AIRDROMEFOKKER Dr.i

N8092L

OWNERS MANUAL2008 EDITION

WARNING

EXTREME CARE MUST BE EXERCISED TO LIMIT THE USE OF THIS HANDBOOK TO THE APPLICABLE AIRCRAFT IDENTIFIED ON THE FACE OF THIS MANUAL. SUBSEQUENT REVISIONS WILL BE INSERTED WHEN APPLICABLE.

TABLE OF CONTENTS

SECTION 1 GENERAL

SECTION 2 LIMITATIONS

SECTION 3 EMERGENCY PROCEDURES

SECTION 4 NORMAL PROCEDURES

SECTION 5 PERFORMANCE

SECTION 6 WEIGHT AND BALANCE

SECTION 7 DESCRIPTION AND OPERATION OF THE AIRPLANE/SYSTEMS

SECTION 8 HANDLING, SERVICICING & MAINTENANCE

SECTION 9 SUPPLEMENTS

SECTION 10 OPERATING TIPS

TABLE OF CONTENTS

SECTION 1

GENERAL

ItemNo.

1. Introduction

2. Engine

3. Propeller

4. Fuel

5. Oil

6. Maximum Weights

7. Standard Airplane Weight

8. Baggage Space

9. Specific Loading

SECTION 1

GENERAL

1. INTRODUCTION

This Pilot’s Operating Handbook is designed for maximum utilization as an operating guide for the pilot. It includes material following guidelines of production aircraft required by C.A.R. 3 and FAR Part 21, Subpart J. It also contains supplemental data gathered from the kit manufacturer.

This handbook is not designed as a substitute for adequate and competent flight instruction, knowledge of current airworthiness directives, applicable federal air regulations or advisory circulars. It is not intended to be a guide for basic flight instruction or a training manual and should not be used for operational purposes unless kept in a current status.

Assurance that the airplane is in an airworthy condition is the responsibility of the owner. The pilot in command is responsible for determining that the airplane is safe for flight. The pilot is also responsible for remaining within the operating limitations as outlined by instrument markings, placards, and this handbook.

Although the arrangement of this handbook is intended to increase its in-flight capabilities, it should not be used solely as an occasional operating referance. The pilot should study the entire handbook to familiarize himself with the limitations, performance, procedures and operational handling characteristics of the airplane before flight.

The handbook has been divided into numbered sections. The limitations and emergency procedures have been placed ahead of the normal procedures, performance and other sections to provide easier access to information that may be required in flight. The “Emergency Procedures” Section has been furnished with a red tab divider to present an instant reference to the section. Provisions for expansion of the handbook have been made.

2. ENGINE

(a) Number of engines 1(b) Engine manufacturer Valley Engineering(c) Engine model number VE0605(d) Takeoff power (BHP) 110(e) Takeoff engine speed (RPM) 3850(f) Maximum continuous power (BHP) 100(g) Maximum continuous engine speed (RPM) 3450(h) Bore (mm) 94(i) Stroke (mm) 82(j) Displacement (cc) 2276(k) Compression ratio 8:1(l) Engine type Four cylinder, reduction drive, horizontally opposed, air cooled

3. PROPELLER

(a) Number of propellers 1(b) Propeller manufacturer Culver Propellers(c) Model Wood(d) Number of blades 2(e) Propeller diameter (inches) 96(f) Propeller type Fixed pitch

4. FUEL

MOGAS/AVGAS(a) Fuel capacity 17.5(b) Useable fuel 14.5(c) Fuel (1) Minimum octane 87LL (2) Alternate fuel 89LL or 92LL, 100 Green or 100LL Blue Aviation grade

5. OIL

(a) Oil capacity (U.S. quarts) Approx. 3 qts.(b) Oil specification Castrol GTX(c) Oil viscosity (1) Summer 20W50 (2) Winter 10W40

6. MAXIMUM WEIGHTS

(a) Maximum ramp weight 1100 lbs.(b) Maximum takeoff weight 1100 lbs.(c) Maximum landing weight 1100 lbs(d) Maximum baggage weight NA

7. STANDARD AIRPLANE WEIGHT

Refer to figure 1-1 for the Standard Empty Weight and the Useful Load.

8. BAGGAGE SPACE

None at this time. Future modifications may allow a nominal load to be carried in the cockpit.

9. SPECIFIC LOADINGS

(a) Wing Loading (lbs. per sq. ft) TBD(b) Power Loading (lbs. per hp) TBD

TABLE OF CONTENTS

SECTION 2

LIMITATIONS

Item No.

1. General

2. Airspeed Limitations

3. Airspeed Indicator Markings

4. Power Plant Limitations

5. Power Plant Instrument Markings

6. Weight Limits

7. Center of Gravity Limits

8. Maneuver Limits

9. Flight Load Factors

10. Types of Operations

11. Fuel Limitations

12. Noise Level

13. Placards

SECTION 2

LIMITATIONS

1. GENERAL

This section provides the suggested/proven operating limitations, instrument markings, color coding and basic placards necessary for operation of the airplane and its systems.

This airplane must be operated as an experimental category airplane in compliance with the operating limitations stated in the form of placards and markings and those given in this section and this complete handbook.

Limitations associated with those optional systems and equipment which require handbook supplements should be sought out in optional equipment reference binder.

2. AIRSPEED LIMITATIONS

SPEED MPH

Never Exceed Speed (VNE) - Do not exceedthis speed in any operation 105

Maximum Structural Cruising Speed (VNO) - Do not exceedthis speed except in smooth air and then only with caution 95

Design Maneuvering Speed (VA) - Do not make full orabrupt control movements above this speed 85

CAUTION

Maneuvering speed decreases at lighter weight as the effects of aerodynamic forces become

more pronounced. Linear interpolation may be used for intermediate gross weights. Maneuvering

speed should not be exceeded while operating in rough air.

