В.Кондратьев Самолеты первой мировой войны

ЛЁНЕР B-I/B-II/B-IV/B-VI/B-VII/C-I / LOHNER B-I/B-II/B-IV/B-VI/B-VII/C-I

   В 1913 году на венской фирме Якоба Лёнера был разработан двухместный биплан "В" со 120-сильным мотором "Австро-Даймлер" и оригинальными стреловидными крыльями, повышавшими, по замыслу авторов, продольную и поперечную устойчивость машины.
   На следующий год его приняли на вооружение австро-венгерской военной авиации, присвоив обозначение В-l. При этом вначале каждая построенная машина, подобно боевому кораблю, имела собственное имя, начинавшееся с буквы "Б" ("Бригант", "Барбара", "Будда", "Бригитта" и т.д.).
   На раннем этапе Первой мировой войны характеристики B-I вполне удовлетворяли военных, и самолет с успехом применялся на сербско-австрийском и русско-австрийском фронтах. Аппараты данного типа, в частности, осуществляли связь с гарнизоном осажденной русскими войсками крепости Перемышль.
   В 1915-1916 годах семейство "Лёнеров" пополнилось целым рядом дальнейших модификаций, также выпускавшихся серийно и состоявших на вооружении.
   С начала 1916 года две последние и наиболее совершенные модификации "Лёнера" активно применялись на всех фронтах, где воевали австро-венгерские воздушные силы.
   Помимо разведывательных полетов, на счету этих машин немало бомбардировок городов и военных объектов в Румынии, северной Италии и на юго-западной Украине.
  
  
ВООРУЖЕНИЕ
  
   Бомбовое: 80 кг.

Jane's All The World Aircraft 1913

LOHNER-DAIMLER. This firm is now amalgamated with Etrich.

   1912-13.
   1911. Lohner Daimler
   Pfeilflieger.

Length......feet (m.) ... 32 (9.70)
Span........feet (m.) ... 44? (13.50)
Area...sq. feet (m?.) ... 450 (42)
Weight,
   total...lbs.(kgs.) ... 926 (420)
   useful ..lbs.(kgs.) ... ...
Motor............h.p. 60 Aust. 125 Aust.
   Daimler Daimler
Speed....m.p.h. (km.) 50 (80) 62 (100)
Number built
   during 1912 ... ? 4

Remarks.--Staggered and V shape. Late in 1911 one was purchased for the Austrian Army. In 1912 made a world's altitude. Passenger record, 4,530 metres (14,862 feet.)

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

Lohner Pfeilflieger AD 355

  The Pfeilflieger AD 355, powered by a 120 hp Daimler engine, was built to compete in the Second International Flugmeeting at Aspern, during the course of which on 17 June 1913, Karl Illner established a world record of 5010 meters (16,437 ft) carrying two passengers, thus earning him third place against strong French competition. Pfeilflieger AD 355 was offered to the LA in May 1914, but its purchase was rejected notwithstanding Uzelac's request that a second aircraft join the aging Aspern for training purposes. With the start of hostilities, AD 355 less engine was procured by the LA on 15 August 1914. Further information is lacking.

Lohner Pfeilflieger (AD 355) Specifications
Engine: 120 hp Daimler
Wing:
Span Upper 13.70 m (44.95 ft)
Total Wing Area 42.0 sq m (452 sq ft)
General:
Length 7.90 m (25.92 ft)
Height 3.00 m (9.84 ft)
Empty Weight 620 kg (1367 lb)
Maximum Speed: 100 km/hr (62 mph)


Lohner Pfeilflieger AD 551

  This aircraft was purchased by the LA on 17 January 1915 with ten other aircraft according to Lohner records. Photographs and information are lacking.


Lohner Pfeilflieger AD 565

  Pfeilflieger AD 565, fitted with a 100 hp Mercedes engine, was delivered to the LA on 17 August 1914 and a second time (after repair?) on 27 January 1915. There is no record of service use or photographs.


Lohner Pfeilflieger "Helvetia" AD 566

  On 10 February 1914, Lohner began work on three Type C Pfeilfliegers, powered by the 85 hp Hiero engine, intended for competition use. One machine, christened Helvetia, flown at Aspern on 21 March 1914 by Oberleutnant Karl Banfield, was exhibited at the annual Berne Fair and demonstrated by Banfield in the Swiss military aircraft competition in April 1914. It was rejected and returned to Vienna. On 15 August 1914, the LA purchased Helvetia less engine. Further information is lacking.
  


