View source for Fokker F28 Fellowship

{{short description|Short range jet airliner produced 1967-1987}}
{{Infobox aircraft
 |name = F28 Fellowship
 |image = File:Piedmont F-28-1000.jpg
 |caption = A [[Piedmont Airlines (1948-1989)|Piedmont]] F28-1000 on approach (1989)
 |type = [[Regional jet]]
 |national_origin = [[Netherlands]]
 |manufacturer = [[Fokker]]
 |designer = 
 |first_flight = 9 May 1967
 |introduction = 28 March 1969 with [[Braathens ASA|Braathens SAFE]]
 |retired = 
 |status = In limited military service
 |primary_user = [[Garuda Indonesia]] (historical)
 |more_users= [[AirQuarius Aviation]] (historical)<br>[[Linjeflyg]] (historical)<br> [[Biman Bangladesh Airlines]] (historical)
 |produced = 1967–1987
 |number_built = 241
 |variants = [[Fairchild 228]]
 |developed_into = [[Fokker 70]]<br />[[Fokker 100]]
}}

The '''Fokker F28 Fellowship''' is a twin-engined, short-range [[jet airliner]] designed and built by [[Netherlands|Dutch]] [[aircraft]] manufacturer [[Fokker]].

Following the [[Fokker F27 Friendship]], an early and commercially successful [[turboprop]]-powered [[regional airliner]], Fokker decided to embark on developing a new [[turbojet|turbofan]]-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 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. The Fokker F28 directly competed with the American [[Douglas DC-9]] and British [[BAC 1-11]].

On 9 May 1967, the prototype F28-1000 conducted its [[maiden flight]]. On 24 February 1969, Kees van Meerten, Fokker Board member, received the [[Airworthiness certificate|Certificate of Airworthiness]] from [[W. J. Kruys|Willem Jan Kruys]], Director General of the [[:nl:Rijksluchtvaartdienst|Dutch National Aviation Authority]]. The first revenue-earning flight by [[Braathens ASA|Braathens]] 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|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 the type was terminated in favour of two newer derivatives, the [[Fokker 70]] and the larger [[Fokker 100]].

==Development==
[[File:Nieuw vliegtuig van Fokker, de Fellowship F28, Bestanddeelnr 920-2145.jpg|thumb|Prototype one month before its 9 May 1967 first flight]]

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#Variants|Lockheed F-104 Starfighter]], as well as the commercially successful [[turboprop]]-powered [[Fokker F27 Friendship|F27 Friendship]] airliner.<ref name = "may 94"/> Around this time, [[British European Airways]] (BEA) released a specification that called for a high-speed regional airliner powered by turbofan engines. In response, Fokker took an interest in developing its own turbofan-powered short-haul airliner.<ref name = "may 25">May 1963, p. 25.</ref> 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 America]]n market. As such, American design methodologies and preferences were incorporated, reportedly emphasising simplicity, as well as efforts to minimise both language and trade barriers.<ref>May 1963, pp. 25, 92.</ref>

During April 1962, Dutch aircraft manufacturer Fokker announced the launch of the F28 Fellowship. The programme was a collaborative effort conducted between a number of European companies, namely Fokker itself, [[West Germany|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 the West German government contributed 60% of the overall 35% German stake.{{Citation needed|date=July 2019}} Fokker had also approached several other aviation companies with offers of involvement, including [[France]]'s [[Sud Aviation]] and [[United Kingdom|Britain]]'s [[Hawker Siddeley]].<ref name = "may 94">May 1963, p. 94.</ref>

Initial design work centered on an aircraft capable of transport a maximum of 50 passengers across distances  up to 1,650&nbsp;km (1,025&nbsp;mi), the design was later modified so that it could accommodate up to 65 seats in a five-abreast configuration, noticeably increasing its [[maximum takeoff weight]], on the basis of market research.<ref name = "may 9394">May 1963, pp. 93-94.</ref> The enlarged aircraft was roughly comparable in capacity to that of the British [[Vickers Viscount]], a successful turboprop airliner.<ref name = "may 92"/> 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 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.<ref name = "may 92">May 1963, p. 92.</ref>

