Update – Fokker 70

Breeding

Market demands for a 70 to 80 seat jet airliner led the company to develop the Fokker 70 from its successful Fokker 100 twinjet in November 1992. With the design, Fokker hopes to attract some of the 2000 plus aircraft in the 70 to 125 seat category forecast to be required by 2010. Phil Clay, Manager of Fokker South Pacific, says, “Large numbers of old technology narrow body jets are coming up for replacement during the 90s, including the older but popular F28s. In addition, many turboprop operators are expanding their networks over longer distances, leading to a need for the higher speed of small sized jets. We are therefore marketing the aircraft to regional airlines for which a small jet represents a logical step-up when they outgrow their larger turboprops. But it also meets the needs of major carriers looking for smaller jets to protect and increase their hub feed,” Phil Clay says. “This was the reason for the demonstration tour of the Fokker 70 in Australia.”

The Fokker 70 prototype first flew on April 4 1993 without a firm order and received certification on October 14 1994. Just over 12 months later, 70 firm orders for the type had been received. A critical objective in the development of the Fokker JetLine family was establishing the highest possible level of commonality between the Fokker 70 and its -100 forebear. The sharing of airframe, wings and stabilisers, systems and components effectively limited development costs, providing operators with the opportunity to develop a fleet of small to medium sized jets with associated cost benefits of complete commonality, and the ability to substitute aircraft to more precisely match fluctuating or seasonal demand on long thin routes (a philosophy well recognised by Airbus and Boeing).

The Fokker 70 is 4.62m shorter than the 100, with 2.46m fore and 2.16m aft of the wing removed to create an aircraft approximately the same size as the F28-4000 at 30.91m (101ft 4in) long. Despite the size similarity to the original twinjet, the Fokker 70 shares no commonality with the F28, with flight systems, engineering, avionics and the ARINC700 cockpit layout having all been taken directly from the significantly more advanced and operationally proven Fokker 100.

The highly durable airframe structures have been designed for a guaranteed crack-free life of 45,000 cycles and an economic life of 90,000 cycles or flight hours. The primary structure of the aircraft is fabricated from aluminium alloys, with the use of carbonfibre, aramid fibre and glassfibre materials in non structural areas such as flooring, engine cowlings, flaps and fairings.

The Fokker 70’s 28.08m (92ft 2in) all metal wing incorporates double slotted carbonfibre flaps and fixed leading edge. Five lift dumpers are located across the upper wing. Essentially an identical wing to the Fokker 100, the smaller jet’s outer wing and tail cone section have been fitted with stiffeners to balance the aircraft in gust critical situations. The horizontal and vertical stabilisers are of all metal construction, and are fitted with metal honeycomb elevators and carbonfibre rudder respectively. Two speed brake flaps are installed in the tail cone to enhance inflight deceleration.

A new main landing gear has been fitted to provide easier maintenance, while the Dowty nose gear of the Fokker 100 has been retained. Rated to 47,670kg (105,000 lb), the new undercarriage allows the aircraft to operate from unprepared fields, and the low runway bearing strength requirements and unpaved runway capabilities of the Fokker 70 provide it greater flexibility in jet operations to regional airlines. The gear is capable of 90,000 landings.

In developing the 70, Fokker took the opportunity to introduce new avionics and control systems, including a hydraulic stick pusher, digital stall warning and prevention system, enhanced rudder control unit, and a centralised fault display system. A standard automatic flight control and augmentation system (AFCAS) provides automatic flight control, flight augmentation and thrust management, and operates as part of a fully integrated avionics package which interfaces with other systems including the EFIS and MFDS.

The flightdeck is also TCAS capable, and has the provision to incorporate windshear indication and FMS-ACARS datalink systems, as well as GPS, GLS/MLS, FANS and SELCAL. The aircraft is fitted standard with a Category II autoland system with a decision height of 100ft and a runway visual range of 1200ft, and may be optionally fitted with a Cat IIIB system.

Proven Performance

The two 13,850 lb (61.6kN) thrust Rolls-Royce Tay 620 powerplants provide the Fokker 70 with a cruising speed of 462kt (856km/h) and a block time on a 500nm (925km) sector of approximately 110 minutes. Weight saving materials give the aircraft the lowest fuel consumption per seat in its class, with 33kg block fuel per seat spent over a 500nm (925km) sector, which Fokker claims competes more than favourably with even the rival manufacturer’s larger capacity aircraft.

