А.Александров, Г.Петров Крылатые пленники России

С "Авиатиками Б. II" русские летчики познакомились благодаря попавшим в плен австрийским самолетам. Германская компания "Аутомобил унд Авиатик АГ" (Aviatik В. II; Automobil und Aviatik AG) появилась в 1911 г. в результате слияния двух производств. Довольно быстро выдвинувшись в ряды крупнейших авиастроительных фирм, в 1914 г. она дала рождение дочернему предприятию в Австро-Венгрии, венскому "Флюгцойгфабрик Авиатик" (Oesterreichisch-Ungarische Flugzeugfabrik Aviatik), которое воспроизводило немецкие конструкции и создавало свои собственные. В Германии "Авиатик Б. I" существовал в двух- и трехстоечной конфигурации, а годом его создания был 1914-й. Отличительной особенностью модели служили слегка стреловидные крылья; у "Авиатика Б. II" 1915 г. она исчезла, а 120-сильный "Мерседес" сменил 100-сильный. Австрийский "Б-второй" возник летом 1914 г. на базе оригинальной германской модели П14 (P14), сохранив первоначально ее черты, но неся двигатель "Даймлер" 120 л. с. Летная практика выявила недостатки в управлении, для устранения которых потребовалось увеличить элероны и рули, и слабость мотора, после чего некоторые аппараты получили 150-сильный "Даймлер". Несмотря на улучшения, скороподъемность оставалась поразительно малой: высота 1000 м достигалась в течение полутора часов! Австрийский "Авиатик Б. II" выпускался в нескольких сериях: 32, 32.7 и 34-й. Первые две использовались главным образом на русском фронте, где служили в 3,11,13 и 14-м авиаотрядах в период с сентября 1914 по сентябрь 1915 гг. Серия 34 была модернизированной, на ее аэропланах стояли 150-сильные "Даймлеры", лобовые коробчатые радиаторы (вместо боковых "Хазет") и иногда передатчики беспроволочного телеграфа. Применение усовершенствованных "Авиатиков" длилось с сентября 1915 г. примерно до начала 1917 г., на Востоке они летали в 1,3,5, 11, 13, 14, 18, 20, 22, 26 и 27-м отрядах и зарекомендовали себя надежными многофункциональными аппаратами. На фотографии 16 можно увидеть трофейный "Авиатик Б. II" - одну из ранних машин с "недоразвитыми" рулевыми поверхностями. Самолет лишен каких бы то ни было опознавательных знаков, по крайней мере на фюзеляже и верхних крыльях.
   "Попался!" - думали, вероятно, солдаты 7-го корпусного авиаотряда, транспортируя другой "Авиатик" серии 32, с номером 32.32 и именем IRMUS на фюзеляже (17, из коллекции ЦГАКФФД). Стоит обратить внимание на австрийские опознавательные знаки - красные и белые полосы на крыльях, корпусе и руле поворота, и измененную форму последнего и рулей глубины. Про аппарат 34-й серии, с номером 34.18, можно было бы сказать: "Долетался!" (18, 19). 5 января 1916 г. этот самолет, пилотируемый Гансом Грейнером (звание неизвестно) и наблюдателем оберлейтенантом Эгеном Кайзером (Hans Greiner, Eugen Kaiser) из Flik 5, выполнял воздушную разведку, но из-за поломки двигателя совершил вынужденную посадку в районе Здолбуново. Его отремонтировали, и он служил в нашем 18-м корпусном авиаотряде. Не исключено, что он же, но уже с русскими кокардами, изображен на следующем снимке (20). Очевидно, что австрийский "второй" сохранил стреловидные крылья германского "первого", тогда как пулемет "Кольт" (Colt) в задней кабине (у машин серии 34 пилот находился в передней) являлся чисто русским новшеством. В армейской авиации "Кольт" ("Кольт-Браунинг" обр. 1895-1914 гг., калибр 7,62 мм, вес 15,87 кг, скорострельность 480-500 выстрелов в минуту) был одним из наиболее распространенных видов автоматического вооружения, а пропеллеры марки "Интеграл" пользовались просто всеобщей популярностью.