3. AIRSPEED INDICATOR MARKINGS

MARKING MPH

Red Radial Line (Never Exceed ) 105

Yellow Arc (Caution Range - Smooth Air Only) 95-105

Green Arc (Normal Operating Range ) 45-95

4. POWER PLANT LIMITATIONS

(a) Engine Operating Limits (1) Takeoff Power - 5 minute limit (BHP) 110 (2) Takeoff Engine Speed - 5 minute limit (RPM) 3850 (3) Maximum Continuous Power (BHP) 100 (4) Maximum Continuous Engine Speed (RPM) 3450 (5) Maximum Oil Temperature 250 (6) Oil Pressure Minimum ( red line ) 10 Maximum ( red line ) 80 (7) Fuel Pressure Minimum ( red line ) ?? psi Maximum ( red line ) ?? psi (8) Fuel (MOGAS) Minimum Grade 87LL Higher Octanes and 100LL AVGAS Okay

5. POWER PLANT INSTRUMENT MARKINGS

(a) Tachometer (While Tiny Tach is installed and operable, markings on INOPERATIVE RPM indicator will be used for reference numbers) Green Arc (Normal Operating Range) 700-3850 RPM Yellow Arc (5 Minute Limit) 3450-3850 RPM Red Line (Takeoff Power) 3850 RPM (b) Oil Temperature Green Arc (Normal Operating Range) 150-250 Red Line (Maximum) 250 (c) Oil Pressure Green Arc (Normal Operating Range) 20-80 Yellow Arc (Caution Range) (Idle) 10-20 Red Line (Minimum) 10 Red Line (Maximum) 80

(d) Fuel Pressure Green Arc (Normal Operating Range) ??? Red Line (Minimum) ??? Red Line (Maximum) ???

6. WEIGHT LIMITS

(a) Maximum Ramp (lbs.) 1100 lbs. (b) Maximum Weight (lbs.) 1100 lbs. (c) Maximum Baggage (lbs.) N/A

7. CENTER OF GRAVITY LIMITS

Weight Forward Limit Rearward LimitPounds Inches Aft of Datum Inches Aft of Datum

1100 ??? ???

NOTES

The datum used is measured from the forward hub of the propeller.

It is the responsibility of the airplane owner and pilot to insure that the airplane is properly loaded.

8. MANEUVER LIMITS

(a) Experimental Category for this aircraft - All acrobatic maneuvers including spins are prohibited. (b) Approved maneuver for bank angles exceeding 60 degrees

Entry Speed Steep Turns 85 MPH Lazy Eights 85 MPH Chandelles 85 MPH

9. FLIGHT LOAD FACTORS

(a) Positive Load factor (Maximum) ?G (b) Negative Load Factor (Maximum) ?G

10. TYPES OF OPERATION

(a) DAY VFR ONLY (b) Non Icing

11. FUEL LIMITATIONS

(a) Total Capacity 17.5 GAL (b) Unusable Fuel 3 GAL The unusable fuel for this airplane has been determined as 3 gallons in critical flight attitudes (c) Usable Fuel 14.5 GAL

12. NOISE LEVEL/EYE PROTECTION

The noise level of this aircraft is ?? d B(A) Hearing protection as well as eye protection must be used at all time while operating this aircraft

13. PLACARDS

In full view of the pilot:

EXPERIMENTAL

FUEL ON - OFF

Adjacent to the fuel filler cap:

FUEL - MOGAS 87LL OR HIGHER GRADE USEABLE CAPACITY 14.5 GAL USEABLE CAPACITY TO BOTTOM OF FILLER NECK 18 GAL

TABLE OF CONTENTS

SECTION 3

EMERGENCY PROCEDURES

ItemNo.

1. General

2. Emergency Procedure Checklist (a) Engine Fire During Start (b) Engine Power Loss During Takeoff (c) Engine Power Loss In Flight (d) Power Off Landing (e) Fire In Flight (f) Loss of Oil Pressure (g) Loss of Fuel Pressure (h) High Oil Temperature (I) Electrical Failures (j) Spin Recovery (k) Engine Roughness

SECTION 3

EMERGENCY PROCEDURES

1. GENERAL

The recommended procedures for coping with various types of emergencies and critical situations are provided by this section.

Emergency procedures (if any) associated with optional equipment which require handbook supplements are in the optional equipment reference binder.

This emergency procedures section consists of abbreviated emergency checklist which supplies in action sequence for critical situations with little emphasis on the operation of the systems. Where amplification of specific emergencies is required, this manual will try to cover the additional information for a more complete understanding of the procedures.

These procedures are suggested as a course of action for coping with the particular condition described, but are not a substitute for sound judgment and common sense. Pilots should familiarize themselves with the procedures given in this section and be prepared to take appropriate action should an emergency arise.

Most basic emergency procedures, such as power off landings, are a normal part of pilot training. Although these emergencies are discussed here, this information is not intended to replace such training, but only to provide a source of reference and review, and to provide information on procedures which are not the same for all aircraft. It is suggested that the pilot review standard emergency procedures periodically to remain proficient in them.

2. EMERGENCY PROCEDURES CHECK LIST

(a) ENGINE FIRE DURING START

Starter………………………………........................................... Continue to CrankThrottle………………………………......................................... Cut off/CloseElectric Fuel Pump Fuse………………………………..............PullFuel Selector………………………………..................................OffAbandon aircraft if fire continues

(b) ENGINE POWER LOSS DURING TAKEOFF

If sufficient runway remains for a normal landing, land straight ahead

If sufficient runway remains:Maintain safe airspeedMake only shallow turns to avoid obstructions

If sufficient altitude has been gained to attempt restart:Maintain safe speed.Fuel selector………………………………......................................…..Check ONElectric Fuel Pump Fuse……………………………….............................. In/SetThrottle………………………………..........................................…..Open/ 1 inchMaster Switch……………………………….................................................... OnStarter………………………………......................................................... EngageIf power is not regained, proceed with power off landing.

(c) ENGINE POWER LOSS IN FLIGHT

Fuel Selector………………………………............................................Check ONElectric Fuel Pump Fuse………………………………...............................In/SetThrottle………………………………............................................................OpenMaster Switch……………………………….....................................................OnEngine gauges………………………………........................Check for indication of cause of power loss

If power is not restored prepare for power off landing.Maintain 50-60 MPH glide.

(d) POWER OFF LANDING

Locate suitable field…..avoid roads because of power lines/trafficEstablish spiral pattern1000 ft. above field at downwind position for normal landing approach.When field can easily be reached slow to 45 MPH for shortest landing.When committed to landing:Ignition switch……………………………….............................................. OFFMaster Switch………………………………............................................... OFFFuel Selector………………………………................................................. OFFSeat Belt/Shoulder Harness………………………………....................... Tight

(e) FIRE IN FLIGHT

Source of fire……………………………….............................................Locate

Electrical Fire………………………………........................Isolate Equipment

Fight fire with extinguisher if necessary.Issue Mayday.Land as soon as practicable. Abandon aircraft if over unpopulated area and unable to land.

