
Описание
Страна: Германия
Год: 1915
Варианты
- Fokker - B.I / B.II / M.7 / M.10 - 1915 - Германия
- Fokker - W.3 / W.4 - 1915 - Германия
- A.Weyl Fokker: The Creative Years (Putnam)
- J.Herris Fokker Aircraft of WWI. Vol.1: Spinne - M.10 & Watercraft (A Centennial Perspective on Great War Airplanes 51)
- J.Herris Halberstadt Aircraft of WWI. Volume 1: A-types to C.III (A Centennial Perspective on Great War Airplanes 44)
- J.Herris Fokker Aircraft of WWI. Vol.6: Foreign Service (A Centennial Perspective on Great War Airplanes 56)
- C.Owers Fokker Aircraft of WWI. Vol.7: Postwar (A Centennial Perspective on Great War Airplanes 67)
- O.Thetford, P.Gray German Aircraft of the First World War (Putnam)
- P.Grosz, G.Haddow, P.Shiemer Austro-Hungarian Army Aircraft of World War One (Flying Machines)
- E.Hauke, W.Schroeder, B.Totschinger Die Flugzeuge der k.u.k. Luftfahrtruppe und Seeflieger 1914-1918
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Fokker B.I (M10E) 03.19, Flek 6, Early Markings
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Fokker B.I (M10E) 03.19, Flek 6 with early Austrian markings.
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Fokker B.I (M10E) 03.19, Flek 6, Intermediate Markings
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Fokker B.I (M10E) 03.19, Flek 6, Late Markings
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Fokker B.I (M10E) 03.22, Flek 6, Late Markings
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Fokker B.I (M10E) 03.24
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Fokker B.I (M10E) 03.33, Late Markings
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Fokker B.I (M10E) 03.37, Late Markings
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J.Herris - Fokker Aircraft of WWI. Vol.1: Spinne - M.10 & Watercraft /Centennial Perspective/ (51)
Fokker B.II number '85', 1915
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J.Herris - Fokker Aircraft of WWI. Vol.1: Spinne - M.10 & Watercraft /Centennial Perspective/ (51)
The prototype Fokker M.7. This aircraft was photographed in January 1915.
Fokker M.7 (B.I) w/n 63 displays its distinguishing features for the photographer in this Sanke card. (Peter M.Grosz collection/STDB) -
J.Herris - Fokker Aircraft of WWI. Vol.1: Spinne - M.10 & Watercraft /Centennial Perspective/ (51)
Fokker M.7 (B.I) with national insignia with white outlines, not white squares. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.1: Spinne - M.10 & Watercraft /Centennial Perspective/ (51)
The Fokker M.7 was Fokker's first successful biplane and like many of his previous designs was powered by the 80 hp Oberursel U.0 rotary. Construction followed the typical Fokker pattern of wooden wings and welded steel tube fuselage and tail surfaces with fabric covering. Army aircraft were designated Fokker B, later B.I. (Peter M. Grosz collection/ STDB)
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A.Weyl - Fokker: The Creative Years /Putnam/
This photograph of a Fokker M.7 shows the low king-posts on the upper wing, and the warp-return cable running spanwise over them.
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A.Weyl - Fokker: The Creative Years /Putnam/
Fokker M.7 of the naval defence squadron, Kiel.
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Fokker B.I 03.XX was a type M7. It is most probably Fokker B.I with original German work number 86, it was later marked 03.01; early A-H national markings are shown. (Peter M. Grosz collection/STDB)
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E.Hauke, W.Schroeder, B.Totschinger - Die Flugzeuge der k.u.k. Luftfahrtruppe und Seeflieger 1914-1918
Fokker B.I. Flugzeugnummer 03.01. Type M 7
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J.Herris - Fokker Aircraft of WWI. Vol.1: Spinne - M.10 & Watercraft /Centennial Perspective/ (51)
Fokker B.I (M.10) of the Austro-Hungarian Luftfahrtruppe ready for another mission. When the B.I was retired from front-line service it was used for training.
