469:
the reach of the pilot so that when they jammed, there was nothing the pilot could do about it. These problems were later rectified with the strengthening of the airframe and the repositioning of the guns. While the original
Aviatik D-I design by Julius von Berg was sound, the Series 115 aircraft license-produced by the Lohner firm at Wien-Floridsdorf were notorious for failures along the wing trailing edges in high-speed maneuvers, as Lohner had deviated from Aviatik specifications by employing thinner, lighter wing ribs. The main cause of complaints was the engine's tendency to overheat far too easily. To alleviate these cooling problems, operational units tended to fly their aircraft without the engine's top panels, and sometimes the side panels were also left off.
561:
589:
636:
431:-built engine, capable of providing 185 hp; the majority of aircraft would be fitted with more powerful 200, 210, and 225 hp units instead. The adoption of the 225 hp engine proved to be too powerful for the airframe, requiring various changes to increase structural strength, particularly within the wing area. Regardless of the engine power, a standardised two-bladed Knoller-Jaray-built propeller was adopted, although an unusual four-bladed unit was used on a minority of aircraft (confirmed on serial number 138.106) in its place.
451:, which was mounted onto braces set into the upper fuselage; this arrangement was clear of the propeller blades yet still allowed for easy in-flight access to the breach mechanism. Ammunition was stored in a drum within the fuselage decking and belt-fed to the gun via a purpose-built conduit. However, this arrangement was commonly judged to have been outmoded by the time that the D.I was entering service; accordingly, a new armament arrange was soon adopted. A twin Schewarzlose gun arrangement, which featured
613:
28:
424:
flexible, resulting in the wing "giving" under sudden forces such as gusts of wind, but without losing equilibrium. According to Haddow, these features of the wing were attributable for the D.I's high level of stability, which allegedly did little to lessen or undermine its responsiveness to control inputs, as would normally be the case amongst typical aerodynamically stable fighters.
257:(as a reserve airframe). Construction of the additional test aircraft was completed during late 1916 and the test programme commenced during early 1917. During March 1917, the 30.21 suffered some damage during an eventful landing, however, it was quickly repaired and returned to the flight test programme.
375:
fighter aircraft. The pilot sat within a high-mounted central position, providing him with a high level of visibility both below and above the upper wing; to enable this seating position, the design featured an uncommonly high decking, which was faired to offer minimal resistance where possible. Much
233:
aircraft. Work on this prototype had commenced during early 1916; aviation author George Haddow described this aircraft as being, in comparison to the later D.I, "ugly" and "cumbersome." However, it also shared many features with its subsequent production form such as the relatively similar design of
468:
Despite those desirable features, the new
Aviatik fighter wasn't greeted with enthusiasm when it entered service in autumn 1917, as the type also had some serious defects which didn't endear it to its pilots. The early aircraft had structural deficiencies and their machine guns were installed beyond
455:
as to allow the rounds to pass directly between the propeller blades without striking them; however, the locally produced interrupter mechanism was found to be unreliable in service when the engine was run at certain speeds. In spite of the issue, which made the guns prone to striking the propeller
415:
were only fitted onto the upper wing; these were hinged onto false spars set within the framework of the wing and actuated via a projecting lever set into the wing itself. During its later service, the wings had to undergo strengthening in order to support the use of more powerful engines that were
439:
nose to be adopted. Regardless of the version of the radiator used, cooling was a persistent issue suffered by the type. As a result, many D.Is would be flown with the engine cowling being completely removed by ground crews; a solution to the overheating issue was fitted on later-built aircraft in
423:
section. Specifically, the upper camber of the wing had a pronounced reflex curvature towards its trailing edge, while the maximum depth was further aft than was standard amongst contemporary fighter aircraft. To enable this unusual construction, the rear-portion of the ribs were somewhat thin and
464:
In many respects, the D.I was allegedly proved to have been good combat aircraft amongst its contemporaries. It was a reasonably fast aircraft, possessing excellent flying characteristics and maneuverability, and could reach higher altitudes than most of its adversaries. In addition, the D.I was
434:
The majority of aircraft were fitted with a car-type radiator mounted in the aircraft's nose; two different variants were used, a more common rounded-top model and a more angular flat-top unit. Alternatively, some D.Is were provided with a twin-block radiator mounted one above the other on the
335:
The numbers given to the different series were used to indicate various pieces of information; the first digit represented the manufacturer, the following number being used as a 'type number', which would be followed by a break and addition numbers of identify the individual fighters. The main
376:
of the design was shaped by the industrial circumstances of the Austro-Hungarian Empire; due to a lack of skilled labour, much of the airframe was as simplified as possible in order to make the type easier to manufacture and capable of being produced in relatively small facilities.
