Update – Fokker 50

In recent years Fokker 8. V. of Amsterdam has not been sitting still waiting for the products of other companies to be developed and steal a march, and so in November 1984 the company chairman, Frans Swarttouw, announced the Fokker 50, a development of the F27, calling for a program of development requiring the expenditure of some $100 million, and at the same time announced the development of the Fokker 100, a redesign of the F28 Fellowship (see Update, March 1984).

Fokker anticipates a world market for 1250 aircraft in the 50 seat twin-turboprop field, mainly from operators of F27s, HS-748s, etc. who wish to update with more modern and larger aircraft, but also from smaller operators expanding to meet higher levels of demand as the world economy gets back on its feet. The Dutch company hopes to obtain more than its share and is moving in early to capture what it can of the market in this area, including operators in New Zealand and New Guinea. Considering the number of F27s in this area, twenty or more F50s could eventually see their way into service.

The new design has been described by the manufacturers as “The propjet you asked for”, and basically it is a F27 (a well-proven airframe) with new modern-technology engines, new state-of-the-art systems, cockpit, and modern construction methods using composite materials wherever possible. The most prominent change has been the dropping of the tried and true Rolls Royce Dart, which is now well and truly showing its age in the areas of noise and economy, for the Pratt and Whitney PW-124 three-shaft turboprop, variants of which are now being used in competitors such as the ATR-42, the EMB Brasilia, and the de Havilland Canada Dash 8. Its use is also projected for a number of other types. The PW-124 is the most powerful, to date, variant of the PW-100 series of engines, and has a take-off rating of 2,400 shp in temperatures up to 33 degrees C. The installed power is 2,150 shp for take-off and 1,562 shp at max cruising speed at 6,100m (20,000ft). Features of the engine include hydro-mechanical engine control supervision by a digital electronic control unit; and new Dowty Rota! six-blade propellers of 3. 66m (12ft) diameter with digital electronic speed governing and synchronising.

Otherwise externally to the layman, the F50 differs little from the older series, it having 21 small, almost square windows in lieu of the usual nine oval type, and twin nosewheels. However, the structure is modernised to a degree, and composites have been introduced into the secondary structure, these being used in the nose cone, nosewheel doors, integral airstairs, wing/ fuselage fairings, wing and tail leading edges. part of the dorsal fin, some fuselage panels and access doors, the cabin floor, and almost all of the engine nacelle cowlings.

The new engines typically use 25% less fuel per aircraft mile than the old Rolls Royce Darts, and permit a cruising speed of 287kts, up 35kts, thus permitting savings through typical sectors being flown in less time. More access doors for efficient ground handling also permit quicker turnaround times.

In addition to the features noted above, of great importance to Australian operators would be the new air-conditioning system, comprising two Hamilton Standard three-wheel refrigeration packs that maintain a sea level cabin at 3750m (12,300ft), the new interior with overhead bins for luggage, and the galley at the rear adjacent to the port door. Accommodation is provided in three main configurations: 46 at 86cm (34in) pitch; 50 at 81cm (32in) pitch; or 54 at 76cm (30in) pitch; although a maximum of 58 can be accommodated on short trips if the forward baggage compartment is reduced in size.

A new EFIS cockpit has been designed to reduce the pilot workload. External noise levels are claimed to be as low as 81 EPNdB fly over; 85 for the sideline position; and 96 on approach. Fuel capacity is 5136 litres (1357 US gals), and with 50 passengers and typical baggage, the F50 can fly 1334 km (829 statute miles) at standard weight, or 2797 km (1738 statute miles) using long-range cruise settings.

The first development F50 is due to fly by October, 1985, with production deliveries commencing late in 1986.

With an initial order for ten examples (plus options on 5 more) for Ansett Airlines, the F50 is sure to become an important feature of the Australian aviation scene in the years to come. Some incentives were probably offered to Ansett by the manufacturers to ease the financial burden of such an order which, with spares and training, would be worth around $200 million.

Economic life of the F50 is 90,000 cycles. The future equipment of the Pacific area operators is still not quite clear. Ansett is purchasing the BAe 146 for Airlines of WA, and two of the F28 Fellowships are now in service with Air NSW. Whether these older 1000 models are to remain in New South Wales or go when the F50s arrive, or whether a BAe 146 will eventually operate the longer routes is something only time will tell. Certain- ly with F28-4000s presently in service with East West Airlines, Fokker will be looking to make sure the whole of the Air NSW fleet is all Fokker-built.