At one stage of development, Fokker had reportedly intended for the F28 to be powered by a pair of [[Bristol Siddeley]] BS.75 [[turbofan]]s.<ref>{{Cite book|author=Dow, Andrew|title=Pegasus, the heart of the Harrier : the history and development of the world's first operational vertical take-off and landing jet engine|date=February 2015 |publisher=Pen & Sword Books Limited |isbn=978-1-4738-2760-8|oclc=892869921}}</ref> 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.<ref>{{Cite book|author=Dow, Andrew|title=Pegasus, the heart of the Harrier : the history and development of the world's first operational vertical take-off and landing jet engine|date=February 2015 |isbn=978-1-4738-2760-8|pages=Chapter 6|publisher=Pen & Sword Books Limited |oclc=892869921}}</ref> Rival British engine manufacturer [[Rolls-Royce Ltd|Rolls-Royce]], put forward their [[Rolls-Royce Spey|Rolls-Royce Spey Junior]], a simplified version of the Rolls-Royce Spey. From the first prototype onwards the type would be exclusively powered by various models of the Spey engine.<ref name = "may 93">May 1963, p. 93.</ref>

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 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 [[Licensed production|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 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.<ref name=F28/><ref name = "eden 1267">Eden 2016, pp. 126-127.</ref>

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 the F28 to enter revenue service. While the first order for the type had been placed by German airline [[LTU International|LTU]], the first revenue-earning flight was conducted by Braathens, which eventually operated a fleet of five F28s, on 28 March 1969.<ref name=F28/>

==Design==
[[File:Batavia Air Fokker F-28-4000 Fellowship MRD-4.jpg|thumb|Five-abreast seating]]

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 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 [[hard point|pylon]]-mounted tanks could be installed for extended range operations if so required.<ref>May 1963, pp. 92-93.</ref> The structure, which features a [[fail-safe]] design, is constructed using the same bonding techniques previously pioneered for the F27.<ref name = "may 93"/>

The F28 was equipped with wings that had a slight crescent angle of [[swept wing|sweep]]. It uses conventional box construction, being built in two pieces separately spliced onto the fuselage.<ref name = "may 92"/> The wing was furnished with [[aileron]]s positioned near the tips, along with simplistic [[Flap (aircraft)|flaps]] that would be supplemented by the ailerons during landing approaches; all of the [[flight control surfaces]] were actuated via duplicated cabling and (except for the [[rudder]]) aerodynamically balanced.<ref name = "may 94"/> It was also fitted with a five-section [[Lift (force)|lift]]-dumper that would only be operated after landing, it was decided to employ a lift-dumper rather than alternatives such as [[thrust reverser]]s, as the designers felt that this arrangement would result in a reduction in both weight and maintenance workload. Excluding the use of thrust reversers also meant that the chance of the [[Foreign object damage|engines ingesting debris]] was lessened when being operated upon unpaved airstrips.{{Citation needed|date=July 2019}} 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 [[De-icing|deiced]] via [[bleed air]] drawn from the engines.<ref name = "may 93"/>

The F28 is powered by a pair of Rolls-Royce Spey turbofan engines; dependent on model, these would be were capable of generating up to 9,850&nbsp;lbf (43.9&nbsp;kN) of thrust.<ref name=Flight24oct1974/> 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.<ref name = "may 9394"/> Most onboard systems are designed with simplicity in terms of operability and serviceability;  no [[hydraulics|hydraulic]] system was used, as actuation of the [[landing gear|undercarriage]] and steering relied on [[pneumatics|pneumatic]] pumps, instead.<ref name = "may 93"/> However, the F28 was outfitted with comparatively advanced electronics, as Fokker's design team viewed this factor as directly relating to overall competitiveness.<ref name = "may 94"/>