927:
under licence as the
Aviatik D.I. This was later redesignated Halberstadt D.II(Av) when the German military changed its nomenclature, however the D.I designation was never reused. The Aviatik (Berg) D.I designation was in a different sequence, used by the Austro-Hungarian
492:, where it was subject to an extensive evaluation, which found it to be comparable to its various peers of the time, being particularly light, strong, and simplistic in terms of its construction. The captured aircraft was later put on public display in
264:, which quickly placed multiple orders for the type. The first unit to receive production examples (with two synchronized Schwarzloses, on each side of the cylinders) of the D.I was Fluggeschwader I (FLG I, later to be renamed to Flik 101G) on the
402:
The wings of the D.I used an orthodox structure for the time, composed of spruce spars and leading edges. Steel tubing was used for the compression members while wires were used for internal bracing. A wire-based
271:
According to Haddow, the prototypes had been largely representative of the initial production D.I aircraft, minor differences include the wings being fitted with greater stagger and the relocation of the
245:; however, this test flight went badly, resulting in the death of the test pilot. In response, further modifications to the design were made and three additional prototypes were manufactured, labeled
538:
was a version of the D.I with a cantilever lower wing. The model went into production in late 1918 in two Series (39 and 339), but the production aircraft were too late for operational service. The
340:
engines used (185 hp in the early production aircraft, 200 or 210 hp in the mid-production, and 225 hp in the last ones). Other key areas of change included the positioning of the
260:
On the whole, the reports of test pilots who flew the prototypes were largely positive, which not only cleared the way for quantity production of the type to commence and for its adoption by the
276:
control cables. However, they did differ in terms of armament, the prototypes lacking any offensive weapons while production fighters were initially outfitted with a single unsynchronized
391:
diagonal struts that ran along the sides of the fuselage between the bearer and the lower wing root. Aft of the cockpit, the bulkheads were dispensed with for lighter frames composed of
1630:
878:
1622:
1571:
300:. The Austrian branch of Aviatik was responsible for producing the 38, 138, 238 and 338 Series itself; all models were produced by external parties, including:
488:
for air superiority. During 1918, a single D.I was forced down in an undamaged state on the
Italian font; this undamaged example was later shipped back to the
1494:
387:
in the forward section of the fuselage, which provided a mounting point for the engine bearers. Additional reinforcement was provided in the form of tubular
456:
blades, this newer armament arrangement was rolled out. Further changes, including the guns being set further back, were also made late on into production.
1503:
573:
261:
1656:
165:, because it was designed by Dipl. Ing. Julius von Berg, and to distinguish it from the D.I fighter built by the parent Aviatik firm in Germany.
1384:
1379:
1344:
1424:
1419:
1414:
1399:
1290:
1661:
1487:
395:, which were strengthened by diagonal struts; no internal wire bracing was used throughout the structure, relying upon the external
1671:
234:
the wings. According to Haddow, it was claimed by some sources that
Professor Richard Knollwer, a high-profile figure within the
1153:
Grosz, Peter M.; Haddow, George; Schiemer, Peter (AprilâJuly 1983). "Aviatik D I: Austria-Hungary's First
Indigenous Fighter".
440:
the form of a simple low-cut fringe cowl that kept the engine cylinders exposed and an elongated block radiator fixed onto the
1676:
1247:
1480:
518:
Aviatik-built aircraft powered by 200 hp (150 kW) Austro
Daimler engine. 86 accepted into service by August 1918.
