HISTORICAL MINIATURES JOURNAL ISSUE NUMBER 17

BY GEORGE GRASSE

KIT DESCRIPTION

This 1:48 scale model of the Halberstadt CL.IV is one of two variants produced by Karaya of Poland.  The variant built in this article is the Halberstadt-built "short fuselage" version.  The other kit is the LFG Roland-built "long fuselage" version.  These two variants will be covered in more detail below.  The only significant difference between the two kits is the box art and the decal sets.  There is one plastic injected sprue (cut in two to fit into the box) which contains the plastic parts to build either version including both the "short fuselage" and "long fuselage" halves.  To complete the parts, the kit relies on a small bag of resin components and a bag of two photo-etched sheets, one of which has 26 part numbers and a smaller one to build the two machine guns (supplemented by resin parts).  The decal sheet will build either a Schlasta 5 or 21 aircraft and in both cases the schemes cleverly avoid the factory finish of the fuselage which I will discuss at some length below.  The kit DOES NOT include decal sheets for German 5-color printed camouflage fabric with which all of the flying surfaces should be covered.  The alternative after-market sheets I used are from Mirage, 5-Color Day Pattern for both the upper and under surfaces plus camouflage rib tapes in both narrow and wide versions. 

The instruction sheet is bare minimum and can be difficult to follow because there are no placement marks in the fuselage halves, for example, as to where exactly parts go.  Not supplied in the kit and augmented or replaced are following after-market accessories:

CL-TYPE CLASSIFICATION REVIEWED

In my earlier article describing the Halberstadt CL.II in HM Journal 14, I recounted the expectations of the new CL-Type class and how it was developed to provide a highly maneuverable two-seater that could easily provide escort for German Army co-op aircraft that were performing dangerous artillery spotting, reconnaissance, or photographic work.  The purpose of the escort was to engage enemy aircraft while the "working" aircraft got away or was able to join up and offer mutual defense on their way back to friendly lines.  The first CL-Type in service, the Halberstadt CL.II, paved they way for the refinement of another aviation use that developed into tactical ground attack that, in turn, became a strategic weapon for the Luftstreitkräfte (German Air Force).  This strategic role was carried out by relieving the Schutzstaffeln, or six-plane escort units, of their escort duties and reserving them exclusively for ground attack; and they were renamed as Schlachtstaffeln or six-plane attack units to reflect their new mission in late March 1918.  More importantly, they were organized into Schlachtgruppen consisting of two or more Staffeln that could be moved from sector to sector in grand tactical or strategic situations.  The composition of the many Gruppen changed weekly with Staffeln dropping into or out of a Gruppen to fit the situation.  The best accounting of these units can be found in Schlacht-Flieger! by Duiven and Abbott.

As ground attack tactics evolved, so did the aircraft and three prominent models were the mainstay of this type of mission: Halberstadt CL.II, its upgrade the Halberstadt CL.IV, and the Hannover CL.II/III/IIIa series.  One note about the Hannover.  In late 1917 when it was decided to create the Schlachtstaffel units by withdrawing the individual Schutzstaffeln from their escort duties, the Army co-op units (Flieger-Abteilung and Flieger (Artillerie)-Abteilungen) would be left without escorts.  To solve this problem, those FA and FA(A) units that were assigned directly to frontline infantry divisions were increased (verstärkt) in airplane establishment (Sollbestand) from six to nine aircraft and required to maintain one or two CL-Types on establishment to provide the necessary escort and be capable of performing regular Army co-op duties.  The preferred aircraft for this duty was the Hannover CL.IIIa which was far more rugged and larger in size than the Halberstadt CL.II/IV and could carry additional equipment for Army co-op missions.  So, by far, the most prominent aircraft used in the Schlachtstaffeln were the Halberstadt CL-Types.