One uncommon feature of the F28 was the movable split-sections installed on the tail cone; these would be [[hydraulics|hydraulically]] opened outwards to act as a variable [[Air brake (aeronautics)|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 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 [[Anti-lock braking system|antiskid brakes]] on the main wheels of the undercarriage also contributed to a shorter landing run.<ref name = "may 94"/>

==Variants==
[[File:Fokker F-28-2000 Fellowship AN1405635.jpg|thumb|The Mk 2000 has a {{cvt|87|inch|m}} longer fuselage]]
[[File:Air Namibia F28-3000 V5-KEX (6350319131).jpg|thumb|The Mk 3000 has the Mk 4000 wider wing and the Mk 1000 shorter fuselage]]
[[File:Fokker F28-4000 Fellowship, Air France (TAT) JP5830141.jpg|thumb|The Mk 4000 has the Mk 2000 longer fuselage with double [[overwing exit]]s and a {{cvt|60|in|m}} wider wing]]

A variant of the F28, equipped with an extended fuselage, 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 [[Leading edge slats|slats]], a greater wingspan, and the adoption of more powerful and quieter engines. Both 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.<ref name=F28/>

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 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.{{citation needed|date=July 2018}}

;{{visible anchor|F.28 Mk 1000 (F28-1000)}}
: With a maximum capacity of 70 passengers, it was approved on 24 February 1969, the 1000C had a main-deck large cargo door.<ref name=TCDS/>

;F.28 Mk 2000 (F28-2000)
: A Mark 1000 with a fuselage stretch of {{cvt|57|inch|m|adj=on}} in front of and {{cvt|30|inch|m|adj=on}} aft of the wing, 79 maximum passengers, it was approved on 30 August 1972.<ref name=TCDS/> Though it first flew on 28 April 1971, and successfully began revenue service with [[Nigeria Airways]] in October 1971, only 10 were built.<ref name=F28>{{cite book |title= Reactores Comerciales |trans-title= Commercial Jetliners |isbn= 978-84-95088-87-1 |author= Antonio López Ortega |publisher= Agualarga Editores S.l. |date= 1999 |language=es}}</ref>

;F.28 Mk 3000 (F28-3000)
: A Mark 1000 with a {{cvt|60|in|m|adj=on}} wingspan extension, it was approved on 19 July 1978, with a 3000C variant with a large main-deck cargo door.<ref name=TCDS/> A successful variant, featuring greater structural strength and increased fuel capacity, it began revenue service with [[Garuda Indonesian Airways]](since 1986 Garuda Indonesia).<ref name=F28/>

;F.28 Mk 4000 (F28-4000)
: Approved on 13 December 1976, it is built on the longer Mark 2000, with two [[overwing exit]]s on both sides, a {{cvt|60|in|adj=on}} wingspan extension, and capacity for 85 passengers.<ref name=TCDS/> The first [[prototype]] appeared on 20 October 1976 and it began service with Linjeflyg (Sweden) at the end of the year.<ref name=F28/>

===Undeveloped variants===
;F.28 Mk 5000 (F28-5000): This was to combine the shorter fuselage of the Mk 1000/3000 and an increased wingspan. [[Leading edge slats]] were to be added to the wings and more powerful [[Rolls-Royce RB183 Mk555-15H]] engines were to be used. Although expected to be an excellent plane to operate on short runways due to its superior power, the project was abandoned.<ref name=F28/>

;F.28 Mk 6000 (F28-6000): It first flew on 27 September 1973, and had the longer fuselage of the Mk 2000/4000 with an increased wingspan and leading edge slats. It was certified in the Netherlands on 30 October 1975. Two were built by 1976.<ref name=F28/><ref name="jawa76p137">{{Harvnb|Taylor|1976|p=137}}</ref>

;F.28 Mk 6600 (F28-6600): Proposed version, not built<ref name=F28/>

;[[Fairchild 228]]: Proposed 50-seat American version to be assembled by [[Fairchild Aircraft|Fairchild-Hiller]] with [[Rolls-Royce RB.203 Trent]] engines.<ref>{{cite journal|journal=AAHS Journal|date=Spring 1998|title=What happened to the Fairchild 228?}}</ref> The project was cancelled.

