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    1902207572.windsock Datafiles 102 Aviatik B-Types

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    AVIATIK B-TYPES By P M Grosz WINDSOCK DATAFILE 102 HISTORY he German Fiegertrunpe went into I ballle in August 1914 equipped with a dependable triumvirate of general-purpose and bombing biplanes Duilt by Aviatik, Albatros and LV.’ Fine- tuned by a succession of pre-war record- breaking flights, the Avistik B-type biplanes, esteemed for their rugged construction, weight-carrying aud loug- range capabilty, eonstiniter an impertant component of the German air service well into late 1915. Aviatik is founded The Automobil und Aviatik AG came Into betng on 10 December 1909 when Georges Chatel merged his Fahrrad und Automobilfabrik. a bicycle and auto- ‘motive chassis builder, with Aviatik GrabH, a company jointly owned by Chatel and Henri Jeannin, a director of the Argus Motoren Werke in Keinickeadort, Berlin, Very much a French-speaking Alsatian enterprise, the Aviatik factory, located in Mahlhausen (now Mulhouse, Alsace). began by bullding French Farman and Hanriot aircraft under licence for sport ‘and competition purposes and for the Aviatik flight schoo! based at the near- by Habsheim airfield.’ The company’s involvement with the Fliegertruppe began on 15 December 1910 when the first AviatikeFarman pusher biplane was delivered; however, military business remained sparse in the years 1911 and 1912 as Aviatik only booked orders for 12 modified Farman pusher biplanes and two Haniriot monoplanes. To break the dependence on foreign designs and avoid having to pay license fees, Aviatik chief engineer Diplom- Ingenieur Robert Wild, a Swiss citizen, designed a large, powerful biplane whieh became the prototype of the Blype muchines Giscussed in this monograph. A successful design Irom the start, the - Avialik Doppeldecker Type Militar (type P13) signified the beginning of a brilliant engineering career by Wild that brought fame and fortune to Aviatik:' There is no doubt that Wild's biplane design reflected the renowned Swiss reputation for sclid ‘raftamanehip, durability and integrity attributes appeating to German airmen as well Aviatik B-‘Type P 13 The public first learned of the P 13in May 1912 when it was reported that the newest Aviatik DD Type Militar with Chefpitot Alincourt at the controls had demonstrated ‘very nice test flights’ and ‘made extended overland flights with passengers aboard,” The Avintik P13 was a large aircrall lilled either wilh S¥sbay (15 metre span) or 4-bay (15 mere span) wings. Exposure at pre-war aero- nautical competitions throughout Germany and at mittary establishments by Aviatk’s v2 salled plots, ramely Paul Viktor Stocfiler later Chefpitot), Emile (Emil) Jeannin, Carles (Karl) Ingold and Emst Schlegel, served to publicise the company and Its admirable biplanes.’ Aviatik B - Type P 14 Wild's next design, the smaller Aviatik P 14, had a 2%-hay wing cellule (14.5, metre span), structural refinements and improved streamlining. The stable fight 1). The Aslatik P 13 prototype, designed by Robert Wild, was assembled in April-May 1912to chock wing aud rigging altgnments, Aviatik pilot Charles Ingold poses In the rear plot's seat The broad, three bay upper wing Was additionally supported by two king- posts Oited over the outer front wing struts Power was supplied by a four-cylinder 100% Argus engine. 2), The same Aviatik P 13 prototype, now iuity covered but without engine cowling installed. The outer wing cable bracing has been replaced by diagonal wing struts. The foorsvhecled and skid awsenbly was intended ws protection from the rough Arflelds that were often unavoidable. 3), Aviatik B.21/13 (P 12) was among the mmochines that Aviatik delivered with varving degrees of sweepback, stagger and, as shown here, accentuated lower wing dihedral for service testing. In the background can be cen the enormous Pforzheim crowd that locked to se the newfangled flying machines im action. The second aireraft is a Kumpler Taube A212 eamed ‘Stahecker tn howour of the Becker steel works that donated the aircraft to the Fliegerzruppe. The third ar- (raft in the distance is an Otto pusher, 1), Aviatie 0.62/13 (F 18) oF PetETger Abteilung’, powered by a 100hp Argus As engine, at a military exercise 1n 1911. The ‘Suebay wing cellule and the four wheeled undercarriage was typical of the prewar Stossfahrgestell,inleaded to prevent nose- overs, were only partially effective. 