А.Александров, Г.Петров Крылатые пленники России

В семействе двухместных "Хальберштадтов" одним из последних стал "Ц-пятый": высотный дальний фоторазведчик с мотором "Бенц" 220 л. с. И выбор двигателя, обладавшего достаточной высотностью, и размах крыльев, достаточно большой, обеспечивали аппарату потолок до 5000 м и дальность полета до 600 км. Вооружение состояло из неподвижного "Шпандау" по левому борту и подвижного "Парабеллума" в кабине наблюдателя. Модель создавалась в начале 1918 г. и выпускалась по крайней мере четырьмя заводами до завершения конфликта. Неизвестно, попадался ли данный тип русским авиаотрядам во время Гражданской войны, тогда как после нее советское правительство закупило 18 "Хальберштадтов Ц. V" и 2 июня 1922 г. они прибыли в Петроград на пароходе "Хансдорф" (Hansdorf). Сначала они поступили в 1-й отдельный разведывательный авиаотряд, но через год были переданы военным летным школам, где тоже не задержались. На представленном снимке (61) изображен аппарат без привычных красных звезд, но сохранивший оригинальный "текстильный" камуфляж на крыльях и оперении и сфотографированный в Москве примерно в 1923 г.

O.Thetford, P.Gray German Aircraft of the First World War (Putnam)

Halberstadt C V

   With the implementation of the "America Programme" during the final year of the war and the consequent expansion of most of the German flying units, the Halberstadt C V was scheduled to supplement the photographic Fl. Abt. Unaccountably this type appears to have been overlooked by historians in the past, even though it was produced in considerable numbers and built under licence by at least three sub-contractors.
   Designed for high-altitude, long-distance (Fernerkunder) reconnaissance and photographic work, the C V initially appeared in the early months of 1918. It was extensively tested, and one airframe, 1246/18, was critically assessed and finally tested to destruction over the period 26th March to 22nd April 1918, at Adlershof. However, it was mid-summer before the type became operational.
   The high-aspect-ratio wings were of considerable span for a two-seater, and contributed to increased efficiency at altitude. The high-compression 220 h.p. Benz Bz IV engine also improved altitude performance.
   Superficially, the fuselage and tail surfaces resembled those of the CL IV, but were proportionately larger, and the communal cockpit was abandoned for the more conventional arrangement. Installation of the 220 h.p. Benz motor was similar to the CL IV, with bulbous metal panels at the front and metal panels adjacent to the cylinder block, the fore part of which protruded. The chimney-type manifold exhausted over the upper wing. The remainder of the fuselage was of wooden construction, with slab sides and a rounded top decking which tapered to a horizontal knife-edge aft; it was covered with a thin plywood skin. A sliding "trap door" located in the floor of the rear cockpit moved laterally to allow the camera lens to be exposed when "shooting" was in progress. Fin and tailplane, which was attached direct to upper longerons, were of wooden construction with fabric covering; the balanced rudder and one-piece balanced elevator were of light-gauge steel tube, and likewise fabric covered.
   The two-bay high-aspect-ratio wings were of uniform chord, fabric covered and based on two spruce main spars. The front spar was of I-section reinforced with 2 mm. ply between the flanges. The rear spar was a more orthodox hollow box-spar faced with 1.5 mm. ply. The leading edge was a channelled wooden member, and the trailing edge was a light wooden slat. Some of the earlier models had both upper and lower wingtips raked and the aileron balances inset, but in the main production variant only the upper wingtips were raked and the large, horn-balanced ailerons were overhung. Their framework was of steel tubes and actuation was through torque tubes, again in similar manner to the CL types. Supported on splayed steel-tube "N" struts, the wide centre-section of the upper wing had a large V-shaped cut-out to improve the pilot's upward vision: the flush radiator and gravity fuel tank were mounted in the starboard and port sides respectively. In the lower wings the tips were rounded with a compound elliptical profile (reminiscent of the D.F.W. C V), and the roots again featured the characteristic washout to smooth the airflow.
   The undercarriage was of conventional vee-type chassis of streamlined steel tube with two spreader bars, sprung with multiple steel springs. The ash tailskid was mounted and hinged to a small under-fin as on the CL IV.
   Together with their Rumpler C VII contemporaries, the Halberstadt C Vs performed yeoman service in providing photographic intelligence during the final months of the war. They were obliged to operate under the inordinately difficult conditions of frequent retreat, and in the face of continually increasing Allied fighter opposition.

TECHNICAL DATA
   Description: Two-seat photographic reconnaissance.
   Manufacturers: Halberstadter Flugzeug-Werke G.m.b.H. (Halb.).
   Sub-contractors: Automobil und Aviatik A.G. (Av.); Bayerische Flugzeug-Werke A.G. (Bay.); Deutsche Flugzeug-Werke G.m.b.H. (Dfw.).
   Power Plant: One 220 h.p. Benz Bz IV 6 cylinder in-line water-cooled engine fitted with high-compression cylinders.
   Dimensions: Span, 13.62 m. (44 ft. 8 3/4 in.). Length, 6.92 m. (22 ft. 8 1/2 in.). Height, 3.36 m. (11 ft. 0 1/4 in.). Area, 43 sq.m. (464.4 sq.ft.).
   Weights: Empty, 930 kg. (2,046 lb.). Loaded, 1,365 kg. (2,730 lb.).
   Performance: Maximum speed, 170 km.hr. (106.25 m,p.h.). Initial climb, 2,000 m. (6,560 ft.) in 3.2 min.; 5,000 m. (16,400 ft.) in 23 min. Duration, 3 1/2 hr.
   Armament: One fixed Spandau machine-gun mounted to port forward and one manually operated Parabellum machine-gun in rear cockpit.


