В.Кондратьев Самолеты первой мировой войны

"ФОККЕР" D.III / FOKKER D.III

   Усиление конструкции планера, установка 160-сильного двухрядного мотора "Оберурсель" U.III и второго синхронного пулемета превратила D.II в модификацию D.III, серийное производство которой продолжалось с ноября 1916-го до февраля 1917 года. Этот самолет был выпущен в количестве 159 штук. Большинство их них управлялось по крену гошированием, но последние 50 экземпляров (заводское обозначение M.19K) получили элероны на верхнем крыле по типу "Фоккера" D.IV.
   "Фоккеры" D.III воевали на фронтах Первой мировой войны примерно до осени 1917г., но из-за отставания в летных данных от "Альбатроса" и невысокой надежности двигателей они не пользовались популярностью у летчиков и наземного персонала. В дальнейшем уцелевшие экземпляры D.II и D.III передали в тыловые и учебные части.
   10 штук M.19K с элеронами и 100-сильными моторами были построены в 1917 году по голландскому заказу.
  
  
МОДИФИКАЦИИ
  
   D.III: двигатель "Оберурсель" U III, 160 л.с., вооружение 2 синхр. LMG 08/15.
  
   M-19F: крылья без элеронов. Управление креном путем гоширования (перекашивания).
  
   M-19K: крылья с элеронами.
  
  
ЛЕТНО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ
   D.III
   Размах, м 9,05
   Длина, м 6,4
   Сухой вес, кг 452
   Взлетный вес, кг 610
   Скорость максимальная, км/ч 160
   Потолок, м 4725

A.Weyl Fokker: The Creative Years (Putnam)