The reliability of the Tay engines, proven in over 2.4 million flight hours on the Fokker 100 fleet since 1986, has been one of the major factors in the decision of 15 customers to order the Fokker 70 over rival regional jet aircraft. The shop visit rate of the Tay is down to .07 per 1000 engine flight hours, significantly below that of other engines in its category.

Operations into and out of noise sensitive areas is less restrictive with the RR Tay engines, and noise levels are substantially less than ICAO Stage III limits, making the Fokker 70 the quietest in its class. A flyover noise level of 76.8 EPNdB bettered the ICAO limits by -12.2 points, so too the sideline noise level at 89.9 (-4.3) and approach at 87.7 (-10.5). In a stringent test of the aircraft’s operating ability, both the low noise levels and performance of the Tay led to the certification in October 1995 of the Fokker 70 for operations into London City Airport, one of the world’s most restrictive and noise sensitive environments.

Standard fuel capacity is 7740kg (17,046 lb), providing a range with 79 seats of 1085nm (2100km), while optional underfloor centreline tanks provide an additional 2990kg (6590 lb) extending the range up to 2040nm (3775km). Fokker claims the 70 is capable of four 200nm (370km) sectors without refuelling, and an out and return range of 615nm (1140km) at MTOW 38,100kg (84,000lb) and 835nm (1545km) at MTOW 39,915kg (88,000lb).

The Fokker 70’s operating empty weight (79 seats) is 22,784kg (20,720 lb), allowing a max takeoff weight of 36,740kg (81,000lb) and a landing weight of 31,975kg (70,500 lb). Takeoff field length required with fuel on board for a 300nm (555km) sector is 1104m (3622ft), and a similar landing length of 1165m (3820ft), improved by the use of carbon brakes, air brakes and reverse thrust.

A Garrett GTCP36-150 auxiliary power unit is located immediately behind the rear pressure bulkhead, providing AC power and engine start power at airfields up to 15,000ft at temperatures between -40°C and +55°C.

Cabin Features

The cabin interior of the Fokker 70 is marketed as the most spacious in its class, a feature which was supported by Australian airline staff during the aircraft’s demonstration tour. A cabin length of 16.57m (52ft 4in) accommodates up to 79 seats at 31in/32in pitch in a popular five abreast configuration. Cabin width is 3.1m (10ft 2in) and height is 2.01m (6ft 7in).

Passenger entry and exit is via either a drop down door with integral stairs or a standard forward opening type, opposed by a smaller service and emergency door in the forward starboard section. A single Type III emergency exit is located above each wing, and two underside cargo doors are located at the front and rear on the starboard side.

Interior noise has been minimised by the extensive use of soundproofing materials, engine vibration isolators and air conditioning noise suppression to give a noise level as low as 73dB(A). Cabin pressure is maintained at 8000ft with the aircraft at an altitude up to 35,000ft.

Improvements made during the development of the Fokker 70 cabin, and which have subsequently been included in later Fokker 100s, have enhanced internal stowage space, with more accessible overhead storage bins and larger wardrobe areas fore and aft. A more spacious cabin atmosphere has been achieved through aesthetic treatments in panel sculpting and lighting. The five abreast seating has the space saving option of wall mounted outer seat supports, enhancing under seat storage.

Standard cabin configuration includes a galley located in the forward cabin, forward of the starboard emergency door. Three trolleys are accommodated within the galley. An optional full size galley may be installed aft on the starboard side or alternatively both sides to allow full inflight service. Toilets are situated aft of the passenger compartment, with an optional additional suite located in the forward cabin or opposite the standard facility.

The overall cargo carrying capacity of the Fokker 70 in the two underfloor cargo compartments is 12.744m3 (450cu ft). Two waist high upward opening cargo access doors are provided fore and aft of the wings.

Avionics equipment is mostly located in an avionics rack aft of the main entrance door and in an underfloor avionics equipment compartment located beneath the entrance area. Access to the underfloor area is via a hatch located on the underside of the fuselage. For convenience of servicing, the aircraft’s batteries are located within the forward cargo compartment.

Regional Operations

The aircraft’s characteristics would seem to make it ideal for regional operating conditions in Australia. On its five day tour of Australia, the Fokker 70 was demonstrated to Qantas subsidiaries Southern Australia Airlines and Sunstate, as well as Ansett, FlightWest, Hazelton and Pel-Air.