5). Having secu better days, this prewar and patched-up Aviatik B (P 13, w/a 151) powered by a fourcylinder 86-hp Argus engine, was still active asa haste trainer at ‘Avlathi-Bork Oyiny seve bo 1917 » Robert Wild for the Aviatik PL prototype te readily apparent From referencon in the nviation press, itis evident that the Aviat je clean and elegant Hines conceived bY Pa made ie deb 1913, Power wns supplied by a sixceylinder 100hp Mercedes Cngine. On the tail is printed ‘A. & Aviatle AG. Mdhthausen 1 (-F-4n BlsaserAlsace. 1. Apre-war Aviatik P 14 in Might showing, the national civil aircraft identification, » tireled ‘D'or Deutschland) and the Aviat company identification ‘A.K: followed by the aireraft number “15 petirg coven: Avlatk B Ld No.tS operated with the company’s own school at Leipslg Mockau ‘during late 1916. It saw extensive training lane and was repaired and replied more than once! characteristics and load capacity im pressed fliegertruppe authorities aud iniilary purchases folloyed in due course. In 19138 total of 101 E-type tractor D- planes based on types # 13 and P14 fitted with wing celules of varying wing span were ordered. n terms of numbers, ‘more Btypeaircralt were purchased from Aviatik in 1913 than from any other manufacturer” Aviatik B- Type P15 Arriving on the scene in 1918 at about the same time as the P 14, the elegant AviatikP 15 was the ultimate expression of Wild's design creativity. The type festured two-bay wings, @ (ail fin and a ‘more compact fuselage. To inerease the bombluad capacity, type I 15 was also bull with large son, -bay wings. Power ‘was supplied by either a 100-hp Argus tor Mercedes engine. It ts clear from the military orders that mamufacture of the types P14 and P 15 ran in parallel through 1914 and into early 1915. As will be dis cussed later, the Flieyeriryppe acknowh ediged the existence of the Aviatik P 158 and P 15b models whose exact descrip tion remains to be discovered, Aviatik takes the prize In keeping with the times, Aviatik estab- lished a lying school at Habsheim pri ‘marily to profit from the substantial fees paid by the German army for training pilots, an Important source of pre-war revemie for most German aircraft frms Competing for National Figspende prizes, Stoeffler and Ingold established several distance and duration rocords that gave the Aviatik biplanes a solid reputation for reliability and performance" The cuk mination of Aviatik’s rise to prominence ‘came on 13 December 1913, when the Nationel Flugspende awarded chief pilot Stoeitler the munificent first prize of 100,000 marks for his achievements in 1913 (the award was shared with the company). It is no exaggeration to say that the Wild-inspired designs were responsible for Aviatik’s rapid growth as a military supplier. At the international Vienna Alugvocke in June 1914, French airmen in their delicate and speedy alt Graft encountered the lumbering Aviatiks ‘whose bulk they smirkingly disparaged as those flying mansions.’ But when war began, it was the Avietik ‘mansions’ (ané those of Albatros and LVG) that possessed the range. stability and bomb capacity to harass Ule French troops far beyond the fechle ieffectivencas of the hapless Taube monoplanes. Aviatik abroad The publicity resulting trom an tmpres- sive array of long-distance and duration flights brought the name Aviatik to the attention of manufacturers in other countries, After Viktor Stoeffler ané Arthur Faller won second prize in the Italian f April 1913, a snaaulacturing licence was oblained by the Officine Moncenisio and ‘Stablimenti Farina. Known as the SAML. Aviatik, these biplanes participated in ‘the war on the Allied side.” Aviat also, sold biplanes to Belgium, Bulgaria and Fussia, eventually signing a lleence agroc- ment with Anatra in Odessa who pro- chuced several variants throughout the var.” In April 1914, the nascent Swiss sir serviee purchased a single Aviatik P L4 for a run-off competition with four air- crait built by Ponnier, Bleriot. LVG and Lohner. According to a Swies acro hie tory, six IVG hiplanes were purchased. because they had been designed by the Swiss citizen Franz Schnelder. Evidently ‘the [purchasing] commission was ul- ‘aware at the time that the Aviatik biplane ‘was designed by the Swiss Genie-Leutnant Robert Wild." With war imminent in July 1914, Weiser é& Sohn in Vienna joined forces with Avialik lo manufacture bi- planes for the Luftfahrtrappe in Austria Hungary. While Weiser tooled up to pro- duce the licenced type in Vienna, the German Aviatik factory delivered a total of 25 biplanes to the hard-pressed Austro- Hungarian ally Aviatik moves out of danger In light of the growing tensions between France and Germany, the German nillitary command had planned for the immediate evacuation of critical indus- tries located in border areas likely to be near the fighting. On the afternoon of general mobilisation on 1 August 1914, ina lightning