В.Шавров История конструкций самолетов в СССР до 1938 г.

"Фоккер" С-I ( "Це-один" ) с двигателем БМВ-IIIа в 185 л. с. - двухместный разведчик, очень похожий на D-VII, но с бензобаками, установленными на оси шасси, с одиночным управлением. Применялся в 1923-1925 гг. как тренировочный в небольшом количестве.

"Фоккер" C-III - вариант предыдущего с двигателем "Мерседес" в 165 л. с., без баков на шасси, с двойным управлением, учебно-тренировочный.


Самолет||C-I
Год выпуска||1921
Двигатель , марка||БМВ-IIIа
   мощность, л. с.||185
Длина самолета, м||7,2
Размах крыла, м||10,6
Площадь крыла, м2||27
Масса пустого, кг||830
Масса полной нагрузки, кг||350
Полетная масса, кг||1180
Удельная нагрузка на крыло, кг/м2||44
Удельная нагрузка на мощность, кг/лс||6,4
Весовая отдача,%||29,7
Скорость максимальная у земли, км/ч||180
Время набора высоты||
   3000м, мин||14,3
   5000м, мин||27
Продолжительность полета, ч.||4

А.Александров, Г.Петров Крылатые пленники России

О популярности класса Ц свидетельствует тот факт, что в 1918 г. даже Энтони Фоккер, к тому времени снискавший известность своими истребительными аэропланами, решил попробовать свои силы на новом для него поприще. На заводе "Фоккер Флюгцойгверке", ставшем с 1 октября 1913 г. (н. ст.) преемником зарегистрированного 22 февраля 1912 г. (н. ст.) предприятия "Фоккер Авиатик" (Fokker Flugzeugwerke GmbH; Fokker Aviatik GmbH), он начал строить прототип "Фау 38" (V 38), который, однако, был не более чем двухместной разведывательной модификацией истребителя "Фоккер Д. VII", вооружавшейся привычными 2 пулеметами: подвижным у наблюдателя и синхронизированным у пилота. Опытный образец едва успели завершить до конца войны, и на фронт модель Ц. I не попала. Из побежденной Германии задел примерно из 70 аэропланов данного типа Фоккер вывез в Голландию, где организовал новое производство. В 1922 г. советское правительство приобрело 3 аппарата "Фоккер Ц. I", включая самолеты с заводскими номерами 118 и 139 и 12 машин "Фоккер Ц. III" (учебный вариант той же модели), в том числе с заводскими номерами 117, 138, 143, 144, 148 и 161. В мае "Ц-первые" прибыли в Петроград и служили затем в 1-й и 3-й отдельных истребительных авиаэскадрильях и в Московской авиашколе, откуда в 1924 г. аэроплан # 118 отправился в НОА (Научно-опытный аэродром) и использовался там для решения экспериментальных задач до 1928 г. "Ц-третьи" летали в различных учебных подразделениях до 1929 г. Аппараты типа Ц. I экипировались двигателями БМВ (BMW) 185 л. с. и пулеметами "Виккерс", а на тренировочных аналогах ставились 160- и 180-сильные "Мерседесы". 2 августа 1922 года (н. ст.) "Фоккеры", в том числе "Ц-третий" с весьма необычной эмблемой на фюзеляже (45, а и б, из коллекции ЦГАКФФД), участвовали в параде-празднике на Комендантском аэродроме. Очевидно, переделка базовой одноместной машины в двухместную потребовала существенной перекомпоновки, в частности, топливный бак переместился в район шасси, где его прикрыли обтекателем. Изображенный самолет оснащен, скорее всего, пропеллером ЕТА, тогда как белый цвет пневматиков объясняется довольно необычно: "Чтобы предохранить покрышки камер от нагревания в жаркие дни, а потому и от скорого износа, рекомендуется покрывать их снаружи белой клеевой краской, состоящей из порошкообразного мела, столярного клея и воды".