Lohner Pfeilflieger AD 752

  Lohner records show this aircraft was delivered to the LA on 27 January 1915. Photographs and information are lacking.


Lohner 10.04

  At the beginning of the war, the LA purchased every available aircraft it could lay its hands on. One such was Pfeilflieger (AD 606) which Paulal had designed for the newly-developed 250 hp Daimler V-12 engine for competition in the Third International Flugmeeting at Aspern. Lohner and Daimler engineers worked feverishly to prepare the biplane, but plagued by recurrent engine problems which Porsche vainly attempted to rectify, Oberleutnant Karl Banfield (competition No. 21) failed to win any prizes. Despite the poor showing, the large Pfeilflieger with its massive V-12 engine created a sensation when it first appeared on the Aspern aerodrome. Pfeilflieger AD 606, purchased less engine on 15 August 1914, initially received the LA designation Lohner D-250, and in February 1915, the number 10.04 was assigned. Used as a trainer, the Lohner 10.04, now powered by a 120 hp Daimler engine, was written-off on 15 November 1915.

AD Lohner 10.04 (AD 606) Specifications
Engine: 120 hp Daimler
Wing: Span Upper 14.40 m (47.24 ft)
Span Lower 9.90 m (32.48 ft)
Chord Upper 1.95 m (6.40 ft)
Chord Lower 1.80 m (5.91 ft)
Total Wing Area 41.07 sq m (442 sq ft)
General: Length 8.60 m (28.21 ft)
Height 3.50 m (11.48 ft)
Empty Weight 1050 kg (2315 lb)
Loaded Weight 1300 kg (2867 lb)

  

Lohner 10.05

  Among the competition Pfeilfliegers financed by Lohner and MLG was Pfeilflieger AD 578, construction of which began on 24 March 1914. The Pfeilflieger, powered by a 120 hp Daimler engine, was flown in the Schicht Flug by Oberleutnant Karl Banfield (competition No.9) who, prohibited as an Army officer from using his name, used the pseudonym 'Mumb.' Although the aircraft had been expected to win the speed competition, Banfield had to be content with second prize. It is believed the AD 578 was the same as the Lohner D-R (Daimler Renndoppeldecker - racing biplane) which was purchased less engine in August 1914 and assigned number 10.05 in February 1915. According to von Mises' diary a new 120 hp Daimler engine was installed in May 1915. 10.05 served with Flek 1 and 6 as a trainer before being written-off in June 1915.


Lohner 10.06

  Encouraged by the success of the first Lohner-Daimler Pfeilflieger in 1911, Lohner began work on the Heeres Konkurrenz Apparat (army competition machine - AC 822) on 1 March 1912. Powered by a 120 hp Daimler engine, Aspern made its maiden flight on 3 May 1912 piloted by Oberleutnant Philipp Blaschke Ritter von Zwornikkirchen. Competing in the Berlin-Vienna long-distance race, Blaschke took second prize on 10 June 1912 (although he had to be pushed across the finish line), beaten by the sole pilot to finish by air - Hellmuth Hirth in a Rumpler Taube. In the ensuing First International Flugmeeting at Aspern, Blaschke and passenger Karl Banfield established two world records for rate of climb and altitude, reaching 4360 meters (14,305 ft) on 29 June 1912. In recognition of the achievement Emperor Franz Joseph, in a magnanimous gesture, bestowed a monetary sum equal to the obligatory dowry, permitting Blaschke to finally wed his betrothed. French competitors, accustomed to nimble, light aircraft, derided the massive Aspern as "the flying chateau."
  The LA purchased Aspern, the first of a long line of Pfeilfliegers operated by the air service, on 24 July 1912, using it primarily to train pilots in handling the 120 hp engine. At mobilization, Aspern was assigned to Flik 14 on the Eastern Front, but no record of operational service has been found. Aspern, given number 10.06 in February 1915, remained unreported until October 1918, when it was listed as stored in damaged condition at Fischamend, possibly having been preserved for the planned LFT collection of historic aircraft.

