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Albatros D.V

1917 WORLD WAR 1

History of Albatross D.V

At the time of its launch, the Albatross D-series fighters (starting with the D.I model) were excellent firing platforms in service with the German Imperial Army Air Forces. The type was slightly improved in the subsequent D.II and heavily revised to become the D.III.

While the D.III was the first Albatross D-series fighter to introduce "V" struts between the wings, it also introduced inherent flaws in the new wing design, resulting in in-flight fractures or structural failure. The cause of the disconnect was determined to be the main spar set too far aft of the fuselage, resulting in unacceptable twisting of the wing assembly during dive attempts or other high wing loading maneuvers. Therefore, during the production of the D.III series, in order to solve this problem, a new reinforced lower wing section was introduced, and in time the pilots were warned of a serious disadvantage. While this situation never completely escaped the design, the D.III performed well in limited use on the Western Front.

However, the wing issues persist throughout the remaining life of the D-Series, which will still include the upcoming D.V and D.Va production models.

The D.V is the direct successor to the D.III (the logical nomenclature "D.IV" covers the abandoned Albatross design, whose experimental Mercedes engine proved too active). The D.V arose from the German demand in April 1917 for an improved derivative of the D.III series of fighters. The Albatross got to work immediately and produced a prototype within a month, naturally inheriting most of the elements of the D.III's success (and failure).

As such, the new design features the same 170 hp liquid-cooled inline Mercedes D. IIIa series engine as the D. III. The new mount has a top speed of 116 mph, a service ceiling of 18,045 feet, and a 2-hour battery life. A completely new weight-saving hull design was introduced.

The propellers are covered with larger spinners for aerodynamic improvements, and the ventral fins have been enlarged to increase the surface area. The upper wing assembly has been lowered nearly 5 inches, bringing it closer to the top of the fuselage, improving the pilot's view of the upper wing. The root of the lower wing now lacks the fairings of the D.III, but the upper and lower wing assemblies are largely identical to the previous model in most respects.

The standard armament of the 2 x 7.92mm Spandau machine guns was retained for its lethal lethality, and was fired synchronously from a fixed mount via rotating propeller blades.

While the D.III was not introduced until January 1917, the D.V entered production in April of the same year and rapidly in May 1917 - thus changing technology and warfare in this era in aviation history. However, by this stage of the war, the once-remarkable D-series was more or less an outdated airframe compared to its contemporary Triple Entente, but its production and eventual use by the German Imperial Army Air Corps remained continuing. Even with the arrival of the "improved" D.V model, the D.III continued production (from the Schneidemuhl factory) and service. DV's initial order was around 200, followed by an order of 400 in May.

More than 300 aircraft were contracted in July, and in total around 900 D.V production models will be completed, all delivered from the Johannisthal factory.

Once in service, the standard head restraint was officially removed after pilots complained that it blocked their critical rear view. Sent to the arid climate of Palestine, these D.V production aircraft were also fitted with two wing coolers to prevent the engines from overheating at higher operating temperatures.

Despite all the work that went into bringing D.V to the front, the major underwing issue from D.III onwards remains a fatal stain on the entire D-series legacy, with some even suggesting that this is actually the case in D.V more than in D. Worse in III. The pilots were quick to express their disappointment, adding that the D.V showed little improvement over the D.III it was intended to replace. Even the famous World War I ace and pilot Manfred von Richthofen publicly criticized the new mount for being "inferior" to the new British product.

Additional struts and cables were added to stem the wave of wing-related accidents, but the D.V still proved in operational practice an unmanageable airframe unsuitable for the fast-paced activities of modern air combat. In any case, there is little that can be done to prolong the airworthiness of the aircraft.

Critical reviews of the D.V product soon prompted Albatros to revise the design further, eventually developing a fork of D.V called "D.Va". The D.Va features a new reinforced wing structure as well as a stronger overall fuselage assembly.

Once again, the expensive additions did not formally and fully address the inherent problems of wing stability, resulting in heavier fighter performance being compromised. A 180 hp Mercedes D. IIIau engine with a high compression system was installed to offset the added weight, although this resulted in a small sacrifice in performance.

In any case, due to the desperation and deterioration of the wartime situation in 1918, the Luftwaffe decided to order a total of about 1,612 prototypes of this type (they started in October 1917). Albatros D-Series and D.V. end their service time

The newly formed Polish Air Force became the operator of the post-war DV series and the only other use of the model.