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Fokker B.I 03.02 was a type M7. 03.02 served with Flik 6, Balkan Front, Igalo airfield. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Fokker B.I 03.02, an M7, with crew preparing for a mission. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Fokker B.I 03.02 was a type M7 assigned to Flik 6. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Fokker B.I 03.04 assigned to Flik 8 was a type M7. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Fokker B.I 03.04 was a type M7. 03.04 is shown in late markings, probably airfield Graz Thalerhof, Fiek 3. (Peter M. Grosz collection/STDB)
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P.Grosz, G.Haddow, P.Shiemer - Austro-Hungarian Army Aircraft of World War One /Flying Machines/
Affectionally dubbed Oelsardine (oil sardine) for the greasy rotary-engine exhaust which coated pilot and airframe, this Fokker B.I 03.09 (M 7) is shown here serving out its career as a secondary trainer with Flek 6.
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
The Fokker B.I 03.10 (M 7) of Flik 6 on the Igalo airfield (Montenegro Front) in August 1915. The old designation Fk 10 is barely visible below the new number.
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J.Herris - Fokker Aircraft of WWI. Vol.1: Spinne - M.10 & Watercraft /Centennial Perspective/ (51)
Fokker M.7 (B.I) in service with the Austro-Hungarian Luftfahrtruppe. Unfortunately, the serial is not legible in this modest quality photo. (Peter M. Grosz collection/STDB)
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Jane's All The World Aircraft 1919 /Jane's/
A Fokker B Type biplane, 2-seater, with 100 h.p. rotary Uberursel engine. This particular machine is here seen in a valley of the Carpatians, having been lent to the Austrians. The Austro-Hungarian forces used Fokker Bs from 1915 for reconnaissance and training.
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Fokker B.I 03.10 was a type M7. Here it is at Flik 6, Igalo airfield. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Fokker B.I 03.10 was a Fokker type M.7. The wingtips were painted in white/red/white stripes for identification. 03.10 served with Flik 6, Balkan Front, Igalo airfield (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Fokker B.I 03.11 was a type M7. An iron cross has been applied to the rudder. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Fokker B.I 03.XX was a type M7. Note it was powered by a 7 cylinder, 80 hp Oberursel U.O. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.1: Spinne - M.10 & Watercraft /Centennial Perspective/ (51)
Fokker M.7 with cowling removed serves as background for a group photo. The uniforms are Austrian. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Two Fokker B.I 03.XX type M7s from batch 03.01-03.12 ready for delivery in the winter of 1914-1915. The white-red-white stripes on the wingtips, elevator, and rudder indicate delivery to Austria-Hungary. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Closeup of a Fokker B.I 03.XX type M7 ready for delivery to Austria-Hungary in the winter of 1914-1915. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Four Fokker B.I 03.XX type M7s from batch 03.01-03.12 on the train ready for delivery to Austria-Hungary in the winter of 1914-1915. (Peter M. Grosz collection/STDB)
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A.Weyl - Fokker: The Creative Years /Putnam/
Fokker M.10E, Factory No. 172. This aircraft had the additional front cabane struts, but its king-posts were short and were faired over with fabric.
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O.Thetford, P.Gray - German Aircraft of the First World War /Putnam/
Fok B.I (M10E) (1915)
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J.Herris - Fokker Aircraft of WWI. Vol.1: Spinne - M.10 & Watercraft /Centennial Perspective/ (51)
Fokker B.I B.1357/15 with pilot. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.1: Spinne - M.10 & Watercraft /Centennial Perspective/ (51)
Several Fokker M.10E (B.I) aircraft at the factory. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.1: Spinne - M.10 & Watercraft /Centennial Perspective/ (51)
Fokker M.10E (B.I) on the field with other trainers. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.1: Spinne - M.10 & Watercraft /Centennial Perspective/ (51)
Pilot and Fokker M.10E (B.I). (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.1: Spinne - M.10 & Watercraft /Centennial Perspective/ (51)
Pilot and Fokker M.10E (B.I). (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.1: Spinne - M.10 & Watercraft /Centennial Perspective/ (51)
Fokker M.10E with crew outside their hangar. Power was a 80 hp Oberursel U.0 engine. In service the single-bay M.10E was designated the Fokker B.I. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.1: Spinne - M.10 & Watercraft /Centennial Perspective/ (51)
Fokker M.10E (B.I) with a black/white fuselage band in the field surrounded by aircrew. (Peter M. Grosz collection/STDB)
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A.Weyl - Fokker: The Creative Years /Putnam/
Production M.10E of Flieger-Abteilung 9b. Note the tall king-posts.
