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74-526: Following the Fokker F27 Friendship , an early and commercially successful turboprop -powered regional airliner , Fokker decided to embark on developing a new turbojet -powered commuter aircraft that would build upon its experiences with the F27. During the design phase, a high level of attention was paid to market research and operator concerns; amongst other changes made, the prospective jetliner

148-411: A fail-safe design, is constructed using the same bonding techniques previously pioneered for the F27. The F28 was equipped with wings that had a slight crescent angle of sweep . It uses conventional box construction, being built in two pieces separately spliced onto the fuselage. The wing was furnished with ailerons positioned near the tips, along with simplistic flaps that would be supplemented by

222-507: A "DC-3 replacement" over the next three decades (including the very successful Fokker F27 Friendship ), but no single type could match the versatility, rugged reliability, and economy of the DC-3. While newer airliners soon replaced it on longer high-capacity routes, it remained a significant part of air transport systems well into the 1970s as a regional airliner before being replaced by early regional jets . Perhaps unique among prewar aircraft,

296-524: A five-abreast configuration, noticeably increasing its maximum takeoff weight , on the basis of market research. The enlarged aircraft was roughly comparable in capacity to that of the British Vickers Viscount , a successful turboprop airliner. The design was capable of speeds well in excess of turboprop-powered competitors, but retained a relatively low cruise speed in comparison to contemporary jet-powered designs, facilitating its use of

370-488: A longer fatigue life, improved aerodynamics, and a lighter structure; Fokker became the first such company after de Havilland to employ such means. In 1953, the proposed airliner received the name Friendship . A total of four prototypes were produced, two of these being flyable aircraft that were used for the test flight programme and were paid for by the Netherlands Institute of Aircraft Development ;

444-654: A mixture of ATR 42 and ATR 72 aircraft by the end of 2009, the last of these aircraft were subsequently donated to the Hickory Aviation Museum . As of July 2010 a total of 65 F27s were in commercial service with almost 30 different airlines. By July 2013, only 25 Friendships remained in service, operated by 13 different airlines; most of these were F27-500s, with two -400s and a solitary -600 series aircraft in service. Italian cargo airline MiniLiner operated six F27s and Air Panama had four in its fleet. The United States Army Parachute Team has operated

518-409: A reduction in both weight and maintenance workload. Excluding the use of thrust reversers also meant that the chance of the engines ingesting debris was lessened when being operated upon unpaved airstrips. The wing also had a fixed leading edge (although one experimental model had leading edge slats and these were offered as an option) and was deiced via bleed air drawn from the engines. The F28

592-470: A relatively straight low-mounted wing and achieving favourable low-speed characteristics as to enable the type's use from 85% of existing airports used by the F27 and the ubiquitous Douglas DC-3 . According to Flying , the tentative airliner could achieve double the productivity of the preceding F27, while the company itself referred to the jetliner as a complement to its turboprop-powered sibling. At one stage of development, Fokker had reportedly intended for

666-405: A single C-31A Troopship for conducting its skydiving exhibitions since 1985. As of July 2018, 10 aircraft remain in service operated by 7 airlines. Finland Data from The Observers Book of Aircraft General characteristics Performance Related development Aircraft of comparable role, configuration, and era Related lists Douglas DC-3 The Douglas DC-3

740-655: A specification that called for a high-speed regional airliner powered by turbojet engines. In response, Fokker took an interest in developing its own turbojet-powered short-haul airliner. According to aviation publication Flying , Fokker's prospective jetliner design was heavily shaped by feedback and experiences from its existing customers of the F27, particularly those in the crucial North American market. As such, American design methodologies and preferences were incorporated, reportedly emphasising simplicity, as well as efforts to minimise both language and trade barriers. During April 1962, Dutch aircraft manufacturer Fokker announced

814-685: A trip entailed short hops in slower and shorter-range aircraft during the day, coupled with train travel overnight . Several radial engines were offered for the DC-3. Early-production civilian aircraft used either the 9-cylinder Wright R-1820 Cyclone 9 or the 14-cylinder Pratt & Whitney R-1830 Twin Wasp , but the Twin Wasp was chosen for most military versions and was also used by most DC-3s converted from military service. Five DC-3S Super DC-3s with Pratt & Whitney R-2000 Twin Wasps were built in

