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Additional Information from Internet Encyclopedia
The Albatros D.V was a fighter
aircraft built by the Albatros Flugzeugwerke and used by the Luftstreitkr�fte
(Imperial German Air Service) during World War I. The D.V was the final
development of the Albatros D.I family and the last Albatros fighter to see
operational service. Despite its well-known shortcomings and general
obsolescence, approximately 900 D.V and 1,612 D.Va aircraft were built before
production halted in April 1918. The D.Va continued in operational service
until the end of the war.
In April 1917, Albatros received
an order from Inspektion der Fliegertruppen (Idflieg) for an improved version
of the D.III. The resulting D.V prototype flew later that month. The D.V
closely resembled the D.III and used the same 127 kW (170 hp) Mercedes D.IIIa
engine. The most notable difference was a new, fully elliptical cross-section
fuselage which was 32 kg (71 lb) lighter than the partially flat-sided fuselage
of the earlier D.I through D.III designs. The new elliptical cross-section
required an additional longeron on each side of the fuselage and the fin,
rudder and tailplane initially remained unchanged from the D.III. The prototype
D.V retained the standard rudder of the Johannisthal-built D.III but production
examples used the enlarged rudder featured on D.IIIs built by the Ostdeutsche
Albatros Werke (OAW). The D.V also featured a larger spinner and ventral fin.
Compared to the D.III, the upper
wing of the D.V was 121 mm (4.75 in) closer to the fuselage, while the lower
wings attached to the fuselage without a fairing. The D.V wings were almost
identical to those of the standard D.III, which had adopted a sesquiplane wing
arrangement broadly similar to the French Nieuport 11. The only significant
difference between wings of the D.III and D.V was a revised routing of the
aileron cables that placed them entirely within the upper wing.[3] Idflieg
conducted structural tests on the fuselage but not the wings of the D.V.
Early examples of the D.V
featured a large headrest, usually removed in service, because it interfered
with the pilot's field of view. The headrest was deleted from the second
production batch. Aircraft deployed in Palestine used two wing radiators, to cope
with the warmer climate.
Idflieg issued production
contracts for 200 D.V aircraft in April 1917, followed by additional orders of
400 in May and 300 in July. Initial production of the D.V was exclusively
undertaken by the Johannisthal factory, while the Schneidem�hl factory produced
the D.III through the remainder of 1917.
The D.V entered service in May
1917 and structural failures of the lower wing immediately occurred. In 2009,
Guttman wrote that "Within the month Idflieg was doing belated stress
testing and concluding, to its dismay, that the D.V�s sesquiplane wing layout
was even more vulnerable than that of its predecessor". The outboard
sections of the D.V upper wing also suffered failures, requiring additional
wire bracing and the fuselage sometimes cracked during rough landings.
Against these problems, the D.V
offered very little improvement in performance. Front line pilots were
considerably dismayed and many preferred the older D.III; Manfred von
Richthofen was critical of the new aircraft. In a July 1917 letter, he
described the D.V as "so obsolete and so ridiculously inferior to the
English that one can't do anything with this aircraft". British tests of a
captured D.V revealed that the aircraft was slow to manoeuvre, heavy on the
controls and tiring to fly.
Albatros responded with the
D.Va, which featured stronger wing spars, heavier wing ribs and a reinforced
fuselage. The modified D.Va was 23 kg (51 lb) heavier than the D.III but the
structural problems were not entirely cured. Use of the high-compression 130 kW
(180 hp) Mercedes D.IIIa� engine offset the increased weight of the D.Va. The
D.Va also reverted to the D.III aileron cable linkage, running outwards through
the lower wing, then upwards to the ailerons to provide a more positive control
response. The wings of the D.III and D.Va were interchangeable. To further
strengthen the wing, the D.Va added a small diagonal brace connecting the
forward interplane strut to the leading edge of the lower wing; the brace was
also retrofitted to some D.Vs.
Idflieg placed orders for 262
D.Va aircraft in August 1917, followed by orders for another 250 in September
and 550 in October. Ostdeutsche Albatros Werke, which had been engaged in
production of the D.III, received orders for 600 D.Va aircraft in October.
Deliveries of the D.Va commenced in October 1917. The structural problems of
the Fokker Dr.I and the mediocre performance of the Pfalz D.III left the
Luftstreitkr�fte with no alternative to the D.Va until the Fokker D.VII entered
service in mid-1918. Production of the D.Va ceased in April 1918.[10] In May
1918, 131 D.V and 928 D.Va aircraft were in service on the Western Front; the
numbers declined as the Fokker D.VII and other types replaced the Albatros in
the final months of the war. By 31 August, fewer than 400 Albatros fighters of
all types remained at the front but they continued in service until the
Armistice.
Austro-Hungarian industry
produced a series of poor fighter types such as the Ph�nix D I and
Hansa-Brandenburg D I during the early stages of the war, and it was not until
licence-built examples of the battle-proven Albatros and D II and D III began
to reach Fliegerkompagnien, or Fliks, in May 1917 that the fortunes of pilots
began to look up. Unlike the German-built Albatrosen, which initially suffered
wing failures in flight, the Oeffag aircraft were far more robust than German D
IIs and D IIIs. They also displayed superior speed, climb, manoeuvrability and
infinitely safer flight characteristics. Such attributes were used to the full
by all the leading Austro-Hungarian aces, including Brumowski, Arigi, Kiss and
Linke-Crawford, who fought Italian pilots in Hanriots and SPADs, as well as
British pilots in Camels and Bristol Fighters. The exploits of Austro-Hungarian
aces were initially brought to the attention of English-speaking readers in the
1980s through the pioneering work of Martin O'Connor. An additional 30 years of
additional research has allowed Paolo Varriale to integrate and update his
work, rectifying some inaccuracies and adding new details and a large number of
unpublished photographs. The careful crosschecking of Allied sources with
Austrian and German records form the basis for a detailed reconstruction of the
dogfights fought by the leading aces. This painstaking research allows many
myths to be exposed and errors to be corrected. The book will cover the use of
Albatros fighters on the Italian and Eastern Fronts, from the fighters' initial
arrival in mid 1917 through to the last days of war. It will also chart the
careers of the Austro-Hungarian aces that flew the D II and D III, their
successes and their defeats, with additional information about their personal
background and their post-war lives in the nations born from the collapse of
the Hapsburg Empire. Some 49 pilots achieved acedom during World War 1, and the
bulk of these pilots made their claims flying the 586 Oeffag-built Albatrosen.