==Operators==
[[File:F285t21COAN.jpg|thumb|[[Argentine Naval Aviation]] Fokker F28, one of the last in service.]]
{{main|List of Fokker F28 operators}}
By 2019, no Fokker F28 aircraft remained in civil service.

[[Fly-SAX]] 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.<ref>{{Cite web|url=https://www.flightglobal.com/asset/24536|title=World Airline Census 2018|website=Flightglobal.com|language=en-GB|access-date=2018-08-26}}</ref> 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 Australia|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 the type.<ref>[[Flight International]], 3–9 October 2006</ref> The F28s of Ansett Transport Industries' intrastate airline, [[MacRobertson Miller Airlines]] (MMA) of [[Western Australia]], flew the longest nonstop F28 route in the world, from [[Perth, Western Australia|Perth]] to [[Kununurra]], in Western Australia – a distance of about 2,240&nbsp;km (1,392&nbsp;mi). This was also the world's longest twin-jet route at the time.{{when|date=July 2018}} 

===Current military/government operators===

{{columns-list|colwidth=20em|}}
;{{ARG}}
* [[LADE]] (2)
;{{COL}}
* [[Colombian Air Force]] (2)
;{{PHL}}

* [[Philippine Air Force]] - 1 active in 2024.<ref name="World Air Forces 2025">{{cite web |url= https://www.flightglobal.com/download?ac=106507 |title= World Air Forces 2025 |publisher= Flightglobal Insight |year= 2024 |access-date= 10 December 2024}}</ref>

==Accidents and incidents==
[[File:Asker-ulykken.jpg|thumb|Wreckage of [[Braathens SAFE Flight 239]]]]

