Tinisn Tor - View Site

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I set the elevators to have 1 inch of travel in each direction and the
ailerons to have 3 /4-inch travel. I gave the rudder as much throw as I
could without its binding. These exceeded the manufacturer's recommendations,
but I like authoritative control of the airplane.
TAKEOFF AND LANDING
On takeoff, I point the nose down the runway while holding some
up-elevator to keep the tail down. I roll the throttle open and gradually
let out the up-elevator. By the time I get to 3/4 throttle, the
plane is flying! On its first flight, it required only a few clicks of
down and left trim.
The Fokker Dr.l proved to be equally uneventful when landing. The
only difficult part is getting it to come down. Three-point and wheeled
landings are equally easy; just stay on the rudder during rollout.
LOW-SPEED PERFORMANCE
This is where the triplane really shines! It remains smooth and
responsive all the way down to stall. When the stall finally comes,
the plane remains relatively straight, with only a slight drop in the
right wings. With the application of a little power, it easily recovers.
Walking-speed figure-8s at head level just over the runway are
very enjoyable to fly; no drama is involved.
HIGH-SPEED PERFORMANCE
The O.S. .52 4-stroke engine does not really provide this triplane
with significant high-speed abilities. Full throttle increases the
climb rate more than anything else. The plane displays no bad
habits at maximum power.
AEROBATICS
The triplane will never be confused with an I MAC plane, but it will
perform any maneuver the original could. Loops, rolls and split-S's
are all well within its capabilities. My personal favorite is a skidding,
flat turn; it can be accomplished within a 10-foot diameter.
The full-size plane used this maneuver to great advantage during
dogfights. Overall, this plane is a blast to fly.
JUNE 2DO2 49