Engine Fire:Fuel Selector………………………………............................................... OFFThrottle………………………………....................................................ClosedElectric Fuel Pump Fuse………………………………........................ OPENMaster Switch……………………………….............................................OFFIssue Mayday.Proceed with power off landing procedure.Abandon aircraft if over unpopulated area and unable to land.

(f) LOSS OF OIL PRESSURE

Land as soon as possible and investigate cause.Prepare for power off landing.

(g) LOSS OF FUEL PRESSURE

Electric Fuel Pump Fuse………………………………....................... IN/SETFuel Selector………………………………................................................. ONEngine should continue to operate from gravity feed only.Land as soon as practicable.(h) HIGH OIL TEMPERATURE

Land at nearest airport and investigate the problem.Prepare for power off landing.

(I) ELECTRICAL FAILURES

This aircraft is equipped with a simple 12 volt system. The battery is a dry cell unit and is mounted in the forward right section of the interior, just aft of the firewall. If a particular electrical accessory becomes inoperative in-flight, the most common reason would be the unit has become disconnected from the accessory plug-in below the instrument panel. If a total loss of electrical components fail the most likely cause would be the MASTER SWITCH has been inadvertently moved to the CLOSED position or there is a grounding situation. In either case the total loss of electrical power will shut down the engine.

Total Loss of Electrical Power……………………………Cycle MASTER SWITCHAttempt restart of engine.If unable to regain power, prepare for emergency landing.

(j) SPIN RECOVERY

Throttle………………………………..................................................................... IdolAilerons………………………………................................................................NeutralRudder………………………………................ Full opposite to direction of rotation Control stick……………………………….............................................. Full forwardRudder……………………………….............................. Neutral when rotation stopsControl stick………………….. As required to smoothly regain level flight attitude

(k) ENGINE ROUGHNESS

The carburetor heat feature is built into the carburetor through a brass tube extending from the exhaust manifold attached directly into the bottom of the carburetor. If engine roughness is experienced in-flight, the most likely cause is this vent tube has become unattached to either the carburetor or exhaust manifold. Descend to a lower altitude to find warmer air and land as soon as practicable.

Another possibility is fuel contamination. After landing, check fuel filter and remove and replace as necessary.

TABLE OF CONTENTS

SECTION 4

NORMAL PROCEDURES

ItemNo.

1. General

2. Airspeed for Safe Operations

3. Normal Procedures Checklist (a) Preflight Check (b) Before Starting Engine (c) Starting Engine (d) Starting Engine When Hot (e) Starting Engine When Flooded (f) Warm-Up (g) Taxiing (h) Ground Check (l) Before Takeoff (j) Takeoff (k) Climb (L) Cruise (m) Descent (n) Approach and Landing (o) Stopping Engine (p) Parking

4. Amplified Normal Procedures

5. Preflight Check

6. Before Starting Engine

7. Starting Engine

8. Starting Engine when Hot

9. Starting Engine when Flooded

10. Warm-Up

11. Taxiing

12. Ground Check

13. Before Takeoff

14. Takeoff

15. Climb

16. Cruising

17. Descent

18. Approach and Landing

19. Stopping Engine

20. Parking

21. Stalls

22. Turbulent Air Operations

23. Weight and Balance

SECTION 4

NORMAL PROCEDURES

1. GENERAL

This section describes the recommended procedures for the conduct of normal operations for the Airdrome Fokker DR-1, N8092L

Normal procedures associated with those optional systems and equipment which require handbook supplements are provided in the optional equipment binder.

These procedures are provided to present a source of reference and review and to supply information on procedures which are not the same for all aircraft. Pilots should familiarize themselves with the procedures given in this section in order to become proficient in the normal operations of the airplane.

The first portion of this section consists of a short form checklist which supplies an action sequence for normal operations with little emphasis on the operation of the system.

The remainder of the section is devoted to amplified normal procedures which provide detailed information and explanations of the procedures and how to perform them. This portion of the section is not intended for use as an in-flight reference due to lengthy explanations. The short form checklist should be used for this purpose.

2. AIRSPEEDS FOR SAFE OPERATIONS

The following airspeeds are those which are significant to the safe operation of the airplane. These figures are for this particular DR-1 flown at gross weight under close to standard conditions at approximately 500 ft. MSL.

(a) Best Rate of Climb Speed……………………………….......................... 85 MPH (b) Best Angle of Climb Speed………………………………..........................73 MPH (c) Turbulent Air Operating Speed ………………………………................95 MPH (d) Landing Final Approach Speed……………………………….................55 MPH (e) Maximum Demonstrated Crosswind Velocity……………………………5 MPH

PLACE WALK-AROUND DIAGRAM HERE

3. NORMAL PROCEDURES CHECKLIST

PREFLIGHT CHECKCOCKPIT

Control Stick……………………………….................................................. FREEAvionics………………………………..............................................................OFFCircuit Breakers………………………………................................................SETMaster Switch………………………………......................................................ONFuel Quantity………………………………..................................................CheckMaster Switch………………………………....................................................OFFIgnition………………………………...............................................................OFFRequired Papers………………………………......................................On Board

EXTERIOR

Left Fuselage Exterior ……………………………….............Check for DamageTail Control Surfaces………………………………........Check for InterferenceHinges/Clevis Pins………………………….Check for Interference/Cotter PinsRudder/Elevator Control Cables………Check Attachment Points-Cotter PinsTail-wheel……………………….Check Security, Inflation, Cable AttachmentsElevator Support Struts……………………………….................Check Security

Right Fuselage Exterior………………………………...........Check for DamageStrobe Light………………………………...................................................CheckAccess Panel………………………………....................................Check Security

Right Wings………….………..Check Struts and Bracing Wires-Turnbuckles Aileron Attachments, Fabric Condition and Pitot Tube

Right Tire/Brake…………………Check for Inflation, Leaks, Bungee Chords

ENGINE COWL/PROPELLER

Cowl………………………………..............................................Check SecurityReduction Drive Belt………………………………...................Check TensionOil……………………………….....................................................Check LevelHoses-Wires………………………………..............................................InspectCarburetor Heat Tube………………………………..............................CheckPropeller……………………………….....................................................Check