THE HALBERSTADT CL.IV DESCRIBED

In illustration 3 above, the side-by-side view shows a general similarity of the two Halberstadt CL-Types.  The CL.IV was developed as soon as critical combat performance data on the CL.II had been accumulated.  The major purpose of the CL.IV design development was to reduce weight in order to achieve even more combat maneuverability, especially elevation changes, at higher speed in the low altitude combat environment of the ground attack mission.  To this end, a new wing section, overall weight reduction, fuselage shortening, and tail modifications, plus the use of the Mercedes D.IIIa improved engine rated at 180 hp (the CL.II used the D.III rated at 160 hp), all combined to make an improved CL-Type.³

Construction of the Halberstadt CL.IV was similar to its predecessor the CL.II.  The fuselage was built up from formers and longerons over which was nailed and glued 3-ply sheets of wood paneling.  Over this was doped a layer of fabric.  The single cockpit housed both the pilot (forward) and the gunner (rear).  Most inside storage for the gunner was devoted to ammunition and projectiles.  Additional projectiles were hung over the side in unit-built racks of all manner and size.  The aircraft was designed to carry two forward firing Spandau machine guns but, in practice, only the left or right was actually carried depending on pilot preference.  The engine compartment was covered in sheet metal and there were a number of sheet metal access panels cut into the plywood around the engine area for maintenance access.  The nose of the CL.IV was blunted and the spinner eliminated.

The wings and fixed tail structures were wood frame and fabric covered.  The one exception was the welded steel tube center section of the top wing and the leading edges of the wings which were plywood covered.  Moveable flying surfaces (ailerons, elevators, and the rudder) were of welded steel tube construction covered with fabric.  All of the struts were steel tube covered in aerodynamic wood fairings.  The tail structure was significantly modified from the CL.II and was coordinated to work with the shortened fuselage.  This combination greatly improved maneuverability but resulted in some in-flight instability.  ⁴    

Halberstadt was concurrently developing its advanced C.V high-altitude, long-range photo reconnaissance two-seater to supplement the Rumpler C.IV/VII series and it received high priority.  Halberstadt could not produce both the CL.IV and the C.V.  It was decided that Halberstadt should concentrate on the C.V and the CL.IV was licensed to LFG Roland to continue the line.  Combat reports from the frontline revealed the in-flight instability problem and it was decided that the fuselage would be lengthened by three feet and this corrected the problem.  This is reason for the two versions: the "short" fuselage version produced by Halberstadt which came to a halt when LFG Roland under license produced the "long" fuselage version.  In all other respects, the two versions were identical.

HALBERSTADT  CL.IV SPECIFICATIONS

Table 1: Halberstadt CL.IV Specifications Compared to the CL.II ⁵

HALBERSTADT CL.IV PRODUCTION AND SERIAL NUMBERS

Table 2: Halberstadt CL.IV Production Orders and Serial Numbers ⁶

^a Halb = Halberstädter Flugzeugwerke; Rol = Luftfährzeug Gesellschaft (LFG Roland)

^b Grosz has brackets around this serial range but does not explain why although he probably means "estimated"

^c These orders cancelled as of the Armistice and not counted in the total production number

FRONTLINE COMBAT INVENTORY OF CL-TYPES

Table 3: Front Line Inventory of CL-Types 1917-1918 ⁷

 * some early CL.IV production machines from Halberstadt reached the front in June 1918 but were not counted

SCHUSTAS TO SCHLASTAS

The evolution of the Schutzstaffeln from escorts to ground attack aircraft in the Fall of 1917, moved into the formalization stage into the new year.  There are substantial periods in the combat record of all of these units being withdrawn from combat at one time or another in order to re-equip with CL-Type aircraft if not already so equipped and begin intensive ground attack training and exercises for the upcoming March 1918 "Kaiserschlacht".  None of the units were away from the Front to substantially alter aerial activity so the coming offensive would be a complete surprise to the Allies.  Their old escort duties were, by now, in the hands of the units they had previously escorted.  This was made possible by the "verstärkt" program explained above.  It is possible to assume that many of the aircraft turned over by the Schutzstaffeln remained in the hands of the FA and FA(A) units so the re-location of a few Schustas at a time did not reveal the impending assault or their preparation for it.

 One major reason why the German Army was able to launch the massive "Kaiserschlacht" Offensive was knocking Russia out of the war which was finalized in the Treaty of Brest-Litovsk signed on 15 December 1917.  Immediately, the anticipated drawing down of German forces on the Eastern Front began.  As a result a number of FA and FA(A) units on that front over and above and "observation" force were excess to requirements elsewhere.  These units were all converted to Schustas Some units 

 In keeping with their role as battlefield ground attack units, the Schustas, on 27 March 1918, were all renamed to Schlachtstaffel or Schlastas for short. Ground attack at the grand tactical level proved itself over and over again.  The basic ground attack theory proved itself and was employed by both sides right up to the end of the war in November 1918.  Table 4 below shows the origin and transition of all 38 of these units.