Halberstadt C IX
   The C IX was, in effect, yet another C V variant; it was the same airframe with the Austrian 230 h.p. Hiero engine installed. Doubtless it was the intention to supply such machines for use by the Austro-Hungarian Air Force, but it seems unlikely any were delivered. Engine, 230 h.p. Hiero. Data, as for C V. Weights: Empty, 950 kg. (2,090 lb.). Loaded, 1,380 kg. (3.036 lb.). Armament, one Parabellum and one Spandau machine-gun.

L.Andersson Soviet Aircraft and Aviation 1917-1941 (Putnam)

Halberstadt C V

   A number of German Halberstadt biplanes of different models were captured or interned by Germany's adversaries and by neutral Holland during the last phases of the First World War and in the following period, and others were sold. In this way Halberstadt aircraft found their way to Estonia, Lithuania, Holland and Poland. Eighteen Halberstadt C Vs were purchased by the Soviet Union in 1922. They arrived in Leningrad on board the steamer Hansdorf on 2 June 1922. Construction numbers included 2430 to 2435, 2437, 2440, 2441 (possibly 2430 to 2441), 2792/1216/18, 2799, 2808 and 1358/3460/18.
   The Halberstadt C V was designed by an engineer named Theiss for high-altitude long-distance reconnaissance and photographic work. Flown for the first time early in 1918 it was to serve in the German reconnaissance units along with the contemporary Rumpler C VII during the final stages of the war. About 550 were built by the Halbertstiidter Flugzeugwerke GmbH, BFW, Aviatik and DFW. Being a two- bay biplane with straight high-aspect-ratio wings without dihedral the Halberstadt C V had wings and tailplanes of wooden construction with fabric covering. There were horn-balanced ailerons at the tips of the upper wing. On the lower wing the tips were rounded. The egg-shaped vertical fin was typical of Halberstadt aircraft and the single-piece rudder and elevator were horn-balanced. All control surfaces had steel-tube structure and fabric covering. A conventional V-type undercarriage made of streamlined steel-tube was fitted and the tailskid was mounted on a small under-fin.
   The fuselage had slab sides and rounded top decking and tapered to a horizontal knife-edge aft. It was mainly plywood-covered but aluminium metal plates were used for the areas around the engine, which was mounted with the cylinder block protruding. The engine was a 220hp six-cylinder inline water-cooled Benz IV driving a two- bladed wooden propeller. A chimney-type exhaust manifold was fitted. The radiator and a gravity fuel tank were located in the centre section of the upper wing. Armament comprised a fixed forward-firing 7.9mm machine-gun and a flexible gun mounted on a gun ring for the observer.
   The Halberstadt C Vs were rather short-lived in RKKVF service. They were used by the 1st Otdel'nyi razvedivatel'nyi aviatsionnyi otryad based near Leningrad until relegated to training work in 1923, just one year after their introduction into service. The Voenno-Tekhnicheskaya Shkola in Leningrad, the Voenno-Teoricheskaya Shkola, the Military School of Pilots and Observers and the Flying otryad of the Military School of the KVF had two each but all were withdrawn from use after a short time.

   220hp Benz BzIV
   Span 13.62m; length 6.98m; height 3.36 ; wing area 43 nv
   Empty weight 930kg; loaded weight 1,362kg
   Maximum speed 170km/h; climb to 1,000m in 3.2min; ceiling 6,500m; endurance 3 1/2hr; range 600km

J.Herris Halberstadt Aircraft of WWI. Volume 2: CL.IV-CLS.I & Fighters (A Centennial Perspective on Great War Airplanes 45)