Left Tire/Brake…………………Check for Inflation, Leaks, Bungee Chords

Fuel Tank………………………....………................Check Level, Secure CapInspection Panels………………....………………....................Check Security

Left Wings…………….….....Check Struts and Bracing Wires-Turnbuckles Aileron Attachments, Fabric Condition

Cabanes…………………….….Check Security, Bracing Wires-Turnbuckles

BEFORE STARTING ENGINE

Brakes………………………………............................................................HoldFuel tank Selector………………………… ……….....................................ONCamera/Monitor…………………………..……….......................................ONPropeller Area……………………………….............................................Clear

STARTING ENGINE

Throttle………………………………............................................Open 1 inchMaster Switch………………………………................................................ONStarter/Ignition Switch…………………………………......................EngageThrottle……………………………….....................................................AdjustOil Pressure………………………………..............................................Check

If engine does not start within 10 sec. pump throttle full open 2-3 times.STARTING ENGINE WHEN HOT

Throttle………………………………....................................Open 2 inchesMaster Switch………………………………...........................................ONStarter/Ignition Switch………………………………......................EngageThrottle……………………………….................................................AdjustOil Pressure………………………………..........................................Check

STARTING ENGINE WHEN FLOODED

Throttle……………………………….......................................Open FULLMaster Switch………………………………...........................................ONStarter/Ignition Switch………………………………......................EngageThrottle………………………………..................................Adjust, RetardOil Pressure………………………………..........................................Check

WARM UP

Throttle………………………………........................................1000 RPM

TAXIING

Chocks……………………………….............................................RemovedTaxi Area………………………………...............................................ClearThrottle……………………………….....................................Apply SlowlyBrakes………………………………..................................................CheckSteering………………………………................................................Check

GROUND CHECK

Brakes………………………………....................................................HoldControl Stick………………………………....................................Full AftThrottle………………………………........................................2000 RPMOil Temp……………………………….............................................CheckOil Pressure………………………………........................................CheckFuel Pressure………………………………......................................CheckThrottle………………………………..............................................Retard

BEFORE TAKEOFF

Master Switch……………………………….........................................ONFlight Instruments……………………………….............................CheckFuel Selector………………………………............................................ONEngine Gauges………………………………....................................CheckBelt and Harness……………………………...............Fastened/AdjustedControls………………………………..................................................FreeCamera/Monitor……………………………….................................. OFF

TAKEOFF

Control Stick……………………………….........................................BackAccelerate to 25 MPHControl Stick…………………….Neutral, allow tail to fly off of groundDirectional Control………………………………....................Maintain

Accelerate to 50 MPHControl Stick…………………………......................Back slightly to lift Main wheels off of groundAccelerate to 65 MPH…………………………..........Climb-Out Speed

CLIMB

Best Rate………………………………..................................................??Best Angle………………………………................................................??

En Route………………………………..................................................??CRUISING

Normal Max Power……………………………….......75%, 3450 RPM

DESCENT

Throttle……………………………….....................................1500 RPMAirspeed………………………………........................................55 MPH

APPROACH AND LANDING

Throttle……………………………….....................................xxxx RPMAirspeed………………………………........................................55 MPHWheel Landing RecommendedDirectional Control MaintainTail on GroundControl Stick……………………………….................................Full AftBrakes……………………………….............................Apply as NeededCamera/Monitor………………………………...................................ON

STOPPING ENGINE

Electrical Equipment……………………………….........................OFFThrottle………………………………..........................................Full AftIgnition Switch/Starter……………………………….......................OFFMaster Switch……………………………….....................................OFF

PARKING

Control Stick………………………………......................Secure as NecessaryWheel Chocks……………………………….........................................In PlaceTie Downs……………………………….................................................Secure

4. AMPLIFEID NORMAL PROCEDURES

The following paragraphs are provided to supply detailed information and explanations of the normal procedures necessary for the safe operation of the airplane.

5. PREFLIGHT CHECK

The airplane should be given a thorough preflight and walk-around check. The preflight

should include a check of the airplane’s operational status, computation of C.G. limits, takeoff distance and in-flight performance. A weather briefing should be obtained for the intended flight path, and any other information/factors relating to a safe flight should be checked before takeoff.

Upon checking the cockpit, release the control stick (if secured). Ensure all electrical equipment is OFF and turn on the Master Switch and check the fuel quantity on the gauge for sufficient fuel. After checking the fuel quantity, turn off Master Switch and ensure ignition/start switch is OFF.

To begin the exterior walk-around, check for external damage and operational interference of the control surfaces or hinges. Ensure that the wings and control surfaces are free of snow, ice, frost or any other foreign materials.

The tail area has many cables and hinges to inspect. Ensure upper and lower elevator cables are properly attached and free to move. Check rudder cables for any fraying and attachment bolt security. While checking the horizontal tail supports for security also check tail wheel for good inflation and general condition. Ensure steering cables/springs are secured. All clevis pins holding the rudder and elevator need to be inspected for soundness and to ensure cotter pins are securely attached.

While inspecting the right side of the fuselage for general condition, check underneath the fuselage to ensure strobe light is fastened to aircraft and inspect lower fuselage surface for any tears or wear. Check aileron cable inspection panel on right side for security.

Inspection of the right wings should start with general condition, then inspect every bracing wire and turnbuckle for security. Turnbuckles should be safety wired tight with no play in rotation of turnbuckles. Wires should be taught with no looseness evident. Check wing strut bolts and nuts. Visually inspect aileron attachments on upper wing. Walking around wingtips, ensure there are no rips or tears in fabric. Look underneath lower wing to inspect for general condition and security of wingtip skid. At the front of the wings, check pitot tube located mid-point in middle wing. Ensure tube is free of debris, DO NOT BLOW into tube. Check bracing wires, turnbuckles and leading edges for dents.

Inspect right tire and brake assembly. Ensure tire is properly inflated and no cracks, wear is evident. Brake hose should be secure and free of fluid. Disk should be in good shape. Check brake bracing bracket for security. Bungee chords should be in good condition. Axle should be 1-2 inches from bottom of axle channel. Check landing gear support struts and bracing wires/turnbuckles for security.

Engine Cowl and engine compartment need to be closely scrutinized between flights. The cowl is secured by screws which may tend to back-out during flight. Ensure all are secure. Look underneath cowl and inspect every wire and tube for security and check for leaks. Ensure engine mount bolts are secure. Check exhaust manifolds for cracks. When checking the tightness of reduction drive belt, no more than 1/8th inch of play is acceptable. Oil

dipstick is to be checked against fill line on stick. Add oil when ½ inch below line.

