Germany

The Luftwaffe developed its own fighter aircraft doctrine and implemented it consistently. German fighters were mainly designed for achieving superiority in the air by way of specially planned airborne operations and “free hunting.”

Preferences were given to aircraft optimized for vertical combat at mid to high altitude. This concept is reflected in the aircraft design of all German tech branches.

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German fighters have decent health pools and good firepower. Their auto cannons are usually well built and overheat slowly. In terms of manuevering they fall in the middle throughout.

German heavy fighters are the only ones in the game until tier 4. They have medium health pools and are high altitude planes. Maneuverability of German Heavy fighters varies wildly, with them hardly able to turn up to the Me 410, suddenly diverting on the Bf 109 Z to the second most maneuverable heavy fighter at tier 7, then back again with the Me 262 onward.

German attack aircraft Come into play at tier 4, two tiers after the Soviets. They are faster and more maneuverable than the Russian counterparts but have less hitpoints. Fortunately, all of their Attack Aircraft feature rear-gunners except for the second tier 5 Hs 129 B.

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2.0 German Plane Tree

Note that the bomber line is missing here, which should be starting at IV (researched from tier III heavy fighter) up to tier VI.

Fighters

II

Arado Ar 67

II

Arado Ar 68

II

Focke-Wulf Fw 56 Stosser

II

Heinkel He 51

III

Arado Ar 80

III

Focke-Wulf Fw 159

IV

Messerschmitt Bf 109 B

IV

Heinkel He 112

V

Messerschmitt Bf 109 E Emil

V

Messerschmitt Bf 109 E-3

V

Messerschmitt Me 209 V4

V

Heinkel He 100 D-1

VI

Messerschmitt Bf 109 F Friedrich

VI

Supermarine Spitfire V DB 605

VII

Messerschmitt Bf 109 G Gustav

VIII

Messerschmitt Me 209 A

VIII

Horten Ho 229

VIII

Focke-Wulf Ta 152

IX

Messerschmitt Me P.1092

IX

Focke-Wulf Ta 183 Huckebein

X

Focke-Wulf Fw 252

X

Messerschmitt Me P.1101

Multirole Fighters

I

Arado Ar 65

IV

Arado Ar 197

V

Focke-Wulf Fw 190 A-1

VI

Focke-Wulf Fw 190 A-5

VII

Focke-Wulf Fw 190 A-8/R2

VII

Focke-Wulf Fw 190 D

VIII

Messerschmitt Me 109 TL

VIII

Blohm und Voss P.210

IX

Blohm und Voss P.212.03

X

Blohm und Voss P.215.02

Heavy Fighters

II

AGO Ao 192 Kurier

III

Dornier Do 17 Z-7 Kauz

III

Focke-Wulf Fw 57

III

Junkers Ju 52

IV

Messerschmitt Bf 110 B

IV

Messerschmitt Bf 110 C-6

V

Messerschmitt Bf 110 E

V

Messerschmitt Me 210

VI

Messerschmitt Me 410 Hornisse

VII

Messerschmitt Bf 109 Z Zwilling

VIII

Blohm und Voss BV P.203

VIII

Dornier Do 335 A-1 Pfeil

VIII

Messerschmitt Me 262 Schwalbe

IX

Messerschmitt Me 262 HG II

X

Messerschmitt Me 262 HG III

Attack Aircraft

II

Fieseler Fi 98

II

Henschel Hs 123

III

Blohm und Voss Ha 137

III

Blohm und Voss Ha 137 V1

IV

Focke-Wulf Fw 189 C Eule

IV

Henschel Hs 129 А

V

Henschel Hs 129 B

V

Junkers Ju 87 G Stuka

VI

Junkers Ju 88 P

VII

Messerschmitt Me 265

VIII

Messerschmitt Me 329

IX

Messerschmitt Me P.1099 B-2

X

Messerschmitt Me P.1102 B

Bombers

IV

Dornier Do 17 Z

IV

Heinkel He 111 H-2

V

Junkers Ju 88 A

VI

Dornier Do 217 M

VII

Junkers Ju 288 A

VIII

Junkers Ju 288 C

IX

Junkers Ju 287

X

Junkers/OKB-1 EF 131