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888-433: A variable air brake . A similar approach had also been used on the contemporaneous Blackburn Buccaneer strike fighter and on the later-built British Aerospace 146 regional airliner. The design is unique in that it not only slows the aircraft down rapidly, but also it can aid in rapid descents from economic cruising altitudes and also allowed the engines to be set at higher speeds, which helped eliminate lag time. This means

962-506: A very large number of civil and military operators of the DC-3/C-47 and related types, which would have made it impracticable to provide a comprehensive listing of all operators. A common saying among aviation enthusiasts and pilots is "the only replacement for a DC-3 is another DC-3". Its ability to use grass or dirt runways makes it popular in developing countries or remote areas, where runways may be unpaved. The oldest surviving DST

1036-399: Is N133D, the sixth Douglas Sleeper Transport built, manufactured in 1936. This aircraft was delivered to American Airlines on 12 July 1936 as NC16005. In 2011 it was at Shell Creek Airport, Punta Gorda, Florida . It has been repaired and has been flying again, with a recent flight on 25 April 2021. The oldest DC-3 still flying is the original American Airlines Flagship Detroit (c/n 1920,

1110-475: Is a propeller -driven airliner manufactured by Douglas Aircraft Company , which had a lasting effect on the airline industry in the 1930s to 1940s and World War II . It was developed as a larger, improved 14-bed sleeper version of the Douglas DC-2 . It is a low-wing metal monoplane with conventional landing gear , powered by two radial piston engines of 1,000–1,200 hp (750–890 kW). Although

1184-837: Is a conversion of the DC-3/C-47. Basler refurbishes C-47s and DC-3s at Oshkosh , Wisconsin , fitting them with Pratt & Whitney Canada PT6A-67R turboprop engines, lengthening the fuselage by 40 in (1,000 mm) with a fuselage plug ahead of the wing, and some local strengthening of the airframe. South Africa-based Braddick Specialised Air Services International (commonly referred to as BSAS International) has also performed Pratt & Whitney PT6 turboprop conversions, having performed modifications on over 50 DC-3/C-47s / 65ARTP / 67RTP / 67FTPs. American Airlines inaugurated passenger service on June 26, 1936, with simultaneous flights from Newark, New Jersey and Chicago , Illinois. Early U.S. airlines like American , United , TWA , Eastern , and Delta ordered over 400 DC-3s. These fleets paved

1258-523: Is a list of Fokker F28 accidents and incidents: Related development Aircraft of comparable role, configuration, and era Related lists Fokker F27 Friendship The Fokker F27 Friendship is a turboprop airliner developed and manufactured by the Dutch aircraft manufacturer Fokker . It is the most numerous post-war aircraft manufactured in the Netherlands; the F27 was also one of

1332-615: Is estimated about 150 are still flying. "DC" stands for "Douglas Commercial". The DC-3 was the culmination of a development effort that began after an inquiry from Transcontinental and Western Airlines (TWA) to Donald Douglas . TWA's rival in transcontinental air service, United Airlines , was starting service with the Boeing 247 , and Boeing refused to sell any 247s to other airlines until United's order for 60 aircraft had been filled. TWA asked Douglas to design and build an aircraft that would allow TWA to compete with United. Douglas' design,

1406-555: Is powered by a pair of Rolls-Royce Spey turbojet engines; dependent on model, these would be were capable of generating up to 9,850 lbf (43.9 kN) of thrust. While the feature was available at the time, Fokker chose not to equip the engines of early F28s with a water - methanol injection system, as they determined that the engines already possessed sufficient performance even when being flown under hot-and-high conditions. Most onboard systems are designed with simplicity in terms of operability and serviceability; no hydraulic system

1480-698: The 1933 DC-1 , was promising, and led to the DC-2 in 1934. The DC-2 was a success, but with room for improvement. The DC-3 resulted from a marathon telephone call from American Airlines CEO C. R. Smith to Donald Douglas, when Smith persuaded a reluctant Douglas to design a sleeper aircraft based on the DC-2 to replace American's Curtiss Condor II biplanes. The DC-2's cabin was 66 inches (1.7 m) wide, too narrow for side-by-side berths. Douglas agreed to go ahead with development only after Smith informed him of American's intention to purchase 20 aircraft. The new aircraft

