Constructors' Notes and Instructions for Use, Fokker D.VII-65
Originally printed by Rousseau Aviation
These are the notes and instructions which were written by the builders of the three full-size replica Fokker D.VIIs used in the movie The Blue Max. I republished them from use by F.A.C. (Fighting Air Command) pilots who checked out in the planes in the mid-1980s, when they were based at Hartlee Field, Denton, Texas.
Publication HBD/EAR.12 ROUSSEAU AVIATION Aeroport de Dinard Issue Two. DINARD FRANCE NOTE: This publication has been reprinted by the Fighting Air Command, the current owners and operators of the three Fokker D.VII replica aircraft built by Rousseau Aviation for the film The Blue Max. Some information contained in the original publication and this reprint may not be correct for the aircraft in their current configuration. Pilots should consult the F.A.C. pilot's notes for these aircraft. The Fokker D.VII is a single bay staggered sesquiplane and was designed as a single seat fighter for the German Air Force during 1918. The Fokker D.VII-65 is a modern copy of the original D.VII. This version suffixed 65, has been produced by Rousseau Aviation at Ateliers Aeronautiques de la Cote d'Emeraude, Dinard Airport, France. The design has been undertaken on the basis of being a copy of the genuine Fokker D.VII housed in the French Musee de l'Air at Chalais Meudon, this example being one actually captured in flying condition during 1918. Following a detailed examination and investigation of the original aircraft and a study of various records and tests conducted by official bodies a full and up to date stress analysis has been undertaken to check the validity of the original design. Following preparation of a Type REcord it has been possible to submit the aircraft to the French airworthiness authorities who have issued a Special Certificate of Airworthiness in the Utiltiy Category. The basis of Design Declaration has been the requirements of the French Norme AIR 2052. A Type Certificate has been issued. Except in respect of the engine installation the 65 version is a true structural copy of the original type. In order to meet customer requirements the aircraft has been fitted with modern instruments calibrated in English, a V.H.F. radio has been installed and the engine installation is changed from the original Mercedes to a deHavilland Gipsy Queen 3A fitted with a Fairey Reed metal propeller. Flight test conducted by the manufacturer and by test pilots of the French Centre d'essais en vol, the official flight test centre in France, have shown the aircraft to have exceptionally good handling characteristics. Tests have included stalling and spinning and six turn spins to the right and left have been conducted successfully. The behaviour in flight conforms generally to modern requirements except that no stall warning device is fitted. The stalling characteristics are docile and straightforward with a gentle nose drop and rapid recovery at the stall. Fuselage The fuselage structure is a jig built welded assembly in steel tubing. The engine bearers and forward fuselage structure which includes Port and Starboard top mainplane attachment tripods are integrally welded and have no means of rigging adjustment. Aft of the fuel tank bay the structure is formed of a series of quadrilateral bays with a quarter ring welded into the nodal points. The quarter rings are disposed in the transverse plane and are used to accomodate the piano wire bracing of the rear fuselage. Each side bay of the fuselage is braced diagonally in side elevation by a piano wire loop passing over the quarter ring in opposite corners and being tensioned by a turnbuckle. Each bay in front elevation is braced in similar manner. The rectangular section of the fuselage structure is varied by the addition of a low curved turtledeck, forward of the cockpit this decking is made in light alloy sheet while aft of the cockpit shape is provided by a light plywood skin stiffened by stringers and attached to welded metal clips on the top transverse members. The sternpost is blocked by a spindled wooden member. Before covering the structure is etch primed with two coats of sprayed Celomer P.50 primer and in addition all tubes in the cockpit and forward are sprayed with a grey cellulose finishing coat. Heavy grade linen fabric is applied to the fuselage being cemented to a longitudinal tape wrapping of the longerons and boundary members. The fabric is doped with red oxide dope