A.Weyl Fokker: The Creative Years (Putnam)

Two-seat developments of the Fok. D.V1I

   It was obvious to Fokker and Platz that it would be easy to convert the Fok. D.VII into a two-seater. If the guns and ammunition boxes were removed, a seat for a passenger could be installed in front of the pilot, close to the centre of gravity. The undercarriage tank of the V.36 would permit the use of a smaller fuselage tank, thereby making more space available.
   The wings had ample strength, even for aerobatics in the two-seat configuration; the only modification needed was the provision of a large cut-out in the trailing edge of the upper wing to enable the passenger to enter and leave his cockpit. The landing speed remained acceptable; and the performance with a B.M.W.IIIa was still good, though not what would be expected of a combat aircraft.
   These modifications were made, and the resulting aircraft was designated V.35. The main fuel supply was carried in the undercarriage tank, but an additional tank was installed between the cockpits.
   The type was flown by Ernst Udet, and in it Platz was treated to aerobatics by Fokker. He enjoyed the experience.
Another experimental two-seater was designed specifically for military purposes. This development had been suggested, for infantry liaison and observation duties, by the IdFlieg, who were possibly hoping for an aircraft embodying major Fok. D.VII components. Production of such a machine could have been quickly initiated.
   The Fokker V.38 was not a simple conversion of the Fok. D.VII, however. It was a larger aircraft with extensive modifications to make it suitable for its intended duties. The only truly common factor between the V.35 and the V.38 was the B.M.W.IIIa engine.
   In the V.38 the pilot occupied the forward cockpit and had a single fixed gun, the ammunition box for which was close behind the engine and was without ventilation. A deep cut-out was made in the wing trailing edge. The main fuel tank was in the undercarriage, and there was a small gravity tank just behind the engine. Fuel feed was by air pressure supplied by an engine-driven pump via a pressure-regulating valve. There was also a hand pump in the pilot’s cockpit.
   The fuselage structure was not fundamentally different from that of the V.38’s predecessors. The observer’s cockpit, surmounted by a ring mounting for a movable gun, was immediately behind the pilot.
   Owing to its military load, the V.38 was heavier than the V.35; consequently its wing area was increased by about 30%. The span of the V.38 was nearly two metres greater.
   The maximum speed of the V.38 was stated to be 175 km./hr. (108 m.p.h.), and it was claimed to have reached a height of 5-0 km. (16,500 ft.) in 21 -5 minutes. It is doubtful whether this latter figure was achieved with full military load.
   The V.38 was later converted for the towing of gliders.
   There was one special V.38. This one had a large supplementary petrol tank in the fuselage, containing enough fuel for six hours’ flight. Fokker had it built in September 1918, and it was kept in readiness for his use at the Goerries aerodrome under the watchful eye of de Waal. It was Fokker’s escape vehicle in which he intended to flee to Holland if the necessity arose. The Fok. E.V affair and its possible consequences had made it clear to him that some such provision was necessary.
   Unfortunately for Fokker, however, it seems that the people working at the aerodrome had guessed his intentions. When he found himself up against the revolutionary Schwerin workers about November 9, the special V.38 was put under guard by the workmen. Fokker did not dare to go near the aerodrome, but made an undignified disappearance in disguise; he travelled to Berlin by rail, where he engaged some communist deserters as a bodyguard.
   In view of the satisfaction that the D.VII was giving, and of the fact that the IdFlieg had suggested a two-seat development of the D.VII, Fokker was confident of substantial orders for the V.38. He therefore put a batch of sixty aircraft into production in anticipation of a contract.
   But the prototype failed to pass its type test and was not recommended for Service use. There was no room for parachute stowage, and the observer’s cockpit was too cramped for observation and infantry-liaison duties. The ammunition box was again too near the engine, and the troubles experienced with the D.VII would be repeated. Adverse criticism was levelled against the aileron control.
   All in all, the V.38 compared unfavourably with the latest Hannover and Halberstadt two-seaters. Fokker was told to improve his aircraft before submitting it for a further type test, but the Armistice supervened.
   Although the Service designation Fok. C.I was applied to this two-seater it was not justified, because the type was never officially adopted.
   After the Armistice, the sixty premature V.38s were smuggled into Holland, where most of them were readily bought by the Dutch Government as a speedy means of filling the Dutch Army Air Service's requirement for modern two-seaters and light bombers. The first batch, ordered in 1919, were redesigned “Fok. C.I’’ with B.M.W. engines.
   These Fokkers gave excellent service for at least three years, whereafter, although they were still perfectly serviceable, they were replaced by later Fokker types with more powerful engines. Numbers of these surplus Fok. C.Is were exported, notably to Colombia and the U.S.A.
   In service, the biggest trouble with these aircraft was the undercarriage tank. Its soldered seams split open, creating leaks: this was a frequent occurrence after bumpy landings. The undercarriage structure itself was not really robust enough for military use, and stronger wheels had to be fitted.
   And yet the Fok. C.I earned quite as much praise for its safety in crash landings as for its flying qualities. The Dutch Air Force did not have a single serious injury from any Fok. C.I crash landing.
   Late in 1918 Fokker’s Budapest branch told him that the Austrians were enquiring about the possibility of a seaplane version of the Fok. D.VII. Fokker felt sure the German Admiralty would also be interested, so he had a pair of stepped floats designed by a yacht designer and fitted them to a version of the V.35. In this aircraft the passenger sat behind the pilot. Several successful flights over the Schwerin lake were made with various passengers, including de Waal and Platz. No production ensued, but during 1920 similar floats were fitted to a Fok. C.I and further successful trials were made. However, the Fok. C.I remained a landplane.
   The Fokker C.II was a three-seat conversion made by Spijkers in Holland during 1920-21. This variant had two seats for passengers under a cabin top; the passengers had to sit facing each other in rather cramped conditions. One C.II was used by the K.L.M. for years; it was used for aerial photography. Another was used by Sherman Fairchild in the U.S.A.; it was flown by E. P. Lott in the “On to Dayton” race in 1924. The type was also used in Canada, on skis when necessary.
   The Fokker C.III of 1922 was more or less a trainer conversion of the C.I with a 220-h.p. Hispano-Suiza. The type was supplied in small numbers to Spain.
   There were other two-seat variants and conversions of the D.VII, mostly made after the war by various organizations or people, usually without consulting the designer. But during the war a few clandestine conversions were made by enterprising officers commanding fighter units. These aircraft were made from unofficially resurrected Fok. D.VIIs that had been officially written off.
   After the war, the Deutsche Lloyd Flugzeug-Werke at Adlershof, under the supervision of the D.V.L., redesigned a Fok. D.VII into a two-seater. This variant was given the designation DLFW. D.VIII. Unfortunately, the prototype was crashed by F. von Koeppen while performing aerobatics too near the ground. Several more examples of this conversion were turned out by G. Hueffer at Krefeld. One served as a flying laboratory for research conducted by the Technical University of Hanover; it was wrecked when landing in fog, but the crew were unhurt.
   The DLFW. D.VIII had the 160-h.p. Mercedes engine, but it was moved forward and the fuselage lengthened. The wing span and area were the same as those of the Fok. D.VII.

