By autumn 1917, the Germany air corps had again lost air superiority on the Western Front. In addition, entry of the USA into the war resulted in a significantly intensified production drive for aircraft and engine construction. One of the aims was to achieve a much higher level of standardization to make production more efficient. In order to achieve this aim as quickly as possible, the authorities held a large-scale competition directed towards developing a new standard fighter aircraft. A particular problem for the manufacturers was that there were initially hardly any more new powerful engines available. The main way of achieving performance enhancements was therefore by implementing design measures, such as weight savings.
Fokker took part in this initial D-aircraft competition which was held at Berlin-Adlershof from 20 January to 12 February 1918 in a comparative flight test involving a total of eight aircraft. The competition included the two experimental aircraft V 11 and V 18 powered by inline engines, which was actually not typical for Fokker. While the heavier V 18 did not deliver an entirely convincing performance, the V 11 soon achieved the role of clear favourite. The climbing capability, which was the only characteristic to be investigated in real detail during the hectic competition, and the general flight characteristics were the key factors responsible for attaining this role. The experimental aircraft referred to above form the basis for the subsequent Fokker D.VII, which was supposed to become one of the best fighter aircraft of the First World War. Although the comparative flight test came to an end without a clear winner, Fokker received an extensive construction order for the future D.VII. The actual prototype for the volume-production aircraft was the test biplane V 21, which was produced in 1918.
The D VII was manufactured in the standard composite construction used by Fokker. The fuselage and tail units of the single-seater biplane were made of a welded tubular-steel structure and were covered with fabric in the same way as the wings made of wood. The Daimler D IIIa inline engine provided the main method of propulsion. From April 1918, the new BMW IIIa high-altitude engine was fitted in the aircraft to the extent allowed by its restricted availability. The aircraft equipped with this engine made up about one third of total production and was designated the Fokker D VII F. Ultimately, from late summer 1918 other engines with similar power characteristics were available for volume production in the form of the improved Daimler D IIIaü and D IIIaüv.
The D VII had excellent climb capability, as well as being fast and robust. From April 1918, it was soon to become the most deployed German fighter at the front and remained a much feared opponent until the end of the war. By the time of the armistice, 2,600 aircraft had been commissioned and most of these aircraft had been manufactured. Volume production was carried out at Fokker itself and under licence at the Albatros plant. The Austro-Hungarian Empire had also selected the D VII by August 1918 for introduction in its armed forces and for volume production. The first orders had already been placed with Fokker. However, large-scale production failed to materialize there or in Austria-Hungary by the time the war came to an end.
The real danger perceived in the Fokker D VII was reflected in the fact that scrapping or handing over of this aircraft was explicitly defined in the Versailles Treaty. During the subsequent period, no less than 20 countries throughout the world used the D VII, some of them in significant numbers. They included the air forces of the Netherlands, Poland, Czechoslovakia, Hungary, Lithuania and the USA. Some of these aircraft continued flying until the beginning of the 1930s, for example as trainers, promotional or film aircraft.
