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

Lloyd 40.01

  On its first public appearance at the Third International Flugmeeting at Aspern, director Bier brilliantly piloted the Lloyd LS 1 biplane (competition number 20) to four world altitude records. On 27 June 1914, Bier reached an altitude of 6170 meters (20,244 ft) with one passenger and on 28 June, 5440 meters (17,849 ft) with two passengers. Bier's flying skills earned him third prize overall behind Edmund Sparmann flying for Lohner and Roland Garros for Nieuport. The record-breaking Lloyd LS 1 biplane was powered by a 145 hp Hiero engine. Praised as the best in-line engine at the Flugmeeting, it was designed by Otto Hieronimus who soon became famous for his wartime engines.
  Although identified as a Lloyd product, sufficient evidence exists to demonstrate that the LS 1 was built by DFW in Leipzig. In light of the fact that Lloyd took seven months to deliver the first production aircraft, it is unlikely that the fledgling company was capable of building and fine-tuning a record-breaking competition aircraft between the opening of the factory (8 May 1914) and the first day of the Flugmeeting (21 June 1914). The LS 1 biplane (Lloyd Stahlrumpf - steel fuselage) had the characteristic DFW welded steel-tube fuselage, whereas every Lloyd fuselage was built of wood. A similar biplane photographed at the DFW factory further supports the contention that the LS 1 was built in Leipzig.
  The Lloyd LS 1 (less engine) was purchased by the LA in September 1914. A new 145 hp Hiero engine was installed and the ventral radiator replaced by one mounted above the engine. From January to August 1915, the LS 1 was flown by Flik 6 at Igalo on the Montenegro Front. In military records the LS 1 was designated Lloyd 20M (M for meeting) before receiving the prototype designation 40.01 in February 1915. In late 1915, the LS 1 was purchased as surplus by Lloyd for display at the Budapest Military Aircraft Exhibition in 1917. Miraculously, the LS 1 survived the Great War, the post-war strife, and the battle for Budapest in 1944. Restored, it can now be seen at the Transportation Museum in Budapest.

Lloyd 40.01 Specifications
Engine: 145 hp Hiero
Wing: Span Upper 14.00 m (45.93 ft)
Sweepback Upper 8 deg
Sweepback Lower 8 deg
Stagger 0.60 m (1.97 ft)
Total Wing Area 44 sq m (474 sq ft)
General: Length 9.00 m (29.53 ft)
Height 3.00 m (9.84 ft)
Empty Weight 700 kg (1544 lb)
Loaded Weight 1100 kg (2426 lb)
Maximum Speed: 130 km/hr (81 mph)


Lloyd 40.02

  The Lloyd Type LS 2 was built by DFW on the lines of the successful DFW MD 14 biplane but powered by a 160 hp Daimler engine. After being demonstrated in Berlin, the Lloyd LS 2 was flown by DFW pilot Max Schuler, with Friedrich Seekatz as passenger, from Berlin to Budapest, with one refueling stop, on 30 June 1914. It was to have continued to Sofia the same day in hopes of obtaining a Bulgarian production order for the new Lloyd company in Aszod, but the threat of war stifled such hopes. The LS 2 was purchased by the LA on 5 September 1914. Beginning in April 1915, it was flown by Flik 6 pilots, among them Julius Arigi, on the rugged Montenegro Front. At this time a 145 hp Hiero engine was installed. The Lloyd LS 2 (also known as the Lloyd Militar Doppeldecker Nr.2 and Ll 2S) was redesignated 40.02 in February 1915. As a result of crankshaft failure on 3 May 1915, the Lloyd Ll 2S (40.02) was forced down and sank in the Bay of Traste (Adriatic). The crew, civilian pilot Heinrich Bill and Oberleutnant Emanuel Mainx, were rescued by the Navy.

