R.Keimel Osterreichs Luftfahrzeuge (Weishaupt Verlag)

Phönix D I 1917

  Для замены устаревших Hansa-Brandenburg D I «KD» фирма Phönix разработала новый истребитель, способный конкурировать с запущенным в серию Berg D I. С весны 1918 года начали поступать первые серийные машины. Самолёт также использовался военно-морской авиацией на наземных базах. Выпускался тремя сериями: 128, 228 и 328 с двигателем Hiero мощностью 147 кВт (200 л.с.). После Первой мировой войны продолжал строиться в Швеции. Конструктор: дипл. инж. Кирсте (Kirste).

Производитель: Phönix Flugzeugwerke AG., Вена-Штадлау.
Назначение: Истребитель.
Построен: 1917–1918
Первый полёт: 1917
Количество в Австрии: около 190 экземпляров
Бортовой номер: Сер. № 128, 228, 328
Технические данные: (сер. № 128)
Экипаж: 1
Двигатель: 1 × 147 кВт (200 л.с.) Hiero, 6 цилиндров, двухлопастный винт.
Размеры:
  Размах крыла: верх./нижн. 9,80 / 9,00 м
  Длина: 6,62 м
  Высота: 2,79 м
  Площадь крыльев: 25,0 м²
Веса:
  Пустой: 665 кг
  Макс. взлётный вес: 805 кг
Нагрузка на крыло: 32,1 кг/м²
Нагрузка на мощность: 5,5 кг/кВт
Макс. скорость: 180 км/ч
Время набора 1000 м: 3 мин
Время набора 2000 м: 7 мин
Время набора 3000 м: 12 мин
Потолок: 6000 м


K. u. k. Marinejagdflugzeug Type J (Phönix D I) 1917

  Чтобы усилить истребительные летающие лодки в бою, морское управление заказало истребители для использования с их наземных баз. Это был новейший на тот момент тип авиазавода Phönix. Первоначально восемь Phönix D I получили A-номера, как и летающие лодки. В середине 1918 года это было изменено. Поставлены между октябрём и декабрём 1917 года. A-номера: A.97 - 104.

Производитель: Phönix Flugzeugwerke AG., Вена-Штадлау.
Назначение: Морской истребитель.
Построен: 1917
Первый полёт: 1917
Количество: всего ок. 190 экземпляров
Бортовой номер: Сер. № J.1 - 12
Экипаж: 1
Двигатель: 1 × 147 кВт (200 л.с.) Hiero, 6 цилиндров, двухлопастный винт.
Размеры:
  Размах крыла: верх./нижн. 9,80 / 9,00 м
  Длина: 6,62 м
  Высота: 2,80 м
  Площадь крыльев: 25,0 м²
Веса:
  Макс. взлётный вес: 805 кг
Нагрузка на крыло: 32,2 кг/м²
Нагрузка на мощность: 5,5 кг/кВт
Макс. скорость: 180 км/ч
Потолок: 6000 м


Phönix D II 1918

  Одноместный истребитель Phönix D II представлял собой улучшенный вариант D I с теми же размерами и двигателем. Серийное производство - с весны 1918 года. Серии: 122, 222, 322.

Производитель: Phönix Flugzeugwerke AG., Вена-Штадлау.
Назначение: Истребитель.
Построен: 1918
Первый полёт: 1918
Количество: около 110 экземпляров (включая D Ila)
Бортовой номер: Сер. № 122, 222, 322
Экипаж: 1
Двигатель: 1 × 147 кВт (200 л.с.) Hiero, 6 цилиндров, двухлопастный винт.
Размеры:
  Размах крыла: верх./нижн. 9,80 / 9,00 м
  Длина: 6,62 м
  Высота: 2,79 м
  Площадь крыльев: 25,0 м²
Веса:
  Пустой: 665 кг
  Макс. взлётный вес: 805 кг
Нагрузка на крыло: 32,1 кг/м²
Нагрузка на мощность: 5,5 кг/кВт
Макс. скорость: 180 км/ч
Время набора 1000 м: 3 мин
Время набора 2000 м: 7 мин


K. u. k. Marinejagdflugzeug Type J (Phönix D II) 1918

  Эти шесть сухопутных истребителей типа Phönix D II, улучшенной версии машин D I, военно-морские силы получили в марте 1918 года. Ранее они имели A-номера A.111, A.114 - A.118.

