Development of a version of the S.11 with nosewheel under carriage, designated S.12, was started in 1947, but was not produced in Holland, but the Brazilian Fokker factory delivered 50 to the Brazilian Air Force. Later the factory was taken over by the Brazilian government. The military designation of the Brazilian built S.12 was T 22.
In 1946, just after World War II, Fokker started design studies for a lowwing primairy trainer with a fixed tailwheel undercarriage. Soon the Luchtstrijdkrachten (LSK) and Frits Diepen participated in the development of the Fokker S-11. On 8 October 1946, Frits Diepen Vliegtuig NV (FDV.NV) ordered 100 aircraft of the type for resale. 41 went to the Israeli Air Force. On 18 December 1947, the prototype of the Fokker S.11 (PH-NBE c/n 6187) flew first, powered by a 190 hp Lycoming O-435-A six-cylinder air-cooled engine. On 12 March 1948, the second prototype of the Fokker S-11 (PH-NBF c/n 6188) flew first. During testing it was found that some aerodynamic changes had to be made to improve the handling of the aircraft. Both prototypes were modified in 1948 and were used as demonstrators until PH-NBF crashed in Sweden on 16 June 1949. After the loss of the second prototype, the first prototype was broken up and the registration was cancelled on 10 May 1950.
The construction of the Fokker S-11 was improved and the aircraft entered production. The LSK ordered 39 aircraft and in 1950 the first Fokker S.11-1 Instructors entered service with the Koninklijke Luchtmacht (former LSK). The Fokker S.11-1 served with the Koninklijke Luchtmacht (Royal Netherlands Air Force) first with the EVO at Woensdrecht AFB. In 1968 the EVO (Elementaire Vlieger Opleiding) moved to Gilze-Rijen AFB. Next to the Royal Netherlands Air Force, the Fokker S.11 was delivered to the air arms of Brazil, Israel and Italy.
Until production of the Fokker S-11 in the Netherlands ended in 1953 a total of 101 aircraft were built.
Next to the Dutch production, the Fokker S.11 was manufactured under licence by Aermacchi in Italy as the Macchi M.416 and by Fokker Industria Aeronautica SA / Fabrica do Galeao in in Rio de Janeiro, Brazil, designated T.21. Macchi, together with IMAM, built 180 of them. 100 were constructed for the Brazilian Air Force.
Designed to Netherlands naval air service specifications for a torpedo-bomber/reconnaissance aircraft suitable for home and the Netherlands East Indies service, the Fokker T.VIII-W floatplane was built in three versions. The T.VIII-Wg was of mixed wood and metal construction, the T.VIII-Wm was all metal and the T.VIII-Wc, a larger version of mixed construction.
An initial order for five aircraft was placed, and all were completed by June 1939, when a further batch of 26 was ordered, most of them intended as replacements for T.IVs in the East Indies, but none was delivered there.
A total of 36 T.VIII-Ws was built, these comprising 19 T.VIII-Wgs, five T.VIII-Wcs and 12 T.VIII-Wms, the difference of five being accounted for by a Finnish order which was not delivered. These were of the T.VIII-Wc variant which had a 1.83m longer fuselage, 2.01m increase in wing span, an additional 8.00sq.m of wing area, and power provided by 664kW Bristol Mercury XI engines. In the event, the Fokker factory was overrun by the Germans before completion of this order, but the aircraft were finished and subsequently delivered to Germany along with 20 ex-Netherlands navy aircraft. A one-off landplane variant, the T.VIII-L built for Finland, was also seized by the Germans.
Eight T.VIII-Ws had been flown to England along with other Dutch floatplanes on 14 May 1940, and on 1 June 1940 No. 320 (Dutch) Squadron RAF was formed at Pembroke Dock, to operate the T.VIII-Ws on convoy escort work. These aircraft carried RAF markings, plus a small Dutch triangle badge. Three of the aircraft were lost, and with no spares available the remaining aircraft were flown to Felixstowe for storage. They were joined by another in May 1941, when four Dutchmen escaped from Amsterdam and brought their T.VIII-W down on the sea near Broad-stairs. German navy operations with their group of T.VIII-Ws were confined mostly to patrol work in the Mediterranean.
