Deliveries of the Fokker C.VII-W start in 1928 and the planes are largely completed at Vliegkamp Schellingwoude.

This air camp is close to the Fokker factory in Amsterdam North (on the Papaverweg) and is also partly used by the MLD (Marine Aviation Service).

Of the total number of 30 seaplanes, 13 first go to the Dutch East Indies.

They are stationed at Morokrembangan base

They receive registrations V-1 to V-12.

Here in the photo the prototype with a deviating tail, and still without indication.

The V-1 and V-2 will initially fly in with 2 other tails, but soon they will get the standard version.

The prototype of the C.VII-W with engine already running. Taken at De Mok airfield on Texel

Still without indications and with test tail.

The welded hull and chassis as the start of the prototype construction.

The prototype at sea with the engine running.

The V-2 on board Hr.Ms. Piet Hein of the Royal Netherlands Navy.

The Naval Aviation Service in the Dutch East Indies starts boarding aircraft very early.

By using a crane, they can be taken on board and also launched again.

The Fokker C.VII-W with the same V-2 with covered engine.

The Piet Hein is a destroyer.

Certainly in the Indies, much testing is done with the predecessor of the aircraft carrier.

A formation of five C.VII-W aircraft above a gunboat of the Royal Navy.

It's Hr.Ms. Sumba, a sister ship of the Hr.Ms. Flores.

The presence of so many people on board can be explained: In 1930 demonstrations are given to invitees.

And that is a good opportunity for the MLD to show off.

Another formation of three C.VII-W planes flying over the Hr.Ms. Sumba.

Back to the prototype without any designation, the later V-1 from MLD.

Work is done on adjusting the synchronization system.

This takes place at De Mok airfield on Texel.

The original prototype in full flight over the Dutch East Indies.

The V-1 now with the final rudder.

The V-1 of the MLD starting in rough water with yet another rudder variant.

The V-1 on the slipway on one of the tow trucks.

Full action with a nice view of the 225 hp Amstrong Siddeley Lynx engine.

The V-1 on dry land of the MLD air base Morokrembangan near Surabaya (Java).

Flying above the vast Dutch East Indies.

With another C.VII-W. hidden in the background

The V-1 once more with the pilot rudder.

Presumably still in the Netherlands.

Now in the Dutch East Indies and on the quay attached to two cables.

It is likely that the V-1 is located here at the MLD air base Morokrembangan.

The V-1 with yet another tail. See also photo 5.

The semi-stressed one-and-a-half-decker gets plywood wings with cotton cover.

The floats are initially made of wood, later made of duraluminium.

The engine is a 225 hp Armstrong-Siddeley Lynx.

Later the Lorraine Dietrich Mizar of 280 hp will follow.

The V-1, the original prototype, with the final tail.

The wingspan is 12.9 m, the length 10.2 m and the wing area 37 m ^ 2.

Max. speed 175 km / h, Landing speed 86 km / h.

Most of these C.VII-W aircraft are still photographed in the Netherlands.

The V-1 in full flight in the Dutch East Indies near Morokrembangan Airport.

The purchase of the Fokker C.VII-W is intended to replace part of the Van Berkel WA aircraft.

The C.VII-W has 2 seats. The flight range is 920 km. The height limit around 3,300 m.

Just like in the Netherlands, the aircraft is used as a training aircraft, but in the Dutch East Indies it is also a scout plane, because of the many islands.

This type is also used as a scout on various ships of the Royal Dutch Navy.

The armament consists of bombs, a fixed machine gun and two movable machine guns in the second seat.

The V-1 with the engine running on the way to open water.

In the front is the aviator and in the back is the gunner / observer.

V-12, V-2 and V-5 formation.

With the V-2 tests are carried out shortly after delivery with the Submarine K.XV.

It involves taking on board and sailing aircraft on the top of the submarine.

MLD C.VII-W; the V-2 in the Dutch East Indies.

With the engine turned off, the aircraft is pushed ashore.

Hoisting on board using an attachment point in the middle of the top wing.

The so-called 'spawning man' is wearing the tropical straw hat of the MLD and a long stick.

Presumably this is on the gunboat Hr.Ms. Sumba of the Flores class.

The same V-2, now almost out of the water.

And all this takes place at Marine Air Camp Morokrembangan near Surabaya, Dutch East Indies.

The V-2 has now been turned here (at a different time).

In this way, the C.VII-W comes back to shore via the ramp cart.

Here is the start of turning the V-2.

On this side there is no connecting line between V and 2, which may be related to repair.

With the engine turned off, the V-2 is lifted to Hr.Ms. Sumba (?)

The importance of an artillery scout plane is gradually increasing.

So launch, then fly forward, then air reconnaissance and back to the sailing ship.

At his resting place, in this case of Gunboat Hr.Ms. Sumba.

A procedure that is gaining increasing acceptance at the Naval Aviation Service.

Launching of the V-2 with the engine running, from Destroyer Hr.Ms. Piet Hein.

Another launch with the engine of the V-2 running from the destroyer Hr.Ms. Piet Hein.

Starting the engine is very necessary. On the water, the cable was disconnected from the plane and it was important to quickly taxi away because of the current of a sailing ship.

