Fokker F.VII / C-2 / F.XIV

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Fokker - D.XIII - 1924 - Нидерланды Fokker - D.XIV - 1925 - Нидерланды

Страна Country: НидерландыNetherlands

Год Year: 1924

Средний транспортный самолет с экипажем из трех человек, возможно применение в качестве бомбардировщика

Варианты Variants

Fokker - F.VII / C-2 / F.XIV - 1924 - НидерландыNetherlands
Fokker/Atlantic - F.10 / C-5 Super Trimotor - 1927 - СШАUSA
Avro - Ten / Type 618 - 1928 - ВеликобританияUnited Kingdom
Avro - Five / Type 619 / Six / Type 624 - 1929 - ВеликобританияUnited Kingdom

Fokker F.VII

Следующим транспортным самолетом после неудачного проекта F.V стал F.VII, строившийся в больших количествах во многих вариантах. F.VII является, пожалуй, основным транспортным самолетом 1920-х годов. F.VII проектировался инженером Вальтером Ретелем как самолет на шесть пассажиров, с закрытой кабиной для экипажа из двух человек, расположенной под передней частью крыла, и силовой установкой из одного V-образного мотора Rolls-Royce Eagle мощностью 360 л. с.
   F.VII предназначался для линий очень большой протяженности, включая линию авиакомпании KLM: Амстердам - Батавия (ныне Джакарта, Индонезия). Фюзеляж представлял собой каркас из стальных труб, обтянутый полотном. Высокорасположенное деревянное крыло имело фанерную обшивку. Стабилизатор снабжен подкосами, к нему подвешены аэродинамически сбалансированные рули высоты. Руль направления также имеет аэродинамическую компенсацию. Шасси - трехопорное, с хвостовой опорой-костылем.
   Разработанный в 1923 году самолет выполнил первый полет в 1924 году. Авиакомпания KLM заказала пять самолетов с мотором Eagle или 450-сильным Napier Lion. F.VII получился очень достойным, но не революционным аэропланом. Путь для повышения его летных данных и коммерческой привлекательности был традиционен: увеличение мощности двигателя одновременно с уменьшением площади крыла позволило повысить скорость и массу полезной нагрузки при снижении эксплуатационных расходов.
   Модернизированный вариант F.VIIa с мотором Bristol Jupiter мощностью 480 л. с., с элеронами уменьшенной площади и крылом меньшего размаха впервые поднялся в воздух в 1925 году. Изменили также форму крыла в плане и установили более современное вертикальное оперение с неподвижным килем. В конструкции основных опор шасси существенно уменьшили (до трех на опору) количество подкосов, снизив тем самым лобовое сопротивление самолета.
   В результате конструкционных инноваций F.VIIa получил возможность перевозить до восьми пассажиров; максимальная скорость возросла со 155 км/ч до 190 км/ч. Компания "Fokker" построила 42 машины F.VIIa, которые эксплуатировались в Чехословакии, Дании, Голландии, Франции, Венгрии, Польше и Швейцарии. Варианты F.VIIa с моторами разного типа строились по лицензии в нескольких странах. Часть гражданских F.VIIa завершили свою карьеру как военные самолеты.
   Летом 1924 года авиакомпания KLM сформулировала требования к авиалайнеру, способному перевозить десять пассажиров и выполнять горизонтальный полет при отказе одного из моторов. Компания рекомендовала использовать силовую установку из трех моторов жидкостного охлаждения - Armstrong Siddeley Puma, но "Fokker" решила использовать звездообразные моторы Wright Whirlwind J-4 мощностью по 200 л.с. Один мотор установили стандартно в носовой части фюзеляжа, два других конструкторы "Fokker" хотели разместить в установленных в крыле мотогондолах. Но была выбрана другая схема размещения - все три двигателя разместили примерно в одной плоскости. Два мотора смонтировали на подкосах между опорами шасси и крылом. Первый трехмоторный F.VIIa-3m выполнил первый полет в сентябре 1925 года. После успешного прохождения летных испытаний его разобрали и доставили морем в США для участия в показательных соревнованиях "Ford Reliability Tour". Машина победила, после чего ее купил Эдсел Форд для арктической экспедиции коммандера Ричарда И. Бёрда. На самолете изменили систему выхлопа двигателей - переместили выхлопные коллекторы в заднюю часть моторов. В таком виде самолет впервые в мире в мае 1926 года пролетел над Северным полюсом.
   К этому времени F.VIIa-3m серийно строился в Голландии и США, были заключены соглашения о производстве самолета по лицензии с бельгийской компанией SABCA, чехословацкой AVIA, итальянской "Meridionali" и британской "A.V. Roe", самолет также выпускался в Польше в Люблине. Самолеты строились с различными моторами, но наиболее популярным стал двигатель Armstrong Siddeley Lynx мощностью 220 л.с.
   Военно-транспортный F.VIIa-3m/M мог использоваться как бомбардировщик. Внешне идентичный гражданской версии, первый полет F.VIIa-3m/M выполнил в 1928 году. Но в отличие от гражданского на военной машине стояли моторы Lynx мощностью 220 л.с., предусматривалась также установка двух оборонительных пулеметов (на верхней и нижней фюзеляжных турелях) и бомбодержателей под фюзеляжем. В прототип военного варианта модернизировали F.VIIa-3m. Самолет использовался голландскими ВВС, однако в серию не передавался.
   В 1926 году два самолета голландской постройки были выбраны для антарктической экспедиции сэра Хуберта Уилкинса. Один из них - стандартный F.VIIa с моторами Packard Liberty, второй - первый экземпляр F.VIIb-3m с новым крылом большей площади. F.VIIb-3m вскоре стал основным серийным вариантом. Его выпуск с моторами Whirlwind J-6 мощностью от 300 до 330 л.с. (ставились также альтернативные моторы мощностью от 200 до 350 л. с, включая Lynx, Gnome-Rhone Titan и Walter Castor) начался в 1928 году. До 1933 года в общей сложности построили 147 машин (74 самолета компанией "Fokker" в Голландии и 73 - "Atlantic" в США). Кроме того, дополнительное количество аппаратов было собрано по лицензии в Бельгии, Чехословакии, Франции, Италии, Польше и Великобритании. Самолеты эксплуатировались, помимо стран, строивших их по лицензии, в Австралии, Канаде, Японии, Испании и Швейцарии.
   Типичным коммерческим вариантом можно считать F.VIIb-3m с тремя 215-сильными моторами Lynx с деревянными двухлопастными винтами постоянного шага. Как и F.VIIa-3m, F.VIIb-3m в военных целях применялся ограниченно, чаще всего это были машины уже достаточно полетавшие в гражданских авиакомпаниях.
   Военный вариант F.VIIb-3m/M являлся аналогом F.VIIa-3m/M, он мог использоваться как транспортный или как бомбардировщик. Первый полет F.VIIb-3m/M выполнил в 1928 году, строился он малой серией и внешне тоже почти не отличался от своего гражданского варианта. Силовая установка F.VIIb-3m/M включала три мотора Wright R-975 Whirlwind мощностью по 325 л. с., также была предусмотрена установка двух оборонительных пулеметов и подфюзеляжных бомбодержателей. Компания "Fokker" построила порядка десятка F.VIIb-3m/M, еще 24 самолета собрали в Польше (21 в Люблине) и Испании (три).

ТАКТИКО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ

   Fokker F.VIIb-3m/M

   Тип: средний транспортный самолет с экипажем из трех человек, возможно применение в качестве бомбардировщика
   Силовая установка: три мотора воздушного охлаждения Wright R-975 Whirlwind J-6 мощностью по 325 л. с.
   Летные характеристики: максимальная скорость на высоте 3000 м - 207 км/ч; практический потолок 3100 м; дальность 850 км
   Масса: пустого 3050 кг; максимальная взлетная 5190 кг
   Размеры: размах крыла 27,71 м; длина 14,55 м; высота 3,90 м; площадь крыла 67,60 м2
   Вооружение: один 7,7-мм пулемет Lewis на верхней фюзеляжной турели и один 7,7-мм пулемет Lewis на нижней фюзеляжной турели, до 1000 кг бомб на внешней подвеске под фюзеляжем (возможна подвеска бомб и одной торпеды)

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Fokker C-2

После успешной демонстрации в США транспортного самолета Fokker F.VIIA/3m принадлежавшая "Fokker" компания "Atlantic Aircraft Corporation" из Нью-Джерси построила аналогичную машину, но под обозначением Fokker F.9. Три самолета были заказаны для Армии США под обозначением C-2. Причем первый самолет, предназначенный для полетов на большие расстояния и имевший дополнительные топливные баки и специальное крыло размахом 21,7 м, строился на голландском заводе "Fokker". Все три машины оснащались двигателями Wright J-5 - вместо ставившегося изначально J-4.
   1 июня 1927 года "дальний" самолет C-2 "Bird of Paradise", пилотируемый лейтенантами авиакорпуса Армии США Лестером Дж. Мэйтландом и Альбертом Гегенбергером, вылетел из Окленда, штат Калифорния, и прибыл в Гонолулу, Гавайи, преодолев без посадки расстояние в 3862 км. За самолетами модели C-2 последовали еще восемь машин модификации C-2A, имевшие крыло еще большего размаха, чем "рекордный" C-2. Один из C-2A, названный "Question Mark", в январе 1929 года установил рекорд длительности полета, оставаясь в воздухе 150 часов - в полете выполнялась дозаправка топливом от переоборудованного в заправщик грузового биплана Douglas C-1, предоставленного Армией США.