Halberstadt C.V

  The Halberstadt C.V looked like an enlarged, two-bay development of the Halberstadt CL.IV. When the C.V first flew in early March 1918, it demonstrated excellent climb and flying qualities much better than existing C-type aircraft. In fact, the flying qualities of the C.V approached those of the much smaller and lighter Halberstadt CL-types. It was considered to be the best Nahaufklarung und Artillerieflugzeug (short-range reconnaissance and artillery spotting aircraft). These aircraft, including the Halberstadt C.V, were powered by the 200 hp Benz Bz.IVu engine, a high-altitude version of the standard 200 hp Benz Bz.IV that had higher compression. Due to its excellent climb and maneuverability, the Halberstadt C.V was considered superior to the LVG C.V, LVG C.VI, Rumpler C.IV, and the DFW C.V.
  On 14 March 1918, a C.V flown by company test pilot Karl Voight, reached 5,000 m in 24.3 minutes, an excellent time; it was the fastest rate of climb of any C-type powered by the Benz Bz.IVг engine. The Albatros C.XV required 27.9 minutes to reach 5,000 m, the second fastest climb of a C-type powered by the Benz Bz.IVu. Only the Hannover C.IV and Rumpler C.VII, powered by the 245 hp Maybach Mb.IVa engine, exceeded this climb rate (the Hannover C.IV took 21 minutes and the Rumpler C.VII took 23.8 minutes).
  Idflieg reported that the flight evaluation of the Halberstadt C.V was completed by the end of March 1918 and the aircraft was in production at Halberstadt.
  Static load tests performed between 26 March and 22 April revealed all tests were passed except Case A, pulling out of a dive. In this case, the wing attachment fittings and turnbuckles had to be strengthened. The fin and rudder also required reinforcing gussets and the rear fuselage required strengthening (lightened longerons were replaced by solid ones).
The first ten C.V aircraft reached the front by the end of June, 1918. Evaluations from front-line units revealed a few further modifications for strengthening were needed. In particular, the lift cables had to be changed from 4mm to 5mm diameter.
  Operational experience revealed the C.V was very maneuverable and had a good upward view for the pilot. However, due to the short fuselage, pitch sensitivity was high and landing the C.V was difficult. The C.V bounced easily on landing and a tail skid land was impossible. Strengthened undercarriages built by Halberstadt and Aviatik were load tested on 8 October 1918, indicating that was also an issue.
  License production was first undertaken by BFW in Munich. Soon DFW of Leipzig also received an order. It is not known when the BFW-built C.V aircraft started reaching the front, although Idflieg's 1918 production quotas promulgated in March called for BFW to start delivering 80 aircraft a month from July and continue that pace through December. C.V(DFW) 4101/18 was load tested between 16 July and 6 August, the prolonged testing due to modifications to the basic design by DFW.
  C.V production was also ordered at Aviatik, with the load test of C.V (Av) 6801/18 performed between 28 August and 13 September 1918. Again some strengthening was required to pass the test; only on the third version of the undercarriage did Aviatik pass that portion of the test. Unfortunately, the companies assigned license production often made unauthorized 'improvements' that had to be re-engineered to pass the load tests, wasting valuable time and engineering resources.
  Used in its intended role, the Halberstadt excelled, having excellent flight qualities, maneuverability, and climb rate. However, when used for long-range reconnaissance missions for which it was not designed, crews were disappointed. The Rumpler C.VII was designed for high-altitude, long-range missions. It could handle the high altitudes and additional weight of the cameras and other equipment.


Halberstadt C.V Specifications
Engine 200 hp Benz Bz.IVu
Span, upper 13.62 m
Span, lower 12.85 m
Chord, upper 1.60 m
Chord, lower 1.60 m
Gap 1.49 m
Wing Area 38.94 m2
Length 6.92 m
Weight empty 930 kg
Weight loaded 1,360 kg
Speed 180 km/h
Climb
2,000 minutes 4.5
3,000 minutes 9.7
4,000 minutes 15.7
5,000 minutes 25.9
Benz Bz.IVu rated above 2,000 m; often given as 240 hp


Halberstadt C.V Production Orders
Date Quantity Serials Notes
March 1918 50 Not known Work # 1219, 1246 known
April 1918 150 C.3350-3499/18 Work # 1248-1397
April 1918 100 C.2900-2999/18 Bay built
May 1918 200 C.4100-4299/18 DFW built
June 1918 2 C.5974-5989/18 Known number range
June 1918 150 C.6800-6949/18 Aviatik built
June 1918 100 C.6600-6749/18 Bay built
August 1918 200 C.8700-8899/18 Bay built
September 1918 100 ? Aviatik built
September 1918 100 2 DFW built
October 1918 60 2
November 1918 50 2 Cancelled?
November 1918 100 2 Aviatik built; cancelled?
November 1918 100 2 Bay built; cancelled?
License production by Aviatik, Bay (also called BFW for Bayerische Flugzeug Werke), and DFW.



Halberstadt C.IX

  The Halberstadt C.IX was simply a C.V airframe fitted with a 230 hp Hiero engine. The Hiero was an Austro-Hungarian engine and the resulting prototype was intended for evaluation by the Austro-Hungarians to determine if the aircraft should be built for the Luftfahrtruppen.
  By the time this aircraft was built the end of the war was in sight and apparently only the one prototype was built.



