Ernst Udet's Fokker D.VII. His fiancee's name was stenciled on the side, with the inscription on the tail "Du doch nicht!" ("Certainly not you!"). Artwork by Bob Pearson.
Fokker D.VII Scout
ATTENTION: all flight notes are based on certain parameters used in CFS when flying the plane, such as active sunglare, g-effects, and especially limited ammunition rules. Also, the tactical notes apply to modified flight models (the AIR files) and Damage Profiles of other WW I planes worked on by myself to model the real thing. It also assumes that hard-core flight simmers will fly the plane in its proper time period, pitting it against its more common opponents. The flight model was tested in medium and hard settings, and extensively "field tested" against human opponents, with repeated cross checks to historical descriptions of its handling.
Historical Notes:
The Fokker D.VII has gone down in history as one of the greatest aircraft in World War I. However, there were serious challengers. The Pfalz D.XII and the Siemens-Schuckert D.IV, both developed at the same time partly due to the January 1918 D-Class (single-seat fighter) competition, could lay claim to being better aircraft. The SS D.IV had a much more rapid climb, while the Pfalz D.XII was considered by Ernst Udet (Germany's second highest-scoring ace) to be superior to the D.VII. Nevertheless, the Fokker D.VII represents one of the finest flying machines ever developed by the firm, and its brilliant designer Reinhold Platz. Development was also aided by none other than Manfred von Richthofen, who used his considerable influence to push for the new machine. In the D.VII, von Richthofen hoped to finally receive an aircraft capable of taking on the new Allied planes such as the Sopwiths and Nieuports. At the D-Class competition, front line fighter pilots were ecstatic over the performance of the machine, and large contracts (with such firms as Albatros as subcontractors) were given the firm. Unfortunately for von Richthofen, he would never live to see them deployed.
The beauty of the D.VII lay in its ease of handling, capable of making average pilots better. Such was crucial at the last stage in the war, as the German Air Ministry grappled with the problem of hastily trained pilots. The D.VII was not only easy to handle, but was fast, a swift climber (especially once it received the 185 hp BMW engine), strong diver, and sufficiently maneuverable to stand up to the new Sopwith Camels. Its stall and spin characteristics were true and honest, and a reasonably seasoned pilot could learn to use such characteristics to his advantage. The D.VII could also "stand on its prop," a maneuver where the pilot could hold the plane in a near vertical climb while pouring a stream of lead into the belly of his foe above. But it was best known for its dramatic diving ability, and the diving attack became a standard D.VII maneuver. Many Allied pilots trembled to see a group of straight-winged machines diving out of the clouds from above.
The D.VII's construction followed Fokker's earlier practices. Having been a pioneer in the area of using steel tubing for the frames of his planes, the D.VII was no exception, with the fuselage constructed of a welded steel frame. Sheet metal was used to cover the fuselage from the engine area to the cockpit, and after this the frame was covered with doped fabric. The wings were of the wooden cantilever type ("cantilever" meaning the wing used a cantilever beam, with one end rigidly fixed-in this case to the fuselage or central box- while the other was allowed to flex considerably under wing loading), and the leading edges had a unique serrated 3-ply construction. Struts were of steel tubing, and were inserted into their joints with ball mounts. This allowed the wing to flex considerably in flight, which helped enhance maneuverability and distribute stress. The D-Class competition had demonstrated the need to add a vertical fin (contrary to usual Fokker fashion), which stabilized the plane considerably, yet retained much of its maneuverability. The odd element about the rear fin was that it was slightly canted off of the longitudinal line of the fuselage. Captured models demonstrated that the overall craftsmanship was "decidedly good, and the finish neat and careful"(Jane's, p. 151), demonstrating remarkable quality for the late stage of the war (especially considering factory complaints about unskilled female workers!).
Construction of the D.VII was given to other firms under contract, such as Fokker rival Albatros. However, no consistent plans were used for building the planes. As a result, though they looked alike on the outside, the Fokker and Albatros D.VIIs were quite different, and often could not share crucial parts. This reflected the considerable confusion in the German war effort and the failure of the Armaments and Air Ministries (Inspectorate of Flying Troops) to standardize production, and thereby increase output. British output of machines was remarkable (producing over 4,500 Camels alone), while the Germans continued to struggle within the tangle of their bureaucratic network. By war's end over 770 D.VIIs had reached front line units, forming the bulk of the German flying corps. After the war Antony Fokker, who managed to slip unassembled D.VIIs out of the country, rebuilt his firm in Holland and the D.VII continued in production, soldiering on in such far away places as southeast Asia through the 1920s. The D.VII also enjoys the distinction of being the only specifically named weapon in the Versailles Treaty that the Germans could not keep.
Basic performance statistics: Fokker D.VII
Engine: early- 160 hp Mercedes; later (this model)- 185 hp BMW (both 6 cylinder water cooled)
Weight: empty 1,540 lbs; loaded: up to 1,930
Maximum speed: 116 mph at 3,280 ft. (1,000m)
Climb rate: to 16,400 ft (5,000m) Mer- 31.5 min; BMW- 16 min.
Service ceiling: 22,900feet
Flight endurance: 1.5 hours
Basic Specifications (vary from model to model):
Manufacturer: Fokker Flugzugwerke; also Albatros Werke and Ostdeutsche Albatros
Dimensions: Span 29ft, 3.5in; Length 22ft, 11.6in; Height: 9ft, 2.25in; Stagger: 23.5 in; Dihedral: none; Incidence: none
Span of tail: 6 ft
Areas: Wings 221.4 sq ft; Rudder 5.9 sq ft
Fuel: 20 gallons
Armament: twin Maxim machineguns synchronized to fire through the airscrew; ability to carry several bombs.