J.Herris Fokker Aircraft of WWI. Volume 1: Spinne - M.10 & Watercraft (A Centennial Perspective on Great War Airplanes 51)

Fokker C.IW

  The fifth Fokker watercraft was a floatplane conversion of the C.I (the military designation for the production version of the V.38). The C.I was a two-seat derivative of the Fokker D.VII fighter.

O.Thetford, P.Gray German Aircraft of the First World War (Putnam)

Fokker V 38
   The V 38 was the prototype Fokker C I, design of which was completed during the summer of 1918 and construction was well under way when hostilities ceased. Much of the D VII was to be seen in the V 38, although it was necessarily a larger aeroplane. Some seventy of these aircraft, inter alia, were crated up by Fokker and taken back to Holland after the war. Engine was 185 h.p. B.M.W. IIIa.

G.Swanborough, P.Bowers United States Navy Aircraft Since 1911 (Putnam)

FOKKER C.I

In 1921 the Navy purchased three Fokker C.Is from the Dutch Fokker factory. Actually, these had been built in Germany at the close of World War I and had been taken into Holland when Fokker returned to his native land and established a new company. The C.I was essentially a D.VII with slightly lengthened fuselage and wings, and a 185 hp BMW. The C.Is (A5887-A5889) were used by the US Marines at Quantico. Span, 34 ft 10 in; length, 23 ft 8 in; gross weight, 2,576 lb; max speed, 112 mph.