HALBERSTADT CL.IV 4675/18 MODEL CONSTRUCTION

The model will represent Halberstadt CL.IV 4675/18, a Halberstadt short fuselage version flown by Flieger Amzehnhoff  (P) and Unteroffizier Ackenhausen (G) of Schlachtstaffel 13 (Schlasta 13), Schlastagruppe 2 commanded by Oberleutnant der Reserve (Oblt d R) Jaspers (who also  commanded of Schlasta 3.  As with all aircraft I build, I maintain a "construction" page for each one in my "World War I Aircraft in 1:48 Scale" section.  Click on the link below for the Halberstadt CL.IV or review the index for other World War 1 aircraft models I have built.

HALBERSTADT CL.IV 4675/18 FINISH OF THE FLYING SURFACES

Factory-applied 4- or 5-color pre-printed camouflage fabric was mandatory for frontline combat aircraft.  The upper surfaces were printed in a darker shade and the under surfaces were printed in a lighter shade.  Additionally, all fabric flying surfaces had ribs plus leading and trailing edges treated with strips of fabric to reinforce stitching to prevent the fabric from detaching and to seal against water leakage.  The wings and horizontal flying surfaces on the  Halberstadt CL.IV were treated this way.  The vertical fin and rudder were painted white, a late war German recognition feature.   The kit does not include pre-printed camouflage fabric decals so I used Mirage Hobby MRD003 5-Color Day Pattern Printed Camouflage Fabric, Upper and Under Surfaces.  To me, these were excellent in my perception of the colors, the overall effect, and the inclusion of camouflage rib tapes in wide and narrow format.

The Mirage decal packet includes a detailed two schematic showing how the fabric was applied to each individual flying surface component for upper and under surfaces: lower left wing, lower right wing, upper wing, left and right horizontal stabilizer, fin, rudder, elevators.  All of these surfaces had the fabric applied at a 45degree angle - not spanwise or chordwise.  The wings were difficult enough but the tail surfaces were daunting.  To ease these difficulties, I printed one of the 1:48 scale 3-view pages of the CL.IV from Windsock Datafile 43 that included all of the components.  I cut each one out as a template, applied the template to the decal sheet in the correct direction and cut it out.  I did not do a set for the fin and rudder as this was to be painted white.  Once all of the decals were cut out, application was straight forward.  The decals were light but resistant to tear and were easily positioned.  Once blotted, the decals adhered quite well. 

Decals for rib and edging tapes are a time consuming matter.  To start with, I never do decal edging which is difficult and often suffers from mis-handling or just fall off because of the curved nature of wings.  I'll explain how I paint the edging in the next paragraph.  As for rib tapes, I trim each length with scissors right to the edge so you end up with many, many thin strips of rib tape about four inches long.  I measure the width (chord) of the wing and cut pieces to length, each with about 1/4 inch extra.  I apply four at a time starting at one end of the wing.  What else can I say - it's tedious!

Edging the flying surfaces involves hand-painting.  Before you can begin, you have to determine from your stash of paints, which colors best match the decals.  I do not find this difficult to do so here are the five colors I used to match the decals for the upper surface only (the Germans used the upper surface 5-color pattern only).  I started by painting a narrow strip of dark green on the edges of the wings and horizontal tail plane.  That makes one of the five colors.  The next color was light green but it was only applied to five starting points: the two forward wing root edge of the lower wings, the two forward edges of the top wing that abut the wing center section, and port leading edge of the horizontal tailplane.  Why?  All five of these edges terminate at the opposite end of their respective flying surfaces.  In other words I did not want to come to the end with an odd-sized patch.  The hand painting proceeds along these five edges in a repeat of the colors with which I started, e.g., dark green would not appear again until I progressed through each of the four remaining colors.  At the end of the nearly tiresome process, I added a thin black line to separate the colors.  Table 5 below shows the different colors I used but the color swatches are approximate and are not the exact shades I used but only shown for comparison.

Table 5: Upper Surface 5-Color Camouflage Colors Used for Hand-Painted Flying Surface Edging Tape

	Dark Green	Andrea ANAC01 - this is the "old" Andrea acrylic line
	Light Green	Vallejo VC0857 Golden Olive plus VC0870 Medium Sea Gray
	Purple	Vallejo VC0959 Purple, VC0900 Mirage Blue, and VC0870 Medium Sea Gray
	Magenta	Vallejo VC0859 Purple (3/4) and VC0900 Mirage Blue (1/4)
	Ochre	Vallejo VC0856 Ochre Brown

ILLUSTRATION 6:  CL.IV Upper and Under Surfaces with Decals and Edging Applied
The upper surface of the wings is at top, the under surface at bottom.  The hand-painted edging was not applied at the time these photos were taken.	The upper surface of the tail unit at the top best shows the hand-painted edging tape which did not overlap the underside by much.

