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

Lloyd 40.11

  In designing the veneer-winged 40.11 prototype, chief engineer Melczer departed from DFW-inspired aircraft and created a more compact airframe which, by careful attention to detail, was light, strong and handsomely streamlined. Design studies began in late spring 1916 and the 40.11, powered by a 160 hp Daimler engine, was under construction in August. The maiden flight, performed in October 1916, demonstrated that "the 40.11 possessed good speed and performance." In November 1916, Flars engineers scrutinized the 40.11 and specified various changes prior to issuing the production release. Brought up to frontline standard, the 40.11 was given the designation Lloyd C.V 46.01 and dispatched to Flik 13 on the Russian Front. On 4 October 1917, pilot Zugsfuhrer Adolf Wiltsch and Oberleutnant Roman Schmidt, flying the 46.01, shot down a single-seat fighter for their first and third victories respectively. 46.01 was later assigned to Flek 1 in Ujvidek as a trainer and in 1918, served as a liaison aircraft with Fliegerzug 1 in Lublin.

Lloyd 40.11 Specifications
Engine: 185 hp Daimler
Wing: Span Upper 11.25 m (36.91 ft)
Span Lower 11.00 m (36.09 ft)
Chord 1.60 m (5.25 ft)
Upper Gap 1.85 m (6.07 ft)
General: Length 7.25 m (23.79 ft)


Lloyd 40.13 and 40.14

  40.13 and 40.14, were ordered for flight trials. Derived from the C.V, the all-wood design had a smaller wingspan and a deeper fuselage with a raised observer's cockpit to provide a wide field of fire. Forward armament consisted of twin machine guns. The recently-available 220 hp Benz (Mar) engine, manufactured under license by Automobil A.G. "Marta" of Arad, supplied the power. Mindful of the delays incurred in manufacturing the veneer wing, Lloyd provided four sets of interchangeable wing cellules, two for each prototype, for comparative tests.
  Intended for the 40.13, cellule A (almost identical to the C.V wing) was rejected outright and the prototype was test flown with cellule B, a single-bay, wire-braced, veneer wing of reduced span and area. Prototype 40.14 performed flight trials with cellules C and D, both low-aspect ratio wings of greater area and devoid of wire bracing. A Vee-strut running from the lower wing to the fuselage provided support. Unlike the B cellule, the C and D upper wings were of one piece. Cellule D was unique in that the rear section of the lower wing was fabric covered. On 21 and 29 May 1917, Flars engineers inspected the partially-completed airframes and suggested a number of minor improvements prior to flight tests.
  After engine installation in June 1917, the performance of the 40.13 proved slower than expected and it was returned to the factory for modification. In spite of Flars opinion expressing "no particular confidence or expectation with regard to performance," the program remained active. The more powerful 250 hp Benz (Mar) engine was installed in both prototypes. The 40.13 was timed for speed in March 1918 and, as late as August-September 1918, trials continued at Aspern and Fischamend.
  Prototype 40.14, first flown in July 1917, underwent an exhaustive program to investigate the characteristics of the C and D wing cellules, but results are not known. The 40.13 and 40.14 were reported at Aspern in September 1918 and offered for sale to Czechoslovakia in April 1920.

Lloyd 40.13 Specifications ('B' wings)
Engine: 220 hp Benz (Mar)
Wing: Span Upper 9.42 m (30.91 ft)
Span Lower 8.20 m (26.90 ft)
Chord Upper 1.65 m (5.41 ft)
Chord Lower 1.58 m (5.18 ft)
Dihedral Lower 2 deg
Sweepback Upper 8 deg
Sweepback Lower 8 deg
Gap 1.56 m (5.12 ft)
Stagger 0.40 m (1.31 ft)
Total Wing Area 22.5 sq m (242 sq ft)
General: Length 7.21 m (23.65 ft)
Height 2.78 m (9.12 ft)
Useful Load 220 kg (485 lb)
Loaded Weight 1200 kg (2646 lb)

Lloyd 40.14 Specifications ('C' Wings)
Engine: 220 hp Benz (Mar)
Wing: Span Upper 8.60 m (28.21 ft)
Span Lower 8.50 m (27.89 ft)
Chord Upper 1.82 m (5.97 ft|
Chord Lower 1.82 m (5.97 ft)
Dihedral Lower 2 deg
Sweepback Upper 4.1 deg
Sweepback Lower 4.1 deg
Gap 1.60 m (5.25 ft)
Stagger 0.42 m (1.38 ft)
Total Wing Area 25.5 sq m
General: Length 7.21 m (23.65 ft)
Height 2.78 m (9.12 ft)
Loaded Weight 1200 kg (2646 lb)
Maximum Speed: 180 km/hr (112 mph)
Climb: 1000m (3,281 ft) in 4 min