The following is a list of Fokker F28 accidents and incidents:
* [[Braathens SAFE Flight 239]] – 23 December 1972, ([[Asker]], suburb of [[Oslo]], Norway): 41 fatalities, 4 survivors - 40 immediately from the crash, and 1 in 1976 from injuries originally caused by the crash. First fatal crash of a Fokker Fellowship.
* [[Itavia]] Flight 897 – 1 January 1974, ([[Caselle Torinese]], airport of [[Turin]], Italy): 38 fatalities, 4 survivors. Flight IH897 from Cagliari to Geneva with intermediate stops in Bologna and Turin, crashed about 2 miles south of Runway 36 while attempting to land in fog. Airplane involved was registered I-TIDE.
* [[Turkish Airlines Flight 301]] – 26 January 1974, ([[İzmir]], Turkey): 67 fatalities, 6 survivors. The aircraft crashed {{convert|100|m|abbr=on}} away from the airfield during takeoff because of icing and over-rotation.
* [[Turkish Airlines Flight 345]] – 30 January 1975 (Istanbul, Turkey) 42 fatalities. The aircraft crashed into the [[Marmara Sea]] on its second approach. The first approach failed when a power outage caused the runway lights to fail. Cause of the accident is unknown.
* [[Garuda Indonesia Airways Flight 150]] – 24 September 1975 near [[Palembang]], Indonesia: 26 fatalities. Crashed on approach in fog killing 25 people out of 61 passengers and crew. 1 person was killed on the ground.
* [[1979 Turkish Airlines Ankara crash|Turkish Airlines - 23 December 1979]], 41 fatalities, 4 survivors. Jet named "Trabzon" was [[1979 Turkish Airlines Ankara crash|destroyed that flew into the side of a hill nearby ESB airport from Samsun Airport]] (SSX). The crew had deviated from the localizer course while on an ILS approach.
* [[1979 Garuda Fokker F28 crash|Garuda Indonesia Airways - 11 July 1979]]. 61 fatalities. Crashed into [[Sibayak|Mount Sibayak]] while on approach to [[Polonia International Airport]]. There was bad weather at the time of the crash.
* [[NLM CityHopper Flight 431]] – 6 October 1981 ([[Moerdijk]], Netherlands): 17 fatalities and 1 on ground, the aircraft flew into a [[tornado]] which broke off one of the wings.
* [[1982 Garuda Fokker F28 crash|Garuda Indonesia Domestic Flight]] – 20 March 1982, runway overrun at [[Radin Inten II Airport|Tanjung Karang-Branti Airport]] in bad weather, 27 fatalities.
* [[Nigeria Airways Flight 250]] – 28 November 1983 ([[Enugu (city)|Enugu]], Nigeria): 53 fatalities, 19 survivors. Controlled flight into terrain in poor weather.
* [[1985 SATENA Fokker F-28 crash]] – 28 March 1985 ([[Colombia|Florence, Colombia]]): 46 Fatalities. Crashed into a mountain due to bad weather.
* [[Air Ontario Flight 1363]] – 10 March 1989 ([[Dryden, Ontario]], Canada): 24 fatalities, 45 survivors. Due to various factors including snow, ice and lack of use of anti-icing measures.
* [[Korean Air Flight 175]] - 25 November 1989 (Gimpo, South Korea) The plane was on a regularly scheduled flight from Seoul to Ulsan, improper flight preparation caused wing icing which, in turn, caused the number one engine to lose power on take-off. The pilot immediately lost directional control and aborted the take-off. However, the abort was so abrupt that the aircraft overran the runway and exploded in flames. The airframe was not salvageable after the fire was eventually extinguished and was written off. No one died in the crash.
* [[USAir Flight 405]] – 22 March 1992 ([[Queens, New York]], United States): 27 fatalities, 24 survivors. Due to ice buildup on the wings, pilot error and improper [[deicing]] procedures at [[LaGuardia airport]]
* [[Merpati Nusantara Airlines Flight 724]] – Fokker F-28 Mk-3000 Registered PK-GFU - 1 June 1993. Domestic Flight ([[Sorong]], Indonesia): 41 fatalities, 2 survivors. Controlled flight Into terrain - The aircraft crashed onto a rocky beach on Bad Weather Landing procedures at [[Jefman Airport]]<ref>{{cite web|url=http://aviation-safety.net/database/record.php?id=19930701-1|title=ASN Aircraft accident Fokker F-28 Fellowship 3000 PK-GFU Sorong-Jefman Airport (SOQ)|first=Harro|last=Ranter}}</ref>
* [[Iran Aseman Airlines Flight 746]] – 12 October 1994 (near [[Natanz]], Iran): 66 fatalities. Both engines lost power and shut down due to contaminated fuel, causing uncontrolled descent.
* [[Air Mauritanie Flight 625]] – 1 July 1994: All 4 crew and 76 of the 89 passengers on board were killed when their plane crashed at [[Tidjikja Airport]] caused a hard landing on [[Dust storm|sandstorm]].
*On 28 October 1997, [[Trigana Air#Accidents and incidents|a Trigana Air Service]] Fokker F-28 Fellowship 3000 passenger plane returned to land at Jakarta–Soekarno–Hatta International Airport after the aircraft experienced technical problems two minutes after takeoff. Smoke and severe heat had entered the cockpit and the passenger cabin. The airplane sustained damage due to the heat.
* [[TANS Peru Flight 222]] – 9 January 2003: None of the 41 passengers and 5 crew members aboard the Fokker F-28 survived after the aircraft hit a mountain near [[Chachapoyas, Peru|Chachapoyas]], Peru.
* [[TAME]] Flight 120 – 17 January 2003: Operating a flight from [[Quito]]'s [[Old Mariscal Sucre International Airport|Mariscal Sucre Airport]] to [[Cali]], [[Colombia]], suffered a [[runway excursion]] after takeoff was aborted due to a tire blowout. The nose gear collapsed, and the aircraft came to rest {{convert|81|m|ft}} past the runway threshold and into the [[runway safety area]]. There were no injuries, but the aircraft was written off.<ref>{{cite web | url=https://asn.flightsafety.org/asndb/322905 | title=Accident Fokker F-28 Fellowship 4000 HC-BMD, Friday 17 January 2003 }}</ref>
* [[Icaro Air]] Flight 504 – 22 September 2008, an F28-4000 (registered HC-CDT) on a flight from [[Quito]] to [[El Coca]]'s [[Francisco de Orellana Airport]], aborted takeoff due to an alarm fire in the front cargo compartment. The plane could not stop in time, [[Runway excursion|went off the runway]], hit the [[Instrument landing system localizer|ILS]] antenna at the north end of the Mariscal Sucre International Airport runway, went off the [[runway safety area]] and hit a brick wall before stopping. There were no fatalities among the 62 passengers and 4 crew members, and the airframe was written off.<ref>{{cite web|url=https://aviation-safety.net/database/record.php?id=20080922-0|title=HC-CDT Accident description|publisher=Aviation Safety Network|access-date=September 22, 2008}}</ref><ref>{{cite web | url=https://avherald.com/h?article=40d2a859 | title=The Aviation Herald }}</ref>

