Pfalz-Otto Pusher (Buchner)

   One Pfalz-Otto pusher reached German Southwest Africa in 1914 before the war. Interestingly, this was originally conceived as a publicity stunt! The Berlin department store magnate Rudolf Hertzog and the large Scherl publishing business financed the construction of an Otto pusher to transport diamonds and air mail in German Southwest Africa and fly across the Union of South Africa to Zanzibar and German East Africa. The popular pre-war flyer Bruno Buchner, who had served as a mercenary in the Bulgarian air arm in 1912, was hired as pilot.
   Although long thought to have been built by Pfalz, all indications are that Buchner's pusher was in fact built by Otto and then sent to Pfalz for modification, including installation of a large tropical radiator. After arriving in Swakopmund (combined with his honeymoon voyage), Buchner performed the first flight on 13 May 1914. Buchner flew between Windhuk (Windhoek), Okahandja and Karibib (18-27 May), made several unscheduled landings, and delivered the first colonial air mail. There is no record of Buchner's flying activity in June or July. Owing to the high temperatures, the Pfalz-Otto experienced difficulty in climbing above 300 meters. That and the poor reliability of the 100 hp Rapp engine thwarted the projected flight across Africa, forcing Buchner to proceed by boat.
   Buchner and his aircraft, steaming via Cape Town, arrived in Zanzibar (British protectorate) on 4 August 1914 only to learn that war had been declared; leaving him no choice but to continue on to Dar es Salaam, capital of German East Africa. As stipulated in his employment contract, Buchner joined the German colonial army under the command of General von Lettow-Vorbeck. While on a reconnaissance sortie along the coast, Buchner was wounded by fire from two British gunboats, forcing him to land on the beach and slightly damaging the aircraft.
   The scarcity of fuel precluded long-range flights, but enough was scrounged for short hops to practice bomb dropping with coconuts and crude aerial bombs adapted from 15 cm artillery shells. The military command decided that Buchner's pusher should be fitted with floats to provide support for the light cruiser SMS Konigsberg blockaded by the British navy in the Rufidji (Rufiji) delta. This required extensive modification of wings and fuselage resulting in a virtually new aircraft. A few water starts were successfully performed but the lack of fuel ended further flight activity.


Pfalz-Otto Pusher (Modified)

   The first Pfalz-built aircraft were Otto pushers built under license, Otto being another Bavarian aircraft manufacturer. Only a few Otto pushers were built due to their limited performance. The Otto pushers were powered by 100 hp Rapp engines. Rapp was a Bavarian engine company that was only modestly successful; in 1917 Rapp was bought by investors who brought in new engineering talent and managers and re-cast the company as the Bavarian Motor Works (BMW), which still exists today and makes well-known automobiles.

Pfalz Parasol (Pfalz A.I & A.II)

   Pfalz wanted to built a better-performing aircraft than the Otto pusher, and in February 1914 obtained a license from the French Morane-Saulnier company to build their Type H and Type L monoplanes under license. The Morane-Saulnier Type H became the basis for the Pfalz E-type fighters, while the Type L was built as the Pfalz Parasol.
   When the war began production of approximately 20, later expanded to 60, Pfalz Parasols, exact copies of the Type L, was underway for the Bavarian air service. The first two were delivered in December 1914. Initially, the Pfalz Parasols were used for reconnaissance and occasional nuisance bombing with improvised weapons; when they became obsolete in that role, the remaining machines were used as trainers. These aircraft were given the Bavarian military serial numbers P1 to P61, except P59. P59 was a modified aircraft, the Halb-Parasol single-seater. Yet another was modified with biplane wings.
   Most Pfalz parasols were powered by a 7-cylinder, 80 hp Oberursel U.O rotary engine, but a few used the 9-cylinder, 100 hp Oberursel U.I engine. Later these types were retroactively designated Pfalz A.I and A.II, respectively.


Bombing the Italians in the Alps

   One notable exploit of the Pfalz parasol was its use in bombing Italian Alpine positions on July 31, 1915 - before Germany was formally at war with Italy! The aircraft involved were painted in simulated Austro-Hungarian markings to obscure their true identity. Ltn. Otto Kissenberth of Feldflieger-Abteilung 9b, later to become a noted fighter ace and winner of the Pour le Merite, was one pilot involved. For this action the observer was left behind to save weight and five 10 kg Carbonit bombs were carried instead. A good climb rate and ceiling were vital because the Italian troops, at elevations as high as 2,500m in the Alps, subjected the aircraft to intensive ground fire.
  

Pfalz P59 Halb Parasol

   The single-seat Pfalz P 59 Halb Parasol was an experimental type designed to achieve unrestricted visibility above and below the wing. It may have been intended as a single-seat fighter, but was not developed further. Perhaps the win, location, at eye level, was not popular with pilots. The Halb Parasol made use of some Pfalz E.II structural components which points to a construction date between late 1915 and early 1916.


Pfalz E.III

   Like the E.II, the Pfalz E.III was also powered by a 9-cylinder, 100 hp Oberursel U.I engine, but was an armed version of the Pfalz A.II (license-built Morane-Saulnier Type L) parasol. All the Pfalz E.III fighters may have been conversions of existing Pfalz A.II reconnaissance aircraft. Few Pfalz E.IIIs were converted; its speed matched the E.II but the climb was not as good as the E.I. Furthermore, since the E.III was a larger, heavier aircraft than the E.I or E.II, it was not as maneuverable. The maximum number of Pfalz E.IIIs at the front reached eight in June 1916.