Варианты

   XC-7: один самолет C-2A, переоборудованный под три звездообразных ПД Wright R-975 (J-6-9) мощностью по 330 л. с. (246 кВт)
   C-7A: шесть серийных XC-7; отличались от прототипа большим крылом, новыми килями и фюзеляжем, схожим с коммерческим F.10A
   XLB-2: экспериментальный легкий бомбардировщик, переделанный из C-7 и оснащенный двумя звездообразными двигателями Pratt & Whitney R-1340 мощностью по 410 л. с. (306 кВт); построен один самолет
   TA-1: обозначение ВМС США для варианта C-2; три самолета были куплены в 1927-1928 годах и переданы морской пехоте, позднее они получили обозначение RA-1 - во избежание путаницы с самолетами-торпедоносцами
   RA-2: первоначально TA-2 - три таких самолета ВМС США были аналогичны самолетам C-2A Армии США
   RA-3: один самолет, первоначально получивший обозначение TA-3; оснащался звездообразными двигателями Wright J-6; RA-1 и RA-2 позднее также получили двигатели J-6 - все машины получили обозначение RA-3, несмотря на значительные различия, включая разный размах крыла

ТАКТИКО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ

   Fokker C-2A

   Тип: военно-транспортный самолет вместимостью 10 человек
   Силовая установка: три 7-цилиндровых звездообразных ПД Wright J-5 (R-790) мощностью 220 л. с. (164 кВт)
   Летные характеристики: максимальная скорость 182 км/ч; нормальная крейсерская скорость 145 км/ч; дальность 476 км
   Масса: пустого снаряженного 2951 кг; максимальная взлетная 4715 кг
   Размеры: размах крыла 22,61 м; длина 14,73 м; высота 4,11 м; площадь крыла 66,70 м2

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Flight, September 1925

FIRST THREE-ENGINED FOKKER
Latest Development of F.VII Type

   SINCE the first machine was produced, the Fokker VII type has been undergoing steady development and has made its appearance with a variety of engines, such as the Rolls-Royce "Eagle," Napier "Lion," and the "Liberty." It was, it will be remembered, on the Napier engine type that Mynheer Fokker gave a demonstration at Croydon of control at large angles, and on the same machine an altitude which only just misses being a world's record has been attained, while the "Liberty" engined machine holds the world's duration record for useful loads of 1,500 kgs. (3,300 lbs.) and a 1,000 kgs. (2,200 lbs.), with 3 hours 3 1/2 mins.
   Quite recently the F.VII has appeared in yet another form, i.e., as a three-engined monoplane. This machine has been specially produced for night flying on regular air routes, and we understand that the first specimen has already been packed and dispatched to the United States Government, for use on the night air mail services. It seems likely that other machines, if this type is accepted by the United States Government, will be constructed in the American Fokker factory.
   Before referring to the machine itself, it may not be without interest to give a brief outline of the manner of its coming into being. In the beginning of July of this year, Mr. Fokker, who was at that time in the United States on business, cabled instructions to the Amsterdam factory to develop the F.VII as a three-engined machine. Mr. Fokker cabled all principal dimensions and such special constructional details as were required to change the type from a single-engined into a three-engined machine.
   Mr. Platz, chief draughtsman of the Fokker works, at once took the design and construction in hand, and three Wright "Whirlwind" engines with their propellers had, in the meantime, been obtained by Mr. Fokker in the States and despatched to Amsterdam, where they arrived in the beginning of August. At the end of August the machine was ready to leave the factory, and, on September 3, it was dismantled and loaded on barges to be taken to the aerodrome at Schiphol, this being the usual method of transporting new machines from the Fokker factory, which is situated on the Northern bank of the river Ij, to the aerodrome, which is situated several kilometres out of Amsterdam, and on the opposite side of the city. By 9 a.m. on September 4 the parts were unloaded, and by 4 o'clock in the afternoon of the same day the monoplane was ready for flight, having had its engines tested and its tanks filled. At 4.30, Mr. Fokker himself took it up for its first test flight, carrying four passengers and some ballast.
   The next day the machine was demonstrated before officials of the K.L.M., and on Monday, September 7, Mr. Fokker gave demonstration nights before representatives of the Dutch and foreign press at the Schiphol aerodrome. During the demonstration the machine was repeatedly flown with one of the three engines stopped. Mr. Fokker first stopping one and then another, and it was found that with either two engines and carrying full load the machine would not only fly level but would actually climb. During the demonstration, Mr. Fokker throttled down one wing-engine completely just after the start - in other words, just at the most critical moment, and which would represent the accidental stopping of a wing engine just as the machine was taking off. Each time the machine climbed steadily.
   Climbing to a somewhat greater altitude, Mr. Fokker shut off all three engines and stalled the machine. As in the single-engined F.VII, there was no perceptible tendency to spin or nose dive, the machine merely sinking slowly.
   The next demonstration to be given consisted in flying the machine with only one engine running. Under these conditions it was not to be expected, of course, that the machine would fly level with full load, but the altitude lost was amazingly slight, so that even with two engines stopped (during the demonstrations the two idle engines were not merely throttled down, but actually stopped altogether), the machine would have a very good gliding angle, and the pilot should be able to pick a suitable field in which to make a forced landing. The manoeuvre of flying on one engine was successively carried out with each of the three engines in turn, and whichever engine was used, the machine appeared to handle equally well. To show that with only one wing-engine running the machine was still perfectly controllable, Mr. Fokker made a quick turn against the pull of that engine.
   With reference to the machine itself, this is, as will be seen from the photographs, practically a standard F.VII. An alteration which has evidently been necessitated by the addition of the two wing engines is that the telescopic struts of the undercarriage are taken to the wing instead of to the top of the fuselage. This is not a point in the design of which one can really approve, as in a bumpy landing severe stresses may be thrown on the wing structure without actual breakage occurring, and the machine might then be in danger of wing failure on a subsequent flight. The two wing engines are mounted upon what appear to be somewhat sketchy tubular structures attached to the lower bases of the wing spars, and in the photographs it will be seen that no cowling whatever is provided. Presumably, however, when the machine is further developed, suitable cowls will be placed over the wing engines so as to reduce head resistance, as this, one would imagine, must be fairly high with uncowled engines. In other respects, the machine has scarcely been altered with the exception that the fuselage has been slightly lengthened so as to give greater leverage for the rudder, in order to overcome the turning moment set up when one wing engine is stopped.
   Normally, the new machine is fitted with a monoplane wing of 635 sq. ft. area, but a larger wing can be fitted, when the load capacity is increased by about 500 lbs. The three-engined monoplane, with the 635 sq. ft. wing, has seating accommodation for two pilots and eight passengers, and in addition there are two luggage compartments. With this small wing the machine carries a useful load of 3,200 lbs., which figure includes the weight of the two pilots and fuel for six hours at cruising speed. The actual paying load in this case is approximately 1,500 lbs. With this load the maximum speed is stated to be about 125 m.p.h., and the climb to 3,000 ft. is accomplished in 3 3/4 mins., while the altitude of 5,000 ft. is reached in 7 1/4 mins.
   The present machine is, as already mentioned, fitted with three Wright "Whirlwind" engines of 200 h.p. each, but it is stated that the machine can equally well be equipped with other engines of about the same power, such as the Armstrong-Siddeley "Lynx."

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Flight, November 1925

THE THREE-ENGINED FOKKER MONOPLANE
The Type F VII-3 m.