L.Andersson Soviet Aircraft and Aviation 1917-1941 (Putnam)

Fokker C I and C III

   Developed in 1918 by the Fokker Flugzeugwerke GmbH at Schwerin, the V 38 prototype was apparently not completed until after the Armistice. Being a two-seat variant of the D VII fighter and intended for the reconnaissance role it was armed with one fixed machine-gun firing forwards and another gun mounted on a ring in the observer's cockpit. It was of mixed construction with wooden cantilever wings and a welded steel-tube fuselage. Metal panels covered the fuselage forward of the lower wing and the rest was fabric-covered, as were the wing and tail surfaces. The ailerons, two-part elevators and rudder were horn-balanced. The interplane and under-carriage struts were made of streamlined steel-tube and the fuel tank was mounted on the axle between the mainwheels. Power was provided by the 185hp BMW IIIa water-cooled inline engine also used on the Fokker D VII.
   A number of C Is was taken from Germany to Holland in 1919 and sixty of these were delivered to the Dutch Air Force, which later built five more from parts. The Dutch Navy bought sixteen and a few were also sold to Denmark. The C II was a civil version of the C I and the C III was an unarmed transition trainer variant with a different engine. Spain acquired ten C IIIs fitted with 220hp Hispano-Suiza engines in 1922. Three C Is were sold to the Soviet Union with the fifty Fokker D VIIs in 1922, followed by twelve C IIIs in 1923. Both types were acquired for use as trainers. The C Is had 185hp BMW engines while the C IIIs were fitted with 160/180hp Mercedes engines. Known constructor's numbers include 117, 118, 138, 139, 143, 144, 148, 161 and 164, of which at least 118 and 139 were C Is. The C Is, which were armed with Vickers machine-guns, arrived in Leningrad in May 1922 and were distributed with the D VIIs to the 1st and 3rd Otdel'nye Istrebitel'nye Aviaeskadrilii at Leningrad and Kiev and to the Moscow Aviation School.
   The last Fokker C I (c/n 118) had been transferred from the 1st Higher School of Military Pilots in Moscow to the NOA in the spring of 1924, where it was used for experimental purposes until 1928. The twelve C IIIs were assigned to the 1st Higher School of Military Pilots. In 1928 the Military School of Aerial Combat at Orenburg had four and the Combined School of Military Pilots and Mechanics also used a single Fokker C III. There were some discussions about a possible transfer of Fokker C IIIs to civil service with Dobrolet and Ukrvozdukhput' early 1928, but this was not realized and the last aircraft of this type was finally withdrawn from use in 1929.


Fokker CI (C III)
   185hp BMW IIIa (180hp Mercedes)
   Span 10.5m; length 7.23 (8) m; height 2.87; wing area 26.25 (29) m2
   Empty weight 855 (740) kg; loaded weight 1,255 (1,090) kg
   Maximum speed 175km/h; cruising speed 130; landing speed 85km/h; climb to 5,000m in 27.5min; ceiling 6,000m; endurance 4hr; range 620km

Журнал Flight

Flight, August 28, 1919.

THE E.L.T.A. SHOW

THE FOKKER STAND

<...>
   Finally there is on the Fokker stand, a two-seater biplane which has more than a family, resemblance to the German Fokker type D VII. It has the same general shape and construction of fuselage, the same thick tapering wing section, and the same N form of interplane struts, without external wing bracing. One difference one notices, however, in the attachment of the lower wing to the fuselage. Whereas in the D VII the bottom plane was in one piece, resting in a recess in the bottom of the fuselage, in the show machine the bottom plane is made in two halves, bolted to the sides of the fuselage. The pilot occupies the front seat, while the seat usually occupied by the gunner is now reserved for the passenger, who is protected from the wind by a glass wind screen, while above his head is a collapsible hood made of fabric. A front radiator of elliptical shape suggests that the engine is a water-cooled one, but as to make we were unable to obtain any information from the gentleman in charge of the stand. The front of the body was hermetically sealed so as to make it impossible to discover the contents - if any - of the engine housing, and the young man in charge naively informed us that he did not know with what engine the machine was fitted! This may be taken to mean that either no engine was fitted, or that, if there was one fitted, it was a German one.