T.8-Wg
Engine: 2 x Wright Whirlwind R-975-E3, 336kW
Max take-off weight: 5000 kg / 11023 lb
Empty weight: 3100 kg / 6834 lb
Wingspan: 18.0 m / 59 ft 1 in
Length: 13.0 m / 42 ft 8 in
Height: 5.0 m / 16 ft 5 in
Wing area: 44.0 sq.m / 473.61 sq ft
Max. speed: 285 km/h / 177 mph
Cruise speed: 220 km/h / 137 mph
Ceiling: 6800 m / 22300 ft
Range: 2750 km / 1709 miles
Armament: 2 x 7.9mm machine-guns, 605kg of bombs or one torpedo
Crew: 3
Passengers: 6
No T.V prototype was built, the first to fly on 16 October 1937 being one of a batch of 16 ordered for the Netherlands air force earlier that year. The aircraft went into service in 1938, with the only Dutch bomber squadron. The type was reasonably well protected by machine-guns and its bombload was carried internally.
All 16 aircraft had been delivered before the outbreak of hostilities, but on the day of the German invasion only nine were serviceable. They destroyed almost 30 German aircraft on the ground at Waal-haven airfield and make heavy attacks on the bridges over the Maas before being destroyed (two were shot down by Dutch gunners), and only one T.V survived at the time of the Dutch surrender.
Fokker T.5
Engines: 2 x Bristol Pegasus XXVI, 690kW
Take-off weight: 7235 kg / 15951 lb
Empty weight: 4640 kg / 10230 lb
Wingspan: 21.0 m / 68 ft 11 in
Length: 16.0 m / 52 ft 6 in
Height: 5.0 m / 16 ft 5 in
Wing area: 66.2 sq.m / 712.57 sq ft
Max. speed: 415 km/h / 258 mph
Cruise speed: 320 km/h / 199 mph
Ceiling: 7700 m / 25250 ft
Range: 1630 km / 1013 miles
Armament: 6 x 7.9mm machine-guns, 1000kg of bombs
Crew: 5
The prototype XIVW. This two‑seater floatplane was designed for the Naval Air Service as a successor to the C.VIIW and 24 were delivered before the outbreak of World War Two.
In November 1936 the prototype Fokker G.I heavy fighter was exhibited at the Paris Air Show, a static exhibition in the Grand Palais. The Fokker G.I, a twin engined, two seat aircraft which had been named “Le Faucheur” (The Reaper), had a role as a fighter/reconnaissance and light bomber aircraft.
After the Show, the G.I was taken to Eindhoven/Welschap airfield, from where its first flight was made on 16 March 1937. The G.1 made its maiden flight with two 750 hp Hispano Suiza engines. The Aviation Department objected to the Hispano Suiza engine because their other aircraft had been equipped with the Bristol Mercury. Moreover, the Hispano 80 02 was new and untried.
The G.I engines were changed to similarly rated Pratt & Whitney SB4-G Twin Wasp Juniors during reconstruction, after the G.I suffered brake failure and rammed a hangar at Schiphol on 4 July 1937.
Demonstrations had already been given to the Netherlands army air corps at Soesterberg, and considerable interest was shown, resulting at the end of the year in an order for 36 aircraft to be designated G.I Mercury. In order to ease the spares situation, it was stipulated that these must have Bristol Mercury VIII engines.
This was a larger version with the armament of two 23mm can¬non and two fixed 7.9mm machine guns, installed in the nose of the aircraft, and a rotatable 7.9mm machine gun in the tail, fitted in a kind of turret. The aircraft can also carry a 400kg bomb load. Its maximum speed is 470km/hr and the radius of action is approximately 1,400km. There is a two man crew. As a reconnaissance aircraft it has a range of 1,600km.
The first production aircraft to fly, actually the second of the batch, became airborne only on 11 April 1939. It remained with the makers for production testing and modifications, and the first aircraft was delivered to Soesterberg on 10 July 1939.
The G.1 Mercury was armed with a battery of eight 7.92 mm (0.312 in) machine¬guns in the nose of the nacelle, plus another flexibly mounted at the rear, and could carry 300 kg (660 lb) of bombs. Twenty three had been delivered by the time of the German invasion in May 1940, and although they fought well, when the fighting was over only one remained. This was flown to England by two escaping Fokker pilots.