   In our issue of September 17, 1925. we published some photographs and a brief general description of the new Fokker three-engined monoplane, the type F.VII-3m, which has since done well in America in the Commercial Airplane Reliability Tour for the Ford Trophy. We have now received from the Fokker Company certain further particulars relating to this machine, as well as the general arrangement drawings and as three-engined machines are much to the fore at the present moment, we have thought that some data relating to the Fokker might be of interest.
   Concerning the constructional features of the Fokker F.VII-3m little need be said, as these follow, in the main, the well-known Fokker practice, which has already been fully dealt with in FLIGHT on several occasions. The fuselage is of welded steel tube construction, of which the famous Dutch designer has by now had many years' experience, and which he has so far seen no reason to change, whatever theoretical objections may be raised against it. The monoplane cantilever wing is an all-wood structure, in which the three-ply covering carries part of the stresses. Several years' experience with commercial machines of this construction have proved it to be easy of maintenance, reliable, durable and largely weatherproof.
   From the general arrangement drawings it will be seen that the three-engined monoplane is of typical Fokker lines with a long fuselage and a monoplane wing of fairly high aspect ratio. The wing section employed is the usual Fokker, which has the characteristic that its lift curve does not show a sharp drop after the critical angle has been passed. In section the wing tapers both in chord and depth, giving a wing of tapering plan form. Ailerons of large span but small chord are fitted, and are said to be very effective, although they do not show the horn balance with which the machine on which Fokker gave his non-stalling exhibition at Croydon was provided.
   The chief departure from the single-engined F.VII is in the lengthening of the nose of the fuselage to trim the machine with an engine of lower weight than the larger engine with which the older type is fitted. This has been accomplished by a simple framework of steel tubes, and the space thus left between the pilot's cockpit and the engine plate is so large that after removing the cowling a man may easily, while standing on the ground, reach the back of the engine and make any adjustments necessary to the engine accessories mounted there.
   The wing engines are supported from the wing by a system of steel tubes, there being two points of attachment on the front spar and one point on the rear spar. The front supports are in the form of a letter N, in the plane of the spar, while the rear struts are in the form of a sharply-sloping tripod. This form of mounting is somewhat unusual for a radial engine, as these tubular struts do not carry the engine direct, but support a horizontal steel tube framework to the front of which the engine is secured. The arrangement may be seen in the photographs. The engine bearer structure is enclosed in a streamline casing, in which the oil tank is housed, but there is no cowling around the engine itself. The petrol tanks are carried in the centre of the wing, with pipes running to the three engines and supplying them with fuel by gravity feed. The cabin has seating accommodation for eight passengers, and a cockpit ahead of the leading edge of the wing is arranged for two pilots.
   A novel feature made desirable by the fitting of three engines is the provision of a trimming tail fin, the object, of course, being to relieve the pilot of the necessity of constant ruddering when one wing engine is out of action.
   The undercarriage is similar to that of the F.VII, but the telescopic legs run to the "power eggs" instead of to the wing itself, and are thus somewhat shortened. The track is wide - about 14 ft.
   The overall dimensions of the F.VII-3m are shown on the general arrangement drawings, but it should be stated that the machine is fitted with two types of wing, one the same as the F.VII (improved type) as regards area, but having, of course, local strengthening where the wing engines are attached, and the other a larger wing (by some 86 sq. ft.) which enables the machine to carry approximately 500 lbs. more paying load at some sacrifice in speed.
   The weight of the F.VII-3m is 4,750 lbs., and the total useful load is 3,200 lbs., made up as follows: Two pilots, 350 lbs.; fuel for 3 1/2 hours at full throttle, 1,150 lbs.; oil for 4 hours, 130 lbs.; eight passengers with luggage, 1,570 lbs. The total loaded weight is thus 7,950 lbs., which, with a wing area of 630 sq. ft., gives a wing loading of 12-6 lbs./sq. ft., and with a total power of 600 h.p. the power loading is 13-3 lbs./h.p. The machine is normally fitted with three Wright J.4 "Whirlwind" engines of 200 h.p. each, but other radials of about the same power can be supplied, and it is of interest to note that the British Air Ministry is reported to have ordered one of these machines fitted with Armstrong-Siddeley "Lynx" engines.
   The following performances relate to the machine as fitted with the "Whirlwind" engines: Maximum speed at ground level, 125 m.p.h.; cruising speed, 106 m.p.h.; landing speed 47 m.p.h.; duration at cruising speed, approximately 5 hours; climb to 1,000 ft. in 1-2 minutes; to 5,000 ft. in 7-25 minutes; to 10,000 ft. in 16-5 minutes; and to 15,000 ft. in 38 minutes. The practical ceiling is 15,500 ft.
   It is of interest, in view of the wide difference between the two types of machines, to compare some of the Fokker figures with those of the Handley Page "Hampstead." The Fokker wing loading is 12-6 lbs./sq. ft. and that of the "Hampstead" is 8-35 lbs./sq. ft. The power loading of the Fokker is 13-3 lbs./h.p. and that of the "Hampstead " is 12-55 lbs./h.p. The paying load of the Fokker for a distance of approximately 450 miles is 2-62 lbs./h.p. and for the "Hampstead" 2-78 lbs. h.p. The rate of climb appears to be roughly the same for the two machines, and one thus finds that, in spite of the fact that one machine is a cantilever monoplane of 8,000 lbs. loaded weight and the other a biplane of 14,500 lbs. loaded weight, the performances and the useful loads per horse-power are very nearly identical. In view of the question monoplane or biplane it is rather interesting to find two concrete examples which seem to indicate that there is little to choose as regards efficiency between the two types. Assuming the Fokker speed figures to be correct, and we have no reason to doubt them, the monoplane seems to score somewhat on the point of speed, both maximum and cruising.

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Flight, December 1926

The Paris Aero Show 1926

FOKKER

   THE famous Dutch aircraft constructor, whose firm is the N. V, Nederlandsche Vliegtuigenfabriek of Amsterdam, will be represented by two aeroplanes, one a commercial type and one a military. The former is the three-engined monoplane type F.VII-3m., similar to that on which Commander Byrd flew to the North Pole, and the latter is the C.V. two-seater fighter.

   The Fokker F.VII-3m. monoplane is fitted with three Armstrong-Siddeley "Lynx" engines of 185 h.p. each, and is of the familiar form of Fokker construction with welded steel tube fuselage and all-wood wing. The pilot's cockpit has accommodation for two pilots, and dual controls are provided. The cockpit is equipped with night-landing equipment, and there is ample room for wireless apparatus. A door in the rear wall of the cockpit gives access to the passengers' cabin, which has seating accommodation for 8 passengers. In addition to heating and ventilating arrangements there is a lavatory at the rear end of the cabin, and behind that again, with a separate door in the side of the fuselage, is a large luggage and goods compartment, a smaller luggage space being provided under the pilots' cockpit.
   The Fokker F.VII-3m. can also be used as an ambulance machine, when it gives accommodation for 6 stretchers and one attendant. Furthermore, it can be supplied as a night-bomber, when the armament consists of 1 or 2 machine guns, one of which is fitted over an opening in the roof at the rear of the cabin. As bomb load may be carried 10 bombs of 50 kg. each, or 5 of 100 kg. or 2 of 250 kg. or 1 weighing 500 kilos. The crew consists then of one pilot, one assistant pilot or navigator, and one gunner.
   Finally the Fokker F.VII-3m can be supplied as a torpedo carrier, when a torpedo weighing 1,000 kg. can be slung underneath the fuselage. In this case the crew consists of one pilot and one observer.
   Specification of Fokker F.VII-3m.- In its commercial form the machine has the following characteristics: Span, 19-3 m.; length overall, 14-6 m.; wing area, 58-5 sq. m. (a larger wing having an area of 67 sq. m. can be supplied). Weight empty, 2,150 kg.; fuel and oil, 600 kg.; crew 150 kg.; 8 passengers and luggage, 700 kg.; total loaded weight, 3,600 kg. Wing loading, 61-5 kg./m2; power loading, 6-6 kg. /h.p. Maximum speed, 185 km./h.; cruising speed, 165 km./h.; minimum speed, 80 km./h. The climb is as follows: 1,000 m. in 5-8 mins.; 2,000 m. in 12-3 mins.; 3,000 m. in 22-2 mins.; ceiling approximately 4,700 m. Duration approximately 5 hours. These performance figures are guaranteed to within a margin of 3 per cent, on speed and 6 per cent, on climb.
<...>
   The Fokker F.VII-3m commercial monoplane was seen by many at Paris for the first time, although the type has been used fairly extensively on air line work. The particular specimen exhibited was stated to have been sold to the famous financier Loewenstein for addition to his "stable," which already includes quite a number of different types. The machine is of typical Fokker construction, with welded fuselage and wood wing. The manner of mounting and cowl ing the wing engines is rather neat, and a feature which is of special interest is the undercarriage which, in point of fact, is not new, having been fitted on the single-engined Fokker monoplanes for a long time. Probably the first time it was seen in England was on the occasion of the anti-stall demonstration by Fokker at Croydon, the machine used for this demonstration having an undercarriage of this type.
   The telescopic members of this undercarriage are of welded-up steel tubes (a feature to which some might object, although the undercarriage seems to stand up to its work in practice) and the shock-absorbing medium is in the form of rubber rings of standard size. One of our sketches illustrates the arrangement. It will be seen that individual rings may be removed without interfering with the others. Not only so, but if the machine is to be used with a very light load only (as might sometimes happen) a number of rings can be removed so as to obtain just the right amount of springing. Conversely if the machine is to be used with extra heavy loads, additional rings may be slipped into place. Thus not only can the springing be directly proportioned to the load, but from the point of view of maintenance the undercarriage is about as simple as anything could be.
<...>