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Fokker B.I 03.15 after a crash. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Fokker B.I 03.19 was a type M10. Iron cross national insignia have been applied over the early white-red-white stripe insignia. The fuselage appears deeper than usual and it has wing skids. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Another view of Fokker B.I 03.19. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Fokker B.I 03.19, a type M10, in flight. Iron cross national insignia have been applied over white backgrounds on the wings and rudder; it retains the red and white elevators. It was assigned to Flek 6 at Wiener Neustadt. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Fokker B.I 03.19, a type M10, in winter flight. lt has wingtip skids (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Fokker B.I 03.22 (M 10) of Flik 8 on Haidenschaft airfield (Isonzo Front) in December 1915. The aircraft was still active as a trainer in October 1918.
Iron cross national insignia have been applied over white backgrounds on the wings and rudder. It is at Flik 8, Aisovizza airfield. -
J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Fokker B.I 03.22, a type M10, was worknumber 243. Iron cross national insignia has been applied to the fuselage in addition to the wings and rudder. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Another image of Fokker B.I 03.22. A downed Caproni bomber is in the background. Fokker 03.22 of Flik 8 with crew consisting of pilot Oblt. Wedige von Froreich and observer Kadett i.d.Res. Richard Maurig Ritter von Sarfeld was one of eight aircraft sharing the victory over the Caproni, which was shot down during a raid on Laibach. (Peter M. Grosz collection/STDB)
Другие самолёты на фотографии: Caproni Ca.1 - Ca.3 (Ca.30 - Ca.36) - Италия - 1914
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Fokker B.I 03.24, a type M10. Iron cross national insignia have been applied to the wings and rudder. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Lineup of aircraft at Fliegerersatzkompagnie 6 at Fischamend with Fokker B.I 03.30 at left and B.I 03.31 to its right.
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Hptm. Josef Steiner in front of Fokker B.I 03.31, a type M10. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Fokker B.I 03.32 (M 10) of Flik 4 on the Aisovizza airfield (Isonzo Front) in November 1915. The rocky ground, typical of the conditions on the Italian Front, was tough on aircraft and aircrew alike.
Iron cross national insignia have been applied over white backgrounds on the wings and rudder. -
J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Fokker B.I 03.33 was a type M10. Iron cross national insignia have been applied over white backgrounds on the wings and rudder. Here it was set on blocks for identification photos. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.1: Spinne - M.10 & Watercraft /Centennial Perspective/ (51)
Fokker B.I (M.10E) 03.33 of the Austro-Hungarian Luftfahrtruppe arranged for a recognition photograph. Powered by an 80 hp Oberursel U.0 engine, it was part of a batch of 12 ordered Jan. 29, 1915. The Austrians had to supply the engines for this batch separately.
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Fokker B.I 03.36, a type M10, was work number 238. Iron cross national insignia have been applied over white backgrounds on the wings and rudder. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
The end of Fokker B.I 03.36. By the time of this crash an iron cross national insignia had been applied to the fuselage as well as on the wings and rudder. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Fokker B.I 03.36 was a type M10. Crash details unknown. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Fokker B.I 03.37 was a type M10. Iron cross national insignia have been applied over white backgrounds on the wings and rudder. A carbine is fitted for the observer. (Peter M. Grosz collection/STDB)
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J.Davilla - Italian Aviation in the First World War. Vol.1: Operations /Centennial Perspective/ (73)
Fokker B.I 03.37 at Pergine airfield at Igalo airfield, Flik 6, in 1915. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Fokker B.I 03.40 at Igalo airfield, Flik 6, in 1915. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Unidentified Fokker 03.XX after collision with Aviatik biplane at a training unit (Flek). (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Fokker B.I 03.XX was a type M10. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Fokker B.I 03.XX was a type M10. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Fokker B.I 03.XX type M10. It has unusual wingtip skids like 03.19. These photos were taken on 16 July, 1916. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
This Fokker B.I (M 10) shows the wing skids that were mounted on some aircraft. Compared to the M 7, the M 10 had higher king-posts, lower cockpit fairing, and different wire bracing.
