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The following text is as written
in 1968 by M.Brett. The majority of the photographs that appear on this
page have been loaned by my friends at Cross and Cockade International
to whom I owe a debt of thanks.
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| LVG CVI. -
report on visit to Brussels (1968) |
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As
far as is known there are only two LVG CVI's in existence; the one
being built at Old Warden and that on display in the Brussels Army
Museum. As the Brussels machine looked from photographs to be fairly
complete, it was hoped that it would provide data on the parts missing
from the Old Warden aircraft and also clear up one or two points about
the finish.
Messrs.Brett and Tomlinson arranged to visit the Museum over two days,
Tuesday and wednesday 12th and 13th November 1968. It was planned to
fly out on the 8.30 plane from Southend on Tuesday and leave Brussels
at 5.00 p.m. on Wednesday. This would have given us Tuesday afternoon
and most of Wednesday, the Museum opening hours being 10 to 12, 1.30 to
5.00. As it happened, fog at Ostend prevented take off until 1.10 and
consequently there was no time for other than introductions at the
Museum. This seriously curtailed the time available, and although the
Museum staff generously allowed us to start at 9.00 in the morning there
were several minor points that we were unable to check. The greatest
limitation was imposed by the height of the machine, which is suspended
from the roof some 20ft from the floor. It was necessary for
the museum staff to erect scaffolding to give us a working platform,
and there was insufficient time to re-erect it other than in the
original position. We chose the starboard side of the nose to give
access to the inlet ducting for the carburettors, and we were able to
climb over the lower wing to get into the cockpit from this position.
General impressions were of the extreme helpfulness of the staff, who
were most interested to learn of the Old Warden LVG : the rather sorry
condition of most of the aircraft which appeared to have been put on
display some 40 or 50 years ago and just left without further
attention: and the correspondingly thick layer of sooty dust on all the
upper surfaces of the LVG. Although the machine was externally
complete, internally there are a number of parts missing. The following
outlines the aspects that we were interested in and our findings, with
sundry comments. Finally I have listed at the end what I believe to be
outstanding work, although this does not include normal routine tasks.
Overall
Colour and Finish.
The Brussels Machine is widely reported as
Werke No. 3141, which would make it an earlier machine than ours
(4503). However, closer inspection revealed that the fuselage and
cowlings actually carry the Werke No. 4981, the other No. being only
visible from the ground : this is painted on the rudder and this I read
as 5141 from a distance of 12 ft but at an oblique angle.
The fuselage ply covering of 4981 is varnished natural finish, the
upper surfaces subject to the action of sunlight being a mahogany
colour (which explains why the fuselage has been reported as being
red), the under surfaces being nearer the colour of button
polish or shellaco. This supports the commonly held belief that LVG
CV's and CVI's (in common with most German aircraft with ply-covered
fuselages) were normally plain varnish finish. (Ref: "Summary of Air
Intelligence, GHC, AEF, Sept.1918. "LVG CVI markings, wings and tail
camouflaged but fuselage varnished yellow and rudder painted white" ;
Oct. 1918 "LVG CV have yellow bodies with camouflaged wings" Ref. also
translated German official document from Inspector of Aircraft
Factories dated 20/9/1918, to "All firms....." Camouflage of frontline
aircraft........The bright yellow or likewise bright colours of those
parts of the fuselage which are made of plywood has an adverse
effect....."
As the Brussels A/C has a later Werke No. it indicates that 4503 was
almost certainly finished in the same manner. In most photographs, the
varnish can be seen to have a very high gloss finish, almost as if
French polished.
Cowlings, metal panels, centre section and all wing and U/C struts are
dark green on 4981, but flakes of paint from the engine cowling
indicate that the first coats were a light grey-green. The cowlings
have certainly been overpainted, because different shades of at least
two coats are visible. The struts appear to have been overpainted after
leaving the factory as some metal fittings normally painted black were
overpainted. Most photographs of "Factory-finished" machines show a
lightish shade of paint on all of those parts, with the black fittings
contrasting strongly - the yellow varnish usually shows up darker than
the paint because the type of photographic film commonly used at that
time showed yellow as a very dark colour. The light-green paint has a
tonal value corresponding roughly to a light brown-grey found under the
thick top layers of Brunswick green paint on several panels
of the Old Warden machine. The Germans used paint very sparingly in
1918 and it is fairly safe to assume that the under layers
are the original top finish. On this score it is interesting to note
that the Munsell colour ref.(10YR4.5/2) of the under layers of 4503 is
very close to the colour paint found on the Albatross DV in the
Australian War Museum, which also has a yellow varnished fuselage. The
metal panels on the lower port wing fitted to 4503 have a first coat of
dark khaki-green but this wing was not the original one as it had a
different Werke No. The only other metal panels on the wings
have no original paint remaining. On this basis I would recomend that
all metal panels, struts and centre section are finished in the
original brown-grey found on the fuselage panels.