1554-845: The 43rd aircraft off the Santa Monica production line, delivered on 2 March 1937), which appears at airshows around the United States and is owned and operated by the Flagship Detroit Foundation. The base price of a new DC-3 in 1936 was around $ 60,000–$ 80,000, and by 1960 used aircraft were available for $ 75,000. In 2023, flying DC-3s can be bought from $ 400,000-$ 700,000. As of 2024, the Basler BT-67 with additions to handle cold weather and snow runways are used in Antarctica including regularly landing at

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1628-521: The DC-2 in service from Amsterdam via Batavia (now Jakarta ) to Sydney , by far the world's longest scheduled route at the time. In total, KLM bought 23 DC-3s before the war broke out in Europe. In 1941, a China National Aviation Corporation (CNAC) DC-3 pressed into wartime transportation service was bombed on the ground at Suifu Airfield in China, destroying the outer right wing. The only spare available

1702-493: The DC-3 continues to fly in active commercial and military service as of 2021, eighty-six years after the type's first flight in 1935, although the number is dwindling due to expensive maintenance and a lack of spare parts. There are small operators with DC-3s in revenue service and as cargo aircraft . Applications of the DC-3 have included passenger service, aerial spraying, freight transport, military transport, missionary flying, skydiver shuttling and sightseeing. There have been

1776-461: The DC-3, the F27 possessed superior levels of efficiency, enabling faster flight times, greater passenger comfort and a higher level of reliability. In 1960, the base purchase price for an RDa.6-powered F27 was £239,000. By the end of the production run for the Fokker F27 in 1987, a total of 592 units had been completed by Fokker (additionally, another 207 F-27s and FH-227s had been produced in

1850-629: The DC-3s originally built for civil service had the Wright R-1820 Cyclone , later civilian DC-3s used the Pratt & Whitney R-1830 Twin Wasp engine. The DC-3 has a cruising speed of 207 mph (333 km/h), a capacity of 21 to 32 passengers or 6,000 lbs (2,700 kg) of cargo, and a range of 1,500 mi (2,400 km), and can operate from short runways. The DC-3 had many exceptional qualities compared to previous aircraft. It

1924-483: The DST was given the designation DC-3 . No prototype was built, and the first DC-3 built followed seven DSTs off the production line for delivery to American Airlines. The DC-3 and DST popularized air travel in the United States. Eastbound transcontinental flights could cross the U.S. in about 15 hours with three refueling stops, while westbound trips against the wind took 17 + 1 ⁄ 2 hours. A few years earlier, such

1998-592: The F27 was manufactured in the United States by the latter; Fairchild went on to independently develop a stretched version of the airliner, which was designated as the Fairchild FH-227 . During the 1980s, Fokker developed a modernised successor to the F27, the Fokker 50 , which eventually replaced it in production. In the aftermath of the Second World War , twin-engine all-metal monoplanes such as

2072-487: The F27 were developed and made available for commercial operators. Several military transport models were also produced. Fokker also chose to design a dedicated model of the F27 for conducting maritime reconnaissance missions. During 1952, Fokker established a relationship with the US aircraft manufacturer Fairchild , which was interested in the upcoming F27. In 1956, Fokker signed a licensing deal with Fairchild, under which

2146-576: The F27. The Fokker 50 ultimately replaced the F27 in production. In November 1958, the first production aircraft, an F27-100 model, was delivered to Irish airline Aer Lingus ; it performed its first revenue flight in the following month. Other early customers of the Friendship included Braathens SAFE and Luxair in Europe; New Zealand National Airways Corporation ; Trans Australia Airlines and its Australian competitors Ansett and East-West Airlines ; and Turkish Airlines . Initial sales for

2220-571: The F28 to be powered by a pair of Bristol Siddeley BS.75 turbofans . However, when Fokker wanted to open contract negotiations, Bristol Siddeley told them that engine was no longer available as the market was too small when they lost the BAC 1-11 project. Rival British engine manufacturer Rolls-Royce , put forward their Rolls-Royce Spey Junior , a simplified version of the Rolls-Royce Spey. From

