Plans to launch a re-engineing programme for the Fokker F28 Fellowship are gathering momentum, with a final engine selection expected in February. Programme partners Fokker Services and Perry Group plan a launch decision in April, depending on market response.
Lion Boenders, product marketing manager at Woensdrecht, Holland-based Fokker Services, says that the design-definition stage will be concluded at the end of this month, after which the selection of the engine to replace the existing Rolls-Royce Spey Mk555 will be made. The re-engined aircraft will be called the F28RE PartnerShip.
Boenders says that three engines are in the running: the R-R Tay 620; the BMW R-R BR710; and the General Electric CF34-8C. "The issues which will influence the final decision include engine availability, the level of performance improvement offered and conversion costs," he says.
Compared to existing aircraft, the re-engined F28 will provide - depending on the engine selection - between 12 and 20% lower fuel consumption per trip on a 555km (300nm) sector, 15-20% more range and better take-off performance. Hushkitting the F28 is not seen as a viable option because of the performance penalties which could be invoked.
The Tay 620 would be the most simple option, given that it already powers the F28's successors, the Fokker 70 and 100, and the first example could be available for delivery from early 1999. The BR710-version could be delivered in the third quarter of 1999, while the CF34-8C-option would not be available until a year later. The re-engineing will be offered for the standard (Mk1000/3000) and stretched versions (Mk2000/4000) of the aircraft.
Other changes planned include the installation of the Fokker 100's improved leading edge and wingtips, while a new flightdeck avionics installation, including an electronic flight-information system, and new interior, would be available as options. The Tay and BR710 engines would impose a 1,900kg weight penalty, necessitating a small fuselage plug forward of the wing to counter the weight. This is not necessary for the CF34-version, for which the penalty is just 390kg. Unlike the existing aircraft, the re-engined machine would have thrust reversers to overcome the excess idle thrust produced by the new engines.
Of the 200 F28s in service, Boenders says that 160 have been identified as re-engineing candidates: "We plan to offer a 15-year life extension as part of the programme, which requires aircraft with fewer than than 50,000 cycles", he says. The conversions will require a downtime of eight to 12 weeks per aircraft and would be carried out by Fokker Services at Woensdrecht, or by the airlines.
With the unit cost for the conversion estimated at $8.5-9.5 million, Boenders says that he is targeting orders from at least two operators for a minimum of 25 aircraft: "We are speaking to all the major F28 operators including Horizon Air, Canadian Regional, USAir Leasing, SAS, Merpati and TAT, and market interest so far has been encouraging," he says.
Source: Flight International
