Gotha G.IV
From Wikipedia, the free encyclopedia
| Gotha G.IV | |
|---|---|
 |
|
| Type | Bomber |
| Manufacturer | Gothaer Waggonfabrik, Siemens-Schuckert Werke, LVG |
| Designed by | Hans Burkhard |
| Maiden flight | 1916 |
| Primary user | Luftstreitkräfte |
| Produced | 1916 to 1917 |
The Gotha G.IV was a heavy bomber used by the Luftstreitkräfte (Imperial German Air Service) during the First World War. Experience with the Gotha G.III showed that the rear gunner could not efficiently operate both the dorsal and ventral positions. Hans Burkhard's ultimate solution was the “Gotha tunnel,” a trough connecting an aperture in the upper decking with a large opening extending across the bottom of the rear fuselage. The Gotha tunnel allowed a gunner at the dorsal position to depress his gun into the aperture and fire through the fuselage at targets below and behind the bomber. A ventral machine gun could still be mounted, and there was even a provision for a fourth machine gun on a post between the pilot's and bombardier's cockpits, although this was rarely carried due to the weight penalty it imposed on the bombload.
The G.IV introduced other changes. The fuselage was fully skinned in plywood, eliminating the partial fabric covering of the G.III. Although it was not the reason for this modification, it was noted at the time that the plywood skinning enabled the fuselage to float for some time in the event of a water landing. Furthermore, complaints of poor lateral control, particularly on landing, led to the addition of ailerons on the lower wing.
In November 1916, Gothaer received a production order for 35 aircraft; this was subsequently increased to 50 in February 1917. A further 80 aircraft were ordered from the Siemens-Schuckert Werke (SSW) and 100 from Luft-Verkehrs-Gesselschaft (LVG). Compared to the Gothaer aircraft, these license-built aircraft were slightly heavier and slower because Idflieg specified the use of a strengthened airframe. In order to counteract this, SSW built a number of highly-modified examples, including one driven by tractor instead of pusher engines, one with an extra bay added to its wing cellule, two with a new airfoil section for the wings, and one with a supercharger. None of these modifications had been fully evaluated by the end of the war. Late-production SSW G.IVs also usually incorporated the Stossfahrgestell auxiliary nosewheels and Flettner servo tabs developed for the G.V. Responding to a different performance issue, LVG overcame the tail heaviness of its machines by increasing the sweepback of the wings. Late production SSW and LVG built G.IVs were already obsolete as bombers, and many were finished as training aircraft with lower performance engines (Argus As.III or NAG C.III). Additionally, the SSW-built trainers relocated the fuel tanks from the engine nacelles to within the fuselage, as on the G.V.
Contents |
[edit] Operational history
In March 1917, the G.IV entered service with Kagohl 1, which was redesignated Kagohl 3 upon receipt of the new machines, and the G.IVs were soon to be put to use in Operation Türkenkreuz - the strategic bombing of London. This operational use was delayed when practice missions revealed faulty engine bearings that had to be replaced, and that the prevailing winds were stronger than expected, requiring the addition of extra fuel tanks. Additionally, it was discovered that the design of the fuel system prevented the main tanks from being completely utilised, and this problem had to be addressed as well.
Around 30 LVG-built G.IVs were fitted with Heiro engines and Schwarzlose machine guns for Austro-Hungarian service. Another one was experimentally fitted with a 20 mm Becker cannon for ground attack.
[edit] Postwar use
Polish forces found one abandoned G.IV at Poznań during the Greater Poland Uprising of 1918 and 1919. Once repaired, the aircraft joined the 21. Eskadra Niszczycielska (21st Destroyer Squadron) on April 30, 1920. After operational use in the Polish-Soviet War, the aircraft was withdrawn from service in the summer of 1920 due to lack of spare parts.
All other surviving Gotha aircraft were destroyed in accordance with the terms of the Treaty of Versailles.
[edit] Operators
- Germany
- Austria-Hungary
- Netherlands
- GIV, forced landing at Beerta (Drenthe), 18.08.1917 due to action by Sergeant Lok, who managed to hit and destroy one of the propellors at Tutjeshut. He received a gold watch for his accomplishment.
- Repaired but crashed on first test flight from Soesterberg two months later. Written off from register 1919, Dutch number allocation LA-50 (1917) and G-700 (1918).
- Poland
- Polish Air Force (postwar)
[edit] Specifications (early Gotha-built examples)
General characteristics
- Crew: Three
- Length: 12.2 m (40 ft 0 in)
- Wingspan: 23.7 m (77 ft 9 in)
- Height: 3.9 m (12 ft 10 in)
- Wing area: 89.5 m² (563 ft²)
- Empty weight: 2,413 kg (5,320 lb)
- Gross weight: 3,648 kg (8,042 lb)
- Powerplant: 2 × Mercedes D.IVa, 193 kW (260 hp) each
Performance
- Maximum speed: 135 km/h (83 mph)
- Endurance: 6 hours
- Service ceiling: 5,000 m (16,400 ft)
Armament
- 2 to 3 × 7.92 mm Parabellum LMG 14 machine guns
- Up to 500 kg (1,100 lb) of bombs
[edit] See also
Comparable aircraft
Related lists
[edit] Notes
[edit] References
- Taylor, Michael J. H. (1989). Jane's Encyclopedia of Aviation. London: Studio Editions, 426.
- World Aircraft Information Files. London: Bright Star Publishing, File 895 Sheet 08.
- Grosz, Peter M. (1966). The Gotha GI - GV. Leatherhead, Surrey: Profile Publications.
- Grosz, Peter M. (1994). Gotha!. Berkhamstead, Hertfordshire: Albatros Productions.
|
|||||
|
|||||
|
||||||||||||||
