Gotha G.V

     
Název:
Name:
Gotha G.V Gotha G.V
Originální název:
Original Name:
Gotha G.V
Kategorie:
Category:
bombardovací letoun bomber aeroplane
Výrobce:
Producer:
DD.07.1917-DD.03.1918 Gothaer Waggonfabrik AG, Gotha /
Období výroby:
Production Period:
DD.07.1917-DD.03.1918
Vyrobeno kusů:
Number of Produced:
100
První vzlet:
Maiden Flight:
DD.MM.RRRR
Osádka:
Crew:
3
Základní charakteristika:
Basic Characteristics:
 
Vzlet a přistání:
Take-off and Landing:
CTOL - konvenční vzlet a přistání CTOL - conventional take-off and landing
Uspořádání křídla:
Arrangement of Wing:
dvouplošník biplane
Uspořádání letounu:
Aircraft Concept:
klasické conventional
Podvozek:
Undercarriage:
pevný fixed
Přistávací zařízení:
Landing Gear:
kola wheels
Technické údaje:
Technical Data:
 
Hmotnost prázdného letounu:
Empty Weight:
2740 kg 6041 lb
Vzletová hmotnost:
Take-off Weight:
3975 kg 8763 lb
Maximální vzletová hmotnost:
Maximum Take-off Weight:
? kg ? lb
Rozpětí:
Wingspan:
23,70 m 77ft 9,07in
Délka:
Length:
12,40 m 40ft 8,18in
Výška:
Height:
4,30 m 14ft 1,28in
Plocha křídla:
Wing Area:
89,50 m2 963.37 ft2
Plošné zatížení:
Wing Loading:
? kg/m2 ? lb/ft2
Pohon:
Propulsion:
 
Kategorie:
Category:
pístový piston
Počet motorů:
Number of Engines:
2
Typ:
Type:
Mercedes D.IVa o výkonu 191 kW/260 k Mercedes D.IVa, power 256 hp
Objem palivových nádrží:
Fuel Tank Capacity:
? ?
Výkony:
Performance:
 
Maximální rychlost:
Maximum Speed:
140 km/h v 0 m 87 mph in 0 ft
Cestovní rychlost:
Cruise Speed:
130 km/h v ? m 80.8 mph in ? ft
Rychlost stoupání:
Climb Rate:
? m/s ? ft/min
Čas výstupu na výšku:
Time to Climb to:
17 min do 3000 m 17 min to 9843 ft
Operační dostup:
Service Ceiling:
6500 m 21325 ft
Dolet:
Range:
840 km 522 mi
Maximální dolet:
Maximum Range:
? km ? mi
Výzbroj:
Armament:
1x pohyblivý kulomet Parabellum LMG 14 ráže 7,92 mm na přídi
1x pohyblivý kulomet Parabellum LMG 14 ráže 7,92 mm na hřbetě
0-1x pohyblivý kulomet Parabellum LMG 14 ráže 7,92 mm v podlaze trupu


500 kg pum
1x flexible 7,92 mm Parabellum LMG 14 machine gun in the nose
1x flexible 7,92 mm Parabellum LMG 14 machine gun amidships
0-1x flexible 7,92 mm Parabellum LMG 14 machine gun firing downwards


1102 lb of bombs
Uživatelské státy:
User States:
Poznámka:
Note:
- -
Zdroje:
Sources:
Grosz, P. M. Gotha!. Albatros Publications, Berkhamsted 1994. ISBN 0-948414-57-X.
Grosz, P. M. The Gotha GI-GV, Profile No.115. Profile Publications, Leatherhead 1966.
Kroschel, G., Stützer, H. Die deutschen Militärflugzeuge 1910 - 1918. Weltbild Verlag, Augsburg 1994. ISBN 3-89350-693-4.
Gray, Peter, Thetford, Peter. German Aircraft Of The First World War. Doubleday, Garden City 1970.
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Gotha G.V


