Fokker D.VIII Parasol Monoplane
					First known as the Fokker E.V, the D.VIII was known as the "flying razorblade" by the British.
	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.VIII was certainly not the first monoplane fighter to be deployed, but it was certainly one of the best. Once more Rheinhold Platz teamed up with Antony Fokker to produce a first class machine.  The first idea for a high wing monoplane came about when Fokker asked one of his test pilots to fly a D.VII without the lower wing (a version which was later tested as the V. 29).  The D.VIII existed in the form of the V26 prototype in early 1918, and was entered into the D-class fighter competition of April.  Competitors also entered the competition, such as Albatros, Pfalz, and Siemens-Schuckert.  Test pilots and front line pilots flew the machines and made their choice....... and it fell on the V26.  Combining rapid climb and good diving characteristics, as well as being sensitive at the controls, many pilots saw the new Fokker machine as the next step in fighter development. The fuselage was of typical Fokker construction:  a steel tube boxed frame, covered with doped fabric.  Essentially, the fuselage was that of the Dr-1, with the tail fin and rudder similar (though larger) to the D.VII.   The engine mounted was the 110 hp Oberursel cylinder rotary, a copy of the French built LeRhone..... the same powerplant in the Fokker Dr-1 Triplane.   Later models had a 140 hp engine.  Yet despite being almost 50 lbs heavier, the D.VIII was considerably faster.  It retained the now-characteristic Fokker airfoil lifting surface on the landing gear axle, but the wing was essentially new in design.  The D.VIII was a cantilever parasol monoplane, fancy terminology which indicated that the wing was set above the plane, connected by struts, and fashioned around a doubled cantilever beam which flexed when the wing was under stress loading.   The wing used some design concepts from the D.VII, but the ailerons were redesigned without the outside horn-balance.  The outer wing tips were rounded and reinforced with ash, while the rest of the wing was framed with spruce.  The entire wing was covered with 3-ply sheets just over ½ inch thick.  It was then covered with doped fabric providing a tightly stressed surface.  It was the wing design that gave the D.VIII improved speed performance. The rear spar of the wing had been blamed for early failures, when the plane was rushed into production.  At that time it was known as the E.V, and had been deployed to Jasta 6, and three of its aircraft crashed when the wing failed.  The government blamed Fokker for the failure (that during construction they planed the rear spar to thinly), while Fokker placed the blame on the government for ordering that the rear spar be strengthened against Fokker's specific protests.  This would have made the spar too rigid, causing it to crack under stress.  The latter is probably the real cause, because once Fokker got his way regarding the rear spar, the problem was solved (and it's historically common for government to blame others for their own failures).  The machine was returned to front line service, now known by its more common name, the D.VIII.  Only a handful of these exceptional aircraft saw service, but several German aces (such as Theo Osterkamp, 32 kills) scored several kills with the plane. Neat, compact and fast, the Fokker D.VIII had exceptional climb, tight turning ability, and good armament.  Visibility for the pilot was excellent in all directions, enhancing his situational awareness, which made the plane even more effective.  It did struggle with engine problems, mainly because castor oil was the best lubricant for rotaries, and by 1918 Germany's supply of quality castor oil was dwindling rapidly.  It was a fine handling machine, despite it being tail heavy.  It was responsive and light on the controls, though easy to fly.  Only the Sopwith Camel could out turn the D.VIII, and then barely.  Basic performance statistics: Fokker D.VIII (D8) Engine:  110hp Oberursel 9 cylinder rotary Weight: empty 893 lbs;  loaded:  1,334 Maximum speed: 127 mph at ground level Climb rate: to 3,280 ft-  2 min. Service ceiling: 19,680 feet Flight endurance: 1.5 hours Basic Specifications: Manufacturer: Fokker Flugzugwerke Dimensions: Span 27 ft, 5 in; Length 19 ft, 3 in; Height: 8 ft, 7 in; Dihedral: none Areas: Wing 115.5 sq ft Fuel: NA in any sources checked; probably around 22-25 gallons Armament: twin Maxim machineguns synchronized to fire through the airscrew. 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; "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.VIII:           The Fokker D.VIII, like its close cousin, the Dr-1 Triplane, is an excellent dogfighting machine.  But unlike the Triplane, the D.VIII is faster, allowing it to keep pace with most of the modern Allied scouts, such as the Spad XIII.  Light and sensitive with the controls, it actually takes a little getting used to because it's easier to over compensate in rolls and turns.  Care must be taken to not over apply rudder, as the D.VIII will spin, similar to the Triplane.  Nevertheless, once you get used to it (which doesn't take long) the D.VIII becomes a deadly machine.  It can out turn and even out power most Allied scouts.  The Spad XIII can't run away as easily, and the Sopwith Camel can't catch it.  The climb is top notch (better than the Fok. Triplane) and the structure is strong enough to handle power dives.  It retains stability in a turn, although the controls are so light that it's easy to over do it and roll the machine on to its back.  It will also do a "flat turn," where only rudder is applied and no banking occurs.  To have 3 or 4 of these in a flight could simply ruin an opponent's day! Simply put, every tactic and maneuver can be applied to the D.VIII.  It can equal the raw power of most opponents, while being able to out turn them.  The Spad XIII and Se-5a  have no chance against it in a turning fight, while the Camel can barely hold its own.  It will also out turn its predecessor, the D.VII.  Only the Fokker Triplane can compare in turning ability.  Aerobatic, the D.VIII can perform any maneuver crisply and precisely.  It can dive with the best of the best and not break up, although its light weight tends to slow its descent some, giving the heavier Spad XIII the advantage here.  The principle danger with the D.VIII is getting caught from behind while trying to shoot down an opponent.  Therefore, it is best to not remain on an enemy's tail too long, as this increases your exposure to attack. 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.VIII model.  Use its climbing and diving capability wisely, while its maneuverability provides and added edge.  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.