action, the unfinished Avialik airframes, machine tools and factory in- ventory were loaded and whisked away (on 50 railway trucks across the Rhine to Freiburg in an overnight anspor, leaving 4 stripped factory to welcome the invad- ing French troops.” Production output barely skipped a beat. But Frefburg soon came within range of French day and 8). In the pre-war years Aviatik operated a Aying school at Habsheim on the outskirts ‘of Mulhouse where this Aviatik P 14 powered by a 120bp Argus engine awaits clearance tor takeot 9), Avlatik B.268)13, of 13 machines, n lered by the Fliegertruppe in late 1913. ‘The ample sweepback and lower wing die- ral coupled with broad fuselage sides pro- ‘vided sufficient stability to dispense with the tallfin. A 100-hp Mercedes engine sup- plied the power. 10), Aviat B.268/13 P 14 with Willy Trick, 4 former Aviatik mechanic, who volunteered to become a pilot and accompany an Avitik biplane to German South West Africa with the hacking of the National Flug Spende. ‘The structural simplicity and clean finish throughout are impressive. The rear of the gravity tank has a glass, fuel-level gauge. 1), Fait Aviat B.268/13! The undated war- time photograph provides an opportunity to study the early war markings consisting of 1) a straightedged cross on the upper wing and rudder, 2) aircraft identification ‘Avlatk B.268/13' stencilled on tailplane and Jevaiors, 3) "Aviatik’ and “B.268/13" sten- ‘illed above and below the rudder eros. 12). The peripatetic Aviat B.100/14 (P 14), named Karlsrihe, was vividly decorated with masaive irom crosses nnd proudly dis- plays the names of battle areas and towns ‘over which it had flown. l was powered by 2100p Argus As engine, 19), AviaikB (14) in an oftrepeated scenario, ‘with curious bystanders giving inane advice as the plot wonders what happened to his undercarriage. 14). This Aviatik B.120/14 P 14), eaptured Intact, was the firat victory In which the roted French ace Jean Navarre participated when oberver Lieutenant Robert shot it down on 1 April 1915. 15). While a tyro pilot trainee burns the {gate out of is engine, a mix of Aviatik and Albatros Btype trainers stand in stoic silence. ihe foreground is Albatros B.1 816/14, followed by Aviatik B.333/14 (P 14) and Avlatik B.512/15 (P 15). Alvis night bombers, inducing Aviatik, at idlieg’s behest, to relocate to Lelpalg Heiterbtick where manufacture beyan in alarge new factory In June 1916. in mic-1914, Aviatik employed about 200 workers in Maht hausea, increased to 700 workers in Frelburg and with the move to Leipzig- Heiterblick reached a maximum of 1600 employees in 1918, The Aviatik flying school, relocated from Freiburg to Leipzig-Mockau (Fabrik- Hlegerschule LeipzigMockau), was des- troyed by fire at the end of 1916, Sub- sequently Aviatik purchased the Grade fying schoo! facities at Bork (near Berlin) and moved there in June 1917. Grade had been a popular prewar venue for flix instruction at its private flying scho« During the war, Grade repaired altcraft and when Aviatik purchased the property the labour force stood at about 100 ‘workers, At Bork, flight training was per- formed with a variety of combat-weary AviatikB-types which were repaired there aswell The Aviatik Btypes in service In early 1914, Oberst von Eberhardt, the then Inspekteur der Fliegertrippen in a staf appreciation had this to say about the Aviat biplane: “The Aviatik was a good, sale aincratl, Mecioere rate of climb (800 mn in 11 12 min). Ability to take-off and land most anywhere. Very yood load carry: ing capacity. Observation [from ai craft] slmllar to ING [e, coulel be ir proved]. Assembly casy. Well suited for {ground} transportation. Unconsition- ally combat useable. Generally these credentials paralled those employed for Albatros and LVG biplanes. These were the biplanes with which the Miegertruppe went to war. So sharing the spotlight with Albatros and LVG, the Aviatik biplanes particularly were valued for their ability to carry heavy loads and were often flown on long range bombing sorties under primitive field conditions. This was precisely the reason why they formed the complement of the first bombing units, code named BrieRauben Abteilung Ostend (established 27 November 1914) and Brieftauben Abteilung Metz (established 17 August 1915). ‘The unarmed Aviatik B.114/14 (P14 tu/n 281) has the distinction of being the first German aixcraft downed in alr-to- air combat - over Muizon by French Semgent aviateur Joseph Frantz and gunner Louis Quénault flying a Voisin (V 89) pusher on 5 October 1914. Another distinction befalls Aviatik According to historian Alex Imrie. Aviatik B,192a/13 was ‘the first German aircraft to be armed with a gun for offensive