Halberstadt Fighters

  By the middle of 1916, the French over Verdun and the British over the Somme had achieved air superiority over the German air service. The Fokker and Pfalz Eindeckers were too few in number and worse, were technically outmoded by new Allied fighters, the Nieuport 11 and D.H.2, that were faster in level flight and climb rate and were also more maneuverable. Leading German fighter pilots advocated development of new biplane fighters to redress the situation.
  The first new German fighter biplane to reach the front was the Halberstadt. We do not know what motivated Halberstadt, but their chief designer, Karl Theis, developed a biplane fighter from the Halberstadt B.II biplane trainer. This Halberstadt fighter prototype flew in the late Autumn of 1915. There were at least two prototypes. The first, the D.I (work number 155) was powered by a 100 hp Mercedes D.l engine, and experienced static-load testing on February 26, 1916 at Adlershof.
  The airframe achieved a load rating of 5.78 G, showing the robustness of the design.
  The second fighter prototype, designated D.III and powered by a 120 hp Argus As.II engine, appeared in the Frontbestand for February 1916 - the first biplane German fighter to reach the front. This delivery of a fighter prototype was likely for frontline evaluation.
  On March 8, 1916, Halberstadt received a letter of intent to produce "a dozen D.l fighters powered by a 120 hp engine based on the example demonstrated at Adlershof." Serial numbers D.100-111/16 were assigned. The contract was signed on March 21 and specified a useful load of 150 kg, including one synchronized machine gun with 500 rounds of ammunition, a top speed of 145 km/h, and climb to 4,000 meters in 40 minutes.
  When the first production Halberstadt fighters were test flown they easily exceeded the Idflieg requirements.


Halberstadt D.I

  The Halberstadt biplane fighter has the honor of being the first German fighter biplane to reach the front. Karl Theis, the chief designer of Halberstadt, developed a biplane fighter from the Halberstadt B.II biplane trainer. The first Halberstadt fighter prototype, the D.I (work number 155), was powered by a 100 hp Mercedes D.I engine and underwent static-load testing on February 26, 1916 at Adlershof. The sturdy airframe achieved a load rating of 5.78 G; the Halberstadt was a very robust aircraft that, as far as is known, never suffered a structural failure in combat.
  The second fighter prototype, designated D.III and powered by a 120 hp Argus As.II engine, appeared in the Frontbestand for February 1916 - the first biplane German fighter to reach the front. Apparently it was sent for front-line evaluation.
  On March 8, 1916, Halberstadt received a letter of intent to produce "a dozen D.I fighters powered by a 120 hp engine based on the example demonstrated at Adlershof." Serial numbers D.100-111/16 were assigned. The contract was signed on March 21.
  The prototypes handily exceeded the performance requirements. The D.I designation applied to production aircraft powered by a 100 hp Mercedes and appeared like D.I D.100/16 above. Compared to the prototypes the D.I had an airfoil, not frontal, radiator, horizontal exhaust pipe, and fully-faired turtle-deck behind the cockpit for improved streamlining. The D.I also had horn-balanced ailerons However, aside from a few early D.I aircraft, most production aircraft were powered by the 120 hp Mercedes.
  The Halberstadt D.I was tested with four anti-balloon rockets on each outboard interplane strut. However, they were very inaccurate and unreliable and potentially hazardous to the aircraft carrying them, so the rockets were dropped in October 1916.


Halberstadt Fighter Type Description
Type Engine Ailerons Wings Remarks
Prototype (1) 100 hp Mercedes D.I Plain ailerons Exhaust cut into wing leading edge Single fixed gun on port
D.I 100 hp Mercedes D.I Horn-balanced ailerons or unbalanced ailerons with trailing edge flush with wing trailing edge. Two-piece upper wing joined at centerline. Angular cut-out. Single fixed gun on starboard. Long exhaust on starboard.
Notes:
(1) Prototypes had frontal radiator and aileron cables over &. under wings. All others had airfoil radiators and production aircraft had aileron cables inside their lower wings.