==Aircraft on display==
;Argentina
* 11028 - F28-1000C registered T-03 at the [[Museo Nacional de Aeronautica de Argentina]] in Morón, Buenos Aires in VIP livery of Argentinian Government, named 'Tte. Gral. Juan Domingo Peron'.
* 11145 - F28-3000C registered 0741 / 5-T-20 of the Armada de la República Argentina (Argentinian Navy) in the Museo Nacional de Malvinas in Oliva, Córdoba, Argentina.
;Indonesia
[[File:A-2803 Fokker 28 TNI ANGKATAN UDARA (8391006789).jpg|thumb|Indonesian Air Force F28-3000 ''A-2803'' in 2004]]
* 11117 – F28-3000 registered A-2802 on static display at [[Halim Perdanakusuma International Airport|Halim Perdanakusuma Air Force Base]], [[Jakarta]] in [[Indonesian Air Force]] VIP livery.<ref>{{cite news|url=https://tni-au.mil.id/taman-halim-dengan-monumen-edukasi-pesawat-f-28-diresmikan/|title=Taman Halim dengan Monumen Edukasi Pesawat F-28 Diresmikan|website=tni-au.mil.id|date=8 January 2019|access-date=25 March 2021|language=id}}</ref><ref>{{cite news|url=https://aviahistoria.com/2020/10/15/fokker-f28-tni-au/|title=Fokker F28 TNI-AU|website=aviahistoria.com|date=15 October 2020|access-date=25 March 2021|language=id}}</ref>
* 11175 – F28-4000 registered PK-MGJ preserved as a cinema in [[Baturraden]], [[Central Java]].{{cn|date=November 2025}}
;Myanmar
* 11114 – F28-4000 registered XY-ADW preserved as a bar at the Sky Palace Hotel in [[Naypyidaw]].<ref name="Fokker News">{{cite web|url=http://www.airnieuws.nl/fokker/008/index.html|title=Fokker News|website=Stichting AIRnieuws Nederland|access-date=26 March 2019}}</ref>
* 11161 – F28-4000 registered XY-AGH at the Defence Services Museum, Naypyidaw in [[Myanmar National Airlines|Myanma Airways]] livery.<ref>{{cite web|url=https://abpic.co.uk/pictures/view/1595148|title=Fokker F-28-4000, XY-AGH / 1114|website=ABPic|access-date=9 July 2018}}</ref>
* 11232 – F28-4000 registered XY-AGA at the Civil Aviation Training Institute, [[Yangon International Airport]], [[Yangon]].<ref name="Fokker News" />
;Norway
* 11009 – F28-1000 registered LN-SUC at the [[Norwegian Aviation Museum]], [[Bodø]] in [[Braathens ASA|Braathens SAFE]] livery.<ref>{{cite web|url=http://luftfartsmuseum.no/fly/fokker-f-28-1000-fellowship-2/|title=Fokker F 28 1000 Fellowship|website=Norwegian Aviation Museum|access-date=9 July 2018|archive-url=https://web.archive.org/web/20180710101950/http://luftfartsmuseum.no/fly/fokker-f-28-1000-fellowship-2/|archive-date=10 July 2018|url-status=dead|df=dmy-all}}</ref>
;United States
* 11016 – F28-1000 registered N500WN at [[Wayne Newton]]'s [[Casa de Shenandoah]], [[Las Vegas]], [[Nevada]].<ref>{{cite web|url=http://www.airportspotting.com/11-unusual-preserved-airliners-usa/|title=11 Unusual Preserved Airliners in the USA|website=Airport Spotting|access-date=9 July 2018|date=2017-07-03}}</ref>

