Fokker V18

De Fokker V.18 / D-VII

The Fokker V.18 is treated differently from other V-types.
Partly this is due to the importance of the D-VI which emerged from the V.18.

Partly it is also a result of the way the site was created, first by scanning scrapbooks, later by contributions from other editors.

In the V.18 there has clearly been a duplication and it is in fact treated here as the D.VII.

The real V.18 is actually the prototype with a significantly different tailplane and some other minor changes.

Ultimately, the V.18 will transition to the D.VII type, which will specifically apply to all license construction of the D.VII.

But there are no, or very few, duplicate photos. So enjoy this important Fokker product.

Click on the photo to enlarge the photo

V.18 / D-VII Fokker V-18, Fokker D-7

The V.18 was built in December 1917 and had a 160 hp Mercedes engine.

The fighter was designed by Reinhold Platz, Fokker's chief engineer, but the V.18 was not built by Fokker, but exclusively under license by other aircraft manufacturers.

The V.24 (D-VII-F) is indeed built by Fokker. However, the difference is so slight that we will treat them as a single type.

The armament of the (German) D-VII consisted of 2 fixed Spandau machine guns on the hood.

Fokker was awarded an order by the German government to build 400 D-VIIs at a price of 25,000 Reichsmarks each (excluding engine).

Another 400 or so units are being built by Ost-Deutsche Albatross Werke (OAW) in Germany and by AEG in Austria.

The D-VII is of course used in Germany, but also in the Netherlands, Belgium, Switzerland, Russia, Finland, Sweden, Denmark, Poland, Lithuania, Romania, Italy, Great Britain, the Dutch East Indies,

Canada, United States, Austria and Hungary.

The infamous smuggling train contains approximately 120 D-VIIs. These are either sold to the aforementioned countries or these countries have captured the D-VIIs.
In America, a D-VII flies for the then NACA (National Advisory Committee for Aeronautics) as a laboratory aircraft.

In the Netherlands, the D-VII also became known through the stunt team of the LVA (Aviation Department) "Five fingers on one hand".

Wingspan: 8.40 - 8.90 m, length: 6.95 m, height: 2.95

Wing area: 20.20 - 21.60 m^2

Empty weight: 688 kg, flying weight: 906 kg.

Max. speed: 165 - 193 km/h, cruising speed 140 - 160 km/h.

The D-VII was fitted with several engines during its operational life:
• BMW 185, 250 or 260 hp

• Mercedes 170 hp or 160 hp

• Hall-Scott 200 hp
• Hispano-Suiza
• Packard Liberty 200 or 300 hp
• Armstrong-Siddely Puma 230 hp

The D-VIIs with a BMW engine were slightly faster than the types with the Mercedes.

01

A D.VII in the somewhat more formal German livery, especially with regard to the crosses. The new camouflage cloth was also introduced around late 1917/early 1918. This is the D.VII F, 461/18, which was built at Fokker. A Zeppelin hangar is visible in the background.
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02

Photographed from another angle, again the D.VII F 461/18 .
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03

The D-VII-F 7795/18 was equipped with a 185 hp BMW engine.
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04

A D.VII with the curious inscription "Nickchen IV".
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05

The D.VII was a highly maneuverable aircraft. Here it's looping. The fuselage features an eagle in a circular field. It's notable that the Fliegertruppe increasingly embellished their fighters with text and images.
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06

Ernst Udet behind his first Fokker D.VII. His own quote: "Pride comes before a fall. This is the plane I had to jump from a day later."
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07

A display of one of the many German fighter jets of the Fliegertruppe. Fokker D.VII fighters at an airfield on the Western Front. The pilots' individual markings are increasingly appearing on the fuselage.
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08

The D.VII 507/18, delivered in 1918.
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09

A D-VII-F covered in the geometric camouflage colours of 1918. It is the 461/18 built by Fokker.
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10

Another deployment of the German Fliegertruppe consisting entirely of D.VII fighters.
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11