Pfalz Parasol Production Orders
Order Date Quantity Serial Numbers
1914 61 P 1 to P61
  
Pfalz Parasol (A.I) Specifications
Engine: 80 hp Oberursel U.O
Wing: Span 11.20 m
Area 18 sq m
General: Length 6.90 m
Height 3.40 m
Empty Weight 365 kg
Loaded Weight 585 kg
Maximum Speed: 135 kmh
Climb: 2000m 15 min
3000m 30 min

Pfalz Parasol (A.II) Specifications
Engine: 100 hp Oberursel U.l
Wing: Span 11.20 m
Area 18 sq m
General: Length 6.90 m
Height 3.40 m
Empty Weight 420 kg
Loaded Weight 674 kg
Maximum Speed: 150 kmh
Climb: 2000m 12 min
3000m 25 min


Pfalz E.III Specifications
Engine: 100 hp Oberursel U.I
Wing: Span 11.20 m
Area 18.0 sq m
General: Length 6.85 m
Height 3.40 m
Empty Weight 445 kg
Loaded Weight 705 kg
Maximum Speed: 150 kmh
Climb: 1000m 3 min
2000m 11 min
3000m 23 min

Pfalz 1915 Biplane

   A Flieger-Ersatz-Abteilung communication dated 4 June 1915 reported that the Pfalz biplane, powered by a 100 hp Oberursel U.I rotary engine, recently evaluated by Bavarian air service, had proved a failure because "it was not on an equal level with the parasol and the advantages of good visibility and ease of photography were forfeited." According to the FEA the impracticability of installing an (observer's) machine gun was no different than in the parasol. Trials were stopped and the biplane returned to Speyer. In an aircraft line-up at Speyer, the biplane can just be seen with an infantry rifle mounted on the upper wing, a totally ineffectual weapon, but perhaps a light machine gun was contemplated. Alfred Eversbusch recalled that the company maintained a small, two-seat biplane for communication purposes which may have been this machine. While there are no numbers visible, it is possible that the number P 60 may have been assigned to this airframe.


Pfalz C-Project 1916

   In October 1916 Pfalz was among six aircraft manufacturers chosen by Idflieg to design and build a two-seat prototype biplane powered by a 160 hp Mercedes D.III engine. The engineering specifications stipulated a light, maneuverable aircraft intended as an escort fighter (later assigned the CL designation) to protect heavier reconnaissance machines. There is no documentary evidence that Pfalz pursued the project to completion; certainly at the time Pfalz engineers had their hands full with fighter design and development.


Pfalz Short-Range C-Project 1917

   Idflieg reported in October 1917 that the Pfalz engineering department had a short-range reconnaissance biplane powered by a 195 hp Benz Bz.IIIb V-8 engine in the advanced design stage. However, construction of the prototype could only proceed after the experimental work involving the Benz V-8 engine was completed and the fighter requirements had been met first.


Pfalz Long-Range C-Project 1917

   Idflieg reported in November 1917 that a Pfalz two-seat biplane intended for long-range reconnaissance work and powered by a 245 hp Maybach Mb.IVa engine was in the design stage. Assembly was reported underway in December with flight trials scheduled to begin in January 1918. But "priority development of new fighter aircraft" had placed the project "totally in the background." The prototype was expected to appear on the flight line in March; however, by April it had disappeared from the Idflieg project reports entirely. Fully committed to the development of fighter prototypes through 1918, it is unlikely that Pfalz ever completed the Maybach-powered C-type. It is mentioned neither in post-war documents nor in the Inter-Allied Aeronautical Control Commission report.

Pfalz E-Type Fighters

   The Pfalz E-Type fighters were developed from the Morane-Saulnier Type H monoplane, for which Pfalz obtained a production license before the war. The Fokker monoplanes, which actually entered service months before the Pfalz fighters, had better performance, especially climb rate, and had much better maneuverability and handling characteristics. Thus the Fokkers were greatly preferred to their Pfalz contemporaries. Tony Fokker has been accused of simply copying the Morane-Saulnier Type H design, but considering his monoplane fighters were considerably superior to the Pfalz monoplanes, which were copies of the Morane-Saulnier Type H, this could not be true. Certainly the configurations were similar, but the designs were significantly different in detail. Because the Fokker and Pfalz monoplane fighters looked so similar, Allied airmen knew them all as Fokkers
   Because the inferior Pfalz monoplane fighters followed the Fokker monoplanes into service, only small numbers of Pfalz monoplane fighters saw frontline service, and they were generally unpopular with their pilots. Death notices in German newspapers have black borders and the Pfalz monoplane fighters were painted with black outlines on the wings and fuselages, leading to some gallows humor in the German air service.
   Not only were the Fokker monoplanes superior in performance, the Pfalz aircraft apparently were not as structurally sound, possibly due to their derivation from the fragile pre-war Morane-Saulniers, because in August 1916 they were ordered withdrawn from the front and cannibalized for spare parts due to numerous fatal crashes. About 100 Pfalz E-Types were destroyed as a result, and production was likewise stopped. This debacle and lack of a suitable Pfalz-designed replacement lead to Pfalz being assigned production of LFG Roland biplane fighters.

Pfalz E-Type Fighter Production Orders
Type (Total Built) Order Date Quantity Serial Numbers
Pfalz E.I (45 total) September 1915 25 E.200-224/15
November 1915 20 E.462-481/15
Pfalz E.II (130 total) September 1915 10 E.226-235/15
(September) 1915 20 E.276-295/15
November 1915 20 E.442-461/15
December 1915 20 E.649-668/15
February 1916 60 E.100-159/16
Pfalz E.IV (46 total) December 1915 6 E.643-648/15
January 1916 20 E.800-819/15
February 1916 20 E.306-325/16
Pfalz E.V (20 total) February 1916 50 (20 built) (E.256-275/16)
Pfalz E.VI (20 total) May 1916 20 Unknown


Pfalz E.I

   The Pfalz E.I was created by mounting a synchronized machine gun on a Pfalz-built Morane-Saulnier Type H powered by a 7-cylinder, 80 hp Oberursel U.O engine. Entering service too late to make a significant impact, only 45 aircraft were produced.

Pfalz E.I Specifications
Engine: 80 hp Oberursel U.O
Wing: Span 9.20 m
Chord 1.80 m
Area 14.0 sq m
General: Length 6.30 m
Height 2.55 m
Empty Weight 360 kg
Loaded Weight 500 kg
Maximum Speed: 145 kmh
Climb: 2000m 9 min
3000m 23 min


Pfalz E.II

   The Pfalz E.II was a slightly enlarged E.I powered by a 9-cylinder, 100 hp Oberursel U.I engine. The wingspan was enlarged to provide more lifting area to support the heavier engine and the wing was braced by three sets of flying wires instead of two sets as in the E.I. The fuselage was also lengthened to balance the heavier engine. Speed was slightly higher than the E.I and climb was significantly better. Production of the Pfalz E.II was 130 aircraft.