2294-540: The F28 to enter revenue service. While the first order for the type had been placed by German airline LTU , the first revenue-earning flight was conducted by Braathens, which eventually operated a fleet of five F28s, on 28 March 1969. The Fokker F28 Fellowship was a short-haul, twin-engined jetliner, sharing broad similarities to the British Aircraft Corporation 's BAC One-Eleven built in the UK and

Fokker F28 Fellowship - Misplaced Pages Continue

2368-601: The F28-6000 and -5000 failed to become commercial successes; only two F28-6000s and no F28-5000s were ultimately built. After being used by Fokker for a time, the F28-6000s were sold to Air Mauritanie , but not before being converted to F28-2000 standards. Perhaps the most successful model of the F28 was the F28-4000, which debuted on 20 October 1976 with one of the world's largest Fokker operators, Linjeflyg . This version

2442-629: The South Pole during the austral summer. Douglas C-47-DL serial number 41-7723 is on display at Pima Air & Space Museum near Tucson , Arizona . The aircraft was previously displayed at the United States Air Force Museum . Data from McDonnell Douglas Aircraft since 1920 General characteristics Performance An attraction for the city Taupō in New Zealand , is a McDonald's outlet, where

2516-624: The Soviet Union as the Lisunov Li-2 (4,937 aircraft). After the war, thousands of cheap ex-military DC-3s became available for civilian use. Cubana de Aviación became the first Latin American airline to offer a scheduled service to Miami when it started its first scheduled international service from Havana in 1945 with a DC-3. Cubana used DC-3s on some domestic routes well into the 1960s. Douglas developed an improved version,

2590-529: The Super DC-3, with more power, greater cargo capacity, and an improved wing, but with surplus aircraft available for cheap, they failed to sell well in the civilian aviation market. Only five were delivered, three of them to Capital Airlines . The U.S. Navy had 100 of its early R4Ds converted to Super DC-3 standard during the early 1950s as the Douglas R4D-8/C-117D . The last U.S. Navy C-117

2664-629: The US Navy with the designation YC-129 alongside 100 R4Ds that had been upgraded to the Super DC-3 specifications. From the early 1950s, some DC-3s were modified to use Rolls-Royce Dart engines, as in the Conroy Turbo Three . Other conversions featured Armstrong Siddeley Mamba or Pratt & Whitney PT6 A turbines . The Greenwich Aircraft Corp DC-3-TP is a conversion with an extended fuselage and with Pratt & Whitney Canada PT6A-65AR or PT6A-67R engines fitted. The Basler BT-67

2738-423: The US by Fairchild), more than any other western European civil turboprop airliner at the time. In later service, many aircraft have been modified from their original configurations for passenger service to perform cargo or express-package freighter duties instead. The last major cargo user of the F27 in the United States was FedEx Express , using it as a cargo "feeder" aircraft. These were retired and replaced by

2812-520: The West German government contributed 60% of the overall 35% German stake. Fokker had also approached several other aviation companies with offers of involvement, including France 's Sud Aviation and Britain 's Hawker Siddeley . Initial design work centered on an aircraft capable of transport a maximum of 50 passengers across distances up to 1,650 km (1,025 mi), the design was later modified so that it could accommodate up to 65 seats in

2886-417: The ailerons during landing approaches; all of the flight control surfaces were actuated via duplicated cabling and (except for the rudder ) aerodynamically balanced. It was also fitted with a five-section lift -dumper that would only be operated after landing, it was decided to employ a lift-dumper rather than alternatives such as thrust reversers , as the designers felt that this arrangement would result in

2960-472: The airliner market, around ninety percent of airline flights on the planet were by a DC-3 or some variant. Following the war, the airliner market was flooded with surplus transport aircraft, and the DC-3 was no longer competitive because it was smaller and slower than aircraft built during the war. It was made obsolete on main routes by more advanced types such as the Douglas DC-4 and Convair 240 , but

3034-682: The design proved adaptable and was still useful on less commercially demanding routes. Civilian DC-3 production ended in 1943 at 607 aircraft. Military versions, including the C-47 Skytrain (the Dakota in British RAF service), and Soviet- and Japanese-built versions, brought total production to over 16,000. Many continued to be used in a variety of niche roles; 2,000 DC-3s and military derivatives were estimated to be still flying in 2013; by 2017 more than 300 were still flying. As of 2023 it