Not only in the air was the D-VII the terror of the Allies, these English infantrymen also sought shelter as a D-VII approached.
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12

A report on aerial combat on the Western Front. The date is September 26, 1918, at 5:20 PM. The Fokker D.VII is number 4253/18 of Oblnt. Ernst Udet, with the added designation "LO" (his girlfriend). It is largely painted bright red. He shoots down an English DH 9 and then a De Havilland DH 2. All this near Metz in northern France. One of the many witnesses who contributes to the drawing is pilot Hermann Göring, yes indeed...
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13

In 1927, the German Huffer Werke purchased two D.Vlls – one was intended for the famous pilot Ernst Udet. This aircraft, the D-IHOT, flew well into 1937. The tail had been marked with the German swastika since 1933.
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14

The D-VII was therefore increasingly used as a business or private aircraft after 1918. The ROMPF brand or company, also with two seats, is one of them. But a rollover landing also occasionally occurs in those conditions.
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D-VIIs outside Germany

15

A Fokker D-VII, built under license by the Ost-Deutsche Albatross Werke (OAW). This aircraft was incorporated into the USAAS United States Army Air Service after the Armistice. It became part of the 1st Aero Squadron, a reconnaissance unit. Here at Trier airfield in occupied southwestern Germany. Note the "1st Aero" written in chalk on the fuselage.
Vilegveld Trier (Text in English)
16

This D-VII, captured by the Americans, was used as a laboratory aircraft by the then NACA (National Advisory Committee for Aeronautics). Here at McCook Field near Dayton, Ohio, USA, it was designated P-108. The German crosses and camouflage markings were retained. It is number 7776/18, built under license in Germany by Albatross.
Report from the NACA featuring the D-VII.
17

A two-seat D-VII, now in the US. The markings read Hall-Scott. The aircraft was likely purchased from the large German war booty shipped to the US after 1918. One wing was marked HALL and the other SCOTT. The intention was undoubtedly to equip these D.VIIs in the United States with the 200 hp Hall and Scott engine.
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18

The same D-VII converted into a two-seater with a water-cooled 200 hp Hall Scott engine. Frank Clarke flew this aircraft from Los Angeles to Chicago and back from July 1 to 4, 1920. The U.S. Army Air Service initially flew it from 1919 onwards with the registration number AS 8530. In this photo, the left side shows "HALL SCOTT FOKKER L 6 ENGINE." Later, the D.VII bore the inscription "German Fokker D-VII type combat plane Hall Scott L6 200 hp powerplant Experimental" on the fuselage.
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19

The Swiss Air Force purchased a total of 27 D.VII fighters. The Swiss Luftwaffe delivered them in five batches, each with a different basic color scheme. This is clearly visible here: • The 632 was painted white with black numerals. • The 609 was painted aluminum, also with black numerals.
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20

The 621 in aluminum livery. Captain Barsch Barsch of the Swiss Air Forces won a prize with this type at the 1922 Tour des Alpes air competition. These aircraft bore the designation Fokk.D.VII on the tailplane. Not all, but a significant number, were dated 1938.
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21

The first deliveries to the Forze Aeree Svizzere were produced by Fokker. This began with the delivery of the 608 and 609 in 1920. This photo shows three from the second delivery in 1921, numbered 615 through 624. In 1926, the 625 through 630 followed as the third delivery. Also in 1926, aviator Carl Höger delivered the privately owned CH-46, which received the air force number 631. Alfred Comte, who built aircraft himself at the Dübendorf military airfield, built the final delivery under license. These became the 632 through 639, for a total of 27 D.VII fighters. The engines used were Mercedes-Benz engines.
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22