Tony Mathews, General Manager of Southern, said about the Fokker 70, “I was quite impressed with the aeroplane, it was certainly soundly built. The engines are proven technology and Rolls-Royce states that operators are achieving up to 10,000 hours between overhauls, which is impressive. Southern Australia had an opportunity to do a demonstration flight and it didn’t appear to be a difficult aircraft to operate.”

While lacking the optional forward hold conveyor luggage system of the larger Fokker 100, the larger overhead and wardrobe areas of the Fokker 70 enhance carry on stowage. “The usage of these facilities is a bonus for the business traveller and are a big plus for the aeroplane in terms of that market.” A point shared by other guest pilots during the tour, Tony Mathews also noted the clean and well laid out cockpit which made the aircraft ergonomically easier to fly.

Southern operates two sectors transiting Melbourne which could be suitable for the Fokker 70. “These aircraft are built for 250 to 300nm legs, but you have to look at volume to make a jet operation viable. We have a couple of routes which will comfortably take 60 or 70 seats. We are operating a lot of our sectors at very high load factors, and we will have to address that in due course,” Tony Mathews says. Managing frequency and capacity, however, would be central to any enhancement of any of Southern’s services.

Ashley Kilroy, General Manager of Sunstate Airlines, agrees that the quality of the Fokker is extremely high, with the demonstration confirming the manufacturer’s claims in operating performance. With Sunstate in the early stages of evaluating high speed aircraft for its growing regional operations, Ashley Kilroy is circumspect about the final outcome, but was impressed by the Fokker 70.

“The Fokker 70 could be included in future expansion opportunities, but there is no immediate application for the Fokker 70 in our fleet at the moment. We will be assessing the most economical aircraft for our route structure. We have settled the business down over the last three years and it is now operating quite profitably. Now we are in a position to look at longer term strategic issues, and (the Fokker 70) is one of options we’re looking at from an increasing number of high speed turboprop and jet aircraft to select from. It is very early days but I was impressed and too were my colleagues.”

One of the features which most impressed Ashley Kilroy was the quietness of the aircraft, useful in the airline’s noise sensitive ports. “It is also a practical aircraft, and could be used in a two class configuration if necessary,” he says. The regional jet aircraft would support and stimulate route growth for both carriers, epitomising Fokker’s belief that the regional Fokker 70 fills that gap between established turboprop operations and intermediate growth to larger 737 level services.

Proven In The Region

The Fokker 70 is proving itself with 15 customers in 11 countries. British Midland and Malev have added the Fokker 70 to their existing 737 fleets, in the same way local operators may complement existing 737 and A320 fleets, providing greater flexibility to capacity and operational efficiency.

In the Asia/Pacific region Fokker has gained valuable sales in its traditionally strong Indonesian market. Sempati Air became the first commercial operator of the Fokker 70 in February 1995 when it introduced the first of ten to its extensive network throughout Indonesia. Configured in 12 first and 59 economy class, the aircraft will complement the existing seven Fokker 100s in the fleet offering high frequency services on low density routes from operationally restricted airports.

Pelita Air Service began Fokker 70 operations two months later, the five new aircraft replacing seven F28s due for retirement. Singapore’s SilkAir ordered two Fokker 70s in November 1994 for use on its regional services to Indonesia. The new long range aircraft are being used to develop new routes in the region where larger jet aircraft cannot operate economically.

Vietnam Airlines has recently ordered two Fokker 70s to replace ageing Tu-134s on its internal and regional routes. The order is expected to be the first of an ongoing relationship between Vietnam and Fokker, with a further eight aircraft required to complete the regional jet aircraft replacement program.

Fokker stands a great chance of gaining sales as the major Australian operators shed larger capacity aircraft from lower density routes. With continuing growth in the Australian domestic market of around 9% per annum, a large degree of which is felt by regional carriers, the need for an efficient means of economically meeting high frequency demand on higher volume regional routes is increasing beyond the capabilities of the turboprop fleets.

Ultimately the F28s now in service with Ansett, some having been delivered to MMA in 1970, will need to be replaced to conform with ICAO and increasingly strict Government noise regulations.

With both these evolutions in the regional Australian operating environment, Fokker will hopefully find a place for the jet which has been specifically designed to meet these requirements.