594:
352:
1231:
1216:
1143:
407:
gave the wing a distinctive scalloped appearance. The single-piece upper wing was fixed to the fuselage using the
351:
By 31 October 1918, 677 Aviatik (Berg) D.I airframes of all batches had been handed over to the Austro-Hungarian
1283:
481:
477:
851:
173:
473:
411:-shaped struts, while the lower wing was bolted directly onto the side of the lower fuselage. Unblanced
188:. In 1917, the D.I entered Austro-Hungarian service and saw active operations in the final years of the
1651:
1276:
602:
484:
fronts, mainly as an escort for reconnaissance aircraft, as most of the fighter units preferred the
873:
648:
625:
213:
209:
448:
235:
90:
472:
The Austro-Hungarian aviation units used the D.I widely until the end of the First World War on
1319:
793:
277:
57:
1543:
771:
641:
578:
193:
452:
384:
8:
1525:
1445:
293:
205:
181:
1472:
831:
1461:
419:
The D.I incorporated a relatively unconventional innovation in the form of an unusual
1666:
1535:
1243:
1227:
1212:
1196:
1179:
1160:
1139:
436:
1226:(The Pocket Encyclopedia of World Aircraft in Colour ). London: Bounty Books, 2004.
924:
725:
509:
169:
33:
530:
Aviatik-built aircraft powered by 225 hp (168 kW) Austro
Daimler engine.
524:
Aviatik-built aircraft powered by 160 hp (120 kW) Austro
Daimler engine.
566:
201:
1589:
447:
The D.I was fitted with various armaments. It was initially armed with a single
1359:
1174:
1155:
826:
489:
485:
465:
provided with a roomy and comfortable cockpit which gave a good field of view.
428:
337:
197:
144:
1594:
1584:
1645:
1394:
1374:
1324:
1263:
1242:. Windsock Datafile. Vol. 171. Berkhampstead, UK: Albatros Productions.
1183:
1164:
1138:. Windsock Datafile. Vol. 45. Berkhampstead, UK: Albatros Publications.
856:
811:
404:
297:
229:
The
Aviatik (Berg) D.I has its origins within the experimental single-seater
185:
50:
1579:
846:
1389:
1369:
1364:
1354:
441:
196:
missions, as many fighter units continued to prefer using the German-built
1561:
1409:
1404:
1349:
1339:
1334:
1329:
1314:
861:
841:
836:
816:
341:
189:
728:
6-cylinder water-cooled in-line piston engine, 147 kW (197 hp)
1200:
821:
379:
The fuselage of the D.I was rectangular-shaped, composed of a single
281:
204:
operations. Following the end of the conflict, it was adopted by the
265:
1612:
1268:
546:
420:
380:
345:
344:, as well as various structural alterations and refinements to the
241:
On 16 October 1916, the first flight of the prototype occurred at
27:
1553:
1512:
1299:
1195:. Aircraft Profile Number 151. Surrey, UK: Profile Publications.
618:
412:
396:
372:
273:
152:
148:
140:
62:
363:
respectively, both the 215 and 201 Series would remain unbuilt.
317:
MAG (Magyar ĂltalĂĄnos GĂ©pgyĂĄr - General Hungarian Machine Works)
493:
392:
242:
879:
List of military aircraft of the Central Powers in World War I
542:
high-altitude version with a 230 hp Hiero engine and the
388:
336:
differences between the different series was in the power of
508:
Aviatik-built aircraft powered by 185 hp (138 kW)
1604:
280:
machine gun, located above the top wing to fire above the
329:
Wiener Karosserie Fabrik (WKF) (Vienna Coachwork Factory)
1502:
749:
185 km/h (115 mph, 100 kn) at sea level
1152:
806:
Aircraft of comparable role, configuration, and era
574:
Austro-Hungarian Imperial and Royal Aviation Troops
262:
Austro-Hungarian Imperial and Royal Aviation Troops
143:fighter that was developed and manufactured by the
1643:
923:The German parent company of Aviatik built the
427:Early production D.Is were powered by a single
238:, has participated in the design of the 30.14.
1224:Fighters, Attack and Training Aircraft 1914-19
1488:
1284:
1114:
1071:
1046:
1044:
292:The D.I was manufactured both in-house and
1495:
1481:
1291:
1277:
1209:Jane's Vintage Aircraft Recognition Guide.
1089:
1087:
1085:
1083:
1053:
1032:
1023:
1016:
1014:
1012:
1010:
1008:
998:
996:
994:
992:
990:
988:
978:
976:
974:
972:
944:
942:
940:
938:
936:
934:
416:adopted during the type's production run.
1105:
960:
664:Jane's Vintage Aircraft Recognition Guide
585:
549:development remained as prototypes only.
371:The Aviatik (Berg) D.I was a single-seat
331:manufactured the 184, 284 and 384 Series.