Afterword: Halberstadts Postwar by Colin Owers

<...>
  Some 13 CL.II and nine CL.IV fighters, together with 18 C.V reconnaissance biplanes were taken into US custody and inspected in Europe, but very few made it back to the USA. An inventory of Enemy Material in the USA of 27 August 1919, lists five Halberstadt C types, five Halberstadt C.V and one Halberstadt (spares). One of these was a CL.II as 6312(/17) that was offered for sale without engine for $250 in the 1920s at an Army sale of unwanted aircraft. This particular CL.II had been found in a Zeppelin hangar at Treves in France in an unserviceable condition.
  The Estonian Aviation Regiment obtained a number of Halberstadts of different varieties as illustrated. C.V 6905/18 was captured at Narva in 1919 and given the Serial No. 9. This was the C.V that was turned into a floatplane. In 1921 four C.V biplanes, four CL.IV (Rol) were purchased from the German stores at Vamdrup in Denmark.
  Amongst the approximate one hundred German aircraft that Lithuania captured or purchased were the following Halberstadt biplanes as tabulated at right.
  Polish Aviation used more than 20 Halberstadt CL.II, CL.IV, and C.V aircraft, which were found at Lawica/Poznan airfield after the end of WWI. The biggest part were remnants from the German Fliegerersatz-Abteilung 4 Posen and smallest come from Mokotow / Warszawa, ex German Fliegerbeobachterschule Warschau and Albatros-Militar-Wekstatten (REFLA) Warschau. Thirteen Halberstadt CL.IIs and CL.IIAs were refurbished at Poznan (most received new Polish numbers) and two were refurbished at Warsaw/Mokotow. All went to Squadrons at the front or to flying schools. Four Polish Halberstadt CL.IIs were lost during the Polish-Russian war. All Polish Halberstadt CL.IVs came from Lawica (two had Mercedes D.III engines and one (C.5894/18) had a Benz Bz.IV engine) and were used by 2 EW and 14 EW squadrons. One of them was captured and used by Russia, one was lost in Germany after the war (pilot got lost and crashed during a storm). All twelve Polish Halberstadt C.Vs were refurbished at Lawica. Most of them were from BFW production. Most were used during the Polish-Russian war in 2. Eskadra Wielkopolska. One aircraft, C.V C.8843/18, mounted a carrier for four 12.5 kg P.u.W. bombs. At least three Halb. C.Vs were lost during the Polish-Russian war and one fell into Russian hands.
  Soviet Russia used a number of Halberstadt types either captured during the Civil War and following conflicts, or purchased in the 1920s. Halberstadt CL.IV and C.V biplanes are known to have carried the Red star of the Soviets.
  Switzerland purchased Halberstadt C.V (DFW) 4146/18 via the IAACC in January 1920, and entered service with the Swiss air force as Serial 704. This machine was used mainly for high altitude training flights, however the lack of spares caused the Halberstadt to be withdrawn in June 1921 after only about 20 flying hours. It was then scrapped. Three Halberstadts also came onto the Swiss civil register. CH68 was registered as a CL.II but was a modified CL.IV with two-bay wings; two C.V biplanes were CH72 and CH85.
<...>

M.Dusing German Aviation Industry in WWI. Volume 1 (A Centennial Perspective on Great War Airplanes 84)

Halberstadter Flugzeugwerke GmbH, Halberstadt (Halb)

Aircraft Development:

<...>
  The next type, the Halb C.V, must be mentioned as another major advance in C aircraft. This type of aircraft was equipped with a 200 hp Benz engine (supercharged), possessed particularly great maneuverability and extraordinarily increased climbing capabilities, which according to the results of the C-machine competition in Adlershof amounted to 5,000 m in 23 minutes. With this performance, the machine was superior even to the C machines with 260 hp supercharged Maybach engines. The horizontal speed was around 180 km/h.
<...>

M.Kabatek, Fr.R.Kulczynski German Aircraft in Polish Service. Volume 1

Chapter 4: The Halberstadt C.V

  Based on the experience with the successful Halberstadt Cl.II, Halberstadter Flugzeugwerke GmbH developed a new two-seat reconnaissance aircraft, the Halberstadt C.III, in the autumn of 1917. The biplane was larger and heavier than its predecessor and was powered by a 200 hp Benz Bz.IV engine. The first flight tests, carried out in October were so promising that initial flight trials began soon. The actual Typenprufung took place on 2 February 1918, but ended with a negative decision by the Idflieg. Numerous design flaws were found in the aircraft, and the rate of climb achieved was below expectations. At the end of February 1918, Idflieg expected a quick arrival of a modified version of the aircraft for tests, but Diplom-Ingenieur Karl Theis began work on a completely new type of reconnaissance machine, called the Halberstadt C.V.
  The first example of the new model was completed in early March 1918. The first flights already showed that its flying characteristics were definitely better than those of other reconnaissance aircraft with 200 hp engines. The rate of climb was on par with those achieved by the much lighter Halberstadt Cl.II and Cl.IV. In a competition of 27 types of C-class aircraft organized on 14 March 1918, the Halberstadt C.V reached an altitude of 5,000 m in 24 minutes 18 seconds, an extremely good result; bettered only by the 245 hp Maybach Mb.IVa-powered Hannover C.IV and Rumpler C. VII. At the end of March 1918, Idflieg reported that flight testing had been completed and series production was underway. Static tests were carried out between 26 March and 22 April 1918. They showed the need to introduce a number of changes to the airframe.
  April-June 1918 reports from Idflieg indicated that the performance of the Halberstadt C.V exceeded that of all other reconnaissance aircraft powered by 200 hp engines. By the end of June, combat units operating on the Western Front had received the first ten machines of the new type. Over the next month, this number increased to 50. Combat experience has shown that the design required only minor modifications.
  The Halberstadt C.V proved to be the best mass-produced German close reconnaissance and artillery spotting aircraft. Moreover, it performed very well in photographic reconnaissance and as an attack aircraft. However, it was inferior to some other types, such as the Rumpler C.VII, as a long-range high altitude photographic reconnaissance aircraft (notably, these were tasks for which it had not been designed). Visibility from the cockpit was relatively good. The take-off run was described as short but difficult. The landing run, on the other hand, was of average length and also caused a lot of problems. In the air, the machine was very maneuverable and it had an excellent rate of climb. However, it had a dangerous tendency to fall into a spin. Moreover, the rudder effectiveness was described as insufficient.
  Between June and November 1918, Idflieg placed 14 production orders for at least 1,500 Halberstadt C.V aircraft (the exact number of machines built remains unknown; a total of 192 aircraft were used in combat units as of 31 August 1918). In addition to the parent plant, production was also licensed to Automobil und Aviatik AG, Bayerische Flugzeug-Werke AG and Deutsche Flugzeug-Werke GmbH.
  12 Halberstadt C.V aircraft were used in the Polish military aviation. At least 11 of these were built under license by Bayerische Flugzeug-Werke AG in Munich under an order from June 1918. Thanks to their good flying characteristics, they were among the favorite aircraft in Polish service. They were intensively operated, so they ended their service life quite soon. They were primarily used by the II Esk. Wlkp.