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

Aviatik 30.03

  The 30.03 biplane was the first aircraft assembled by the Aviatik company in Vienna with help of skilled workmen loaned by the German Aviatik company. Identified on existing manufacturer's drawings as the prototype for the B.II series 32 biplane, the 30.03, powered by a 100 hp Daimler engine, was accepted in September 1914. In mid-1915, the 30.03 was tested with both 150 hp and 160 hp Daimler engines with a box radiator installed over the engine in preparation for producing the “improved B.II" series 34. The 30.03 was later attached to Flek 3 as a trainer and was officially written-off in May 1918.


Aviatik B.II Series 32 and 32.7

  On 22 July 1914, the newly-organized Aviatik company received an LA order for 33 (later reduced to 23) biplanes based on the original P 14 design and powered by a 120 hp Daimler engine. These aircraft were designated oAv-1 to oAv-23. Since delivery was of the utmost urgency, the LA command recognized that components or even airframes for the initial 10 aircraft must come from Germany. With the help of skilled workmen on loan from the German company, the first four Austrian-built biplanes (including the 30.03 prototype) were completed and accepted in September 1914. On 4 March 1915, an additional 21 biplanes were ordered followed by four on 15 September 1915, giving a total of 48, the last of which was accepted in December 1915. In February 1915, the aircraft were re-designated Aviatik B.II series 32 and numbered 32.01 to 32.48.
  Initially, pilots reported unpleasant flight characteristics. At full throttle and in a climb the B.II pulled strongly left, and in a glide pulled to the right. Flying in gusty weather was very tiring. Because of the small controls, the aircraft had a tendency to veer off course which required the pilot's constant attention. This was ameliorated by increasing the aileron and rudder surfaces and changing the wing adjustment. The B.II was underpowered; consequently in August 1915 a 150 hp Daimler engine was installed in some aircraft. From September 1914 until withdrawal in September 1915, the B.II was used for unarmed reconnaissance by Fliks 3, 11, 13 and 14 on the Eastern Front where operating altitude was not a factor. Even here, Flik 14 reported that one B.II required one and a half hours to reach 1000 meters (3281 ft)! In the mountainous terrain of the Karnten Front, Flik 16, having received seven B.II biplanes in early June 1915, found that none could climb above 2900 meters (9515 ft) - not nearly high enough to evade ground fire from Italian troops holding positions at 2800 meters (9187 ft). In fact, Flik 16 did not operate over Italian lines until the arrival of the Lloyd C.II in September 1915. At the end of 1915, the B.II series 32 biplanes were withdrawn from the Front and assigned to Fleks 2-6, 8, and 9 as basic trainers. Nine were still active in July 1917. Those which were not modified for dual control retained the original serial number.
  In late 1915, Flars ordered 12 Aviatik B.II dual-control trainers numbered 32.51 to 32.62 and fitted with reconditioned 120 hp Daimler engines. The contract was signed on 5 February 1916, at which time delivery was already under way. It is probable that these were re-built aircraft for they do not appear in the Flars new aircraft acceptance lists. A total of 26 B.II biplanes were re-built as dual-control trainers. In May 1916, the designation B.II series 32.71 to 32.96 was established to set them apart from the standard B.II series 32 biplanes. The dual-control trainers were re-designated as follows:
Conversion Number Original Number Conversion Number Original Number
32.71 32.01 32.84 32.52
32.72 32.04 32.85 32.53
32.73 32.08 32.86 32.54
32.74 32.15 32.87 32.55
32.75 32.16 32.88 32.56
32.76 32.17 32.89 32.57
32.77 32.26 32.90 32.29
32.78 32.28 32.91 32.45
32.79 32.34 32.92 32.58
32.80 32.41 32.93 32.24
32.81 32.42 32.94 32.59
32.82 32.43 32.95 32.33
32.83 32.51 32.96 32.39
  Until the advent of the Aviatik trainers, Austro-Hungarian aircrews received their instruction on single-control aircraft. Dual-control lessons began on 15 March 1916 at Flek 4, followed in short order by Fleks 2 and 3. In July 1917, the remaining 15 B.II series 32.7 trainers were scheduled for replacement by the Brandenburg B.I(Fd), but five or six were still flying in mid-1918.