HALBERSTADT CL.IV 4675/18 FUSELAGE FINISH

Now we come to the great finishing puzzle for this aircraft.  When I first started researching for this project, my first source of information was my copy of  Schlacht-Flieger! by Duiven and Abbott (hereafter SF!).  This reference is rather monumental for all of the Schustas/Schlastas 1917-1918.  Naturally I was looking for data, illustrations, and photos for 4675/18 and Schlasta 13.  Dan-San Abbott is famous for his full-color profiles of German WW1 aircraft and the book has 19 plates most with seven profiles per page and eight pages with multi-views of a single aircraft.  I found a port side profile of 4675/18 on page 188 with the notation "Halb. CL.IV 4675/18, Schlasta 13, Longavesnes Airfield, August 1918".  The fuselage is covered in large irregular patches similar to the style of factory-applied hand-painted patches on the earlier Halberstadt CL.II with the exception that Abbott does not apply the "scumble" splatter pattern.  Illustration 6, below, shows one each of his Halberstadt profiles.

As I compared Abbott's image of 4675/18 with the photo it became apparent to me that the patch-work scheme on the fuselage in the photo was not evident.  I checked every photo of the Halberstadt CL.IV short fuselage version over and over and I could not detect any patch-work fuselage camouflage.  At about the time the CL.IV was under-going tests, Halberstadt was producing their fine two-seater army co-op C.V which had a similar profile to the CL.IV but with larger wings.  I studied those photos with the idea that I could detect the then-current factory applied finish believing that the CL.IV and C.V would be going through much the same manufacturing and finishing process.  It seems to me that after Halberstadt completed the CL.II program, they adopted single color finish for the plywood and fabric-covered fuselage.  What was the fuselage color?

I checked Windsock Datafile 43 for the answer which was, "with a few exceptions, (the Halberstadt-built CL.IV) did not generally appear to have the speckled multi-color application universally applied to the fuselage of the CL.II (see Windsock Datafile No. 27).  Rather the CL.IV fuselages appear either clear varnished or stained a dark reddish brown prior to varnishing." ¹⁵  

 I do not know how doped CDL over varnished plywood looks and, just what was the purpose of the doped CDL?  Was it to bind the plywood structure? Was it to facilitate over-painting?  Going back in time to 1916 for a moment, many German aircraft manufacturers covered the fuselage of their aircraft in plywood made up of three thin layers.  In most cases, the finish of the plywood was simply several coats of varnish resulting in a finish that was anywhere from pale yellow to orange-ochre.  Later, some of these manufacturers, concerned about camouflage, had to apply a layer of ordinary clear doped linen fabric (CDL) over the plywood and the fuselage could now be hand-painted or sprayed without the paint coming off the slick varnished surface.  This was the practice employed by Halberstadt. 

The quoted passage above would imply that Halberstadt-built CL.IV aircraft had a brownish tone.  However, going back to the Halberstadt C.V, here is what was said about the C.V's fuselage finish.  "Of the C.V's built by Halberstadt, what is certain is that the majority had dark fuselages, possibly the result of dark red/brown staining and/or yellow varnish with dark paint (green?) on metal panels, cowlings, and struts.  Other possibilities are a single dark colour overall or a two-tone 'violet and drab khaki-green' mottle as recorded by John Garwood when studying the Brussels machine in 1963."  Further on, in  describing the color possibilities of licensed C.V manufacturers, quotes a contemporary British "G" report for Halberstadt C.V 4185/18, "fuselage slate colour to dull green near tail."  At this stage in my research it became clear that no one had the answer and that all of the guesses were brown, green, or some sort of two-tone mix. ¹⁶

I experimented with brown and discarded the shade because it just didn't blend well with the upper surface camouflage.  I decided to go with dark green since it seemed natural.  It is entirely possible that the apparent solid color on Halberstadt-built CL.IV fuselages does not at all agree with LFG Roland-built Halberstadt CL.IV fuselages which are roughly equal vertical bands of four or five different colors.  At any rate, the solid green is my guess added to the pile of the unknown nature of Halberstadt fuselage finishes.  I used Misterkit MKGC05 Albatros Dark Green.

