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Lloyd 40.08 Luftkreuzer

Austro Hungarian Empire flag Austro-Hungarian Empire (1916)
Triplane Bomber Prototype – 1 built

Front view of the Luftkreuzer colorized by Michael Jucan

The Lloyd 40.08 was a prototype triplane bomber built for Austria-Hungary under an order for a new bomber by the Luftfahrtruppen (LFT, Aviation Troops) in 1915. The 40.08 “Luftkreuzer” (Air Cruiser) was a twin boom design that would have carried 200 kg of bombs into battle. The aircraft had frequent problems with its design, such as being front-heavy and the center of gravity being too high. Attempts to fix the issues were minimal and it would never fly. The aircraft was sent to a scrapyard in the end, but it was an interesting venture of a now-defunct empire.

History

World War I showcased the first widespread use of combat airplanes and the subsequent specialization of aircraft to fit certain roles. Bombers proved their effectiveness and most countries involved developed some sort of bomber for their early air forces. One shining example is the Gotha series of bombers, which were able to bomb London and eventually replace Zeppelin raids entirely. The Austro-Hungarian Empire was no exception to building their own bombers. At the time, in 1915, Austria-Hungary was fighting on several fronts, with the ongoing Russian front dragging on and by May, Italy had joined and had begun fighting its neighbor. A new bomber would be a helpful addition to Austria-Hungary’s military.

Direct frontal view of the Luftkreuzer [armedconflict.com]
In 1915, the Luftfahrtruppen sent out an order for a 3-engine bomber design. The exact date the order was given in 1915 is unknown, but it is very likely the order was a reaction to Italy joining the war, as similarly, Austria-Hungary attempted to buy Hansa-Brandenburg G.1 bombers to bolster their aircraft complement. The requirement specified that two engines would be mounted inside fuselages and the main engine in a central hull. The bomb payload would be 440 Ibs (200 kg) and defenses would be six machine guns mounted around the aircraft. Expected flying time was up to 6 hours. Given the long flying time, strategic bombing might have been in mind but the bomb load is much smaller compared to other bombers in the role. Tactical bombing would be more practical in the long run for the aircraft. Three companies would submit their designs and would be awarded funding: Oeffag, Phönix, and Lloyd.

Lloyd was one of several aircraft manufacturers in Austria-Hungary. Most of their aircraft that entered production were reconnaissance planes, but they had designed and built several experimental designs as well, some of which had unique and unorthodox designs, such as their FJ 40.05 Reconnaissance/Fighter hybrid. Their bomber design would also verge on to the strange. This would be the only bomber the company would produce. Lloyd came forward with two designs in January of 1916, the Luftkreuzer I and the Luftkreuzer II. The first would eventually be redesignated the 40.08 and the second would be redesignated the 40.10. A complete 40.08 was constructed by June 20th, 1916 and was ready for testing. Given there is no further evidence of work on production examples of the 40.10, it can be assumed the 40.08 was chosen over this design.

Engine testing would shortly begin with the 40.08 at the Aszod Airport. Early testing showed the design was severely flawed. The center of gravity was too high and the aircraft was too front heavy. During ground testing, this problem became clear with the aircraft tipping forward, resulting in damage to the front. A frontal wheel was added to fix this problem, as well as other minor changes. With the modifications completed in Aspern (a section of Vienna), the aircraft was slated to finally take off, with a pilot being assigned to the aircraft. The aircraft would attemp a take off in October of 1916, with Oberleutnant Antal Lányi-Lanczendorfer at the controls. Attempts at flight proved the aircraft was too heavy as well and it would never get truly airborne. A solution came with reducing the bomb load to decrease the takeoff-weight, but at the cost of ordnance.

Little work was done on the aircraft between October and November. In December, large rails were fixed to the bottom of the aircraft, replacing the tailings on the aircraft in February of 1917. With the number of problems the Luftkreuzer faced, it was obvious it would not be possible to improve the plane fast enough for it to have any value on the battlefields of Europe. In March of 1917, all work had stopped on the Luftkreuzer after an attempt to revise the aircraft was denied. The sole Luftkreuzer was sent to storage where it would remain for almost a year. In January of 1918, what was left of the aircraft was taken to an aircraft boneyard and destroyed in Cheb (located in soon to be Czechoslovakia). Thus concludes the story of Austria-Hungary’s attempted triplane bomber.