Lohner 10.06 (AC 822) Specifications
Engine: 120 hp Daimler
Wing: Span Upper 15.80 m (51.84 ft)
Span Lower 10.80 m (35.43 ft)
Chord Upper 1.90 m (6.23 ft)
Chord Lower 1.70 m (5.58 ft)
Total Wing Area 44.0 sq m (473 sq ft)
General: Length 9.80 m (32.15 ft)
Height 3.30 m (10.83 ft)
Empty Weight 725 kg (1599 lb)
Loaded Weight 1095 kg (2414 lb)
Maximum Speed: 110 km/hr (68 mph)
Climb: 1000m (3,281 ft) in 10 min


Lohner 10.10 (new)

  Construction of Pfeilflieger AD 567 - one of the three Lohner built for the Schicht Flug (April 1914) - began on 19 February 1914. Powered by 140 hp Hiero engine, it was flown by Oberleutnant Robert Baar (using the pseudonym Bareth, competition No.8), who won the speed and distance prizes and took second prize in the reliability competition. AD 567, less engine, was purchased by the LA on 15 August 1914. This is possibly the same aircraft as the Lohner L-140 which served with Flik 6 in the Balkans until 20 December 1914 when it made a forced landing in the Adriatic.
On 31 March 1915, an LA directive ordered aircraft L-140 to be given the designation 10.10 which had been previously assigned to an Etrich Taube trainer. Further information is lacking.

Lohner 10.10 (new) Specifications
Engine: 140 hp Hiero
Wing: Span Upper 13.60 m (44.62 ft)
Span Lower 9.00 m (29.53 ft)
General: Length 8.80 m (28.87 ft)
Height 3.50 m (11.48 ft)
Empty Weight 725 kg (1599 lb)
Loaded Weight 990 kg (2183 lb)
Maximum Speed: 130km/hr(81 mph)


Lohner 10.14

  In the Third International Flugmeeting, Lohner entered a brand-new Meeting Apparat 1914 (provisionally identified as AD 580) powered by a "special" 140 hp Daimler engine. Company pilot Viktor Wittmann (competition No.26) only managed fifteenth place in the overall standings because of engine problems. Lohner sold Pfeilflieger AD 580 less engine to the LA on 27 January 1915. The aircraft, assigned the military designation D 26, was flown by Flik 1 on the Serbian Front. On 31 July 1914, D 26 grazed a chimney while landing but fortunately neither Oberleutnants Raoul Stojsavljevic nor Franz Kabelac were injured. In February 1915, D 26 received the designation 10.14 and was last reported in 1915 serving as a trainer with Flek 3 in Graz-Thalerhof.


Lohner 10.16

  The Lohner Pfeilflieger (AD 553), powered by a 90 hp Daimler engine, was built to compete in the 1914 Schicht Flug. To prepare for the competition (in which he would fly the new Pfeilflieger AD 567) Oberleutnant Baar used this machine for altitude and duration practice flights in early April 1914. In the Schicht Flug AD 553 was flown by Viktor Wittmann (competition No. 10), winning the reliability prize. In June 1914 at the Third International Flugmeeting, Edmund Sparmann piloting AD 553 (competition No.25) was awarded the War Ministry prize for the best all-round results achieved by a citizen flying an indigenous aircraft.
  AD 553 was purchased by the LA in August 1914 and assigned the number 10.16 in February 1915. According to operational records, Pfeilflieger 10.16 served with Flik 2 on the Italian Front from 7 July to September 1915 and was written-off in January 1917.