AFTER KREUTZER

   At the time of Kreutzer’s death further prototypes of his design were under test; other experimental variants were building, supervised by Reinhold Platz; and various modifications were in hand.
   Closely following the M. 17 and M. 18 came the M. 19, virtually a modified Fok. D.II with a 160-h.p. Oberursel U.3 twin-row rotary and a wing area as large as that of the Fok. D.I. The M.19 had a much better performance than its two predecessors; it was more formidable as a fighter, having two guns. Its armament thus made it a counterpart of the Fok. E.IV. The M.19 had the same “spider” engine mounting and an identical cowling. There were other similarities of fuselage details in the M.15 and M.19, and the fuel system was the same.
   In its wing design and arrangement the M.19 differed little from the M.17 and M.18, having identical spar sections, bracings and bay lengths. Since this was so, the official structural tests also covered the airworthiness of the Fok. D.III, as the M.19 was officially designated (see Appendix III). The characteristic shape of centre section was retained. Although this improved the pilot’s forward view it was aerodynamically harmful, as it had an adverse effect upon the lift distribution over the span. Its detrimental effect on the climb was made worse by the large cut-out in the trailing edge. But the importance of lift grading and induced drag was little understood at that time by aircraft designers, least of all by Fokker.
   A D.III had been offered to Boelcke. On September 1, 1916, he took over Fok. D.III No. 352/16, which was the first operational, aircraft of the type. It was sent to him for evaluation before the D.III had passed its Type Test at Adlershof; this was permissible because the type had been cleared structurally. Although other and better single-seat biplanes had reached the front by the time Boelcke received D. 352/16, he achieved some immediate successes with it and at first liked the type. On the day after he received his D.III, September 2, 1916, Boelcke shot down his twentieth victim, a D.H.2 flown by Captain R. Wilson. During the following two weeks Boelcke added five more victories to his score while flying this Fok. D.III, this during a period of hard air fighting when German air power was beginning to re-assert itself after the eclipse of the Battle of the Somme.
   But Boelcke found that the D.III was no faster than the Sopwith 1 1/2-Strutter and considerably slower than the Nieuport scout. He therefore changed over to the Alb. D.I, which had arrived a few days before the Fok. D.III. This was much faster, especially when diving. The Alb. D.I was soon followed by the Alb. D.II, which was a further improvement and gave its pilot a better view from the cockpit.
   On Boelcke’s advice the Fok. D.III was withdrawn from the active sectors on the Western Front. During the next few months it was used in areas where air-combat activities were less intense. But while production of the D.III was proceeding at Schwerin, it was decided to relegate all Fok. D.IIIs to the equipment of Home Defence interceptor units. A contributory factor to this decision may have been the unreliability of the two-row U.3 engine with the front-line squadrons. The air defence of parts of Germany had by this time become so important that special single-seat fighter units, known as Kampf-Einsitzer-Staffeln (KEST), had been formed.
The Fok. D.III served as a home-defence fighter until late in 1917. It was not popular with pilots. The engine was mainly to blame; and apart from this the aircraft’s stability was not good.
   In common with the Fok. D.I and D.II, the D.III was first built with wing warping. Boelcke, like Fokker, preferred warping to ailerons: it provided a more powerful control and gave the best manoeuvrability. The late-production D.IIIs (e.g., D.379/16) had the aileron control preferred by the engineering experts. The two variants had the Fokker type numbers M.19F and M.19K, respectively.
   In November 1916 Fok. D.III D.369/16 was tested to destruction. Apparently it was then felt that the results of the tests carried out on the M.18 might no longer be valid for the production aircraft. There was reason to suspect the reliability of Fokker products, but surviving test documents give no specific reasons for the tests.
   Although the wing structure as a whole proved satisfactory, the tests of other vital components were less re-assuring. The fuselage proved to have only 90% of the required strength. The rudder and elevators failed to come up to their specified strength; the control circuits to both surfaces displayed excessive friction (43% against the maximum permitted 20%); and the control cables stretched far too much.
   Modifications to the wing included the addition of a plywood strip along the leading edge to give better handling strength; this strip ran back as far as the front spar. It was probably one of the first modifications of the wing introduced by Platz. Finally, three riblets were fitted between the full-chord ribs: the Fokker E.1II wing, with ribs at the same pitch of 350 mm., had only single riblets.
   During 1917, a Fok. D.III was used at Adlershof in a series of tests designed to determine the mass moment of inertia. The specimen aircraft had balanced ailerons, a gap of 1,300 mm. and a stagger of 300 mm.; its centre of gravity was found to be 540 mm. above and 200 mm. behind the leading edge of the lower wing. The weight of the detachable wing panels was 78 kg. (173 lb.), or 17-3% of the weight empty. This was heavier than the wings of the Spad S.VII, which according to German structural tests had more than satisfied all BLV requirements, and which in its wing design was considered exemplary by the engineers of the German Flying Corps.
   With full load the Fok. D.III had moments of inertia of 154 mkg./sec2 about the axis of yaw, and 76 mkg./sec2 about the axis of pitch. These values were substantially greater than those for the Spad S.VII, a fighter with a stationary engine of comparable horse-power. The tests disproved the assumption that rotary-powered aeroplanes must always be more manoeuvrable because of smaller inertia.
   Deliveries of Fok. D.IIIs to the Army Flying Corps between September 1916 and the spring of 1917 totalled 159. Seven were in operational use in September 1916, thirty-four on January 1, 1917; by February 1917, however, only seven remained operational. A few examples were supplied to Austria. It is uncertain whether the type was built there under licence, but one source states that “Fokker D.Is” powered by the 160-h.p. Oberursel were built by the M.A.G. concern at Budapest. This statement may be wrong in one or more respects, but it may indicate that M.A.G. produced a version of the D.III.
   Fokker had counted on a larger order for the D.III. He felt certain that it was superior to the Alb. D.I, and blamed the Albatros Works for robbing him of the fruit of his labours. The pilots at the front had let him down by choosing the Albatros, and the Adlershof engineers had in his view used shameful subterfuges to prevent his superior aircraft from reaching the front before the Albatros. The fact that aircraft had to be completely airworthy for operational purposes was not quite clear to him.
   In fact, the Alb. D.I and Alb. D.II were unquestionably better fighters than any of the Fokkers; their superiority was not attributable solely to their 160-h.p. Mercedes with its better performance at altitude. It had been the unbiased judgment of operational fighter pilots that had led to the large orders for the Albatros types. Robert Thelen and R. Schubert, both qualified engineers, had triumphed over Fokker with a well-designed aircraft.

