Profile-Fokker F-28 Fellowship

By early 1977, 120 Fellowships had been sold to 33 different operators, including eight in Australia – five to MacRobertson Millar Airlines (MMA) and three to the Department of Civil Aviation/Transport/Aviation. (Air Nuigini also operates four F28 Mk 1000s.) F28 sales now stand at 191, an average production rate over the years of a little over one aircraft per month. The fact that Fokker can maintain such a low production rate yet achieve profitability is a tribute to the company’s efficient organisational structure.

Six different versions of the F28 have been offered to meet varied customer requirements. The original version was the Mk 1000, which seated 65. A cargo-convertible version, the 1000C, was fitted with an extra forward freight door, and was appropriately equipped. However, only four of this type were produced. The Mk 2000, which first flew on 28th April, 1971, was the next version to be unveiled and has an increased passenger capacity of 79. Two fuselage plugs, fore and aft of the wings, increased the length by 7 ft 3 in (2. 21 m), but with maximum gross weight unchanged from the Mk 1000, less fuel could be carried with a full passenger load. As a result, the range of the Mk 2000 was reduced to 700 nm.

The Fellowship offered a number of advantages over its competitors, the primary one being its impressive rough field capability, and take-off length of 5500 ft (1680 m) at maximum weight. Low maintenance costs, low fuel consumption, high structural integrity and something like 98% reliability made the aircraft an attractive proposition, especially for the short-haul operator wanting to move up to jets. Because the F28 was to be the first jet aircraft to operate into smaller, rougher airfields, low noise levels were vital to appease the environmentalists. Fokker were also interested in improving the take-off performance, and developed a new version, the Mk 6000, for this purpose. Powered by a new version of the RB. 183 Spey, the 155-15H of 9900 lb st (4495 kgp), the 6000 also featured full span leading edge slots, 2 ft 6 in (0. 75 m) wing tip extensions, acoustic treatment of the engine installation, and some structural and control system modifications. The Mk 3000 and Mk 4000 designations were reserved for future versions with all the improvements except slats, and the Mk 5000 was to be similar to the Mk 6000 but with the original shorter fuselage. The first Mk 6000 to fly was actually the re-built and re-engined Mk 1000 prototype, and first flew in the new configuration on 27th September, 1973. Certification was obtained for 70,800 lb (32,115 kg) maximum gross weight in October 1975. Unfortunately, no customers were forthcoming.

The Mk 6000 did, however, spark enthusiasm from Linjeflyg, the Swedish domestic airline, who were interested in the 79-passenger Mk 4!)00 proposal (Mk 6000 improvements without slats). The F28 was chosen by Linjeflyg specifically for its low noise levels, as the airline planned to operate the jet into Stockholm’s Bromma airport, located 5 miles (8 km) from the city centre. (Arlanda, the main airport, is 26 miles [41 km) from the city centre – a fair travelling distance. ) Linjeflyg ideally wanted an 85-passenger (five abreast) aircraft, so Fokker redesigned the cabin to increase passenger capacity and added two more overwing exits – making a total of four. Ten Mk 4000s were ordered by the Swedes to supplement three 1000s already in service, replacing Convair Metropolitans operating from Bromma.

As the Mk 4000 entered production the Mk 1000 and 2000 versions were superseded, the 65-passenger Mk 3000 replacing the Mk 1000 version. Ninety-seven Mk 1000s and Mk 2000s have been manufactured, and to date some 15 Mk 3000s and 69 Mk 4000s have found customers.

The Aircraft

The F28 has proved successful in the highly competitive airliner market by slotting into an area previously untouched by jets. As a member of a mixed fleet operating from well-equipped airports it improves overall economic performance by matching capacity to traffic demand. For areas with limited airfield facilities and yielding moderate traffic, it can introduce a modern jet transport system with economic effectivity.

The Fellowship is a T-tail, clean wing design, with two rear-mounted engines. The wing has a moderate 16° sweep and is fitted with two-section Fowler double-slotted flaps. The flaps are hydraulically operated, with a backup electric motor in case of failure. The ailerons are moved by servo-tabs powered by a hydraulic unit, connected by cables to the flight deck. As with all F28 systems, duplication of the aileron control system is built, and in the event of a double hydraulic failure, the aircraft can be flown manually. Conventional hydraulically powered rudder and elevators provide control in yaw and pitch, and the horizontal stabiliser can be adjusted to trim the aircraft around the lateral axis.

The Mk 4000 has five lift dumper surfaces installed on each wing, which are used on the ground to improve overall braking efficiency by spoiling wing lift and creating aerodynamic drag. No thrust reversers are needed, as braking is adequately affected by multi-disc heavy-duty brakes fitted to each of the four main wheels. The brakes have a highly effective adaptive antiskid system. The position of the wings and flaps in relation to the aft-mounted engine affords protection against stones thrown up by the wheels being ingested by the engines. In the air, powerful aerodynamic speed brakes installed on the rear fuselage provide useful and important control effects. Its adjustable drag facilitates rapid descent from altitude and gives good speed stability in the approach. The aircraft can operate from runways just 30 metres wide.