Fokker F28 Fellowship - Misplaced Pages Continue

3108-460: The design team chose to incorporate various new technologies into the tentative design. Fokker evaluated several potential configurations for the airliner, including the use of Wright Cyclone radial engines , before finally settling upon a high- wing aircraft, which was furnished with a pair of Rolls-Royce Dart turboprop engines and a pressurised cabin which contained a total of 28 passengers. The Dart engine had already proven successful on

3182-633: The early 1980s, Fokker decided to develop a modernised successor to the F27 Friendship, designated as the F27 Mark 050 and marketed as the Fokker 50 . Although originating from the F27-500 airframe, the Fokker 50 was virtually a new aircraft, complete with Pratt & Whitney Canada engines and modern systems, which led to its general performance and passenger comfort being noticeably improved over

3256-481: The early models of the Vickers Viscount , while a high-mounted wing had been selected as it produced a higher lift coefficient than a lower counterpart, it also enabled easier ground loading due to a lower floor level and provided unfettered external views to passengers without any weight increase. In the aircraft's construction, Fokker used an innovative metal-to-metal bonding technique, Redux , resulting in

3330-412: The engines respond faster if needed for sudden speed increases or go-arounds on the approach to landing. The Fellowship had a retractable tricycle landing gear , which used large, low-pressure tyres, enabling the use of unpaved airstrips. The use of antiskid brakes on the main wheels of the undercarriage also contributed to a shorter landing run. A variant of the F28, equipped with an extended fuselage,

3404-457: The first prototype onwards the type would be exclusively powered by various models of the Spey engine. The responsibility for both design and production of the F28 was divided between the partner companies. Fokker designed and built the nose section, centre fuselage, and inner wing; MBB/Fokker-VFW constructed the forward fuselage , rear fuselage, and tail assembly; while Shorts designed and produced

3478-487: The first-generation Douglas DC-9 built in the US in terms of basic configuration, featuring a T-tail and engines mounted at the rear of the fuselage. The choice of a low-mounted wing, amongst other benefits, somewhat shielded the tail-mounted engines from the threat of foreign object damage . Fuel is stored within both the outer wing and the fuselage; additional pylon -mounted tanks could be installed for extended range operations if so required. The structure, which features

3552-485: The late 1940s, three of which entered airline service. Total production including all military variants was 16,079. More than 400 remained in commercial service in 1998. Production was: Production of DSTs ended in mid-1941 and civilian DC-3 production ended in early 1943, although dozens of the DSTs and DC-3s ordered by airlines that were produced between 1941 and 1943 were pressed into the US military service while still on

3626-577: The latter was authorised to manufacture the F27 in the USA. On 12 April 1958, the first American-built aircraft conducted its first flight. Production of Fairchild built aircraft would continue until July 1973. Fairchild proceeded to independently develop a stretched version of the airliner, designated as the FH-227 . The majority of sales completed by Fairchild fell within the North American market. In

3700-477: The launch of the F28 Fellowship. The programme was a collaborative effort conducted between a number of European companies, namely Fokker itself, West German aerospace companies Messerschmitt-Bölkow-Blohm (MBB) and VFW-Fokker , and Short Brothers of Northern Ireland . Substantial government funding was also invested in the project; reportedly, the Dutch government provided 50% of Fokker's stake, while

3774-490: The maximum number of passengers which could be carried to 32. These aircraft were also powered by the Dart Mk 528 engine, which was capable of generating greater thrust. Throughout the F27's production life, Fokker proceeded to adapt the design for various purposes and roles. Via modifications such as the adoption of improved engines, rearranged loading doors, elongated fuselages, and other changes, several different models of

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3848-618: The most successful European airliners of its era. The F27 was developed during the early 1950s with the intent of producing a capable successor to the earlier piston engine -powered airliners that had become commonplace on the market, such as the Douglas DC-3 . A key innovation of the F27 was the adoption of the Rolls-Royce Dart turboprop engine, which produced substantially less vibration and noise which provided improved conditions for passengers; another major comfort feature

3922-416: The other two prototypes were for static and fatigue testing. On 24 November 1955, the first prototype, registered PH-NIV , performed its maiden flight . The second prototype and initial production machines were 0.9 m (3 ft) longer than the first prototype in order to address a revealed tendency for slightly tail-heavy handling as well as to provide additional space for four more passengers, raising