Three-seater long-range bomber biplane of unequal wing length structurally identical to the type Gotha G.IV. Compared to its predecessor, the G.V type had an 18 cm elongated fuselage of square cross-section, so the total length of the aircraft was now 12.4 meters. The span of the upper wing was 23.7 meters, the lower wing was shorter and its length was 21.9 meters. The wings were 2.3 meters wide in the central part and narrowed slightly towards their ends. The arrowhead of both wings was the same 1 ° 10 '. The height of the aircraft increased to 4.3 meters. Combat experience has shown that placing fuel tanks under engines is not the happiest. In the event of landing problems or an accident, the proximity of the hot engines could ignite the fuel and cause the aircraft to catch fire. Therefore, two fuel tanks with a total volume of 795 liters for the Gotha G.V type were moved to the front of the fuselage between the cockpit of the pilot and rear gunner. The auxiliary gravity tank with a volume of 45 liters was located on the upper wing, it was probably used exclusively at takeoff and the fuel was pumped into it using a hand pump from the pilot's cockpit. The engines got new significantly smaller aerodynamic covers. The engine nacelles were no longer "lying" directly on the lower wing, but were placed on four struts in the space between the wings. The gondolas had a sheet metal cover structurally adapted to achieve a greater cooling effect in flight. Two types of heatsink covers were used. One had vertical slats, the rotation of which regulated the amount of air, and the other type used a vertically sliding shield that covered the radiator. Again, as with the type Gotha G.IV, two six-cylinder water-cooled engines were used Mercedes D.IVa each with an output of 260 horsepower, which were powered by push wooden propellers with a diameter of just over three meters. Compared to the previous type, changes were also made to the chassis structure.


The machines usually carried a load of eight bombs, each weighing 100 kg. Two were placed on hinges under the fuselage and three on hinges on each side under the central part of the lower wing. The discharge mechanism consisted of six levers of different colors and lengths in the space of the bomber, connected by a cable suspension. The hinge was similar to the hinges used in other German bombers. The defensive armament was mostly two Parabellum machine guns. Front on a large circular mount, the rear machine gun was mounted on a rider moving along two "rails" mounted on the upper part of the fuselage behind the cockpit of the rear gunner. This assembly allowed the movement of the machine gun only in a limited section. Metal shields were placed on the sides of the assembly, which were to protect the propellers from machine gun projectiles and at the same time the shooter from being caught by the propeller blade.


To reduce the risk of the aircraft overturning on landing, the Stossfahrgestell - an additional landing gear under the nose of an aircraft of a similar type as the Friedrichshafen bombers was tested. Experiments with this type did not show any improvement in the situation. A new four-wheel chassis has been developed under each engine unit. During tests Bogohl 3 with this solution proved to be suitable and was therefore mounted on all GV machines The four-wheel chassis had front wheels of smaller diameter than the rear wheels. A robust spur was placed in the rear of the fuselage.


The three-member crew consisted of a commander, navigator, bomber and front gunner in one person, sitting completely in front, behind him under the leading edge of the upper wing was the cockpit of the pilot, under the descending edge of the wing was the rear gunner's station.


In October 1916, two series were ordered: the first with twenty pieces of aircraft serial numbers 664-683/16 and the second with eighty pieces of aircraft serial numbers 900-979/16. Type tests took place in July 1917.A total of 100 machines were delivered, the vast majority of which were delivered Bogohl 3 in the period between August 1917 and March 1918. In the winter of 1917/18, experiments were to be carried out using Maybach Mb.IVa high-altitude engines with an output of 245 horsepower. The experiments probably did not take place due to bad weather and the absence of the necessary propellers.


The camouflage of the aircraft initially corresponded to their use in daily bombing missions. The entire fuselage and vertical tail surfaces were painted azure blue and the wings had camouflage formed by a five-color "daily" pattern lozenge. With the transition to night bombing, the camouflage scheme also changed. Night versions initially used camouflage consisting of irregular polygons in five dark shades on all surfaces except motor nacelles, which were dark green. Later, night masking of the type lozenge was used on all surfaces.


