В.Кондратьев Самолеты первой мировой войны

PHONIX D.I/D.II/D.III

   Проведенная весной 1917 года инженерами фирмы "Фёникс" глубокая модернизация истребителя "Ханза-Бранденбург" привела к появлению фактически нового самолета, получившего обозначение "Фёникс" D.I. От своего предшественника он отличался крыльями увеличенного размаха с обычными стойками и расчалками, а также - двигателем "Иеронимус" (Hieronimus, сокращенно - Hiero) мощностью - 200 л.с. Длину фюзеляжа тоже слегка увеличили с целью повышения стабильности в полете. Вооружение состояло из двух синхропулеметов "Шварцлозе", размещенных под капотом.
   Несмотря на более мощный мотор, скоростные данные машины остались на уровне "Ханза-Бранденбурга", а скороподъемность даже слегка понизилась, зато истребитель стал более устойчивым и простым в пилотировании. С августа 1917-го самолет выпускался серийно, а осенью начал поступать на итало-австрийский фронт. Всего построено 120 (по другим данным - 150) "фёниксов" D.I. В марте 1918 г. его сменил в производстве "Фёникс" D.II, отличавшийся измененной формой стабилизатора и рулем высоты с роговой аэродинамической компенсацией. Летные данные остались без изменений. Было заказано 150 таких машин, из них построено 144. Часть самолетов (модификация D.lla) оснащалась новыми 230-сильными моторами Hiero-230.
   Летом 1918-го самолет прошел очередную модернизацию. Для улучшения управляемости элероны установили на обоих крыльях, а пулеметы вынесли наружу, на капот, чтобы улучшить их охлаждение и облегчить устранение задержек в полете. 230-сильный двигатель рассматривался в качестве стандартной силовой установки для этой машины, получившей обозначение "Фёникс" D.III. Но, из-за нехватки таких моторов, до конца войны успели построить менее 50 "троек".
   В боях "фёниксы" проявили себя как прочные и надежные машины, однако по скорости и маневренности они уступали истребителям союзников, особенно - самолеты с 200-сильными моторами, которых было большинство. Конструкция "Фёникса" считалась перетяжеленной, а опытные австро-венгерские пилоты предпочитали ему изделия фирм "Авиатик" и "Оэффаг".
   По окончании Мировой войны некоторые из уцелевших "фёниксов" поступили на вооружение югославской авиации и применялось в конфликте с Италией в Западной Словении.
   В 1919 году Швеция закупила в Австрии 17 "Фёниксов" D.III. Шведам машина понравилась, и в 1924 году авиазавод в Мальмё выпустил еще 10 истребителей, для которых были приобретены немецкие 185-сильные двигатели BMW-IIIa. Самолеты состояли на вооружении шведских ВВС в качестве истребителей до 1930 г., а затем были переведены в метеорологическую службу и там летали еще шесть лет.
  
  
МОДИФИКАЦИИ
  
   D-I; двигатель "Геро", рядный, шестицилиндровый, водяного охлаждения, 200 л.с. Элероны только на верхнем крыле. Построено 160 экз.
  
   D-II; новая форма стабилизатора, рули высоты с аэродинамической компенсацией. Выпущено 144 экз.
  
   D-IIa; двигатель "Геро", 230 л.с. Элероны на обоих крыльях. Построено 48 экземпляров.
  
   D-III; измененная форма носовой части, пулеметы вынесены наружу и размещены поверх капота. Построено 28 серийных экземпляров.
  
  
ВООРУЖЕНИЕ: 2 синхр. 8-мм пулемета "Шварцлозе" на всех модификациях.
  
  
ЛЕТНО ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ
   D.I D.IIa
   Размах, м 9,80 9,80
   Длина, м 6,75 6,62
   Высота, м 2,79
   Площадь крыла, кв.м 25,00 25,00
   Сухой вес, кг 716 685
   Взлетный вес, кг 951 985
   Скорость максимальная, км/ч 180 195
   Время подъема на высоту
   1000 м, мин 3,5 3,0
   2000 м, мин 7,0 7,0
   Продолжительность полета, ч 2 2
   Потолок, м 6000 6800
   Экипаж, чел 1 1

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.

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
20.24 Phönix D Prototyp für Ba D.IV H 230
20.25 Phönix D Prototyp für Ba D.IV 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