180:). It was manufactured both in-house and
1237:
1102:Grosz, Haddow & Scheimer 1983, p. 68
1093:Grosz, Haddow & Scheimer 1983, p. 72
1062:
1041:
957:Grosz, Haddow & Scheimer 1983, p. 65
908:
901:
899:
313:manufactured the 48, 248 and 348 Series.
1657:1910s Austro-Hungarian fighter aircraft
1096:
1080:
1005:
985:
969:
931:
767:38.9 kg/m (8.0 lb/sq ft)
655:
435:forward fuselage, which enabled a more
168:The D.I was the first locally designed
1644:
1190:
951:
459:
1476:
1272:
1171:
1133:
896:
139:, was a single-engine, single-seater
1298:
1172:Grosz, Peter M. (1984). "Talkback".
307:manufactured the 115 and 315 Series
13:
688:6.86 m (22 ft 6 in)
383:set at each corner and spaced via
353:Imperial and Royal Aviation Troops
14:
1688:
1455:Aviatik (Austro-Hungary) aircraft
1257:
706:21.8 m (235 sq ft)
700:2.48 m (8 ft 2 in)
319:manufactured the 84 and 92 Series
1662:Military aircraft of World War I
634:
611:
587:
559:
26:
1672:Single-engined tractor aircraft
1159:. No. 21. pp. 63â75.
1127:
694:8 m (26 ft 3 in)
1264:Vienna technical Museum photos
917:
734:2-bladed fixed-pitch propeller
219:
1:
1506:D-class aircraft designations
1211:London: HarperCollins, 2005.
884:
761:6,150 m (20,180 ft)
287:
1677:Aircraft first flown in 1917
889:
852:Royal Aircraft Factory S.E.5
552:
174:Austro-Hungarian Air Service
7:
1178:. No. 25. p. 79.
800:
718:852 kg (1,878 lb)
712:610 kg (1,345 lb)
499:
325:manufactured the 101 Series
249:(for tests on the ground),
192:; it was commonly used for
10:
1693:
1240:Aviatik (Berg) D.I at War!
253:(for in-flight tests) and
224:
1621:
1603:
1570:
1552:
1534:
1511:
1454:
1433:
1307:
1193:The O. Aviatik (Berg) D.I
667:The O. Aviatik (Berg) D.I
603:Royal Hungarian Air Force
366:
125:
117:
109:
104:
96:
86:
78:
68:
56:
46:
41:
25:
20:
1238:Varriale, Paolo (2016).
1120:Haddow 1967, pp. 10, 12.
874:List of fighter aircraft
649:Royal Yugoslav Air Force
626:Royal Romanian Air Force
214:Royal Yugoslav Air Force
210:Royal Romanian Air Force
1434:Aviatik (Berg) aircraft
1191:Haddow, George (1967).
776:0.17 kW/kg (0.11 hp/lb)
673:General characteristics
449:Schwarzlose machine gun
236:Austro-Hungarian Empire
172:to be adopted into the
155:. It was also known as
91:Austro-Hungarian Empire
1077:Haddow 1967, pp. 9 10.
794:Schwarzlose MG M.07/12
527:Aviatik D.I Series 338
521:Aviatik D.I Series 238
515:Aviatik D.I Series 138
1134:Grosz, P. M. (1994).
1059:Haddow 1967, pp. 7-8.
1038:Haddow 1967, pp. 4-5.
1029:Haddow 1967, pp. 5-6.
966:Haddow 1967, pp. 3-4.
642:Kingdom of Yugoslavia
579:Austro-Hungarian Navy
505:Aviatik D.I Series 38
399:panels for rigidity.
355:. While ordered from
194:aerial reconnaissance
792:2 Ă fixed 8 mm
656:Specifications (D.I)
453:synchronization gear
1111:Holmes 2005, p. 22.
914:Haddow 1967, p. 10.
905:Holmes, 2005. p 22.
460:Operational service
206:Hungarian Air Force
42:General information
32:Aviatik D.I at The
1068:Haddow 1967, p. 9.
1050:Haddow 1967, p. 7.
1020:Haddow 1967, p. 6.
1002:Haddow 1967, p. 5.
982:Haddow 1967, p. 4.
948:Haddow 1967, p. 3.
832:Morane-Saulnier AI
755:2 hours 30 minutes
137:Aviatik (Berg) D.I
1639:
1638:
1536:Hansa-Brandenburg
1470:
1469:
1249:978-1-906798-46-8
1222:Munson, Kenneth.
