J.Forsgren Swedish Military Aircraft 1911-1926 (A Centennial Perspective on Great War Airplanes 68)

Phonix C.I/FVM Dront

  The Phonix C.I enjoyed long, varied and successful career in Sweden. Following the purchase of one Austrian-built Phonix C.I, no less than 36 licence-built aircraft entered service with AFK, and, from 1926, Flygvapnet. In Sweden, the Phonix C.I was colloquially known as the Dront (ie Dodo). Originally intended as a two-seat escort fighter, the Dront was largely operated as reconnaissance aircraft and, later on, as advanced trainers. The Dront was one of the most numerous and important airplanes of the AFK, and, later, Flygvapnet. The last Dront was withdrawn from use in June 1935. Sadly no Dront was set aside for preservation.
  Following invitation by the Swedish Aeronautical Society and the newspaper Dagens Nyheter, two Phonix aircraft, one D.III single-seat fighter (flown by Edmund Sparmann) and one two-seat C.I (flown by Max Perini), serial number 121.105 (c/n 1102), arrived in Stockholm in June 1919 for a series of demonstration flights. Both the D.III and C.I had better overall performance than any of the airplanes then in service with the Swedish army and naval air arms. No funds for their purchase were immediately available, and both the C.I and D.III were purchased by AETA, with the C.I being registered as S-AAA, thus becoming the first civilian-registered aircraft in Sweden. On October 10,1919, the C.I was transferred to AFK, being formally purchased in December the same year, with the funds being provided on December 31. Issued with the serial number 9102, the C.I was evaluated by AFK service pilots, subsequently being deemed highly suitable for service.
  In early 1920, FVM initiated the process of making measurements for new drawings of the Phonix C.I for licence production. Some 40 220 h.p. Benz engines had been acquired in February 1920 for the FVM-built Phonix C.Is.
  On May 10, 1920, an initial batch of 10 aircraft was ordered. It is unclear if any efforts were made to acquire further Austrian-built Phonix C.Is.The Phonix C.I was designated as E 1 (E standing for Escort). However, it soon became known as the Dront (i.e. Dodo), a name bestowed upon the airplane by Gosta von Porat. Apparently, von Porat thought the rather ungainly Phonix had the looks of a Dront. Much to his chagrin, von Porat learned that the Dront was a bird most whose foremost characteristic was its inability to fly! The designation E 1 was rarely used, even in contemporary documentation, the aircraft being commonly known and referred to as the Dront. The E 1 Dronts received the serial numbers 0116, 0120 to 0128, 2170 to 2178, 3180 to 3188 and 4190 to 4198 (even numerals only), with four more, 4120, 4124, 4126, 4174 and 4178 being reassigned to Dronts from other types of airplanes that had been struck off charge.
  Due to a number of reasons, the Swedish-built Dront had lower overall performance characteristics than the original Phonix C.I. Apart from providing less number of horsepower than the original Hiero engine, the Benz engine was also heavier. Additionally, heavier wood was used, with the airframe structure also being strengthened by Henry Kjellson, resulting in a heavier airplane.
  A second batch of 10 was ordered on October 9, 1921, and a further 10 on September 7, 1923. In all, 30 Dront fuselages and 41 sets of wings were built, out of which 26 aircraft were assembled until January 1925. The remaining parts were used as spares, with accidents being quite frequent.
  By 1924, the Dront was showing its age, and, due to the lack of 220 h.p Benz engines, it was decided to discontinue production. However, following the failed attempts of the J 24 fighter powered by the 300 h.p. Hispano-Suiza engine, it was decided to produce an improved Dront, to be powered by Hispano-Suiza engines. One Dront, serial number 4192, was fitted with a Hispano-Suiza for tests. Ten new-build Dront fuselages were ordered on November 20, 1925, with a similar number of sets of wings being ordered on January 8, 1926. This new higher-performance Dront was designated as E 2, but was usually referred to as the Hispano-Dront. Although intended as an attack and escort aircraft, the Hispano-powered Dront was mainly used as an advanced trainer. The Hispano-Dronts were initially assigned the serial numbers 620 to 634 (even numerals only), 336 and 338 respectively.
  When Flygvapnet was established on July 1, 1926, 16 E 1 Dronts remained in service. Most were used by the Flying School at Ljungbyhed as advanced trainers, with one being assigned to the Air Staff HQ in Stockholm, for use as a transport and continuation trainer. By some junior pilots, the Dront commanded great respect, being considered difficult to fly. Nils Soderberg - who ultimately rose to the rank of General - later described the Dront as “An airplane with distinct characteristics. Due to the short lower wing, there was no ground effect on landing. --- Aerobatics could be performed with few problems, although it protested wildly if treated improperly.”
  Things could go wrong, though. On one occasion, the head of the Flying School, Gustaf Strom, decided to show off the proper technique of landing a Dront in front of all the flying instructors and trainee pilots. Strom entered the landing pattern, but, due to a strong cross-wind, the landing turned into a crash. Having watched the Dront turn itself into kindling, the assembled pilots ran towards the wreck, thinking Strom had been seriously injured or even killed. However, Strom simply rose, looked around, then issuing an order to “take this rubbish away”, before marching off.
  In 1928, the E 1 Dront were redesignated as O 4 (Ovningsflygplan 4, ie Practice Airplane Type 4). The O 4’s served out their mundane but important role in diminishing numbers until the final two, serials numbers 6126 and 626 respectively, were withdrawn from use in January 1932. Interestingly, in 1928, two O 4 Dronts were fitted with 260 h.p. Isotta-Fraschini engines, and redesignated as the O 5. The conversion was known as the Isotta-Dront. Both O 5s, serial numbers 530 and 531 respectively, remained at F 5, with one being lost in a crash on October 9, 1929. The sole remaining O 5 was withdrawn from use in October 1930.
  The Hispano-Dronts received the designation A 1 (Attack Airplane Type 1), with most being transferred to Wing F 4 at Froson in central Sweden. Here, the ubiquitous Dront was used as a multi-purpose combat aircraft. However, by 1929, the seven survivors were transferred to F 5 for use as advanced trainers. The final three A 1s, serial numbers 1691, 1692 and 1693 respectively, were struck off charge in June 1935.
  As mentioned previously, no FVM Dront survives in Sweden. During the mid-1980s, a Swedish vintage aircraft enthusiast stated his intention to build a flyable Dront replica. This project has yet to reach fruition.