The speed of the aircraft in the water should be approximately equal to the ship.

Here the Fokker C.VII-W of MLD the V-2 in yet another role.

As an aircraft on the submarine Hr.Ms. K-XV.

Especially as an artillery observer.

With 15 in normal letters on the tower on the back.

Staying slightly above the waterline gives the seaplane a stable start.

It is lifted again via the crane on the left.

The same photo but a complete picture.

The C.VII-W of MLD, the V-3, taxies quickly after being dropped on the water away from HNLMS destroyer Van Nes.

Lifting the same V-3.

Attaching the V-3.

The Fokker C.VII-W of MLD V-4 on board supposedly the destroyer Hr. Ms. Van Nes.

Parked on its position, with one of the torpedoes clearly visible underneath.

Also a clear view of the second place, that of the gunner, with the movable machine gun.

The V-5 still on its way to a ship of the Royal Dutch Navy with the engine running.

Hoisting the same V-5 on board with the engine switched off.

Left one of the "spawning man sticks".

The V-5 on solid ground of the Morokrembangan Naval Air Base.

Provided with many new buildings since the foundation in 1925.

In any case, major maintenance is easy to do at this accommodation.

The enormous fuel tank is clearly visible behind the engine and in front of the pilots seat.

The V-6 just before takeoff.

The V-8 with the engine already running is hoisted into the water via the crane.

Presumably from the cruiser HNLMS Sumatra, given the height to the water.

The V-9 in full flight.

Mail transport is also carried out with these aircraft in the Dutch East Indies.

Also ambulance services and parcel transport.

The V-10 in full flight in the Dutch East Indies.

The same V-10 with the engine turned off and already on the line for mooring.

At Morokrembangang Air Camp near Surabaya.

Testing the fixed machine gun of the V-11 at Morokrembangang.

The same V-11 during a practice with the banner used for that.

With the engine running, the V-12 is disconnected from the crane.

One more cable is attached to the top of the top wing.

The same V-12 is the last Fokker C.VII-W from the Dutch East Indian series.

Secured here on the engine destroyer Hr.Ms. Van Nes or Piet Hein.

In addition, a wing part of a second C.VII-W is visible.

A brief overview of the end of the Dutch East Indian C.VII-W seaplanes:

The V-1 is depreciated in Dec 1938.

The V-2 to V-5 are destroyed in March 1942 during the Japanese raid.

The V-6 is depreciated in January 1939.

The V-7 and 8 are destroyed in March 1942.

The V-9 crashed at Morokrembangang on May 15, 1941

The V-10 to V-12 are depreciated in 1939

The V-12 while hoisting on board the cruiser Hr.Ms. Java or Hr.Ms. Sumatra.

After the Dutch East Indies V series of the MLD follows the L series stationed in the Netherlands from 1929 to 1932.

They are delivered in two series and remain largely active until May 1940.

The registrations run from L-1 to L-18.

The dimensions and further data remain largely the same.

Only the Armstrong Siddeley Lynx engines of 225 hp are replaced in the last series.

The 280 hp Lorraine Dietrich Mizar is used for this.

Here the L-2 of the Naval Aviation Service at De Mok Airport on Texel.

On May 10, 1940, the aircraft was taken out of action by the Germans.

The Fokker C.VII-W of MLD, the L-2, docked at De Mok airfield on Texel.

To the left of it is the C.VIII W of MLD, the G-4

The same L-2 is on shore with the help of the tow cart.

That L-2 was therefore still active on Texel during the German invasion.

Shown here in the mobilization painting with the orange triangle that was used from 1939 onwards.

In the Netherlands, these C.VII-W aircraft are often used as training aircraft.

In the Dutch East Indies they were used, among other things, as a scout and in the Netherlands they are also used as an on-board aircraft.

The same L-2 with clear overpainting to the orange triangle.

Heavily damaged after the surrender of the air camp to the German troops in May 1940.

The Germans who happily carry out the demolition work.

Among other things, the wings have already been removed.

In what is left of the further demolished L-2, there is a German, proudly taking a photo for the home front.

Formation of the L-3, L-4 and L-11 at HNLMS Van Nes.

The Van Nes is a top-class boat destroyer of the Royal Netherlands Navy.

Note the very large code of the Navy ships, here VN, applied to the side at that time.

The F.VIIW serves as tactical scouts and artillery observation on various naval ships.

An absolutely unintended landing of a Fokker C.VII-W.

Here on the shore of De Mok airfield on Texel.

The L-4 at about the same spot on De Mok.

The L-4 docked here with the repair after a tail fracture.

The red white blue painting still has to be added.

The L-6 of the MLD on shore on the tow cart.

Presumably on the way to the big Mok hangar.

The L-6 on shore, just in front of a new hangar at De Mok Airport.

The floatplane does not make it to 1940.

This is in contrast to a large group of other C.VII-W planes.

The L-6 will be irreparably damaged in a severe crash. See photo 16

The L-6 at the pier in the Mok Bay on Texel.

After a serious accident, the L-6 is lifted out of the water.

It happened during a visit to Kampen (Overijssel) on July 8, 1938.