Halberstadt C.V (Bay) 6641/18

  This aircraft was captured on 2 January 1919, at the airship hangar in Poznan. Between 28 April and 4 May 1919, it was delivered to the workshops of the Stacja Lotnicza Lawica. Subsequently, for a short time, it was used as an instructional aid at the Szkola Warsztatowa (Workshop School) at Lawica. On 26 August 1919, it was transferred to the Stacja Lotnicza Lawica. Two days later, it was sent back to the II Esk. Wlkp.
  It was probably damaged during transport, so it was returned to Lawica for repairs. On 13 October 1919, it entered the inventory of the II Esk. Wlkp. based at Babruysk. During service with the unit, the aircraft flew three combat sorties:
  - 18 October 1919 - combat sortie. Crew: ppor.pil. Stefan Luczak and plut. obs. Jozef Lipinski. Take-off: 9:10, landing: 9:30. Due to an engine failure the aircraft returned to the home airfield.
  - 19 October 1919 - combat sortie. Crew: ppor.pil. Stefan Luczak and plut. obs. Jozef Lipinski. Take-off: 13:35, landing: 15:35. Summary: reconnaissance along the route. During the mission, the observer fired from an altitude of 400 m at an enemy unit spotted in the village of Chyhyryn, firing 150 rounds. During the flight on the route of Bykhav - Chyhyryn, the aircraft received a single hit in the elevator.
  - 21 October 1919 - combat sortie. Crew: ppor.pil. Stefan Luczak and plut. Wladyslaw Dziwak. Take-off: 14:30, landing: 15:35. Summary: reconnaissance of the movement of enemy forces on the Mogilev road and the front line in the area of the river Berezina.
  Due to the planned re-equipment of the II Esk. Wlkp. with the Albatros D.III (Oef) fighters the aircraft was transferred to the Stacja Lotnicza Lawica in the first half of February 1920, and placed in storage at the depot, and subsequently struck off charge.


Halberstadt C.V (Bay) 6642/18

  This aircraft was captured on 2 January 1919, at the airship hangar in Poznan. Along with 42 other machines, it was transferred to the CSL in Warsaw on 27 January. Subsequently, it went to the CWL for assembling and inspection. The aircraft probably suffered an accident during an acceptance test flight. By 24 June 1919, it had been delivered to the CSL. On 11 September 1919, it was sent to Lawica (the acceptance commission found damage to the fuselage and wings). At least from 21 January until 10 February 1920, the aircraft was at the workshops. Its repair was abandoned, however, and it was struck off charge.