Производитель: Phönix Flugzeugwerke AG., Вена-Штадлау.
Назначение: Морской истребитель.
Построен: 1918
Первый полёт: 1918
Количество: всего + D Ila: ок. 110 экземпляров
Бортовой номер: Сер. № J.13 - 18
Экипаж: 1
Двигатель: 1 × 147 кВт (200 л.с.) Hiero, 6 цилиндров, двухлопастный винт.
Размеры:
  Размах крыла: верх./нижн. 9,80 / 9,00 м
  Длина: 6,62 м
  Высота: 2,80 м
  Площадь крыльев: 25,0 м²
Веса:
  Макс. взлётный вес: 805 кг
Нагрузка на крыло: 32,2 кг/м²
Нагрузка на мощность: 5,5 кг/кВт
Макс. скорость: 180 км/ч
Потолок: 6000 м


Phönix D Ila 1918

  Версия истребителя Phönix D II с более мощным двигателем Hiero мощностью 169 кВт (230 л.с.) и элеронами на всех четырёх законцовках крыльев. 18 экземпляров также поставлено императорским и королевским военно-морским силам.

Производитель: Phönix Flugzeugwerke AG., Вена-Штадлау.
Назначение: Истребитель.
Построен: 1918
Первый полёт: 1918
Количество в Австрии: около 110 экземпляров (включая D II)
Бортовой номер: Сер. № 422
Технические данные: (сер. № 422)
Экипаж: 1
Двигатель: 1 × 169 кВт (230 л.с.) Hiero, 6 цилиндров, двухлопастный винт.
Размеры:
  Размах крыла: верх./нижн. 9,80 / 9,00 м
  Длина: 6,62 м
  Высота: 2,80 м
  Площадь крыльев: 25,0 м²
Веса:
  Пустой: 665 кг
  Макс. взлётный вес: 805 кг
Нагрузка на крыло: 32,1 кг/м²
Нагрузка на мощность: 4,76 кг/кВт
Макс. скорость: 185 км/ч
Потолок: 6000 м
Дальность: 500 км
Продолжительность полёта: 3 ч



K. u. k. Marinejagdflugzeug Type J (Phönix D Ila) 1918

  Версия сухопутного самолёта Phönix D II с более мощным двигателем и элеронами на всех четырёх законцовках крыльев. Заказанные десять экземпляров были поставлены флоту в июне 1918 года и использовались с наземных баз.

Производитель: Phönix Flugzeugwerke AG., Вена-Штадлау.
Назначение: Морской истребитель.
Построен: 1918
Первый полёт: 1918
Количество: всего + D II: ок. 110 экземпляров
Бортовой номер: Сер. № J.21–30
Экипаж: 1
Двигатель: 1 × 169 кВт (230 л.с.) Hiero, 6 цилиндров, двухлопастный винт.
Размеры:
  Размах крыла: верх./нижн. 9,80 / 9,00 м
  Длина: 6,62 м
  Высота: 2,80 м
  Площадь крыльев: 25,0 м²
Веса:
  Пустой: 670 кг
  Макс. взлётный вес: 810 кг
Нагрузка на крыло: 32,4 кг/м²
Нагрузка на мощность: 4,8 кг/кВт
Макс. скорость: 185 км/ч
Потолок: 6000 м
Дальность: 500 км

W.Green, G.Swanborough The Complete Book of Fighters

PHONIX 20.15 Austria-Hungary

   While the 20.14 sesquiplane prototype was being rebuilt from the 28.48, Phonix completed a further fighter prototype, the 20.15, with a Sparmann-designed single-bay biplane wing cellule. The fuselage of Brandenburg D I 28.50 was used and the 185 hp Austro-Daimler engine was retained. Of fabric-covered wooden construction, the 20.15 was first flown in June 1917, and demonstrated handling characteristics far superior to those of the Brandenburg D I, but a barely improved performance. However, the 20.15 was to be considered as a lineal predecessor of the production Phonix D I, and, later assigned the training role, this prototype survived World War I, being offered for sale to Czechoslovakia in April 1920. No data are available.


PHONIX D I (TYPE 8) Austria-Hungary

   Having proved the superiority of the Sparmann-designed biplane cellule over the sesquiplane cellule, Phonix began in June 1917 to prepare engineering drawings for a series production fighter based on the 20.15 and the rebuilt 20.16 prototypes, and powered by a 200 hp Hiero six-cylinder water-cooled engine. Of wooden construction with plywood and fabric skinning, the new fighter, designated D I, carried an armament of two synchronised Schwarzlose 8-mm machine guns, and the first 11 aircraft were accepted by the K.u.k.Luftfahrttruppen in October 1917. Production for this service totalled 120 aircraft, deliveries being completed in the late spring of 1918, and 20 were also supplied to the Austro-Hungarian Navy. The D I remained at the Front until the end of hostilities (72 being at the Front on 1 August 1918) and was noteworthy for its sturdiness and excellent handling characteristics, although most pilots considered climb rate and level speed to be inadequate.