==Specifications==
{{Overly detailed|section|nosplit=1|details=per [[WP:AIRMOS]], this section should cover the specifications of only a single variant|date=June 2025}}
{| class=wikitable style="text-align:center"
|-
! Variant
! -1000<ref name=Flight24oct1974/> !! -2000<ref name=Flight24oct1974>{{cite magazine |url= https://www.flightglobal.com/pdfarchive/view/1974/1974%20-%201692.html |title= Commercial aircraft survey |magazine= Flight International |date= 24 October 1974 }}</ref>
! -4000<ref name=Flight21mar1981/> !! -3000<ref name=Flight21mar1981>{{cite magazine |url= https://www.flightglobal.com/pdfarchive/view/1981/1981%20-%200832.html |title= Commuter airliner guide |magazine= Flight International |date= 21 March 1981}}</ref>
|-
! [[Seating capacity|Seating]]{{efn|5-abreast, 31in / 79cm pitch}}
| 65 || 79 || 85 || 65
|-
! Hold
| 459 cu.ft / 13m³ || colspan=2 | 559 cu.ft / 15.9m³ || 459 cu.ft / 13 m³
|-
! Length
| 89&nbsp;ft 11in /27.4m || colspan=2 | 97&nbsp;ft 2in / 29.6m || 89&nbsp;ft 11in / 27.4m
|-
! Height
| colspan=4 | 27&nbsp;ft 9.5in / 8.47m
|-
! Wingspan
| colspan=2 | 77&nbsp;ft 4in / 23.6m || colspan=2 | 82&nbsp;ft 3in / 25.07m
|-
! Wing
| colspan=2 | 822&nbsp;ft² / 76.4m², 16° sweep, {{#expr:23.6/(76.4/23.6)round1}}:1 AR
| colspan=2 | 850&nbsp;ft² / 79m², 16° sweep, {{#expr:25.07/(79/25.07)round1}}:1 AR
|-
! Max takeoff weight
| colspan=2 | 65,000&nbsp;lb / 29,480&nbsp;kg
| colspan=2 | 73,000&nbsp;lb / 33,110&nbsp;kg
|-
! Empty weight
| 35,517&nbsp;lb / 16,144&nbsp;kg || 36,953 / 16,707&nbsp;kg || 38,825&nbsp;lb / 17,611&nbsp;kg || 37,139&nbsp;lb / 16,846&nbsp;kg
|-
! Max payload
| 18,983 / 8,629&nbsp;kg || 17,547 / 7,976&nbsp;kg || 23,317&nbsp;lb / 10,556&nbsp;kg || 19,003&nbsp;lb / 8,620&nbsp;kg
|-
! Max Fuel
| colspan=4 | 2,869 Imp Gal / 13,040 l
|-
! 2× Turbofans
| colspan=2| [[Rolls-Royce Spey]] Mk 555-15
| colspan=2| [[Rolls-Royce Spey]] Mk 555-15H
|-
! Unit thrust
| colspan=4 | 9,850&nbsp;lbf / 43.9&nbsp;kN
|-
! Cruise
| colspan=2 | 458kn / 848&nbsp;km/h Max, 359kn / 666&nbsp;km/h LR 
| colspan=2 | 436kn / 808&nbsp;km/h Max, 354kn / 656&nbsp;km/h LR
|-
! Fuel Consumption
| colspan=2 | 6,180&nbsp;lb/h / 2,800&nbsp;kg/h Max, 3,260&nbsp;lb/h / 1,480&nbsp;kg/h LR
| colspan=2 | 4,980&nbsp;lb/h / 2,260&nbsp;kg/h Max, 3,252&nbsp;lb/h / 1,475&nbsp;kg/h LR
|-
! Range (max payload)
| colspan= 2 | 920nmi / 1,705&nbsp;km || 900nmi / 1,668&nbsp;km || 1,550nmi / 2,872&nbsp;km
|-
! Takeoff (MTOW, ISA, SL)
| colspan=4 | 5,500&nbsp;ft / 1,676m
|-
! Landing (MLW, SL)
| colspan=2 | 3,540&nbsp;ft / 1,079m || 3,495&nbsp;ft /1,065m || 3,173&nbsp;ft / 967m
|-
! Service ceiling
| colspan=4 | {{cvt|35000|ft|m|-2}}<ref name=TCDS>{{cite web |url= https://www.easa.europa.eu/sites/default/files/dfu/TCDS_EASA.A.037_Fokker_F28_Iss_07_20180903%20FINAL.PDF |title= Type Certificate Data Sheet No. A.037 for Fokker F28 |publisher= EASA |date= 3 September 2018 |access-date= 9 September 2018 |archive-date= 9 September 2018 |archive-url= https://web.archive.org/web/20180909150654/https://www.easa.europa.eu/sites/default/files/dfu/TCDS_EASA.A.037_Fokker_F28_Iss_07_20180903%20FINAL.PDF |url-status= dead }}</ref>
|}
{{notelist}}