Halberstadt Fighter Specifications
Spec \ Type D.l D.II D.III D.IV D.V
Engine 100 hp Mercedes D.l 120 hp Mercedes D.II 120 hp Argus As.II 150 hp Benz Bz.III 120 hp Argus As.II
Span, upper - 8.8 m 8.8 m 8.4 m 8.8 m
Span, lower - 7.92 m - - 7.8 m
Chord, upper - 1.52 m 1.52 m 1.5 m 1.5 m
Chord, lower - 1.52 m 1.52 m - 1.5 m
Wing Area 24.0 m2 23.6 m2 23.6 m2 24.0 m2 23.6 m2
Length - 7.3 m 7.3 m - 7.3 m
Weight empty 551 kg 520 kg 525 kg - 600 kg
Weight loaded 739 kg 730 kg - 815 kg 812 kg
Speed - - - - 160 km/h
Climb
1,000 minutes 4.5 3.5 4 - 4
2,000 minutes 10 8.5 9 - 9
3,000 minutes 18.5 14.5 15 - 15
4,000 minutes 35 22.5 - - 24
5,000 minutes - 38.5 - - -
D.II(Av) Empty Wt. 575 kg, Loaded Wt. 728 kg.
D.II(Han) Empty Wt. 561 kg, Loaded Wt. 744 kg


Halberstadt Fighter Production
Order Date Quantity Type Engine Serial Numbers & Notes
March 8, 1916 12 D.l D.II 100 hp Mercedes D.l
120 hp Mercedes D.II D.100-111/16

Halberstadt D.II

  The first truly mass-production version of the Halberstadt fighter was the D.II that was powered by the 120 hp Mercedes D.II engine. The aircraft was armed with a single fixed machine gun mounted on the right side of the centerline. The upper wing had an angular cut-out at the rear of the center section to provide better field of view for the pilot.
  The planform of both wings was rectangular with a chord of 1520 mm. D.II and D.III production machines had unbalanced ailerons that did not extend beyond the wing tips but did protrude rearward beyond the trailing edge of the wing. The wing chord over the ailerons was 1670 mm, so the ailerons projected 150 mm beyond the wing trailing edge.
  Upon reaching the front, the Halberstadt D.II proved superior to the Fokker E.III in all respects and immediately became popular with their pilots. The Halberstadts were faster than the E.III, had better climb rate, were more maneuverable, and were much more stable, enabling the pilot to 'fly the mission, not the airplane.'
  The Fokker E.IV did have two guns to the Halberstadt's single gun and was as fast as the Halberstadt. However, the Halberstadt still climbed better and was much more maneuverable. Very importantly, the Halberstadt was much stronger and more robust than any of the Fokker Eindeckers.


Halberstadt D.III

  The Halberstadt D.III shared its airframe with the D.II; the difference between the types is that the D.III used the 120 hp Argus As.II engine instead of the preferred 120 hp Mercedes D.II. Performance was essentially the same; however, the Argus engine tended to lose power with altitude a little faster than the Mercedes, giving the D.III slightly less climb rate than the D.II at altitude. Given the shared airframe, the D.III inherited the delightful handling characteristics of the D.II and was similarly popular with its pilots.
  Some units, for example Jasta 4, mounted a second machine gun on the D.III to improve its firepower. Normally this added gun was fitted below the standard gun on the right side of the aircraft. The additional weight of the second gun somewhat reduced performance and agility, which could reduce the D.III's performance in a dog-fight with another fighter. However, the fire-power and reliability of the second gun was much compensation for that, especially when in combat against a two-seater.
  On December 22, 1916, a meeting was held with experienced fighter pilots at Cambrai to discuss the future of fighter development. Most of the pilots strongly preferred a Halberstadt D.V powered by the 120 hp Mercedes engine and armed with two machine guns. The reason given was that the Halberstadt was a 'delight to fly.'
  Only one of the participants advocated the 150 hp engine, a then little-known ace named Manfred von Richthofen. He preferred a more powerful fighter armed with two guns and having a faster dive than the Halberstadt. This design, embodied in the Albatros fighters, was more suited to aggressive squadron tactics that emphasized a powerful unit diving attack as the key offensive move.
  Although much more maneuverable and 'delightful to fly' than Albatros scouts and better in a dog-fight, the Halberstadt fighters were not as effective in a diving attack due to their slow dive. The performance of the Albatros fighters was better suited to the offensive tactics of the new Jastas.
  As more Albatros fighters reached the front, the Halberstadt fighters were gradually replaced and send to the training units where they were used for advanced fighter pilot training.