Markings
The only markings visible were straight sided
"Balkan" crosses on the fuselage sides (outlined in white) and on the
white painted rudder. The crosses under the wings had been painted over
and the upper surfaces of the wings are so thickly coated with dust
that no crosses were visible. The machine has been quoted as having
been used by a training unit and carries a fuselage Unit marking of a
black band immediately in front of the cross with a red circle on a
black band . The band covers up the Air Force serial No., although this
has been quoted (mistakenly, I believe) as 3141/18. The only other
markings that I could see were those referring to the weights, which
are painted on 4503 in a similar style but further forward on the
fuselage. I could see no "lift" instructions by the handholes in the
rear of the fuselage, nor have I found any LVG photographs on which
these can be seen, although it was not uncommon to find these markings
on some German aircraft.
As I was unable to get up to the tail of the machine I was unable to
look for serial numbers or "house" markings on the tailplane and
elevator, which of course were so covered with dust that nothing was
visible on top. There was no house mark in the usual position on the
fin or rudder and I could not see one anywhere else.
In the absence of subsequent information I would suggest that we use
blue and yellow for the House Badge (blue centre, yellow outline) :
this is a verbal description given to me but not supported by any
positive evidence except that these colours do fit the tonal values
seen on black and white photographs.
One other item which is missing from the Brussels machine is the
manufacturerer's data card which is normally mounted externally on the
front port side of the fuselage. This is visible in all photographs but
no information has yet come to hand as to what was on the card. it is
believed to be rigging and CG dates; enquiries are still under way for
this.
We still cannot be absolutely certain of the Air Force serial No. for
4503, but knowing that these numbers were allocated in blocks, it is
fair to assume that the gap between Werke Nos. and serial Nos. on other
aircraft whose numbers are close to 4503 can also be applied to 4503
eg. an aircraft with Werke No. 4586 has4 serial No.7631/18, a gap of
3045. This Werke No. is very close and if 3045 is added to 4503, it
gives a Serial No. 7458/18, which has a 50/50 chance of being the
correct one. The next nearest combination I know of is Werke No. 4701,
serial No 7744/18, giving a gap of 3043,a difference of only 2 in 200.
It was common practice for German aircraft to have vertical and /or
horizontal
datum lines painted in red on the fuselage. The Brussels machine showed
no evidence of such having been applied, but I have a photograph of a
factory line-up in which both vertical and horizontal lines can be
seen. If required I can determine sizes and positions of these and will
also seek further confirmation.
Tailplanes
The tailplanes appeared to have been covered
before fitting to the air-craft, this also being standard on the CV's.
Photographs of completed machines dismantled for crating or transport
show the covered tailplanes removed from the fuselage. The main spar
seems to be of box section with a removeable inner spar which is passed
through the fuselage. Each half tailplane has a rear spar, to which
appears to be bolted externally a one-piece spar connecting both
tailplanes (this seems to be used also on Rumpler tailplanes). All this
suggests that the tailplane on 4503 is not original as I believe it has
a one piece conventional spar. This is supported by the fact that the
rudder and elevator are also not original, these being normally of
metal construction.
Rudder
The Brussels machine has a white painted rudder with Werke No. and
black cross. Only one rib tape is applied to the rudder and the control
horns are not braced. The wooden rudder made by the RAF for 4503 has
braced horns and incidentally is of the wrong outline shape. Would it
be possible to have a metal rudder of the correct outline made for
4503? I could produce a dimensional outline drawing (not the original
alas).
Struts
The new struts and fittings of 4503 are very good replicas of those on
the Brussels aircraft, and only the extremely knowledgeable will be
able to detect that they are not original. The tape wrappings are
approximately 11/4 inches wide with about 7 turns at three places on
each strut. It was not possible to see any markings on the struts which
supports the theory that these were overpainted in the field.
Undercarriage
4981 is fitted with solid wooden wheels which the Germans used in lieu
of normal wheels for ground transport purposes to save wear on the
rubber tyres. These wheels are of 30 in. diameter overall; this
corresponds to the 32" (810mm) tyred wheels, allowing 1 in. compression
of the tyres when loaded. The central axle fairing is 73/4 " wide in
section, and the spreader bar is 1-5/8 " dia. and 4' 91/2" between
centres. wire restraing hoops are fitted above the axle at each side to
restrict upward travel of the axle.
Access to the tailskid springing is via a hinged panel in the stbd.
side of the fuselage immediately under the tailplane main spar.
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Photographs in this column are of the Brussels LVG CVI taken before and during restoration.
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