Fokker Dr.I From Wikipedia, the free encyclopedia Jump to navigationJump to search Fokker Dr.I Fokker DR1 at Airpower11 18.jpg Role Fighter Manufacturer Fokker-Flugzeugwerke Designer Reinhold Platz First flight July 5, 1917 Primary user Luftstreitkräfte Number built 320[1] Developed from Fokker V.4 Fokker F.I Variants Fokker V.7 The Fokker Dr.I (Dreidecker, "triplane" in German), often known simply as the Fokker Triplane, was a World War I fighter aircraft built by Fokker-Flugzeugwerke. The Dr.I saw widespread service in the spring of 1918. It became famous as the aircraft in which Manfred von Richthofen gained his last 19 victories, and in which he was killed on 21 April 1918.

Contents 1 Design and development 2 Operational history 2.1 Wing failures 2.2 Experimental engines 3 Postwar 4 Replica and reproduction aircraft 5 Variants 6 Operators 7 Specifications (Dr.I) 8 See also 9 Notes 9.1 References 10 External links Design and development

Fokker V.4 prototype In February 1917, the Sopwith Triplane began to appear over the Western Front.[2] Despite its single Vickers machine gun armament, the Sopwith swiftly proved itself superior to the more heavily armed Albatros fighters then in use by the Luftstreitkräfte.[3][4] In April 1917, Anthony Fokker viewed a captured Sopwith Triplane while visiting Jasta 11. Upon his return to the Schwerin factory, Fokker instructed Reinhold Platz to build a triplane, but gave him no further information about the Sopwith design.[5] Platz responded with the V.4, a small, rotary-powered triplane with a steel tube fuselage and thick cantilever wings,[6] first developed during Fokker's government-mandated collaboration with Hugo Junkers. Initial tests revealed that the V.4 had unacceptably high control forces resulting from the use of unbalanced ailerons and elevators.[7]

Instead of submitting the V.4 for a type test, Fokker produced a revised prototype designated V.5. The most notable changes were the introduction of horn-balanced ailerons and elevators, as well as longer-span wings. The V.5 also featured interplane struts, which were not necessary from a structural standpoint, but which minimized wing flexing.[8] On 14 July 1917, Idflieg issued an order for 20 pre-production aircraft. The V.5 prototype, serial 101/17, was tested to destruction at Adlershof on 11 August 1917.[9]

Operational history

Jasta 12 flightline at Toulis, France

Triplanes of Jasta 26 at Erchin, France The first two pre-production triplanes were designated F.I, in accord with Idflieg's early class prefix for triplanes. These aircraft, serials 102/17 and 103/17, were the only machines to receive the F.I designation[10] and could be distinguished from subsequent aircraft by a slight convex curve of the tailplane's leading edge. The two aircraft were sent to Jastas 10 and 11 for combat evaluation, arriving at Markebeeke, Belgium on 28 August 1917.

Richthofen first flew 102/17 on 1 September 1917 and shot down two enemy aircraft in the next two days. He reported to the Kogenluft (Kommandierender General der Luftstreitkräfte) that the F.I was superior to the Sopwith Triplane.[11] Richthofen recommended that fighter squadrons be reequipped with the new aircraft as soon as possible.[11] The combat evaluation came to an abrupt conclusion when Oberleutnant Kurt Wolff, Staffelführer of Jasta 11, was shot down in 102/17 on 15 September, and Leutnant Werner Voss, Staffelführer of Jasta 10, was killed in 103/17 on 23 September.

The remaining pre-production aircraft, designated Dr.I, were delivered to Jasta 11.[12] Idflieg issued a production order for 100 triplanes in September, followed by an order for 200 in November.[13] Apart from the straight leading edge of the tailplane, these aircraft were almost identical to the F.I. The primary distinguishing feature was the addition of wingtip skids, which proved necessary because the aircraft was tricky to land and prone to ground looping.[14] In October, Fokker began delivering the Dr.I to squadrons within Richthofen's Jagdgeschwader I.