Lloyd 40.14 Specifications ('D' Wings)
Engine: 220 hp Benz (Mar)
Wing: Span Upper 8.60 m (28.21 ft)
Span Lower 8.60 m (28.21 ft)
Chord Upper 2.04 m (6.69 ft)
Chord Lower 2.04 m (6.69 ft)
Dihedral Lower 2 deg
Sweepback Upper 4.06 deg
Sweepback Lower 4.06 deg
Gap 1.60 m (5.25 ft)
Stagger 0.59 m (1.94 ft)
Total Wing Area 29.03 sq m (312 sq ft)
General: Length 7.21 m (23.65 ft)
Height 2.78 m (9.12 ft)
Loaded Weight 1220 kg (2690 lb)
Maximum Speed: 180 km/hr (112 mph)
Climb: 1000m (3,281 ft) in 4 min


Lloyd C.V Series 46

  The Lloyd C.V project was first mentioned in the LFT aircraft production list of July 1916. At the time the 40 C.V biplanes were ordered from Lloyd and WKF in December 1916, Flars exhorted Lloyd to expedite the prototype trials (40.11) and the C.V design work "in order to begin manufacture at the earliest date." In all, Flars approved production orders totalling 144 C.V aircraft in the following sequence:
Qty Manufacturer Series Number Engine Order Date
24 Lloyd 46.01-24 Dm 185 13 December 1916
24 Lloyd 46.25-48 Dm 185 12 February 1917
48 Lloyd 46.51-98 Bz 220(Mar) 18 January 1917
16 WKF 82.01-16 Bz 220(Mar) 21 December 1916
32 WKF 82.17-48 Bz 220(Mar) 18 January 1917
  The designers were able to achieve a significant performance increase by careful attention to weight reduction and streamlining. Each wing panel was composed of 14 spanwise stringers (in place of wing spars) equally-spaced around seven wing ribs and covered by a 1.2mm (0.04in) veneer skin polished to a high finish. Designed with semiskilled labor in mind, the wing construction was time-consuming but, on the other hand, very robust and capable of withstanding much abuse. However, unforeseen difficulties arose when the C.V reached the Front. If holed by shrapnel, the veneer skin was prone to peel back in the slipstream. The veneer covering was difficult to repair (nor had instructions been issued) and even slightly-damaged wings had to be exchanged at rear-area depots. Moisture condensation on the interior wing surface could cause warping or delamination that was impossible to detect. The C.V was armed with an observer's gun and sometimes with a Type II VK gun canister. Aircraft 46.25 was tested with a synchronized machine gun in June 1917, but it was not adopted as a standard feature. The camera and wireless equipment were installed behind the observer's position. A 50 kg (110 lb) bomb load could be carried in lieu of the observer.
  Static testing was completed on 24 February 1917. The production airframes were inspected on 10 March by Flars engineers who expressed disappointment that "the company, in spite of repeated urgings, had not presented a single airframe on which the deficiencies listed in the November 1916 inspection were corrected." Contractually the company was scheduled to deliver 46 aircraft by early February 1917, but the first five aircraft were not accepted until July, the majority following in August-September 1917. Of the 48 ordered, twenty C.V aircraft were accepted without engines since the Aviatik C.I, also built by Lloyd, was given priority for the 185 hp Daimler engine. To investigate compatibility, a 200 hp Hiero engine was installed and tested in aircraft 46.02.
  In September 1917, the first Lloyd C.V series 46 biplanes began to reach squadrons on the Eastern Front - eventually comprising Fliks 1, 9, 11, 13, 18, 22, 25, 26, 27, 30, 36/D, and 52/D. The initial reaction was mixed. Although speed and maneuverability were praised, pilots complained that the wheel control and unfamiliar rudder pedals were inappropriate for the very sensitive control response. The pedals, an innovation specified by Flars, were replaced by a normal rudder bar. In October 1917, a staff paper summed up the C.V: "Robustly built, very maneuverable, lateral stability good but longitudinal stability poor. Tail-heavy in a climb and excessively nose-heavy in a glide." The C.V, clearly unsuited for novice and average pilots, was pronounced a "handful" even by experienced veterans.
  On the Italian Front where many airfields were situated in mountain valleys, further removed from the combat zone than was customary on the Western Front, the C.V's usefulness was limited by its short range. Given the two-hour fuel supply, pilots had cause for anxiety when operating over mountainous terrain, where an forced landing was synonymous with crashing. In the main, the C.V was used as a communication machine or as an advanced trainer at the two field flying schools.