In January 1919, the Polish Air Force took over ten D.VII fighters for use at Ławica airfield near Poznań. A further twenty aircraft, originating from the French Air Force, followed at the end of 1920. They were assigned as fighters to the 13th and 15th Squadrons until 1921. Afterward, these 50 D.VII aircraft were reclassified as training aircraft. This led to their conversion to two-seaters under their own management. These converted fighters remained in Polish service until 1927. In this photo taken during an exercise in 1922, the aircraft bears the red-white-red-white checkered national emblem.
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23

After Germany's capitulation in November 1918, a number of aircraft from the D.VII inventory also came into private hands. This photo shows a D.VII with civilian registration O-BEBE. However, a large number were transferred to the Belgian Air Force, then called the Military Aviation. They were assigned the registration numbers F-1 through F-36 and retained the familiar German camouflage livery and red-yellow-black roundels. Some of these initially remained in service on the Belgian side of Germany due to the Belgian occupation. Generally, they remained in service from 1919 to 1931, primarily stationed at Wevelgem Airfield. Initially, they were used as fighter aircraft and, from around 1924, as training aircraft with a plain olive green livery. The engine remained the 180 hp BMW. The two LMG machine guns had a 7.92 mm caliber. Unfortunately, we do not yet have any photographs from the military period.
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24

The Belgian Royal Museum of the Army and Military History displays trophies from the victory over Germany. At the top hangs a D-VII still in its familiar German camouflage livery. Elsewhere in the same museum is an original German D.VII.
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D-VIIs in the Netherlands and the Dutch East Indies

26

The D-VIIs of the Dutch armed forces arrived in several ways. D-VIIs that had to make an emergency landing in neutral Netherlands (or got lost) were interned, and after the war, a large number of D-VIIs arrived on the infamous Fokker smuggling trains. Above, the fuselage of a D-VII on that train.
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27

In 1920, the LVA established a demonstration team, led by Captain Willem Versteegh. The five D.VII fighters were named "FIVE FINGERS ON A HAND." Versteegh was the only one to receive a two-seater without visible markings. The color also differed, being aluminum-gray instead of green. Internally, the aircraft was designated F-600 and later 497. Fokker retained ownership and provided the D.VII to the LVA free of charge. After the demonstration team disbanded, the aircraft was returned to service by Anthony Fokker. It was registered as PH-AJW from May 6, 1934, to June 30, 1937. This photo shows it at Schiphol Airport.
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28

A D-VII with an Armstrong-Siddely 'Puma' engine, intended for the Military Aviation of the Royal Netherlands East Indies Army (ML-KNIL). This is the first D.VII completed at Andir Airfield (Bandoeng). The aircraft is still unmarked. In 1922, the fighter entered service with LA-KNIL as the F-301.
Aviation Department - Royal Netherlands East Indies Army (LA-KNIL)
29

A D-VII for the LA-KNIL with the plating of the 230 hp Armstrong-Siddeley 'Puma' engine temporarily removed. The PVA (Proefvlieg Afdeling) (Professional Flying Department) was the precursor to the Aviation Department - Royal Netherlands East Indies Army. The LA-KNIL purchased six of these, designated F-301, 302, 303, 304, 305, and F-306. They arrived by ship and were completed at Andir airfield near Bandung. In fact, the D.VII became the LA-KNIL's first fighter aircraft. The pilot was Lieutenant Giel. The D.VII was in service from 1922 to 1928.
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30

Six of this D.VII type, equipped with a 230 hp Puma engine, flew with the Royal Netherlands East Indies Air Force (LA-KNIL). The choice of a different engine than most European aircraft was curious. It's hard to believe this British engine was cheaper. A white cat is painted on the rudder of this F-302.
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32

The Fokker D.VII 251 of the LVA Air Force Department was delivered in a series of 250 to 269. A D-VII cost 25,000 guilders in 1919. This is equivalent to €155,000 in 2019. They were equipped with the 160 hp Mercedes engine. In the first phase from 1920 onwards, they still bore the round orange license plate.
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33

