Fokker C.I 1918 All reconnaissance aircraft built by Fokker were given the C-type designation. Towards the end of the First World War, a two-seat reconnaissance aircraft based on the D.VII fighter was developed in Schwerin. As a “Versuchsmaschine” (experimental aircraft), the prototype was assigned the type number V.38. Although Fokker built a small series in Germany, the aircraft was never accepted by the authorities. The C.I, as the production model was called, was one of the first types to be built on a large scale by N.V. Nederlandsche Vliegtuigenfabriek Fokker in Amsterdam in the early 1920s. Many C.I aircraft were used by the air services of the armed forces in the Netherlands (LVA), Denmark (Haerens Flyverkorpset), Switzerland (Fliegertruppe) and Russia. The LVA had 56 C.I aircraft in service, while six more were rebuilt by the LVB. These aircraft carried military serial numbers 488–546. They were mainly equipped with the 185 hp BMW IIIa liquid-cooled engine. The Marine Aviation Service (MLD) operated twelve C.I aircraft. The 160 hp Oberursel rotary engine was also used early on. In 1929, the Air Force Technical Establishment (LVB) at Soesterberg installed the air-cooled 200 hp Armstrong Siddeley “Lynx” and “Mongoose” engines. Some C.I aircraft were fitted with thick, low-pressure balloon tyres, which were popular for a time for use on muddy grass airfields. Two C.I aircraft were delivered to Denmark, where three more were built at the State Factory in Klovermarken (military serial numbers 0-51 to 0-55). The Soviet Union ordered 42 aircraft; it is possible that more were built under licence in Russia.

The same prototype from the other side. There was probably a Fokker logo on the slightly darker area of the fuselage for a time. This may be the C.I that flew at the 1919 E.L.T.A. aviation exhibition in Amsterdam. Other engines were also used over time, including the 220 hp BMW, the 160 hp Oberursel and the 260 hp Mercedes.

The C.I prototype, still designated V.38, in German camouflage, but without the German crosses. Around 1919, the German crosses were quickly replaced with orange roundels at the Fokker factory in Amsterdam-Noord. The photo was probably taken at Soesterberg Airfield, the LVA’s first military airfield (Luchtvaartafdeeling der Koninklijke Landmacht).

A serious crash in which the aircraft had already been immobilised for some time.

The F-6 had also crashed. It was flown by Johan (Joop) Maasdam. He began his military career in 1923 with the MLD (first as a midshipman/air observer, and later as a pilot officer) and retired in 1958 as a major in the Royal Netherlands Air Force. The crash occurred near Fortlaan in Numansdorp, where he flew into the treetops but escaped unharmed. The crash happened on Wednesday, 3 June 1925. The official “Flight Log” at De Kooy Airfield records the following for that day: ‘9:52 F 6 departs with pilot officer Maasdam for R'dam, Gilze-Rijen, S'berg, Schiphol 12:00 Report received that F 6 flew into the trees near Numansdorp; pilot unharmed, aircraft badly damaged.’ Text and photo by Harold de Bock (nephew of pilot Maasdam), photo editing by Piet Prins.

The same scene, shortly after the same accident. The photo dates from around 1921. One of our visitors suggested that the holes in the upper wing were made to inspect the aileron cables. Faulty or jammed cables may have caused the accident. (Thanks to Erik.)

The first C.I delivered to the LVA (Luchtvaart Afdeeling), still built in Germany as the V.38 and brought to Amsterdam-Noord by freight train. The German camouflage has already been removed and the entire aircraft is now painted army green. The orange LVA roundels are already visible on the lower wing, and the designation 485 on the fuselage. The German-style marking FOK. BMW 185. (engine designation) is still on the rear fuselage.

The LVA's Fokker C.I 486. After 1921, the LVA, MLD and LA-KNIL switched to the red-white-blue-orange roundel. The airmen were also issued sturdier leather flying jackets, a considerable expense at the time. The flying helmet was also replaced with a more modern version.