Lloyd C.V Series 46 Specifications
Engine: 185 hp Daimler
Wing: Span Upper 11.19 m (36.71 ft)
Span Lower 11.00 m (36.09 ft)
Chord Upper 1.58 m (5.18 ft)
Chord Lower 1.60m (5.25 ft)
Dihedral Lower 2 deg
Sweepback Upper 5 deg
Sweepback Lower 5 deg
Gap 1.85 m (6.07 ft)
Stagger 0.35 m (1.15 ft)
Total Wing Area 27.63 sq m (297 sq ft)
General: Length 7.22 m (23.69 ft)
Height 3.00 m (9.84 ft)
Loaded Weight 1125 kg (2481 lb)
Maximum Speed: 165 km/hr (102.5 mph)
Climb: 1000m (3,281 ft) in 4 min 15 sec
3000m (9,843 ft) in 17 min
4600m (15,092 ft) in 40 min


Lloyd C.V Series 46.5

  With the availability of the 220 hp Benz(Mar) engine in late 1916, a total of 96 Lloyd C.V biplanes using this engine were ordered from Lloyd and WKF. The task of modifying the C.V airframe was assigned to WKF engineers, who encountered engine development problems which delayed the frontline introduction of the Lloyd series 46.5 machines until November 1917. The Lloyd acceptance flights, primarily flown by test pilot Antal Feher at Aszod, began on 12 November 1917 and ended on 19 March 1918. Because the Brandenburg C.I(U) series 169 were accorded priority, approximately ten C.V series 46.5 aircraft were delivered without engines.
  When it arrived on the Italian Front in late 1917, the C.V series 46.5 was reported by Fliks 6, 27, and 37 as extremely difficult to fly, possessing an excessively steep glide and high landing speed. Unless the landing was executed with "verve," the C.V had a propensity to stall without warning. The army staff reported that "even experienced pilots, including the very best, have great difficulty landing." Yet, as always, there were exceptional pilots who could look back with some satisfaction at having mastered the aircraft's vagaries. According to Feldpilot Franz Zuzmann, who piloted the C.V on airmail runs to the Ukraine, "The machine needed the right touch. You had to be a good pilot. The C.V reacted like a fighter to the slightest control movement, especially when landing. You had to touch down with lots of speed or else you could easily crash. The aircraft was sensitive at low speeds. You had to be fearless." The antipathy towards the type explains why it was soon relegated to communication or training duties.
  On 12 July 1918, a LFT command decided to withdraw all Lloyd C.V biplanes from frontline units and assign 20 as trainers to the Feldfliegerschule Campoformido. However, in August 1918 the remaining C.V biplanes in field units were ordered withdrawn. Those not used as ground instruction airframes were placed in storage. As of October 1918, 62 C.V biplanes were reported in damaged condition, either at mechanics' schools or in storage depots.
  After the war, 55 Lloyd C.V biplanes were offered for sale. At least five served with the Polish Air Force 2nd Squadron in November-December 1918 and several were flown by Hungarian and Ukrainian units in the immediate post-war period.

Lloyd C.V Series 46.5 Specifications
Engine: 220 hp Benz (Mar)
Wing: Span Upper 11.19 m (36.71 ft)
Span Lower 11.00 m (36.09 ft)
Chord Upper 1.58 m (5.18 ft)
Chord Lower 1.60 m (5.25 ft)
Dihedral Lower 2 deg
Sweepback Upper 5 deg
Sweepback Lower 5 deg
Gap 1.85 m (6.07 ft)
Stagger 0.10 m (0.33 ft)
Total Wing Area 27.63 sq m (297 sq ft)
General: Length 7.22 m (23.69 ft)
Height 3.00 m (9.84 ft)
Loaded Weight 1185 kg (2613 lb)
Maximum Speed: 170 km/hr (106 mph)
Climb: 1000m (3,281 ft) in 4 min
2000m (6,562 ft) in 10 min 16 sec
3000m (9,843 ft) in 16 min 15 sec


WKF 80.09

  To forestall Flars criticism and the possibility of a penalty payment, WKF installed a standard 185 hp Daimler engine in a Lloyd C.V(WKF) series 82 airframe to demonstrate that the poor performance of the Benz-powered version was the fault of the engine and not of WKF engineering. The test aircraft was designated 80.09. After flight evaluation, the airframe was delivered to Aspern on 9 October 1917, and assigned to the mechanic's school at in Wiener-Neustadt on 1 March 1918 where it was written-off after a crash in May or July 1918. The airframe was stored at Aspern in August 1918. The designation 82.50, also assigned to the 80.09, does not appear to have been used in practice.