Propeller is to be checked for nicks/abrasions. Check all prop locknuts for backing out. Should be 3-4 threads showing on each bolt. When replacing nuts, always use a new nylon locknut.

Inspect left tire and brake assembly. Ensure tire is properly inflated and no cracks, wear is evident. Brake hose should be secure and free of fluid. Disk should be in good shape. Check brake bracing bracket for security. Bungee chords should be in good condition. Axle should be 1-2 inches from bottom of axle channel. Check inspection panels on left front behind firewall are secured. Visually inspect fuel level and replace fuel cap ensuring it is secure. Check fuel vent hose underneath fuselage. Inspect the bottom of the fuselage for any damage.

Inspection of the left wings should start with general condition, then inspect every bracing wire and turnbuckle for security. Turnbuckles should be safety wired tight with no play in rotation of turnbuckles. Wires should be taught with no looseness evident. Check wing strut bolts and nuts. Visually inspect aileron attachments on upper wing. Walking around wingtips, ensure there are no rips or tears in fabric. Look underneath lower wing to inspect for general condition and security of wingtip skid. Check bracing wires, turnbuckles and leading edges for dents.

Check cabane attachment bolts and bracing wires for tightness. Ensure turnbuckles are safety wired with no play evident during inspection.

6. BEFORE STARTING ENGINE

Hold brake lever. Ensure fuel selector valve is ON. Turn on taxi camera/monitor and clear propeller area by saying loudly “CLEAR PROP”.

7. STARTING ENGINE

Open throttle approximately 1 inch. Turn on Master Switch, fuel pump should be heard operating at this time. Allow a few seconds for fuel to be delivered to carburetor. Turn key to start position. Once engine has started release key. Adjust throttle to a low and smooth RPM. Check oil pressure in the “green“.

8. STARTING ENGINE WHEN HOT

Open throttle approximately 2 inches. Turn on Master Switch, fuel pump should be heard operating at this time. Allow a few seconds for fuel to be delivered to carburetor. Turn key to start position. Once engine has started release key. Adjust throttle to a low and smooth RPM Check oil pressure in the “green“.

9. STARTING ENGINE WHEN FLOODED

Open throttle all the way. Turn on Master Switch, fuel pump should be heard operating at this time. Turn key to start position. Once engine has started release key. Adjust throttle to a low and smooth RPM. Check oil pressure in the “green“.

10. WARM UP

Warm-up the engine at approximately 1000 RPM for not more than 2 minutes in warm weather and 4minutes in cool weather. Avoid prolonged idling at low RPM, as this practice may result in fouled plugs.

Takeoff may be made as soon as the ground check is completed, provided that the throttle may be opened fully without backfiring or skipping, and without a reduction in oil pressure.

Do not operate the engine at high RPM when running up or taxiing over ground containing loose stones, gravel or any loose material that may cause damage to propeller blades.

11. TAXIING

Before attempting to taxi the airplane, ground personnel should be instructed by the pilot. Ascertain that the propeller back blast and taxi areas are clear. Remove chocks.

Power should be applied slowly to start the taxi roll. Taxi a few feet forward and apply brakes to determine effectiveness. Always apply brakes lightly to avoid locking them and inadvertently tipping the airplane forward and striking the ground with the propeller. While taxiing, make slight turns to ascertain effectiveness of steering. Use the taxi camera to clear in front of aircraft. If camera is inoperative, use small S-turns while moving on airport taxiways and making toward runway always checking for other aircraft, equipment, personnel and any hazards.

12. GROUND CHECK

This is a last chance look to ensure aircraft engine is operating correctly. Taxi to run-up area and hold the brakes, apply FULL AFT stick pressure. Slowly move throttle forward to approximately 2000 RPM, always checking to see if the airplane is not creeping forward. Make a quick reference to engine oil temperature/pressure and fuel pressure. Bring throttle back to normal idle RPM.

13. BEFORE TAKEOFF

Once cleared by tower or ready to takeoff from a non-towered airport and making required radio call that you are ready to takeoff, visually clear final approach and taxi on

to runway. Align aircraft and stop. Check the Master Switch is ON, flight instruments are set (which should only be the altimeter), fuel supply lever is ON, engine gauges are in the green, seat belt and shoulder harness’s are adjusted, control surfaces are free and correct and taxi camera is OFF.

14. TAKEOFF

Hold stick full aft and slowly apply full power. LEFT rudder is going to be needed to keep aircraft tracking down centerline. Ensure directional control is maintained. If at any time the aircraft becomes unstable and is slow to respond to pilot inputs, abort the takeoff. A ground loop situation will occur if prompt action is not taken to straighten aircraft at the slowest speed with the minimum of pilot induced inputs. Remember, constant small control inputs rather than one big control input. Allow aircraft to accelerate to approximately 25 MPH and start releasing aft inputs and allow tail to fly off of ground. Maintain a level attitude while accelerating. If the aircraft hasn’t already become airborne by 50 MPH, pull back slightly on control stick to get the main landing gear off of the ground. Accelerate to 65 MPH and use this speed as the climb-out speed.

15. CLIMB

Use XX for best angle (Vx), XX for best rate (Vy) and XX for cruise climb speeds.

16. CRUISE

Normal RPM for cruising is 3450 RPM.

17. DESCENT

For a normal descent to the airport a reduced power setting of 1500 RPM can be used and the aircraft slowed to approximately 55-65 MPH for fuel conservation, or keep power up since cruise speed and pattern speed are close and once power is reduced airspeed will drop rather quickly.

18. APPROACH AND LANDING

Reduce power to maintain airspeed around 55 MPH. Fly the aircraft down to the runway in a level attitude. Maintain directional control. Use the WHEEL LANDING technique to touchdown. The wings will block airflow to rudder and elevator once the aircraft is slowed to landing speeds so keep the tail up and align the aircraft down the runway while airspeed exists to do so. Bring throttle back to idle while maintaining directional control. Allow tail wheel to gently touch down, bring control stick full aft, tail wheel steering will be effective at this point, make small corrections with rudder pedals. Let aircraft slow considerably (< 10 MPH) before applying brakes. Bring aircraft to a complete stop on runway before taxiing to parking. Turn on taxi camera.