Iron cross national insignia have been applied over white backgrounds on the wings and rudder. -
J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Fokker B.I with engine removed for maintenance. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Fokker B.I with engine removed for maintenance. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Fokker B.I 03.3X has a 7 cylinder engine and wingtip skids. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.1: Spinne - M.10 & Watercraft /Centennial Perspective/ (51)
Fokker M.10E (B.I) dismantled for towing. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.1: Spinne - M.10 & Watercraft /Centennial Perspective/ (51)
Fokker M.10E undergoing static load testing at the factory. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.1: Spinne - M.10 & Watercraft /Centennial Perspective/ (51)
Fokker M.10E wing cellule undergoing static load testing at the factory. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.1: Spinne - M.10 & Watercraft /Centennial Perspective/ (51)
The prototype Fokker M.10, Factory No. 169, in its modified form with 100-h.p. Mercedes engine because the M.10E was underpowered with the 80 hp Oberursel. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.1: Spinne - M.10 & Watercraft /Centennial Perspective/ (51)
Fokker M.10E fuselage fitted with 100 hp Mercedes fitted because the M.10E was underpowered with the 80 hp Oberursel. A national insignia was painted low on the nose. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.1: Spinne - M.10 & Watercraft /Centennial Perspective/ (51)
In service the Fokker M.10Z was known as the Fokker B.II. This is w/n 199. (Peter M. Grosz collection/STDB)
This Fokker M.10Z, Factory No. 199, made its acceptance flights on November 17, 1915, and was delivered on December 13, 1915. -
J.Herris - Fokker Aircraft of WWI. Vol.1: Spinne - M.10 & Watercraft /Centennial Perspective/ (51)
Fokker M.10Z 2-bay version had more wing area for better performance. A few like this example retrained the 80 hp Oberursel U.0 with 7 cylinders; most had the 9-cylinder Oberursel U.I with 100 hp. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.1: Spinne - M.10 & Watercraft /Centennial Perspective/ (51)
Fokker M.10Z w/n 201 photographed at Schwerin with factory staff and an officer. Reinhold Platz is 2nd from left; 3rd from left is Martin Kreutzer; at extreme right, Vorberg. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.1: Spinne - M.10 & Watercraft /Centennial Perspective/ (51)
Fokker M.10Z photographed with factory staff and an officer. Martin Kreutzer is in the rear cockpit. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.1: Spinne - M.10 & Watercraft /Centennial Perspective/ (51)
Fokker B.II '85' in its hangar with protective fabric cover over the propeller. The large '85' indicates it was in training service. (Peter M. Grosz collection/STDB)
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J.Herris - Halberstadt Aircraft of WWI. Volume 1: A-types to C.III /Centennial Perspective/ (44)
Halberstadt-Fokker. (Peter M. Grosz collection/STDB)
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J.Herris - Halberstadt Aircraft of WWI. Volume 1: A-types to C.III /Centennial Perspective/ (44)
Halberstadt-Fokker at a permanent training facility. (Peter M. Grosz collection/STDB)
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J.Herris - Halberstadt Aircraft of WWI. Volume 1: A-types to C.III /Centennial Perspective/ (44)
Halberstadt-Fokker B.1374/15. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.1: Spinne - M.10 & Watercraft /Centennial Perspective/ (51)
Fokker B.I B.1077/14 waiting for repair. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.1: Spinne - M.10 & Watercraft /Centennial Perspective/ (51)
Fokker M.10E (B.I) aircraft crashed at the factory. (Peter M. Grosz collection/STDB)
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Fokker B.I (M10E) 03.19 & Others, Flek 6, Early Markings
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Fokker B.I (M10E) 03.19 & Others, Flek 6, Intermediate Markings
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A.Olejko - Habsburg Wings 1915 /Aeronaut/
Fokker B.I 03.19 in intermediate markings of Austro-Hungarian colors of red and white with iron cross insignia added.