J.Herris, J.Leckscheid Fokker Aircraft of WWI. Vol.3: Early Biplane Fighters (A Centennial Perspective on Great War Airplanes 53)

Fokker M.19 & D.III
  
  The Fokker M.19 fighter prototype was the third incarnation of Fokker's new basic biplane formula fitted with yet another engine. In this case, the twin-row Oberursel U.III rotary producing 160 hp powered the design, making it the perfect successor to the Fokker E.IV.
  Because the engine was almost twice as heavy as the single-row 100 hp Oberursel U.I (186 kg versus 95 kg) of the D.II, the M.19 apparently used only a 2-bay wing for greater lift. Like the D.I and D.II production fighters, the M.19 used wing-warping for roll control. The lesson of the Walfisch style fuselage design had been learned, and right from the start of testing, the M.19 had a conventional, open cabane structure which provided a good field of vision for the pilot.
  The still-unarmed M.19 prototype was first photographed in late March/early April 1916 when leading ace Oberleutnant Oswald Boelcke visited the Fokker factory and tried the various new Fokker fighter prototypes. Boelcke had ample combat experience on the 80 hp, 100 hp, and 160 hp Fokker Eindecker, as he termed the E.I-E.IV. On 24 March 1916 he had written a detailed report comparing the merits and disadvantages of the various E-Types. He expressed that the horizontal speed of the E.IV was well up to frontline requirements, but the maneuverability, the rate of climb, and the speed in a turn were insufficient to keep up with the Nieuport biplane fighters. He was especially critical of the mounting of the machine guns at an upward angle, which was tried on a number of the initial Fokker E.IV machines.
  No doubt as a result of this report, he was ordered by the chief of field aviation to immediately proceed to the Fokker works in Schwerin, where the first new Fokker biplane prototypes had just entered the evaluation phase. The exact timespan of his stay there is not recorded, but it must have occurred in late March and early April 1916, since he paid a short visit to his family in Dessau afterwards and was back at his unit on 11 April.
  The M.19 prototype was placed into production under the designation Fokker D.III. The production prototype, likely w/n 700 and later designated D.III 350/16, was armed with two synchronized guns mounted along the longitudinal axis of the aircraft. This arrangement of armament was going to be the standard for all subsequent Fokker production fighters for the rest of the war.
  In July 1916, Idflieg placed an initial order for 30 Fokker D.III fighters, serials D.350-379/16. This was followed by four more orders for an additional 380 D.III fighters, although the final order for 200 aircraft was cancelled.
  Boelcke had begun to form Jasta 2 on 27 August, and on that day his unit was still without a single aircraft. On 1 September he was informed that two new fighters had arrived for him from Fokker, and that these could be collected immediately. Boelcke personally picked up D.352/16 from the local Armee Plug Park on that day, and Fokker D.I 185/16, the other new arrival, was flown in by an unnamed pilot.
  Without a doubt, Boelcke picked the D.III due to its more powerful engine and his previous experience on the Fokker E.IV. He took it up for its first frontline flight on the very next day, and scored his first victory at the controls of the new D.III at around 7:15 p.m.
  He had brought down a DH 2 from 32. Squadron RFC as his 20th victory, and the pilot of the plane, Captain Wilson, was taken prisoner north of Thiepval. Boelcke reported that after landing his burning plane, the RFC pilot jumped out of the DH 2 and was waving around with his arms and legs to put out the fire on his flying clothes. On the morning of the following day, Boelcke picked him up from the prisoner collection point and brought him over to the casino of Jagdstaffel 2 for coffee and a little chat, from which the German ace was able to gather quite a bit of interesting information.
  Wilson was then shipped off to the POW camp in Osnabruck, and in a letter he wrote back home from the camp the events of that combat are given from his perspective. These also provide a very rare and interesting insight into the actual performance of the Fokker D.III in combat:
  "...As I had followed him about 15 miles behind his own lines, he turned and attacked me by climbing above me at an amazing speed - he flew a type of aircraft that I had never seen before and about the speed and rate of climb I had no idea. Under such circumstances I did the only thing left to do and turned to escape, in order to run from a much faster machine and a superior pilot."
  He went on to describe how Boelcke's bullets riddled his machine which resulted in a difficult emergency landing, and his escape from the burning aircraft, which miraculously left him unharmed. After hearing the news of Boelcke's death, Wilson arranged for a laurel wreath to be sent to the funeral of his victor.
  In the first half of September Boelcke scored another six victories, very likely all of these in D.352/16, before five Albatros D.I and one D.II fighters arrived on 16 September. From then on, the Albatros D-types became the standard fighter for Boelcke and the other Jasta 2 pilots. D.352/16 may have stayed with Jasta 2 for a few more days, but it disappears from the photographs soon after the new Albatros fighters had arrived.
  It must have been sent back to an Armee Plug Park soon after, but after Boelcke was killed following a mid-air collision on 28 October, it quickly made a very public re-appearance. On orders of the Kaiser himself, the aircraft was sent to the Zeughaus Museum in Berlin to be put on display in memory of Boelcke and his accomplishments. Before it arrived there, it was carefully re-covered in fresh linen and given an inaccurate paintjob that did not match its original frontline appearance.
  The Fokker D.III also served in relatively small numbers in several other Jastas, but little else is known about its service. Several Kests also received examples of the type, and single examples remained in service as training aircraft.
  During the course of its production, the D.III underwent two changes that were externally visible. Very early during the production of the first batch (350/16 - 379/16) a horizontal fuselage stringer was added. This was likely done simultaneously on the D.I, D.II ,and the D.III, apparently in August 1916.
  The second modification brought about the switch from warping wings, which were truly outdated by the summer of 1916, to aileron-controlled wings. Available documentation indicates that this update to the wing design occurred in October 1916, when the D.IV and D.V, which also featured the new wing design, entered production.
  After the Fokker D.IV failed its load test (see the D.IV) in October 1916, Idflieg decided to re-test a D.III airframe after it had seen some frontline use. D.369/16 was chosen at random; the wing cellule passed the load test, but the elevator and rudder both failed. The tests also revealed poor workmanship and materials.
  As the Fokker D.III was phased out of production, so was the Oberursel U.III that powered it. The twin-row rotary idea had proved to be overweight, prone to failure, and it wore out fairly quickly. Worst of all, the massive centrifugal forces of the heavy engine made control of the aircraft in the air fairly difficult. The basic design idea of the twin-row rotary was abandoned, and the engineers at Oberursel focused their efforts on adapting the French Le-Rhone 9-cylinder rotary engine to German production standards. But this engine would only debut in a Fokker production fighter in the late summer of 1917.
  In October 1916 Fokker derived a special version of the M.19 equipped with a Siemens-Halske Sh.I engine that was intended for Hptm. Oswald Boelcke. On the day when the plane was flight tested at Schwerin and was reported ready for use, Boelcke was killed at the front (28 October 1916). The further whereabouts of this aircraft are undocumented.


