R.VI
The R.VI after a forced landing
Role Bomber
National origin Germany
Manufacturer Siemens-Schuckert
Designer Bruno and Franz Steffen[1]
First flight c. April 1916[2]
Number built 1[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]

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 from Kroschel & Stützer 1994, p.141

General characteristics

Performance

Armament

Notes

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

References

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