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Flight, January 1931

THE BRAIN CENTRE OF A MODERN AIRCRAFT
Cockpit Equipment of the "Balair" Fokkers

   THE equipment of the cockpit of a modern comparatively large air liner is probably one of the most vital factors in its successful operation. The Swiss Air Traffic Company "Balair," have ensured that their Fokker F.VII B-3m.’s (3 "Whirlwind" 300 h.p. engines) are fitted up in a manner which will give the pilots every assistance they can have. As the photo shows, the arrangement of the various instruments is thoroughly practical, and while the equipment is extensive there is no over-crowding, so that the cockpit appears to be very roomy and comfortable.
   In spite of the fullness of the equipment, it is worth noting that the view in this type of machine is exceptionally good and the wide clear windows should make flying easy in any weather conditions.
   A view of the cockpit is shown on the right, at the top of which, in the centre, are the oil pressure gauges for the three engines. The group below these, reading from left to right, comprises a longitudinal inclinometer, a controller of flight (consisting of 3 parts, viz.: an airspeed indicator, a bank and turn indicator, and a transverse inclinometer) and an altimeter.
   A little lower, to the left of the photo, are the knobs for regulating the carburettor heating and the oil radiator of the left outboard engine; next to these the compass, and to the right the two knobs for regulating the carburettor heating and the oil radiator of the right outboard engine.
   Below are the switches for the Scintilla magnetos of the three engines, and a little lower again, the throttle levers. The three knobs on the left operate the throttles, while the three knobs on the right are for regulating the altitude control for the three engines.
   Finally, at the bottom are the knobs for regulating the carburettor heating and the oil radiator of the centre engine.
   On the left hand side of the instrument board, under the microlamp at the top, will be seen the revolution counter and underneath the oil-thermometer for the centre engine. The revolution counters and oil-thermometers for the outboard engines are mounted on their respective power-eggs, cearly visible for the pilots.
   On the extreme left, visible between the spokes of the steering wheel, is the clock, which also indicates in minutes the duration of each flight. To the left of the spindle of the steering wheel is the manometer which indicates the pressure of the pneumatic brakes on the wheels. The pedals for operating these brakes, which can be applied to each wheel separately, are mounted on the rudder bar. Part of the pedal for the right-hand wheel brake can be seen a little to the left under the throttle lever for the left outboard engine.
   There is also a microlamp at the top of the right half of the instrument board. The first row under the lamp comprises (from left to right) the contact for operating the left-hand Holt landing flare, the voltmeter for the lighting installation, the main switch, and the contact for operating the right-hand Holt landing flare.
   In the next row are (from left to right) the switch for the voltmeter, the switch for the navigation lights, the control lamp of the generator, the switch for the cabin lights, the switch for the microlamps and a plug contact.
   Below these are the fuses for the navigation lights, cabin lights and Holt flares, besides two holders for spare fuses. To the left of this row is the crank for the starter magneto, and under this the high tension switch.
   At the bottom to the left of the photo are the various wireless levers, etc., comprising, from top to bottom, a switch for regulating wavelengths, and the remote control unit of the Marconi transmitter-receiver, type AD6m. Lower down on the case is the switch and the knob for connecting up the telephone set, and the manipulating key. A little to the fore is the aerial winch and in the corner on the extreme left is the aerial ammeter.
   Finally, in the right-hand bottom corner is the Pyrene fire extinguisher.
   The layout is indicative of careful planning.

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Описание:Description:

Fokker F.VII
Fokker C-2
Flight, September 1925
FIRST THREE-ENGINED FOKKER
Flight, November 1925
THE THREE-ENGINED FOKKER MONOPLANE
Flight, December 1926
The Paris Aero Show 1926
Flight, January 1931
THE BRAIN CENTRE OF A MODERN AIRCRAFT

Мировая Авиация 63

12 марта 1925г.: первый полет выполнил прототип рассчитанного на перевозку 8 пассажиров самолета Fokker F.VIIa, оснащенный одним 12-цилиндровым мотором Liberty мощностью 400 л. с.
Air Enthusiast 1997-03 / B.van der Klaauw - Fokker's American Heydays

The prototype of the Fokker F.VIIa, registered H-NACZ, was transferred to the US in 1925, where it apparently flew unregistered, but with its manufacturer’s name prominently displayed.
Flight 1925-09 / Flight

ANOTHER DUTCH WORLD'S RECORD: This photograph shows the latest Fokker F.VII commercial aeroplane, with 400 h.p. "Liberty" engine, on which the Fokker pilot, Grase, established, on July 27, a world's record for duration, with a useful load of 1,500 kgs. (3,300 lbs.), by flying for 3 hours 3 1/2 mins. This flight has been recognised by the F.A.I, as a world's record, and also beats the world's duration record for useful load of 1,000 kgs. The previous world's records were held by Lieut. J. A. McReady, of the U.S. Air Service, with 2 Hours 14 mins.
Flight 1925-04 / Flight

The Fokker F.VII: Three-quarter front view. The engine is a Napier "Lion."
Мировая Авиация 97

21 августа 1924г.: "Fokker" построила пять восьмиместных пассажирских F.VII. Большую популярность получил вариант F.VIIA, использовавшийся во многих странах.
Flight 1925-04 / Flight

The Fokker F.VII: Three-quarter rear view.
Aeroplane Monthly 1984-05 / J.Stroud - Wings of Peace

The fifth Fokker F.VII, with Napier Lion engine, before going to KLM as H-NACR.
Flight 1925-04 / Flight

The Fokker F.VII, Napier "Lion," taking off for one of its demonstration flights.
Flight 1925-04 / Flight

The Fokker F.VII: On the left, the nose, showing neat cowling. The undercarriage is of special design, and gives a very wide track. On the right, the control surfaces, which are of perfectly normal shape and size. The horn balance of the aileron is not of symmetrical section, but has flat bottom camber.
Flight 1925-04 / Flight

Mijnheer Fokker standing by his non-stalling monoplane.
Flight 1925-04 / Flight

Stalled flight:Bulman on the Avro, flying stalled above the Fokker monoplane.

Другие самолёты на фотографии: Another planes on the photo: Avro Avro 504 - ВеликобританияUnited Kingdom - 1913
Aeroplane Monthly 1984-05 / J.Stroud - Wings of Peace

The prototype Rolls-Royce Eagle powered Fokker F.VII after being painted in KLM livery, and with enlarged fin and rudder.
Flight 1924-07 / Flight

THE LATEST FOKKER COMMERCIAL: The Fokker F.VII, fitted with Rolls-Royce "Eagle IX," is a development of the famous F.III, but has accommodation for two pilots and eight passengers. The machine has a communication door between the pilot's cockpit and the cabin, and is provided with wireless telephony installation. On its first test flights this machine carried a load equivalent to 16 passengers. The undercarriage is of unusual design, giving a very wide wheel track. The tension of the springing is provided with special adjustment for varying loads.
Flight 1924-11 / Flight

THE DUTCH FLIGHT TO JAVA: The Fokker F.VII Commercial Monoplane, fitted with a Rolls Royce "Eagle IX" engine on which Mynheer van der Hoop (insert left), and Lieut, van Weerden Poelman, with engineer van den Broeke, have just completed a flight from Amsterdam to Batavia (Java) in the Dutch East Indies,
Мировая Авиация 136

Один из первых пяти F.VII, поставленных авиакомпании KLM. Один такой самолет был выставлен в голландском национальном музее, но сгорел при бомбардировке в мае 1940 года.
На F.VII использованы неубираемые основные опоры шасси с широкой колеей, жесткость опор обеспечивалась подкосами.
Aeroplane Monthly 1984-05 / J.Stroud - Wings of Peace

The fifth Fokker F.VII, in KLM livery.
Flight 1925-04 / Flight

THE LATEST FOKKER F.VII: Fitted with a Napier "Lion" engine; this machine carries 10 passengers.
Aeroplane Monthly 1984-05 / J.Stroud - Wings of Peace

The Gnome-Rhone Jupiter installation in a KLM F.VIIa. It has a two-bladed fixed-pitch metal propeller. The type designation on the fuselage is shown as F.VII
Мировая Авиация 97

24 ноября 1924г.: Fokker F.VII компании KLM приземлился в Батавии после исторического полета из Нидерландов на остров Ява. Полное время полета составило 127 ч 16 мин, а пройденное расстояние - 15369 км.
Jane's All the World Aircraft 1980 / Encyclopedia of Aviation - Aircraft A-Z - v3