Halberstadt C.V (Bay) 6643/18

  This aircraft was captured on 2 January 1919, at the airship hangar in Poznan. At the end of April 1919, it was delivered to the workshops of the Stacja Lotnicza Lawica, where it was restored to airworthiness.
  On 8 June 1919, the crew of ppor. pit. Ludwik Piechowiak and ppor. obs. Andrzej Plachta (both from the I Esk. Wlkp.) flew a combat sortie in this machine, which consisted of a reconnaissance on the route of Poznan - Srem - Gostyn - Leszno - Krzywin - Dolsk - Srem - Poznan. The aircraft was escorted by Fokker D.VII (OAW) 8430/18 flown by rtm.pil. Tadeusz Grochowalski. The following observations were made in the report made after the sortie: At 7:10 p.m. I noticed a train going from Gostyn to Leszno and I accompanied it almost to Leszno. No movement or transport of troops was noticed at the railway station in Gostyn. There were no enemy aircraft in the air. There was no firing against our aircraft by enemy artillery.
  Before 15 June 1919, the aircraft was sent back to the II Esk. Wlkp. based at Kobylniki. A few days later it took part in another combat sortie:
  - 18 June 1919 - combat sortie. Crew: sierz. pil. Jozef Muhlnickel and sierz. sztab. obs. Tadeusz Kostro. Take-off: 20:25, landing: 21:20. Summary: reconnaissance along the route. Report from the sortie: Route of the flight - from Kruszwica via Inowroclaw, Nowa Wies' to Kirschgrund [now Leszyce in Poland], after that over the forest before the Vistula, to the place where the Vistula crosses the Kingdom border [i.e. the former border between the German and Russian zones of occupation of Poland] and back through Gniewkowo. East of Labiszyn [...] I noticed quite long fresh trenches, which are aligned with the old front lines. To the east of Rojewice I was tasked to detect batteries in unknown places. This task was impossible for me because of strong mist.
  Presumably, it was in this aircraft that the crew of sierz. pil. Jozef Muhlnickel and sierz. sztab. obs. Tadeusz Kostro flew another mission. In early July 1919, they were ordered to drop leaflets meant for Poles living in Bydgoszcz (known as Bromberg to the Germans). After completing this task, they headed for Schneidemuhl (now Pila in Poland), where they dropped the rest of the printed matter. During the flight over the town, two German Fokker D.VII fighters were scrambled to intercept the Polish aircraft. As one of the fighters approached, the observer fired a warning burst at it, which caused the pair to give up any further attempts to intercept the Polish machine, which returned safely to the airfield.
  The II Esk. Wlkp. set off for the Eastern front on 29 July 1919. Already on 4 August 1919 it deployed to Khozhevo, and the aircraft flew one combat sortie from there:
  - 6 August 1919 - group combat sortie. Crew: kpr.pil. Antoni Smytkowski and st. szer. obs. Tadeusz Dzierzgowski. Take-off: 5:55, landing: 7:20. Summary: bombing of the railway station in Minsk by a section of three Halberstadt C.V and one LVG C.V biplanes, escorted by Fokker D.VII (OAW) 8355/18 flown by por.pil. Edmund Norwid-Kudlo. The observer took four 12.5 kg bombs on board. Despite the morning mist rising over Minsk, the section reached its target and began bombing without problems. Apparently, the attack resulted in a steam engine depot probably set on fire and one locomotive damaged; moreover, 28 Soviet soldiers were killed and 12 more seriously injured; according to another report, two steam engines were destroyed, an armored train was damaged, and tracks were broken.
  On 9 August 1919, the II Esk. Wlkp. moved to Serebryanka. The aircraft was taken there by rail, which suggests that it may have been damaged or suffered a failure during the sortie on 6 August. It was sent back to the Stacja Lotnicza Lawica on 14 August. No repair was undertaken. The aircraft went into storage, and was subsequently struck off charge.


Halberstadt C.V (Bay) 6644/18

  This aircraft was captured on 2 January 1919, at the airship hangar in Poznan. Before 24 March 1919, it was delivered to the workshops of the Stacja Lotnicza Lawica, where it was restored to airworthiness. Subsequently, it was transferred to the II Esk. Wlkp. then being formed at Lawica and marked with the code No. II. On 2 April 1919, the unit departed to the front line and deployed at Kleka. In subsequent weeks, the aircraft flew at least six sorties.
  The Eskadra moved to Kobylniki on 7 June 1919. Between 21 June and 5 July, the aircraft was sent back to the Stacja Lotnicza Lawica. It was probably seriously damaged and struck off charge.


Halberstadt C.V (Bay) 6645/18

  Another aircraft captured on 2 January 1919, at the airship hangar in Poznan. Before 24 March 1919 it was restored to airworthiness and entered into the inventory of the II Esk. Wlkp. It was probably exchanged for Halberstadt C.V (Bay) 6648/18 before the unit left the front line, and went to the Szkola Obserwatorow at Lawica. In early May 1919 it was delivered again to the II Esk. Wlkp. based at Kleka. In mid-June 1919, it went to the workshops of the Stacja Lotnicza Lawica. Between 28 July and 3 August 1919, it was allocated to the Stacja Lotnicza Lawica. On 30 August, it returned to the II Esk. Wlkp. based initially at Serebryanka, and from 2 September, at Babruysk. During service with the unit, the aircraft flew two sorties:
  - 7 September 1919 - cross-country flight to Babruysk. Crew: ppor.pil. Stefan Luczak and kpt. obs. Leon Raden. Take-off: 8:20, landing: 9:35.
  - 12 September 1919 - combat sortie. Crew: ppor.pil. Stefan Luczak and kpt. obs. Leon Raden. Take-off: 17:25, landing: 18:35. Summary: bombing of a Soviet armored train.
  Around the end of September and beginning of October 1919, the aircraft was sent to the Stacja Lotnicza Lawica, where it was struck off charge.