Pfalz E.II Specifications
Engine: 100 hp Oberursel U.I
Wing: Span 10.20 m
Chord 1.80 m
Area 16.0 sq m
General: Length 6.45 m
Height 2.55 m
Empty Weight 410 kg
Loaded Weight 572 kg
Maximum Speed: 150 kmh
Climb: 2000m 7 min
3000m 12.5 min
4000m 33 min


Pfalz E.IV

   The Pfalz E.IV was powered by the 14-cylinder, 160 hp Oberursel U.III engine. This rotary engine had a double row of cylinders and was much heavier than the less powerful Oberursel U.O and U.I engines. Evolved from the earlier E.II, the E.IV had the same wing but a slightly longer fuselage to balance the heavier engine. Its more powerful engine improved performance compared to the E.II even though it mounted two machine guns. However, the Oberursel U.III had cooling problems with its second row of cylinders and was not as reliable as the single-row Oberursel U.O and U.I. A total of 46 aircraft was built, but the maximum quantity at the front only reached five aircraft in April 1916, an indication the type was out-classed and saw relatively little active service.


Pfalz E.IV & the Pour le Merite

   Despite the limited use of the Pfalz E.IV, two pilots who flew it became aces and eventually were awarded the Pour le Merite. One was Oblt. Rudolf Berthold, whose crash in his Pfalz E.IV was the first many injuries that eventually forced out of combat. Another was Lt. Otto Kissenberth.

Pfalz E.IV Specifications
Engine: 160 hp Oberursel U.III
Wing: Span 10.20 m
Chord 1.80 m
Area 16.0 sq m
General: Length 6.60 m
Height 2.55 m
Empty Weight 471 kg
Loaded Weight 694 kg
Maximum Speed: 160 kmh
Climb: 2000m 6.5 min
3000m 10 min


Pfalz E.VI
  
   he Pfalz E.VI was the final variant of the Pfalz monoplane fighter series. It was basically an improved Pfalz E.II and used the same 9-cylinder, 100 hp Oberursel U.I engine. Changes included a different rudder shape and two sets of wing bracing wires instead of the three sets used on the E.II. Like the E.V, the E.VI also passed its Typenprufung in July 1916. Again, 20 E.VI aircraft were built to keep the Pfalz factory active, and they were used for training because they were obsolete for combat; none were recorded in the frontline inventory.

Pfalz D.III & D.IIIa

   With the introduction of the Pfalz D.III fighter, Pfalz stepped forward into the ranks of the leading German fighter manufacturers. The Pfalz D.III emulated several key features of the Roland D.II built under license by Pfalz, including the 160 hp Mercedes D.III engine, twin synchronized Spandau machine guns that were buried in the fuselage, the Wickelrumpf wrapped-plywood fuselage construction, and the overall configuration.
   The best German fighters of late 1916 through mid-1917 were the Albatros series, which were also powered by the 160 hp Mercedes D.III engine and armed with two synchronized Spandau machine guns. The Albatros D.I and D.II had conventional biplane wing cellules with two spars in each wing. The Albatros D.III married a Nieuport-style sesquiplane wing cellule to the fuselage of its predecessors. Climb and maneuverability were somewhat improved, but at the expense of occasional lower wing failures in combat that often were fatal. The follow-on Albatros D.V was a more streamlined D.III, and its lighter structure was even more susceptible to lower wing failures. The competing LFG Roland D.I/II/IIa/III designs were strong and speedy but had mediocre maneuverability and handling characteristics. Furthermore, the Argus-powered Roland D.IIa had poor climb at altitudes over 3,000m. The outright copies of the Nieuport, the SSW. D.I and Euler D.I, had no performance advantages over the authentic Nieuports and found little favor with their pilots; they were accordingly produced in limited numbers.
   Into this situation stepped the Pfalz firm with its D.III. Although the Pfalz D.III had a narrowchord lower wing, unlike the Nieuport and Albatros designs it had two spars for greater strength and better aeroelastic characteristics. That is, the lower wing was not subject to flutter at high diving speeds like the Nieuport and Albatros fighters. This was a key benefit that was gratefully received by many pilots.
   Sharing the same engine and armament as the Roland D.II, Albatros D.III, and Albatros D.V, performance of the Pfalz D.III was generally similar, but its wing design was considerably stronger than the Albatros D.III and D.V and it was not subject to the lower wing spar failures that plagued these Albatros designs. Furthermore, the maneuverability and handling characteristics of the Pfalz D.III were considerably superior to the Roland D.II and D.III.
   In July 1917 Idflieg reported that "at the present, Pfalz had a production order of 370 Pfalz D.III fighters in hand." This was a momentous change for the Pfalz company, which up to that time had produced mostly aircraft under license together with a small number of mediocre derivatives of those designs. From now on Pfalz would be a strong contender in German fighter aviation, its products surpassed only by the later Fokker designs. The first Pfalz D.III fighters reached the front, including Jasta 10, in July/August 1917.
   Like the Roland fighters, the Pfalz D.III had its machine guns buried in the forward fuselage where they were inaccessible to the pilot in the event the guns jammed. Pilots criticized this feature, and the D.IIIa was produced with the guns mounted in the normal position for those times; on top of the fuselage immediately in front of the pilot. At the same time, the D.IIIa featured an enlarged, more rounded horizontal stabilizer, and the lower wing tips were also rounded and stiffened to reduce wingtip vibration. These modifications were first tried on D.III 4165/17, and production switched from the D.III to D.IIIa with aircraft number D.4190/17 (approximately). The first D.IIIa fighters arrived at the front in November. There were some minor structural failures of the ailerons, and these were quickly modified to solve the problem.