512:engine. 79 built.
151:aircraft company
133:
132:
118:Introduction date
1684:
1652:Aviatik aircraft
1497:
1490:
1483:
1474:
1473:
1308:Aviatik aircraft
1293:
1286:
1279:
1270:
1269:
1253:
1204:
1187:
1168:
1149:
1121:
1118:
1112:
1109:
1103:
1100:
1094:
1091:
1078:
1075:
1069:
1066:
1060:
1057:
1051:
1048:
1039:
1036:
1030:
1027:
1021:
1018:
1003:
1000:
983:
980:
967:
964:
958:
955:
949:
946:
929:
925:Halberstadt D.II
921:
915:
912:
906:
903:
784:
759:Service ceiling:
742:
726:Austro-Daimler 6
675:
640:
638:
637:
617:
615:
614:
597:
593:
591:
590:
565:
563:
562:
510:Austro-Daimler 6
170:fighter aircraft
145:Austro-Hungarian
34:Museum of Flight
30:
18:
17:
1692:
1691:
1687:
1686:
1685:
1683:
1682:
1681:
1642:
1641:
1640:
1635:
1617:
1599:
1566:
1548:
1530:
1507:
1501:
1471:
1466:
1450:
1429:
1303:
1297:
1260:
1250:
1146:
1130:
1125:
1124:
1119:
1115:
1110:
1106:
1101:
1097:
1092:
1081:
1076:
1072:
1067:
1063:
1058:
1054:
1049:
1042:
1037:
1033:
1028:
1024:
1019:
1006:
1001:
986:
981:
970:
965:
961:
956:
952:
947:
932:
922:
918:
913:
909:
904:
897:
892:
887:
803:
785:
780:
738:
671:
658:
635:
633:
612:
610:
588:
586:
567:Austria-Hungary
560:
558:
555:
502:
462:
369:
361:Thöne und Fiala
323:Thöne und Fiala
296:by a number of
290:
227:
222:
202:air superiority
190:First World War
184:by a number of
178:Luftfahrtruppen
129:24 January 1917
74:
73:Julius von Berg
37:
12:
11:
5:
1690:
1680:
1679:
1674:
1669:
1664:
1659:
1654:
1637:
1636:
1634:
1633:
1627:
1625:
1619:
1618:
1616:
1615:
1609:
1607:
1601:
1600:
1598:
1597:
1592:
1587:
1582:
1576:
1574:
1568:
1567:
1565:
1564:
1558:
1556:
1550:
1549:
1547:
1546:
1540:
1538:
1532:
1531:
1529:
1528:
1523:
1517:
1515:
1509:
1508:
1500:
1499:
1492:
1485:
1477:
1468:
1467:
1465:
1464:
1458:
1456:
1452:
1451:
1449:
1448:
1443:
1437:
1435:
1431:
1430:
1428:
1427:
1422:
1417:
1412:
1407:
1402:
1397:
1392:
1387:
1382:
1377:
1372:
1367:
1362:
1357:
1352:
1347:
1342:
1337:
1332:
1327:
1322:
1317:
1311:
1309:
1305:
1304:
1296:
1295:
1288:
1281:
1273:
1267:
1266:
1259:
1258:External links
1256:
1255:
1254:
1248:
1235:
1220:
1207:Holmes, Tony.
