Siemens-Schuckert R.VI

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R.VI
Siemens-Schuckert R.VI.jpg
The R.VI after a forced landing
Role Bomber
National originGermany
Manufacturer Siemens-Schuckert
Designer Bruno and Franz Steffen [1]
First flightc. April 1916 [2]
Number built1 [2]
Developed from Siemens-Schuckert R.I

The Siemens-Schuckert R.VI was a bomber aircraft built in Germany during World War I. [3] [4] It was one of six aircraft based on the Siemens-Schuckert R.I, which were originally intended to be identical. Each developed in a different direction and were designated as different aircraft types by the German Inspectorate of Flying Troops (the Idflieg). [5]

Contents

Development of the R.VI benefited from the experience that Siemens-Schuckert and the Idflieg had gained with the R.II, R.III, and R.IV, particularly in its choice of powerplants, where the R.VI was spared from the troublesome Maybach HS engine. [2] The R.VI was the first of the Siemens-Schuckert R-type aircraft to reach service, [2] and saw service on the Eastern Front between July 1916 and November 1917, before it was declared obsolete and dismantled. [6]

Design and development

As designed, the R.VI was a large three-bay biplane with unstaggered wings of unequal span and a fully enclosed cabin. [7] Three 180-kW (240-hp) Maybach HS engines were mounted internally in the fuselage, and transmitted their power via driveshafts to two propellers mounted tractor-fashion on the interplane struts nearest the fuselage. [8] The main undercarriage consisted of divided units, each of which carried dual wheels, and the tail was supported by a pair of tailwheels. [7] The fuselage was forked into an upper and lower section, which allowed a clear field of fire to the rear of the aircraft. [1]

The Maybach engines had been a never-ending source of trouble on the R.II, R.III, and R.IV, and by June 1916, Siemens-Schuckert had obtained permission from the Idflieg to substitute Benz Bz.IV engines on the R.III [9] The firm made the same change on the R.VI, which was under construction at the time. [2] The fuselage was modified to accommodate the new powerplant, and an extra bay was added to the wings, increasing their span. [2] Upon completion, designer Bruno Steffen piloted the R.VI on a test flight in which the aircraft carried a 2,400-kg (5,300-lb) load for six hours, [2] a world record at the time, but one which was never publicised due to the war. [2]

Despite this remarkable flight, the R.VI did not meet the specifications issued by the Idflieg in its contract with Siemens-Schuckert. Therefore, the Idflieg opted to relax the original specifications somewhat and complete the purchase of the aircraft. [10]

The Siemens-Schuckert R.II to R.VII were ordered in the G (Grossflugzeug - large aircraft) series and given serial numbers G.32/15 to G.37/15 respectively. These serials were changed on 13 July 1915 to G.33/15 - G.38/15, for unknown reasons and again on 6 November 1915 to R.2/15 - R.7/15 in the R (Riesenflugzeug - giant aircraft) series, adopting the R.II to R.VII designations. [5]

Operational history

Siemens-Schuckert delivered the R.VI to the Riesenflugzeugersatzabteilung (Rea — "giant aircraft support unit") at Döberitz on 20 July 1916. [10] From there, it was assigned to Riesenflugzeugabteilung 501 (Rfa 501), and joined the squadron at Vilna on 7 August. [10] It operated there until it was dismantled as obsolete in November 1917. [6]

Specific details of several operational missions while with Rfa 501 have survived: [11]

Additionally, the R.VI carried out the following raids together with the R.V: [11]

together with the R.VII: [11]

and together with the R.IV and R.VII: [11]

Specifications

Data fromKroschel & Stützer 1994, p.141

General characteristics

Performance

Armament

Notes

  1. 1 2 Grey & Thetford 1962, p.572
  2. 1 2 3 4 5 6 7 8 Haddow & Grosz 1963, p.190
  3. ↑ Taylor 1989, p.808
  4. ↑ The Illustrated Encyclopedia of Aircraft, p.2920
  5. 1 2 Haddow & Grosz 1963, p.184
  6. 1 2 Haddow & Grosz 1963, p.194
  7. 1 2 Haddow & Grosz 1963, p.175
  8. ↑ Haddow & Grosz 1963, p.174
  9. ↑ Haddow & Grosz 1963, p.186–87
  10. 1 2 3 Haddow & Grosz 1963, p.192
  11. 1 2 3 4 Haddow & Grosz 1963, p.56

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References

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