FVM E 1 and E 2 Dront Technical Data and Performance Characteristics
E 1 Dront E 2 Dront
Engine 220 h.p. Benz 300 h.p. Hispano-Suiza
Span 11,00 m 11,00 m
Length 7,53 m 7,70 m
Height 2,95 m 2,95 m
Empty weight 974 kg 924 kg
Take-off weight 1,340 kg 1,450 kg
Maximum speed 168 km/h 195 km/h
Climb to 1,000 metres 5,7 minutes 3,4 minutes
Armament 2x8 mm machine guns One fixed and one flexible 8 mm machine gun

P.Grosz, G.Haddow, P.Shiemer Austro-Hungarian Army Aircraft of World War One (Flying Machines)

Phonix C.I Series 121

  The development of the Phonix C.I can be traced back to the Brandenburg C.II 66.51 prototype that in early 1917 was undergoing flight test at Aspern. On 9 March 1917, Phonix received a contract to build 96 biplanes based on the Brandenburg C.II 66.51. The partially-completed airframe, designated Brandenburg C.II(Ph) 121.01, was inspected by Flars engineers on 11 May 1917, but work was stopped because Flars cancelled the Brandenburg C.II program later that month.
  According to Kirste, the complex, star-strutted wing was replaced on the original Brandenburg C.II(Ph) 121.01 prototype by a Sparmann wing cellule - a lighter, single-bay structure similar to that developed for the Phonix D.I fighter. A second prototype, designated 121.02, was given Sparmann wings of increased span and the pilot's view was enhanced by lowering the upper wing and moving his seat aft and higher. Both prototypes were powered by a 185 hp Daimler engine. The modified 121.01 prototype was flight tested at Aspern in June 1917, demonstrating longitudinal stability superior to the 66.51, but inferior performance. Nor did the 121.02 prototype which arrived at Aspern in July fare better.
  In the meantime, Flars had changed the original contract to 24 aircraft, based on a Kirste proposal for a new design, known as the Phonix C.I, that, by virtue of the powerful 230 hp Hiero engine, promised improved performance and flight characteristics. The first true Phonix C.I prototype (designated 121.02) appeared at Aspern for flight tests in August 1917. It was joined by the second prototype (121.01) at a later date. They were fitted with a two-piece upper wing, a cabane center section, and diagonal struts bracing the wingtips. The fuselage was completely re-designed. The key to success was the decision to install the powerful 230 hp Hiero engine. After flight tests were satisfactorily completed, Phonix received a second contract for 24 aircraft on 19 October 1917.
  When the Phonix C.I program became seriously bogged down in late 1917 (for reasons unknown), Uzelac ordered 40 UFAG C.I(Ph) series 123 biplanes from Phonix as insurance against failure. The fact that the wing cellule failed the static load test on 7 March 1918, almost a year after the C.I program had begun, is an indication that something was amiss. The problem was resolved by strengthening the wing struts, thus allowing 17 Phonix C.I biplanes to be accepted that month.
  In April-May 1918, the first Phonix C.I aircraft were dispatched to the Front for combat evaluation. In spite of the fact that the Army High Command had frozen production orders until the C.I was proven sound, Uzelac, convinced of its qualities, had ordered a further 60 machines in early April but too late to avoid a substantial output drop in mid-1918. Nevertheless, Uzelac's defiance of orders was soon vindicated when the initial reports of universal and enthusiastic approval for the Phonix C.I were received from the Front in mid-May 1918. Flars responded by placing large production orders. In the long run, the Army Command preferred the Phonix C.I because it was easier to fly, climbed higher, and was more robust than the UFAG C.I. This was reflected in the August 1918 production program in which the Phonix C.I appears as the dominant reconnaissance aircraft. In an ironic about-face, the LFT proposed that UFAG deliver the Phonix C.I beginning December 1918!