19. STOPPING ENGINE

Turn off all electrical equipment. Throttle full aft and turn off ignition/start switch. Close Master Switch once engine has stopped.

20. PARKING

Place wheel chocks ahead and behind both main tires, secure control stick (if necessary) and tie down aircraft if left outside for any period of time. Cover cockpit if a hangar is not available.

21. STALLS

XXXXXXXX

22. TURBULENT AIR OPERATIONS

In keeping with good operating practice used in all aircraft, it is recommended that when turbulent air is encountered or expected, the airspeed be reduced to maneuvering speed to reduce the structural loads caused by gusts and to allow for inadvertent speed build-ups which may occur as a result of distractions caused by the conditions.

23. WEIGHT AND BALANCE

It is the responsibility of the owner and pilot to determine that the airplane remains within the allowable weight vs. center of gravity envelope while in flight.

TABLE OF CONTENTS

SECTION 5

PERFORMANCE

ItemNo.

1. General

2. Introduction to Performance and Flight Planning

3. Flight Planning Example

4. Performance Products (a) Average Takeoff Distance/Hard Surface (b) Average Takeoff Distance/Soft Surface (c) Average Rate of Climb/ Vx (d) Average Rate of Climb/Vy (e) Average Cruise Distance/Endurance (f) Average Cruise Fuel Burn/75% RPM (g) Glide Range (h) Landing Performance/Ground Roll

SECTION 5

PERFORMANCE

1. GENERAL

Performance data gathered for this aircraft have been complied over the 40 hour test period and are derived from non-standard atmospheric conditions, unlike those figures from production aircraft. This aircraft is designed to fly in day VFR conditions with little or no wind/turbulence.

2. INTRODUCTION TO PERFORMANCE AND FLIGHT PLANNING

There are no charts or graphs computed (as of this writing) to reference for flight data. The aircraft is a straightforward machine with limited capabilities and systems. Operating this machine is more of a seat of the pants maneuver, relying on sound pilot judgment as to the envelope of operations.

3. FLIGHT PLANNING EXAMPLE

1. Aircraft Loading (a) Calculate weight and balance. See W&B data in section 6.

2. Takeoff and Landing (a) Conditions at departure airport and weight are computed as follows: Runway Length……………………………….................................... Weight………………………………................................................... Temperature………………………………......................................... Wind/Direction………………………………..................................... Runway Required (Takeoff)…………………………….................... Runway Required (Landing)……………………………...................

3. Climb and Descent (a) This aircraft will be operated primarily under 5,000ft AGL. Computing the climb and descent segments are negate able.

4. Cruise (a) Cruise fuel flow is based upon the 75% power operation of 3450 RPM and is

X gph. The cruise time is found by dividing the cruise distance by the cruise speed and the cruise fuel is found by multiplying the cruise fuel flow by the cruise time.

Total Distance………………………………......................................... Cruise Power……………………………….........................................3450 RPM Cruise Speed………………………………............................................ 85 MPH

Cruise Fuel Consumption………………………………......................... x GPH Cruise Time………………………………........................................ Cruise Fuel (fuel consumption X cruise time)……………………………......

5. Total Fuel Required (a) The total fuel required should be within +1-2 gallons of fuel of the Cruise Fuel

since climb and descent time should be nominal. Add 2 gallons for Total Fuel Required.

4. PERFORMANCE PRODUCTS

(a) Average Takeoff Distance/Hard Surface

(b) Average Takeoff Distance/Soft Surface

(c) Average Rate of Climb/ Vx

(d) Average Rate of Climb/Vy

(e) Average Cruise Distance/Endurance

(f) Average Cruise Fuel Burn/75% RPM

(g) Glide Range

(h) Landing Performance/Ground Roll

SECTION 6

WEGHT AND BALANCE

INSERT GRAPH

1. Propeller to tailwheel (inches)……………………………………………2122. Firewall to tailwheel (inches)……………………………………………..1883. Datum/propeller to pilot station (inches)……..…………………………...814. Datum to fuel tank (inches)..……………………………………………….425. Datum to main wheels (inches)…………………………………………….406. Datum to firewall (inches)………………………………………………..15.57. Main wheels to tailwheel (inches)………………………………………...1768. MAC (Mean Aerodynamic Chord)……………………………………...57.59. Right Main wheel weight (empty)………………………………………..39010. Left main wheel weight (empty)………………………………………….38011. Tailwheel weight (empty)…………………………………………………..3512. Right Main wheel weight (full)……………………………………………52013. Left Main wheel weight (full………………………………………………50014. Tailwheel weight (full)…………………………………………………..…65

RAMP WEIGHT EMPTY RAMP WEIGHT FULL 775 LBS. 1100 LBS.

USEFUL LOAD 325 LBS.

TABLE OF CONTENTS

SECTION 7

DESCRIPTION AND OPERATION OF THE AIRPLANE/SYSTEMS

ItemNo.

1. The Airplane

2. Airframe

3. Engine and Propeller

4. Landing Gear

5. Flight Controls

6. Engine Controls

7. Fuel System

8. Electrical System

9. Pitot Static System

10. Instrument Panel

11. Finish

12. Emergency Locator Transmitter

13. Anti-Carburetor Ice System

SECTION 7

DESCRIPTION AND OPERATION OF THE AIRPLANE/SYSTEMS

1. THE AIRPLANE

The Airdrome Fokker DR-1 is a single engine tri-plane of aluminum and fabric construction. It has seating for one and a 110hp engine.

2. THE AIRFRAME

The airframe is constructed of 6061T aluminum tubing ranging from ½ inch to 2 inches, held in place with aluminum gussets and rivets. The firewall is also of constructed of 3/16 inch aluminum plate. The fabric covering is medium weight aviation grade Poly-Fiber. Strict Poly-Fiber adherence to fabric application and finishing was used in construction. Only Poly-Fiber, Poly-Tak, Poly -Brush, Poly-Spray and Poly-Tone paint was used. Hardware is AN grade wherever possible.Aerobatics are prohibited in this airplane since the structure is not designed for aerobatic loads.

3. ENGINE AND PROPELLER

This Airdrome Fokker DR-1 is powered by a four cylinder, reduction drive, horizontally opposed engine rated at 110 horsepower at 3500 rpm. It is furnished with a starter, an accessory case which recharges the aircraft’s 12 volt system, a fuel pump, smoke pump and a dry, automotive type carburetor air filter.

The exhaust system is made entirely of stainless steel and is equipped with a single muffler.