Halberstadt Fighter Type Description
Type Engine Ailerons Wings Remarks
Prototype (1) 100 hp Mercedes D.I Plain ailerons Exhaust cut into wing leading edge Single fixed gun on port
D.I 100 hp Mercedes D.I Horn-balanced ailerons or unbalanced ailerons with trailing edge flush with wing trailing edge. Two-piece upper wing joined at centerline. Angular cut-out. Single fixed gun on starboard. Long exhaust on starboard.
D.II (2)(3) 120 hp Mercedes D.II Unbalanced ailerons that extend beyond the wing trailing edge. Two-piece upper wing joined at centerline. Angular cut-out. Single fixed gun on starboard. Second gun sometimes added.
D.III 120 hp Argus As.II Unbalanced ailerons that extend beyond the wing trailing edge. Two-piece upper wing joined at centerline. Angular cut-out Single fixed gun on starboard. Second gun sometimes added. Short 'rino' vertical exhaust
D.IV 150 hp Benz Bz.III Inset triangular balanced ailerons. Aileron push-pull rod controls Prototypes only. Twin machine guns
D.V 120 hp Argus As.II (4) or, some aircraft 120 hp Mercedes D.II Inset balanced ailerons with trailing edge flush the wing trailing edge. Three-piece upper wing, cabane joined to the center section. Semi-circular cut-out. 31 (33?) to Turkey, both engine types used. Single fixed gun on port. Second gun sometimes added to starboard. Short, downward exhaust on starboard.
Notes:
(1) Prototypes had frontal radiator and aileron cables over &. under wings. All others had airfoil radiators and production aircraft had aileron cables inside their lower wings.
(2) D.II(Av) was originally designated Aviatik D.I. When aircraft designations were rationalized, it became the Halberstadt D.II(Av). Visual distinctions of the Aviatik-built D.II were the exhaust pipe exiting the engine cowling and extreme aft location of Militar Nummer on rear fuselage painted in black.
(3) D.II(Han) was Hannover D.I until aircraft designations were rationalized. Visual distinctions of the Hannover-built D.II were the Militar Nummer on rear fuselage painted in white. They usually wore two-tone green/red-brown camouflage from the factory.
(4)Mercedes engines used an overhead camshaft; Argus engines used pushrods.


Halberstadt Fighter Specifications
Spec \ Type D.l D.II D.III D.IV D.V
Engine 100 hp Mercedes D.l 120 hp Mercedes D.II 120 hp Argus As.II 150 hp Benz Bz.III 120 hp Argus As.II
Span, upper - 8.8 m 8.8 m 8.4 m 8.8 m
Span, lower - 7.92 m - - 7.8 m
Chord, upper - 1.52 m 1.52 m 1.5 m 1.5 m
Chord, lower - 1.52 m 1.52 m - 1.5 m
Wing Area 24.0 m2 23.6 m2 23.6 m2 24.0 m2 23.6 m2
Length - 7.3 m 7.3 m - 7.3 m
Weight empty 551 kg 520 kg 525 kg - 600 kg
Weight loaded 739 kg 730 kg - 815 kg 812 kg
Speed - - - - 160 km/h
Climb
1,000 minutes 4.5 3.5 4 - 4
2,000 minutes 10 8.5 9 - 9
3,000 minutes 18.5 14.5 15 - 15
4,000 minutes 35 22.5 - - 24
5,000 minutes - 38.5 - - -
D.II(Av) Empty Wt. 575 kg, Loaded Wt. 728 kg.
D.II(Han) Empty Wt. 561 kg, Loaded Wt. 744 kg


Halberstadt Fighter Production
Order Date Quantity Type Engine Serial Numbers & Notes
March 8, 1916 12 D.l D.II 100 hp Mercedes D.l
120 hp Mercedes D.II D.100-111/16
March 8, 1916 3 D.IV 150 hp Benz Bz.III (*) Unknown
May 1916 24 D.II 120 hp Mercedes D.II D.115-138/16
July 1916 30 D.III 120 hp Argus As.II D.392-421/16
July 1916 30 D.II(Av) 120 hp Mercedes D.II D.582-611/16 (was Aviatik D.l). From D.401/16 onwards these may have been D.V fighters.
July 1916 30 D.II(Han) 120 hp Mercedes D.II D.800-829/16 (was Hannover D.l)
August 1916 20 D.III 120 hp Argus As.II D.1099-1118/16. According to Reinhard Zankl these were D.Vs.
October 1916 20 D.V 120 hp Argus As.II D.2310-2329/16
January 1917 12 D.V 120 hp Argus As.II D.200-211/17 (not confirmed). No documentation was found on this series before and after it went to Turkey.
June 1917 25 D.V 120 hp Argus As.II D.3500-3524/17
(*)Other sources give the engine as a 160 hp Mercedes D.III.