Compared with the Albatros and Pfalz fighters, the Dr.I offered exceptional maneuverability. Though the ailerons were not very effective, the rudder and elevator controls were light and powerful.[15] Rapid turns, especially to the right, were facilitated by the triplane's marked directional instability.[15] Vizefeldwebel Franz Hemer of Jasta 6 said, "The triplane was my favorite fighting machine because it had such wonderful flying qualities. I could let myself stunt – looping and rolling – and could avoid an enemy by diving with perfect safety. The triplane had to be given up because although it was very maneuverable, it was no longer fast enough."[16]

Manfred von Richthofen's red Dr.I, serial 425/17 As Hemer noted, the Dr.I was considerably slower than contemporary Allied fighters in level flight and in a dive. While initial rate of climb was excellent, performance fell off dramatically at higher altitudes because of the low compression of the Oberursel Ur.II, a clone of the Le Rhône 9J rotary engine.[17] As the war continued, chronic shortages of castor oil made rotary operation increasingly difficult. The poor quality of German ersatz lubricant resulted in many engine failures, particularly during the summer of 1918.[18]

The Dr.I suffered other deficiencies. The pilot's view was poor during takeoff and landing.[19] The cockpit was cramped and furnished with materials of inferior quality.[20] Furthermore, the proximity of the gun butts to the cockpit, combined with inadequate crash padding, left the pilot vulnerable to serious head injury in the event of a crash landing.[21]

Wing failures

Heinrich Gontermann's wrecked Dr.I On 29 October 1917, Leutnant der Reserve Heinrich Gontermann, Staffelführer of Jasta 15, was performing aerobatics when his triplane broke up.[22] Gontermann was killed in the ensuing crash landing. Leutnant der Reserve Günther Pastor of Jasta 11 was killed two days later when his triplane broke up in level flight.[22] Inspection of the wrecked aircraft showed that the wings had been poorly constructed. Examination of other high-time triplanes confirmed these findings. On 2 November, Idflieg grounded all remaining triplanes pending an inquiry. Idflieg convened a Sturzkommission (crash commission) which concluded that poor construction and lack of waterproofing had allowed moisture to damage the wing structure.[23] This caused the wing ribs to disintegrate and the ailerons to break away in flight.[23]

In response to the crash investigation, Fokker was forced to improve quality control on the production line, particularly varnishing of the wing spars and ribs, to combat moisture. Fokker also strengthened the rib structures and the attachment of the auxiliary spars to the ribs.[24] Existing triplanes were repaired and modified at Fokker's expense.[25] After testing a modified wing at Adlershof, Idflieg authorized the triplane's return to service on 28 November 1917.[26] Production resumed in early December. By January 1918, Jastas 6 and 11 were fully equipped with the triplane. Only 14 squadrons used the Dr.I as their primary equipment. Most of these units were part of Jagdgeschwadern I, II, or III.[27] Frontline inventory peaked in late April 1918, with 171 aircraft in service on the Western Front.[13]

Despite corrective measures, the Dr.I continued to suffer from wing failures. On 3 February 1918, Leutnant Hans Joachim Wolff of Jasta 11 successfully landed after suffering a failure of the upper wing leading edge and ribs.[28] On 18 March 1918, Lothar von Richthofen, Staffelführer of Jasta 11, suffered a failure of the upper wing leading edge during combat with Sopwith Camels of No. 73 Squadron and Bristol F.2Bs of No. 62 Squadron.[29] Richthofen was seriously injured in the ensuing crash landing.

Postwar research revealed that poor workmanship was not the only cause of the triplane's structural failures. In 1929, National Advisory Committee for Aeronautics (NACA) investigations found that the upper wing carried a higher lift coefficient than the lower wing – at high speeds it could be 2.55 times as much.

The triplane's chronic structural problems destroyed any prospect of large-scale orders.[30] Production eventually ended in May 1918, by which time only 320 had been manufactured.[31] The Dr.I was withdrawn from frontline service as the Fokker D.VII entered widespread service in June and July. Jasta 19 was the last squadron to be fully equipped with the Dr.I.[32]

Surviving triplanes were distributed to training and home defense units. Several training aircraft were reengined with the 75 kW (100 hp) Goebel Goe.II.[33] At the time of the Armistice, many remaining triplanes were assigned to fighter training schools at Nivelles, Belgium, and Valenciennes, France.[34] Allied pilots tested several of these triplanes and found their handling qualities to be impressive.[34]