Max speed, 111 mph (178 km/h).
Time to 3,280 ft (1000 m), 3.05 min.
Empty weight, 1,578 lb (716 kg).
Loaded weight, 2,096 lb (951 kg).
Span, 32 ft 1 4/5 in (9,80 m).
Length, 22 ft 1 3/4 in (6,75 m).
Height, 8 ft 8 1/3 in (2,65 m).
Wing area, 269.1 sqft (25,00 m2).


PHONIX D II (TYPE 9) Austria-Hungary

   Testing of the D I in October 1917 had elicited such responses from pilots as "superb flight characteristics, but only average performance." Phonix responded rapidly with a new prototype, the 20.18, which weighed some 176 lb (80 kg) less than the D I, flight trials commencing in November 1917. This was ordered into production as the D II. Similarly powered to the D I, the D II had a one-piece upper wing, higher aspect ratio ailerons and dihedral eliminated. Balanced ailerons were fitted and tailplane chord was reduced. During trials, the D II attained 16,405 ft (5 000 m) within 20 min as compared with 28 min required by the D I. Acceptances of the first of 48 D II fighters began in March 1918, these being followed by 48 of the D IIa version which differed in having a 230 hp Hiero engine in place of the 200 hp unit, although shortages of the uprated power plant resulted in some 20 per cent of the D IIa fighters being delivered to the K.u.k.Luftfahrttruppen with the lower-powered engine. The first D Ila fighters were despatched to the Front in late May 1918. Ten D Ila fighters were transferred to the Austro-Hungarian Navy in August 1918. The following performance data relate specifically to the D Ila.

Max speed, 115 mph (185 km/h).
Time to 3,280 ft (1000 m), 3.0 min.
Span, 32 ft 1 4/5 in (9,80 m).
Length, 22 ft 1 3/4 in (6,75 m).
Height, 8 ft 8 1/3 in (2,65 m).
Wing area, 269. lsq ft (25,00 m2).


PHONIX D III Austria-Hungary
  
   Among D II derivatives participating in the July 1918 Fighter Evaluation held at Aspern was one D Ila (422.23) with ailerons on both upper and lower wings. After flying all participating fighters, Oblt Benno von Fiala and Oblt Frank Linke-Crawford expressed a preference for the four-aileron D IIa derivative on the basis of handling and manoeuvrability. Phonix immediately initiated work on a production version with a new four-aileron wing cellule of improved planform and the aileron interconnecting struts (which tended to vibrate) replaced by cables. Formal permission to proceed with series production of this aircraft (which had been tentatively designated "D II Series 222-neu) as the D III was received on 18 September 1918, with delivery of 100 aircraft to the K.u.k.Luftfahrttruppen scheduled to start in the following month. A contract had earlier been placed by the Austro-Hungarian Navy for 50 similar fighters powered by the 230 hp Hiero engine, and two or three of these had been accepted by November 1918. However, none was accepted by the K.u.k.Luftfahrttruppen, and when hostilities terminated 60 D III airframes were complete but without engines, 14 were 98 per cent complete and the remaining 26 were 75 per cent complete. On 6 July 1919, Dipl-Ing Edmund Sparmann and Max Perini demonstrated one of the naval D IIIs in Stockholm. This was purchased by the Thulin company from which, in April 1920, it was procured by Flygkompaniet of the Swedish Army, 20 more D IIIs being purchased via Germany for Flygkompaniet. These, referred to as Phonix 222s, were powered by the 200 hp Hiero engine and delivered in August 1920. Subsequently, in 1925, the Army Aircraft Factory at Malmen (CMF) built a further 10 Phonix 222s, these having the 185 hp BMW IIIa engine and additional fuel tanks faired into the upper wing. The first Swedish-built aircraft was delivered on 16 September 1925, and, like the original aircraft built by the parent company, carried two 6.5-mm Schwarzlose M17 guns. When Flygvapnet was established on 1 July 1926, the new service absorbed 12 ex-Army Phonix 222s (including three of the original fighters) which were assigned the designation J1, these being relegated to the training role from 1928 and the last being withdrawn in 1933. The following data relate to the 230 hp Hiero-powered D III.

Max speed, 117 mph (188 km/h).
Time to 3,280 ft (1 000 m), 2.0 min.
Range, 217 mis (350 km).
Empty weight, 1,510 lb (685 kg).
Loaded weight, 2,097 lb (951 kg).
Span, 32 ft 1 4/5 in (9,80 m).
Length, 21 ft 8 2/3 in (6,62 m).
Height, 9 ft 10 1/2 in (3,01m).
Wing area, 269.1 sq ft (25,00 m2).