HALBERSTADT CL.IV 4675/18 COCKPIT DETAIL AND MARKINGS

The communal cockpit interior is painted in three shades of brown representing different woods used in its construction.  Overall, I brushed in a thin wash of dark brown to give it age and darken shadows.  The cockpit interior was decorated with the usual gauges, dials, boxes, ammunition drums, conduit, wires, all of which were among one of these sources: kit parts, spare parts, and scratch-built parts.  Although most of these items won't be in clear view to the casual observer, they are immensely fun to do.  It is surprising just how much "stuff" is crammed into these machines.

Since I did not build the two versions for which decals were provided, I had to improvise for 4675/18.  In the photo and on Abbott's color image is the white-outlined Roman numeral "V" just under the pilot's position outside the cockpit.  With little in the way of solid proof, a Roman numeral "I to VI" was used by Schlasta 13 as their identity marking.  I found photos of two other aircraft with Roman numeral markings in Schlacht-Flieger!.  On page 252 is a photo of a downed Halberstadt CL.II marked all-white Roman numeral "II" which is attributed by the authors to Schlasta 13 because of the use of Roman numerals (note also the two white chord-wise recognition stripes on the upper surface of the top wing).  The other aircraft is found on pages 391 and shows a Halberstadt CL.II marked red or black outlined-white "III" which was captured intact.  This particular machine was officially attributed to Schlasta 13.  The general conclusion is that Schlasta 13 used Roman numerals.  Thus, 4675/18 marked red or black outlined-white is from Schlasta 13.  As to the color of the "V", Abbott has given it to be red outlined-white and, artistically, that's fine with me.

Besides the white fin and/or rudder that became a standard recognition feature for all German aircraft by 1918, most Schustas/Schlastas applied white chord-wise stripes to the top wing so as not to be attacked by their own aircraft from above while in vulnerable ground attack mode at low altitude.  The previous Halberstadt CL.II I built for Journal Issue 14 had six stripes, one opposite each top wing Balkenkreuz and two more at each end of the mid-wing section.  The photo of 4675/18 does not show the top wing's upper surface so it would be conjecture to add these stripes.  However, it seems highly likely that the practice of adding these stripes occurred sometime during the one of the great German offensives beginning with Kaiserschlacht (late March 1918) or perhaps later with Operations Michael (late March 1918), Georgette (mid April 1918), Blücher (late May 1918), or Gneisenau-Yorck (mid-June 1918).  I conclude that the practice was certainly widespread by June 1918 when the Halberstadt CL.IV began to arrive at the front.  Consequently, I added the six stripes.

German national insignia changed in 1918 from the Eisernes Kreuz (Maltese Cross) to the Balkenkreuz (straight-sided cross).  At first, the old style cross was painted over with straight lines resulting in rather ugly and fat renditions of the new cross (however, this became an excellent way for dating photographs not otherwise known).  By Summer, the crosses were re-painted to narrower versions and proportions at least twice until, by August 1918, they were quite trim.  On 4675/18 they were applied to the usual eight positions: top wing (upper), bottom wing (under), fuselage sides, and rudder.  Other marking details include the weight table near the pilot's cockpit on the port side, and miscellaneous handling marks.  The presence of a serial number is unknown since the photo does not show the portion of the fuselage where it should appear but I added one just aft of the fuselage Balkenkreuz in its expected position.

HALBERSTADT CL.IV 4675/18 COLOR PALETTE

Table 6 shows approximate color chips of paints I used to finish this model not including the camouflage colors already shown in Table 5, above.  The color samples in Table 6 are examples of the colors I used for the model for different applications and shades will vary on your computer.  On the underside of the fuselage, near the tail, is my small-font personal marking "G. Grasse - Halberstadt CL.IV - No. 6862".