Halberstadt C.V (Bay) 6646/18

  Another aircraft captured on 2 January 1919 at the airship hangar in Poznan. Before 24 March 1919, it was delivered to the workshops of the Stacja Lotnicza Lawica, where it was restored to airworthiness. Subsequently, it was transferred to the II Esk. Wlkp. then being formed at Lawica, and marked with the code No. I. On 2 April 1919, the unit departed to the front line and deployed at Kleka.
  In subsequent weeks the aircraft flew at least six sorties.
  Before 26 May 1919, the aircraft was sent to the Stacja Lotnicza Lawica, where presumably it was allocated for use at an air observers’course. At the end of June, it returned to the II Esk. Wlkp. based at Kobylniki. The Eskadra set off for the eastern front on 29 July 1919. By 4 August, it was deployed at Khozhevo. The aircraft was lost during its first combat sortie:
  - 6 August 1919 - combat sortie. Crew: plut.pil. Wladyslaw Filipiak and sierz. sztab. obs. Tadeusz Kostro. Take-off: 5:55. Summary: bombing of the railway station in Minsk by a section of three Halberstadt C.Vs and one LVG C.V escorted by Fokker D.VII (OAW) 8355/18 flown by por. pil. Edmund Norwid-Kudlo. The observer took four 12.5 kg bombs on board. Despite the morning mist rising over Minsk, the section reached its target and began bombing without problems. Apparently, the attack resulted in a steam engine depot probably set on fire and one locomotive damaged; moreover, 28 Soviet soldiers were killed and 12 more seriously injured; according to another report, two steam engines were destroyed, an armored train was damaged, and tracks were broken.
  During the bombing, the crew of Halberstadt C.V (Bay) 6646/18 noticed that an armored train was departing from another Minsk station towards Barysaw. They decided to drop their last bomb on it. The observer hit the railway track in front of the train, forcing it to stop. Consequently, the pilot descended from 1,500 m to 600 m, allowing the observer to start strafing with his machine gun. The crew of the armored train returned fire using an anti-aircraft gun. Shrapnel from one of the shells hit the wing of the Polish machine, starting a fire. Under the circumstances, the pilot had no choice but to make a forced landing.
  The circumstances of the landing and capture by Soviet soldiers were described in detail in a press article published in the Polska Flota Napowietrzna journal No. 6-7/1919: Attempting to evade the pursuit, they alighted, risking their lives, on a forest, 30-35 km beyond Minsk, at a significant distance from the rail track and train. Fortunately, they avoided crashing and climbed down from the trees without injuries. The machine burst into flames. However, they did not manage to escape and hide, because they were noticed by Red Army soldiers nearby, who immediately ran up and, waving their rifles, threatened to shoot them on the spot. The situation was unenviable. It was necessary to act at once. To talk their way out somehow, lie or cheat, whatever, just to appease the aggressors. Then one of our airmen comes up with an unusual idea. Since they were both in flying suits and nothing outside revealed their affiliation with the Polish Army in any way, they decided to pretend to be German Bolsheviks and, without deliberation or hesitation, began to tell the Bolsheviks in a broken Russian they had learned once during their stay in Ukraine that they had flown to them intentionally from Warsaw, where they had been forced to serve in the Polish Army, wanting to get to Russia to work and fight together with them. This unusual explanation of our men somehow convinced the Bolsheviks, who calmed down so much that they even looked at them with friendship and respect. The alleged German friends were taken to Minsk, where they were presented to the HQ of the group operating on the Minsk front. Here our brave men, who were looking in vain for an opportunity to escape, were welcomed enthusiastically.
  Eventually, both aviators managed to escape and return to the unit (plut.pil. Wladyslaw Filipiak was the first to report, arriving on 13 August 1919).


Halberstadt C.V (Bay) 6647/18

  This aircraft was captured on 2 January 1919, at the airship hangar in Poznan. Before 8 March 1919, it was delivered to the workshops of the Stacja Lotnicza Lawica, where it was restored to airworthiness. Subsequently, it was transferred to the II Esk. Wlkp. then being formed at Lawica, and marked with the code No. III. On 2 April 1919, the unit departed to the front line and deployed at Kleka. In subsequent weeks the aircraft flew at least six sorties.
  At the end of May 1919, it was sent back to the Stacja Lotnicza Lawica, where it was overhauled in July. During an acceptance test flight, it turned out that the aircraft required additional work (or it was damaged). In September 1919 it was at the workshops again. Its further repair was abandoned, however, and it was struck off charge.


Halberstadt C.V (Bay) 6648/18

  Another aircraft from the airship hangar in Poznan, captured on 2 January 1919. Before 24 March 1919, it was delivered to the workshops of the Stacja Lotnicza Lawica, where it was restored to airworthiness. Subsequently, it was transferred to the II Esk. Wlkp. then being formed at Lawica and marked with the code No. IV. On 2 April 1919, the unit departed to the front line and deployed at Kleka.
  In subsequent weeks the aircraft flew at least three sorties. During the last one, the aircraft made a forced landing about 65 km from the airfield and was damaged. Subsequently, it was sent to Lawica, where repairs commenced between 18 and 25 August 1919. Soon, the overhaul was aborted, and the aircraft was struck off charge.