purposes April 1915, Hauptmann Hugo Geyer and Oberleutnant Egbert Kihn of Feld- Flieger Abteilung 48 attacked a French formation of three Voisin pushers, shooting one down near Altkirch, 4 Rev Ie ais 1) 16 and 17; Flasked by two colonial veterans ln dress uniform, Aviatik pilot Wily Trick poses on the Habsheim airfield with the Aviatik P 14, powered by a 100-bp Argus , that he would take to Africa. For providing mechanle Trick's fight training, ‘Avlatk recelved 8000 marks from the National Flug Spende. For sending Trick, a mechanic ‘and one aircraft to Africa for tropical trials over a period of three months, a total of 15,000 markes was provided by the German colonial office. Triick’s Aviatik P 14 arrived {in South West Africa on 19 May 1914 and was stationed in Karibib. Active during hostilities but hamstrung by lack of parts, tropical weather, mishaps and minor crashes, Leutnant Alexander vou Scheele and Tick performed sporadic bombing, reconnais- ance aid leaflet dropping raids until the surrender of German troops oa 9 Jaly 1915. ‘The remaina of the Aviatik P 14, along with other weapons, were dumped tote the Ojkoto Lake near Toumeb. 18), boat B @ 14) 15! woe photographed at the Aviatik school at Lelpzig-Meckau in October 1916. It retains ite original contig uration except thatthe military serial number hhas heen removed which strongly sugaests the machine was repurchased by Avialtk from the the Flegertruppe when il became ‘a company-owned trainer. 19), The sume aircraft as above but repaired several times, durable Aviatik B (P 14) 15" was flown by pilot trainees at the Aviatik school In Bork in November 1817. The worn, patched appearance and suppressed wing ‘crosses are clearly in evidence. As with many Bork trainers, the rear cockpit turtledeck hhas been removed distance an Aviatik verted to training service. 20) An Aviatik BP 14) trainer with a group, ‘of young Flegertruppe walnces. Notable are the oversized gravity tank, the recovered ‘wing with light coloured rib tapes and the puny four cylinder Argus engine. The venue {the Aviaik fight school at Bork. 21), Av Argusengined Aviatik B (P14) pro ‘vides a photo opportunity fora student pilot ‘who site with his arm draped around the large control wheel. The polished gravity tank shinos in direct contract to the dirty fuselage smudged by olly exhaust fumes. 22 and 23). Hauptmann Seber (the string ‘bean) with his pilot and valued mechantecs ‘pose In front of an Aviatik B (P 14) powered by a 120hp Argus As.Il engine that literally sparkles. v20 Aviatik B.1 and B.II - A question of identification When idflieg promulgated the expanded designation acheme on 8 August 1915, the ‘Aviatik P 1b: biplane without MG- installation for 100-hp’ was designated AviatikB. and the ‘AviatikP 15a: biplane without MG-nstallation for 120-hp" be- came the Bul. Uniortunate'y, extant lice anv Aviatik documents fail to explain the difference between the factory desig- nations P 15a and P 15b; consequently itis impossible to accurately identiy the many Aviatic Btype P 15 variants seen in photographs. Indeed, among the several hundred Aviatik BAype pictures in the authors collection only one Aviatik bi: plane shows a visible ‘B1" designation found on a totally destroyed aircraft that defies exact identification. To further confuse the issue, documents show that Aviatik B.213/13 (P 14) was retroactively assigned the B1 designation as well. lence it appears a reasonable assumption that to simplify record-keeping, fdfieg had placed all Aviat Bypes powered by a 1Ob-p engine under the 8 designation -imespective whether the aircraft were type P13, P14, P 15 or fitted with ‘and 2bay wings. But lacking concrete proof, the above must be mere suppo- sition. We now from photographic evidence that atscraft in the series B.1320-1355/15 ‘were two-bay Aviatik Bl biplanes powered by a 120-hp Mercedes D.ll engine. Since the three-bay Aviatik B-types (B.663- 707/14) were also powered by a Mercedes Dil engine, the question is raised whether all 120hp engined Aviatik B-types were retroactively assigned the Bl designation aswel? Wis nterestingto note that the machine. gu armed Aviat CL developed directly from the successful P 15, had already reached operational service at the time when the first unarmed Aviatik Bul br planes arrived at the Front in June 1915. "These B.ll biplanes were flown as ded cated bombing machines. After reaching 8 maximum of 38 aircraft at the front in October 1915, the Bll was essentially phased out by February 1916. Aviatik P 20 Gchwade) “The Aviatik P 20 light cavalry’ biplane. v4 20), An Aviatik B 14) sporting an extended exhaust pipe under the fuselage to draw the fumes and nolse away from the pilot. 