Aviatik B.II Series 32 Specifications
Engine: 120 hp Daimler
Wing: Span Upper 14.00 m (45.93 ft)
Span Lower 10.54 m (34.58 ft)
Chord Upper 1.88 m (6.17 ft)
Chord Lower 1.88 m (6.17ft)
Sweepback Upper 4.5 deg
Sweepback Lower 4.5 deg
Gap 1.91 m (6.27 ft)
Stagger 0 m (0 ft)
Total Wing Area 45 sq m (484 sq ft)
General: Length 8.63 m (28.31 ft)
Height 3.15 m (10.33 ft)
Track 2.05 m (6.73 ft)
Empty Weight 825 kg (1819 lb)
Loaded Weight 1250 kg (2756 lb)
Maximum Speed: 110 km/hr (68 mph)
Climb: 1000m (3,281 ft) in 10 min 20 sec


Aviatik B.II Series 34

  Because the B.III was not ready for production, Flars directed Aviatik to continue building the B.II to avoid interrupting output. Flight trials of the "improved B.II" were performed with the 30.03 prototype. Assembly was already in progress, when in September 1915 contracts were signed for 24 B.II series 34 biplanes, followed on 30 November 1915 by a second batch of 25. These were numbered 34.01 to 34.49. The occurrence of the serial number 34.00 in Flars records leads to the assumption that this may have been a production prototype or possibly aircraft 30.03. The B.II series 34 was fitted with a 150 hp Daimler engine and a box radiator mounted over the engine. In most other respects, the airframe was identical to the B.II series 32. Acceptances began in September 1915 and ended in April 1916.
  Beginning September 1915, the B.II series 34 was supplied to Flik 16 in Karnten; Fliks 2, 4, 8, and 12 on the Isonzo Front; and Fliks 1, 3, 5, 11, 13, 14, 18, 20, 22, 26, and 27 on the Eastern Front. Being higher powered, the B.II series 34 was well-received and provided reliable service as a general-purpose machine. Some machines were equipped with a wireless transmitter for artillery spotting. Infrequent bombing attacks were flown by aircraft carrying three 20kg (44 lb) bombs, dropped by the observer through a trap-door in the fuselage.
  The B.II series 34 was gradually retired from service beginning in mid-1916 and, as customary, transferred to training units. Beginning in January 1917, as they came to Aviatik for repair, 43 B.II series 34 were fitted with dual controls. Twenty-three trainers were in service on 31 August 1917, and a handful were still flying in late 1918.

Aviatik B.II Series 34 Specifications
Engine: 150 hp Daimler
Wing: Span Upper 14.00 m (45.93 ft)
Span Lower 10.58 m (34.71 ft)
Chord Upper 1.88 m (6.17ft)
Chord Lower 1.88 m (6.17 ft)
Sweepback Upper 4.5 deg
Sweepback Lower 4.5 deg
Gap 1.91 m (6.27 ft)
Stagger 0 m (0 ft)
Total Wing Area 45 sq m (484 sq ft)
General: Length 8.63 m (28.31 ft)
Height 3.15 m (10.33 ft)
Track 2.05 m (6.73 ft)
Empty Weight 830 kg (1830 lb)
Loaded Weight 1220 kg (2690 Ib)
Maximum Speed: 123 km/hr (76 mph)
Climb: 1000m (3,281 ft) in 8 min 30 sec

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

30. Flugzeuge der Österreichischen Aviatik-Werke Wien, Stadlau
30.03 Aviatik DD Av-03 (Österr. Aviatik-Werke) Dm 150
31.24 Aviatik B.I (Österr. Aviatik-Werke) Dm 120
31.71 — 31.78 Aviatik B.I (Umbau, Doppelsteuer) Dm 120
32.01 (ex 31.24) Aviatik B.II Dm 120
32.02 — 32.48 Aviatik B.II Dm 120
32.50 — 32.62 Aviatik B.II Dm 120
32.71 — 32.96 Aviatik B.II (Umbau, Doppelsteuer) Dm 120
34.00 (ex 30.06) Aviatik B.II Dm 150, Dm 160
34.01 — 34.49 Aviatik B.II Dm 150