Fokker Early D-Type Specifications
Fokker D.I D.II D.III D.IV D.V
Fokker Type M.18 M.17 M.19 M.21 M.22
Engine 120 hp Mercedes D.II 100 hp Oberursel U.I 160 hp Oberursel U.III 160 hp Mercedes D.III 100 hp Oberursel U.I
Wing Span, m 9.05 8.75 9.05 9.7 8.75
Wing Chord, m 1.25 1.15 1.25 1.25 1.16
Wing Gap, m 1.34 - 1.35 1.32 1.20
Wing Area, m2 22 18 21.6 22.5 15.55
Length, m 5.7 6.4 6.3 6.3 6.05
Height, m 2.25 2.55 2.25 2.45 2.30
Empty Weight, kg 463 384 452 606 363
Loaded Weight, kg 671 576 710 841 566
Max Speed, km/h 150 150 160 160 160-170
Climb to: 1,000 m 4 4 3 3 3
   2,000 m 9 8 7 - 8
   3,000 m 15 15 12 12 16
   4,000 m 23 24 20 30 24
Roll Control Wing-warp Wing-warp Wing-warp, then ailerons Ailerons Ailerons
Armament 1xLMG 08/15 1xLMG 08/15 2xLMG 08/15 2xLMG 08/15 1xLMG 08/15
Note: Climb times in minutes.


Fokker Early D-Type Identification Attributes
Type Engine Notes Qty Built
D.I 120 hp Mercedes D.II Wing warping, 2-bay, 1-gun 90
D.II 100 hp Oberursel U.I (9 cyl) Wing warping, 2-bay, 1-gun 181
D.III 160 hp Oberursel U.III (14 cyl) Wing warping (ailerons on later), 2-bay, 1-2 guns 210
D.IV 160 hp Mercedes D.III Ailerons with horn balances, 2-bay, 2 guns 44
D.V 100 hp Oberursel U.I (9 cyl) Ailerons with horn balances, 1-bay, 1 gun 300


Fokker Early D-Type Production
Type Order Date Qty Serials
D.III July 1916 30 D.350-379/16
D.III July 1916 20 D.1004-1023/16
D.III Aug. 1916 60 D.1580-1639/16
D.III Nov. 1916 100 D.2930-3029/16
D.III July 1916 200 Cancelled