The same 251, photographed at Soesterberg, from the other side. Some information is printed on the rear of the fuselage. Initially, an F was added before the number designation. The engine designation Ms (for Mercedes) and 160 were also included. Around 1922, the new country markings (red, white, blue, orange) replaced the orange dot. The purchase from the new Amsterdam company thus involved 20 D.VII fighters.
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34

A group of D-VIIs with orange stripes (including the 254, 256, 250, and 258). They have just been delivered to Soesterberg Airfield, the first major military airfield in the Netherlands. In the background on the right is the Fokker F-II prototype visiting Soesterberg. It is currently unregistered, but the Fokker logo is on the back.
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35

In addition to the D.VIIs purchased through Fokker Amsterdam, a group of interned fighters is also being transferred to the LVA. One of these is this 271 (first designated F-271). The lettering on the fuselage indicates a 180 hp BMW engine. One of the LVA's D.VIIs was repainted with the red-white-blue-orange roundel around 1921.
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36

Another nose stand of an LVA D-VII.
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37

Two LVA D-VIIs with fuselage markings: 'F.257.BMW.250' and 'F.256.BMW.250'. Repainted in 1922 to the red, white, blue, and orange country designation.
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38

The five LVA D-VIIs of the stunt squadron (stunt team) "Vijf Vingers aan een Hand" (Five Fingers on a Hand). The leader is Captain-Pilot Willem Versteegh in the 497. The other four pilots are Jongbloed, Bakkenes, Van der Griend, and Van Weerden Poelman. The latter would later become famous for the first Amsterdam-Batavia flight. In order: the 252, the 264, a Blanco (497), the 268, and the 263.
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39

From another angle, the D-VIIs: 263, 266, 268, 265, and Willem Versteegh's lightly painted aircraft. This one, though without visible identification numbers, is actually number 497.
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40

The LVA's first tanker. It's a Model T Ford with two 500-liter drums mounted on it. To the right of the D-VII '263' is Warrant Officer Preusser. The 263 was delivered on June 3, 1920, and eventually flew for the KNMI (Royal Netherlands Meteorological Institute) as a "weather forecast hunter" at Soesterberg airfield. Later, from mid-June 1932, it flew for 10 months, along with the 260, to Iceland, also from the KNMI. This D.VII wasn't decommissioned by the LVA until 1937.
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42

For two years, Adriaan Viruly of the LVA flew his D.VII to 5,000 meters every other day to collect data for weather reports. He did this on behalf of the Royal Netherlands Meteorological Institute (KNMI). The climb took almost 45 minutes, and the clothing was the same in summer and winter, given the altitude. Caption: A. Viruly (with weather reports hunter) 1929. In May 1931, Viruly joined KLM and became a famous aviator and author.
Adriaan Viruly
43

The 263, along with the 260, was a "weather plane" in the Netherlands and Iceland. This was due to the Polar Year in 1932. The LVA provided two pilots: Lieutenant-Flemish Lieutenant van der Giessen and Sergeant-Flemish Lieutenant Bosch.
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44

Here the 263 takes the ground temperature.
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45

A photo signed by Fokker showing an LVA sergeant pilot in front of his D-VII.
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45.1

Lieutenant Pilot J.H. Van der Giessen in front of his LVA D-VII 263 in Reykjavik. Part of the measuring setup is clearly visible under the right lower wing. During their stay in Iceland, the 260 and 263 had the FOKKER name applied to their fuselages.
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45.2

Detail of the 'meteograph' under the wing.
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45.3

The '260' and the '263' just before takeoff. Note the text 'FOKKER' between the identification numbers and the LVA rosette.
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45.4

Due to the importance of the D.VII fighters, we provide an overview of the LVA D.VIIs. Click on the image to see it in full.
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46