One of Richthofen's Fokker Dr.Is, on display at the Zeughaus Experimental engines Several Dr.Is were used as testbeds for experimental engines. One aircraft, designated V.7, was fitted with the Siemens-Halske Sh.III bi-rotary engine.[35] The V.7 exhibited exceptional rate of climb and ceiling, but it proved difficult to handle.[35] Serial 108/17 was used to test the 118 kW (160 hp) Goebel Goe. III, while serial 469/17 was used to test the 108 kW (145 hp) Oberursel Ur. III.[36] None of these engines were used on production aircraft. One triplane was used as a testbed for an experimental Schwade gear-driven supercharger.

Postwar Three triplanes are known to have survived the Armistice. Serial 528/17 was retained as a testbed by the Deutschen Versuchsanstalt für Luftfahrt (German Aviation Research Institute) at Adlershof. After being used in the filming of two movies, 528/17 is believed to have crashed sometime in the late 1930s.[37] Serial 152/17, in which Manfred von Richthofen obtained three victories, was displayed at the Zeughaus museum in Berlin.[37] This aircraft was destroyed in an Allied bombing raid during World War II.

In 1932, Fokker assembled a Dr.I from existing components. It was displayed in the Deutsche Luftfahrt-Sammlung in Berlin. In 1943, the aircraft was destroyed in an Allied bombing raid. Today, only a few original Dr.I artifacts survive in museums.

Replica and reproduction aircraft

Dr.I replica at Filton Aerodrome, United Kingdom

Bitz built Fokker Dr.1 replica EI-APW Lynn Garrison collection, Ireland

Replica of Richthofen's Dr.I at the Berlin Air Show in 2006 Large numbers of replica and reproduction aircraft have been built for both individuals and museums. Bitz Flugzeugbau GmbH built two Dr.I replicas, serial numbers 001 and 002, for use in Twentieth Century Fox’s 1966 film The Blue Max. Replica 001 EI-APW is the oldest surviving example of the Dr.1. Because of the expense and scarcity of authentic rotary engines, most airworthy replicas are powered by a Warner Scarab or Continental R-670 radial engine.[38] A few, however, feature vintage Le Rhône 9J[39] or reproduction Oberursel Ur.II rotary engines.[40]

Variants V.4 – Initial prototype V.5 – First production prototype V.6 – Enlarged prototype with Mercedes D.II engine V.7 – Prototype with Siemens-Halske Sh.III engine Vagel Grip SP.5 Greif - German post-war two seat copy of the Dr.I Operators

German Empire

Luftstreitkräfte Specifications (Dr.I)

Official Baubeschreibung drawing Data from Quest for Performance.[41]

General characteristics

Crew: 1 Length: 5.77 m (18 ft 11 in) Upper wingspan: 7.19 m (23 ft 7 in) Height: 2.95 m (9 ft 8 in) Wing area: 18.7 m2 (201 sq ft) Aspect ratio: 4.04 Empty weight: 406 kg (895 lb) Gross weight: 586 kg (1,291 lb) Powerplant: 1 × Oberursel Ur.II 9-cylinder air-cooled rotary piston engine, 82 kW (110 hp) Propellers: 2-bladed fixed-pitch wooden propeller Performance

Maximum speed: 180 km/h (110 mph, 97 kn) at 2600m Stall speed: 72 km/h (45 mph, 39 kn) Range: 300 km (190 mi, 160 nmi) Service ceiling: 6,100 m (20,000 ft) Rate of climb: 5.7 m/s (1,120 ft/min) Lift-to-drag: 8:1 Wing loading: 31.0 kg/m2 (6.3 lb/sq ft) Zero-lift drag coefficient: 0.0323 Frontal area at zero-lift drag coefficient: 0.62 m2 (6.7 sq ft) Armament Guns: 2 × 7.92 mm (0.312 in) Maschinengewehr 08 "Spandau" machine guns See also Airdrome Fokker DR-1, homebuilt replica Redfern Fokker Dr.1, homebuilt replica Sands Fokker Dr.1 Triplane, homebuilt replica Aircraft of comparable role, configuration, and era

Sopwith Camel Sopwith Triplane