Lohner B.I Series 11

  The stage was set for military production after Aspern’s (later 10.06) record-breaking feats had demonstrated the usefulness of the Pfeilflieger design - an aircraft that could compete with Europe's best. Because of budget restrictions the Austrian and Hungarian national Aero Clubs spearheaded a fund-raising campaign "to build an Austro-Hungarian air fleet destined to stand proudly beside those of Germany and France." Lohner, assured of financial support, began the construction of four military Pfeilfliegers known as the Lohner Type B. Work on the first, named Bravo (AC 960), powered by a 65 hp Daimler engine and probably intended for training, began on 11 July 1912. Construction of Bora (AC 982) and Butterfly (AC 983), powered by the 90 hp Daimler engine and equipped for full military use, began on 23 July 1912. Bravo was delivered on 27 September 1912 in time for Blaschke to demonstrate the graceful biplane to enthusiastic crowds at the Offiziersfliegen in Wiener-Neustadt on 6 October 1912. Bora was completed on 16 October 1912 and delivered to the LA on 27 November 1912. Butterfly was completed on 27 November and delivered in December 1912. The fourth Pfeilflieger was Cyklon, a lightened Type B airframe powered by the new 85 hp Hiero engine. Cyklon was the forerunner of the Lohner Type C (see Lohner B.II Series 12).
  The flight and performance characteristics were very encouraging and on 26 November 1912, the LA formally purchased Bora, Bravo, and Butterfly and ordered 28 Type B biplanes (AD 201-228) powered by the 90 hp Daimler engine. The last production aircraft was accepted on 14 May 1913, one month behind schedule. With time, the LA insisted on modifications that added about 100 kg (220 lb) weight, causing Lohner to warn of the impossibility of meeting performance guarantees. Beginning with the seventh aircraft an improved forged-steel undercarriage was fitted that, according to Lohner records, permitted a larger wing chord, adding 3.5 square meters (37.7 sq ft) of wing area. Starting with the ninth aircraft the fuselage was lengthened slightly. Having received basic training in the undemanding Etrich Taube monoplanes, pilots in preparation for taking a Type B aloft were told that "now flying would begin in earnest" and warned that "the sensitive controls required real flying skill." In truth, the flight characteristics were docile and easy to master by even an average pilot.
  The Type B aircraft were based at Flugparks around the empire. Extensive operational training service during the Balkan crisis caused heavy wear and tear. When Bandit was repaired in December 1913, Lohner replaced the original wing with a lightened, stronger cellule known as the "Spanish wing." The top wing halves were joined at the center line and supported by inverted-vee struts that eliminated the center-section cabane. The rounded ailerons were changed to a rectangular shape. The wing tips could be folded down for storage. The LA allocated funds to retrofit all Type B aircraft with a modified "Spanish wing." By 1 February 1914, seven aircraft had been so modified; one was fitted with the original "Spanish wing"; 14 had the old cellule and the rest were in repair.
  After the fatal wing failure of the Type C Pfeilflieger in March 1914, the Type B was also load tested. When ominous cracking sounds were heard, the test was halted in order to reinforce the cellule with additional bracing, but in the second try the wings failed well below the specified load factor. In fact, the entire airframe was pitifully understrength, leading the crash committee to conclude that "only the mediocre flight characteristics which demanded careful piloting had spared the pilots' lives." The LA grounded all Type B biplanes pending wing reinforcement. This work was assigned to Lohner and the Fischamend repair shop. The final blow fell on 28 April 1914, when Feuerwerker Georg Wally was killed because the fuselage of Bravo collapsed in mid-air. In a long memorandum, Uzelac placed the blame squarely on Lohner. The company, secure in its monopolistic position, had neglected to keep pace with modern aircraft engineering practices abroad. LA officers who had visited German and British factories criticized the poor detail workmanship throughout and use of defective materials. "Every officer sent abroad noticed the flawless wood used in aircraft construction, unlike the knot-rich wood used by Lohner for load-carrying members."
  On the first (partial) mobilization day, 25 July 1914, a total of 39 Army aircraft were in flyable condition, consisting of 30 Lohner B-types (of which 11 were in storage or repair), seven Lohner D-types (two in repair), and the Lohner C-01 and C-02 prototypes.
  Of the first war experiences, Flik 2 on the Serbian Front and Fliks 7, 8, and 14 on the Russian Front reported that the Type B machines were barely capable of performing operational tasks. All but two of Flik 2's complement of six Type B biplanes were out of service or in repair in August 1914, and six replacement machines arrived in poor shape, having been in storage since December 1913. The Fifth Army submitted a report in August 1914 deploring the fragility of the aging B-types. It took the total dedication of Flik 2 personnel, commanded by Oberleutnant Baar, to keep two patched up aircraft airborne albeit with rapidly decreasing performance. As soon as German replacement aircraft became available in September-October, the Type B disappeared from the Front.
  In February 1915, the B-types were designated Lohner B.I series 11 and allocated numbers 11.01 to 11.31. Since this represented almost the total number of B-types built, it is apparent that combat losses were negligible and badly-damaged machines were rebuilt rather than written-off. Benign flight characteristics made the B.I acceptable as a primary trainer; consequently, 16 B.I machines were dispatched to Fischamend in late 1915 to be fitted with a stronger wing cellule and dual controls designed by Ingenieurleutnant Karl Saliger. In addition, Fischamend built 20 Type B dual-control trainers during 1916. In the process, the new and rebuilt aircraft received the designation Lohner B.I(Fd) series 73. The B.I(Fd) series 73 trainers remained in service through 1918 with Fleks 1, 2, 3, 6, and 7. The last original Lohner B.I aircraft, 11.18, was removed from service in June 1917 for the planned aircraft museum at Fischamend.