25) Aa Aviat B (P14) trainer that na seen better days. The engine is a four-cylinder Argus nom Junk, The makeshift wooden Iath grating to provide footing over the wing in the moot interesting and unusual feature of this photograph. 26), Leutnant Oskar Bider, the chief pilot and chief instructor ofthe Swissair service, ‘wth the Aviatk P'14 No.20, powered by a 10Ohp Mercedes engine, This machine com- peted in the alreraft competition in Bera in ‘Apa 1914 and was subsequently purchased by the Swiss. The photograph is dated 4 Jane 1815. 20), The Swiss Aviatik P 14 No.26 taking a perfunctory Sitzbad while the curtous on- ookers also are prevented from going fur ther by another steep drainage ditch. 28). The Avialk P 15 had a wo-bay sing cellule, smaller dimensions throughout and ‘a mere reflned shape than previous types. ‘As explained in the text, Aviatik B.192/13 ‘vas the frst German aircraft to be armed ‘with a machine gun for offensive purposes.’ ‘The a inthe designation probably algnifies a replacement or repaired aircraft. For a ‘while thie aircraft, now fitted with dual con- ‘ols, was retained at the Front as a trainer. 29, 20 and 31). Factory photographs of ‘Avlati B231/13 (P 15) reveal an aircraft of fine tines and pleasant proportion imparting fan air of anchittered efficiency. The engine is'a 1004p Mercedes. The square wingtip shape was an Aviatik identification feature. ‘£28 ¥ 29 23507 31 powered by a 100-hp Oberursel rotary engine, was flown by Stoeffler in the Prinz Heinrich Flug in May 1914 but was damaged in an emergency landing efter a fuel ine ruptured. In early June 1914, the P 20 was placed at the disposal of the Fliegertruppe in Darmstadt for eval- uation, While is doubtful thatthe Aviatik P 20 was purchased by the Fliegertruppe, it may have been impressed for servi at mobilisation, but confirmation is, lacking. The Aviatik P20 biplane. however, did serve in another capacity as the proto- type for the trainer manufactured by Otto Schwadle & Co. of Erfurt. The Aviatik tight cavalry’ design powered by the 100-hp Schwade Stahtherz rotary engine was deemed an kdeal training combination After signing a manufacturing licence, Schwade-bult some eight or ten Aviatlk P 29 trainers in late 1914-1915 for the Schwade-operated FabrikFltegerschule Erfor The icence-bult P 20 trainers were not army property but were Schwade- owned and operated to train military pilots under a war office contract. Aviatik B-ypes at the front ‘As can be seen from the front-line in- ventory (Table 1), the Aviatik B-types remained operational through the end ‘of 1915, when, with the arrival of armed Cecase aircraft, they were gradually with drawn from active service. The Flieger. iruppe inventory of December 1917 showed that 17 Aviat B.land eight B.l biplanes, ‘were on hand but this total probably did hot include the Aviati-owned trainers at the flying schoo! at Bork. The Aviatik repair shops kept the paiched-up but surprisingly durable assembly of veteran in operating condition to provide bas flight training through 1918. Of the 101 Aviatik B-type biplanes ordered in 1913, many were still operational at mobilisation to which must be added some 75 Aviatik Beypes built in 1914. 1915, plus a hancful of civil airerat that ‘were requisitioned when the war began. ‘An analysis of Aviatik work numbers leads to the estimate that, alFteld, some 360 Aviatik Bypes were bull and delivered to the German and Austro-Hungarian alr services from 1913 through 1915. The 1914 and 1915 Baype serial numbers for the Aviatik machines have only been Pantally recovered because the pertinent German records for these years are missing ih the January 1920 report to the Inter- Aligd Aeronautical Control! Commission, the German LutfahrtFredenskommission (aviation peace commission) reported that 13 Aviat P 15 biplanes (12 in flying condition and one less engine) were Stored at a factory location which was Acknowledgements Tam in debt to Reinhard Zan for his critical reading and cogent suggestions regarding the manuscript. I greatly 7 benefited from Roy Meyers’ encyclopedic TABLE 1 - Aviatik B-types frontline inventory knowledge of cockpit interiors. Thank | ~~ “ak DAVE ‘you to Reinard Kastner and J ig M ckler wa | 1915 i916 | Tor the use of several photographs. Al | cother photographs are from my collection. 31_|31 |31 | 28 | 30 | 30 | 31 |31 | 31 |28 | 30 | 30 ‘Thank you to my dear wie Lilian who 80 paienty has comected my grammarand FEYPE | Aug [Oct | Dec| Feb { Apr {Jun | Aug| Oct | Dec [Feb | Apr | Jun Spelling over all theseyears. The opinions [8/12 [1 I expressed and any errors herein aremine B/13__| 34 [24 [18 [4 [4 [2 1 ti alone. [wish to refrain from expressing |. 