FOKKER C.IV series 1923/1924 

With the C.IV, Fokker brought a type on the market in 1923, which had a great flexibility in execution, because in addition to different water-cooled engine stages, also three wing versions with different wing surfaces were available depending on the task of the aircraft. 

A fast fighter/reconnaissance version, the C.IV-A with short wing (12.02 m span and 34.6 m2 area), the C.IV-B with a wing of 12.9 m span and an area of 39.15 m2 and the C.IV-C with a 14.2 m long wing with 43.5 m2 area. 

The prototype, which made its first flight in '23, was still of angular construction and had the then-popular Packard "Liberty" of 420 hp installed. Subsequent versions had a better streamline and used the 350-hp Rolls-Royce "Eagle" VIII and the 450-hp Napier "Lion." 

A total of 139 aircraft of the C.IV type were built in Amsterdam. 

The C.IV-A fighter/scout was used by the KNIL in the Dutch East Indies and became known as D.C.I. 

The C.IV-B and -C were used by the LVA (mil. nos. 547 - 580) and in Russia, Spain, Italy, Argentina and in America. In Spain, Jorge Loring built a series of C.IVs for the Air Force. 

Argentine Major Zanni flew from Amsterdam to Tokyo in a C.IV, where the normal wheel undercarriage could be swapped out by a float undercarriage. (C.IV-W) 

The skeleton of the first Fokker C.IV, with Anthony Fokker himself in it.

All the metal pipes were welded in the company in Veere (Zeeland).

When the frame was complete, it was transported to the factory in Amsterdam-Noord.

There the C.IV scoutplanes were completed.

Anthony Fokker is here checking the prototype frame of the C.IV.

The development of the aircraft was due to the demand for a larger scout than the previous C-types.

The larger dimensions provided opportunities to fly with more and heavier equipment for observation and / or armament.

The basic measures were: length 9.2 m, wingspan 12.9 m, height 3.4 m, wing area 39.2 m ^ 2.

The bulkhead between the engine and the cockpit.

The prototype of the C.IV with civil registration H-NABW and equipped with the Napier Lion engine of 450 hp.

The coolers and their position were not yet fixed and the tail part was also a point of discussion.

This aircraft was actually a demonstration and acrobatics aircraft and was often flown by test pilot Bertus Grase.

The same H-NABW is back on the ground after a demonstration flight.

A photo of the advance of the C.IV in 1924.

This is on the old, military part of Schiphol Amsterdam Airport.

Front view of a C.IV. presumably destined for the Soviet Union.

Notable differences with the predecessors are:

• The displacement of the radiator from the front to the sides and in addition the radiator was retractable.
• The extra fuel tank between the wheels has been discontinued.
• The hull in particular has been considerably enlarged.

The C.IV had 3 different versions.

It always concerned the wing span.

• C.IVA tactical scout 12.07 m
• C.IVB strategic explorer 12.91 m
• C.IVC light bomber 14.28 m

View of a C.IV with a 360 hp Rolls Royce Eagle engine.

View with a liquid-cooled Packard Liberty engine of 420 hp.

It is the period 1923-1924 and there are major activities in Fokker's Amsterdam-Noord location.

This photo shows, among other things, the completion of the C.IV aircraft.

139 of the C.IV were built by Fokker himself and another 50 under license in Spain.

A successful aircraft.

Deliveries are made to: Italy, Hungary, Spain, Russia, Denmark, Norway, Argentina, the United States, the Netherlands and the Dutch East Indies.

Note the text on the right: BRAND-TON (Fire Barrel).

So there is already a decent fire prevention.

Commencement of the hull construction of the C.IV.

Hulls under construction.

Welding on the hulls of the C.IV.

First phase of the welding.

The Aviation Department, the predecessor of the Royal Netherlands Air Force, purchased 32 C.IV scouts.

With registration 551 to 582.

The 562 of the LVA in the Soesterberg snow It is a C.IVA.

The base engine was the 450 hp Napier Lion, but sometimes fitted with the 450 hp Packard Liberty engine, like this 562.

A 1924 photo of the LVA's 573.

The armament consisted of 2 fixed machine guns for the pilot and two movable machine guns in a ring for the air gunner / observer.