Typical ammo load: 500-550 rounds per gun
Primary sources: "Jane's Fighting Aircraft of World War I, 1919 (1990 reprint); "British Aeroplanes, 1914-1918," J.M. Bruce; "German Aircraft of the First World War," Gray and Thetford; "Fighter Aircraft of the 1914-1918 War," Lamberton, et. al.; "German Air Power in World War I," Morrow; "Aircraft Camouflage and Markings 1907-1954," Robertson et al; "Military Small Arms of the 20th Century," Hogg and Weeks.
Fighting and winning in the Fokker D.VII:
The Fokker D.VII is simply a joy to fly. Even in a tight turn, the plane maintains its balance and control. If too much rudder is applied the plane will go into a flat spin, which is easily recovered after 2-3 rotations. Just apply opposite rudder, or straighten the stick until it pulls out. The plane will lose anywhere from 200-400 feet during the spin. If placed in autorudder the plane will rarely spin, but such robs the D.VII of its crucial maneuverability. The D.VII is not as sensitive to fly as the Sopwith Camel, yet responds crisply to the controls. Like all machines, practice with the plane, pushing it into spins, practicing the "tail stand" (standing on its prop) and such.
To create a flat spin, pull the stick all the way back and either to the left or right, applying full rudder to the same direction. The plane will roll over, and then level off, followed by the spin. Once the plane moves into the spin, maintain the spin by centering the elevators, but keep aileron and rudder. To pull out, apply opposite rudder or straighten the stick. With practice, it can become an effective (though last ditch) maneuver of escape. Most pilots of WW I would not recommend such, but many still used the spin occasionally to survive! Standing the D.VII on its prop is not too difficult. With a target above and to the front, simply give full throttle and pull back on the stick. Avoid side slipping as this reduces lift. Engage your target, and when the speed drops close to zero, kick the rudder to one side to allow the plane to snap over in a shallow hammerhead maneuver. If you don't kick the rudder, the plane will gently settle back towards level flight.... so slowly that you'll be an inviting target!!
A quick note about climb rates and speed. The CFS system frustrated my attempts to make accurate climb rates for the planes. Most (but not all) CFS type planes climb faster than they should. Climb rates for this machine (and other WW 1 types) are adjusted on a ratio where the rate is 12 to 15% faster than historically accurate. Although the planes climb faster, the adjustments made them climb accurately in comparison to each other. This was crucial, since climbing (and diving) were principle tactics in aerial combat, placing a pilot either in control, or at the mercy of his foes. This is reflected in the D.VII model. Use its climbing and diving capability wisely. Regarding speed, it has been noted that planes tend to fly faster on the internet (WW I machines going 15-18 mph faster). Thus, the AIR file was adjusted to slow the plane down. You will see this if you fly the plane against the computer in Quick Combat.
The D.VII is very maneuverable, and is only outclassed in this area by the Sopwith Camel, and to a lesser degree, the Fokker Dr1 Triplane, Fokker D.VIII Monoplane and Sopwith Snipe. If you get into a turning fight with an experienced Camel driver, he will probably kill you. Other aircraft, even the Sopwith Tripe, can fall prey to the D.VII. You can out muscle the Camel with the D.VII. Use Dive and Zoom tactics (also called "strafe and rake") to damage him. Once crippled, he will fall easy prey either to yourself or one of your buddies on another pass. Furthermore, the D.VIIs twin guns give it a decided advantage over earlier British and French machines with only a single, and even over the Se-5a (with its one Vickers and wing-mounted Lewis). However, by the time the D.VII came out, it was rare that you ran into a single gunned plane. Once on target, close in to 200 feet (or less) and fire short bursts, conserving your ammunition. Generally avoid excessive deflection shots (when the enemy is flying at an extreme angle from you). Experience in WW I (and even on the Zone) demonstrated that the best way to get an enemy is to get on his tail and take him down quickly. Of course, if you're flying with unlimited ammo this is not a problem. But in limited ammo games, the excessive deflection shot will eat up your precious firepower. Avoid the temptation! And watch out for the collisions. Many collisions occur because fliers fail to correctly estimate the distance to the enemy plane. Much like the warning on right side car mirrors, one could say that the "enemy plane is closer than it appears."
The D.VII makes an excellent plane for beginners on the Zone, especially if you're flying teams. New pilots can get used to flying a decent aircraft, and still hold their own. However, team work is still essential. If you go it alone on the Zone, use the D.VIIs superior climb and dive characteristics. If you get someone on your tail, turn into the fur ball (where the action is), trying to lure somebody to pick your opponent off. Of course, if he's flying a SPAD or Se-5 you can turn inside of him and take him out. But if he's experienced with the Camel, your only hope is to either zoom past him and be gone, or to get somebody else to take him out. The construction of the D.VII allowed the plane to take more damage than the Camel, and this can be useful when working as a team. And remember: watch your back. The best aces usually fell because they once forgot to look behind them.
If you fly on the Zone alone, pick and choose your fights. Many guys on the Zone simply dive in and fight. It can be a lot of fun, but if you want to try simulating the real thing, hang out and pick your fight carefully. Dive in, turn on your opponent, flame him and then pull out. If followed, the D.VII has the ability to turn inside most opponents. But, if you follow an enemy too long, somebody else will jump your tail and take you out. For the hard-core simmer, it is much more accurate to flame only one, maybe two planes in a session, and come out alive, then to shoot down 15, but get flamed 12. Then again, if you're looking for plain, old fashioned fun, the D.VII can provide a great plane to rip up the other guys in one big fur ball.