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

Phonix D.III

  The first Phonix D.III had previously served with the Austro-Hungarian Navy, serial number J.41 (c/n 1145). On the invitation of the Swedish Aeronautical Society and the newspaper Dagens Nyheter, the Phonix D.III was displayed in Stockholm in June 1919. Flown by Edmund Sparmann, the performance of the Phonix D.III impressed both AFL pilots and the media. Purchased by the Thulin works, the Phonix D.III was registered as S-AAB. Eventually sold to AFK in the spring of 1920, with the serial number 935 being issued.
  In the summer of 1920, Ernst Fogman managed to obtain 20 Phonix D.III’s through the brokers Steffen & Heyman. All had been built following the end of the war, and were virtually brand-new. The airplanes arrived by rail in August 1920, with Fogman’s maid Maria Lofmark’s name appearing on the packing slips. The purchase was highly irregular, with Fogman having to obtain the necessary funds after the airplanes had been delivered!
  Four of the D.III’s carried the former Austro-Hungarian Air Force serial numbers 222.122, 142, 143 and 152. The batch of 20 Phonix D.III’s were issued with the serials 941 to 979 (odd numbers only). On November 29, 1920, the first completed airplane (941) was air tested by Gustaf von Segebaden. Powered by 200 h.p. Hiero engines, the Phonix D.III’s had been eagerly expected by the AFK pilots, who finally had a modern, high-performance fighter to hone their skills on.
  Tragedy struck on March 5,1921, when Gustaf von Segebaden was killed when his airplane (935), crashed at Bygdoy, Norway. The cause of the crash was due to the upper wing main spar breaking apart during aerobatics.
  Following von Segebaden’s fatal crash, the wings of 941 were used for load tests, with the engines of 941 and 943 becoming spare engines for the rest of the diminishing fleet of Phonix D.III’s. Attrition was high, with only three of the original airplanes remaining on July 1, 1926 to be transferred to Flygvapnet. Between 1921 and 1924, 15 sets of spare wings were built by FVM, along with one fuselage.
  On January 17, 1925, ten Phonix D.III’s were ordered from FVM. The first airplane was ready for delivery in September 1925, with all having been taken on charge by March 1926. Serial numbers were 5131 to 5149 (odd numbers only). The first of these, 5131, crashed in March 1926. Powered by 185 h.p. BMW IIIa engines (additional supplies of Hiero engines were not possible), also being fitted with two fuel tanks in the upper wing. The less powerful BMW engine, additional wing tanks, as well as the use of heavier-grade wood and several structural reinforcements resulted in lower overall performance and poorer flight characteristics than the original Phonix D.III’s. The FVM-built airplanes also suffered from instability, with the spin characteristics being considered dangerous.
  On July 1,1926, three of the original Phonix D.III’s (947, 965 and 975) and nine FVM-built airplanes were transferred to Flygvapnet.
  During a test flight on July 7,1926 in one of the FVM-built airplanes (5141), entered a flat spin, forcing the pilot, Lieutenant Nils Soderberg, to bale out at an altitude of 400 metres. Soderberg was the first Swedish military pilot to save his life by parachute, thus becoming a member of the Caterpillar Club.
  In November 1928, the seven remaining Phonix D.III’s were transferred to 5.Skolflygkaren (5.Flight Training School) for use as advanced trainers. At the same time, new serial numbers, 060-066, were issued. The final Phonix D.III in Flygvapnet service was damaged in a crash on November 21, 1933, being struck off charge on 22 December.

Phonix D.III Technical Data and Performance Characteristics
   Engine: 1 x 220 h.p. Hiero (FVM Phonix D.III 1 x 185 h.p. BMW)
   Length: 6,60 m (6,85 m)
   Wingspan: 9,80 m
   Height: 2,79 m
   Wing area: 23,5 m2 (25 m2)
   Empty weight: 685 kg (660 kg)
   Maximum weight: 951 kg (1,063 kg)
   Maximum speed: 195 km/h (160 km/h)
   Armament: 2x8 mm m/22 machine guns


Preservation

Phonix D.III

  Built by the Phonix Flugzeugwerke post-war, this particular Phonix D.III was one of 20 delivered to Sweden in the summer of 1920. It was issued with the serial number 947. Attrition was high, with only three Austro-Hungarian built Phonix D.III’s surviving to be incorporated into the independent Flygvapnet. Following an accident at Malmen in late 1926, the airplane was struck off charge on November 27, 1926. Through good fortune, the Phonix D.III was not scrapped. It was displayed in central Stockholm in 1951 during the Flygvapnet 25th Anniversary. Since 1984, the Phonix D.III is on display at Flygvapenmuseum. A 200 h.p. Hiero engine (c/n 33231) is fitted. Although doubt has been cast as to whether the airplane is of Austro-Hungarian or Swedish manufacture, research show that the length of the fuselage is 6,6 metres (the Swedish-built Phonix D.III’s were 6,85 metres in length), thus giving strong evidence that the airplane is one of the original Phonix D.III’s imported in 1920.