J.Herris Fokker Aircraft of WWI. Vol.6: Foreign Service (A Centennial Perspective on Great War Airplanes 56)

Fokker D.I(MAG) Series 04.4

  The aircraft ordered from MAG on 26 August 1916 included 8 Fokker D.I(MAG) fighters, numbered 04.41 to 04.48, powered by a 160 hp Oberursel rotary engine. The MAG D.I was basically identical to the Fokker M19 (the D.III in Germany). Fokker shipped pattern airframe work number 972 to MAG on October 2, 1916. MAG completed two fighters in February and 04.41 was inspected at Aspern on March 24 by Flars engineers, who ordered minor modifications. Acceptance testing of the remaining seven airframes was delayed to October because MAG only had two engines for the type.
  One D.I(MAG) went to Flik 30 for evaluation; no other fighters of the type went to the front. The key problem was difficulty in servicing the two-row rotary engine, which kept flying to a minimum.
  Eventually all eight were stored at Flek 6 in Wiener-Neustadt.


Fokker D.I(MAG) Series 04.4 Specifications
Engine: 160 hp Oberursel U.III
Wing: Span (Upper St Lower) 9.60 m
Chord (Upper/Lower) 1.25 m
Gap 1.25 m
Wing Area 21.4 m2
General: Length 6.35 m
Height 2.40 m
Track 1.69 m
Empty Weight 480 kg
Loaded Weight 687 kg
Maximum Speed: 153 km/h
Climb: 1000m 2.7 min
2000m 7.3 min
3000m 16.5 min

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

Fokker D.III
  
   In an endeavor to improve performance, Martin Kreutzer strengthened the fuselage of the D.II to take the 160 h.p. Oberursel U III twin-row rotary engine and, in view of the additional weight this incurred, married it to a D.I wing cellule to take advantage of its greater area. This machine became the D.III (M 19). However, results were still not up to expectations, as the basic design of the whole D.I to D.IV series was little more than indifferent and the U III engine continued to be as unreliable as it had been in the E.IV monoplane.
   Visually the D.III differed little from the D.II. It could be identified by the deeper chord of the cowling, in the front of which extra cooling slots were fretted, and also a forward "spider" engine mounting incorporated. To allow for the additional nose weight, the undercarriage was modified and the forward struts assumed a more orthodox angle, now being secured at the base of the rear engine bearer plate.
   The D.III's operational life was brief, as its performance was quickly outclassed by the Albatros and Halberstadt scouts which equipped the first Jagdstaffeln. However, it was flown for a short time by such famous pilots as Richthofen, Boelcke and Udet.
   When flying a D.III (No. 364/16), Ernst Udet resorted to a little novel subterfuge by installing a dummy observer aft of the pilot's cockpit on the rear decking to mislead adversaries into thinking there might be a "sting in the tail", and thereby discourage attacks from the rear. Udet's D.III also had a stringer clipped along the middle of the fuselage sides (as did some others), which relieved the monotony of the slab-sides, although it is doubtful if it served any useful aerodynamic purpose. A D.III used by Oswald Boelcke, D.III 352/16, in which he recorded his twentieth victory, was preserved and exhibited in the Zeughaus Berlin, until it was unfortunately destroyed in a bombing raid in 1943. Boelcke also flew the D.III 356/16.
   Some D. IIIs later used for school work, and also some examples sold to the Dutch authorities, were fitted with balanced ailerons. The total production of all D.II and D.III types was some 291 machines; the findings of the Inter-Allied Commission set up after the war recorded the collective total of D.I to D.IV machines serving at the Front in the autumn of 1916 as being 100 aircraft. Modifications of most of these types were supplied to the Austro-Hungarian forces, with whom Anthony Fokker also conducted considerable business.
  