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
Fokker B.I (M10E) 03.37, Late Markings
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P.Grosz, G.Haddow, P.Shiemer - Austro-Hungarian Army Aircraft of World War One /Flying Machines/
Fokker B.I (M 10) Series 03
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A.Weyl - Fokker: The Creative Years /Putnam/
Fokker M.7
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A.Weyl - Fokker: The Creative Years /Putnam/
Fokker M.10E, M.10Z
A.Weyl Fokker: The Creative Years (Putnam)
THE FOKKER-KREUTZER BIPLANES, 1915-16
While the Fokker monoplanes were making the name of Fokker world-famous, the firm’s financial position was improving out of all recognition. Military orders had brought profits; credits were now easily obtained against government guarantees; financiers approached Fokker with attractive offers. Ample funds became available to Fokker and all other German aircraft manufacturers for the expansion of production facilities and the purchase of equipment and materials.
Fokker was able to repay the loans made to him by his father, his uncle, and the Cremers, and did so without delay. He also repaid Hans Haller, his first financial helper at Johannisthal. In consequence of these settlements the Fokker Aviatik G.m.b.H, was dissolved on January 13, 1915, by decision of the shareholders. This body had been merely a holding firm for the shares of the foreign partners of the Fokker Aeroplanbau G.m.b.H., as a legal means of giving the Fokker Works the status of a German-owned enterprise: the military authorities were not normally permitted to place orders with foreign-owned firms. Now a holding company was no longer needed; moreover, Fokker intended to adopt German nationality if such a course were suggested to him.
When the dissolution of the Fokker Aviatik G.m.b.H. was announced, it was widely assumed in Allied countries that the Fokker works at Schwerin had either gone bankrupt or had closed because of Fokker’s return to Holland. The British journal Flight praised young Fokker’s high patriotic sense, but the only change was that Fokker was now the sole owner of his firm. Hans Haller was retained as business manager for the time being, but in December 1915 he relinquished his executive position and severed all connexions with Fokker. The Fokker Aeroplanbau now changed its name to Fokker Flugzeugwerke G.m.b.H. with “technician” A. H. G. Fokker as sole director.
The works at Schwerin grew substantially. But whereas all other German aircraft firms invested at least a part of their profits and government-backed credits in new equipment, enlarged workshops, comprehensive material-testing laboratories, up-to-date drawing offices and so on, Fokker was a stingy as ever. He resisted all suggestions that better working facilities should be provided: every addition or expansion had to be makeshift and dirt cheap. His ignorance of engineering production was partly to blame for this parsimony; it certainly could not be attributed to lack of funds. The main reason was his firm resolve to invest as little as possible in anything that could not immediately be converted into cash. Fokker always had an eye to the possible need for making a quick getaway from Germany: he has recorded how he bought up foreign currency and valuables with a view to leaving nothing of value behind him.
As a result of this policy the Fokker works were never anything better than a shoddy collection of shacks and sheds, while Fokker’s profits grew and were stored away for his own benefit. It is strange that the German authorities apparently thought nothing of the marked contrast between the Fokker works and those of comparable German firms.
The staff, too, increased; and more instructors and works pilots were engaged. Among the latter were Alexander von Bismarck, unfit for active service on account of poor eyesight, and M. Scherff, airman hero of the Balkan war. Kuntner and Ditzuleit volunteered for active service. The former became an Austrian pilot and was soon decorated for gallantry, but died in a crash in 1916. Ditzuleit survived an exciting career as a naval pilot of fighters and seaplanes. He did much to promote Fokker aircraft in the Navy. However, when he wanted to rejoin the firm immediately after the armistice, Fokker’s business manager Hotter claimed never to have heard of him. Haller tried to rectify the injustice thus done to one of Fokker’s oldest associates, but failed. Fokker himself had probably forgotten that his first mechanic ever existed.
It has already been noted that work on the seven Fokker M.7 two-seat biplanes ordered by the Admiralty before the outbreak of war had been suspended in face of IdFlieg pressure for the M.8 monoplane. Development of the M.7 was resumed late in 1914, by which time the Admiralty had more than tripled their original order. The prototype was ready in January 1915; as usual, Fokker tried it first. After three days of test flying he declared himself satisfied with it and pronounced it safe and serviceable. De Waal and Weidner found it pleasant to handle and with better load-carrying ability than the M.8 monoplanes. To permit the completion of the stipulated sand-loading tests on the prototype, it was arranged that military acceptance trials were to be deferred until the first production aircraft began to come out in February.
The M.7 was a sesquiplane. The great overhang of the upper mainplane was emphasized by the inward inclination of the interplane struts; the extensions were braced from above by cables from inverted-vee king-posts; they warped to provide lateral control, the warp-return cables running over king-posts.