3996-598: The outer wings. Final assembly of the Fokker F28 was at Schiphol Airport in the Netherlands . At one point, American manufacturer Fairchild Aircraft had considered locally producing their own derivative of the F28, which was referred to as the Fairchild 228 , but this ultimately did not reach production, with the company deciding to act as a distributor for the existing F28, instead. During 1987, production of

4070-402: The production line. Military versions were produced until the end of the war in 1945. A larger, more powerful Super DC-3 was launched in 1949 to positive reviews. The civilian market was flooded with second-hand C-47s, many of which were converted to passenger and cargo versions. Only five Super DC-3s were built, and three of them were delivered for commercial use. The prototype Super DC-3 served

4144-539: The successful Douglas DC-3 airliner dominated commuter aviation. Over 10,000 DC-3s had been manufactured during wartime, which led to the type being highly available and thus encouraging its adoption by hundreds of operators across the world. By the early 1950s, various aircraft manufacturers had begun considering the post-war requirements of the civil aviation market and several commenced work upon projects aiming to produce designs for new aircraft which would be viewed as best meeting these requirements; Dutch firm Fokker

4218-427: The type was terminated in favour of two newer derivative airliners, the Fokker 70 and the larger 100; by this point, a total of 241 airframes had been constructed. The F28-1000 prototype, registered PH-JHG, first flew on 9 May 1967, flown by Chief Test Pilot Jas Moll, Test Pilot Abe van der Schraaf, and Flight Engineer Cees Dik. Type certification from West German authorities was achieved on 24 February 1969, clearing

4292-579: The type was terminated in favour of two newer derivatives, the Fokker 70 and the larger Fokker 100 . By 1960, Dutch aircraft manufacturer Fokker was engaged in multiple programmes; these included military aircraft such as the Bréguet Br.1150 Atlantic and the Lockheed F-104 Starfighter , as well as the commercially successful turboprop -powered F27 Friendship airliner. Around this time, British European Airways (BEA) released

4366-453: The type were slow, which led to Fokker seeking financial support from banks and from the Dutch government in order to maintain production of the airliner while more customers were sought. In 1960, demand for the F27 increased rapidly as multiple airlines placed sizable orders for the type. This is in part due to the spreading reputation of the type, having been found by operators that, in comparison to its piston-engine wartime counterparts like

4440-508: The type. The F28s of Ansett Transport Industries' intrastate airline, MacRobertson Miller Airlines of Western Australia , flew the longest nonstop F28 route in the world, from Perth to Kununurra , in Western Australia – a distance of about 2,240 km (1,392 mi). This was also the world's longest twin-jet route at the time. MMA's F28's also had the highest use rates at the time, flying over 8 hours per day. The following

4514-524: The war effort and more than 10,000 U.S. military versions of the DC-3 were built, under the designations C-47, C-53, R4D, and Dakota . Peak production was reached in 1944, with 4,853 being delivered. The armed forces of many countries used the DC-3 and its military variants for the transport of troops, cargo, and wounded. Licensed copies of the DC-3 were built in Japan as the Showa L2D (487 aircraft); and in

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4588-409: The way for the modern American air travel industry, which eventually replaced trains as the favored means of long-distance travel across the United States. A nonprofit group, Flagship Detroit Foundation, continues to operate the only original American Airlines Flagship DC-3 with air show and airport visits throughout the U.S. In 1936, KLM Royal Dutch Airlines received its first DC-3, which replaced

4662-425: Was cabin pressurisation . Innovative manufacturing techniques were also employed in the aircraft's construction. On 24 November 1955, the F27 made its maiden flight ; on 19 November 1958, the type was introduced to revenue service. Shortly after its introduction, the F27 was recognised as being a commercial success. Under a licensing arrangement reached between Fokker and the U.S. aircraft manufacturer Fairchild ,

4736-418: Was amongst the companies pursuing development of such an aircraft. By 1951, figures within Fokker were urging that design work be undertaken on a prospective 32-seat airliner intended as a direct replacement for the popular DC-3. Fokker sought the opinions of existing DC-3 operators on what performance increases and refinements they would expect of a new model of commuter aircraft. On the basis of this feedback,