Fokker F.VIIa.
Air Pictorial 1956-02 / The journal of a roving spotter

The veteran Fokker F.VIIa arrives over Schiphol bearing the registration letters H-NACT.
Jane's All the World Aircraft 1980 / Encyclopedia of Aviation - Aircraft A-Z - v3

Fokker F.VIIa.
Aeroplane Monthly 1987-05 / L.Curtis - The Flying Duchess (2)

The Spider was originally registered in Holland as H-NADK. In September 1927 it was registered in the UK to Capt R. H. McIntosh and named Princess Xenia.
Aeroplane Monthly 1992-07 / D.Middleton - Propellers (1)

A KLM Fokker F.VII being refuelled at Croydon in 1927. It is fitted with a twisted slab dural propeller, presumably of German origin.
Aeroplane Monthly 1988-03 / Personal album. Civil

H-NADP was one of a batch of eleven Fokker F.VII as delivered to the Dutch airline KLM between October 1925 and March 1927. This aircraft later became PH-OTO, and then PH-ALY before being sold to the Finnish Airline Aalborg Luftfart as OY-DEV. Later it passed to the Finnish Air Force as a Red Cross aircraft, becoming FE-2.
Flight 1927-08 / Flight

AMSTERDAM TO BATAVIA AND BACK IN 27 DAYS: The Fokker type F.VIIa monoplane, fitted with a 440 h.p. Gnome-Rhone "Jupiter IV" engine in which Mr. Van Lear Black made his flight to the Dutch Indies. His machine was the "K.L.M." airliner H-NADP, which normally operates on the K.L.M. passenger and mail services.
Air Pictorial 1992-02 / P.Jarrett - Karachi collection

THE first fare-paying passenger to make the return flight from Amsterdam to Batavia was carried on KLM Fokker F. VIIa H-NADP, powered by a 400 h.p. Gnome Rhone Jupiter radial engine, in June and July 1927, and this photograph was probably taken during that trip. The F.VIIa could carry two pilots and eight passengers. Later, H-NADP was rebuilt and re-registered as H-NADR, PH-OTO and PH-ALY. It then passed to Aalborg Luftfahrt as OY-DEV, and finally served as FE 2 with the Finnish Red Cross.
Flight 1928-04 / Flight

Flying at St. Moritz: One of the Fokker F.VII. (Bristol "Jupiter") monoplanes of the Balair Luftverkehr A.G. ("Balair") , which operates air services in Switzerland, on the Lake of St. Moritz. The Balair Company recently organised joy rides at St. Moritz with the machine shown here.
Air Enthusiast 1997-03 / B.van der Klaauw - Fokker's American Heydays

F.VIIa ‘Old Glory’ left New York on September 6, 1927 for a nonstop flight to Rome in Italy, but the aircraft never arrived there. The wreckage was later found in the Atlantic Ocean, with no trace of its crew, Lloyd Bertrand and James Hill.
Мировая Авиация 97

Несколько F.VIIA построил американский филиал фирмы "Fokker" под названием "Atlantic Aircraft Corporation". На авиарынке США самолет был известен как Super Universal.
Flight 1930-02 / Flight

AIR TRANSPORT IN SWITZERLAND: One of the Balair machines being loaded with freight, of which the company carried a considerable amount.
Aeroplane Monthly 1984-05 / J.Stroud - Wings of Peace

This Gnome-Rhone Jupiter powered CIDNA F.VIIa was later converted to an F VIIa-3m and passed to Air France.
Aeroplane Monthly 1984-05 / J.Stroud - Wings of Peace

This early F.VIIa is seen as G-EBTS Princess Xenia. It had been KLM's H-NADK and later became the Duchess of Bedford's Spider. The engine is a Jupiter.
Aeroplane Monthly 1987-04 / L.Curtis - The Flying Duchess (1)

Fokker F.VIIA G-EBTS The Spider, pictured during the abortive flight to India in 1928. The aircraft originally saw service with KLM.
Aeroplane Monthly 1987-05 / L.Curtis - The Flying Duchess (2)

The Duchess of Bedford owned Fokker F.VIIA G-EBTS The Spider for three years, from September 1929 until September 1932. The aircraft was scrapped in March 1937.
Aeroplane Monthly 1987-05 / L.Curtis - The Flying Duchess (2)

The Duchess of Bedford's Fokker F.VII, The Spider, photographed at Croydon on April 30, 1930 after the record flight to the Cape and back.
Aeroplane Monthly 1981-07 / Whitchurch /Gone but not forgotten/ (10)

THE BARNARD "CIRCUS" AT THE BRISTOL AIRPORT: The "Jupiter"-engined Fokker "Spider" taking up the Lord Mayor of Bristol, and party.
The Fokker F.VIIA G-EBTS, The Spider, taking up the Lord Mayor of Bristol at the Bristol Summer Meeting in June 1931.
Aeroplane Monthly 1987-05 / L.Curtis - The Flying Duchess (2)

10-19 апреля 1930г.: С. Барнард, Р. Литтл и графиня Мэри Бедфорд выполнили перелет из Лондона в Кейптаун на самолете Fokker F.VIIa G-EBTS с собственным именем "The Spider" ("Паук"), Самолет был оснащен моторами Bristol Jupiter.
The Spider fitted with a Bristol Jupiter engine.
Flight 1928-09 / Flight

"Princess Xenia," the Fokker monoplane, fitted with a Bristol "Jupiter," which made the India - England flight.
Aeroplane Monthly 1987-05 / L.Curtis - The Flying Duchess (2)

It was thanks to Shell Mex Ltd that The Spider was supplied with fuel throughout the Cape flight. Barnard and Little are seen here supervising refuelling somewhere along the route.
Aeroplane Monthly 1987-04 / L.Curtis - The Flying Duchess (1)

The Spider at Filton, Bristol, shortly after installation of the Bristol Jupiter engine. Capt Barnard is standing on the right.
Aeroplane Monthly 1987-04 / L.Curtis - The Flying Duchess (1)

The Duchess of Bedford, Capt. C. D. Barnard (left), and Mr. Bob Little, at Bristol for the celebrations of their record flight to India and back in the Fokker (Jupiter) monoplane.
Capt Barnard, the Duchess of Bedford and Bob Little pictured at Bristol for the celebrations of their record flight to India and back, made in August 1929.
Aeroplane Monthly 1987-04 / L.Curtis - The Flying Duchess (1)

Capt Barnard, the Duchess of Bedford's first personal pilot, stands in front of The Spider.
Flight 1929-08 / Flight

Not exactly a Grecian nose, but it functioned splendidly. The Bristol "Jupiter" engine in the Duchess of Bedford's Fokker monoplane, which was not disturbed by 10,000 miles in eight days.
Aeroplane Monthly 1987-05 / L.Curtis - The Flying Duchess (2)

The duchess boards The Spider amid admiring glances from well-wishers.
Aeroplane Monthly 1987-04 / L.Curtis - The Flying Duchess (1)

The return of The Spider from its flight to India and back, landing at Croydon on August 9, 1929.
Flight 1929-08 / Flight

Return of "The Spider." A successful finish to the flight to India and back. Landing at Croydon August 9.
Flight 1929-08 / Flight

An aerial view of the Fokker monoplane gliding into London's air port at Croydon.
Flight 1930-05 / Flight

"STRANDED": An aerial view (from Bush House) of the "Spider" which was exhibited all last week in the Strand by Shell Mex, Ltd.
Aeroplane Monthly 1987-05 / L.Curtis - The Flying Duchess (2)

Two views of The Spider. These photographs were taken after it was sold to the British Air Navigation Company, in whose colours it was repainted.
Air Enthusiast 1997-03 / B.van der Klaauw - Fokker's American Heydays

F. VIIa ‘Alaskan’ with a ski undercarriage used for the Detroit News Arctic Expedition by Hubert Wilkins.
Flight 1928-08 / Flight

INTERNATIONAL APPRECIATION :This photograph shows a batch of Fokker aeroplanes outside the flying sheds at Schiphol aerodrome, Amsterdam. On the left are four C.V.'s for the Swedish Air Force. Next comes "Mr." Carbery's Universal. Next to that is an F. VII built for the Danish Air Traffic Co. An F. VII-3m for the Nederlandsch-Indische Luchtvaart Maatschappy follows, and in the foreground is an F. VII built for Poland. The C.V.'s and one of the F. VII's are fitted with "Jupiter"engines, while the F. VII-3m has three Armstrong-Siddeley "Lynx" engines. The latter machine is one of a batch to be used in the Dutch East Indies

Другие самолёты на фотографии: Another planes on the photo: Fokker C.V / C.VI - НидерландыNetherlands - 1924 Fokker/Atlantic F.9 Universal / F.18 / F.XI Super Universal - СШАUSA - 1926