Lohner B.I Series 11 Specifications
Engine: 90 hp Daimler
Wing: Span Upper 13.40 m (43.96 ft)
Span Lower 9.60 m (31.50 ft)
Chord Upper 1.88 m (6.17 ft)
Chord Lower 1.83 m (6.00 ft)
Gap 1.90 m (6.23 ft)
Stagger 0.56 m (1.84 ft)
Total Wing Area 37.5 sq m (404 sq ft)
General: Length 8.50 m |27.89 ft)
Height 3.00 m (9.84 ft)
Empty Weight 630 kg (1389 lb)
Loaded Weight 970 kg (2139 lb)
Maximum Speed: 115 km/hr (71 mph)
Climb: 1000m (3,281 ft) in 12 min

List of Lohner Type B Aircraft
Works Number Name Delivery Date Stationed 1 Feb 14 New No. 8 Feb 15 Fischamend Number (a)
AC 960 Bravo 27 Sep 12 Flugpark 1 11.24
AC 982 Bora 16 Oct 12 Flugpark 8 11.21
AC 983 Butterfly 7 Dec 12 Flugpark 8 -
AD 201 Bellona 1 Feb 13 Flugpark 14 11.13 (b)
AD 202 Bajadere 3 Feb 13 - 11.02 73.02
AD 203 Bela 12 Feb 13 Flugpark 8 11.10 73.10
AD 204 Blitz 3 Mar 13 Flugpark 14 11.15 73.15
AD 205 Bandit 4 Mar 13 Flugpark 14 11.05 73.05
AD 206 Barbara 11 Mar 13 Flugpark 7 11.07 73.07
AD 207 Bomerang 12 Mar 13 Flugpark 7 11.20
AD 209 Boheme 15 Mar 13 Flugpark 2 11.17
AD 209 Baldur 19 Mar 13 Flugpark 8 11.04 73.04
AD 210 Boy 21 Mar 13 - 11.23
AD 211 Bombe 26 Mar 13 Flugpark 2 11.19
AD 212 Bella 9 Mar 13 Flugpark 2 11.11 73.11
AD 213 Brutus 2 Apr 13 - 11.27
AD 214 Bojar 3 Apr 13 Flugpark 2 11.18
AD 215 Barbar 4 Apr 13 Flugpark 14 11.06 73.06
AD 216 Bote 9 Apr 13 Flugpark 2 11.22
AD 217 Brunhilde 11 Apr 13 Flugpark 1 11.26
AD 218 Bulle 12 Apr 13 Flugpark 7 11.29
AD 219 Brigant 29 Apr 13 Flugpark 4 11.25 73.25
AD 220 Bob 29 Apr 13 - 11.16
AD 221 Baby 29 Apr 13 - 11.31
AD 222 Beduine 29 Apr 13 - 11.09 73.09
AD 223 Bertha 24 Apr 13 Flugpark 8 11.14
AD 224 Bub 27 Apr 13 Flugpark 2 11.30 (b)
AD 225 Bajazzo 3 May 13 Flugpark 14 11.03 73.03
AD 226 Beate 4 May 13 Flugpark 2 11.08 73.08
AD 227 Buddha 9 May 13 Flugpark 14 11.28
AD 228 Belisar 14 May 13 Flugpark 8 11.12 73.12
AD- B-1 - - 11.01 (c) 73.01
AD- B-30 - Flugpark 7 11.30 (b)
(a) A total of 16 Type B aircraft (14 above and 2 unidentified) were modified by Fischamend and placed in the B.I(Fd) 73.01 to 73.36 series.
(b) Although Bellona (AD 201) and Bub (AD 224) were lost in 1914, they were assigned a number in February 1915, the reason for which is not known. It is likely that aircraft B-30 received the number 11.30, but confirmation is lacking.
(c) Aircraft B-1 (11.01) has been listed as a replacement for Butterfly but confirmation is lacking.