 Table 6: More Paint Color Chips for the Halberstadt CL.IV 4675/18 of Schlasta 13

	Misterkit MKGC10 German Clear Doped Linen	Applied as a base color on all 5-color camouflage surfaces
	Misterkit MKAH06 Phönix Dark Green	Applied to the fuselage including engine covers; all struts including the landing gear; top wing mid section.
	Vallejo VC0941 Burnt Umber	Thinned with water and applied as a wash to cockpit interior components
	Vallejo VC0913 Yellow Ochre	Used on various wood components mainly to differentiate one from another.
	Vallejo VC0824 German Camouflage Orange Ochre
	Vallejo VC0981 Orange Brown

 

HALBERSTADT CL.IV 4675/18 of SCHLASTA 13 FINISHED PHOTO GALLERY

 

-------------------------------------  FINIS  --------------------------------------

FOOTNOTES

¹ Gray, Peter & Owen Thetford, German Aircraft of the First World War, drawing by L. E. Bradford, page 142.

² Ibid, pages 138 and 142.

³ Grosz, Peter M.  Halberstadt CL.IV Windsock Datafile 43, page 1.

⁴ Gray & Thetford, pages140-142.  Other technical and construction data also in Windsock Data File 43 cited above.

⁵ Grosz, Peter M. Halberstadt CL.IV Windsock Datafile 43, page 32, and Halberstadt CL.II Windsock Datafile 27, page 19, and Gray & Thetford, pages 138 and 142.  However, note from these sources some differences in data and some suspicion as to their validity, especially speed, climb, and endurance.  Also, according to Grosz, the CL.IV (Rol) long fuselage version was stressed for a more useful load, reported to be increased from 346 kg to 420 kg to accommodate more ground attack ordnance (ammunition and grenades).

 ⁶ Grosz, Peter M. Halberstadt CL.IV Windsock Datafile 43, page 4.

 ⁷ Grosz, Peter M. Archiv: Frontbestand. This date was taken from The Journal of the Early Aeroplane "WWI Aero", issue 107, Dec 1985.

 ⁸ Duiven, Rick and Dan-San Abbott.  Schlacht-Flieger!  This table was compiled from the individual unit listings in this book.  See also the internet website Frontflieger, that displays the entire Fliegertruppe/Luftstreitkräfte in summary form:  http://www.frontflieger.de/2alb.html

 ⁹ Duiven, Rick and Dan-San Abbott.  Schlacht-Flieger!  For more information on tactics, see Chapter 4, Infantry Support, pages 22-33.

¹⁰ Duiven, Rick and Dan-San Abbott.  Schlacht-Flieger!, page 251.

¹¹ Cross & Cockade International Volume 10, Number 3, front cover photo.

¹²  Franks, Norman et al, Casualties of the German Air Service 1914-1920, pages 299-300 for KIA data and page 374 for non-KIA data. 

¹³ Grosz, Peter M. Halberstadt CL.IV Windsock Datafile 43, page 7, photo #16.

¹⁴ Duiven, Rick and Dan-San Abbott.  Schlacht-Flieger!, Plate 4, page 188.  I am sure that the color image of 4675/18 was derived from the photo I show in Illustration 4.  Note the interpretation of the all-white vertical tail unit, a common feature of all German aircraft during the late-war period.  Note also the white-outlined red "V", interpreted as a Roman numeral. 

¹⁵ Grosz, Peter M. Halberstadt CL.IV Windsock Datafile 43, page 28, Colours and Markings section written by R. L. Rimell.

¹⁶  Grosz, Peter M. Halberstadt C.V Windsock Datafile 69, page 27, Colours and Markings section written by R. L. Rimell.

BIBLIOGRAPHY AND RECOMMENDED READING LIST:

Duiven, Rick and Dan-San Abbott.  Schlacht-Flieger!.  Atglen, PA: Schiffer Military History, 2006.

Gray, Peter and Owen Thetford.  German Aircraft of the First World War.  London: Putnam & Company, 1962.

Grosz, Peter M. Archiv: Frontbestand.  The Journal of the Early Aeroplane "WWI Aero", issues 107 (Dec 1985) and 108 (Feb 1986).

Grosz, Peter. M. Halberstadt CL.II Windsock Datafile 27.  Berkhamsted, UK: Albatros Productions, Ltd, 1999, revised second edition.

Grosz, Peter. M. Halberstadt CL.IV Windsock Datafile 43.  Berkhamsted, UK: Albatros Productions, Ltd, 1994.

Grosz, Peter. M. Halberstadt C.V Windsock Datafile 69.  Berkhamsted, UK: Albatros Productions, Ltd, 1998.

Sumner, Ian.  German Air Forces 1914-18, Osprey Elite Series No. 135.  Botley, Oxford (UK): Osprey Publishing Ltd, 2005.

GO TO?

© Copyright by George Grasse