The fixed pitch propeller is made from birch and maple laminates.

4. LANDING GEAR

The two main wheels are 16 inch motorcycle tires mounted on spoke rims.Braking is provided by Harley Davidson “Springer” hydraulic brakes and single disk assemblies.

The floating axle is supported by bungee chord at the axle-strut box. A normal extension is 2 inches from the bottom of the strut box when fully loaded on the ground. If more the 3 inches is noted, tighten the chords or add more bungee chord.

The brake system consists of an MC-7 hand brake actuator with built in Master Cylinder and is mounted on the control stick. This system is only to be serviced with DOT 5 brake fluid. Both main wheels will brake as pressure is applied. No independent wheel braking is possible. Always avoid sudden or abrupt bake application as this will result in the possibility of a prop strike and subsequent tipping over.

5. FLIGHT CONTROLS

A single control stick and independent rudder pedals are provided as standard equipment, with a cable system used between the control stick/rudder pedals and the surfaces. The horizontal tail is split with a full-length, one piece elevator at the trailing edge. No trim tab is provided. Horizontal trim changes are a ground operation which entails disassembling the horizontal tail and putting in either smaller or larger bushings.

The rudder is a single piece asterisk design with no rudder trim available.

6. ENGINE CONTROLS

The engine control is a single throttle located on the left side of the pilot seat. The control cable is of solid wire design with a positive screw lock on the carburetor end and bent to a 100 degree angle and screw locked inside of throttle quadrant.

The throttle regulates the amount of fuel in the carburetor. No friction lock is provided.

Carburetor heat is an automatic feature. There is a copper tube that connects the hot exhaust gasses from one of the exhaust manifolds. This hot gas is piped into the lower portion of the carburetor providing constant heat to prevent icing with no reduction in rpm/performance.

7. FUEL SYSTEM

Fuel is stored in one 17.5 gallon main tank (14.5 gallons useable) which is secured aft of the firewall by L bracings with nuts and screws. The filler neck is equipped with a lockable fill cap.

The fuel ON/OFF selector is located in the cockpit, under the instrument panel in the center of the fuel tank and is clearly marked.

The fuel system has a primary fuel pump that should be ON for the entire duration of the flight. If this pump fails, gravity will continue to feed the tank in all but the most extreme nose up/down conditions. The circuit protection for the fuel pump is on the instrument dashboard along with the fuel quantity indicator. The fuel filter is located on the left forward portion of the fuselage and is easily accessible through an inspection plate just aft of the firewall. Check this after running a tank of fuel for contamination. Replace as necessary. This aircraft is not equipped with a fuel drain/strainer. There is a vent overflow tube which runs out the bottom of the aircraft in

case of over pressurization during ascent and to prevent tank collapse during descent. Fuel will also drain from here if the fuel tank is overfilled.

8. ELECTRICAL SYSTEM

The electric system is a simple 12 volt battery system that is recharged via an accessory plate mounted on the aft portion of the engine which acts as an alternator. The battery is a sealed gel type and mounted in a plastic box which is secured directly to the cockpit floor just aft of the right side of the firewall and is accessible through the cockpit or an inspection panel on the right side of the fuselage.There is a master relay, a starter relay and an ignition master relay built into the system. A common grounding block has been installed and most of the electrical components are grounded through this block. There is also a common positive block, equipped with 20 amp fuses. This fused block is the primary distribution source for equipment with electrical loads and is located on the floor of the cockpit, aft of the firewall next to the grounding block. Shielded wiring was used as much as possible.

Standard electrical accessories include a starter, fuel pump, smoke pump, accessory plug-in (under the instrument dashboard), cockpit lighting, voltmeter and strobe light.

9. PITOT STATIC SYSTEM

This is an open cockpit aircraft. The altimeter and airspeed indicator are open on the back to allow pitot static pressure to be measured. The pitot tube is located on the middle right wing.

10. INSTRUMENT PANEL

The instrument panel is designed to accommodate instruments and avionics equipment for VFR flights.

This panel is equipped a compass, an airspeed indicator, a tachometer, an altimeter, a volt meter, an engine cluster and an over size turn-and-slip indicator.Circuit breakers for associated equipment are also located on the panel. The Master Switch is located on the upper right portion and is protected with a red guarded switch cover. Start/ignition switch is just below Master Switch. The ELT enunciator is on the far left side of the instrument panel.

11. FINISH

The aircraft fabric is painted with Poly-Tone paints. Only use approved Poly-Tone paint for touch-ups/repair. Only use pre-shrunk Poly-Fabric and Poly-Tak cement to patch holes/tears. Aluminum Struts, cowl, cabanes and fabric wheel covers are painted in Masey

Ferguson red paint.

12. EMERGENCY LOCATOR TRANSMITTER (not required for single seat aircraft)

The ELT is located under the pilot seat and is secured with a retaining strap for easy battery swap-out. A battery replacement date is marked on the transmitter to comply with FAA regulations; the batteries must be replaced on or before this date. The batteries must also be replaced if the transmitter has been used in an emergency situation or if the accumulated test time exceeds one hour, or if the unit has been inadvertently activated for an undetermined amount of time. Instructions on how to use this unit are in the supplemental equipment file.

NOTE

If for any reason a test transmission is necessary, the test transmission should be conducted only in the first five minutes of any hour and limited to three audio sweeps. If the test must be made any other time, the tests should be coordinated with the nearest FAA tower or flight service station.

13. ANTI-CARBURETOR ICE SYSTEM

Carburetor heat is an automatic feature. There is a copper tube that connects the hot exhaust gasses from one of the exhaust manifolds. This hot gas is piped into the lower portion of the carburetor providing constant heat to prevent icing with no reduction in rpm/performance.

TABLE OF CONTENTS

SECTION 8

HANDLING, SERVICING & MAINTENANCE

ItemNo.

1. General

2. Airplane Inspection Periods

3. Preventative Maintenance

4. Airplane Alterations

5. Ground Handling

6. Brake Service

7. Landing Gear Service

8. Propeller Service

9. Oil Requirements

10. Fuel System

11. Tire Inflation

12. Battery Service

13. Cleaning

SECTION 8

HANDLING, SERVICICING & MAINTENANCE

1. GENERAL

This section provides guidelines relating to the handling, servicing, and maintenance of the DR-1. As a homebuilt aircraft, the technical data used in the building process is derived from assembly instructions and accessory part instructions and owner ingenuity.