Austria-Hungary itself wouldn’t survive by the end of the year and would dissolve into Austria and Hungary and new national states such as Czechoslovakia. This wouldn’t be the only bomber built nor used in Austria-Hungary. Several other companies had designed large bombers, but none of these would enter production either. The only bombers that would be operated by the Luftfahrtruppen and see combat would be German and license-built Hansa-Brandenburg G.1s. These were bought in 1916 and would go on a single sortie before being sent to training duty, as they were found to be heavily outdated by the time they arrived on the battlefield. In the end, Austria-Hungary wouldn’t see itself using a mass-produced bomber.

Design

Side view of the Luftkreuzer, notice the absence of a frontal wheel and the side window of the cockpit. [armedconflict.com]
The Luftkreuzer was a large triplane, twin-boom design. On the end of each boom, an Austro-Daimler 6-cylinder engine was mounted in tractor configuration (engine faced forward) and ended with a wooden propeller. These propellers did not counter rotate. Each boom itself was a reused fuselage taken from the Lloyd C.II aircraft. Each wing on the aircraft was actually a different length; with the top wing having a 76.3 ft (23.26 m) wingspan, the middle wing with a 73.42 ft (22.38 m) wingspan and the lower wing being 55.2 ft (16.84 m) wingspan. The central wing would be connected to the main fuselage and booms while the upper and lower wings would be connected via struts.

The main hull was rather tall and was one of the causes for why the aircraft was so front heavy and had such a high center of gravity. The cockpit was located beneath the upper wing and had several windows on both sides. The lower extended area was where the bombardier would sit, and was between the middle and lower wings. The central hull also contained the main engine, an Austro-Daimler 12-cylinder water-cooled engine in a pusher configuration. This engine was linked to a wooden two-bladed propeller. The hull was designed in a way so that the gunners would have a clear field of vision. Despite its prototype status, the aircraft was fully marked with the Luftfahrtruppen’s insignia, including one very large symbol painted directly in the front of this aircraft. The Luftkreuzer originally only had two main landing gear legs, with 4 wheels being mounted to each leg. When it was realized the aircraft was front heavy, a 3rd landing gear leg was directly in front of the central hull. No photos exist that show this third landing gear leg.

The armament would consist of 4 machine guns and 440 Ibs (200 kg) of bombs. The bombs would be mounted in the main central hull. The machine guns would most likely be Schwarzloses. These guns would be placed around the airframe, with two being in the central hull and the other two being located in the side hulls. Certain gunner stations would be equipped with a searchlight to aid in night missions. The aircraft was never fully armed before being scrapped, but it is likely it was loaded with bombs or ballast, given that the aircraft had weight issues before taking off and the solution given was to lower the bomb load.

Variants

  • Lloyd 40.08 – The only version of the aircraft built. Never truly flew.

Operators

  • Austro-Hungarian Empire– The Lloyd 40.08 was built in and for the Austro-Hungarian Empire’s Lufthahrtruppen, but did not see action.

*Given that the aircraft never truly flew, speed and similar flight statistics were never found.

Lloyd 40.08 Specifications

Wingspan 76 ft 3 in / 23.26 m
Length 31 ft 3 in / 9.6 m
Height 16ft 5 in / 5 m
Wing Area 110.0 ft² / 10.2 m²
Engine 1 × Pusher Austro-Daimler 12-cylinder water cooled engine 300 hp (224 kW)
2 × Tractor Austro-Daimler 6-cylinder inline water-cooled engines 160 hp (120 kW)
Weight 10,670 Ibs / 4840 kg
Endurance Maximum 6 hours of flight
Crew 4-5
Armament
  • 440 Ibs (200kg) of bombs
  • 4 × 0.315 in (8 mm) Schwarzlose machine guns

