|
Between November 1992 and September 1998, the FFA published the magazine "Spider". After 30 editions the magazine stopped en we joined the magazine "United Wings" (the new magazine called "Verenigde Vleugels", now together with 13 other organisations in the Dutch Historical Aviation). Leo de Roo wrote the Fokker Heritage Gallery for "Spider". A series about the civil Fokkers, starting with the "Spider" (Fokker Spin). In co-operation with Leo we are publishing the series on the site. Our plan is to add a new article on the site on a regular base, with unique pictures coming from the Fokker archive. The archive is part of the Fokker Heritage Trust collection, an initiative of Aviodome, since the 1st of January 2003 called Aviodrome, and the F27 Friendship Association. At the end of 2003, the Aviodrome opened the gates on the new museum area built on Lelystad Airport, not far from Schiphol. There you can visit the Knowledge centre with the Fokker archive inside. A part of the articles, in a slightly different form, are published in the book "Fokker Commercial Aircraft". You can order the book through the FFA Shop.
|
|
Bernard de Waal, friend and co-worker of Anthony Fokker from the very beginning, was given a peculiar order in 1920. He had to steal an airplane from his own company in Schwerin. The export of aircrafts was forbidden by the Allies after the armistice, so it had to be done secretly. De Waal contacted Reinhold Platz, then chief constructor, and together they plotted the theft. |
|
Read more...
|
|
At the Paris Airshow of 1921 the F.III was shown for the first time to the public.
It was in essence a variation of the F.III, but with built-in "customer requirements".
Albert Plesman, president of KLM, was reasonably satisfied with the FIII, but he wished more speed, and also the seat next to the pilot did not satisfy in reality, as he or she (the passenger) was entirely unprotected from the elements. No mentioning of the pilot. |
|
Read more...
|
|
|
At the end of 1920 Fokker got an invitation to visit the United States. Especially the U.S. military authorities were very interested in the famous builder of the notorious German warplanes. Fokker did see opportunities in this journey to the country of unlimited possibilities. |
|
Read more...
|
|
|
The Fokker F.V was a noteworthy plane. It could fly as a monoplane and as a biplane and that seldom happens in aviation. Per choice the lower wing could be mounted or left off. With that however the F.V was a very original design, but a success it was not. |
|
Read more...
|
|
|
It would seem obvious, that after the F.V it would be the F.VI's turn, but not so, as the F.VI was not a commercial plane. |
|
Read more...
|
|
|
After the collapse of the professional education for car mechanics in Bingen, Germany, Anthony Fokker decided to submit to a school for chauffeurs in Zahlbach, near Mainz. This school had a course for aircraftconstruction. |
|
Read more...
|
|
|
Without doubt the F-VII has been the most important civil aircraft of the Twenties. Let us trace how this machine was developed. |
|
Read more...
|
|
|
Both Fokker and the KLM considered the F.VII's only as prototypes. Hardly a month passed or, as a matter of experimentation, another engine was fitted or another stabiliser tried out. Even if Mr Plesman (CEO KLM - transl.) not really appreciated all this, KLM and Fokker had only one goal in mind, the construction of as perfect a plane as possible. |
|
Read more...
|
|
|