with a sprayed silver sealing coat after which the camouflage paint scheme is sprayed. Access to the interior of the rear fuselage is provided by a laced up seam running along the ventral centre line of the fuselage. Undercarriage The undercarriage consists of two steel tube vee members with ball and socket attachments to the fuselage. At the lower end of each vee the axle beam is fitted. The axle beam is a steel box structure through which the wheel axle proper is threaded and held in place by rubber cord so that when load is applied the axle moves vertically inside the beam straining against the rubber cord attached to the beam and passing over the axle. The whole structure is braced against sideways loading by two crossed cables, tensioned by turnbuckles, across the forward bay. Wire braced wheels with high pressure smooth tyres run on plain bronze bearings. A large aerofoil section fairing, made of light alloy sheet, is fitted over the axle box. The tailskid is a laminated beach wooden member of club shape. It is pivotted to allow vertical movement of the cup shaped steel skid shoe and at the forward end, inside the fuselage, attaches to two steel tension springs which absorb the landing loads. A check cable is fitted to prevent over travel and a light return spring is also fitted. The tailskid pivot is a "U" section fitting with a plug type attachment to the sternpost. Empennage The empennage, with the exception of one member in the fin structure is manufactured entirely in metal tubing. Each member is welded in place. The fin is a simple triangle with the base rib being in wood. The fin spar tube provides a hinge bearing attachment for the rudder. The rudder consists of a vertical tube with light section steel tube welded to it to form simple ribs, the boundary member forming the trailing edge is also in light section tube. The spar tube is bronze faced at the hinge points and a steel wrapper strip picking up on to the fin provides a hinge at each hinge point. The tailplane has a spanwise spar tube at the elevator hinge line and two heavy section tubes are swept forward from the tips to the front fuselage attachment. Small diameter tubes are welded to form simple ribs and are brought together at a steel tube leading edge member. The Aerodynamically balanced elevators are of similar construction with a continuous tube forming the mainspar and hinge bearing surfaces. Two control king posts are welded to the elevator spar. The whole empennage is fabric covered with the rib to fabric attachments being strung through. Mainplanes The mainplanes are of entirely wooden construction. Each mainplane is composed of two box spars tapering in both forward elevation and plan view. Simple I section ribs consisting of a gaboon ply web flanged on each sides with spruce or poplar strips are threaded over the spars. The leading edges are gaboon ply covered the ply being spliced spanwise on the heavy section leading edge member. Tip bends are in heavy section spruce laminations. The trailing edge is formed of a ply strip on both top and bottom surfaces and glued to a poplar or spruce spanwise trailing edge member. To imitate the wire trailing edge used originally the trailing edge is shaped to a scalloped pattern. Both mainplanes are of parallel chord and are of full span one piece construction. The spars are plan braced with heavy gauge piano wire from the root ribs to a point adjacent to the interplane "N" struts. The top mainplane is fitted with an auxiliary spar which serves to carry the aileron hinges, this spar is not full span. Attachment brackets to the fuselage are substantial "U" section brackets bent up from sheet steel, these have a single bolt pick up at each main fuselage fitting of which there are four. Smaller "U" brackets are fitted outboard to accomodate the ends of the interplane bacing "N" struts. The whole structure is fabric covered with heavy grade linen fabric doped with red oxide dope. Rib stringing is standard with subsequent taping. The mainplanes are then painted with a heavy coat of silver dope as anti-actinic protection before the application of the final paint scheme. There is no external bracing wires to the mainplanes which are in fact cantilever structures. Ailerons are fitted to the top plane only and are steel tube welded construction. No mass balance is fitted byt large area aerodynamic balance surfaces are fitted at the ouboard tups. In plan view the ailerons have an inverse taper. Hinge bracket wrapper