Wickelrumpf

   The Pfalz D.III used the Wickelrumpf technique of fuselage construction that Pfalz had learned from building the LFG Roland fighters under license. This entailed wrapping thin, narrow strips of plywood around a mold and gluing them together into a strong, light, monocoque shell. During the late stages of the production process the fuselage was wrapped by a layer of fabric. Minimum framing was required. The technique facilitated streamlined shapes and conserved scarce resources by using abundant plywood. It also resisted battle damage because the entire shell carried the load, leaving no weak spots in the structure that could be disabled by a single bullet. Although labor intensive, this construction proved so successful that it was used in all known subsequent Pfalz designs, including the Pfalz D.VIII.
  

Pfalz D.III/IIIa Pilot Comments

   As might be expected, a variety of viewpoints are expressed by the pilots in the following quotes. This reflects individual pilot preferences and the affect of environmental wear and tear on the aircraft in the field. This affected their performance in a number of ways,- water absorption into the wooden structure increased weight and warped the airframe, and engines that were worn or not maintained properly would not give full rated power.
   Here is what Carl Degelow had to say about the Pfalz D.IIIa (from Germany’s Last Knight of the Air, by Degelow, translated by Peter Kilduff, William Kimber, London, 1979):
   "When I arrived at Jasta 40 in May 1918, the Staffel was equipped with Albatros D.Va and Pfalz D.IIIa aircraft. Both were quite different from the Fokker Dr.I triplanes that I had most recently flown in Jasta 7, as they were biplanes powered by in-line Mercedes or Benz engines, rather than the rotary engines of the triplanes. Given the choice, I selected a Pfalz D.IIIa, a type I had also flown in Jasta 7. The Pfalz was a bit under-powered and it did not climb as well as the Albatros, but I felt it was a safer aircraft. For some time the Albatros D.Va had a structural problem with the lower wing spar, which had a tendency to break under stress, causing the bottom wing to part company with the rest of the airplane! The defect was eventually corrected by encasing the spar in a metal sleeve, but pilots were still instructed to avoid getting into a very stressful dive, which is one of the best ways to save your hide when you are on the losing end of an aerial combat. Suffice to say, this did little to install confidence in the Albatros fighter planes. So, in my case, I took the second-rate Pfalz and, having learned its limitations, made the best of a bad job."
   Paul Strahle flew both the Albatros D.III(OAW) and Albatros D.V in combat for some time with Jastas 18 and 57, and he had this to say (in a private letter):
   "...(in other units) most pilots had by now received the Pfalz. I did not value the Pfalz, as my Albatros D.V was by far the better machine... the Pfalz was, flight technically speaking, not in the same class." By the phrase "flight technically speaking" it is not known if he is referring to the performance, handling qualities, or perhaps both.
   In Josef Jacobs' diary as translated (by Harry Van Dorssen) and presented in Cross & Cockade International Vol. 25 No. 2:
   28 September 1917: "Yesterday the first Pfalz arrived. It appears to climb better and be more maneuverable."
   29 Sept.: "This afternoon my new Pfalz arrived."
   5 Oct.: "Today I flew my Pfalz D.III for the first time. It climbs better but is slower."
   9 Oct.: "In the evening I made a test flight with my Pfalz. It climbs very well; however, it is much slower than the D.V."
   15 Oct. "I flew my Pfalz once for a test at greater altitudes... I received two Pfalz and two D.Vs from Hauptmann Funk."
   23-24 Oct. "Late in the afternoon of the 23rd I test flew my Pfalz."
   24 December:" Afterwards presents were given. The men received a large mass of wonderful things, mainly from the Inspector of the Airforce but also from Fokker and Pfalz. The latter firm gave 3 marks to every man." (Apparently Pfalz was trying to remain on good terms with the pilots.)
   3 April 1918: "At altitudes up to 2000m the Fokker triplane is better than Albatros and Pfalz and much more maneuverable, but you have to test fly her very long in order to familiarize (yourself) for she's very unstable while shooting."
   From Cross & Cockade Vol. 15 No.3, Autumn 1974, there is an interview with Georg (or Hans-Georg) von der Osten of Jastas 11 and 4. Von der Osten had crashed in a Pfalz D.III on 28 March, and he said, "In a scrap on March 28 I was shot down in a dog fight with a Britisher and my plane was battered to pieces on the ground. We never found out why. I was flying a Pfalz D.III, not an Albatros as stated by Bodenschatz. Alas, it was a Pfalz, and these Pfalzes had a nasty habit of slipping in a turn, so it can be assumed that I crashed while slipping in a turn. The plane was smashed so I don't know whether the Britisher shot my plane to pieces or whether I just slipped and crashed." Von der Osten also said he had a skull fracture and remembers nothing of the fight.
   In Richthofen: Beyond the Legend of the Red Baron, by Peter Kilduff, the author quotes from the British Summary of Air Intelligence that a captured Jasta 15 pilot stated, "The Pfalz scout is not popular with pilots owing to its lack of speed and its bad manoevrability; an improved type is expected..." The pilot was no doubt Uffz. Hegeler captured near Bonneuil in Pfalz D.III 4184/17, with a black sloping band on the fuselage with three ovals cut out of it, designated G.141 by the British. He was talking about the D.III, therefore,- the "improved type" is probably the D.IIIa.
   From the war diary of Jasta 64w from February 1 until March 31, 1918, as translated by Steven Lawson:
   "The squadron went into the field with the Pfalz D.IIIa. These aircraft, however, revealed engine deficiencies already while braking, such as "chewing up" of the pistons, wrong sparking order, and the failing of the water pumps. The Jagdstaffel is under the impression that the engines had not been tested in the brake position. The central actuating shafts of the M.G.'s were dirtied to such an extent with sawdust and metal splinters, that the shafts got stuck and thus many propeller salvos were cashiered. Of all the engines there was only one that could make 1400 revolutions in a straight flight, the rest, on the average, made only 1300-1340 revolutions. The Jagdstaffel has received only one kind of propeller (Axial, 276 diameter, 220 lift). The lifting capacity of the airplanes was very had, because the engines could not be used to their maximum capacity. The material received and the spare parts were scarce at the new formation. Only gradually could some materials be obtained from the stocks of Armee Flug Park 5. Under these difficult circumstances and the partially untrained mechanical personnel the flight activity of the Jagdstaffel has suffered considerably..."
   From April 1 until May 31, 1918:
   "The Jagdstaffel is equipped with the Pfalz D.IIIa and Albatros D.Va and there has been nothing to complain about (concerning) the working of the engines or the materials used. One lack, however, is still a small choice of propellers, which are needed to utilize the engines to their full potential.
   "In order to be able to successfully combat the steady flow of enemy bombing squadrons flying over to the German industrial area, these planes are no longer sufficient. It is recommended that the Jagdstaffel be equipped with the newest types.
   "The main defect of the M.G.'s consisted in most cases that they have too "raw" cartridges and at times, very rusted belts, so that new belts must be installed and the machines guns must be removed."
   From June 1 until July 31, 1918:
   "In the course of time the fuselage of the Pfalz D.IIIa, flown by the Jagdstaffel, has become warped to such an extent that they pull to the side, which becomes very unpleasantly noticeable at landing, when the aircraft either pull to the right or to the left on the respective wing and break the spars."
   "With the Pfalz D.IIIa, 1314/18, in the enclosed part of the body, the cables governing elevation and steerage have shrunk; for this reason the steering is very hard. After precise investigation of the Pfalz D.IIIa 8138/17 with the very troublesome tail, we found two bags with iron filings with a total weight of 20.5 kilos under the engine supports. After taking this out, the aircraft could hardly be flown.
   "With almost all Pfalz D.IIIa the [following] defect became apparent, that after a long service period as the result of strong vibration during flight, the separating wall in the emergency tank ripped open the seams - near the brace where it was attached - and thus let gasoline out. Also, after some flights, the radiators began to leak at the braces and soldering places of the fins. Some main tanks were badly soldered and let gas out.
   "The Mercedes engines worked faultlessly. Some tumbler switches have deteriorated due to material failure..."
   From the war diary of Jasta 47w, which was initially equipped with Pfalz D.IIIas 5902-5921/17, the only technical information notes that on February 9, 1918, "Corporal Schilli crashed with his Pfalz D.IIIa 5904/17 during a test flight at 50 meters altitude as a result of misfiring of the engine. The plane was demolished. Corporal Schilling was severely wounded and is in Field Hospital 45 at Kortrjk [Courtrai]."
   From the above Jasta 64w comments, the Fokker factory wasn't the only one with shoddy workmanship, although Pfalz generally had a reputation for excellent workmanship. Jasta 64w formed the main fighter opposition to the 94th and 95th Aero Squadrons during their early days at Toul, and the first two planes downed by Winslow and Campbell came from Jasta 64w. The poor condition of Jasta 64w's aircraft may be one reason the Yanks didn't have too much trouble with them.
  