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

Phonix 20.15

  The Phonix 20.15 prototype was the first step towards the Phonix D.I production fighter that was built for the Army and Navy through 1918. Taking German experience into account, Diplom-Ingenieur Sparmann designed a wing cellule that provided the pilot with an uninterrupted field of view and was more robust than the wireless Nieuport system of the 20.14. The 20.15 prototype, modified from the 28.50 airframe and powered by a 185 hp Daimler engine, performed the first test flights in June 1917. The flight characteristics were far superior to the Brandenburg D.I, but the performance had hardly improved. The solution was more horsepower, as exemplified by the Phonix 20.16 prototype. The Phonix 20.15 was assigned to the training command and last reported stored in damaged condition at Flugpark 1 in Wiener-Neustadt. It was offered for sale to Czechoslovakia in April 1920.


Phonix 20.18

  When the new Phonix D.I fighter appeared in October 1917, it was reported as having "superb flight characteristics but only average performance." Phonix engineers were already at work on an improved version, the 20.18 prototype, that weighed about 130 kg (287 lb) less. During comparative trials performed on 19 December 1917, the 20.18 reached 5000 meters (16,405 ft) in 19 minutes versus 28 minutes for the D.I. Flars ordered the type into production as the Phonix D.II (200 hp Hiero) and D.IIa (230 hp Hiero). For armament tests and fine tuning in preparation for manufacture, the 20.18 prototype was evaluated through January-April 1918. It was later redesignated Phonix D.II 322.09 and assigned to the fighter school in Campoformido. In September, the 322.09 (ex-20.18) had a 230 hp Hiero engine installed and was transferred to the Navy under the new designation Phonix D.III, Navy number J 32.

Phonix 20.18 Specifications
Engine: 200 hp Hiero
Wing: Span Upper 9.80 m (32.15 ft)
Total Wing Area 25.0 sq m (269 sq ft)
General: Length 6.85 m (22.47 ft)
Height 2.79 m (9.15 ft)
Empty Weight 635 kg (1400 lb)
Loaded Weight 935 kg (2062 lb)
Maximum Speed: 175 km/hr (109 mph)


Phonix 20.22

  For the forthcoming Fighter Evaluation in July 1918, Phonix prepared five prototypes; 20.22, 20.23, 422.23, 20.24, and 20.25. The first three were standard D.II/D.IIa airframes modified to improve maneuverability, performance, pilot's visibility, and machine gun accessibility. Besides the more-powerful 230 hp Hiero engine, the 20.22 prototype had an upper wing of increased area, a lower wing of reduced span, and ailerons on all wings. The pilot's seat was raised and the machine guns were mounted at eye level. Flight and altitude tests of the 20.22 took place in May 1918. At the Evaluation, Oberleutnant Frank Linke-Crawford, Oberleutnant' Marian Gawel, and Stabsfeldwebel Franz Kuntner flew the 20.22 and were impressed by its maneuverability. On 17 July 1918, Stabsfeldwebel Karl Urban, a Flik 14/J pilot, was killed when the upper wingtips of the 20.22 folded back while executing a sharp loop. Flars, noting that similar incidents had occurred at the Front, ordered the wings of all Phonix D.II fighters presently in production to be reinforced.

Phonix 20.22 Specifications
Engine: 230 hp Hiero
General: Empty Weight 685 kg (1510 lb)
Loaded Weight 945 kg (2084 lb)
Maximum Speed: 185 km/hr (115 mph)
Climb: 1000m (3,281 ft) in 2 min 58 sec
2000m (6,562 ft) in 6 min 24 sec
3000m (9,843 ft) in 11 min 46 sec
4000m (13,124 ft) in 16 min 1 sec


Phonix 20.23

  The Phonix 20.23 prototype was adapted from a D.II airframe and powered by a 225 hp Daimler engine; the upper wing was raised slightly to improve the pilot's view and the aileron cables ran through the lower wing. Both Oberleutnant Benno Fiala Ritter von Fernbrugg and Frank Linke-Crawford praised the facile maneuverability and the accessible machine guns after flying the 20.23 during the Fighter Evaluation in July 1918. Fiala, extolling the excellent field of view, recommended that the cabane arrangement be made mandatory for all fighters. Linke-Crawford wrote that "for my squadron I desire a Phonix single-seater with the pilot's view and machine guns located as in the 20.23; ailerons on both wings (20.22 and 422.23) and, if possible, the Gebauer motor machine gun. The bead sight should be replaced by an aiming telescope (English type with large field of view) or the new electrical sight."