Export orders followed the aircraft’s debut at Paris and a number of foreign pilots came to Fokker to fly and evaluate the G.I Mercury export version. Orders were placed by Finland (26), Estonia (9), Sweden (18) and Republican Spain (12), while a licence-production agreement was in negotiation with Denmark and another with Manfred Weiss in Hungary. The Dutch embargo on weapons exports before World War II killed the Spanish order and the Dutch Government took over the aircraft at the end of 1939, but the Finnish batch was under construction when war broke out and a ban was then placed on its export. After lengthy negotiations a contract was drawn up to permit the G.I Mercury’s export on 17 April 1940, by which time 12 had been completed, apart from armament.
By the time of the German invasion 12 of the Finnish G.I Mercurys and the nine confiscated Spanish machines were complete but the intended armament of two 23 mm (0.9 in) Madsen cannon and three 7.92 mm (0.312 in) machine guns had not been fitted.
When Germany attacked the Netherlands on 10 May 1940, 23 G.ls were in service: 12 with the 4th Fighter Group at Alkmaar and 11 with the 3rd Fighter Group at Rotterdam/Waalhaven. The G.ls were successful in destroying several Junkers Ju 52/3ms during the early stages of the German invasion, but by the fifth day, when Dutch resistance ended, only a single example remained airworthy.
The Germans occupied the Fokker factory, ordering completion of the 12 G.ls intended for Finland, and these were used subsequently by the Luftwaffe as fighter trainers. Test flights from the factory were made under German supervision, but on 5 May 1941 two Dutch pilots succeeded in evading an escorting German-flown G.I and escaped to England. Their G.I Mercury was taken to the Royal Aircraft Establishment, Farnborough, for examination, and used subsequently by Phillips and Powis (Miles Aircraft) at Reading for research into wooden construction.
A total of 62 G.ls is believed to have been built, and none survived the war.
There never was a G.lA or a G.lB. They were officially clasified by Fokker as G.1 Wasp and G.l Mercury. Dutch air force referring to them as G.lW and G.lM.
Fokker G 1 Mercury
Engines: 2 x Bristol Mercury VIII radial, 819 hp / 619kW
Max take-off weight: 4800 kg / 10582 lb
Empty weight: 3360 kg / 7408 lb
Wingspan: 17.15 m / 56 ft 3 in
Length: 11.50 m / 37 ft 9 in
Height: 3.40 m / 11 ft 2 in
Wing area: 38.30 sq.m / 412.26 sq ft
Max. speed: 256 kts /475 km/h / 295 mph
Cruise speed: 355 km/h / 221 mph
Service ceiling: 9300 m / 30500 ft
Range: 1400 km / 870 miles
Armament: 9 x 7.9mm Madsen machine-guns, 400kg of bombs
Crew: 2-3
G.1 Wasp
Engines: 2 x 750 hp Pratt & Whitney Twin Wasp Junior.
Designed in 1935 by a team led by Dr-Ir Erich Schatzki and retaining traditional Fokker-type mixed construction, the D XXI was in answer to a specification for the KNIL (Koninklijk Nederlands Indisch Leger). The East Indies Army had requested a fixed undercarriage.
Ten days before the first flight of the D.XXI, Colijn, Minister for Colonial Affairs, announced that no fighters would be purchased for the Dutch East Indies, and that instead bombers were to be bought in America. Col Best thought the D.XXI too slow, and did not like the fixed undercarriage.
The intended powerplant was the 650 hp Rolls Royce liquid cooled Kestrel V type engine, but when the prototype first flew on March 27, 1936, from Welschap airfield near Eindhoven, it utilized a 645 hp Bristol Mercury VIS radial engine. The initial production order was placed by the Finnish government, which acquired a manufacturing licence, a contract subsequently being issued in the Netherlands on behalf of the homebased LVA (Luchtvaartafdeling).
The D.XXI was a low wing monoplane, with enclosed cockpit and fixed, spatted undercar¬riage. It had a 350 litre (77 Imp gal) fuel tank behind the engine and supplementary tanks could be installed in the wings.
The D.XXI construction was, the fuselage and tailplane of welded steel tubing covered with and a wooden wing.
After an intensive testing programme 36 D.XXIs were ordered for the Aviation Department in the summer of 1937. These were to be powered by 830 hp Bristol Mercury VII or VIII engines, and armed with two 7.92 mm (0.312 in) FN Browning machine guns in the wings and two firing through the propeller disc. Delivery began on July 20, 1928, and the last aircraft arrived for service one week after Germany invaded Poland, on September 8, 1939. Twenty nine of this batch, equipping the 1st, 2nd and 5th Fighter Groups of the LVA, were serviceable when Holland was invaded. They acquitted themselves well, but had to be grounded after only three days fighting, due to lack of ammunition.