12 [43 [51 145 [76 [48 2 21s any opinion regarding aircraft markings |p 4 T i ate ete a or camouflage colours since this is the responsibility of series editor Ray Rimell Notes: '), The reader Is directed to the Albatros DATAFLES on the LNG BI, Albatros Bl, and B.ll written by the same author. ). In the prewar Fliegertruppe only two Categories of aircralt existed: the Aclass wwas the designation used for unarmed ‘monoplanes and the Blass for unarmed biplanes. For example, pre-war alrcratt were simply designated A.66/13 and Bagi. °). Henri Jeannin s brother, Emil, gained extensive competition experience with Aviatik aircraft before forming his own aircrait company, the Emil Jeannin Fhugzeugbau in Johannisthal in 1912 ©) The original Mulhouse office building il attached workshops are stil standing use. It was certainly a franco- phone business. Ina letter dated 24 January 1912, we learn that Bruno B chner left Aviatik s employ on account of not feeling well there because every fone spoke French, a language of which he and his wife had no command, ). Robert Wild had to return to Switzerland When the war began in 1914. He designed the derivative Wild WT biplane for the Swiss air service (September 1915) but lacking support, Wild sought employment in the alian aircraft industry. Erich Ti geakamp, Schweizer Luftiahrt, 8d.ll, Aero Verlag, rich, 1941, p.291. °), Flugsport, 8 May 1912, p.400. 1). It should be noted that the company designations P 13, P 1, P15, ete, referred to the Aviatik model number and not, the year of appearance. The significance of the letter P is not known, but may refer to a French word. “), The other B-type aircraft orders signed in 1913 were: LVG 88 aircraft, Albatros 48, Euler 24, DEW 18 and AEG 2. ). The National Flugspende was a national avaition {und established in 1912 to distribute publicly-subscribed monies to fight schools and flying com- petions for the purpose of raising aere- nautical awareness and miltary readiness. 4%), As evidence of durability it should be noted that at least 47 SAML-Aviatik bl planes remained on the 1926 halian civil aircraft registry. Bureau Veritas Archive, Paris, ). twas reported that 12 Avitik biplanes. were ordered by Bulgaria but there is no record of delivery. Der Metorwagen, 20 June 1914. +), The competition Aviatik was assigned Swiss air service No.8. After Wild returned to Switzerland in 1914, he designed a smaller version of which six were built. Further development was hampered by a tight- fisted fiscal policy. Erich Tigenkamp, Schweizer Luftfahrt, VoLII, Aero Verlag, Zarich, 1941, p.287, 281 “), For details see Peter M Grosz, G Haddow, P Schiemer, Austro-Hungarian Anny Aircraft of World War One. FMP,20d Ed., Boulder, 2002, 9, The evacuation came none too soon during the first battle of Mahlhausen director Chatel and his wile were killed in their home which was hit by a French artillery shell on 12 August 1914, Georg P Neumann, in der Luft unbesiegt, Lehmann, Mimchen, 1923, p.14. 4), Alex Imrie, Pictorial History of the German Army Air Service 1914-1918, lan Allan, Londoa, 1971 a 32), An Aviatik company pllot nthe cock- pit of B.231/13 (P 15) with his hand on the Targe control wheel The gravity tank hangs in the centresection with the fuel feed line nnaing through the water pipe above the Mercedes engine in order to pre-heal the Behind the pilot is a covered storage bin. 33). A gathering representing three years of German military aviation progress. Domin- ating the scene stands Aviad 5231/13 (P 13) ‘now in full military rig. Nest in line isthe 4H 8) followed by an LVG B.11 780/15 biplane, 34), Avinike company plot Arthur Faller in the rear teat and observer Leutnant Meyer in the front enliven the image ofthis Aviat. B.242/14 @® 15) biplane fitted with three- Day wings. The instrument suspended (rom the centresection struts isan altimeter. The engine Is a 120-hp Mercedes Dall 85). In the foreground a tworbay Aviatik B © 15) biplane prepares io start, while in the distance a three-bay Aviatk (15) awaits iis turn, Cruising above isa three-bay Aviatik B.583/15 (F 13). 96), This three-bay Avlatik B (P 15) was powered by a 1204p Mercedes engine. An Albatros B.l sands in the background. 87). Oberleutnant von Osteroth's three-day ‘Avlatik B.138/14 (P 15) after being pulled from a hangar which was destroyed by a well-placed Russian bomb. The unit was Briefauben Abteilung Ostende on the Fartern Front 88). An unprepared, sof landing ground, the nemesis of all WWI aircraft. Here a three- ‘ay Avil B.696/14 (P 15) aulfered a benged up undercarriage and wing tip. The rear Fuselage shows algae of having been over: paluted, leaving the serial number untouched. 