Halberstadt D.IV

  The Halberstadt D.IV was more powerful than the other Halberstadt fighters, being fitted with a 150 hp Benz Bz.III engine. At the request of frontline pilots, it was fitted with two machine guns for increased fire power.
  As was typical for Idflieg, three prototypes were ordered; one for flight testing, one for static load testing, and one spare. The order was awarded on March 8, 1916 which is before the Halberstadt fighters arrived at the front.
  The D.IV arrived at Adlershof for testing in October 1916. Elegant and well-streamlined, the D.IV also had only a single bay of bracing for reduced drag.
  Rejected by Idflieg for the 'unfortunate choice of cabane design' no further information was given. However, inspection of the photos shown here may reveal the problem. It is easy to see that the explanation of the "unfortunate choice of cabane design" likely referred to the aileron push-pull rod design for the operation of the aileron control horns. This feature was not used by later Halberstadt designs. Idflieg reported that 'the D.IV will be demonstrated again after modifications have been made' but no results are known.
  Although not selected for production, the D.IV was developed into the very successful Halberstadt CL.II.
  It is not known why the D.IV was not successful in being chosen for production. The D.II and D.III were successful fighters that were well-liked by their pilots. They were more robust and maneuverable than the competing Albatros D.III fighters and, unlike the somewhat fragile Albatros D.III, never suffered a reported structural failure.
  With a modified cabane, the D.IV would seem to be natural for production, especially given the ease with which it was developed into the very successful CL.II. Was the powerful Albatros company involved in the decision to not produce the Halberstadt D.IV fighter but instead develop it into the CL.II? Through close personal relationships that likely involved corruption, Albatros had a special influence on the Prussian authorities who procured aircraft. Did they establish a somewhat corrupt monopoly on fighter orders in late 1916/early 1917, with the relatively small Halberstadt company given a consolation prize with orders for a new, unproven category of aircraft? Or did the Albatros fighters win their predominance in fighter production purely through their obvious merit? At this remove, we will never know the answer to these interesting questions.


Halberstadt Fighter Type Description
Type Engine Ailerons Wings Remarks
D.IV 150 hp Benz Bz.III Inset triangular balanced ailerons. Aileron push-pull rod controls Prototypes only. Twin machine guns


Halberstadt Fighter Specifications
Spec \ Type D.l D.II D.III D.IV D.V
Engine 100 hp Mercedes D.l 120 hp Mercedes D.II 120 hp Argus As.II 150 hp Benz Bz.III 120 hp Argus As.II
Span, upper - 8.8 m 8.8 m 8.4 m 8.8 m
Span, lower - 7.92 m - - 7.8 m
Chord, upper - 1.52 m 1.52 m 1.5 m 1.5 m
Chord, lower - 1.52 m 1.52 m - 1.5 m
Wing Area 24.0 m2 23.6 m2 23.6 m2 24.0 m2 23.6 m2
Length - 7.3 m 7.3 m - 7.3 m
Weight empty 551 kg 520 kg 525 kg - 600 kg
Weight loaded 739 kg 730 kg - 815 kg 812 kg
Speed - - - - 160 km/h
Climb
1,000 minutes 4.5 3.5 4 - 4
2,000 minutes 10 8.5 9 - 9
3,000 minutes 18.5 14.5 15 - 15
4,000 minutes 35 22.5 - - 24
5,000 minutes - 38.5 - - -
D.II(Av) Empty Wt. 575 kg, Loaded Wt. 728 kg.
D.II(Han) Empty Wt. 561 kg, Loaded Wt. 744 kg


Halberstadt Fighter Production
Order Date Quantity Type Engine Serial Numbers & Notes
March 8, 1916 3 D.IV 150 hp Benz Bz.III (*) Unknown
(*)Other sources give the engine as a 160 hp Mercedes D.III.