Flight 1925-09 / Flight

THE THREE-ENGINED FOKKER MONOPLANE IN FLIGHT: The machine is capable of flying on any two of its engines.
Flight 1926-05 / Flight

THE STRANGER WITHIN OUR GATES: Two views of the three-engined Fokker monoplane recently delivered to Martlesham Heath. It was on a similar machine that Commander Byrd reached the North Pole. The engines of above machine are, however, Armstrong-Siddeley "Lynx" radials. On arrival at Martlesham, Mijnheer Grase, the Fokker chief test pilot, is reported to have looped the machine
Aeroplane Monthly 1984-05 / J.Stroud - Wings of Peace

H-NAEA was the F.VIIa-3m Postduif, with Armstrong Siddeley Lynx engines. It made the first official air mail flight from Amsterdam to Batavia (Jakarta) and back in October 1927.
Flight 1927-10 / Flight

AMSTERDAM-BATAVIA IN TEN DAYS: As previously recorded in FLIGHT, Lieut. Koppen of the Dutch R.A.F. recently accomplished a splendid flight from Amsterdam to Batavia, in a Fokker monoplane fitted with three Armstrong-Siddeley "Lynx" engines. Carrying mails, he covered the 9,000 miles in 10 days. (1) The Fokker FVII-3.M in flight. (2) The crew - from left to right, 2nd-pilot (K.L.M.) Fryns, Lt. Koppen, and mechanic Elleman - and the three British engines which carried them through so successfully. (3) The four extra petrol tanks in the fuselage. (4) A side view of the Fokker F.VII-3.M.
Flight 1931-01 / Flight

The Fokker F.VIIb, fitted with three Armstrong-Siddeley "Lynx," or Gnome-Rhone "Titan" engines, one of the types used both by K.L.M. and K.N.l.L.M.
Air Pictorial 1992-02 / P.Jarrett - Karachi collection

NETHERLANDS-registered Fokker F.VIIa-3m H-NAEA, powered by three Armstrong Siddeley Lynx radial engines, was named Postduif (Carrier Pigeon). This photograph was taken in October 1927, while it was making the first official mail flight from Amsterdam to Batavia (now Djakarta) and back, flown by Lt G. Koppen of the Netherlands Army and G. Fryns of KLM. Postduif later served with the Dutch Army as an F.VIIa-3m/M, serialled 803.
Flight 1928-03 / Flight

AMSTERDAM-BATAVIA-AMSTERDAM: A four-minute shower was sufficient to result in bogging Lieut. Koppen's Fokker (3 Armstrong-Siddeley "Lynx" engines) at Allahabad during the outward trip.
Flight 1928-06 / Flight

Armstrong-Siddeley Engines in Italy: Sig. Mussolini (second from right, in silk hat) inspecting the triple-engined (Armstrong-Siddeley "Lynx") Fokker monoplane employed on the Munich - Milan air line. Next to the Duce is Gen. de Pinedo, while behind him, on the extreme right, is Sig. Balbo, Italian Under-Secretary for Air. Note the young lady just about to give the Fascist salute.
Flight 1931-01 / Flight

The arrival of the first aeroplane at Semarang aerodrome on the occasion of the opening of the regular K.N.I.L.M. daily Air Service.
Flight 1928-05 / Flight

AN AIR YACHT DE LUXE: The three-engined Fokker monoplane which Mr. Van Lear Black has chartered from the K.L.M. for his tour to the Cape and back. The pilots will be Geysendorffer and Scholte, and Mr. Black will be accompanied by his valet "Leo." The tour is scheduled to start around May 15. The engines are the new Gnome-Rhone Bristol "Titans."
Flight 1928-05 / Flight

The Gnome-Rhone Bristol "Titan," as used on the Fokker F.VII chartered by Mr. Van Lear Black for a flight to the Cape and back, is built up very largely from "Jupiter" parts. Five "Jupiter" cylinders are used, and the French version of the engine is rated at 240 h.p. The Bristol "Titan" has not yet gone into production, as the Bristol company desires to be quite sure what type of engine is likely to be wanted before commencing building in quantities. The Gnome-Rhone company, on the other hand, has gone into production with the "Titan."
Flight 1928-09 / Flight

THE AMSTERDAM-BATAVIA AIR MAIL: Five Armstrong Siddeley "Lynx" engined Fokker VII-3m monoplanes lined up on Schipol aerodrome, Amsterdam, for inspection by Dutch Government officials prior to their departure for Batavia.
Flight 1926-12 / Flight

The Fokker Stand: On the extreme left a "nose" with "Jupiter" engine. Then a C.V.D. with Hispano engine and, on the right, the F.VII 3M with three Siddeley "Lynx" engines.

Другие самолёты на фотографии: Another planes on the photo: Fokker C.V / C.VI - НидерландыNetherlands - 1924
Aeroplane Monthly 1985-10 / Personal album

KLM's Fokker F.VIIb-3m PH-AEO being refuelled by members of the Siamese air force (the Royal Aeronautical Service). Formerly H-NAEO, this Fokker went to Air-Orient as F-ALSA, passed to Air France as La Joyeuse, and later became CS-AAM in Portugal.
Flight 1926-12 / Flight

This view from above gives a good idea of the power plant arrangement, pilot's cockpit, &c, of the Fokker F.VII 3m.
Flight 1925-12 / Flight

THE FOKKER F.VII-3m: A three-quarter front view. The engines shown in the photograph are Wright "Whirlwinds" of 200 h.p. each, but other engines such as the Armstrong-Siddeley "Lynx," can be substituted.
Flight 1925-12 / Flight

The Fokker F.VII-3m: This photograph shows the mounting of the nose and wing engines, the pilot's cockpit and the undercarriage.
Flight 1925-09 / Flight

FIRST THREE-ENGINED FOKKER MONOPLANE: This is a development of the well-known type F.VII. The engines fitted are Wright "Whirlwinds," but if desired Armstrong-Siddeley "Lynx" engines can be substituted.
Flight 1931-12 / Flight

MONOSPAR WING ON FOKKER F.VII-3M: Front view. Note the great wing thickness in the centre (18 per cent of chord).
Flight 1926-12 / Flight

THE FOKKER F. VII. 3m is a commercial monoplane. The three engines fitted are Armstrong-Siddeley "Lynx" of 180 h.p. each.
Flight 1931-01 / Flight

The late Mr. Van Lear Black's Fokker F.VII.3m., G-AADZ, snapped at Cape Town when he flew there in 1929.
Мировая Авиация 97

F.VIIB-3m, изображенный на снимке, отличался от F.VIIA-3m прямой центральной секцией крыла над фюзеляжем.
Aeroplane Monthly 1984-05 / J.Stroud - Wings of Peace

CLASSA’s Lynx-powered Dutch-built F.VIIb-3m M-CAKK with three-bladed propeller on the centre engine.
Aeroplane Monthly 1984-05 / J.Stroud - Wings of Peace

An Air France Fokker F.VIIb-3m at Croydon on May 11, 1934.
Aeroplane Monthly 1985-10 / Personal album

Two Far East Fokkers in transit. On the left is Air-Orient's F.VIIb-3m F-ALZR (later Air France's La Resolve) and on the right KLM's F.XII PH-AIJ Ijsvogel (Kingfisher).

Другие самолёты на фотографии: Another planes on the photo: Fokker F.IX / F.XII / F.XVIII - НидерландыNetherlands - 1929
Aeroplane Monthly 1985-10 / Personal album

Air-Orient's Fokker F.VIIb-3m F-ALUJ in transit. This aeroplane passed to Air France as La Semillante.
Aviation Historian 32 / M.Wickstead - Italy's forgotten airlines (2)

In 1925 Italian car and railway magnate Nicola Romeo acquired the licence to build the Fokker F. VIIB/3m trimotor; only three were built - I-AAXY, I-AAXZ and I-FERO - all of which served with ALI. The first two are seen here at a snowy Taliedo airport in Milan; I-AAXZ was lost when it crashed on Mt Basso, near Turin, in April 1936.
Aeroplane Monthly 1991-06 / J.Stroud - Wings of Peace

SP-ABC Celina, the last Fokker F.VIIb-3m built for LOT by Plage & Laskiewicz. The route board under the cabin windows shows that it was operating between Warsaw and Bucharest.
Aviation Historian 33

Fokker F. VIIb-3M PK-AFB of Netherlands East Indies Airline KNILM, photographed at Surabaya’s Dermo Airport in October 1935. It was leased with crew to the Timor air service in 1940. Reports that it received the Portuguese registration CR-AFB have not been confirmed.
Flight 1931-07 / Flight

THE JAVA-AUSTRALIA AIR MAIL: The 3-engined Fokker monoplane "Abel Tasman," piloted by Pattist, refuelling at Rambang on May 12 on the first Dutch Air Mail Service from Holland to Australia.
Aeroplane Monthly 1984-05 / J.Stroud - Wings of Peace

PK-AFC Abel Tasman was one of a batch of four Lynx-powered F. VIIb-3ms delivered to KNILM in 1928. It was originally registered H-NAFC.
Flight 1931-08 / Flight

AN INTERNATIONAL JUNCTION: Schiphol, the airport of Amsterdam, is called at by Fokker machines of many international airlines. The photograph shows in the foreground a K.L.M. Fokker F.VIII, next to it a Fokker F.III belonging to the German Luft Hansa, and a Fokker F.VIIa of the Danske Luftfartselskab. In the second row, from left to right; Fokker F.VIIb-3m Swissair, F.VIIb-3m Sabena (Belgium), F.VIIb-3m Ceskoslovenska Letecka Spolecnost (Czechoslovakia). In the background another Lufthansa F.III.