4810-483: Was engineered by a team led by chief engineer Arthur E. Raymond over the next two years, and the prototype DST (Douglas Sleeper Transport) first flew on December 17, 1935 (the 32nd anniversary of the Wright Brothers ' flight at Kitty Hawk) with Douglas chief test pilot Carl Cover at the controls. Its cabin was 92 in (2,300 mm) wide, and a version with 21 seats instead of the 14–16 sleeping berths of

4884-485: Was fast, had a good range, was more reliable, and carried passengers in greater comfort. Before the World War II, it pioneered many air travel routes. It was able to cross the continental United States from New York to Los Angeles in 18 hours, with only three stops. It is one of the first airliners that could profitably carry only passengers without relying on mail subsidies. In 1939, at the peak of its dominance in

4958-618: Was increased in size, changing its maximum seating capacity from 50 to 65 passengers. During April 1962, Fokker announced the formal launch of the F28 Fellowship. On 9 May 1967, the prototype F28-1000 conducted its maiden flight . On 24 February 1969, Kees van Meerten, Fokker Board member, received the Certificate of Airworthiness from Willem Jan Kruys , Director General of the Dutch National Aviation Authority . The first revenue-earning flight by Braathens

5032-550: Was named F28-2000; this model could seat up to 79 passengers instead of the 65 seats on the F28-1000. The prototype for this model was a converted F28-1000 prototype, and first flew on 28 April 1971. The models F28-6000 and -5000 were modified models of the F28-2000 and F28-1000, respectively; the main features of these models was the addition of slats , a greater wingspan, and the adoption of more powerful and quieter engines. Both

5106-447: Was performed on 28 March 1969. Following its entry to service, Fokker developed multiple variants of the F28; one model, the F28-2000, featured an extended fuselage that could accommodate up to 79 passengers. A major revision was the F28-4000, which was powered by quieter Rolls-Royce Spey 555-15H engines, a redesigned cockpit, and a modified wing, and had a further increased seating capacity up to 85 passengers. During 1987, production of

5180-422: Was powered by quieter Spey 555-15H engines, and had an increased seating capacity (up to 85 passengers), a larger wingspan with reinforced wings, a new cockpit, and a new "wide-look" interior featuring enclosed overhead lockers and a less 'tubular' look. The F28-3000, the successor to the F28-1000, featured the same improvements as the F28-4000. By 2019, no Fokker F28 aircraft remained in civil service. Fly-SAX

5254-523: Was retired July 12, 1976. The last U.S. Marine Corps C-117, serial 50835, was retired from active service during June 1982. Several remained in service with small airlines in North and South America in 2006. The United States Forest Service used the DC-3 for smoke jumping and general transportation until the last example was retired in December 2015. A number of aircraft companies attempted to design

5328-455: Was that of a smaller Douglas DC-2 in CNAC's workshops. The DC-2's right wing was removed, flown to Suifu under the belly of another CNAC DC-3, and bolted up to the damaged aircraft. After a single test flight, in which it was discovered that it pulled to the right due to the difference in wing sizes, the so-called DC-2½ was flown to safety. During World War II, many civilian DC-3s were drafted for

5402-730: Was the last airline operator of the F28 worldwide with the last aircraft in service stored in September 2019 due to lack of flight crew. Garuda Indonesia had the most F28s, with 62 of the aircraft in the former fleet. All have since been retired. Major operators included: Time Air / Canadian Regional (35 - second and third hand) MacRobertson Miller Airlines , Ansett Group Australia (more than 15), Toumaï Air Tchad (1), AirQuarius Aviation (3), SkyLink Arabia (1), Satena (1), Gatari Air Service (2), LADE (1), AirQuarius Aviation (4), Merpati Nusantara Airlines (1), and Biman Bangladesh Airlines (4). Some 22 airlines operated smaller numbers of

5476-410: Was used, as actuation of the undercarriage and steering relied on pneumatic pumps, instead. However, the F28 was outfitted with comparatively advanced electronics, as Fokker's design team viewed this factor as directly relating to overall competitiveness. One uncommon feature of the F28 was the movable split-sections installed on the tail cone; these would be hydraulically opened outwards to act as

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