Afterword: Halberstadts Postwar by Colin Owers

  The Allies had a number of Halberstadt CL.II biplanes fall into their hands during the war, but the most famous is 15342/17 that was captured in flight by an R.E.8 of No. 3 Squadron, Australian Flying Corps. Lts R.C. Armstrong and EJ Mart were carrying out an reconnaissance patrol near Moriancourt in their R.E.8 D4689 when they noticed a German aircraft making for its own lines. Armstrong immediately moved to head it off and after a few feeble attempts to escape the crew surrendered. The machine was herded to the Squadron's airfield where it made a perfect landing. The crew were inexperienced and had become lost.
  15342/17 became the subject of a Ministry of Munitions report on the type and was also featured in the British magazine Flight commencing in their 10 October 1918, issue. Given the British serial G/5Bde/16 the machine was sent to the UK where it was tested and eventually placed on displayed in the "Enemy Viewing Room" at Islington. A comprehensive range of German aeroplanes, instruments and equipment was placed on view for "the benefit of officers and men of the R.A.F., aircraft designers and others." This Halberstadt was claimed by Australia and was to be sent back for the proposed War Museum, however another Halberstadt, serial unknown, was substituted instead. This was uncovered when the machine was uncrated in Australia. It was sent to Tasmania for display in an art gallery, but when no permanent home could be found for it, it was apparently sold to a private individual who was building his own aircraft. Legend has it that it was destroyed in a bushfire. The Mercedes engine is stated to have survived but has not turned up to date.
  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 first foreign country to use the CL.II was the Netherlands. Four CL.II fighters found their way into the Netherlands and landed to be interned. The Luchtvaartafdeling (EVA) (Dutch Army air service) acquired most of its inventory during 1914-1918 from straying aircraft that were forced by circumstances to land in their territory. 6315/17 was interned on 31 December 1917, at Sas van Gent, Zeeland. It was in perfect condition and was taken into EVA service as H414. Cpl Paul Zeidler then delivered 14252/17 (w/n 594) on 2 April 1918. Neither of these machines was purchased. This machine became H415. 1543/17 was not so lucky as it became lost in fog on a flight from Ghent. When over Knocke it was fired upon by the Dutch forces and made a crash landing at Oostsburg. Kiel, the pilot, was wounded and the fuel tank pierced. He attempted to land the aircraft but the machine was wrecked. His observer was unharmed. The engine was unharmed and later pressed into service. The same was true of 1220/18 after it landed near Guipen, Limburg on 14 November 1918. These aircraft and other German types were operated until late 1918, then were stored after the Armistice had stopped hostilities. It is believed that they were sold off around 1925 as scrap.
  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.
<...>

Halberstadt D.V

  The last Halberstadt fighter was the D.V. Very similar to the D.II and D.III, it had the same 120 hp Argus As.II engine used in the D.III, probably due to the high demand for Mercedes engines. However, the preferred 120 hp Mercedes D.II did find its way into some D.V fighters. The single fixed machine gun was now mounted left of the center-line and the cabane structure was redesigned to be more open to provide the pilot a better field of view. Furthermore, the cut-out in the middle of the upper wing was reshaped to be semi-circular.
  The ailerons were within the rectangular planform of the upper wing but were given inset aerodynamic balances.
  At least 31 Halberstadt D.V fighters were supplied to Turkey out of the 57 built. Some of these had Mercedes engines and two machine guns. And some of the Halberstadt D.V fighters sent to Turkey had small side radiators added to them to supplement their standard airfoil radiators in the hot climate in the Middle East.
  Supplying Halberstadt fighters to Turkey late in the war when more powerful Albatros fighters were available may have been due to the delightful flying characteristics of the Halberstadts. Buddecke's experience as the leader of Jasta 4, which was equipped with the Halberstadt D.II, D.III, and D.V types, along with his PLM buddies von Althaus, Hohndorf, Berthold, Frankl, etc., was the determining factor in obtaining the type for Turkey. As Serno's eyes and ears, bringing important experience back to Turkey was key in this decision. It was based on the experience of one man, Buddecke, the "Shooting Hawk" that made that type the main choice for Turkey. Photos show that the type was used there well into 1918 and was still on the airfield until the end of the war. This was important when assigned to inexperienced pilots.
  Records show two guns were sent to Halberstadt on 19 October 1916 for a D.VI fighter but it was not built.