Lloyd 40.02 Specifications
Engine: 160 hp Daimler
Wing: Sweepback Upper 7 deg
Sweepback Lower 7 deg
Total Wing Area 40 sq m (431 sq ft)


Lloyd C.I Series 41

  Lloyd's first production contract, signed on 29 July 1914 - the day after Austria-Hungary declared war on Serbia - called for one prototype and 12 production aircraft based on the record-breaking DFW MD 14 design. Inexplicably, the prototype was designated Lloyd Ll 14 (the number Ll 13 was not used) and the production machines were numbered Lloyd Ll 1 to Ll 12. In early 1915, the designations were changed to Lloyd C.I 41.01 to 41.12 and 41.14 respectively. All were powered by the 145 hp Hiero engine. Unlike the DFW-built LS 1 (40.01) prototype, the Lloyd C.I (Type K.B.3.14) did not use steel-tube construction for the fuselage. Production delivery, scheduled to begin on 19 September 1914 at the rate of two aircraft per week, was greatly delayed due in part to the lack of trained workmen. The last machine was not accepted until August 1915, almost a year behind schedule.
  Because Lloyd engineer and test pilot Viktor Wittmann perished in a C.I crash (10 April 1915), the first C.I biplanes at the Front were grounded in May, possibly for modification. The fact that most production machines had plywood panels partially replacing the original fuselage fabric points to possible weakness in that direction.
  The Lloyd C.I, a safe and tractable flier, initially performed unarmed reconnaissance duties in the Balkans with Flik 6, on the Isonzo Front with Fliks 2, and 4, in Karnten with Flik 16, and the Tirol with Flik 17. At the time, the C.I was the sole Austro-Hungarian aircraft capable of flying over the mountainous terrain of Montenegro and Italy where an operational altitude of 4000 meters (13,124 ft) was mandatory. In February 1916, the remaining C.I biplanes were withdrawn from combat (except 41.14 at Flik 6 that lasted until June 1916) and modified for use as trainers. Plywood-covered replacement fuselages for eight aircraft were nearing completion in the Lloyd factory in July 1916. Flown by Fleks 3 to 6 and 8, the war-weary C.Is were somewhat unpopular with aircrews. Five trainers, some re-engined with rebuilt 150 hp Daimler engines, were still active in August-September 1917.

Lloyd C.I Series 41 Specifications
Engine: 145 hp Hiero
Wing: Span Upper 14.40 m (47.24 ft)
Span Lower 13.60 m (44.62 ft)
Chord Upper 2.00 m (6.56 ft)
Chord Lower 2.00 m (6.56 ft)
Dihedral Lower 2 deg
Sweepback Upper 8 deg
Sweepback Lower 8 deg
Gap 1.95 m (6.40 ft)
Stagger 0.35 m (1.15 ft)
Total Wing Area 44 sq m (473 sq ft)
General: Length 8.90 m (29.20 ft)
Height 3.15 m (10.33 ft)
Loaded Weight 1250 kg (2756 lb)
Maximum Speed: 115 km/hr (71.5 mph)
Climb: 1000m (3,281 ft) in 6 min
3000m (9,843 ft) in 23 min

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

40. Flugzeuge der Ungarischen Lloyd-Flugzeugfabrik Budapest
40.01 Lloyd DD Pfeilflieger I (Meetingapparat) H 145
40.02 Lloyd DD Pfeilflieger II (Stahlapparat) Dm 120
41.01 — 41.12 Lloyd C.I H 145. Dm 150
41.14 Lloyd C.I H 145

Журнал Flight

Flight, May 14, 1915.

THE HUNGARIAN LLOYD BIPLANE.