Phonix 20.23 Specifications
Engine: 225 hp Daimler
General: Empty Weight 685 kg (1510 lb)
Loaded Weight 965 kg (2128 lb)
Climb: 1000m 13,281 ft) in 2 min 50 sec
2000m (6,562 ft) in 5 min 50 sec
3000m (9,843 ft) in 10 min 30 sec
4000m (13,124 ft) in 15 min 30 sec
5000m (16,405 ft) in 27 min


Phonix 20.28 and 20.29

  On 28 July 1918, Flars ordered Phonix to build two experimental fighters incorporating the improvements demonstrated at the Fighter Evaluation (see 20.22, 20.23, and 422.23) preparatory to placing the type in production as the Phonix D.III series 222.100. Flars allocated two Phonix D.II airframes for modification: 122.12 was re-numbered 20.28 and 222.03 became 20.29, both were powered by the 230 hp Hiero engine. In accordance with the frontline pilots' preferences, the prototypes were fitted with four ailerons to increase maneuverability; the rudder-elevator controls and contours were revised to increase sensitivity and the machine guns were mounted within reach of the pilot. Engine bearers, fuselage frames and engine cowling were strengthened throughout.


Phonix D.I 128, 228 and 328

  In 1917 the LFT began to award large "open" aircraft contracts from which smaller production batches would be drawn down as needed. In March 1917, from an open contract of 264 aircraft, Flars ordered 120 Phonix D.I fighters provided, of course, that the 20.15/20.16 prototype program was successfully concluded. Manufacture began in August 1917 and deliveries, scheduled to end on 31 December 1917, actually did not finish until May 1918. The Phonix D.I, identical with the 20.16 prototype, was fitted with the Sparmann wing cellule and canted wing struts. The plywood-covered, wood fuselage was derived from the Brandenburg D.I but was somewhat longer to accommodate the larger 200-hp Hiero engine. Armament consisted of twin machine guns mounted well forward, alongside the engine.
  Eleven D.I fighters were accepted in October 1917 and the last in April-May 1918. The different series designations simply identified the engine manufacturer and in other respects the fighters were identical, although a few early production models (228.01, 228.02) had a top wing with one less rib between cabane and wing strut:
Phonix D.I 128.01-31 200 hp Hiero
Phonix D.I 228.01-55 200 hp Hiero (Fi)
Phonix D.I 328.01-34 200 hp Hiero (Bd)
  Shortages greatly affected smooth production flow. When Uzelac learned in November 1917 that 50 D.I fighters were in storage awaiting machine guns or installation of the new Zaparka synchronization system, he immediately ordered the aircraft to the Front where LFT armorers could install the armament on arrival. During flight comparison in September 1917, the Phonix D.I was reported as being faster in speed and climb than the Albatros D.III(Oef) and having significantly better flight characteristics than the Aviatik D.I. In October 1917, the German Idflieg reported that the new Phonix D.I deserved notice because "it possesses totally amazing qualities, especially the quickness of maneuver and stability when throttled down. The pilot can stall the aircraft virtually on the spot and drop several hundred meters without losing control."
  Beginning in December 1917, the D.I was flown as an escort fighter with Fliks 4/D, 15/D, 17/D, 48/D, 54/D, and 66/D and as a fighter with Fliks 14/J, 30/J, 60/J, 61/J, and 63/J. Being easy to fly, many two-seater pilots had little difficulty in making the transition to this single-seater and many came to prefer the D.I over other fighters. A number of D.I machines were converted to perform photo-reconnaissance work and in several cases these were fitted with a 230 hp Hiero engine to increase performance. But some fighter units saw the D.I in a different light. Flik 60/J reported in February 1918 that the "D.I is not favored by pilots because the speed and climb are inferior to the Nieuport, SPAD, and Sopwith fighters." Flik 30/J complained that the D.I was too slow (the fighter pilot's eternal lament!) and "almost too stable for quick combat maneuvers." Yet the robustly-built D.I possessed no hidden vices and, unlike the Aviatik D.I, could dive at high speed without fear of structural failure. The fact that 72 Phonix D.I fighters were still operational on 1 August 1918 speaks well for its all-round, if not spectacular, qualities.

Phonix D.I Series 128, 228, & 328 Specifications
Engine: 200 hp Hiero
Wing: Span Upper 9.80 m (32.15 ft)
Span Lower 9.00 m (29.53 ft)
Chord Upper 1.70 m (5.58 ft)
Chord Lower 1.20 m (3.94 ft)
Dihedral Upper 1 deg
Dihedral Lower 1 deg
Sweepback Upper 0 deg
Sweepback Lower 0 deg
Gap 1.51 m (4.95 ft)
Stagger 0.70 m (2.30 ft)
Total Wing Area 25.0 sq m (269 sq ft)
General: Length 6.75 m (22.15 ft)
Height 2.65 m (8.69 ft)
Track 1.70 m (5.58 ft)
Empty Weight 716 kg (1579 lb)
Loaded Weight 951 kg (2097 lb)
Maximum Speed: 178 km/hr (110.5 mph)
Climb: 1000m (3,281 ft) in 3 min 5 sec
2000m (6,562 ft) in 7 min
3000m (9,843 ft) in 12 min 15 sec
4000m (13,124 ft) in 18 min 39 sec
5000m (16,405 ft) in 27 min 39 sec