Pfalz D.III Specifications
Engine: 160 hp Mercedes D.III
Wing: Span Upper 9.40 m
Span Lower 8.15 m
Chord Upper 1.65 m
Chord Lower 1.20 m
Dihedral Upper 0
Dihedral Lower 1 deg
Gap 1.40 m
Area 22.14 sq m
General: Length 6.95 m
Height 2.67 m
Empty Weight 687 kg
Loaded Weight 923 kg
Maximum Speed: 180 kmh
Climb: 1000m 2.8 min
2000m 7 min
3000m 11.8 min
4000m 18 min
5000m 28 min

Pfalz D.IIIa Specifications
Engine: 160/180 hp Mercedes D.III/D.IIIa
Wing: Span Upper 9.40 m
Span Lower 7.80 m
Chord Upper 1.65 m
Chord Lower 1.20 m
Dihedral Upper 0
Dihedral Lower 1 deg
Gap 1.40 m
Area 22.76 sq m
General: Length 6.95 m
Height 2.67 m
Empty Weight 689 kg
Loaded Weight 922 kg
Maximum Speed 180 kmh
Climb: 1000m 3.3 min
2000m 7.3 min
3000m 11.7 min
4000m 17.3 min
5000m 24.7 min

Pfalz D.III and D.IIIa Production Orders
Order Date Qty Type Serial Numbers Lower Wing Tips Tailplane Machine Guns Strut Ends Notes
Apr 1917 70 D.III 1360-1429/17 Pointed Narrow Buried Blunt
Jun 1917 190 D.III/IIIa 4000-4299/17 4165/17 was D.IIIa Prototype
Sep 1917 200 D.IIIa 5854-6053/17 Round Broad Raised Blunt
Jan 1918 340 D.IIIa 8000-8339/17 Round Broad Raised Struts pointed after 8052/17
Feb 1918 100 D.IIIa 1250-1349/18 Round Broad Raised Pointed
Feb 1918? 20? D.IIIa 1350-1369/18? Round Broad Raised Pointed Built for Turkey
Of the total of 1,010 Pfalz D.III and D.IIIa fighters ordered, about 750 were delivered as the D.IIIa. Analysis of photographs indicates that production switched from the D.III to the D.IIIa about 20-30 aircraft after 4165/17, the D.IIIa prototype, was built.

Pfalz D.VII and Pfalz D.VIII

   The Pfalz D.VII and D.VIII biplanes were clearly evolved from the earlier Pfalz Dr.I triplane, and used the same 160 hp Siemens-Halske Sh.III counter-rotary engine. Despite the lack of structural problems with the lower wing of the Pfalz D.III, the D.VII and D.VIII finally abandoned the Nieuport wing configuration. The D.VII had a single-bay wing cellule, and for comparison the D.VIII had a two-bay wing, making it stronger but heavier and having more drag.
   Flight trials for the D.VII were flown in December 1917 and the type demonstrated exceptional climb performance in January 1918, reaching 6000 meters (19,685 feet) in 13.7 minutes. The slightly heavier D.VIII reached the same altitude in 16.5 minutes.
   There were two winners of the First Fighter Competition at Adlershof in February 1918, the Pfalz D.VII and the Fokker D.VII. Idflieg decided that the choice between the Pfalz D.VII and D.VIII for production would be determined by static load tests. The D.VIII was chosen because its twin-bay wing was stronger and better able to withstand violent combat maneuvers. Due to the scarcity of Siemens-Halske Sh.III engines, Pfalz was given a contract for only 120 Pfalz D.VIII fighters, serialed 100/18 to 219/18.
   The D.VIII finally reached the front in small numbers in April 1918 but these were not immediately released for combat, possibly due to engine problems. In June the first D.VIII fighters finally appeared in the frontline inventory, a few being sent to Jasta Boelcke, Jasta 29, and Jasta 56. Since no details are available of the D.VIII's combat record, evaluation of the type is based on its performance compared to other known types. It was regarded by combat pilots during the Second Fighter Competition (May 27 to July 28, 1918) as equal to the SSW D.IV in speed and climb, but inferior to the SSW D.IV in maneuverability. The pilots therefore recommended that the Pfalz be assigned to Rests (Kampfeinsitzer Staffeln - home defense flights) for interceptor duty, where its speed and superior climb were especially useful, and some were used that way. Development of the single-bay D.VII continued because any reduction in weight and drag would provide a welcome performance improvement. The D.VII was eventually placed into production, as 15 were found stored by the Germans after the war.


