DR-1 (Sands): Pilots Group & Reports

[Jim Bruton]

OK! As promised, I'll kick off this thread that takes us from the Builders group to the Pilots group. This is the the fruit of the long journey!

Tomorrow, 8 years ago, I began the DR-1 group for builders using Ron Sands' plans. Though the builders thread has been pretty popular in attendance and participation, we see lots of banter and questions flying around concerning how the planes fly. For all the builders who sit in their cockpits during various stages of construction, it's something we imagine all the time. For the kids who ride bicycles and dream of flying this plane, this thread is also for you.

There are a few pilot reports out there on the internet, and many of us have read what's available. But now we have the opportunity to contribute new material and really come together as a group to compare notes- to determine what is both unique and general to flying the DR-1.

This should also be a place where everyone- pilots, researchers, the merely curious and anyone else feels comfortable to ask any question about flying this aircraft. We can compare notes between flying the DR-1 and other types of WW1 aircraft, and even make some modern comparisons- certainly where its a concern of what type of modern aircraft training can best prepare you for this unique flying experience.

And before anyone says you need thousands of hours in high performance aircraft before climbing into the cockpit of a DR-1, let me say this: I have 105 hours total time flying with my PPL, and had only 3.5 hours in a tail dragger when I flew my DR-1. I've had 2 flights now- both successful- and while there are some things I'd definitely say to be aware of, don't let the big egos scare you off. It's meant to be an adventure.

Welcome!

Jim Bruton

[vongrube]

AWESOME!!!! Thanks Jim!

[vongrube]

I second that Jim. In my experience so far, most of the warnings about the plane have some truth to them, BUT...if you were to put them on a severity scale of 1-10, most are probably below a 7.
If you are like me with an overactive imagination, EVERY negative aspect Ive heard about the triplane was in my mine..a defininite 10! And thats exactly what I expected to encounter on my first flight.
In reality..not so.
Just something to consider. I feel that any competent tailwheel pilot can fly one. Just have to pay attention. Thats all.
Just my two cents.

vongrube

[Jim Bruton]

That's great Von Grube! I will definitely say that my adrenaline level was pretty high on my first flight, but that's it should be. My key indicator for readiness was simply a gut feeling that I was looking for, and found, in my training flight the weekend before, in a Piper Cub. I just knew I was ready. And when I climbed out in the DR-1 for the first time, I flew the exact pattern at the same airfield where I got that feeling- so that was my reference point. It's such a mental journey, really. Panic for sure will kill you. Anyway, I just did some touch and go work because the gear was so high and I knew that I needed to feel out the height off the ground I'd be when the wheels touched. It's higher than you think! The higher gear also means that you have a greater rotational arm when dealing with the P factor, so you just have to be on the rudder. Funny, as soon as I was flying, the primary thing I began thinking was, "can I land this thing?" It's a combination of training and talent- you have to trust in that.

The second flight was a lot less "holy crap!" and very enjoyable. Von Grube has more flights than Ed and me at this point, and from his narrative, it sounds like he's really enjoying the unique characteristics of the plane. One thing you read, and find for yourself, is that while the tail is up the visibility is outstanding. This makes wheel landings a no brainer- just keep the stick edging forward as you lose speed until the tail starts to come down and then stick the skid (let's compare notes on this one VG, since you have a tailwheel). What I like about the skid is that it really helps pull you to a stop, lessening the tendency to ground loop. I think a tailwheel and brakes requires more skill, and a hard surface is a little more challenging too as grass allows you to skid a little and absorbs more of the energy that might otherwise bounce you up into the air on a hard landing.

One thing I can share on the prop front. I wanted as long a prop as possible and Culver Props was happy to oblige. They are great folks to work with and I paid less than $600 for mine. It's an 84-46 and Ed's is an 80-45. We have the same Lycoming O-320 except for our mounts (mine is conical, a la Sands' plans) and Ed's is a dynofocal. But my top rpm is around 2000 and Ed's is maybe around 2400-2500. My oil temp was also higher than I was comfortable with on climb out, but OK on cruise. My cruise is around 1700! Which means I am flying slower than the cruise I should have. The wind buffet though is no worse than riding a motorcycle, but it will take all day for me to get anywhere. So I am going to whack my prop down to 80" and see if that brings my rpms up and allows the engine to work less hard. I'll let you know how that goes. From a performance standpoint, Ed's DR-1 really does "climb like a monkey" while mine looks like an old man out for a stroll. I wouldn't try a loop until I fix this, or any other maneuver requiring a strong entry speed- don't need to stall at the top of a loop!

I look forward to hearing more info as we put our planes through their paces, including any aerobatics. I hope Pete/Dogtail2 will drop in every now and then to share as well.

Jim

[Piet Flyer]

Thanks Jim for starting these incredible threads. It has been a huge help to those who want to fly ours and of great interest to many others.

Mine is also powered by an 0-320, but at this stage has a Senich metal prop, which I can't wait to replace with a wooden one - so I look forward to the results of your testing.

Are there any current flying Dr1 pilots who have created a Pilots Operating Handbook by any chance? I ask as here in Oz, it is needed to get the aircraft registered - which seems silly given I won't know the exact speeds etc until I fly it.

Any help would be greatly appreciated.

Thanks

Andrew

[baldeagle]

Fokker Triplane Flight Characteristics




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[Doctor eins]

Interesting flight review on the DR-1 above. I have come to realize every DR-1 flies a little different.
I find taxing to be pretty straight forward and not a challenge. A gentle "S" turn track will keep you clear of the numerous people and cars that will come out to watch you. Take off is pretty straight forward as well. I gentle apply power while building up airspeed and feeding in right rudder. No rush to get the power in. If you aggresively input power that is where the beginning of your wild DR-1 ride will start. Once airborne visibly is fine but the numerous guns and wings will always be obscuring some of your view. Great forward visibility though unlike a Pitts or WACO. Handling in the air is easy enough. Aircraft is very maneuverable in regards to yaw and pitch. My roll is slow though. Approach to landing, I fly a normal pattern no slip is required to keep runway in sight on final. I prefer doing wheel landings and slowly let the tail come down when it's ready. Tailwheel steering is sensitive on my plane but not a challenge. I typically land about four feet to the right of the center line so I can see it in my peripheral vision as I go down the runway. Not the best form but a nice trick. After you taxi back in you'll will be met by a small crowd that always forms to view this iconic plane.

[Jim Bruton]

Doctor Eins,
I can especially relate to the "go easy on throttle up"- the aircraft does become a little squirrely if you increase the the rpms too fast and try and rotate the tail up! For me, making sure I had a sense of when the wheels should touch was the next thing to get an accurate feel for.

Thank you

Jim

[Doctor eins]

As far as touching down for a wheel landing in a taildragger. I like to explain it as you aren't searching for the ground, but seeing how close you can fly parallel to it. Kind of wait until the tires slowly drag on. To many people dive down at the earth then pull back real quick and push forward again setting up a nice little rodeo.
The skills to fly a DR-1 are the same for any tailwheel plane just a little trickier because you can't practice with an instructor and there aren't many planes with similar flight models.
Best recommendation I can give is to fly a couple different tandem seat planes from the rear and get used to practicing correct form as opposed to memorizing a particular planes sight picture.

[RAF56_Ball]

I know using various good quality flight sims like "Over Flanders Fields" helped me get a "sight" picture (i.e. some sense of the cockpit view for landing) in the Pup, wonder if that kind of practice would help with the DR-1's?