1205:
1188:
1175:Air Enthusiast
1169:
1156:Air Enthusiast
1150:
1144:
1129:
1126:
1123:
1122:
1113:
1104:
1095:
1079:
1070:
1061:
1052:
1040:
1031:
1022:
1004:
984:
968:
959:
950:
930:
916:
907:
894:
893:
891:
888:
886:
883:
882:
881:
876:
865:
864:
859:
854:
849:
844:
839:
834:
829:
827:Lohner Type AA
824:
819:
814:
802:
799:
798:
797:
778:
777:
768:
762:
756:
750:
747:Maximum speed:
736:
735:
729:
719:
713:
707:
701:
695:
689:
683:
657:
654:
653:
652:
645:
644:
630:
629:
622:
621:
607:
606:
599:
598:
582:
581:
576:
570:
569:
554:
551:
532:
531:
528:
525:
522:
519:
516:
513:
506:
501:
498:
490:United Kingdom
486:Albatros D.III
461:
458:
429:Austro-Daimler
368:
365:
338:Austro-Daimler
333:
332:
326:
320:
314:
308:
298:subcontractors
289:
286:
226:
223:
221:
218:
198:Albatros D.III
186:subcontractors
131:
130:
127:
123:
122:
119:
115:
114:
111:
107:
106:
102:
101:
98:
94:
93:
88:
84:
83:
80:
76:
75:
72:
70:
66:
65:
60:
54:
53:
48:
44:
43:
39:
38:
31:
23:
22:
9:
6:
4:
3:
2:
1689:
1678:
1675:
1673:
1670:
1668:
1665:
1663:
1660:
1658:
1655:
1653:
1650:
1649:
1647:
1632:
1629:
1628:
1626:
1624:
1620:
1614:
1611:
1610:
1608:
1606:
1602:
1596:
1593:
1591:
1588:
1586:
1583:
1581:
1578:
1577:
1575:
1573:
1569:
1563:
1560:
1559:
1557:
1555:
1551:
1545:
1542:
1541:
1539:
1537:
1533:
1527:
1524:
1522:
1519:
1518:
1516:
1514:
1510:
1505:
1498:
1493:
1491:
1486:
1484:
1479:
1478:
1475:
1463:
1460:
1459:
1457:
1453:
1447:
1444:
1442:
1439:
1438:
1436:
1432:
1426:
1423:
1421:
1418:
1416:
1413:
1411:
1408:
1406:
1403:
1401:
1398:
1396:
1393:
1391:
1388:
1386:
1383:
1381:
1378:
1376:
1373:
1371:
1368:
1366:
1363:
1361:
1358:
1356:
1353:
1351:
1348:
1346:
1343:
1341:
1338:
1336:
1333:
1331:
1328:
1326:
1323:
1321:
1318:
1316:
1313:
1312:
1310:
1306:
1301:
1294:
1289:
1287:
1282:
1280:
1275:
1274:
1271:
1265:
1262:
1261:
1251:
1245:
1241:
1236:
1233:
1232:0-7537-0916-3
1229:
1225:
1221:
1218:
1217:0-00-719292-4
1214:
1210:
1206:
1202:
1198:
1194:
1189:
1185:
1181:
1177:
1176:
1170:
1166:
1162:
1158:
1157:
1151:
1147:
1145:0-948414-60-X
1141:
1137:
1132:
1131:
1117:
1108:
1099:
1090:
1088:
1086:
1084:
1074:
1065:
1056:
1047:
1045:
1035:
1026:
1017:
1015:
1013:
1011:
1009:
999:
997:
995:
993:
991:
989:
979:
977:
975:
973:
963:
954:
945:
943:
941:
939:
937:
935:
926:
920:
911:
902:
900:
895:
880:
877:
875:
872:
871:
870:
869:
868:Related lists
863:
860:
858:
857:Sopwith Camel
855:
853:
850:
848:
845:
843:
840:
838:
835:
833:
830:
828:
825:
823:
820:
818:
815:
813:
812:Albatros D.Va
810:
809:
808:
807:
795:
791:
788:
787:
786:
783:
775:
773:
769:
766:
765:Wing loading:
763:
760:
757:
754:
751:
748:
745:
744:
743:
741:
733:
730:
727:
723:
720:
717:
716:Gross weight:
714:
711:
710:Empty weight:
708:
705:
702:
699:
696:
693:
690:
687:
684:
681:
678:
677:
676:
674:
669:
668:
665:
662:
650:
647:
646:
643:
632:
631:
627:
624:
623:
620:
609:
608:
604:
601:
600:
596:
584:
583:
580:
577:
575:
572:
571:
568:
557:
556:
550:
548:
545:
541:
537:
529:
526:
523:
520:
517:
514:
511:
507:
504:
503:
497:
495:
491:
487:
483:
479:
475:
470:
466:
457:
454:
450:
445:
444:of the wing.