Другие самолёты на фотографии: Another planes on the photo: Fokker F.III - НидерландыNetherlands - 1921 Fokker F.VIII - НидерландыNetherlands - 1927
Air International 1997-01 / K.van der Plas - Flying together

No less then 30 Fokker FVIIb/3ms were ordered by Sabena between 1929 and 1932. Twenty-eight were built by SABCA.
Aeroplane Monthly 1977-01 / G.Endres - Czechoslovakian Air Transport since 1920 (1)

Avia-built Fokker FVIIb-3m OK-AFB was one of five such aircraft serving with CSA from 1929.
Aeroplane Monthly 1977-01 / G.Endres - Czechoslovakian Air Transport since 1920 (1)

A line-up, in alphabetical order, of eight Avia-built Fokker FVIIb-3ms of CLS with two Fokker-built examples, OK-AAH and OK-AAI, in the far distance.
Flight 1929-06 / Flight

Great and Small at the Winnipeg Aviation Meet, May 24 and 25. The 65 h.p. Monocoupe of Mr. Verne Roberts and the tri-motor Fokker owned by the Western Canada Airways.

Другие самолёты на фотографии: Another planes on the photo: Central States Monocoupe 22 - СШАUSA - 1927
Aeroplane Monthly 1977-01 / G.Endres - Czechoslovakian Air Transport since 1920 (1)

The apron at Prague Ruzyne airport in 1938, with three DC-2s, a Fokker FVIIb-3m, an Avia F.39, a Wibault 283.T and a Potez 62 in evidence.

Другие самолёты на фотографии: Another planes on the photo: Douglas DC-1 / DC-2 / C-32 / C-39 - СШАUSA - 1933 Fokker F.IX / F.XII / F.XVIII - НидерландыNetherlands - 1929 Potez Potez 62 / 65 - ФранцияFrance - 1935 Wibault Wibault 280 - ФранцияFrance - 1930
Flight 1928-08 / Flight

THE AMSTERDAM AIR TERMINUS: The lower photograph shows the hangars, offices, etc. at the Schiphol aerodrome. The international character of this Dutch airport may be gathered from the machines in front of the buildings, which include a Farman "Jabiru," a three-engined Junkers monoplane, a Fokker monoplane, and a Dornier monoplane. The upper photograph shows the aerodrome restaurant where excellent meals are served, and from which a good view of the aerodrome, machines, etc. is obtained.

Другие самолёты на фотографии: Another planes on the photo: Dornier Do.B Merkur - ГерманияGermany - 1925 Farman F.120 / F.3X / F.4X Jabiru - ФранцияFrance - 1923 Junkers G 23 / G 24 - ГерманияGermany - 1924
Air Enthusiast 1997-03 / B.van der Klaauw - Fokker's American Heydays

A busy scene in and around the Fokker hangar at Teterboro Airport. An F-32 dominates the scene with, in the foreground, a Super Universal and in the background an F.VIIb.

Другие самолёты на фотографии: Another planes on the photo: Fokker/Atlantic F.32 - СШАUSA - 1929 Fokker/Atlantic F.9 Universal / F.18 / F.XI Super Universal - СШАUSA - 1926
Air Enthusiast 1997-03 / B.van der Klaauw - Fokker's American Heydays

Fokker F.VIIa, ‘Wilbur’, used by the Pennsylvania Rapid Transport Co on its airmail contract routes.
Air Enthusiast 1997-03 / B.van der Klaauw - Fokker's American Heydays

Pan American was the first US airline to use the Fokker F.VIIb. NC3314, later went to Mexico as X-ABCL and from 1932 onwards it was registered in the Netherlands as PH-APA, later PH-TOL.
Air Enthusiast 1997-03 / B.van der Klaauw - Fokker's American Heydays

One of the three RA-2s supplied to the US Navy. After having been equipped with the more powerful Wright J.6-9 engines the designation was changed into RA-3.
Jane's All the World Aircraft 1980 / Encyclopedia of Aviation - Aircraft A-Z - v3

Fokker F.VIIb/3m in RAF markings, with Stieger Monospar wing.
Aeroplane Monthly 1982-07 / P.Capon - Capon's Corner

This Fokker F.VII-3M, J7986, was used by the Air Ministry to test the revolutionary Monospar Wing Company's ST-2 wing, an immensely strong metal wing built around a single duralumin Warren girder spar braced with a pyramidal system of tie rods. The wing became a feature of the Monospar range of light aircraft popular during the 1930s. J7986 was powered by three 180 h.p. Armstrong Siddeley Lynx engines and visited Stag Lane in June 1926.
Flight 1931-12 / Flight

TAPER: The Monospar wing on the Fokker F.VII-3M has its tips more pointed than the standard Fokker wing. The engines are Armstrong-Siddeley "Lynx."
Flight 1931-12 / Flight

PUTTING THE MONOSPAR WING INTO PLACE: This photograph, taken at the Brockworth works of the Gloster Aircraft Co., Ltd., shows the Fokker F.VII-3M while the wing was being mounted. Weight was saved on the engine mountings visible in this photograph. This machine was tested in flight recently.
Air Enthusiast 1997-03 / B.van der Klaauw - Fokker's American Heydays

After having been converted into a three-engined aircraft and having ‘stolen the show’ in the Ford Reliability Tour the second F.VIIa was sold to Admiral Byrd for his flight to the North Pole.
Мировая Авиация 97

Лейтенант-коммандер Ричард Берд (ВМС США) с пилотом Флойдом Беннеттом 9 мая 1926 года впервые в истории достигли Северного полюса на самолете Fokker F.Vlla-3m "Josephine Ford" (полет выполнялся со Шпицбергена). Самолет установили на лыжное шасси, чтобы взлетать со снега. В конце XX века достижение Берда и Беннета подвергнуто сомнению.
Jane's All the World Aircraft 1980 / Encyclopedia of Aviation - 1. Chronology

Fokker F.VIIA/3m Josephine Ford (9 May 1926).
Air Pictorial 1958-10 / P.Bowers - The Southern Cross

The Fokker Trimotor F-VII during the ceremony in which it was christened "Detroiter". Note conspicuous application of "Fokker".
Мировая Авиация 29

C-2 (серийный номер 26-204) был последним из трех построенных машин данного типа, поступивших на вооружение Армии США. На базе Fokker F.10A был также построен один C-5.
28-29 июня 1927г.: лейтенанты А. Хегенбергер и Л. Майтланд на моноплане американской армии Fokker С-2 совершили первый удачный беспосадочный перелет из Оклахомы (Калифорния) в Гонолулу (Гавайи).
Jane's All the World Aircraft 1980 / Encyclopedia of Aviation - 1. Chronology

Pan American Fokker F.VII/3m with ground and flight crew (19 October 1927).
Мировая Авиация 48

28 октября 1927г.: "Pan American Airways" выполнила первый регулярный почтовый авиарейс между Ки-Уэстом (Флорида) и Гаваной (Куба), когда Fokker F.VIIa-3m, управляемый Хью Уэллсом и штурманом Эдом Мусиком, перевез 350 кг почты за 1 час и 20 минут полета. Пассажирское сообщение на маршруте открылось 16 января 1927г.
После своего исторического полета Линдберг работал консультантом в "Transcontinental Air Transport" и "Pan Am". На снимке он сидит на месте второго пилота на F.Vll-3m.
Flight 1930-07 / Flight

"Southern Cross" after overhaul at the Fokker factory in 1930. The new-type registration was applied for the first time and the Fokker trade mark and designation F-VII/3M on the fin.
Air Enthusiast 1997-03 / B.van der Klaauw - Fokker's American Heydays

By far the most famous three-engined F. VIIa was this ‘Southern Cross’, used by Sir Charles Kingsford Smith for his flight across the Pacific from San Francisco to Brisbane. In the years that followed Kingsford Smith flew it around the world.
Aviation Historian 17 / P.Vabre - Paper Trails in the Sky