It was expected that the machines would be used for raids on London. However, experience has shown that the performance of the new type does not exceed the type Gotha G.IV. Higher speed was achieved at the expense of climbability. Due to the lack of quality fuel, the performance of Mercedes D.IVa engines dropped from the original 260 hp to 245 hp. Another handicap that the G.V type had to deal with was the use of insufficiently dried wood in the construction of production aircraft. This added another 400 kg to the weight of the aircraft, which of course brought another drop in performance against prototype machines. The unarmed machine was able to ascend to a height of 6500 m, which was its practical access, in 52 minutes and 30 seconds. In practice, during the night bombing of Britain, however, the machines initially operated at an altitude of 2000-2500 meters and later this altitude dropped to 1200-1700 meters. Operational flights at this altitude were not a major problem for fighters and allowed British fighters to attack bombers before dropping bombs. With full tanks and a load of bombs, the machines were easy to operate and stable. After dropping the bombs and with half-empty tanks, the stability of the aircraft deteriorated greatly. The aircraft was heavy on the tail, so often the rear gunner had to move to a makeshift seat next to the pilot to help balance the aircraft. Landing an airplane required very precise work from the pilot. The landing maneuver after the night raid was the cause of the largest losses of aircraft, the machines tended to overturn on the nose. In the period from November 1, 1917 to January 31, 1918, landing losses accounted for 76% of all losses (enemy actions, mostly artillery, were the cause of only 13% of losses). These values clearly demonstrate the difficulty of landing at night with these large aircraft.


Number of Gotha G.V machines on the front capable of combat deployment:
as of August 31, 1917 - 3 aircraft
as of October 31, 1917 - 20 aircraft
as of December 31, 1917 - 33 aircraft
as of February 28, 1918 - 34 aircraft
as of April 30, 1918 - 36 aircraft
to June 30, 1918 - 15 aircraft
as of August 31, 1918 - 8 aircraft


The last major raid in Operation Türkenkreuz took place on the night of May 19, 1918 and was attended by 38 Gotha aircraft of various types, six of which were shot down by fighters or anti-aircraft artillery and one crashed on landing . After the end of the bombing offensive in May 1918, the Gotha G.V machines were withdrawn to the Western Front, where they were gradually replaced by later modifications G.Va and G.Vb.


Gotha G.Va aircraft had Kastensteuerung mounted. It was a device that allowed in case of failure of one of the engines to continue flying in a straight line, or turn to one side. The aircraft had double stabilizers and double vertical tail surfaces. The reason for this modification was to improve performance when flying on a single engine. Another change was the installation of Stossfahrgestell - an additional two-wheeled landing gear under the nose of the aircraft. Modifications were also made to the assembly of machine guns. Otherwise, the machines were structurally identical to the type Gotha G.V.


Gotha G.Vb machines had a modified chassis - under each engine was a four-wheeled chassis as after the modification of the type G.V. To reduce the effort of the pilots, a power steering was installed to control the ailerons. Otherwise, the machines were structurally identical to the type G.V.


A total of 205 Gotha G.V, G.Va and G.Vb. machines were produced. Bogohl 3 received 177 of them. The last series of Gotha G.Vb aircraft was taken over from production by the Allies after the war. After the war, all Gotha G.V aircraft were scrapped under the Versailles Treaty.


Sources used:
[1] GROSZ, Peter. Gotha !, Alabtros Productions Ltd., 1994, ISBN 0-948414-57-X
[2] CHANT, Chris. The most famous bombers: From 1914 to the present, Svojtka 2006, ISBN 80-7352-394-9
[3] http://en.wikipedia.org/wiki/Gotha_G
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Zdroj: http://www.theaerodrome.com/
Zdroj: http://avia.russian.ee/
Gotha G.V -


Gotha G.V -


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Fotografie převzaty ze serveru www.earlyaviator.com.
Gotha G.V -


Gotha G.V - Na tomto snímku je dobře vidět pracoviště předního střelce. Hadička v ústech střelce není vodní dýmka, ale primitivní kyslíkový dýchací přístroj pro lety ve velkých výškách.

Na tomto snímku je dobře vidět "pracoviště" předního střelce. Hadička v ústech střelce není vodní dýmka, ale primitivní kyslíkový dýchací přístroj pro lety ve velkých výškách.
URL : https://www.valka.cz/Gotha-G-V-t53673#231064 Version : 0
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