Phonix D.II Series 122, 222, and 322

  The Phonix D.II fighter which replaced the D.I in production in March 1918 was re-designed to improve performance and maneuverability. About 50 kg (110 lb) were pared from the airframe without changing the basic layout. The lightened cellule had a one-piece upper wing and vertical wing struts. High-aspect ailerons, elimination of dihedral, a new tailplane, and balanced elevators quickened aircraft response. When the tests of the 20.18 prototype were completed in early 1918, Flars ordered 48 fighters with the following series designations:
Phonix D.II 122.01-26 200 hp Hiero
Phonix D.II 222.01-14 200 hp Hiero (Fi)
Phonix D.II 322.01-08 200 hp Hiero (Bd)
  Beginning May 1918, the Phonix D.II became operational with Fliks 9/J, 14/J, 30/J, 55/J, 60/J and 68/J. Several accidents in May were traced to engine bearer failure; although held blameless, Phonix was required to supply reinforcement kits at no charge, and modification was completed in July. An unfortunate incident occurred in June 1918. Scheduled to be re-equipped with Phonix D.II fighters, Flik 43/J performed familiarization flights, in the course of which a pilot was killed because of wing failure. Flik 43/J refused to fly the fighter. Although the Phonix D.II fighter remained operational for the duration of the war and Flik technical reports were positive, the D.II was flown only sporadically. This was primarily because fighter pilots overwhelmingly preferred the more robust, 225 hp Albatros D.III(Oef) series 253 fighter.

Phonix D.II Series 122, 222, St 322 Specifications
Engine: 200 hp Hiero
Wing: Span Upper 9.80 m 132.15 ft)
Span Lower 9.00 m (29.53 ft)
Chord Upper 1.70 m (5.58 ft)
Chord Lower 1.20 m (3.94 ft)
Total Wing Area 25.0 sq m (269 sq ft)
General: Length 6.75 m (22.15 ft)
Height 2.65 m (8.69 ft)


Phonix D.IIa Series 422

  In March 1918, Flars ordered 48 Phonix D.IIa fighters numbered 422.01 to 422.48. The D.IIa was structurally identical to the D.II but was powered by the new 230 hp Hiero engine. Flight testing was performed with aircraft 122.13, which on 11 May 1918 clocked an exceptional time of 17:20 minutes to reach 5000 meters (16,405 ft). Because of insufficient output of the 230 hp Hiero engine, some 20 percent of the series 422 fighters were delivered with the 200 hp Hiero instead. Like the D.II, the engine bearers proved weak and had to be strengthened in the field.
  The first D.IIa fighters were dispatched to the Front in late May 1918, reaching Fliks 9/J, 14/J, 30/J, 32/D, 43/J, 55/J, 60/J, and 68/J. One D.IIa was flown as a photo-reconnaissance fighter by Flik 37/P. Ten D.IIa fighters were transferred to the Navy (designated J.21 to J.30) and assigned to naval defense flights based at Altura (Pola) and Igalo. The D.IIa was highly regarded by fighter pilots who appreciated the extra power and its rugged construction. Flik 1/J at Igalo pronounced the D.IIa and the Aviatik D.I series 338 as being the only fighters capable of performing interception work. As of 1 August 1918, thirty-four D.IIa fighters were listed in the frontline inventory.

Phonix D.IIa Series 422 Specifications
Engine 230 hp Hiero
Wing Span Upper 9.80 m (32 15 ft)
Span Lower 9 00 m (29 53 ft)
Chord Upper 1 70 m (5.58 ft)
Chord Lower 1 20 m (3 94 ft)
Dihedral Upper 0 deg
Dihedral Lower 0 deg
Sweepback Upper 0 deg
Sweepback Lower 0 deg
Gap 1.51m (4.95 ft)
Stagger 0.70 m (2.30 ft)
Total Wing Area 25 0 sq m (269 sq ft)
General Length 6.75 m (22.15 ft)
Height 2 65 m (869 ft)
Track 1 70 m (ft)
Maximum Speed 180-185 km/hr (112-115 mph)
Climb. 1000m (3,281 ft) m 3 mm