Lohner (B.III) Series 13

  Karl Hiner's great success piloting the Pfeilflieger (AD 355), powered by the new 120 hp Daimler engine, at the Second International Flugmeeting in June 1913 was welcome news to the LA, who had ordered six Lohner Type D Pfeilfliegers powered by the same engine and configured as long-range reconnaissance aircraft with a specified flight duration of 10 hours. The Type D went into production on 7 May 1913 and the contract was signed on 25 June. The following aircraft were delivered between 24 August and 11 September 1913: Delibab (AD 356-13.04), Delphin (AD 357-13.01), Dental (AD 358-13.02), Don Juan (AD 359-13.03), Don Quichotte (AD 360), and Dreadnaught (AD 361).
  At the summer 1913 Kaiser Maneuvers, eleven emergency landings caused by erratic running engines led the LA to disassemble the Type D aircraft for storage at Fischamend until the problem was resolved. By December 1913 the Type D had been returned to Lohner and after modification five aircraft were reported in flying condition on 1 February 1914. As a precautionary measure following Elsner's crash (see the Lohner B.II series 12), a Type D airframe was also load tested and showed similar premature wing failure. Installation of additional wire bracing, recommended as an interim solution by Professor Knoller, rescinded the grounding order.
  In mid-1913, the LA began to investigate air-to-ground wireless communication and at the end of May 1914, Professor Dr Leopold Kann installed an experimental Telefunken-Siemens-Halske transmitter in Dental for flight evaluation. The 50 meter (164 ft) aerial caused some concern but it remained well clear of the elevator in flight. Ground signal reception was clear and ensuing spotting trials to direct artillery fire produced excellent results. Austro-Hungarian historians claim that this was the first successful direction of artillery fire from the air.
  Lohner reported on 18 July 1914 that the "planned reconstruction" (what was involved is not known) of six Type D plus one competition aircraft could not be completed until late autumn 1914. Pushed by the exigencies of war, the work was cancelled and four Type D Pfeilfliegers went to the Front with Flik 1. After rotted wing ribs were found in the course of routine inspection, the rear-area aircraft park replaced the ribs and wingtip sections. Two Type D aircraft were lost. Dreadnought, with Oberleutnants Hugo Schwab and Franz Kabelac aboard, was downed on 14 August by Russian troops because the aircraft was incapable of climbing over 500 meters (1640 ft). On 16 August, Oberleutnant Josef Flassig and Leutnant Engelbert Wolf lost their lives when Don Quichotte crashed due to wing failure. The news spread like wildfire through the LA, destroying the last vestige of confidence in Lohner aircraft. As a result, the four remaining Type D aircraft were grounded and scrapped.

Lohner (B.III) Series 13 Specifications
Engine: 120 hp Daimler
Wing: Span Upper 16.50 m (54.13 ft)
Span Lower 11.40 m (37.40 ft)
Chord Upper 2.09 m (6.86 ft)
Chord Lower 1.86 m (6.10 ft)
Gap 2.26 m (7.41 ft)
Stagger 1.05 m (3.44 ft)
Total Wing Area 49.4 sq m (532 sq ft)
General: Length 9.50 m (31.17 ft)
Height 3.50 m (11.48 ft)
Track 2.20 m (7.22 ft)
Empty Weight 755 kg (1665 lb)
Loaded Weight 1225 kg (2701 lb)
Maximum Speed: 130 km/hr (81 mph)
Climb: 1000m (3,281 ft) in 10 min


Lohner B.I(Fd) Series 73

  When the Lohner B.I series 11 biplanes were withdrawn from the Front in mid-1915, sixteen were converted by the Flugzeugwerk into dual-control trainers to take advantage of their docile flying qualities. After receiving a modified fuselage and a stronger wing cellule designed by Ingenieurleutnant Karl Saliger of Flars, the converted trainers were re-designated Lohner B.I(Fd) series 73. In December 1915, the Flugzeugwerk began to build 20 new Lohner B.I(Fd) trainers numbered 73.13, 14, 16-24, and 26-34. When production was completed in October 1916, the total B.I(Fd) series built were numbered 73.01 to 73.36. Power was supplied either by a 90 or 100 hp Daimler engine. The Fischamend-built B.I(Fd) biplanes served as transition trainers with Fleks 1-6 and 13 as well as Schulkompagnie 1 and 2. As of 1 July 1917, twenty were still in active school service.

