Albatros Diii

In 1916 German aerial domination, once held sway by rotary-engined Fokker and Pfalz E-type wing-warping monoplanes, had been lost to the more nimble French Nieuports and British DH 2s which not only out-flew the German fighters but were present in greater numbers. Born-from-experience calls from German fighter pilots requested that, rather than compete with the maneuverability of these adversaries, new single-engine machines should be equipped with higher horsepower engines and armed with two rather than the then-standard single machine gun. The Robert Thelen-led Albatros design bureau set to work on what became the Albatros D.I and D.II and by April 1916, they had developed a sleek yet rugged machine that featured the usual Albatros semi-monocoque wooden construction and employed a 160hp Mercedes D.III engine with power enough to equip the aeroplane with two forward-firing machine guns. In all, 500 D.IIIs and 840 D.III(OAW)s were produced and saw heavy service throughout 1917.

In 1916 German aerial domination, once held sway by rotary-engined Fokker and Pfalz E-type wing-warping monoplanes, had been lost to the more nimble French Nieuports and British DH 2s which not only out-flew the German fighters but were present in greater numbers. Born-from-experience calls from German fighter pilots requested that, rather than compete with the maneuverability of these adversaries, new single-engine machines should be equipped with higher horsepower engines and armed with two rather than the then-standard single machine gun. The Robert Thelen-led Albatros design bureau set to work on what became the Albatros D.I and D.II and by April 1916, they had developed a sleek yet rugged machine that featured the usual Albatros semi-monocoque wooden construction and employed a 160hp Mercedes D.III engine with power enough to equip the aeroplane with two forward-firing machine guns. In all, 500 D.IIIs and 840 D.III(OAW)s were produced and saw heavy service throughout 1917.

When originally conceived, the French SPAD VII and German Albatros D II represented steps away from an emphasis on maneuver in aerial combat in favor of speed and durability - factors that came into play in hit-and-run tactics. At the end of 1916, however, Albatros tried to have the best of both worlds by incorporating the sesquiplane wing of the nimble Nieuport 17 into its D III. The result combined the better downward view and maneuverability of the Nieuport with the power and twin machine guns of the Albatros D II, but at a high price - a disturbing tendency for the single-spar lower wing to fail in a dive. While Albatros (and the Austrian Oeffag firm, which built the fighter under license) sought to alleviate that weakness with various reinforcing measures, the Germans developed tactics to maximize the D III's strengths and minimize its shortcomings. At the same time, the French worked to improve the SPAD VII with more power and a more reliable cooling system before moving on to the twin-gunned SPAD XIII. While all that was going on, the Albatros D III became a mainstay of the German and Austro-Hungarian air services in frequent encounters with SPAD VIIs flown by French, Belgian, British, Italian and American airmen.

The Albatros D.III, often called "De-drei," is a neat single-seat biplane fighter armed with two guns firing through the propeller. It goes up like a balloon and at full throttle it reaches 170 kilometers per hour.

This gripping biography of Air Commodore Keith &‘ Grid' Caldwell CBE, MC, DFC & bar, Croix de guerre, tells the story of his remarkable exploits during the First World War. Flying single-seat fighters against the best of the German air force, including the Red Baron' s Flying Circus and airmen such as Werner Voss, Caldwell accumulated 26 victories in aerial combat.Over his illustrious career he flew with numerous &‘ stars' of the British air service, including Albert Ball, William &‘ Billy' Bishop and Edward &‘ Mick' Mannock. In the last year of the war, aged only 22, he was given command of the new 74 Squadron. Under his leadership 74 &‘ Tiger' Sqaudron become one of the war' s most feared and revered units.Written by a leading military historian, Grid details Caldwell' s journey from early flight training in Auckland to his death-defying sorties over enemy lines on the Western Front. It also details his pivotal role in sustaining military aviation in interwar New Zealand, and his role in reinvigorating interest in the airmen of the First World War during the 1960s and 1970s.

Free decals and masking foil for modelers This important new addition to the Legends of Aviation series focuses on the Albatros, a German fighter used during World War I, which formed the bulk of German and Austrian fighter squadrons for the last two years of the war. With detailed information on the aircraft, archival photography, scale drawings, and color profiles, this book is a valuable tribute to a classic and important aircraft for any aviation enthusiast, with useful extras for modelers, such as masking foil and free decals. About the Series Legends of Aviation is a collection of books detailing the oldest aircraft of the 20th Century, their units and the pilots who flew and fought in them. Each volume contains archive photographs, scale drawings and color profile artwork. Free extras for modelers include free decals and masking foil.

This candid WWI memoir takes readers inside the cockpit with an RAF officer on the Western Front from the outbreak the Great War until its end in 1918. Louis Arbon Strange was at the Royal Air Force’s Central Flying School when war broke out in 1914. He immediately reported to Royal Flying Corps headquarters and joined No.5 Squadron. Strage remained on active duty throughout the war, serving his country over the Western Front from August of that year until the enemy’s surrender. Strange transferred to No.6 Squadron in 1915 and went on to form and command No.23 Squadron. Due to illness, he did not accompany his Squadron to France, but spent that time training others. He took charge of the Machine-Gun School at Hythe and other schools of aerial gunnery before returning to the Front. There he commanded the 23rd Wing, and finally took command of the 80th Wing from June 1918 until the end of the war. As Strange chronicles his experiences, he provides unique insight into how and why the Allied airmen eventually prevailed.

Austro-Hungarian industry produced a series of poor fighter types such as the Phönix 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, 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. The careful cross-checking of Allied sources with Austrian and German records form the basis for a detailed reconstruction of the dogfights fought by the leading aces. 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.