The two-crew flight deck is roomy and well laid out. The main instrument panel contains most of the required instruments and is hinged for easy access. Other instruments and controls are arranged on the glare shield, side, overhead and centre pedestal panels. The cabin can be arranged in a number of ways, from a five-abreast 29-inch pitch in high-density economy configuration (seating 85 in the Mk 4000), to a four-abreast 40 inch pitch in first class configuration (seating 48 in the Mk 4000). A number of mixed cargo/passenger configurations are also possible. The F28 offers a quick turn-round facility, with servicing points and equipment bays designed for easy access. Turnaround time is usually fifteen minutes with refuelling. The auxiliary power unit (APU) makes the aircraft independent of ground facilities for electrical power, hydraulic pressure supply, cabin air conditioning and engine starting. The passenger staircase is an integral part of the main cabin door and is actuated by power from the aircraft batteries.

Operation

The F28 is operated on every continent except Antarctica. Some operators fly international as well as domestic routes. The aircraft is flown into some of the biggest airports in the world, and into other unpaved short airfields inaccessible by road. In France and Italy in particular, Fellowships are used to link major provincial centres, sometimes flying an average of 50 flights per week per aircraft. Here, the F28 is in its element, because its smaller size enables it to operate profitably with only 25 seats occupied – something larger airliners could never hope to achieve. Garuda Indonesia Airways has the world’s largest F28 fleet: 36 Mk 1000, 3000 and 4000 aircraft in all. In addition to regular public transport use, the F28 is used for charter, VIP and special roles. These special duties include military liaison, air ambulance, and navigation aid calibration, and may shortly include an unusual type of operation – that of a land-to-aircraft carrier supplier for the US Navy. The Carrier On-board Delivery (COD) requirement is for an aircraft to provide aircraft carriers with logistic support, supplying spares and equipment for carrier-based aircraft. For the COD aircraft requirement, the F28-6000 has the required capability to carry a payload of 10,000 lbs over 2000 nautical miles to a carrier, and with structural modification will be suitable for carrier landings with the aid of arrester gear, and for catapult-assisted take-offs. More powerful engines will also be fitted. Fokker are currently promoting use of the F28 for US Navy onboard air tanker and electronic surveillance requirements, and in these configurations, folding wings would need to be engineered.

Australia

MacRobertson-Miller Airlines(now Airlines of Western Australia), Airlines of New South Wales (for a short period), and the DoT Flying Unit have been, until the introduction of the Mk 4000 to both AWA and East West Airlines, the only Australian operators of the F28. MMA began operating F28 Mk 1000 aircraft in 1969, being one of the first airlines in the world to choose the Fellowship. On 1st July, 1981, MMA, an Ansett Transport Industries subsidiary, became Airlines of Western Australia. AWA operate their Fellowships in a 60-seat configuration over various country routes, servicing Perth to Kalgoorlie, and the whole of the west coast from Perth, covering Geraldton, Carnarvon, Learmonth, Newman, Paraburdoo, Karratha, Port Hedland, Broome, Derby, Kununurra, Darwin and Arnhem Land. Five aircraft were originally ordered. A second-hand F28, VH-MMJ, was first used by MMA temporarily, pending the delivery of the new VH-FKA ‘RMA Pilbara II’, which arrived on 4th June, 1970. The second, VH-FKB, arrived four days later, and the third, VH-FKC, later that year. The fourth F28, VH-FKD, arrived in Australia in November 1970, and was originally acquired by Airlines of New South Wales who ran the aircraft on country services until April 1971, when it was transferred to MMA. VH-FKE, the last of the original order, was delivered in September 1971. Two more second-hand aircraft were later ordered by MMA, the first, VH-FKF, arriving in 1980. (An Air Nuigini F28, P2-ANE, was also leased for a time by MMA). The seventh and last Mk 1000, VH-FKG, an ex-Touraine Air Transport aircraft, was delivered in March 1981.

AWA is one of the most intensive users of the F28, operating each aircraft for an average 8. 5 hours per day, with an average flight time of one hour. AWA’s aircraft also achieved the highest F28 dispatch reliability of 99. 2%. This means that out of 100 flights, not more than one departure is delayed for more than five minutes for technical reasons. In October 1981, AirWA announced an order for four Mk 4000 aircraft, part of a programme of re-equipment with eight Mk 4000s in all. The first F28 Mk 4000 was delivered in July 1982, with the second aircraft due to arrive in December.

The Commonwealth Government’s DoT Flying Unit took delivery of the first of three F28 Mk 1000s in December 1976. Registered VH-ATG, ATE and ATD, the three aircraft were modified for navigation aid calibration duties. Based at Essendon, Victoria, the aircraft have multiple facility check-out (VOR/DME sampling) and interference monitoring capabilities. Three extra crew members are carried to operate the receiving, monitoring and recording equipment from two consoles installed in the forward cabin. Seating for twenty passengers in the rear cabin enables the aircraft to be used for other purposes. For example, the aircraft were used to carry officials during the last Commonwealth Heads of Government Meeting in Australia.

East West Airlines will be the next Australian Fellowship operator when it takes delivery of the first of three Mk 4000 aircraft in early 1983.

Competition

Since its introduction, the F28 has been, in its class, without peer, but with the introduction of the four-engined BAe 146 feeder liner, the Fellowship will find itself competing vigorously for its share of the market – ironically a previously turboprop-dominated market that it opened up for jet aircraft.