The fuselage, engine installation and undercarriage resembled those of the M.8. In the M.7 the cockpits were separated, and the observer had more room; the pilot occupied the rear seat, as in the later biplane type M.10. Dual control was provided. The upper wing was made in one piece, the lower in two panels attached to fittings welded to the lower longerons. The upper wing was connected to the fuselage by two inverted-V struts of steel tubing braced fore-and-aft and diagonally by steel cables. This structure was not very rigid, which may have contributed to the wing flutter mentioned below.
Judged against the standards of its day, the M.7’s performance was creditable. A total load of 230 kg. (506 lb.), including fuel for 1 1/2 hours, could be carried. With this load the M.7 climbed to 800 m. (2,600 ft.) in six minutes and to 2,000 m. (7,560 ft.) in 22 minutes.
The prototype underwent the prescribed sand-loading test at Schwerin early in February 1915. With engine removed, the aircraft was slung inverted from the roof of the hangar, the fuselage being supported by trestles. A uniform load of sand was then distributed carefully over the wings. No account was taken of the stress relief provided by the taut wing covering of doped fabric. A photograph of this sand-loading test was published in Flugsport. The military officials were satisfied that the machine was safe enough for operational service; but in fact it was not.
During February, von Bismarck made an acceptance flight with one of the first production M.7s, accompanied by Sergeant Opel. While making steep turns at low altitude, von Bismarck felt severe wing flutter, the control column rocking in his hands. The amplitude of the torsional flexing in the extensions of the upper wing grew; von Bismarck tried to reach the ground quickly in a steep spiral glide, but the wing failed and the M.7 crashed. Von Bismarck and Opel were seriously injured.
About this accident von Bismarck says: “I crashed on this biplane because of wing failure close to the ground, following a steepish spiral glide from about 200 metres. The strain was too much for the wing structure. This aircraft had warping of the extensions of the upper wing, similar to the Morane-Saulnier. The upper pylons had, however, been made too low; this gave a rather shallow wing bracing. The irregular and high stress during the glide induced flutter in the wing extensions. The oscillations suddenly increased noticeably, until the wing failed. Scherff must have suffered the same fate, although in his biplane the height of the bracing pylons had been doubled as in all subsequent biplanes. It was lucky for me that the wing failed at a very low altitude, otherwise we would most certainly not have survived.”
On his recovery, von Bismarck found that his services were no longer required by Fokker. He joined the Halberstadt Aircraft Works as a test pilot. He was destined always to suffer from the injuries he sustained in the M.7 crash.
Blame for the accident was laid upon the unfavourable angles of bracing and warp-return cables provided by the king-posts above the upper wing. The height of these pylons was therefore increased on all M.7s.
But this did not cure the trouble. On April 17, 1915, Scherff took off in the second of the Austrian M.7s on an acceptance test; his passenger Hoengen was a foreman mechanic. Scherff handled the aircraft with caution, for he was not certain that the structure was as safe as Fokker had claimed it to be. After completing the prescribed one hour’s flight at 2,000 m. he came down in a shallow glide. At low altitude the upper wing extensions began to flutter violently. This time a warping cable broke before the wing itself failed. Scherff managed to steer the almost uncontrollable aircraft to shallow water near the shore of the Ostorf Lake, where it finally crashed. Scherff was thrown out into the water; he suffered serious internal injuries and nearly drowned. Hoengen seemed less badly hurt, but died a year later.
Scherff spent well over a year in the Schwerin hospital gravely ill; more than once his life was in danger. In all this time Fokker never paid him a visit. Indeed, he dismissed Scherff a few days after the accident. Later, he even forbade him to enter the factory or aerodrome.
After a partial recovery, Scherff was able to work for other aircraft firms as a test and acceptance pilot. He always had a high reputation for his reliability, skill and integrity in his dangerous profession.
Scherff’s accident was ascribed to defective material. Fokker maintained that design changes were not called for, but the authorities thought differently: all M.7s were grounded until the structure was reinforced. An investigation by Adlershof experts revealed that the wing-attachment bolts of the production M.7s were less well secured than those of the prototype. Although this could not have been the direct cause of the two wing failures Fokker was bluntly warned to pay more attention to his standards of production. The warning had no lasting effect, however.