  The signed and proposed orders for the Phonix C.I as of 31 August 1918 totalled 565 aircraft composed of the following:
Qty Manufacturer Series No. Order Date First Acceptance
24 Phonix 121.01-24 9 Mar 1917 Mar 1918
24 Phonix 121.25-48 11 Jul 1917 Apr 1918
112 Phonix 121.49-160 10 May 1918 Aug 1918
200 Phonix not assigned Aug 1918 Jan 1919 (a)
100 Lloyd 49.01-100 Aug 1918 Dec 1918
25 Lloyd not assigned Aug 1918 Mar 1919 (b)
80 UFAG not assigned Aug 1918 Dec 1918 (b)
(a) approved by LFT, awaiting War Ministry approval.
(b)proposed by LFT.
  The Army chief of staff reported on 10 August 1918 that "the Phonix C.I is such a superb aircraft that for most assignments one can dispense with fighter protection." In fact, at higher altitudes it was faster than the feared Sopwith Camel fighter. The maneuverable C.I was armed with a forward-firing, synchronized machine gun and an observer's gun which covered a wide field of fire. The observer's tubular gun ring, installed on aircraft up to 121.10, was replaced by an integral Priesel gun ring on all other machines. Allied fighter pilots often mistook the C.I for a fighter and when attacking from the rear received an unpleasant surprise. In this manner Italy's leading ace, Maggiore Francesco Baracca, was shot down on 19 June 1918 by observer Oberleutnant Arnold Barwig and Zugsfuhrer Max Kauer of Flik 28/D flying aircraft 121.17. To fully exploit the splendid qualities of the C.I, Flars engineers installed a variety of equipment. Some aircraft were armed with bomb racks under each wing, capable of carrying six 12 kg (26 lb) bombs, a feature tested on aircraft 121.89 in August 1918. Beginning with airframe 121.49, a Klemperer camera mounting was built into every aircraft. Wireless transmitting equipment, exhaust silencers and flame suppressors for night work became standard. A universal fuselage adapted to take a variety of equipment and a modified tailplane were introduced with airframe 121.111.
  The Phonix C.I was operational on the Piave Front with Fliks 4/D, 5/F, 12/Rb, 19/F, 28/D, 34/D, 52/D, 57/Rb, 58/F, 62/K, and 103/G, and in the Tirol with Fliks 10/F, 11/F, 15/F, 16/D, 17/D, and 27/F. While losses in air combat were few, the attrition rate was high and only six Phonix C.I aircraft were at the Front on 20 October 1918. A contributing factor was the fact that the major production acceptances did not occur until September-October 1918 and many of these aircraft arrived too late or were in transit when the war ended. By virtue of its overall excellence, the Phonix C.I was slated to become the primary general-purpose aircraft had the war continued into 1919. It is a pity that this formidable aircraft, whose development had started in mid-1917, did not reach frontline units sooner and in greater numbers.
  After the war, a few Phonix C.I biplanes were operational with the Czechoslovakian air service. The post-war Austrian Army air service requested 30 Phonix C.I biplanes for police service, but in accordance with peace treaty stipulations all remaining aircraft were destroyed. At the invitation of the Swedish newspaper Dagens Nyheter and the Royal Swedish Aeronautical Society, Edmund Sparmann flew aircraft 121.105 to Stockholm for demonstration on 6 July 1919. It was purchased by the Swedish air service in December 1919. Between 1920 and 1928 the Swedish government aircraft factory at Malmen built 32 C.I derivatives, known as the Dront, under license. The last Dront was written off in 1935, surely a tribute to the design's integrity.

