DFW C.V - Design and Development

Design and Development

The C.IV had a single-bay wing cellule and was powered by a 112 kW (150.19 hp) Benz Bz.III. It was soon replaced in production by the definitive C.V with a two-bay wing cellule and either a 185 hp (137.95 kW) C.III N.A.G. or 149 kW (199.81 hp) Benz Bz.IV. Predictably, the more powerful Benz engine gave significantly better performance.

The C.V's main designer was Heinrich Oelerich, and it was produced in larger numbers than any other German aircraft during World War I. About 2000 were manufactured by DFW and about 1250 licence maufactured by Aviatik (as the DFW C.V(Av) or Aviatik C.VI), Halberstadt, LVG, and Schütte-Lanz.

A further development was the C.VI, a sturdier aircraft with balances added to the ailerons. Only a single example of this was built, but it was followed by three aircraft designated F37 in the closing stages of the war, which may have received the Idflieg designation DFW C.VII, though this is not certain. Following the war, the DFW F37 was fitted with the 220 kW (295.02 hp) BMW IV engine, and in this configuration broke the world altitude record in 1919, reaching a height of 7,700 m (25,262.47 ft). However, since this flight was in breach of the Armistice, it was not recognised by the FAI. After this exploit, this F37 had its original Benz engine restored, and was converted into a passenger "limousine" by the addition of a richly upholstered interior and a canopy to enclose it. Now designated the DFW P1 Limousine, it could carry three passengers and was demonstrated by DFW at the ELTA exhibition in Amsterdam in 1919, flying passengers.