A strengthened version of the M.7 was proof-loaded at Schwerin, and the ban on the type was lifted on April 24, 1915. The empty weight was now 394 kg. (870 lb.), or 30-5% of the total. Loaded, the aircraft weighed 676 kg. (1,490 lb.), a figure much larger than the original estimate. The rate of climb of the strengthened M.7 was consequently poor.
The Fokker M.7, or Fok. B, equipped both landplane coastal defence squadrons of the German Navy for a time; these units were at Kiel and Wilhelmshaven.
Some M.7s were used for training purposes at Johannisthal, and a few went into the Fokker school and gave good service. One of the Fokker school machines crashed: the pupil, Lt. Gloege, was killed instantly; the instructor, Franz Krebe, was injured. This crash, like von Bismarck’s and Scherff’s, occurred during a gliding turn.
Three M.7s had been ordered by the Army Flying Corps. Perhaps because of the type’s reputation they never went into service, although they were accepted and paid for. They may have been transferred to the Fokker school. The IdFlieg suggested that a more substantial biplane, fitted with wireless telegraphy for artillery spotting, should be developed. The result of this suggestion was the M.10. On the whole, the M.7 had been a failure.
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The M.10 was a development of the M.7, which it closely resembled; but its wing structure was more substantial and it was improved in some details. Like its predecessor it was an unarmed two-seat artillery spotter, in which the pilot occupied the rear seat.
The M.10 prototype retained the not very rigid cabane structure of the M.7. This aircraft was Factory No. 169. It was later modified to have the 100-h.p. Mercedes engine in place of the standard 80-h.p. or 100-h.p. rotary. The Mercedes-powered version was soon abandoned as being too heavy.
The production M.10s had two additional struts to the forward cabane struts; these were standardized. The wing-warping levers were moved farther aft, leaving more room in the observer’s cockpit, where a wireless transmitter was installed.
Most production M.10s had the 100-h.p. Oberursel U.l engine. However, those used as trainers and some of those supplied to Austria had the 80-h.p. Oberursel, which was more easily obtained from existing stocks or from obsolete aeroplanes.
The M.10 was produced in two forms. The original single-bay form of the design was named M.10E (“E” signifying einstielig, or single-bay). It differed from the earlier M.7 in having its lower wing slightly farther aft, greater wing chord, and heightened upper-wing king-posts.
First of the type to be accepted by the Army Flying Corps was Factory No. 171, which was taken over at Schwerin on June 7, 1915. Modifications were demanded, however, and the acceptance did not become effective until the following month. This M.10E and its immediate successors had the 80-h.p. Oberursel. The type was also delivered to Austria.
The military load of the M.10 affected its climbing performance adversely, so new, two-bay wings were designed. The first machine to have them was Factory No. 199. This version of the design was designated M.10Z, the “Z” signifying zweistielig, or two-bay.
The prototype was accepted for the Army Flying Corps at Schwerin on November 17, 1915, and was sent to Adlershof for further trials during December. The wings of the M.10Z were of equal span, and the entire wing cell warped to provide lateral control, whereas on the M.10E only the upper-wing extensions warped. The new arrangement was more practical and safer, because the danger of torsional flutter was much reduced.
A small batch of M.10Z biplanes, known in the Service as Fok.B.II, gave good service on some sectors of the Eastern Front. The type was also supplied to the Navy and Austria. Various M.10 biplanes were still flying on training duties until late in 1917.
During the first half of 1915 the Fokker works had developed and constructed no fewer than six different aircraft types: the M.7, M.9, M.10, M.14, M.15 and W.3. These included monoplanes, biplanes and floatplanes, and development embraced several variants and trial engine installations. One cannot but admire Fokker’s energy in undertaking so many projects: even in those days of uncomplicated aeroplanes and simple equipment his output would have been a remarkable achievement for a much larger aircraft works.
For all this work Fokker had only a couple of draughtsmen and no trained designer. Admittedly, the “design work” for prototypes, and modifications, were done on the job by the try-and-fit method. No stressing was attempted. All the prototypes were built within the busy production organization; there was no separate experimental shop. Fokker thought this was the way to carry on development: he paid no heed to Dr. Lissauer’s advice to separate production from development.
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