Phonix C.I Series 121 Specifications
Engine: 230 hp Hiero
Wing: Span Upper 11.00 m (36.09 ft)
Span Lower 8.60 m (28.21 ft)
Chord Upper 1.70 m (5.58 ft)
Chord Lower 1.50 m (4.92 ft)
Dihedral Upper 1 deg
Dihedral Lower 1 deg
Sweepback Upper 0 deg
Sweepback Lower 0 deg
Gap 1.59 m (5.22 ft)
Total Wing Area 29.0 sq m (312 sq ft)
General: Length 7.60 m (24.93 ft)
Height 2.95 m (9.68 ft)
Empty Weight 820 kg (1808 lb)
Loaded Weight 1240 kg (2734 lb)
Maximum Speed: 170-175 km/hr (105.5-109 mph)
Climb: 1000m (3,281 ft) in 4 min 30 sec
2000m (6,562 ft) in 10 min 45 sec
3000m (9,843 ft) in 20 min 35 sec
4000m (13,124 ft) in 34 min 50 sec
5000m (16,405 ft) in 55 min


Phonix Reconnaissance Biplane (Type 13)

  In an authoritative article published in 1919, mention is made of the Phonix Type 13, a two-seat biplane of C.I configuration but with slightly reduced overall dimensions and weight, that reputedly was built and flown. Further details are lacking.

Phonix Type 13 Specifications
Engine: 230 hp Hiero
Wing: Span Upper 9.50 m (31.17 ft)
Chord Upper 1.60m (5.25 ft)
Chord Lower 1.60 m (5.25 ft)
Gap 1.50 m (4.92 ft)
Stagger 0.62 m (2.03 ft)
Total Wing Area 23.92 sq tn (257 sq ft)
General: Length 7.4 m (24.28 ft)
Track 1.90 m (6.23 ft)
Empty Weight 770 kg (1698 lb)
Loaded Weight 1200 kg (2646 lb)
Maximum Speed: 175 km/hr (109 mph)
Climb: 1000m (3,281 ft) in 3 min 45 sec


Phonix C.I(Ll) Series 49

  The long-range production program issued on 31 August 1918 projected the Phonix C.I as the sole reconnaissance aircraft to be built beyond March 1919. Therefore Flars ordered 100 Phonix C.I(Ll) series 49 biplanes from Lloyd in August 1918, with a further 25 pending War Ministry approval. The Phonix C.I 121.53, intended as a pattern aircraft, was flown to Aszod in September 1918, where assembly was well under way. As of 31 October 1918, when information from Hungary ceased, construction of 20 Phonix C.I(Ll) biplanes was reported "in progress" but how many were completed is not known.
  Approximately 10 Phonix C.I(Ll) biplanes saw service with the Hungarian Red Airborne Corps in clashes with Czech and Rumanian forces during 1919. These aircraft were powered by the 200 or 225 hp Daimler (MAG) engines, rather than the customary 230 hp Hiero. At the time the national airmail organization, MAeFort was established in May 1920, twenty Phonix C.I(Ll) biplanes, registered H-OP-1 to HO-P-20, became part of the inventory. They were ordered destroyed in 1921 by the Inter-Allied Aeronautical Control Commission in observance of the peace treaty stipulations.

E.Hauke, W.Schroeder, B.Totschinger Die Flugzeuge der k.u.k. Luftfahrtruppe und Seeflieger 1914-1918

20. Flugzeuge der Phönix-Flugzeugwerke, vormals Österr. Albatros
20.20 Phönix C Prototyp (später 121.48) H 230
121.01 Phönix C.I Dm 185, H 230
121.02 —121.109 Phönix C.I H 230

40. Flugzeuge der Ungarischen Lloyd-Flugzeugfabrik Budapest
49.01 — 49.07 Phönix C.I (LI) H 230