В.Кондратьев Самолеты первой мировой войны

C-IVN - легкий ночной бомбардировщик, трехстоечный биплан (размах крыльев увеличен на одну секцию). Двигатель "Бенц", 150 л.с. Самолет считался одним из лучших в своем классе.
Бомбовая нагрузка C-IVN - до 300 кг, синхронный пулемет не устанавливался.
  
  
ЛЕТНО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ
  
   C-IVN
   Размах, м 15,30
   Длина, м 7,30
   Площадь крыла, кв.м 44,50
   Сухой вес, кг 820
   Взлетный вес, кг 1400
   Скорость максимальная, км/ч 143
   Время набора высоты, м/мин 3000/50
   Потолок, м 3900

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

A.E.G. C IV N
   The C IV N was produced as a night bomber in 1917. It was basically a C IV airframe with longer-span wings of three-bay format. Only one built. Engine, 150 h.p. Benz Bz III. Span, 15.3 m. (50 ft. 2 3/8 in.). Length, 7.3 m. (23 ft. 11 3/8 in.). Height, 3.3 m. (10 ft. 9 7/8 in.). Weights: Empty, 880 kg. (1,936 lb.). Loaded, 1,400 kg. (3,080 lb.). Speed, 143 km.hr. (89.4 m.p.h.). Climb, 3,000 m. (9.840 ft.) in 50 min. Duration, ca. 4 hours.

A.E.G. N I
   This type was used as civil aircraft after the war, in which guise it is shown here. Engine, 150 h.p. Benz (200 h.p. Benz, civil). Span, 15.30 m. (50 ft. 2 1/2 ins.). Length, 7.30 m. (23 ft. 10 3/4 in.). Height, 3.30 m. (10 ft. 9 1/2 in.). Weights: Empty, 880 kg. (1,936 lb.). Loaded, 1,400kg. (3,050 lb.). Ceiling, 4,000 m. (13,120 ft.). Duration, 4 hr. Speed, 143 km.hr.

J.Herris Development of German Warplanes in WWI (A Centennial Perspective on Great War Airplanes 1)

N-Types: Single-Engine Night Bombers

   Standard C-types were used throughout the war for light bombing both during the day and at night. However, resource-starved Germany wanted aircraft that could carry a heavier bomb load at night while using a less powerful engine that used less fuel. The desire for a single-engine night bomber of greater bomb load than standard C-types led to new designs and yet another category of two-seat warplane, the N-type, or Nachtflugzeug (night aircraft).
   A number of manufacturers submitted designs to this requirement, but only two reached production and operational service. First and most numerous was AEG. The AEG N.I was yet another design derived from its standard C.IV reconnaissance plane. The wingspan was extended for greater lifting capacity for the heavier bomb load desired, and the C.IV's 160 hp Mercedes D.III engine, which was in great demand for fighter production, was replaced with the less popular 150 hp Benz Bz.III. The longer-span wing failed repeated load tests due to bending; this was solved effectively if inelegantly by strengthening both upper wing spars by addition of external bracing trusses. Approximately 200 AEG N.I aircraft were built and served anonymously with standard two-seater units.

J.Herris AEG Aircraft of WWI (A Centennial Perspective on Great War Airplanes 16)

AEG N.I

   Like the General Electric Company in the United States, the Allgemeine Elektrizitats-Gesellschaft was one of the more powerful and progressive technology-based companies in Germany. As part of its forward thinking, AEG established a Flugtechnische Abteilung (aero-technical department) at Hennigsdorf (north of Berlin) in 1910 directed by Oberingenieur Paul Stumpf, who pioneered the use of autogeneous-welded steel tubing for aircraft, an advanced structural technology at a time when most airplanes were made of wood. All subsequent AEG aircraft used this technology.
   New assembly shops were opened in July 1915 in Nieder-Neuendorf to become the AEG Flugzeugfabrik led by Direktor Bassler. In the winter of 1915-1916, flight tests of an improved two-seat reconnaissance biplane, known as the AEG C.IV, were satisfactorily completed. Ordered in quantity, the C.IV was praised as a fast, rugged aircraft that stood up well during combat operations.
AEG responded to the N-type specification by modifying their successful AEG C.IV to lift a 300 kg bomb load by increasing the wingspan 2.24 meters (7.3 ft); changing the wing from a two-bay to a three-bay design. In September 1916, the AEG C.IVn prototype completed its initial flight trials, proving that it was stable and easy to fly, important criteria for night flying. AEG received a production order in December 1916 for 100 AEG C.IVn night bombers.
   The first AEG C.IVn production example (C.9323/16) was dispatched to Adlershof in April 1917 for type-testing. The C.IVn wing failed repeated load tests and it was not until 7 June 1917 that sufficient bending strength was achieved by the installation of triangular reinforcing trusses over both the forward and aft center section spars. This solution, structurally efficient but aerodynamically inelegant, sufficed for a slow aircraft not expected to engage in air-to-air combat.
   Timing of the initial deliveries of the AEG C.IVn and when it first reached the front are not known because it was counted among the regular AEG C.IV aircraft in the Frontbestand. However, by August-September 1917 the Nachtflugzeug (N = night aircraft) category had been established by Idflieg, and the first two AEG N.I bombers were recorded at the front in October 1917. Idflieg approved the second production order for 100 AEG N.I bombers in November 1917.
   A reliable, efficient aircraft, the AEG N.I was primarily assigned in ones or twos to divisional two-seater and bombing units to perform short-range raids behind the enemy lines. Later in the war, some N.I biplanes served as advanced trainers.