  
Description: Single-seat fighting scout
Manufacturer: Fokker Flugzeug-Werke G.m.b.H. (Fok)
   D.III
Power Plant: 160 h.p. Oberursel U.III
   14 cylinder two-row rotary
Dimensions:
   Span 9.05 m. (29 ft. 8 3/8 in.)
   Length 6.3 m. (20 ft. 8 in.)
   Height 2.25 m. (7 ft. 4 5/8 in.)
   Area 20 sq.m. (216 sq. ft.)
Weights:
   Empty 452 kg. (994.4 lb.)
   Loaded 710 kg. (1,562 lb.)
Performance:
   Max speed 160 km.h. (100 m.p.h.)
   climb to
   1,000 m. 3 min.
   4,000 m. 20 min.
   Duration 1 1/2 hr.
Armament: One or two fixed Spandau machine-guns
   synchronized to fire through airscrew


Fokker M 20 z
   This experimental version of D III, with more streamlined fuselage and cowling arrangement, was built in July 1916. Engine fitted was 110 h.p. Siemens-Halske Sh I. Armament, twin Spandau machine-guns.

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

FOKKER D III (M 19) Germany

The capabilities of the D I and D II were by consensus indifferent, and, in an attempt to provide a single-seat fighter of higher performance and heavier firepower, Martin Kreutzer adapted the M18 to take the 160 hp 14-cylinder two-row rotary Oberursel U III engine and an armament of two synchronised LMG 08/15 machine guns. The new fighter was assigned the Fokker designation M 19 and when ordered by the Idflieg (Inspektion der Fliegertruppen) became the D III. A total of 210 was delivered to the German Fliegertruppen, late production examples supplanting wing warping with ailerons for lateral control, and 10 aileron-equipped D IIIs (including the prototype) were supplied to the Netherlands where they arrived in October 1917. The D III reached the Front in August 1916, but primarily as a result of the unreliability of its U III engine was rapidly relegated to home defence duties. One experimental example was fitted with a 110 hp Siemens-Halske Sh II engine enclosed by a full cowling, the propeller being fitted with a large spinner.

Max speed, 99 mph (160km/h).
Time to 3,280 ft (1000 m), 3.0 min.
Range, 137 mis (220 km) at 87 mph (140 km/h).
Empty weight, 948 lb (430 kg).
Loaded weight, 1,565 lb (710 kg).
Span, 29 ft 8 1/4 in (9,05 m).
Length, 20 ft 7 9/10 in (6,30 m).
Height, 8 ft 4 1/3 in (2,55 m).
Wing area, 215.28 sqft (20,00 m2).

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

Fokker D.I(MAG) Series 04.4

  Included in the 50 aircraft order of 26 August 1916 were eight Fokker D.I(MAG) fighters, numbered 04.41 to 04.48 and powered by the 160 hp twin-row Oberursel U.III rotary engine purchased in Germany. The type was identical to the Fokker D.III(Type M 19), of which Fokker shipped a pattern airframe (w/n 972) to MAG on 2 October 1916. Two fighters were completed in February 1917, and on 24 March aircraft 04.41 was inspected at Aspern by Flars engineers who ordered some minor modifications. MAG had cause to complain bitterly because only two Oberursel engines were available to flight test the remaining seven aircraft, delaying acceptance completion until October 1917.
  With exception of one aircraft at Flik 30, no Fokker D.I(MAG) fighter is known to have been in frontline service. In fact, owing to the difficulty of servicing the twin-row Oberursel engine, flying was kept at a minimum. Eventually all eight Fokker D.I(MAG) fighters were stored at Flek 6 in Wiener-Neustadt, where they were to be found in October 1918.

Fokker D.I(MAG) Series 04.4 Specifications
Engine: 160 hp Oberursel
Wing: Span Upper 9.60 m (31.50 ft)
Span Lower 9.60 m (31.50 ft)
Chord Upper 1.25 m (4.10 ft)
Chord Lower 1.25 m (4.10 ft)
Dihedral Upper 0 deg
Dihedral Lower 0 deg
Sweepback Upper 0 deg
Sweepback Lower 0 deg
Gap 1.25 m (4.10 ft)
Stagger 0.30 m (0.98 ft)
Total Wing Area 21.4 sq m (230 sq ft)
General: Length 6.35 m (20.83 ft)
Height 2.40 m (7.87 ft)
Track 1.69 m (5.54 ft)
Empty Weight 480 kg (1058 lb)
Loaded Weight 687 kg (1515 lb)
Maximum Speed: 153 km/hr (95 mph)
Climb: 1000m (3,281 ft) in 2 min 40 sec
2000m (6,562 ft) in 7 min 15 sec
3000m (9,843 ft) in 16 mm 30 sec

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

01. — 010. Flugzeuge ausländischer Produktion (Самолеты иностранного производства)
04.41 — 04.48 Fokker D.I (Type M 19) Ob/Gn 160