It does not get better when the L-6 is lifted a bit further out of the IJssel.

The L-6 in free water ready for takeoff.

A photo just before the accident in Kampen.

At the piers of De Mok in formation L-6, L-12, L-13 and L-14.

All in all, the L-2, L-3, L-4, L-5, L-7, L-8, L-13, L-14, L-17 and L-18 reach the May days of 1940.

Despite the age of these aircraft, the Germans see them as a danger.

They all come to an end on and around Vliegkamp De Mok.

Salvage of the L-6 after the unfortunate action in Kampen in 1938.

This C.VII-W will probably be written off shortly afterwards.

At that time quite a few training flights were made with operations, together with various ships of the Royal Navy.

And then things often go wrong.

Hr.Ms. cruisers "Java" and "Sumatra" each have two C.VII-W aircraft on board.

Hr.Ms. "Sumba" and no less than 8 destroyers have them on board.

And finally three gunboats of the Flores class.

Many navy pilots learned to fly in the Dutch East Indies between 1928 and 1941 on the C.VII-W.

A year before the Japanese invasion in mid-June 1942, most C.VII-W aircraft were taken out of service.

At the pier of De Mok airfield in Texel.

The L-7 of the MLD with the engine running.

This is one of the aircraft that was lost in May 1940 during the German invasion.

The L-7 during take-off from De Mok air base.

The hook for lifting is very visible on the top wing.

The same L-7, with the engine still running, back to the pier.

Nice overview shot, probably taken from an airplane.

From bottom to top: the C.VII-W the L-7 and L-8.

Then the C.VIII-W the G-5 then a Van Berkel WA the W-60.

And another C.VIII-W and a G plane.

At the very top: the jetties for, among other things, the connection with the port of Den Helder.

To the left the enclosed area with a supply of fuel drums.

The L-8 of MLD in full flight over the North Sea.

The L-8 was taken out of the fight at De Mok in May 1940.

The L-8 on a flying visit to the harbor of Hoorn.

And all with great interest.

The same L-8 in quieter days in the summer of 1937.

Left one of the last Van Berkel WA aircraft, the W-61.

It looks like a serious damage to the L-9 of the MLD.

Nevertheless, the technical department of De Mok on Texel sees an opportunity to get everything back together.

After all, the L-9 was active until May 1940.

In the end, the Germans saw an opportunity to finish it off.

The same L-9, probably visiting Hoorn before the crash.

Because in the background, the L-8 is also there.

It seems that with the help of, among others, school youth, the tail is pushed upwards.

Presumably before the engine will be started.

The L-10 at full speed on the high sea.

The L-10 during a flight somewhere above Noord Holland.

This aircraft crashed on July 8, 1938 at the reserve air camp Schellingwoude, on the north-east side of Amsterdam.

Originally this flying camp was built and used by the MLD.

The MLD soon moved to De Kooij near Den Helder and De Mok on Texel.

The Fokker factory in Amsterdam-North rented the air camp many times for the construction of seaplanes.

The L-10 almost docked at De Mok.

Now really docked.

The L-10 and L-12 moored.

A C.VII-W arrives in the distance.

With a dredge behind it, which keeps the Mok Bay at depth.

Back in Hoorn, visit of the L-11 with a lot of audience.

The MLD does a lot of propaganda for the Navy Air Weapon.

The L-12 moored at De Mok Airport in Texel.

The L-12, half in the large hangar of MLD airfield De Mok.

This L-12 eventually crashed at Vliekkamp Schellingwoude near Amsterdam on April 25, 1939.

Shortly before repainting the registration marks associated with the mobilization in 1939.

Arrived in Deventer aan de IJssel, the L-13 of MLD.

During one of the river patrols, in this case on the IJssel.

The L-13 is seen here during a stop in Deventer on the IJssel side.

Presumably in the year 1935.

Another demonstration visit to give the taxpayer something back.

After all, the Ministry of War also wants to show the Dutch public what the MLD is worth.

Presumably another photo from the visit to Deventer.

The same L-13, apparently just arrived in Hoorn.

The L-13 14 15 16 17 and 18 are delivered in a last series from April to August 1932.

Then only the Lorraine Dietrich Mizar of 280 hp is used.

They are all destroyed or damaged in May 1940.

Except for the L-15, which crashed in the Marsdiep between Den Helder and Texel on May 12, 1938.

Another beautiful photo of the C.VII-W L-13, viewed with great interest in Hoorn.

Arrival of the L-15 at De Mok.

A lousy arrival of the same C.VII-W of the MLD, the L-15.

The float chassis completely destroyed.

In addition to the landing gear, the L-15 appears to have more serious damage.

Everything as a result of an accident in the Marsdiep, between Den Helder and the island of Texel.

All this takes place on May 12, 1938.

Due to the influx of much new material, the L-15 is no longer repaired and therefore written off.

The Fokker C.VII-W L-14 and L-8 of the MLD.

Now visiting another IJssel city, Kampen in this case.

These planes came to an end in the May days of 1940.

The L-17 in full flight somewhere around Texel.

This is one of the C.VII-W planes that were only taken out by the Germans in May 1940.