2. AIRPLANE INSPECTION PERIODS

It is recommended that a 50 hour inspection be conducted (1000 TBO). A descriptive checklist (work card) for every inspection will be used. This would include pulling off the engine cowl and all inspection plates to include the dish inspection plates. A wire by wire inspection will be completed, checking soundness of wires and all attachment points. All nuts/bolts will be checked for security. This includes all strut/cabane bolts, wheel nuts, tail wheel assembly, all clevis pins and cotter pins as well as all turnbuckles and there safety wires. Special attention will be given to control surface attachment points, at both ends and engine mount attachment points.

Functional checks of all systems will be conducted. Any binding or looseness will be fixed on the spot. Worn out hardware will be replaced with new hardware. Anytime the propeller is pulled off it will be replaced with new attachment nuts.

A spectrographic analysis of the engine oil will also be done approximately every 100 hours.

3. PREVENTATIVE MAINTENANCE

This is an EXPERIMENTAL category aircraft which allows the owner to do all maintenance on the aircraft. There will be instances, like engine overhaul, which will require the expertise of others. Any time any work is done to the aircraft an entry must be made in the appropriate logbook. The entry should contain: (a) The date of the work accomplished (b) Description of the work (c) Number of hours on the aircraft (d) Signature of the individual doing the work

4. AIRPLANE ALTERATIONS

5. GROUND HANDLING

(a) Towing

The aircraft may be moved on the ground by use of a tail wheel towing device.

(b) Hand Carting

There are two handholds, one on each side of the fuselage about mid-ship. These are to be used when moving the aircraft short distances. Ensure areas ahead of aircraft have been cleared or have a spotter clear area before moving forward as visibility is limited. Always ensure adequate wing-tip clearance and the the top wing will not hit any low hanging obstructions.

(c) Taxiing

Before attempting to taxi the airplane, ground personnel should be instructed by the owner. Engine starting and shut-down procedures as well as taxi techniques should be covered. When it is ascertained that the propeller back blast and taxi areas are clear hold , turn on taxi cam, control stick full aft and power should applied to start taxi roll, and the following checks should be performed: (1) Taxi a few feet forward and apply brakes to determine their effectiveness. (2) While taxiing, make slight turns to ascertain the effectiveness of steering. (3) Observe wing clearance when taxiing near buildings or other stationary objects. If possible, station an observer outside the airplane. (4) When taxiing over uneven ground, avoid ruts and holes. (5) Do not operate the engine at a high RPM when running up or taxiing over ground containing loose stones or gravel or any material that may damage the propeller.

(d) Parking

When parking the airplane, be sure that it is sufficiently protected from adverse weather conditions and that it presents no danger to other aircraft. When parking the airplane overnight or any length of time, it should be secured tightly. This aircraft should always be hangared indoors. The elements will ruin the finish if left outside for any period of time and birds and insects will infiltrate all the openings. The lightweight construction will leave it venerable to severe damage in high wind conditions; no matter how well it is tied down….it will fold like an umbrella!

6. BRAKE SERVICE

The brake system is serviced with only DOT 5 fluid. Do not use any other type or it will render the MC-7 brake handle/master cylinder inoperative. Check disks/blocks periodically. This aircraft weighs only 1000lbs. fully loaded so the brakes should stand up

to many years of service without repairs. If brakes become mushy, bleed and service. Check metal suspension straps for warping and security. Also periodically check hex bolts that secure brakes to axle housings.

7. LANDING GEAR SERVICE

Tire inflation is a max of 32 psi. It is recommended to keep pressure in the 23-25 psi range. This will reduce the tendency to have a hard bounce on landing. The filler valve stem is located on the inside portion of the covered wheel assembly. Check the condition of the bungee supports for wear or rot. Replace as necessary with aviation grade bungee chord. The distance from the axle to the bottom of the axle box should be no more that 2-3 inches from the bottom when fully loaded. Ensure both left and right sides are suspended the same distance. Check axle nuts and cotter pins prior to each flight.

The tail wheel assembly should be checked for security and wear. The possibility of dirt and debris getting jammed in the turning arms is real, especially when operating off of soft fields. Be sure tire is properly inflated and steering springs and attachment points are sound.

8. PROPELLER SERVICE

The nuts and backing plate should be inspected frequently. Before each flight the propeller should be inspected for nicks and scratches. If found, they should be repaired by a rated mechanic, since a nick or scratch causes an area of increased stress which can cause serious cracks or loss of the propeller. Clean and wax the propeller periodically with automotive finish wax. Always ensure propeller is horizontal with ground when stopped to prevent moisture build-up in the wood.

9. OIL REQUIREMENTS

The oil requirement for this engine is x quarts and the minimum safe quantity is x quarts. It is recommended that the oil be drained and renewed every 25 hours.The following grades are recommended for the different temperatures:

Average Temperature Grade

60-100 degrees fahrenheit 20W500-59 degrees Fahrenheit 10W40

10. FUEL SYSTEM

(a) Servicing Fuel System

At every 50 hour inspection, the fuel filter must be checked for contamination. If any dirt or discoloration is evident, replace filter.

(b) Fuel Requirements

The minimum grade fuel for this engine is 87LL MOGAS. When using automotive gas, ensure that it is top quality gas and that containers used to transport fuel are clean.

11. TIRE INFLATION

The maximum tire pressure is 32 psi for the main landing gear. It is advisable to reduce this to 25 psi to reduce hard bounce landings. The valve stem for the main tires is located on the inside portion of the covered wheel closest to the brake.

Follow manufactured recommended inflation psi for the MATCO tail wheel.

12. BATTERY SERVICING

Access to the 12 volt battery is either through the cockpit or the inspection panel on the right forward portion of the fuselage. There is a nylon strap that secures the battery box top. The battery does not need water as it is a solid gel type battery.

If the battery is not up to charge, recharge starting at the 4 amp rate and finish with a 2 amp rate. Quick charges are not recommended.

13. CLEANING

Mild solvents and water can be used to clean exterior. Dust is easily cleaned off of surfaces using a tack rag. If using water around pitot tube, ensure the end is covered with a “REMOVE BEFORE FLIGHT” cover and banner. Do not spray water in or around cockpit area.

TABLE OF CONTENTS

SECTION 9

SUPPLEMENTS

TABLE OF CONTENTS

SECTION 10

OPERATING TIPS