Halberstadt C.V (Bay) 6649/18

  This aircraft was captured on 2 January 1919 at the airship hangar in Poznan. In mid-April 1919, it was delivered to the workshops of the Stacja Lotnicza Lawica, where it was restored to airworthiness. Subsequently, it was transferred to the II Esk. Wlkp. then being formed at Lawica. On 2 April 1919, the unit departed to the front line and deployed at Kleka.
  In subsequent weeks the aircraft flew at least two sorties.
  Before 27 May 1919, it was sent back for repairs to the workshops of the Stacja Lotnicza Lawica. At the end of June, it returned to the II Esk. Wlkp. based at Kobylniki. The Eskadra set off for the eastern front on 29 July 1919. Already on 4 August, it was deployed at Khozhevo, and five days later it moved to Serebryanka. From 2 September 1919, it was based at Babruysk. During the period spent on the Eastern front, the aircraft flew two combat sorties:
  - 6 August 1919 - combat sortie. Crew: ppor.pil. Stefan Luczak and kpt. obs. Leon Raden. Take-off: 5:55, landing: 7:20. Summary: bombing of the railway station in Minsk by a section of three Halberstadt C.V and one LVG C.V biplane escorted by Fokker D.VII (OAW) 8355/18 flown by por.pil. Edmund Norwid-Kudlo.The observer took four 12.5 kg bombs on board. Despite the morning mist rising over Minsk, the section reached its target and began bombing without problems. Apparently, the attack resulted in a steam engine depot probably set on fire and one locomotive damaged; moreover, 28 Soviet soldiers were killed and 12 more seriously injured; according to another report, two steam engines were destroyed, an armored train was damaged, and tracks were broken.
  - 23 August 1919 - combat sortie. Crew: ppor. pil. Stefan Luczak and kpt. obs. Leon Raden. Take-off: 7:15, landing: 9:45. Summary: bombing of the railway station and fortress in Babruysk. The observer dropped four 12.5 kg bombs on the designated targets.
  On 8 September 1919, the aircraft was damaged and sent back for repairs at the workshops of the Stacja Lotnicza Lawica. No repair was undertaken - it went into storage and was subsequently struck off charge.


Halberstadt C.V (Bay) 6650/18

  This aircraft was captured on 2 January 1919 at the airship hangar in Poznan. Along with 42 other machines, it was transferred to the CSL in Warsaw on 27 January. Subsequently, it went to the CWL for assembling and inspection. The aircraft probably suffered an accident during an acceptance test flight. By 24 June 1919, it had been delivered to the CSL. On 11 September 1919, it was sent, less its engine, to Lawica (the acceptance commission found damage to the fuselage and wings). No repair was undertaken, and the machine was struck off charge.


Halberstadt C.V (Bay) 6661/18

  This aircraft was captured on 4 February 1919, after it was hit by ground fire of the Polish infantry and forced to land (the German crew were taken prisoners). One of the participants of this action, Antoni Jasiak, reported: In the morning at Slupia Kapitulna one aircraft was shot down with 2 officers who were taken prisoners, the entire company with rifles participated in shooting at the aircraft.
  The damaged aircraft was transferred to the Stacja Lotnicza Lawica. It appears for the first time in surviving documentation at the end of October 1919, (at the time it was at the workshops). On 16 November 1919, it entered the inventory of the II Esk. Wlkp. based at Babruysk. It failed to fly any combat sortie.
  Due to the planned re-equipment of the II Esk. Wlkp. with the Albatros D.III (Oef) fighters, in the first half of February 1920, the aircraft was transferred to the Stacja Lotnicza Lawica and placed in storage at the depot, and subsequently struck off charge.


Halberstadt C.V (207/18)

  The aircraft was probably captured on 6 January 1919 at Lawica airfield. Before 24 March 1919, it went to the Szkola Pilotow at Lawica. Later on, it was transferred to the II Esk. Wlkp. It was lost in an accident at Kleka, killing the crew of plut.pil. Lukasz Durka and plut. obs. Stanislaw Kruszona.The crash was caused by a pilot error and by the use of poor-quality fuel.



Halberstadt C.V Aircraft in Poland
German Serial Type and Manufacturer Works number Polish serial Code number Engine type (works number)
6641/18 C.V (Bay) 2161 none none Benz Bz.IV (22373)
6642/18 C.V (Bay) 2162 none none Benz Bz.IV (34911)
6643/18 C.V (Bay) 2163 none none Benz Bz.IV (34843)
6644/18 C.V (Bay) 2164 none II Benz Bz.IV
6645/18 C.V (Bay) 2165 none none Benz Bz.IV (30746)
6646/18 C.V (Bay) 2166 none I Benz Bz.IV (32936)
6647/18 C.V (Bay) 2167 none III Benz Bz.IV
6648/18 C.V (Bay) 2168 none IV Benz Bz.IV
6649/18 C.V (Bay) 2169 none none Benz Bz.IV (33183)
6650/18 C.V (Bay) 2170 none none Benz Bz.IV (34887)
6661/18 C.V (Bay) 2181 none none Benz Bz.IV (34539)
no data C.V no data 207/18 none Benz Bz.IV