Pfalz D.VII Specifications
Engine: 160 hp Siemens-Halske Sh.III
145 hp Oberursel Ur.III 200 hp Goebel Goe.III
Data for Sh.III production version:
Wing: Span Upper 7.52 m
Span Lower 6.98 m
Chord Upper 1.30 m
Chord Lower 1.30 m
Gap 1.45 m
Stagger 0.25 m
Area 17.12 sq m
General: Length 5.65 m
Height 2.85 m
Empty Weight 520 kg
Loaded Weight 715 kg
Maximum Speed: 190 kmh
Climb: 1000m 1.8 min
2000m 4.0 min
3000m 6.6 min
4000m 9.8 min
5000m 13.8 min
6000m 21.3 min


Pfalz D.VIII Specifications
Engine: 160 hp Siemens-Halske Sh.III
145 hp Oberursel Ur.III 200 hp Goebel Goe.III
Data for Sh.III production version:
Wing: Span Upper 7.52 m
Span Lower 6.98 m
Chord Upper 1.30 m
Chord Lower 1.30 m
Gap 1.45 m
Stagger 0.25 m
Area 17.12 sq m
General: Length 5.65 m
Height 2.85 m
Empty Weight 542 kg
Loaded Weight 767 kg
Maximum Speed: 180 kmh
Climb: 1000m 1.5 min
2000m 3.5 min
3000m 5.8 min
4000m 8.4 min
5000m 11.1 min


Pfalz D.VIII Production Orders
Order Date Quantity Serial Numbers
February 1918 120 D.100-219/18

Pfalz Dr.I

   The first Pfalz fighter designed from the beginning as a triplane was the Dr.I. The attractive Dr.I, powered by the then experimental 160 hp Siemens-Halske Sh.III counter-rotary engine, was well streamlined and had few bracing wires. During flight trials in August 1917 the Pfalz Dr.I demonstrated the fastest climb rate of any German WWI aircraft. It reached 5,000 meters in 11.5 minutes compared to the 35 minutes required by the Albatros D.V, then the standard German fighter. This stunning result generated great interest in introducing the Dr.I into combat in quantity. However, the Sh.III engine was too unreliable at the time, so production was limited to an evaluation batch of 10 Pfalz Dr.Is which were produced and sent to the front in April 1918. Although the aircraft had flown months before, engine unreliability prevented earlier deliveries.
   The Pfalz Dr.I proved to have less maneuverability than the Fokker Dr.l and was too slow compared to contemporary biplane fighters. Its limited speed and engine development problems prevented mass production.

Pfalz Dr.I Specifications
Engine: 160 hp Siemens Sv Halske Sh.III
Wing: Span Upper 8.55 m
Span Middle 8.10 m
Span Lower 7.82 m
Chord Upper 1.10m
Chord Middle 0.50 m
Chord Lower 0.70 m
Gap upper 0.78 m
Gap lower 0.75 m
Stagger 0.70 m
Area 17 sq m
General: Length 5.50 m
Height 2.70 m
Empty Weight 510 kg
Loaded Weight 705 kg
Climb: 1000m 1.5 min
2000m 3.0 min
3000m 5.5 min
4000m 8.5 min
5000m 11.5 min
6000m 14.5 min


Pfalz Dr.II and Dr.IIa

   Encouraged to develop the triplane configuration with a combat-ready engine, Pfalz followed the Dr.I with the slightly smaller Dr.II fitted with the proven 110 hp Oberursel Ur.II and the Dr.IIa fitted with the 110 hp Siemens-Halske Sh.I, which was more reliable than its more powerful development. Using low-powered engines, neither the Dr.II nor Dr.IIa had sufficient performance to merit production.
   Although the Pfalz Dr.I, and its smaller derivatives the Dr.II and Dr.IIa, were not operational successes, the basic Dr.I design evolved into the Pfalz D.VII and D.VIII biplane fighters, both of which were placed into production.

Pfalz Dr.II & Dr.IIa Specifications
Engine: Dr.II - 110 hp Oberursel Ur.II
Dr.IIa - 110 hp Siemens-Halske Sh.I
Wing: Span Upper 7.20 m
Chord Upper 1.20 m
Chord Middle 0.50 m
Chord Lower 0.80 m
Gap Upper 0.82 m
Gap Lower 0.69 m
Stagger 0.73 m
General: Length 5.95 m
Dr.II: Empty Weight 400 kg
Loaded Weight 596 kg
Dr.IIa: Empty Weight 395 kg
Loaded Weight 568 kg
Climb: Dr.IIa: 1000m 3 min
2000m 6.5 min
3000m 10.2 min
4000m 14.4 min
5000m 19.4 min
6000m 28.9 min