Halberstadt Fighter Type Description
Type Engine Ailerons Wings Remarks
D.V 120 hp Argus As.II (4) or, some aircraft 120 hp Mercedes D.II Inset balanced ailerons with trailing edge flush the wing trailing edge. Three-piece upper wing, cabane joined to the center section. Semi-circular cut-out. 31 (33?) to Turkey, both engine types used. Single fixed gun on port. Second gun sometimes added to starboard. Short, downward exhaust on starboard.
Notes:
(4)Mercedes engines used an overhead camshaft; Argus engines used pushrods.


Halberstadt Fighter Specifications
Spec \ Type D.l D.II D.III D.IV D.V
Engine 100 hp Mercedes D.l 120 hp Mercedes D.II 120 hp Argus As.II 150 hp Benz Bz.III 120 hp Argus As.II
Span, upper - 8.8 m 8.8 m 8.4 m 8.8 m
Span, lower - 7.92 m - - 7.8 m
Chord, upper - 1.52 m 1.52 m 1.5 m 1.5 m
Chord, lower - 1.52 m 1.52 m - 1.5 m
Wing Area 24.0 m2 23.6 m2 23.6 m2 24.0 m2 23.6 m2
Length - 7.3 m 7.3 m - 7.3 m
Weight empty 551 kg 520 kg 525 kg - 600 kg
Weight loaded 739 kg 730 kg - 815 kg 812 kg
Speed - - - - 160 km/h
Climb
1,000 minutes 4.5 3.5 4 - 4
2,000 minutes 10 8.5 9 - 9
3,000 minutes 18.5 14.5 15 - 15
4,000 minutes 35 22.5 - - 24
5,000 minutes - 38.5 - - -
D.II(Av) Empty Wt. 575 kg, Loaded Wt. 728 kg.
D.II(Han) Empty Wt. 561 kg, Loaded Wt. 744 kg


Halberstadt Fighter Production
Order Date Quantity Type Engine Serial Numbers & Notes
October 1916 20 D.V 120 hp Argus As.II D.2310-2329/16
January 1917 12 D.V 120 hp Argus As.II D.200-211/17 (not confirmed). No documentation was found on this series before and after it went to Turkey.
June 1917 25 D.V 120 hp Argus As.II D.3500-3524/17

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.
<...>

Halberstadt C.VII

  The Halberstadt C.VI apparently remained an unbuilt project so the next Halberstadt C-type design built was the Halberstadt C.VII.
  The C.V excelled at the short-range reconnaissance role but crews were disappointed with it for long-range, high-altitude reconnaissance and preferred the Rumpler Rubild Mb for that task.
  Ordered in June 1918, the Halberstadt C.VII was a somewhat lighter, smaller, single-bay development of the C.V intended for the long-range, high-altitude reconnaissance role. The engine was a 260 hp Maybach Mb.IVa six-cylinder engine high-altitude motor.
  With the C.VII Idflieg wanted to retain the excellent maneuverability and flight qualities of the C.V combined with improved climb and ceiling.
  At Adlershof in June the C.VII climbed to 6,000 m in 30 minutes with full load; when it was accepted from the factory the C.VII accomplished it in 29.5 minutes. Idflieg reported that negotiations were in progress regarding the installation of photographic equipment.
  On July 27 the C.VII arrived in Adlershof again. Idflieg expected high-altitude flights to be made by the beginning of August. Afterward comparison flights with the Rumpler C.X and Hannover CL.V were to take place since they were also designed for this role. The Rumpler C.X was selected for production.
  No further information is available on the Halberstadt C.VII as the similar C.VIII offered better climb and ceiling.



Halberstadt C.VIII

  The airframe of the Halberstadt C.VIII was identical to the C.VII except the wing was slightly longer in span. Like the C.VII, the C.VIII was intended for the long-range, high-altitude reconnaissance role. The C.VIII even used the same 260 hp Maybach Mb.IVa six-cylinder engine high-altitude motor used in the C.VII. Only a single prototype with works number 1798 was built.
  Due to its slightly larger wing the C.VIII demonstrated better climb and ceiling than the C.VII. The climb performance in the adjacent table was recorded by Idflieg in September 1918.
  By 2 October the C.VIII had demonstrated a significant improvement over the C.VII, especially in flight characteristics at high altitude.
  Both C.VII and C.VIII mounted a fixed Spandau 08/15 machine gun for the pilot and a flexible Parabellum 14 for the observer. Furthermore, neither arrived in time to be selected for production.