==See also==
{{Portal|Netherlands|Aviation}}
{{aircontent
|related=
* [[Fokker 70]]
* [[Fokker 100]]
|similar aircraft=
* [[BAC One-Eleven]]
* [[McDonnell Douglas DC-9]]
* [[Tupolev Tu-134]]
* [[Sud Aviation Caravelle]]
|lists=
* [[List of jet airliners]]
|see also=
}}

==References==
===Citations===
{{Reflist}}

===Bibliography===
{{refbegin}}
* {{cite magazine |title=Andean Air Power...The Peruvian Air Force |magazine=[[Air International]] |date=May 1988 |volume=34 |issue=5 |pages=224–235, 240}}
* Eden, Paul E. "The World's Most Powerful Civilian Aircraft." ''Rosen Publishing Group'', 2016. {{ISBN|1-4994-6588-2}}
* May, Darryl. [https://books.google.com/books?id=lDI534PbdNQC "Holland's Short-Haul Jet Transport."] ''Flying Magazine'', Vol. 72, No. 1. January 1963. pp.&nbsp;25, 92-94. ISSN 0015-4806.
* {{cite book |editor-last=Taylor |editor-first=John W. R. |title=Jane's All the World's Aircraft 1976–77 |year=1976 |publisher=Jane's Yearbooks |location=London |isbn=978-0-354-00538-8 }}
{{refend}}

==Further reading==
{{commons category}}
* {{cite magazine |url= https://www.flightglobal.com/pdfarchive/view/1972/1972%20-%203230.html |title= Slatted F.28 |magazine= Flight International |date= 7 December 1972}}
* {{cite magazine |url= https://www.flightglobal.com/pdfarchive/view/1975/1975%20-%200777.html |magazine= Flight International |date= 1 May 1975 |title= F.28 update}}

{{Fokker aircraft}}

[[Category:1960s Dutch airliners]]
[[Category:Fokker aircraft|F 28]]
[[Category:Twinjets]]
[[Category:T-tail aircraft]]
[[Category:Aircraft first flown in 1967]]
[[Category:Aircraft with retractable tricycle landing gear]]
[[Category:Low-wing aircraft]]