Lohner B.I(Fd) Series 73 Specifications
Engine: 200 hp Hiero
Wing: Span Upper 14.00 m (45.93 ft)
Chord Upper 1.80m (5.91 ft)
Chord Lower 1.80 m (5.91 ft)
Sweepback Upper 17 deg
Gap 1.835-1.960 m (6.02-6.43 ft)
Stagger 0.40 m (1.31 ft)
Total Wing Area 43.7 sq m (470 sq ft)
General: Length 8.60 m (28.21 ft)
Height 3.40 m (11.15 ft)
Track 2.18 m (7.15 ft)
Empty Weight 740 kg (1632 lb)
Loaded Weight 994 kg (2192 lb)

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

10. Flugzeuge der Fabrik Jacob Löhner & Co. Wien, Floridsdorf
10.04 Löhner DD D-25 (1914 Umbau mit Dm 250 V12) Dm 120
10.05 Löhner DD D-R Renntype Dm 120
10.06 Löhner DD Type Aspern Dm 120
10.14 M.L.G. Löhner DD Meetingnr. 26 Dm 120
10.16 M.L.G. Löhner DD Meetingnr. 25 Dm 150
11.01 — 11.32 Löhner B.I (Type B) Dm 90
13.01 — 13.06 Löhner B.III (Type D) Dm 120

70. Flugzeuge der Flugzeugfabrik Fischamend, k.u.k. Fliegerarsenal
73.01 — 73.25 Löhner B.I (Fd) Umbau 11.01 — 11.25 Dm 90
73.26 — 73.34 Löhner B.I (Fd) Neubau Dm 90

Журнал Flight

Flight, July 13, 1912.

AIR EDDIES.

Messrs. Jacob Lohner and Co. is an Austrian firm with works at Vienna, where they produce Etrich monoplanes and machines of their own design. They are entering a tractor biplane, known over there as the Arrow-Plane Dreadnought, equipped with a 120-h.p. Austro-Daimler motor. It was on an identical machine that Lieut. Von Blaschke broke the world's altitude record with passengers at the Vienna flying meeting last month by taking two besides himself up to 3,500 metres, and by taking one single passenger to a height of 4,260 metres.
Lieut. Von Blaschke himself is probably going to fly the machine at the competitions at Salisbury.


Flight, July 20, 1912.

THE MILITARY COMPETITION - THE MACHINES.

THE LOHNER ARROWPLANE DREADNOUGHT (ARMY TYPE).

   THIS interesting entrant from Germany is termed "Arrow-plane" from the fact that, when flying overhead, its silhouette resembles closely the form of an arrow. Its wings, set back Dunne fashion, might be the arrow's head, its fuselage the shaft.
   Of the machine, two main types are made at the Vienna works of Messrs. Jacob Lohner and Co. - an "Army type " and a "Navy type." They may readily be distinguished from one another, in that the Army type has a direct coupled tractor; the tractor of the Navy type is centred some distance above the motor, and withal, geared down.
   It is a biplane of the former type that will be flown in the Military Competition at Salisbury. To Lieut, von Blaschke will be entrusted the piloting. Besides the photographs we print, we have been able to glean from Mr. Cecil E. Kny, who represents the manufacturers here in England, a few details.
   The upper plane spans nearly 53 ft., and by virtue of its shape is designed to give the machine an excellent modicum of stability - both in a lateral and longitudinal sense. Its large span, however, does not make it too unwieldly for military service, for the extensions of the top plane, each 10 ft. in length, may be folded down, allowing the biplane to be conveniently housed in a shed just over 33 ft. wide. An entirely covered-in streamline fuselage forms the backbone of the machine. In it are located the three that the machine is designed to carry - the mechanic directly behind the motor (a 120-h.p. Austro-Daimler), and the pilot and observer-passenger some distance behind the planes, where their view is clearest. The fuel tanks are arranged between. Terminating the fuselage is the tail, the shape and general arrangement of which can be gathered from our photographs. Like the greater part of German machines, it is provided with a land brake at the tail to decelerate it quickly on landing.
   In addition to its abilities for climbing - the machine holds world's records in passenger altitude, as we recalled last week - it has a very excellent gliding angle. For a biplane its speed is unusually high. It is estimated to average 70 m.p.h.

Main characteristics:-
Motor 120-h.p. Austro-Daimler
Span 53 ft. nearly
Overall length 31 ft.
Weight, empty 1,540 lbs.
Useful load 600 lbs.
Speed 70 m.p.h.