Halberstadt C.VIII Climb
Height in Km. Time in Minutes
0-1 2.5
1-2 3.5
2-3 4.3
3-4 5.7
4-5 7.2
6-6 16.8
6-6.6 80.-
Notes:
The above times were recorded with a 435 kg payload.
With a 510 kg payload the absolute ceiling was 6,300 meters.
The tests were recorded by Idflieg in September 1918.

Halberstadt CL.IV

  Developed from the highly successful Halberstadt CL.II, the CL.IV had a shorter fuselage and lighter weight due to careful attention to detail design and the reduced fuselage size. Powered by the same 170 hp Mercedes D.IIIa inline engine as used in later production CL.II aircraft, the empty aircraft weighed 161 pounds (73 kg) less than the CL.II. Aerodynamics were improved with better streamlining and a new wing section. The Mercedes D.IIIa was generally referred to as an 160 hp engine like the D.III, but had slightly more power due to its refinements and actually produced 165-170 hp.
  The CL.IV first flew in February 1918. It immediately demonstrated excellent climb and maneuverability. The type test was performed between 5-27 March. The load tests took three weeks because the designer, Karl Theis, had submitted three different sets of wings each with a slightly different structure. The strongest wings were chosen for production.
  In April-May Idflieg assigned the first production order for 150 of the Halberstadt CL.IV. An engine shortage delayed production. In May and June, Idflieg reported that comparative flight trials had demonstrated that the CL.IV was the best aircraft in the CL-category. The CL.IV arrived at the front in June 1918 and was reported as "unsurpassed by any CL-aircraft at the front."
  Pilots did report slight pitch instability due to the shorter fuselage. This made the aircraft tiring to fly and less suitable as a gun platform. Halberstadt engineers solved the problem by adding a frame to the tail section, increasing the fuselage length by about 0.4 m (15.7 inches). This longer fuselage was required for the Roland-built aircraft. However, Idflieg delayed making the change in Halberstadt-built aircraft pending evaluation of front-line reports. It is not known if later Halberstadt-built CL.IV aircraft had the extended fuselage.
  An early-production Roland-built CL.IV was static load tested between July 22 and August 14, 1918. Unfortunately, Roland engineers had 'improved' the wing structure and weakened it. The wings had to be built essentially on the original Halberstadt design. Conditional approval was granted for operational service pending a second load test. These were performed between 11-25 September. Minor structural problems were discovered requiring more strengthening. All Roland-built aircraft were delivered with the longer fuselages. All these changes made the Roland-built aircraft 20 kg heavier than Halberstadt-built aircraft.


Halberstadt CL.IV Production Orders
Date Quantity Serials Notes
May 1918 150 4600-4749/18
June 1918 200 5770-5969/18
July 1918 150 8050-8199/18 Roland
August 1918 200 6439-6589/18 Only aircraft in the 6500-6599/18 range have been seen
August 1918 200 9400-9599/18
November 1918 300 Not known Roland, cancelled
November 1918 100 Not known cancelled
3 prototypes normally ordered, one for flight tests, one for static tests, and one spare.