Lloyd C.V(WKF) Series 82

  When the 220 hp Benz(Mar) engine, based on the reliable German Benz Bz.IV and built under license by Automobil AG "Marta" in Arad, became available in late 1916, it was chosen to power the WKF-built Lloyd C.V. On 21 December 1916, WKF signed a contract for 16 biplanes, of which eight were specified as "Benz trainers" to familiarize aircrews with the new engine. An additional 48 aircraft were ordered on 18 January 1917, making a total of 64, with deliveries scheduled to begin in January 1917. Because of the delay incurred by engine problems, Flars later reduced the production total to 48 aircraft. These were designated Lloyd C.V(WKF) 82.01 to 82.48.
  Oberingenieur Schieferl of WKF was responsible for adapting the C.V airframe for the Benz engine. Progress dragged because the new engine required frequent repair and replacement of the carburetor, water pump, cylinders, and pistons. The cooling system had to be totally re-built, which according to WKF "added an additional 180 kilos (397 lb) plus an enormously large radiator to achieve proper engine operation." The first completed C.V(82.02) after being inspected by Flars on 24 March 1917, was dispatched to Lloyd for final outfitting. When commissioned on 18 May 1917, the aircraft was rejected because of recurrent engine failures. In spite of the best efforts of Marta engineers through June 1917, the C.V failed the speed and climb tests on 2 July 1917. To demonstrate that the company was faultless, WKF installed a standard 185 hp Daimler engine in a C.V airframe for testing (see 80.09). By August 1917, the engine problems were finally brought under control and military acceptances were in full swing, a welcome relief as the factory was jammed with completed airframes which obstructed production flow.
  The added cooling system weight adversely affected the already critical flight characteristics of the C.V, originally designed for the lighter 185 hp Daimler engine. The Benz-engined version was extremely tricky to fly, requiring a deft touch to avoid accidents. Even the most experienced and prudent pilots showed great respect (see Lloyd C.V series 46). Beginning in September 1917, most of the WKF-built C.V biplanes were sent to units on the Russian Front where operational conditions were less demanding. Here the aircraft saw sporadic service until the cessation of hostilities with Russia in December 1917. A few machines served with Fliks 6/F and 64/F on the Albanian Front through the summer of 1918. Several C.V(WKF) biplanes were flown as advanced trainers by Fliks 19/F and 66/D on the Piave and by Fleks 6, 8, 13, and 14. Four were attached to the postal flight to deliver mail to the army units in the Ukraine. As of October 1918, thirty-one damaged C.V (WKF) airframes were in storage, an indication of the high accident rate associated with this aircraft.

Lloyd C.V(WKF) Series 82 Specifications
Engine: 220 hp Benz (Mar)
Wing: Span Upper 11.19 m (36.71 ft)
Span Lower 11.00 m (36.09 ft)
Chord Upper 1.60 m (5.25 ft)
Chord Lower 1.60 m (5.25 ft)
Sweepback Upper 5 deg
Sweepback Lower 5 deg
Gap 1.85 m (6.07 ft)
Stagger 0.10 m (0.33 ft)
Total Wing Area 27.12 sq. m (292 sq ft)
General: Length 7.11 m (23.33 ft)
Height 3.13 m (10.27 ft)
Track 1.80 m (5.91 ft)
Empty Weight 860 kg (1896 lb)
Loaded Weight 1214 kg (2677 lb)
Climb: 1000m (3,281 ft) in 5 min 6 sec
3000m (9,843 ft) in 22 min 8 sec

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

40. Flugzeuge der Ungarischen Lloyd-Flugzeugfabrik Budapest
40.11 Lloyd DD Prototyp für C.V Dm 185
40.13 Lloyd DD Prototyp für C.V, Motorversuch Bz 220
40.14 Lloyd DD Prototyp für C.V, Motorversuch Bz 220
46.01 (ex 40.11) Lloyd C.V Fourniertype Dm 185
46.02 — 46.48 Lloyd C.V Fourniertype Dm 185
46.51 — 46.98 Lloyd C.V Fourniertype Bz 220

80. Flugzeuge der Wiener Karosserie-Fabrik (W.K.F.) Wien und Hennersdorf
80.09 W.K.F. DD Musterflugzeug für Ba 82 Bz 220
82.01 — 82.48 Lloyd C.V (W.K.F.) Bz 220
82.50 (ex 80.09) Lloyd C.V (W.K.F.) Bz 220