443:
438:
432:
430:
425:
422:
417:
414:
410:
406:
405:trailing edge
400:
398:
394:
390:
386:
382:
377:
374:
364:
362:
358:
354:
349:
347:
343:
339:
330:
327:
324:
321:
318:
315:
312:
309:
306:
303:
302:
301:
299:
295:
294:under license
285:
283:
279:
275:
269:
267:
263:
258:
256:
252:
248:
244:
239:
237:
232:
217:
215:
211:
207:
203:
199:
195:
191:
187:
183:
182:under license
179:
175:
171:
166:
164:
163:
158:
154:
150:
146:
142:
138:
128:
124:
120:
116:
112:
108:
103:
99:
95:
92:
89:
85:
81:
77:
71:
67:
64:
61:
59:
55:
52:
49:
45:
40:
35:
29:
24:
19:
16:
1520:
1440:
1239:
1223:
1208:
1192:
1173:
1154:
1135:
1128:Bibliography
1116:
1107:
1098:
1073:
1064:
1055:
1034:
1025:
962:
953:
919:
910:
867:
866:
805:
804:
796:machine guns
789:
781:
779:
770:
764:
758:
752:
746:
739:
737:
731:
721:
715:
709:
703:
697:
691:
685:
679:
672:
670:
666:
663:
660:
659:
543:
539:
535:
533:
471:
467:
463:
446:
442:leading edge
433:
426:
418:
408:
401:
378:
370:
360:
356:
350:
342:machine guns
334:
328:
322:
316:
310:
304:
291:
270:
259:
254:
250:
246:
240:
230:
228:
177:
167:
162:Berg Fighter
161:
160:
156:
136:
134:
126:First flight
110:Manufactured
97:Number built
87:Primary user
58:Manufacturer
15:
1136:Aviatik D.I
862:SPAD S.XIII
842:Pfalz D.III
837:Nieuport 28
817:Ansaldo SVA
740:Performance
732:Propellers:
722:Powerplant:
437:streamlined
278:Schwarzlose
220:Development
200:conducting
113:1917 - 1918
21:Aviatik D.I
1646:Categories
1201:B0007JXD26
885:References
847:Phönix D.I
822:Fokker D.V
772:Power/mass
753:Endurance:
704:Wing area:
651:- Postwar.
628:- Postwar.
605:- Postwar.
288:Production
268:airfield.
147:branch of
36:, Seattle.
1184:0143-5450
1165:0143-5450
928:military.
890:Citations
692:Wingspan:
661:Data from
553:Operators
385:bulkheads
282:propeller
1667:Biplanes
1302:aircraft
801:See also
782:Armament
547:triplane
500:Variants
421:aerofoil
413:ailerons
381:longeron
346:radiator
212:and the
157:Berg D.I
69:Designer
1554:Knoller
1513:Aviatik
1300:Aviatik
698:Height:
686:Length:
619:Romania
595:Hungary
478:Italian
474:Eastern
397:plywood
373:biplane
274:aileron
225:Origins
159:or the
153:Aviatik
141:biplane
105:History
82:Retired
63:Aviatik
51:Fighter
1572:Phönix
1504:KuKLFT
1360:C.VIII
1246:
1230:
1215:
1199:
1182:
1163:
1142:
639:
616:
592:
564:
494:London
482:Balkan
393:spruce
367:Design
357:Lohner
305:Lohner
266:DivaÄa
243:Aspern
208:, the
149:German
79:Status
1590:D.III
1395:D.VII
1375:D.III
1340:C.III
1325:B.III
790:Guns:
680:Crew:
540:D.III
389:steel
311:Lloyd
255:30.21
251:30.20
247:30.19
231:30.14
1605:Ufag
1595:D.IV
1585:D.II
1526:D.II
1446:D.II
1390:D.VI
1380:D.IV
1370:D.II
1365:C.IX
1355:C.VI
1345:C.IV
1335:C.II
1320:B.II
1244:ISBN
1228:ISBN
1213:ISBN
1197:ASIN
1180:ISSN
1161:ISSN
1140:ISBN
724:1 Ă
544:Dr.I
536:D.II
534:The
480:and
359:and
135:The
121:1917
100:â700
47:Type
1631:D.I
1623:WKF
1613:D.I
1580:D.I
1562:D.I
1544:D.I
1521:D.I
1462:C.I
1441:D.I
1425:P20
1420:P19
1415:P18
1410:P14
1405:P13
1385:D.V
1350:C.V
1330:C.I
1315:B.I
1648::
1082:^
1043:^
1007:^
987:^
971:^
933:^
898:^
496:.
476:,
348:.
284:.
216:.
1496:e
1489:t
1482:v
1400:F
1292:e
1285:t
1278:v
1252:.
1234:.
1219:.
1203:.
1186:.
1167:.
1148:.
774::
682:1
409:W
176:(
Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