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.
  As mentioned above, none of the Halberstadts that were taken to the USA after the war survived. However, now the National Museum of the USAF and the NASM Smithsonian Museum each display a Halberstadt CL.IV. How this came about is a remarkable story that has to go back to the end of the war when Paul Strahle was demobilized from the German Army Air Service. Credited with 14 victories, Strahle was a competent airman and purchased a number of surplus Halberstadt CL.IV airframes and spares from Hellmuth Hirth, the famous pre-war flyer. The actual number is unknown but included at least four. Luftverkehr Strahle was formed in 1919 and included civil conversion of the CL.IV that had a cabin over the rear cockpit for two passengers while the pilot's cockpit was unaltered. D.71, D.111 and D.144 were registered to the airline. From 1921 to 1923 he flew from Stuttgart to Constance, thence to Nuremberg. With the Depression Strahle performed aerial photography, this business lasting until 1938. D.71 was preserved along with the remaining stock of fuselages, wings, etc., in a barn. D.71 was placed on display in the Daimler-Benz Museum in 1960 until 1995 when it was restored by the staff of the Deutsches Technik Museum (MVT), Berlin. At this time, it was restored to its original colours, having previously been displayed in an inaccurate blue and white colour scheme. After negotiations, in 2004 D.71 was moved to a new museum in Schorndorf dedicated to three local technical pioneers, Strahle being the aviation pioneer.
  In the 1980s Strahle looked to have the aircraft restored. Not being able to raise any interest in Germany the airframes, etc., were purchased by Ken Hyde and Stan Parris and brought to the USA for restoration. They were traded to the USAF Museum for six surplus North American T-28 trainers. The USAF Museum did not have any genuine WWI German aircraft in its collection at this time. An arrangement was reached between the USAF Museum, the NASM and the MVT to restore three airframes. They were shipped to Berlin in 1989. Enough parts of D-IBAOD (formerly D.144), including the fuselage in two parts, enabled the machine to be restored as Strahle's aircraft as used for his photographic flights. This machine is now displayed in the MVT in Berlin. The USAF Museum's example was completed as an aircraft of Schlachtstaffel 21, a unit that had operated against US forces during the Chateau Thierry offensive in France. The Smithsonian's CL.IV was built by Roland under license and the original colors could be determined, including the fact that the serials were painted in light blue and not white as always thought. This machine required more work than the other two but enough material was available to enable a splendid restoration to be carried out.
<...>

Halberstadt CLS.I

  Both Hannover and Halberstadt produced successful light C-types as two-seat fighters. The CLS.I was Halberstadt's planned successor to the earlier CL.II and CL.IV. In fact, the CLS.I looked like a refined CL.IV with slightly different proportions. The engine was a 180 hp Mercedes D.IIIau, a high-altitude version of the reliable engine that powered so many fighters and the previous CL.II and CL.IV.
  Aircrew of the CL-types carried extra weapons and ammunition to carry out their missions, including hand grenades, small bombs, and extra drums of machine-gun ammunition. This overloaded the CL-types beyond their designed useful load limit and caused structural damage to the airframes. When Kogenluft addressed this issue on a conference on September 6, 1918, both Idflieg and Halberstadt were found blameless.
  Kogenluft decided that the useful load rating of CL-class Schlachtflugzeuge (infantry-support aircraft) would be raised from 346 kg to 420 kg and the CL-class design specification would be revised to meet the strength requirements (maximum G limits) of fighter aircraft.
  Furthermore, CL-type design emphasis was to be focused on speed, maneuverability, and diving ability at the expense of the fast rate of climb. This reflected the fact that the role of the CL-types had expanded and their use as Schlachtflugzeuge was now a critical role.
  Halberstadt CL.IV aircraft revised to withstand the higher load rating began to come off the production line in September 1918. At the same time, Karl Theis, the designer, was working on the CLS.I, an aircraft designed from the beginning for the stress limits of the Schlachtflugzeuge role.
  CLS.I armament was two synchronized Spandau guns for the pilot and one Parabellum for the gunner. A 3.5 cm revolver cannon was said to be planned for the CLS.II and CLS.X but this was a plan only.
  Despite having a shorter wing-span than the CL.IV, the CLS.I had a heavier loaded weight reflecting the more robust structure and heavier weight of weapons and ammunition.
  The CLS.I was type-tested on 2 October 1918, commendably soon after the changed requirements. It was intended to replace the CL.II and CL.IV but the Armistice intervened.
  Serial numbers 1797/18 and 1799/18 are known, and their were probably others. One of these was work number 2105.


Halberstadt CLS.I Specifications
Engine: 180 hp Mercedes D.IIIau
Wing: Span 9.7 m
Chord, upper 1.600 m
Chord, lower 1.400 m
General: Length 6.95 m
Empty Weight 670 kg
Payload 520 kg
Loaded Weight 1190 kg
Maximum Speed: 185 km/h
Climb: 4500m 36 min
Fuel Capacity: Main tank 60 Liters
Secondary tank 48 Liters
Armament: 3 mgs



Afterword: Halberstadts Postwar by Colin Owers

<...>
  No complete Halberstadt CLS survived the war, but a fuselage of this prototype aircraft was in the Strahle collection and is now on display in the Stiftung Deutsches Technikmuseum in Berlin.