435 ¥ 36 £37 ¥ 38 fhe Aviatiks described in these pages bore relatively simple markings over largely natural finishes. Plain clear-doped linen covering is evident on the vast majority of examples with metal areas painted a glossy dark colour - most likely grey or possibly grey/ green - the exact shades cannot be established, Study of the photos in this DATAFILE reveal a number of Aviatiks bore a dark uppersurface finish but what this colour was thus far remains another mystery. National markings in various styles were applied liberally to the wing surfaces and the upper wing Eiserne Kreuze were painted right cout to the wing tips on both surfaces. Stencils were applied to struts and all major components in black characters. KEY TO COLOUR PLATES: 2), Aviatik B.268/13 (P.14). Overall clear-doped with darkcpainted nose panels, cockpit decking and struts, B.268/13, bears the serial and company details on its commashaped rudder. Sources: photos 9 and 10 on page 2 2). Aviatik B.268/3 (P.14). Here’s the same machine as Plate 1 shown, later in the war with an early form of Eiserne Kreuze on the comma-shaped rudder. hhoto 77 on page 2 3). Aviatik P.14, No.26. ‘This Aviatik was purchased by the Swiss in 1914/15 and seen here wearing that country’s national markings. Clear-doped it has dark- painted metal areas, probably grey as shown, Sources: photos 26 and 27 on page 6. Colour art © 2003 Bob Pearson and Albatros Productions, Ltd. 39), Siting behind the Mercedes engine are Freiherr von Guvenberg and pilot Leutnant Paul Fischer of Feld-Fleger Abteilung 34.1 appears that most, If ot all, threcbay Aviat Baypes (P 15) were powered by the 120p if the rigging, Insignia application, tall assembly and a foursome of impressive crosses. 40), Leutnant Max Egiau (with fur collar) and pilot with a three bay Aviatik B (P 15) le attached to FeldFlieger Abteilung 61. Barely viable fe the claw brake mounted on the undercarriage strat 10 Colours and markings by Ray Rimell __ wo yesppeg iy Drawn and traced by Martin Digmayer © 2003 Albatros Productions, Ltd. in 050 7 2m 4:72 SCALE DRAWINGS: WHILE we are cogniscent ofthe fact that ‘our various books and drawings are used Dby many manufacturers as a basis for te products, no-one is permitted to reproduce |In any way. shape or form, sede drawings, ‘colour profes, photographs ot anything [else which is pubishod in our ournale ‘without our express permission. All our ubliations are protected by te laws of ‘Copyright. In the unlixely event tat parmission were to be granted due credits ‘would be mandatory alongside. Action wil be taken against aryone conta ‘vening these laws. Rirel/A Hogan, Directors Detail under wing Not to be reproduced by any means. Drawn and traced by Martin Digmayer © 2003 Albatros Productions, Ltd. STARBOARD SIDE VIEW Woy 2s eo & 7 es 10 im 05 0 1 AVIATIK B.I (P14/1913) ae wipryeyerey ye tn, fn os 6 . 1:72 SCALE DRAWINGS FRONT VIEW ‘THREE-BAY WING - PLAN | | | Hi ‘ THREE-BAY WING - UNDERSIDE | | | | WHILE we are cogniscent ofthe fact that ‘our various books and drawings are used ‘by many manufactutere ae a basis fr their ppreducts, no-one fs permitted to reprocuce Inany way, shape or form. scale crawings, Ccotur profiles, photographs or anything else which is published in our journals without our express permission. Al Our publications are protected by the aws of Coayright In the Unlkaly event thet ppemisson were to be cranted due credits Wweule be mandatory alongside. ‘Action willbe taken against anyone contra voning these laws. Fr Rimel/A Hogan, Directors. PLAN VIEWS AVIATIK B.I (P14/1914) UNDERSIDE VIEW Not to be reproduced by any meens. Ae T IIL Al AVIATIK B.1 (P14/1914) THREE-BAY WING - FRONT a Not to be reproduced by any means. WHILE we are cogniscent of tha fact that ‘our various books ard drawings are used by many manufacturers as a boss for thor products, no-one Is permitted to reproduce Invany way, shape or form scale drawings, Colour profiles, hotagrapis or anything fee whichis published in our journais witheut our express permission. All cur ublistions are protectou by the laws of Copyright. In the unikely event that ‘V THREE-BAY WINGS STARBOARD SIDE VIEW SS oi ell Drawn and traced by Martin Digmayer © 2003 Albatros Productions, Ltd. PLAN VIEWS | COPYRIGHT INFRINGEMENTS AGAINST ALBATROS PRODUCTIONS LTD. Despite the notice below appearing regulary in our tiles Reeoms como kt and doce! manufacturers, oven ‘publishers, chocse toignore or fall to understand what ‘capytight is, orthe seriousness of inrlngemente. To be ‘lear: NOBODY IS PERMITTED TO TAKE AND DIRECTLY REPRODUCE ANYTHING FROM ANY OF ‘OUR PUBLICATIONS ALL OF WHICH ARE PROTECTED BY COPYRIGHT LAW. OL ial ISHERS ‘WHILE we are cogniscent of te act nat ‘ur various books and drawings are used bby many manufacturers