Hiero engine. Hauptmann Stojsavljevic of Flik 16/D wrote on 25 December 1917 that "the series 369 is so superior in climb and in speed that it sometimes can not be escorted by the Albatros D.III(Oef) series 153 fighter. The type has the ability to perform unescorted long-range flights and can climb quickly to any desired height." Flik 22/D was not alone in its praise when it reported in February 1918 that "compared to series 169 and 269, the series 369 is the best aircraft in the squadron. This type alone has made it possible to complete difficult assignments with success against strong enemy opposition." By August 1918, a few Fliks began to complain of a performance drop in production aircraft. Low-grade aviation fuel and diminishing quality of materials and workmanship took their inevitable toll after four years of war.
  For night bombing attacks, four C.I biplanes (129.72, 369.05, 369.31 and 369.33) were fitted with a 50 cm Goerz Type S 228 searchlight to facilitate night navigation and bombing. The searchlight-equipped series 369 biplanes reached Flik 37/D in February-March 1918 for frontline evaluation. Owing to weight and drag, the airspeed sank from 165 kmh to 135 kmh (103-84 mph), flying characteristics suffered accordingly, and only four 12 kg (26 lb) bombs could be carried. The heavy searchlight (110 kg) was replaced by two small wing-mounted floodlights for night landing, but searchlight experiments were continued with Brandenburg G.I twin-engined bombers.
  The fact that only 68 out of 174 accepted series 369 biplanes were at the Front shortly before the Armistice is an indication of the combat attrition suffered by these hardworking aircraft. Some six series 369 biplanes were flown by post-war Austrian troops in the Karnten border skirmishes. Eleven series 369 biplanes were offered to the Czechoslovakian government in 1920. That year UFAG built at least three series 369 biplanes, designated H-EB 1 to H-EB 3, which were flown by the para-military Legugyi Hivatal in Hungary.

Brandenburg C.I(U) Series 369 Specifications
Engine: 230 hp Hiero
Wing: Span Upper 12.30 m (40.35 ft)
Span Lower 11.70 m (38.39 ft)
Chord Upper 1.64m (5.38 ft)
Chord Lower 1.64 m (5.38 ft)
Dihedral Upper 3.5 deg
Dihedral Lower 3.5 deg
Gap 1.74 m (5.71 ft)
Stagger 0.51 m (1.67 ft)
Total Wing Area 36 sq m (387 sq ft)
General: Length 8.30 m (27.23 ft)
Height 3.15 m (10.33 ft)
Empty Weight 880 kg (1940 lb)
Loaded Weight 1331 kg (2935 lb)
Maximum Speed: 160-165 km/hr (99-102.5 mph)
Climb: 1000m (3,281 ft) in 4 min
3000m (9,843 ft) in 14-16 min
5000m (16,405 ft) in 48-55 min


An Explanatory Note About Hansa-Brandenburg Serial Numbers:

  When the LFT assigned new serial numbers to aircraft in February 1915, Hansa-Brandenburg was assigned the company designation 05. The first nine numbers, 05.01 to 05.09, were allocated to out-of-series or prototype aircraft. Series production aircraft began with the Hansa-Brandenburg B.I 05.11. At a later date, production aircraft were numbered 61.5 and up and prototype aircraft were assigned numbers beginning with 60.5. To avoid confusion, the table shows the series designations assigned to Brandenburg and UFAG, although the types were not identical nor were parts interchangeable:
Type UFAG Hansa-Brandenburg
Brand C.I 61.01-24 61.51-72
Brand G.I 62.01-12 62.51-77
Brand C.I 63.01-32 63.51-86
Brand C.I 64.01-48 64.51-72
Brand D.I not built by UFAG 65.50-99
Brand C.II 66.01 (cancelled) 66.51 (two built)

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)
05.07 Brandenburg C (Vortype C.I) Merc 160

20. Flugzeuge der Phönix-Flugzeugwerke, vormals Österr. Albatros
20.08 Brandenburg C.I (Motorversuch) H 200
20.09 Brandenburg C.I (Motorversuch) H 200
20.13 Brandenburg C.I (Motorversuch mit ex 29.90) Bz 220
23.01 Brandenburg C.I (neu 129.01) H 200
23.02 Brandenburg C.I (neu 129.02) H 200
26.01 — 26.08 Brandenburg C.I Dm 160
26.09 — 26.71 Brandenburg C.I (Ph) Dm 160
27.01 (ex 26.71) Brandenburg C.I (Ph) Dm 160
27.02 — 27.79 Brandenburg C.I (Ph) Dm 160. 185
27.80 — 27.88 Brandenburg C.I (Ph) Dm 185
29.01 — 29.41 Brandenburg C.I (Ph) Dm 200
29.51 — 29.79 Brandenburg C.I (Ph) H 200
29.80 — 29.90 Brandenburg C.I (Ph) H 200 (Fi)
129.01 — 129.72 Brandenburg C.I (Ph) H 200 (Fi)
229.01 — 229.32 Brandenburg C.I (Ph) H 200
329.01 — 329.56 Brandenburg C.I (Ph) H 200 (Fi)
429.01 — 429.58 Brandenburg C.I (Ph) H 230

60. Flugzeuge der Ungarischen Flugzeugfabrik A.G. (Ufag) Budapest und Hansa Brandenburgische Flugzeugfabrik Brandenburg/Briest
60.51 Brandenburg DD Prototyp für C.I Dm 160
61.01 — 61.24 Brandenburg C.I (U) Dm 160
61.51 — 61.72 Brandenburg C.I (Br) Dm 160
63.01 — 63.32 Brandenburg C.I (U) Merc 160
63.51 — 63.86 Brandenburg C.I (Br) Merc 160
64.01 — 64.48 Brandenburg C.I (U) Dm 160
64.51 — 64.72 Brandenburg C.I (Br) Dm 160
67.01 — 67.56 Brandenburg C.I (U) Dm 160
68.01 — 68.40 Brandenburg C.I (U) Dm 160
68.41 — 68.69 Brandenburg C.I (U) Dm 160
69.01 — 69.48 Brandenburg C.I (U) H 200
69.50 — 69.99 Brandenburg C.I (U) H 200
169.01 — 169.149 Brandenburg C.I (U) Bz 220
169.150 — 169.177 Brandenburg C.I (U) Bz 250
269.01 — 269.82 Brandenburg C.I (U) Dm 200
369.01 — 369.209 Brandenburg C.I (U) H 230