plates of "U" section pick up at each point by two bolts on to the false spar of the mainplane. As in other control hinges the spars are built up by brazing and machined to form hinge surfaces. Maintenance of the airframe structure is simple being in general confined to regular inspeciton of welded joints at appropriate intervals, rectification of corrosion as may become apparent, and making good any damage to doped fabric. FLIGHT MANUAL Aircraft : FOKKER D.VII - 65 Construction by Ateliers Aeronautiques de la COTE D'EMERAUDE of the Fokker D.VII fighter of 1918 adapted for installation of a Gipsy Queen III engine. Authorised Constructor: Ateliers Aeronautiques de la Cote d'Emeraude Claude Rousseau, Aerodrome de Dinard-Pleurtuit, (Ille-et-Vilaine), France. ________ SPECIAL CATEGORY CERTIFICATE OF AIRWORTHINESS Category : Utility ________ Type Certificate No: Issued: July 1965 Applicable to aircraft Nos. 1, 2 and 3. ________ Certification Basis : Requirements of AIR 2-52 (November 1959 edition with amendments up to and including 15th June 1963). DESCRIPTION OF THE AIRCRAFT Single seat biplane. Fixed undercarriage with tail skid. Single engine. Wooden Mainplane structure with fabric covering. Fuselage and Tail Unit structure of welded steel tubes with fabric covering. 1. - BASIS OF CERTIFICATION 1.1. Limiting Speeds Vne Never Exceed Speed 240 kph - 149 mph Vno Normal Operating Limit 180 kph - 112 mph Vc Structural Cruising 180 kph - 112 mph Vp Manoeuvring 180 kph - 112 mph Vs Stalling, Vso or Vsl sole configuration 96 kph - 60 mph 1.2. Limiting Accelerations based on Maximum Total Weight Authorized of 2,310 lb / 1050 kgs for Utility Category manoeuvres. Maximum positive Plus 4.2 Maximum negative Minus 1.68 1.3. Weight and Balance Maximum Total Weight Authorized for Take Off 1160 Kgs - 2,552 lb. Minimum Landing Weight 1160 Kgs - 2,552 lb. These weights are those appropriate to structural strength in the Normal Category. Levelling Datum : Top longeron tubes of the pilot's cockpit set horizontal. Center of Gravity Datum : Leading edge of Lower Mainplanes. Loaded Centre of Gravity Limits. Forward Limit: 30.9 per cent mean chord, i.e. 54 mm / 2.12 ins aft of datum Aft Limit: 38 per cent mean chord, i.e. 6.2 ins aft of datum. Mean Chord as defined on Page 16 of Type Record F.DVII. Weight kgs Moment Arm Weight Moment Arm (Metres) lb (inches) Aircraft Empty Weight (Tanks Dry) 905 Minus 0,024 1991 Minus 0.94 Pilot and parachute 86 Plus 1,27 189 Plus 50 Usable Fuel 86,400 Plus 0,34 190 Plus 13 Usable Oil 11 Minus 0,11 24 Minus 4.3 Various Equipment (Camera etc) 72 158 _______ _____ 1.160 2552 2. - EQUIPMENT 2.1. Engine Number: One Manufacturer: de Havilland Type: GIPSY QUEEN 3A Fuel: Aircraft Fuel Minimum Octane rating 70. Oil: 100 Grade Summer 100 Grade Winter (DERD 2472 Non Det.) Max. Continuous Power Limitations: 2150 r.p.m. Minimum Oil Pressure: 2.1 kgs.sq.cm. i.e. 30 p.s.i. Minimum Oil Temperature: 90 deg. Centigrade 190 deg Farenheit. Minimum Fuel Pressure: 0,138 kgs.sq.cm. i.e. 2 p.s.i. 2.2. Propeller Manufacturer: Fairey Reed Drg. No: A.67967/X5 2.3. Fuel Tank One tank in fuselage Capacity: 120 Litres i.e. 26.4 Imp. Gallons (26 galls usable) 2.4. Oil Tank Maximum Oil Capacity: 14 Litres i.e. 3 Imp Gallons. 2.5. Special Equipment Nil 2.6. Gauges Read direct from instrument scale, indications corrected on instrument panel placards. 3. - LIMITATIONS Within the limits of operation in the UTILITY category. 3.1. Air Speed Indicator Graduations Indicated Speeds are correct and in Statute Miles per Hour. 3.2. Limiting Speeds (IAS) Statute m.p.h. k.p.h Never Exceed 149 240 Normal Operating Limit 112 180 Cruising Speed at 2,150 r.p.m. 105 169 Stalling Speed, Level Flight 60 96 3.3. Loading Instructions In utility Category for aerobatic manoeuvres total weight authorized is 2,310 lb. (1050 kgs). 3.4. Smoking Not permitted 3.5. Minimum Crew: One Pilot. 4. - LEADING PARTICULARS Dimensions Span 8.93 m. 29 ft. 3 1/2 ins. Length 7.00 m. 23 ft. 0 ins. Height 2.79 m. 9 ft. 2 ins. Mainplane area 21.83 m.2. 235 sq.ft. Undercarriage Track 1.84 m. 6 ft. Unbraked mainwheels, pnuematic tyres Section 7.00 x 125 Tyre Pressure 38 p.s.i. 2.6 - 2.8 kg/cm2. Shock absorbers by Rubber Cords Tail undercarriage / Skid Rigging Tailplane Incidence : Plus 3 deg. to horizontal datum. Control Surface Movements: Elevator UP plus 30 deg DOWN minus 30 deg Ailerons UP plus 30 deg DOWN minus 30 deg Rudder PORT 30 deg STBD 30 deg 5. - OPERATION 5.1. Indicated Air Speed for Climb Recommended Climb Speed 85 m.p.h. Recommended Final Approach Speed 85 m.p.h. 5.2. Special Instructions for fuel system None applicable. 