as a bass fo thei products, no-one is permitted to reproduce Inany way, chap of form, soale drawings, colour profies, photographs or anything fs9 which is published in cur journals without our express permission. Al our publications are protected by the laws of Copyright. In the untkely event that permission were to be granted due credits ‘would be mandatory alongside. ‘Action wil be taken against anyone contra ‘oning these laws F RimalliA Hogan, Directors. ener ianiecasa WHILE we are cogniscent ofthe fact that ‘ur various books and drawings are usec by many manuiacturers as a basis fo ther producto, no-one le permitted to reproduce In any way, shape of form, scale drawings, ‘colour profiles, photographs of anything else which is published in our journals (P1 4/191 3) STARBOARD SIDE VIEW co yey epee ins 0 1 2, 1:72. SCALE DRAWINGS aaa v 4s Vit) AI = aH it pt " a 42), Looking somewhat the worse for wear, a threebay Avlatk B® 15) converted as a dual-control trainer. For cold weather lying the front radiator segment has been covered ‘with a padded cover. A small section of the ower wing next to the fuselage has beea removed to provide a better view of the ground when landing. 43). After erasing the undercarriage on hitting a house corner, a two-hay Aviatik B.195/15 (P 15) has come down the hard ‘way. This aircraft came from the production batch B.483-562/15 44), Feeling rather silly but also lucky to cone dows without injary om a solo fight, the smiling Aviat B.522/15 (P 15) What wan attached te Flieger Ersatz Abteilung 2 in Schneldemthl. If Whad been a yeteran trainer, the olly ‘effiuence from the elongated exhaust stack ‘would have emudged the top wing fabric, 45). Sporting a wonderful array of organ pipes, a non-standard side radiator and what Appears to be a rudimentary gua-rail, thle Avlatik B.529/15 (P15) is manhandled into position under the watchful eyes of a Feld. ‘webel. This particular version was not fit ted with a gravity tank 46), This Aviatik B.536/15 (P15) has seen better days. l appears have a natural fabric finish. 47). Festive times in Frelburg! It possible ‘to count 17 brand-new Aviatik Btypes, com posed of two-and threebay Aviatk B (P 15) biplanes. The second and third la line are the three-bay Aviailk B.664/14 and B.32/14, Sos 2 49¥ 50 48) Puryortedly Hauptmann Geyer’ Aviatik B.549/15 of Feld-Flieger Abteilung 34 in ‘Cunel. Inthe foreground Is an LVG B.. The ‘monoplane wind indicator over the hangar oof would be Ideal In a diorama. 49 and 50). Captured in pristine condition by the French in early September 1915, Aviatik B.558/15, powered by a 120-hp Mercedes D.ll engine, represents the final design phase including a button-shaped rudder and a triangular gravity tank under the centresection. 52) Aviatik B (F 15), possibly attached to Feld Flieger Abteilung 51, showing the elongated exhaust stack, nose ventilation holes and massive Reschke airscrew. Page 26: 2) A redicam gravity wok B.576/15 (P 15) in ac This version does not Dutton rudder, 26 53), Among the few identifiable Aviatik B.1L photographs le this one marked “Av B.I 1329/15" on its way out of the hangar. 50), Aviat B (15) Tt must have taken ‘and discipline to fire the gun forward within ‘the proximity ofthe propeller are, especally since wire prevention guides were not fited. Under the propeller are two ventilation holes that could be closed if desired, 55), Labelled ‘Kopfstand in Schiinalch, 7 Mrz 1916" Qhead stand) tis evident thatthe pilot made an emergency landing In a farmer's soggy Held, This Aviatik B (F 15) trainer sti ‘carries the markings of an operational unit. 56). Definitely an Aviatik BI 1328/15 from the bateh B,1320-1355/15 showing the rarely used B.1! marking. It was exhibited at Daberitz on the occasion of a Refchstag ‘member vist on 7 April 1916. 57), While the observer luge a hand-held ‘camera, and the pilot deftly obscures the ‘serial number, Aviatik B (P 15) is prepared for take-off. A’ gun rail is mounted athwart- ship between the cockpits. The light plenic chair ured for cockpit acceso te a nodeller’s ‘dream. go to town, you master craftsmen! 58). Back on ite fst, the crestfallen pilot and his Aviat B (P 15) await help. One farmer stands by with plck, shovel and hay fork to {do is best, The Aviatik B (P 15) trainer has been fitted with mudguards and a machine ‘gun rail, 59), Aviatk B (15) fitted with a propeller driven wircless generator mounted abe of the gravity tank. 60), Aviatik B (P 15) at a Flieger Ersatz ‘Abteilung. The leather-clad person on the right is Leutnant Max Borchers who later Commanded AiesenMugscug Abteliams 500. ‘The soldier on the left is an Austro-Hungarian non-

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