This D-VII-F already has an orange dome, but is otherwise still in German colors and lacks Naval Aviation Service (MLD) identification numbers. It is one of twenty-one D-VIIs of the MLD and is equipped with a 185 hp BMW-4 engine. Twenty D.VIIs were delivered directly to the Navy in 1920, with a subsequent delivery in 1930 of an MLD self-built from spare parts. The inset depicts naval aviator Karel Doorman, the later rear admiral, known for the Battle of the Java Sea (Dutch East Indies).
Karel Doorman,
57

The same D.VII as in the previous photo, captured from the front. This is likely the later D-20, delivered in 1920. The D.VII is used as a training aircraft, following on from the first training aircraft, the S.III, which had two seats. But now the trainee is moving on to a single-seater. The Naval Air Service will also use them as protection aircraft for the area around Den Helder and Vlissingen. Their base will then become De Kooij Air Base. The D-20 remains in service with the Royal Netherlands Air Force (MLD) until 1937, as a member of the Blue Ribbon Squadron.
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54

Six D.VII aircraft were destined for delivery to the MLD (Dutch Air Force) before the Fokker factory in Amsterdam-Noord. The wings were transported separately and further assembled in the Fokker hangar at Schiphol Airport. These were the D-20, D-21, D-22, D-23, D-24, and D-25. The MLD designation was then the round orange dot, just like the LVA. This and the following photos provide a good impression of the transport method over water on flat-deck barges. Fokker had a permanent crew and several barges at the factory in Amsterdam-Noord for this purpose.
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55

A stop at one of Amsterdam's locks, en route from Amsterdam-Noord to Schiphol Airport. The D-23, D-20, D-22, D-21, D-25, and D-24 are clearly visible. After completion in the Fokker hangar at Schiphol Airport, they were delivered to the Royal Netherlands Air Force (MLD) at De Kooij airfield in early 1920.
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56

The route by barge from the factory in Amsterdam-Noord to Schiphol Airport (now Schiphol-East).
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53

A remarkable shot of all the D.VII fighters of the Royal Netherlands Air Force (RLD), positioned in front of the hangars at De Kooij airfield. It must have been around 1923, judging by the red-white-blue-orange roundels used at the time. Clearly visible are the D-28, D-33, D-31, and D-34. The D-20 through D-39 had already been delivered. Only the D-40 followed in 1930, assembled from various parts of crashed D.VII fighters. The D-40 was completed entirely by the RNLI under its own management at De Kooij. In 1922, the Minister of War claimed that the D-VII was defective, despite the fact that at least 800 had been built since 1916. However, these were the D-VIIs built for the Dutch East Indies and modified against Fokker's advice. Indeed, several accidents occurred, including with the D-20, the D-29 and the D-31.
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48

A number of D-VIIs of the Royal Netherlands Air Force (MLD) at Naval Air Station De Kooij near Den Helder. The D-27 is in the foreground.
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47

Two MLD D-VIIs, now equipped with the new 250 hp BMW-4 engine and capable of speeds of up to 220 km/h. Some of them will be added to the Blue Ribbon Squadron, also known as the Blue Band Squadron. At the front is the D-20 with Captain E. Schukking, and behind it, the D.30 with Off.pilot P. van der Grinten. The name Blue Ribbon refers to the blue band that runs across the fuselage.
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49

Another member of Blue Ribbon, or Blue Band, the renovated D-34 at De Kooij Air Base. The name refers to the butter packaging that still exists in 2022. Back then, it was owned by Van den Bergh and Jurgens, later by Unilever. These D.VII fighters not only received a faster engine, but they were also used for night flying. They also flew at altitudes of up to 5,000 meters, and the pilots did have a parachute. They also had a raised backrest and a small radiator between the wheel struts. The sky was the limit!
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58

The renovated D-25 at Naval Air Station De Kooij is mired in mud. The Blue Ribbon squadron included D-20s, D-25s, D-30s, and D-34s. It remains a mystery whether Blue Ribbon Margarine was a temporary sponsor. The group was active from around 1925 to 1937.
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59

Delivery list of the 21 D.VII fighters intended for the Naval Aviation Service.
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