AEG N.I Specifications
Engine: 150 hp Benz Bz.III
Wing: Span Upper 15.24 m
Span Lower 14.62 m
Chord Upper 1.65 m
Chord Lower 1.65 m
Gap 1.95 m
Area 41.38 m2
General: Loaded Weight 1,609 kg
Maximum Speed: 143 kmh
Climb: 1000m 10 min
2000m 23 min
3000m 50 min


AEG N.I (C.IVn) Production Orders
Serial Numbers Qty Order Date
C.9321-9420/16 100 December 1916
N.110-209/17 100 November 1917
Note: Some or all of the first production order were given the N designation

J.Herris Nachtflugzeug! German N-types of WWI (A Centennial Perspective on Great War Airplanes 3)

AEG N.I
  
   Like the General Electric Company in the United States, the Allgemeine Elektrizitats-Gesellschaft was one of the more powerful and progressive technology-based companies in Germany. As part of its forward thinking, AEG established a Flugtechnische Abteilung (aero-technical department) at Hennigsdorf (north of Berlin) in 1910 directed by Oberingenieur Paul Stumpf, who pioneered the use of autogeneous-welded steel tubing for aircraft, an advanced structural technology at a time when most airplanes were made of wood. All subsequent AEG aircraft used this technology.
   New assembly shops were opened in July 1915 in Nieder-Neuendorf to become the AEG Flugzeugfabrik led by Direktor Bassler. In the winter of 1915-1916, flight tests of an improved two-seat reconnaissance biplane, known as the AEG C.IV, were satisfactorily completed. Ordered in quantity, the C.IV was praised as a fast, rugged aircraft that stood up well during combat operations.
   AEG responded to the N-type specification by modifying their successful AEG C.IV to lift a 300 kg bomb load by increasing the wingspan 2.24 meters (7.3 ft); changing the wing from a two-bay to a three-bay design. In September 1916, the AEG C.IVn prototype completed its initial flight trials, proving that it was stable and easy to fly, important criteria for night flying. AEG received a production order in December 1916 for 100 AEG C.IVn night bombers.
   The first AEG C.IVn production example (C.9323/16) was dispatched to Adlershof in April 1917 for type-testing. The C.IVn wing failed repeated load tests and it was not until 7 June 1917 that sufficient bending strength was achieved by the installation of triangular reinforcing trusses over both the forward and aft center section spars. This solution, structurally efficient but aerodynamically inelegant, sufficed for a slow aircraft not expected to engage in air-to-air combat.
   Timing of the initial deliveries of the AEG C.IVn and when it first reached the front are not known because it was counted among the regular AEG C.IV aircraft in the Frontbestand. However, by August-September 1917 the Nachtflugzeug (N = night aircraft) category had been established by Idflieg, and the first two AEG N.I bombers were recorded at the front in October 1917. The second production order for 100 AEG N.I bombers was approved in November 1917.
   A reliable, efficient aircraft, the AEG N.I was primarily assigned in ones or twos to divisional two-seater and bombing units to perform short-range raids behind the enemy lines. Later in the war, some N.I biplanes served as advanced trainers.

AEG N.I (C.IVn) Production Orders
Order Date Quantity Serial Numbers Notes
December 1916 100 C.9323-9422/16 Some (all?) given N designation
November 1917 100 N.110-209/17