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. The F.VII was a transition to a more scientific approach of airplane construction.
The days, that Platz almost by himself could take care of a design, were almost past. In the course of the Twenties planes became more and more complex. Airplane construction demands people with a high level of education. So meanwhile, in that spirit Fokker had already looked for re-enforcement in his scientific department by the hiring of Jan Roozenschoon P.Eng, who started his employment on May 1, 1922 in Veere; to be followed by Marius Beeling P.Eng, who was named Rethel's assistant on March 26, 1923 in Amsterdam. Rethel by the way, departed in July 1925 to Arado Flugzeugwerke at Warnemünde in Germany. Fokker too lured Bertus Grasé P.Eng away from the Rijks Studiedienst voor de Luchtvaart (State Research Service for Aviation - transl.)
Fokker and his new fellow workers realised themselves, that a lot more could be done with the by Rethel designed F.VII. From the numerous tests and modifications it soon appeared that the basic design had promising qualities. That is why Fokker decided, independent from any orders from KLM or any other airways corporation, to further develop the F.VII into the F.VIIa.
Why the new machine was called the F.VIIa and not F.VIII is unclear. That it had to do with superstition - the number seven was supposed to be Fokker's lucky number - is doubtful, as Fokker was not superstitious at all.
The F.VIIa did not really differ that much from the F.VII, to say that the identification was out of character. The fuselage, with room for eight passengers, was practically the same. Different were the wing, the landing gear and the horizontal stabiliser. Completely new were the wings, with the integral ailerons; this instead of the external ones with a counter-balance as found on the F.VII. The new wing design was a brainchild of Roozenschoon and Gráse, the idea of the integral ailerons came from Platz, who had applied this too on the D.VIII-fighter of 1918. Fabrication of integral ailerons was very simple. The entire wing, the ailerons inclusive, was constructed in one piece. After the application of the plywood skin were the ailerons cut out, which then were finished and again attached to wing with hinges. Mr. Grasé  P.Eng took a good look at the rather complicated landing gear and thoroughly simplified it . Because of that it was not only nicer and better, but also simpler to make. And the rather square horizontal stabiliser too was replaced by a nicer shaped one, which could be adjusted in flight.
On March 12, 1925 the F.VII made its maiden flight and had a water-cooled Packard Liberty engine mounted, of 420 hp. Why an American engine was selected is not clear.
Neither is known, why a liquid cooled engine was installed, because most companies just wanted to get away from that because of the many inconveniences of such a system. Other engines with sufficient capacity could easily be installed, because of the standardised exchangeable mounting.
In May 1925 did Grasé demonstrate the machine for press and invitees. According to the press he did perform loopings and "Immelmann-turns" with the greatest of ease. He demonstrated too - just as with the other Fokkers - that if the plane was pulled up too steep, it would not get into a spiral. But remain completely reliable and drop slowly, until it again came into its normal position.
KLM had already earlier been convinced of the F.VII's qualities. A month before the demonstration, on June 26, 1925 did they order an F.VIIa at the price of Dfl. 28.500.- ( € 12955.-, £ 8888.-, US$ 15546.-, C$ 17620.-, A$ 20831.- ZAR 88,100.- [exchange at todays rates - transl.]). In that price the Jupiter engine was not included, as KLM purchased engines straight from the manufacturer, "as Fokker surely would make money on that too".
The first F.VIIa got on August 21, 1925 the registration H-NACZ. A short while after that the plane was, together with the tri-motored F.VII, which later on was designated F.VIla-3m, shipped to the United States to take part in the "Commercial Airplane Reliability Tour", which was a reliability contest for civil airplanes, organised by Ford. For the F.VIIa it went a bit different than planned. On the way to the start in Detroit an emergency-landing had to be made, because of engine trouble.
At that time the plane got so much damage that further contest participation was precluded.
What further happened to the F.VIIa is not known with certaintainty. Most probably, this plane (with the name "Old Glory") became property of newspaper tycoon Randolph Hearst. "Old Glory" departed on September 6, 1927 from New York for a flight to Rome with Lloyd Hertrand and James Hill as crew. After a third of the route had been travelled, emergency signals were received from the plane. A ship did find the still floating machine, but of the crew not a trace. It has to be assumed, that this "Old Glory" would have been the former H-NACZ, as far is known, only two F.VIIa's went to the United States. The other one got the name "Alaskan" and was destined for the "Detroit News Arctic Expedition". The fuselage of this plane is now in the aircraft museum in West Fargo, North Dakota, USA.
In all Fokker built 36 F.VIIa's. KLM themselves built four planes from spare parts and parts of crashed machines. One day an American millionaire, van Lear Black, came to KLM with the request if he could charter an F.VIIa, complete with crew, for a flight from London to Cairo. That was possible, and van Lear Black was so pleased with it, that he remained a regular KLM customer. When he heard of plans of an aerial route to the Dutch East Indies, he wished to be part of it. The H-NADP was readied for the flight and as van Lear Black was willing to pay handsomely for it, was the machine ready in sixteen days. The trip passed off successfully, even if during it there were quite a few hurdles, as technical problems, monsoons and sand-storms. But KLM could chalk this flight up as the first intercontinental charter flight in the world and the first return trip Netherlands - Dutch East Indies.
Another F.VIIa, the H-NADK, made a flight from London to Karachi. The machine was bought by the Englishman Bernard, who, together with his co-pilot Eliot and the Duchess of Hedford as a passenger, completed this flight after earlier attempts had failed.
On April 10, 1928 this F.VIIa (named "Spider") commenced a flight from London to Cape Town and return and in 1931 this plane made a circle tour of 134 towns in England and, because of the enormous success, one of India as well, where quite a few people got their aerial baptism in a Fokker.
The F.VIIa sold well abroad. CIDNA of France bought seven, Lot of Poland six. Three went to Balair of Switzerland; two went to Malet of Hungary, two to DDL of Denmark and three machines to the French STAR.
Most planes served for years, and of course, during that time many modifications were made. One of them was a version with a closed in cockpit, which the pilots at the time did not really appreciate, as in that way they could not feel the wind anymore. This was solved by putting in sliding windows.
The first KLM F.VIIa was the H-NACT, which after many years of faithful service was destroyed at Schiphol (Airport - transl.) on May 10, 1940. After that its registration lived on on the F.VIIa, which went to Aviodome. That F.VIIa has, in 1955, been purchased by Fokker and KLM, and donated to the museum. It started its career at Balair, which later on sold the plane to Scandinavia. After the move of the museum from Schiphol-Centrum to Lelystad (the Aeronautical Theme Park “Aviodrome”), has the identity of the plane been changed to H-NADP; for that see the story above.