The CAB’s UK representative, Senior Inspector of Aircraft T.E. "Tommy" Johnson (right), confers with Charles Kingsford Smith while standing on a strut of the latter’s Fokker trimotor Southern Cross.
Мировая Авиация 82

Первый перелет через Тихий океан. 31 мая - 9 июня 1928г.: самолет Fokker F.VIIb-3m "Southern Cross" с экипажем (слева направо) - Гарри В. Лайон (штурман), Чарльз Т. Ульм (второй пилот), Чарльз Кингсфорд-Смит (пилот и командир экипажа) и Джеймс В. Уорнер (радист) - совершил первый перелет через Тихий океан.
Flight 1930-07 / Flight

THE CREW OF THE "SOUTHERN CROSS": From left to right - Mr. J. W. Stannage (Wireless); Capt. P. Saul (Navigator); Sq.-Ldr. Kingsford-Smith; Mr. Van Dyk (2nd Pilot). Miss Mary Powell, Kingsford-Smith's fiancee, is on the extreme right.
Мировая Авиация 82

Взлетев из Окленда (Калифорния, США) и пролетев через Гонолулу, Гавайи, Сува и Фиджи, 9 июня отважный экипаж сел в Игл-фарме (Брисбен, Куинсленд, Австралия). Общее время полета по трассе составило 83 часа 38 минут.
Flight 1928-08 / Flight

AN ECHO OF THE SAN FRANCISCO FLIGHT: An aerial view of Eagle Farm Aerodrome, Brisbane, showing the Fokker monoplane "Southern Cross," in which Capt. Kingsford Smith, Mr. C. Ulm, Lieut. H. W. Lyons, and Mr. J. Warner flew from San Francisco to Australia across the Pacific. The photograph was taken immediately after their arrival on June 9.
Flight 1929-07 / Flight

ACCOMPLISHED! Southern Cross monoplane makes the final landing of the Australia-England flight at Croydon, July 10, 1929.
Aeroplane Monthly 1987-03 / K.Durdey - An Australian air knight

The Fokker F.VIIb-3m VH-USU Southern Cross arriving at Croydon on July 1929, having flown from Australia in 12 days 18hr. Kingsford Smith and Charles Ulm were the pilots.
Jane's All the World Aircraft 1980 / Encyclopedia of Aviation - Aircraft A-Z - v3

Fokker F.VIIb/3m Southern Cross.
Air Pictorial 1957-12

The late Sir Charles Kingsford Smith's famous Fokker FVII/Fx VH-USU (no c/n.) "Southern Cross" and the late Ross and Keith Smith's Vickers Vimy G-EAOU (ex-F8630) are to be preserved in concrete and glass mausoleums at Brisbane and Adelaide respectively. The Trans Pacific veteran was recently delivered safely and erected as shown below, but the 1919 England-Australia Vimy has been partially destroyed by fire. This took place on 3rd November, 160 miles east of Adelaide, while in transit on two R.A.A.F. Queen Marys.
Aeroplane Monthly 1974-05 / Fokker FVIIb-3m /Preservation Profile/ (13)

Alongside a Douglas DC-6 at Sydney, in the 1950s.

Другие самолёты на фотографии: Another planes on the photo: Douglas DC-6 / C-118 Liftmaster - СШАUSA - 1946
Aeroplane Monthly 1974-05 / Fokker FVIIb-3m /Preservation Profile/ (13)

In the memorial hangar at Eagle Farm Airport, 1958.
Aeroplane Monthly 1988-02 / S.Stephenson - Southern Cross reborn

The replica taxying under the power of its three seven-cylinder Jacobs radials.
Jane's All the World Aircraft 1980 / Encyclopedia of Aviation - 1. Chronology

Southern Cross (9 June 1928.) Flying in Australia before the Second World War.
Aeroplane Monthly 1987-03 / K.Durdey - An Australian air knight

The original Southern Cross in 1945 after it had been restored to airworthy condition at RAAF Canberra. The crew for the 1945 test flight included Wg Cdr G. H. Purvis, who often flew with Smithy, and the copilot was Smithy's nephew, Wg Cdr John Kingsford Smith.
Aeroplane Monthly 1988-02 / S.Stephenson - Southern Cross reborn

The new "Southern Cross" during its first flight on 14th August 1987. Note tailwheel
Aeroplane Monthly 1987-11 / M.Oakey - Grapevine

Bill Whitney’s replica of Kingsford Smith's Fokker F.VIIb/3m Southern Cross made its first flight on August 14, 1987, from Parafield, South Australia, in the hands of Sqn Ldr Nick Coulsen and Flt Lt Neil Lindorff. More news of this project coming soon.
Aeroplane Monthly 1988-02 / S.Stephenson - Southern Cross reborn
Aeroplane Monthly 1988-02 / S.Stephenson - Southern Cross reborn

G. U. “Scotty” Allan, a regular pilot of the original Southern Cross in the late Twenties, reminisces to the media in front of the replica at Sydney on November 6 last year. Note his Royal Flying Corps tie.
Aeroplane Monthly 1987-03 / M.Oakey - A Thousand Skies

The non-flying replica of Fokker F.VIIb-3m Southern Cross, built for the series by Melbourne Aircraft Maintenance.
Aeroplane Monthly 1987-03 / M.Oakey - A Thousand Skies

Two views of the Melbourne Aircraft Maintenance Fokker F.VIIb-3m replica built for the television series A thousand skies.
Aeroplane Monthly 1987-03 / M.Oakey - A Thousand Skies

Two more views of Southern Cross. For its “flying” sequences it had to be mounted on a special rig with the wheels about 4ft off the ground.
Jane's All the World Aircraft 1938 / 01 - The progress of the world in civil aviation during the year 1937-38

IN SIAM. - A couple of Air-France Liners on the Don Muang Aerodrome; the Airport of Bangkok.

Другие самолёты на фотографии: Another planes on the photo: Dewoitine D.332 / D.333 / D.338 / D.620 - ФранцияFrance - 1933
Air Enthusiast 1997-03 / B.van der Klaauw - Fokker's American Heydays

The USAAC ordered a number of F.VIIb aircraft as the C-2A. 28-124 illustrated.
Jane's All the World Aircraft 1980 / Encyclopedia of Aviation - Aircraft A-Z - v2

Atlantic C-2A Question Mark, which set an endurance record in 1929 using flight refuelling.
Мировая Авиация 124

Способность выполнять дозаправку в полете стала одним из важнейших прорывов в боевой авиации. Первые довоенные эксперименты с использованием заправщика Douglas C-1 и дозаправляемого самолета Fokker C-2 стали основой для возрождения этой технологии после Второй мировой войны.

Другие самолёты на фотографии: Another planes on the photo: Douglas C-1 - СШАUSA - 1925
Air Enthusiast 1997-03 / B.van der Klaauw - Fokker's American Heydays

With F.VIIb ‘Friendship’ on floats, Amelia Earhart became the first woman to cross the Atlantic, although this time only as a passenger.
Мировая Авиация 97

Коммандер Бирд планировал использовать F.VIIB-3m для своей атлантической экспедиции 1928 года. Но вместо этого он полетел на Ford Trimotor, а оснащенный поплавками Fokker совершил трансатлантический перелет, в котором участвовала Амалия Эрхарт. Она стала первой женщиной, пересекшей Атлантический океан на борту самолета.
Авиация и Время 2005-04 / А.Мандель - Первая леди Атлантики /Портреты/

Фоккер F-VII "Френдшип", на котором Эрхарт впервые пересекла Атлантику. 17 июня 1928г.

Air Enthusiast 1997-03 / B.van der Klaauw - Fokker's American Heydays

A twin-engined bomber version of the F.VIIa - there was only ever one XLB-2 built.

Мировая Авиация 97

Все самолеты серии F.SVII строились из дерева и стальных труб. Характерное крыло толстого профиля обеспечивало легкость и прочность конструкции, исключая потребность во внешних подкосах.
Air Pictorial 1958-10 / P.Bowers - The Southern Cross

The two Fokkers of the Wilkins expedition in the Peterborough factory - the single-engine model in the foreground and the uncovered fuselage of the trimotor as received from Holland in the background.
Aeroplane Monthly 1982-05 / P.Jarrett - Grapevine

The Fokker F.VIIb/3m replica at Parafield, South Australia.
Aeroplane Monthly 1987-03 / M.Oakey - A Thousand Skies

Two views of the Fokker F.VIIb-3m Southern Cross replica under construction.

Тип фотографийType of photos

Боковые проекцииSideviews (6)
Цветные фотоColor photos (5)
Ч/б фотоB/w photos (140)
КабинаCockpit (12)
ОбломкиWrecks (1)
Рисунки, схемы, чертежиModels, plans, drawings (8)

Фотографии Photos