Down-Under D.VIII

[Langdon]

Hello,

For sometime now I have enjoyed the contribution of others on the "Aerodrome" site without really contributing so I hope you are interested in my project. With the help of Achim Engles who has provided web space for my photo collection I can now bring you some images of my work, but firstly I will give you a rundown on my project.

It started many years ago with intense research into the Fokker Dr.I (I am loathed to draw from contemorary research as much of it is not authentic and unless you do conduct the research there is no way of knowing what is or isn't) or more particularly the F.I as I wanted to build an authentic replica of Werner Voss's 103/17, I spent many years and thousands of hours on this project when two years ago I was extreamly fortunate in finding and purchasing an Oberursel UrII in the Netherlands. This engine is a very late built example and has some minor modifications from the type used in the Triplane, the most obvious difference are the steel induction tubes that take the mixture to the cylinders.

So I rethought my intentions, I had a late built Oberursel that I intended fitting on an early built triplane that saw much of its service fitted with a LeRhone engine, I finally decided to research the history of the engine which I did with the help of copies of the original Fokker delivery and Army acceptance sheets. The engine was part of the shipment of war materials that Fokker smuggled out of the country after the war, in fact the engine was still on the Fokker inventory in the Netherlands in 1934.

Unfortunately although I have information on almost all E.V and D.VIII aircraft built until the cease of hostilities my engine, No.3175, was not amongst them but 3174 was fitted to D.VIII 268/18 which was delivered in late October of 1918 and there are a small number of aircraft in the production batch around this machine that were unaccounted for (263/18 and 280/18 being the closest), either they were unfinished or the records went missing.

I have read that Fokker took as many as 20 D.VIII aircraft with him when he fled Germany after the war and I like to think my engine was fitted to one of them but I have no concrete proof; there is anecdotal evidence though as the engine had been fitted to an aircraft - it still has all its original mounting bolts on its mount plates and more importantly it has loose bolts in the mounting position of the gun synchronising drive gear- the Dutch did use UrII engines in a training aircraft they had Fokker build but they did not fit these aircraft with guns so I am quite sure that my engine had been fitted at least to a partially completed D.VIII.

Anyway since then I have been working on drawings for the D.VIII, my fuselage drawings are based on the original E.V drawings that are available but I modified them after inspecting the only remaining D.VIII fuselage in the world housed in the Caproni musuem in Italy, the rudder and fin drawings I made from the only known example in a museum in Denver Co. the horizontal stibiliser is virtually the same as the Dr.I which I had already researched (they would be interchangable if anyone tried) and the wing drawings which are nearing completion have been drawn from information contained in German and British reports - of the 10 different rib profiles 4 are very accurately described- laying out the wing as described in the German report - as well as the Fokker photo archive. I believe the wing has 1° of washout and a small amount of dihedral. The biggest secret, and the one I am yet to uncover, is the hinging method of the aileron, they are described as a pin on the end of the aileron fitting into an armoured recess in the adjacent wing ribs, simple enough but how do you remove and replace the aileron as there are no inspection holes and the gap between the aileron and the wing rib is only 9.5mm?

The first photo in my collection shows the jig I have built with some tubes cut and notched. I will post this now to see how it is done and hopefully follow up soon with more photos to bring you up to speed with where I am presently. I doubt I will be as prolific as Achim in updating this site as to build and research and aircraft is enough of a time user without having to run a buisness as well.

Langdon

http://www.collectors-edition.de/FokkerTea...LangdonD8/1.jpg

[Langdon]

I think that should have been :P

[wolfenbill]

So now you are taking your second steps. The engine was your first. Please keep us posted on your progress. I believe that we can always help one another and cheer each other along when we can watch the project take shape. Looking forward to more.

[Langdon]

Thank you Wolfenbill and my apologies to Achim for spelling his name wrongly. Here's another attempt with the first photo.

http://www.collectors-edition.de/FokkerTea...LangdonD8/1.jpg

[Langdon]

[Langdon]

One side complete prior to welding.



I found it very convenient to use my MIG welder to spot weld the frame together as it is quick, clean and causes almost no heat distortion to the framework, after the sides were spot welded together I finished the welding using a Henrob gas welding kit and experienced virtually no distortion.

[Langdon]

Both sides back in thier jig after being fully welded, they did not require any manipulation to make them refit the jig which was a great relief to me.



This shot shows the two sides together, what a wonderful shape

[Ross_Moorhouse]

Why aren't you TIG welding the frame? Much better heat control and less chance of blow outs. What material are you making the frame out of?

[Langdon]

Next I decided to install the tailskid post to give the rear of the fuselage some stability. The post has a socket type fitting build into it that works like the socket that holds a houshold lightbulb and these are the components that make up this part.



And the simple jig required during its installation.

[Langdon]

Hello Sopwith_Kennel,

Because I wish it to be a museum quality replica and therefore it must be oxy welded. I am using metric tube imported from Austria.

Langdon