Pfalz D.XII

   The Pfalz D.XII, contemporary of the Fokker D.VII and superficially resembling it, was the final Pfalz fighter to achieve large scale production. The D.XII evolved from a modified D.IIIa with a 'twin-bay SPAD-type wing assembly'. By 1918 the Nieuport sesquiplane configuration was outmoded; a stronger design was needed to enable higher speed with greater reliability. Idflieg had distributed a detailed engineering report on the SPAD 7 fighter to German airplane design departments and Pfalz chose the SPAD wing concept for their D.VIII and D.XII fighters. However, Pfalz did not blindly copy the SPAD wing; unlike the SPAD, Pfalz aircraft used true twin-bay wings, and the D.XII used N-struts not used by SPAD designs.
   It is not known exactly when the D.XII first flew; it missed the First Fighter Competition in January 1918 but was ordered into production in March 1918. Like the contemporary Fokker D.VII, the Pfalz D.XII was designed with a nose radiator. Pfalz had used a nose radiator successfully in its earlier E.V and D 4 fighters. However, the radiator chosen for the D.XII was designed with vertical tubes instead of a more common honeycomb configuration, and when warm weather arrived during flight testing, problems arose and the radiator had to be redesigned. This delayed acceptance of the first production D.XII fighters until June 1918. Again Pfalz was behind its rival Fokker; the first Fokker D.VII fighters reached the front at the end of March, three months earlier than the D.XII, and it was the docile yet highly maneuverable Fokker D.VII that established a fearsome reputation.
   Leutnant Rudolf Stark, CO of Jasta 35b, claimed 16 victories, 11 of which were confirmed, while flying the Pfalz D.III, Fokker Dr.I, and Fokker D.VII. His Pfalz D.III is illustrated here in photos and the replica Fokker D.VII in the USAF Museum is in Stark's colors as Staffelfuhrer of Jasta 35b. In his book Wings of War, Stark said:
   "On September 1, 1918, we [Jasta 35b] were scheduled to receive new aircraft; they were to be the Pfalz D.XII. We hesitated to accept these machines and only after much discussion and long telephone conversation did we finally agree to take the D.XII. Every pilot climbed into the new machine with pre-conceived notions and immediately voiced all manner of complaints. No one wanted to fly the Pfalz on his own accord, and those who were assigned the D.XII were reluctant to fly the machine. Later on pilots did all right in the D.XII. In fact, it climbed well and could fly along with the Fokker D.VII in all respects, and in a dive it was a bit faster. But in turns and combat it was slow and could not compare with the Fokkers. The Pfalz was a sluggish work-horse which fought the bridle and had to be controlled with a strong halter."
   Furthermore, the Pfalz D.XII, with its twin-bay wing and wire bracing, was not as popular with the ground crews as the single-bay, essentially wireless Fokker D.VII.
   The Pfalz D.XII was designed for the Mercedes D.III/IIIa engines of 160/180 hp, the same engines used in most Fokker D.VII fighters. However, the superior BMW D.IIIa was provided in small numbers to both manufacturers; Fokker received 223 BMW engines from April through October 1918 while Pfalz received 84 BMW engines from July through October. Interestingly, no photos of operational D.XII fighters show the BMW engine, giving rise to the suspicion that the BMW engines were removed from the D.XII fighters and installed in Fokker D.VII fighters.
   Other engines tested in the Pfalz D.XII included the 195 hp Benz Bz.IIIbou V-8 and the 195 hp Mana.IIIv. The Benz did not develop full power and delivered disappointing climb, whereas the Mana.IIIv provided an excellent climb rate. However, the war ended before the Mana.IIIv could be mass produced.
   In summary, the Pfalz D.XII was a good aircraft with which to replace the obsolescent Albatros D.III and D.V/Va and Pfalz D.III/IIIa fighters that were still at the front in mid-1918. However, the D.XII needed the superior BMW D.IIIa engine to reach its full potential, and it had the misfortune to reach the front after the exceptional Fokker D.VII, to which it was inferior in maneuverability.


Pfalz D.XII Pilot Comments

   Comments on the Pfalz D.XII from the Jasta 71 war diary maintained by Joachim von Hippel:
   6.9.18: I was appointed Technical Officer of the Squadron and all aircraft came under my jurisdiction (he had received Fokker D.VII 4483/18 on 18.8.18).
   12.9.18: This is my birthday, and the squadron was assigned new Pfalz D.XII. These aircraft were extremely difficult to fly and the under-carriage easily breaks when landing. To put it short and sweet, my flight had absolutely no use for these boxes.
   16.9.18: Flying Pfalz D.XII 2675/18, I crashed and heavily damaged the aircraft on landing. Soon after this, Vzfw. Sieg crashed from a low altitude over the field and was immediately killed. As Squadron Technical Officer, I made and forwarded the following report at once to the proper authorities:

   Habsheim Airfield
   17 September 1918
   The scouting single seater, Pfalz D.XII, was assigned to Jasta 71 for testing in combat and is herewith rejected for the following reasons:
   1. Despite the use of a high compression motor, the aircraft climbs very poorly beyond 3,000 meters.
   2. When banking the aircraft into a turn, normal altitude cannot be maintained since the sluggishness of the controls in the turn forces the aircraft to lose 150 meters. In combat against two French Breguets, the Pfalz D.XII lost excessive altitude, and when attempting to regain combat position in a climbing turn, the aircraft then slides off. If the pilot is successful in correcting his flight line position from a climbing turn, the aircraft then shudders excessively, which can only be corrected by falling off into a slight dive. [Author's note: The shudder referred to is most likely a stall buffet; going into a dive would increase speed above the stall, eliminating the buffet.]
   3. Takeoff roll is extremely long, and landings with the Pfalz D.XII are very difficult and almost always end with the destruction of the machine.
/s/ H.J.von Hippel Leutnant and Technical Officer

   Bavarian Staffels occupying the Habsheim airfield and flying the same aircraft have been observed, on a number of occasions, to crash the Pfalz D.XII on landing through no fault of their own.
   23.9.18: We have nicknames for our machines: Ede for Oppenhorst's and Lude for my equipment. The names were originally inscribed on our Pfalz D.XIIs and they are now carried on the fuselage of the Fokker D.VIIs.
   The war diary of Jasta 36 reports that this unit, being very desperate for aircraft, on October 4, 1918 went to pick up some eight Pfalz D.XIIs from a nearby Flag Park. The engine plugs had been fouled by "used oil" and had worn rings,- the engines needed to be cleaned, taking precious time. On 8 November the Jasta retreated to Lierme, and because of bad weather the eight Pfalz machines could not be flown and were burned! Thus did they value their Pfalz D.XII aircraft.
   From Jasta 43 pilot Josef Raesch's diary (Vol.8, No.4 of Cross & Cockade} about his Pfalz D.XII:
   13 August 1918: I have been issued a new plane, but instead of being a Fokker D.VII, the machine is a Pfalz D.XII. It is alleged to be a fine airplane.
   14 August: A flight with the Pfalz did not satisfy me at all. The machine is clumsy in turns and does not climb well.
   15 August: After two more flights with the Pfalz D.XII, I am very unhappy that I must fly it. The machine will not keep with the others in formations flying . (Note: the rest of the Jasta had D.VIIs.)
   16 August: At 10:00 in the morning, we started for a sortie.

