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Constructors' Notes and Instructions for Use, Fokker D.VII-65

Originally printed by Rousseau Aviation
Published by Randy Wilson
Copyright 1997 by Randy Wilson

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

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,

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.


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

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


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.


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

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

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.


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,

                      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).


          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.


     1.1. 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

          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

          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

     2.1. 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
          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

     2.4. Oil Tank

          Maximum Oil Capacity:    14 Litres i.e. 3 Imp Gallons.

     2.5. Special Equipment


     2.6. Gauges

          Read direct from instrument scale, indications
          corrected on instrument panel placards.


     Within the limits of operation in the UTILITY category.

     3.1. Air Speed Indicator Graduations

          Indicated Speeds are correct and in Statute Miles per

     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.



     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.


     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


     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


     5.1. 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


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
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

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

Press to Talk            At top of control column.

Generator Cut Off        Tumbler switch on Stbd side of instument

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

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

Fire Extinguisher        Stowed in clip above V.H.F. set.

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All material not specifically credited is Copyright by Randy Wilson. All rights reserved.
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