During 1937 the Finnish government purchased seven D.XXIs (Mercury VIII engined), delivery flights commencing 27 August 1937, and 93 were manufactured in Fin¬land under licence between 1939 44 by VL (Valtion Lentokonetehdas). Thirty ¬eight of these were 840hp Mercury VII engined (PZL- or Tampella-built) and 4 machine guns for armament (maximum speed was 460kph); the remainder were redesigned in Finland to accept 825 hp Pratt & Whitney R 1535 SB4G engines, and had all four guns relocated in the wings.
Two D XXIs were purchased by Denmark which subsequently licence-built a further 10 with the Mercury VIII engine. These mounting a pair of 20mm Madsen cannon and two 7.9mm machine guns. These were in service when Denmark was invaded in 1940, one being experimen¬tally equipped with two 20 mm (0.79 in) Mad¬sen cannon in underwing blisters; the others were armed with two 8 mm (0.315 in) DISA machine guns in the upper front fuselage.
Licence manufacture was also initiated in Spain by Hispano Aviacion, assembly being undertaken at the SAF-15 factory at La Rabasa, Alicante. At least one D XXI was completed and flown in Spain with a Soviet M-25 engine taken from an I-16 before the production facility was overrun by Nationalist forces. At that time, 50 sets of wings, 25 fuselages and 25 undercarriages for D XXIs were discovered. The D XXI was offered by Fokker with various engines, including the Pratt & Whitney Twin Wasp Junior, and the basic D XXI was further developed with this engine in Finland by VL. The last Finnish-built Mercury-engined D XXI was fitted with a Finnish-designed retractable undercarriage after suffering a landing accident. It was test flown on 19 June 1941, the fixed gear being restored after another landing accident a month later.
The Finnish state owned aircraft factories fitted two D.XXIs with retractable undercarriages. This modifica¬tion was much too expensive and radical in view of the advantages gained, and was not pursued. The Finns installed extra glaz¬ing behind the cockpit to improve the view. After The Second World War the D.XXI served with the flying training school until 1948.
Max take-off weight: 2 050 kg / 4519 lb
Empty weight: 1450 kg / 3197 lb
Wingspan: 11.00 m / 36 ft 1 in
Length: 8.20 m / 26 ft 11 in
Height: 2.95 m / 9 ft 8 in
Wing area: 16.sq.m / 174.38 sq ft
Max. speed: 460 km/h / 286 mph
Range: 930 km / 578 miles
The C.VIIW seaplane was built for reconnaissance and advanced training. Fokker built 30, all of which were delivered to the Naval Air Service.
The T.IV, a large torpedo ¬bomber/scout on floats, was produced for the Naval Air Service in 1927.
From 1927 to 1941 12 T-IVs were in service with the Naval Air Service at home and in the Netherlands East Indies. Portugal also acquired three of these aircraft.
The T.IVA differed mainly in powerplant, having Wright Cyclone SR-1820-F2 radial engines in place of the T.IV’s 336kW Lorraine-Dietrich W-type engines. The more-powerful units required a strengthened airframe; at the same time an enclosed cockpit, as well as bow, dorsal and ventral gun positions, were installed. Twelve of these new aircraft were ordered for the Netherlands East Indies naval air force, and in 1936 the surviving T.IVs were brought up to T.IVA standard.
Coastal and sea reconnaissance operations in the Netherlands East Indies were still being flown when the Japanese invasion began in 1942, and the T.IVA was also used for air-sea rescue work, proving to be reliable and seaworthy.
T.IVA
Engines: 2 x Wright Cyclone SR-182.0-F2 radial, 559kW
Max take-off weight: 7200 kg / 15873 lb
Empty weight: 4665 kg / 10285 lb
Wingspan: 26.20 m / 85 ft 11 in
Length: 17.60 m / 57 ft 9 in
Height: 6.00 m / 19 ft 8 in
Wing area: 97.80 sq.m / 1052.71 sq ft
Max. speed: 260 km/h / 162 mph
Cruise speed: 215 km/h / 134 mph
Ceiling: 5900 m / 19350 ft
Range: 1560 km / 969 miles
Armament: 3 x 7.9mm machine-guns, 800kg of bombs
Crew: 4
All Aero 