   Contrary to my first opinions, I get along well with my Pfalz when flying in formation. The squadron had a short combat with two E.A. working machines, but they beat it in time.
   Around noon time, we really had an experience. More than 80 E.A. arrived above our airdrome and, in spite of heavy A.A. fire, they dive-bombed us and fired incendiary ammunition into our hangars and airplanes... Flames were everywhere... Three of four machines, Schobinger's, Ruggeberg's, and my Pfalz D.XII were burning... The Kofl., Hptm. Sorg, arrived in the evening to look at the mess. He told us we could not count on new airplanes for quite a while. This was very depressing news for all of us."
   Later, apparently, Raesch got a Fokker to replace the Pfalz.
   Allied pilots who flew the Pfalz D.XII post-war were generally not impressed. The question is, what condition were these aircraft in at this time?

----
From: No 1 (Fighter) Squadron
Lt.R W Ryan Canadian Air Force Shoreham by Sea, Sussex
30th May 1918
To: Adjutant
No 1 Fighter Squadron
Canadian Air Force
Sir,
   I have the honour to make the following report on the Phalz (sic) D.XII which I flew from Chandos to Chingford.
   The plane is heavy on the controls, and is very clumsy in manoeuvering in the air. It has a speed of only about ninety miles per hour and is, in my opinion, dud as a scout airplane.

I have the honour to be Sir, your obedient servant.
(signed) R W Ryan
Lieut.

----
From: Capt. C.P. Falkenberg, DFC
No 1 Squadron CAF
To: Officer Commanding, No. 1 Squadron, CAF
Sir,
   Having flown the Phalz (sic) yesterday I beg to submit the following report on its performance.
   1. Although this machine has the same engine as the Fokker D.VII (180 Mercedes) its performance cannot compare with the Fokker in speed, climb, or manoeuver ability (sic), it takes a long run to get off the ground and climbs slowly, it is decidedly heavy on the control compared with a Fokker and turns badly to the right, a fairly quick turn can be made to the left.
   I cannot give any figures as to its performance as the machines I flew had practically no instruments. This machine cannot compare with any of our present day scouts or even the scouts we were using at the end of hostilities.
   I am of the opinion that this machine would do better with a more powerful engine.

I have the honour to be Sir, Your obedient servant.
(signed) C.F. Falkenberg Capt.

----
Shoreham
27-5-19
Ref FL/CAR/28/
No 1 (Fighter) Squadron Canadian Air Force Shoreham by Sea, Sussex 31st May 1919
Officer Commanding
No 1 Canadian Wing, RAF
Shoreham
PHALZ (sic) SCOUT
Reference the attached letters.

   These two officers flew the Phalz (sic) scout, which was this week delivered to Chingford and their reports speak very unfavourably of this machine from a practical standpoint.
   Capt. Johnson MC and myself have also flown this type of machine and both have formed a very bad impression of it as an aeroplane.
   In view of the above I should not recommend taking more of this type of machine back to Canada than is now being packed.

(signed) A.E. McKeever
Major
Commanding No 1 (Fighter) Squadron Canadian Air Force

----
   A strongly contrasting evaluation of the D.XII comes from Flying the Old Planes by Frank Tallman, Doubleday and Company, 1973. Tailman was a noted movie stunt pilot and had extensive flight experience in a large number of aircraft. Tailman purchased a badly deteriorated Pfalz D.XII from the Jarrett collection, which was then rebuilt by Robert Rust. Tallman found his rebuilt Pfalz D.XII to be fast. "The flight was fast, and I ran away from a PT-19 as if it were moored... Without an airspeed indicator, my speed was arrived at by pacing other aircraft. Control response in the air was precise, and fast on elevators and rudders, but as in some of the spade-grip British aircraft, the aileron movement was restricted, and the rams' horn [on top of the control stick] kept hitting my thigh. Visibility was excellent and wide-open airspeed appeared to be better than 120mph. The climb, as with many World War I planes, appeared flat, but was actually better than a thousand feet a minute, and I easily climbed away from most of the civilian aircraft... Coming, as it did, late in the war, the Pfalz stacks up pretty well when measured against other types I have flown. Its speed above 120 mph will run away from the SPAD, Fokker D.VII, or SE5. Acrobatically it is clumsier and larger than any of these airplanes and with a slow roll rate, only loops seem pleasant. Diving speed must also have been great enough to run away from nearly anything... In play dogfighting with our other World War I aircraft, the speed of the Pfalz seemed to be its one redeeming grace."
   Tallman's comments seem to confirm the importance of the aircraft's condition. Wooden aircraft deteriorated quickly in the European damp, absorbing water which weakened the airframe, made it heavier, and distorted its structure, further reducing performance and handling.


Pfalz D.XII Specifications
Engine: 180 hp Mercedes D.IIIa
Wing: Span Upper 9.00 m
Span Lower 7.90 m
Chord Upper 1.40 m
Chord Lower 1.40 m
Dihedral Lower 1 deg
Gap 1.46 m
Stagger 0.42 m
Area 21.7 sq m
General: Length 6.35 m
Height 2.70 m
Empty Weight 712 kg
Loaded Weight 892 kg
Maximum Speed: 180 kmh
Climb: 1000m 3.5 min
2000m 8 min
3000m 14.5 min
4000m 25.1 min


Pfalz D.XII Production Orders
Order Date Quantity Serial Numbers
February 1918 200 1370-1569/18
April 1918 400 2400-2799/18
April 1918 150 2850-2999/18
(October 1918) (100) (9600-9699/18)