   COMPARATIVELY little had been heard of the Hungarian aeroplane industry until a short time before the outbreak of war, when, at the Aspern flying meeting, the Hungarian Lloyd firm leaped into prominence by the excellent performance of their new biplane. The first machine turned out by the Hungarian Lloyd Aeroplane and Motor Company, Ltd., of Aszod, Budapest, which was, by the way, built under licence from the German D.F.W. firm of Leipzig, was not finished until just before the Aspern meeting, being, in fact, put through her trial flights on the morning of June 21st, the first day of the meeting. The same evening Lieut. Bier, who will be remembered as the pilot of the Etrich monoplane in the first Circuit of Britain, and who is, or, at any rate, was, before the war, managing director of the Lloyd firm, took the machine up to an altitude of 4,120 metres with two passengers. This performance beat the record of 3,580 metres set up by Lieut, von Blaschke. On June 25th, he bettered Linnekogel's record for pilot and one passenger by reaching a height of 5,600 metres, and two days later improved his own record, pilot and one passenger, by 570 metres, and raised the record for pilot and two passengers to 4,440 metres. These performances came as a surprise to many, as the large biplane gave an impression of being rather heavy, almost clumsy, in fact. This impression, however, was not justified, as the weight empty of the Lloyd biplane is about 1,500 lbs., which cannot be considered unduly heavy in proportion to the size of the machine.
   Being built under licence, it is only natural that the Lloyd biplane should follow closely the lines of its German prototype the D.F.W. biplane, of which latter various types have been described from time to time in FLIGHT. From an inspection of the accompanying illustrations it will be seen that the Lloyd model belongs to the "Pfeil" or arrow type, having its wings set at a backward slope of 8 degrees. In plan form the lower and upper planes differ considerably, the upper plane having a nearly straight trailing edge, whilst that of the lower plane is almost parallel to the leading edge. This arrangement would seem to be open to criticism from a constructional point of view, owing to the great amount of overhang of the inner portion of the trailing edge of the upper plane.
   In addition to their rearward slope, the wings are staggered considerably in relation to one another, the upper one being about 2 ft. 6 ins. farther forward than the lower one. The top plane, which is divided in the centre, is attached to a steel tube cabane resting on the upper longitudinals of the body, whilst the two halves of the lower plane are attached to the sides of the fuselage. Two pairs of streamline struts connect the planes on each side of the body, and a peculiarity in the strutting is to be seen in the inner inter-plane struts, which do not, as is usually clone, run from upper to lower main plane, but from the spars of the top plane to the upper longitudinals of the body. Lateral control is by means of slightly upturned ailerons hinged to the top plane only.
   The. fuselage, which is of rectangular section, is built up entirely of seamless steel tubes, oxy-acetylene welded. In the front portion it is covered with aluminium, and a turtle back of the same metal tops the body, while the rest of the fuselage is enclosed in a fabric covering. The engine - a 140 h.p. Hiero - is mounted on stout ash bearers, and is almost totally enclosed in the aluminium covering, which is at this point given a very good streamline form. The seats for pilot and observer are, as always in the arrow type of biplanes, placed comparatively far back in the fuselage, the pilot occupying the rear seat, where he is able to look straight down behind the trailing edge of the lower plane. The observer, on the other hand, is situated sufficiently far forward to look over the leading edge of the lower plane, although not far enough forward to be able to drop bombs over the edge of the plane. For bomb-dropping a special apparatus is fitted inside the fuselage. As in the D.F.W., the seating arrangement of the Lloyd biplane is most comfortable, and very complete instrument sets are fitted. The controls are of the usual type demanded by the German and Austro-Hungarian Governments, and consist of a rotatable hand wheel for warp and elevator and a foot bar for the rudder.
   The under-carriage is of the simple "W" type, and is made of streamline steel tubes. The two halves of the divided axle are hinged to the apex of the inner chassis struts, and are sprung by rubber bands from the outer members of the chassis. Disc wheels are fitted in order to reduce head resistance. The tail planes consist of a triangular fixed plane, to which is hinged the divided elevator, and of a small vertical fin, to which is hinged the rudder. The speed range is from 35 to 80 m.p.h., and the machine has climbed the first 2,000 metres in 10 minutes.