Gallery

profile view
Lloyd-40.08 Side Profile View by Ed Jackson
Frontal shot [dieselpunks.com]

Credits

Sopwith Triplane N6290 Dixie - Side Profile View

Sopwith Triplane

british flag Great Britain  (1916)
Fighter Plane – 147 Built
The Sopwith Triplane was a creation of Britain’s Sopwith Aviation Company around 1916. Its three stacked wings gave it good maneuverability and stability in flight relative to other planes of the day. The aircraft had the nicknames Tripehound, Trihound, Triplehound, or Tripe and it was popular among pilots. The Triplane first saw service with Royal Navy Air Squadron No.1 in late 1916. Many orders were placed by the RNAS as well as the Royal Flying Corps. Some aircraft were also acquired by the French Navy. One each was sent to Greece and Russia for evaluation. Only two original examples of the Tripe exist today.

Design

Sopwith Triplane Blueprint - Front ViewThe most noticeable aspect of the Triplane is its three wing design, which was one of the first of its kind. In the interest of pilot field of view Chief Engineer Herbert Smith decided to use a narrow chord design, meaning the wings were short as measured from leading edge to trailing edge. Because of the lift lost when narrowing the chord, the third wing was added to the design. All three wings have functional ailerons and the tailplane is a variable incidence type which means it can be trimmed enough for the pilot to fly hands-off. In early 1917 a smaller tailplane was introduced improving maneuverability. The Triplane was fitted with a single Vickers gun.

The Tripehound

Sopwith Triplane Flying

WIth the Tripehound’s entry into active service late in 1916, it quickly proved popular among pilots with its relatively superior maneuverability and speed. The first adversaries the Tripehound went up against were German Albatros D-IIIs which it greatly outclassed in climbing and turning ability, as well as being 15 mph faster. Every engagement with the enemy demonstrated the Triplanes’ superior power.

Clerget Power

Clerget 9 Cylinder Engine HeadThe Triplane was powered first by a Clerget  9B, 9 cylinder rotary engine developing 110 HP (82 kW). This powerplant was built in both France and Great Britain by numerous manufacturers. Later, 130 HP 9B engines were fitted, further enhancing the Triplane’s dominance, although the engine was tuned perhaps too aggressively as it was prone to overheating.

 

 

Sopwith Triplane Specifications

Wingspan  8.07 m / 26 ft 6 in
Length  5.73 m / 18 ft 10 in
Height  3.20 m / 10 ft 6 in
Wing Area 11 m² / 118.4 ft²
Engine 1 air-cooled Clerget 9B 110 HP or 130 HP
Maximum Take-Off Weight 698 Kg / 1,541 lb
Empty Weight 499 kg / 1,101 lb
Maximum Speed 188 km/h / 117 mph
Range 2 hours and 45 minutes
Maximum Service Ceiling 6,248 m / 20,000 ft
Crew 1 (pilot)
Armament 1 synchronized 7.7mm Vickers machine gun

Gallery

Sopwith Triplane Prototype N500 Side Profile View
Sopwith Triplane Prototype N500 – June 1916
Sopwith-Triplane-Prototype-N500-Brown-Bread-Side-Profile-View
Sopwith Triplane Prototype N500 – June 1916 repainted as “Brown Bread”
Sopwith Triplane N5387 Peggy - Side Profile View
Sopwith Triplane N5387 “Peggy” – August 1917
Sopwith Triplane N533 Black Maria - Side Profile View
Sopwith Triplane N533 “Black Maria” – July 1917
Sopwith Triplane N6290 Dixie - Side Profile View
Sopwith Triplane N6290 “Dixie”


Simulated Dogfight in a Triplane

Sources

1 Franks, N. (2004). Sopwith Triplane aces of World War 1. Oxford: Osprey., Images:Sopwith Triplane Flying at Duxford 2012 by AirwolfhoundCC BY-SA 2.0 , Clerget 9B Engine Head by Andy Dingley / CC BY-SA 3.0