The C.IVC with its larger wingspan of 14.2 m.

Here the 580 the LVA.

The further improved prototype of the Fokker C.IV.

The tail, which had three versions, gets its final shape here.

The C.IV will be equipped with a 450 hp Napier Lion engine.

The same prototype in a different position.

During some time after completion, the aircraft flies without indication.

The C.IV during the first foreign demonstration flight. Here in civil registration as M-MNAA.

This demonstration takes place in Madrid in 1923.

20 C.IVs will be sold and built under license at Carabanchel Alto, under the direction of Jorge Loring.

In 1924 three C.IV-W aircraft are delivered to Argentina.

Pedro Zanni and Ir. Beltrami fly with the “Provinzia de Buenos Aires” (Province of Buenos Aires) from Amsterdam to Tokyo.

The plan is to do this with a Fokker C.IV, a C.IV-W and a T-III.

The start in Amsterdam takes place on July 26, 1924. Unfortunately, the “Provinzia de Buenos Aires” in Hanoi (Vietnam) crashes on August 18, 1924.

Tokyo is reached with the sister plane the “Ciudad de Buenos Aires” (City of Buenos Aires).

Unfortunately, the attempt to fly around the Earth ends there.

Another prototype with a different tail.

The radiators on the side are missing and any indication is missing.

The Fokker C.IV-W as a prototype with a different tail, but with side coolers.

Without any indication and with very low speed.

The same aircraft with higher speed, presumably during the take-off.

This type had the 450 hp Napier Lion engine, but also got the 400 hp Packard Liberty or a 360 hp Rolls Royce.

Max. speed 209 km / h, takeoff weight 1978 kg, wingspan 12.9 m, length 8.8 m.

The C.IV as supplied to the United States as CO-4 (CO is Corps Observation).

It had a 420 hp Liberty engine.

The aircraft had already been built in 1923 and delivered to Mc Cookfield in 1924.

The Americans used these aircraft for reconnaissance purposes.

About ten CO-4 planes have flown with the US Army.

After being phased out, Bob Wark and Eddie Brown set to work to fly from the west coast of North America via Alaska, the Aleutian Islands and China to Japan.

The attempt was unsuccessful.

Note the strange designation "FOKKER C 5" on the tail.

With the new name Pacific Era and the inscription Tacoma to Tokyo, the attempt was made again.

The closed cabin for 3 people was removed and some of the windows as well.

Additional fuel tanks were built in.

Once again it was not possible to bridge this distance.

Finally, this C.IV ended up in the Owls Head Museum in the state of Maine (USA).

The long-haul flights were made in the period 1929 and 1930.

Tacoma was an airport near Seattle, Washington.

As a transition from the C.IV to the CV, Fokker introduces the DCI

A fighter / scout (D = fighter C = scout) for 2 people.

Here the prototype the H-NABZ.

Wingspan 11.6 m, length 9.9 m, wing area 34.5 m ^ 2.

Empty weight 1270 kg, total weight 1800 kg.

Max speed 240 km / h, landing speed 90 km / h.

The same prototype the H-NABZ during demonstrations / competitions in Gothenburg (Sweden).

Bertus Grase is the test pilot.

Note the race number on the tailplane and wing (No. 28).

The DCI has a flight range of 770 km and an altitude of 8,000 m.

The tank capacity is 355 liters.

In 1924 the LA-KNIL in the Dutch East Indies buys ten DCI aircraft.

The prototype used as H-NABZ as a demonstration aircraft by Bertus Grase will be the FD401.

It is remarkable that the aircraft was already listed as a Dutch East Indies aircraft as of November 1923.

Perhaps wish was the father of the thought.

Here the FD403 in action above the desas of West Java.

Shortly before departure one of the Indian DCIs, presumably Kalidjati airfield (founded in 1916) north of Bandoeng (West Java).

The first tests with Irving parachutes were conducted around this airport and with the DCI.

On December 29, 1930, pilot J. Ooninx climbed out of the rear cockpit of the FD405.

He steps on a specially mounted ladder at an altitude of 1000 m.

Then he drops successfully and lands safely on the ground of Kalidjati airport with his Irving parachute.