The beginning of the LVA Aviation Department's 480 series. Two engine cowlings are missing to the right of a De Havilland DH 9, revealing a clear view of the Fokker C.I’s 180 hp BMW engine to its left.

LVA aircraft 489 (Netherlands Air Force). Clearly visible between the two landing gear wheels is the air vent, similar to those on the D.VII and DR.I. The key difference is that only on this C.I was it actually used as a fuel tank. On the other two types, it was not used as a tank. The engine is a 200 hp Armstrong-Siddeley Mongoose.

The Luchtvaart Afdeeling's 491. The pilot's position is clearly visible, with the observer/aerial gunner's position behind it. The aircraft was powered by a 185 hp BMW engine.

LVA aircraft 497 on its nose. This was often the result of landing at too low a speed.

The C.I and D.VII on exercise with the LVA Aviation Department. Large tent hangars provided shelter for the aircraft and accommodation and meals for all the LVA personnel. We do not know where the photo was taken, but it is clear that this was part of a series of exercises somewhere between 1921 and 1925. It was no coincidence that the C.I and D.VII often operated together. Both aircraft had originally been built in Germany. From 1919 onward, assembly and full-scale production continued in Amsterdam-Noord. In the foreground are LVA aircraft C.I 495 and 525. Behind them are LVA aircraft D.VII 268 and 266. Further back on the left is LVA C.I 487.

LVA aircraft 499 in formation flight. The aircraft had a wingspan of 10.5 m, a length of 7.2 m and a height of 2.8 m.

The LVA's 500 at Soesterberg Airfield Empty weight: 855 kg.

Aircraft 506 with all its possible armament. Here, the second cockpit has a ring-mounted, swivelling machine gun. The fixed machine gun was mounted on top of the nose. The bomb racks under the fuselage are not visible here.

Still fitted with large orange roundels on the fuselage and wings. In the early 1920s, these would be replaced by the red-white-blue-orange roundel.

Aircraft 514, 508, 529 and 533 lined up in front of the imposing commander's residence in 1923

The LVA's 524. The observer/aerial gunner here in the role of photographer.

A serious crash involving LVA aircraft 526 on the grounds of the Amstel Brewery in Amsterdam (Mauritskade).

The same aircraft, 529, in flight.

The LVA's 526 again, here in front of Hangar A at Waalhaven Airport in Rotterdam.

LVA aircraft 530.

LVA aircraft 533 with a 180 hp BMW engine.

The LVA's 535 undergoing a major overhaul. Halfway through an engine change.

The LVA's 545 at Waalhaven Airport (Rotterdam) around 1930. The building bearing the sign “APC” belonged to the American Petroleum Company, later called Esso. To the left of that small office is the large Hangar “A”, and farther along is the Waalhaven hotel, café and restaurant.

The LVA's 541, equipped for instrument flight. This means flying solely by the aircraft's instruments, such as the altimeter, compass and artificial horizon. The hood will soon be lowered over the trainee pilot.

Many hands make light work as this 545, fitted with an Armstrong Siddeley Lynx engine, is transported.

A photo taken on 4 July 1920, from the C.I reconnaissance aircraft’s earliest days with the LVA. Fitted with a 180 hp BMW engine and the famous orange roundel. In the front cockpit is 2nd Lt. Willem Versteegh, and in the second seat, 2nd Lt. De Kruijff Van Dorssen. Standing in front of the C.I, wearing a cap, is 2nd Lt. Copes Van Hasselt; all were pioneers of the LVA.

This photo was sent to us by Richard van der Kuijl. Standing beside the C.I is Leendert Jan van der Kuijl, about 26 years old (on the left in the photo). He is Richard’s great-uncle. Richard: I very much doubt he was a pilot. He was probably an observer, as after this period he sailed as an oilman in the merchant navy. I can’t imagine a pilot officer doing that.

One of the three Fokker C.I aircraft acquired by the Red Air Fleet in 1922 as transitional trainers.

This photo was taken in 1926, when the C.I was displayed at the “Central House of Aviation and Spaceflight”.