5.3. Engine Fire in Flight Fuel OFF Throttle OPEN MASTER Switch OFF Generator switch OFF Magnetos OFF (when fuel from Carb is exhausted) FOKKER D.VII - 65 CHECK LIST BEFORE FLIGHT TAKE OFF VITAL ACTION Walk Around Inspection Throttle Friciton SET Fuel Tank Replenished Fuel ON Oil Quantity Checked Gauges IN LIMITS Battery Cannon Plug Secured Harness and Chute Locks LOCKED Cowl Access Panels secured Pitot Covers Removed Wheel Chocked BEFORE LANDING VITAL ACTION Operate Fuel Tank Purge Fuel Contents CHECK BEFORE START Gauges IN LIMITS Magneto Drop at 1800 rpm CHECK Mag Switches OFF Master Switch OFF VHF Switch OFF SHUT DOWN VITAL ACTIONS Throttle CLOSED Harness & Chute SECURE Fuel Supply OFF Seat Raise Lever LOCKED Throttle Closed CHECK Rudder Pedals ADJUST Mag Switches OFF Altimiter SET VHF Switch OFF Camera Switch OFF Camera Switch OFF Master Switch OFF STARTING Master Switch ON AFTER SHUT DOWN Generator Switch ON Battery Volts 24 Walk around Inspection Fuel ON Record and Report Defects Fuel Gauge Indic. CHECK Check Controls locked Primer OPERATE Check Wheels Chocked. Propeller TURN Ground Crew CLEAR Mag Switch 1 PLUS 2 ENGINE FIRE Start Button PRESS Oil Pressure CHECK Fuel OFF Mag Switch Dead Cut CHECK Throttle OPEN VHF Switch ON Master Switch OFF Generator Switch OFF RUN UP Magneto Switch OFF (when fuel from carb is exhaused) Fuel Press. Light EXTINGUISHED Oil Temperature CHECK Mag Drop at 1800 rpm CHECK Full Throttle rpm CHECK Oil Pressure CHECK Ets. Ateliers Aeronautiques de la Charge Rate CHECK Cote d'Emeraude CLAUDE ROUSSEAU Slow Running CHECK Dinard Airport, Dinard, France. Throttle Response CHECK Switches, Controls and Instruments Magneto Switches Port side of instrument panel. Lowest position of knob is OFF, positions 1 and 2 are independent magnetos, marking 1+2 means CONTACT both mags. Battery Master Switch Grey knob Starboard side of instrument panel. Push for ON, pull for OFF. V.H.F. Radio Switch On front face of set. Turn swich clock wise for ON and volume increase, turn knurled collar behind switch for Squelch. Socket marked "Casque" is for phones, socket marked Micro is for microphone. Press to Talk At top of control column. Generator Cut Off Tumbler switch on Stbd side of instument panel. Throttle Normal type fore and aft movement lever at Port side of cockpit and fitted with plastic friction knob. Harness Aerobatic type with centre lock. With harness locked lever is vertical. If "O" on lock is visible at top then harness is not locked. Seat Raise and Lower Lever at Stbd side of seat with push button lock on top of lever. Rudder Pedals Parallel action, fitted with toe straps, adjust by two knobs on top surface of control box. N.B. Pull Left knob for Stbd pedal and vice versa. Fuel Cock Stbd side of cockpit, a simple lever moving fore and aft. Lever forwards is ON, to move OFF lift safety catch. Primer Kigass pump type. Unscrew knob, pump until resistance is felt then prime as required. Important to ensure screwed down after use. Camera Switch Stbd side of instrument panel. Starter Button Stbd side of instrument panel adjacent to fuse box. Fitted with spring loaded safety cover. Airspeed Indicator Left side of centre panel, graduated in Statute M.P.H. Altimeter Kollsman Sensitive 3 pointer type with Mb scale. Graduated in feet. Turn and Slip Reid and Sigrist Mark 1A two needle type venturi operated. R.P.M. Tachometer Electric Two pointer type, small hand thousands, big hand hundreds of r.p.m. Fuel Contents Jaeger Type graduated in fractions of tank capacity. For Imp. Gallons conversion consult calibration card on instrument panel. Oil Pressure Jaeger Type graduated in Kgs.Sq.Cm. Normal Pressure is 4.9 Kgs.Sq.Cm. equivalent to 70 p.s.i. Minimum in flight with 5 minute limit is 2.1 Kgs.Sq.Cm. equivalent to 30 p.s.i. Oil Temperature Jaeger Type graduated in degrees Centigrade. Ammeter Standard A.M. Type on Stbd lower side of instrument panel. Voltmeter Standard A.M. Type on Stbd lower side of instrument panel. Fuel Pressure Warning light at top left hand side of Warning Light instrument panel. Magnetic Compass Vion Type Direct reading with vertical presentation, installed at top centre of instrument panel. EMERGENCY EQUIPMENT First Aid Box Stowed on Port side floor board under seat. Fire Extinguisher Stowed in clip above V.H.F. set.
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