Phonix D.III Series 222.100

  Among the fighters entered in the July 1918 Fighter Evaluation was a production Phonix D.IIa fighter (422.23) fitted with ailerons on top and bottom wings to enhance maneuverability. Pilots who test flew the fighter recommended it for production provided the inaccessible machine guns were relocated at eye level within arm's reach. Flars notified Phonix that a production order of 100 fighters, tentatively designated "D.II series 222 neu" and powered by 200 hp Hiero (Fi) engine, would receive approval. Eager to make further improvements, Phonix engineers were given approval on 28 July 1918 to modify and test two production fighters (see 20.28 and 20.29) in anticipation of production. The new fighter, known as the D.III, had a revised wing planform and a fuselage designed for accessible machine guns mounted at eye-level.
  On 18 September 1918, Phonix received formal production approval for 100 D.III fighters, numbered 222.101 to 222.200 and powered by the 230 hp Hiero engine. Delivery was scheduled to begin in October 1918 and end in March 1919. In fact, on 27 October 1918, the LFT, desperate for additional aircraft to stem the Allied offensive on the Piave, considered the immediate dispatch to the Front of 61 completed D.III fighters (222.101 to 222.159, 222.163 and 222.164) which were awaiting flight acceptance. But time had run out and none left Aspern. As of 26 February 1919, aircraft 222.101 to 222.174 were stored at Stadlau. These were the cause of a legal suit against the Austrian government by Phonix who, claiming the aircraft had been "de facto" accepted, now demanded full payment.
  In the spring of 1919, Sparmann and Maximilian Perini, both expert pilots, demonstrated a Phonix D.III in Stockholm. It was purchased by the Swedish Army Air Force in April 1920 (Swedish No.935), followed in July by 20 D.III fighters, designated 941 to 979 (odd numbers) and powered by a 200-hp Hiero engine. Three Phonix D.III fighters were still active in 1926.
  The fact that the LFT chose only two fighters for production into 1919 - the Fokker D.VII and the Phonix D.III - stands as a high tribute to Phonix engineering and workmanship.

Phonix D.III Series 222.100 Specifications
Engine: 230 hp Hiero
Wing: Span Upper 9.80 m (32.15 ft)
Span Lower 9.00 m (29.53 ft)
Chord Upper 1.70 m (5.58 ft)
Chord Lower 1.20 m (3.94 ft)
Dihedral Upper 0 deg
Dihedral Lower 0 deg
Sweepback Upper 0 deg
Sweepback Lower 0 deg
Total Wing Area 25.0 sq m (269 sq ft)
General: Length 6.62 m (21.72 ft)
Height 3.01 m (9.88 ft)
Track 1.79 m (5.87 ft|
Empty Weight 685 kg (1510 lb)
Loaded Weight 951 kg (2097 lb)
Maximum Speed: 180-185 km/hr (112-115 mph)
Climb: 1000m (3,281 ft) in 2 min
3000m (9,843 ft) in 12 min
5000m (16,405 ft) in 24 min

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

20. Flugzeuge der Phönix-Flugzeugwerke, vormals Österr. Albatros
20.15 Phönix D Prototyp (Rumpf ex 28.49) Dm 185
20.18 Phönix D Prototyp (später 322.09) FI 230
20.22 Phönix D Prototyp für Ba D.II FI 200
20.23 Phönix D Prototyp für Ba D.III Dm 225
20.28 Phönix D Prototyp für Ba D.III (ex 122.12) H 230
20.29 Phönix D Prototyp für Ba D.III (ex 222.03) H 230
122.01 — 122.26 Phönix D.II FI 200
222.01 — 222.14 Phönix D.II H 200 (Fi)
322.01 — 322.09 Phönix D.II FI 200 (Bd)
422.01 — 422.48 Phönix D.IIa H 230
222.100—222.126 Phönix D.III H 230
128.01 — 128.31 Phönix D.I H 200
228.01 — 228.55 Phönix D.I H 200 (Fi)
328.01 — 328.34 Phönix D.I H 200(Bd)

Kampfflugboote
A 97 - A 104 Phönix D.I (später als J.1 - J.8 bezeichnet) H 230
A 107 - A 118 Phönix D.I (später als J.9 - J.20 bezeichnet) H 230
J.21 Phönix D.IIa (bestellt als A 156) ex 422.23 H 230
J.22 Phönix D.IIa (bestellt als A 157) ex 422 H 230
J.23 Phönix D.IIa (bestellt als A 158) ex 422 H 230
J.24 Phönix D.IIa (bestellt als A 159) ex 422.42 H 230
J.25 Phönix D.IIa (bestellt als A 160) ex 422.44 H 230
J.26 Phönix D.IIa (bestellt als A 161) ex 422 FI 230
J.27 - J.29 Phönix D.IIa (bestellt als A 162 - A 164) ex 422 H 230
J.30 Phönix D.IIa (bestellt als A 165) ex 422.07 H 230
J.31 Phönix D.III FI 230
J.32 Phönix D.III (ex 20.18) Umbau FI 230
J.33 — J.40 teilweise begonnen, nicht fertig
J.41 Phönix D.III noch fertiggebaut Fl 230