The Fokker F.VIIA-3m
In July 1925, car manufacturer Henry Ford announced a reliability tour.
A competition for commercial aircraft, with an emphasis on reliability (
see the article in the Milestones section ).
Aircraft reliability could be improved by fitting them with more than one engine.
Anthony Fokker and designer Platz saw an opportunity and adapted the single-engined F.VIIA.
The first flight of a three-engined F.VIIA-3m took place at Schiphol on 4 September 1925.
During test flights, the aircraft proved almost as capable with two or even just one engine.
So if an engine failed, the aircraft could continue flying, making it more reliable.
The aircraft was shipped on 7 September 1925 and arrived in America in time to take part in the reliability tour.
After the reliability tour, which Fokker did not win, the aircraft went to Richard Byrd.
On 9 June 1926, Richard Byrd flew this F.VIIA-3m over the North Pole.
The aircraft can still be seen at the Henry Ford Museum in Dearborn, Michigan, USA.
From the third F.VIIA-3m built onwards, the fuselage was 80 cm longer.
The F.VIIA-3m was mainly fitted with three 200 hp Wright Whirlwind J-4 radial engines.
Another engine used on the F.VIIA-3m was the 200 hp Armstrong-Siddeley Lynx.
Some existing F.VIIAs in service with operators were converted to F.VIIA-3m aircraft.
This was also done for a number of KLM aircraft.
The F.VIIA-3m served operators in Europe and the USA.
For information about the three-engined F.VII aircraft sent to America, see ‘Fokkers built in America’.
There, they were designated F.VII and F.VII Trimotor (without the A).
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FOKKER F.VIIa-3m 1924/1929
The F.VIIa-3m and b-3m series was the most successful aircraft series Fokker produced before the Second World War.
From America, Anthony Fokker telegraphed instructions to convert an F.VIIa into a trimotor so it could compete in the Ford Reliability Tour. The development took seven weeks.
This prototype (c/n 4900) was shipped to the USA, where Fokker won the race, greatly enhancing his reputation in the Western Hemisphere.
Admiral Byrd later used the aircraft, named “Josephine Ford,” on his Arctic expedition. It has been on display at the Ford Museum in Detroit since 1930.
A number of three-engined F.VIIa aircraft were shipped to America. One F.VIIa-3m, named “Postduif” (H-NAEA), was used for the first official airmail flight to the Dutch East Indies. This aircraft later joined the other two three-engined F.VII aircraft as number 803. The LVA used them as bombers at Soesterberg (numbers 802 and 801).
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N04
The F.VIIA-3m with c/n 4900 was shipped from Holland to take part in the Ford Reliability Tour.
The aircraft was assigned race number 20.
As always, Anthony Fokker made sure his name was prominently displayed on his aircraft.
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The prototype of the three-engine “Improved F.VII” (msn 4900), still unpainted, during trials at Schiphol.
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The text on the photo speaks for itself. On the right are the signatures of Fokker and the passengers on the Ford Reliability Tour.
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NO3
The prototype, hastily painted before being shipped to America. Note the aircraft’s larger fin, too.
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List of entrants in the Ford Reliability Tour.
Fokker’s name is prominently displayed at the top left, along with the assigned race number, 20.
Below Fokker’s name, in small print, it says that the aircraft is fitted with “Wright motors.”
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N07
C/n 4900 in the livery used for Richard Byrd’s polar flight.
Josephine Ford is named in tribute to Henry Ford’s granddaughter.
Anthony Fokker had it written into the contract that his name would be prominently displayed on the aircraft during the polar flight, too.
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Fokker F.VII A-3m c/n 4900 took part in the Ford Reliability Tour in 1925.
It was later shipped to the USA for the Byrd Arctic Expedition. It was later registered as BA-1 “The Josephine Ford,” with c/n 600.
The aircraft has been on display at the Henry Ford Museum in Dearborn, Michigan, USA, since February 1930.
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The ski landing gear shows that the F.VII is on its polar flight.
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Registration BA-1 c/n 4900; US c/n 600
One of the first F.VII A-3m aircraft built on American soil in 1925.
Note the enormous FOKKER markings on the fuselage.
Fitted with three Wright Whirlwind J 4 B engines and the distinctive exhausts.
The FOKKER markings also appear on the leading edges of the wings for the 1926 Ford Reliability Tour.
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N09
Richard Byrd’s F.VIIA-3m at the Henry Ford Museum, just outside Detroit, USA.
The aircraft has been on display there since February 1930.
The three engines on c/n 4900 were 200 hp Wright Whirlwind J-4Bs.
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"Josephine Ford " c/n 4900 / US 600.
Byrd Arctic Expedition BA-1 marked on the fuselage.
The name FOKKER appears in two places on the wing edges.
The name Josephine Ford appears on the rear of the fuselage.
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N13
Registration No. H-NADP, c/n 4992
Following the publicity surrounding Van Lear Black, KLM’s H-NADR was renamed H-NADP.
From 26 April 1928, c/n 4992 also carried KLM livery.
It was powered by three 440 hp Gnôme Rhône engines.
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The H-NAEA Postduif with G. Frijns of KLM, G. Koppen of the LVA, and Elleman of Fokker.
This photograph was probably taken at Soesterberg.
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The H-NAEA was a factory aircraft with c/n 5006, registered to Fokker. In 1927, it made a return flight between Amsterdam and Batavia.
It was the first three-engined Fokker aircraft.
It was delivered on 27 September 1927, and the return flight took place from 01-10-1927 to 28-10-1927.
Its Certificate of Airworthiness was No. 85.
In fact, the Committee for the Netherlands–East Indies Flight was the actual financier and customer.
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The Fokker F.VII A-3m H-NAEA “De Postduif” shortly before its departure on 17 October 1927, with KLM pilot G. Frijns, LVA 2nd Lt./pilot G. Koppen, and Fokker flight engineer S. Elleman, from left to right.
The flight would take 10 days.
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The H-NAEA Postduif arrives at Schiphol from Batavia, with the crew added to the photo: Fokker flight engineer (BWK) Elleman, LVA 2nd Lieutenant/pilot G. Koppen, and KLM pilot G. Frijns.
On 8 May 1928, this aircraft was to be transferred to the LVA at Soesterberg airfield and enter service as 803.
The German invasion of the Netherlands in May 1940 would finally bring an end to this converted bomber, as well as to 801 and 802.
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F.VII A/3m
Fokker mechanic Elleman starts the left-hand 200 hp Armstrong-Siddeley Lynx engine.
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F.VII A/3m
The H-NAEA Postduif ready to depart for the Dutch East Indies, with 2nd Lt./Pilot G. Koppen of the LVA in the cockpit.
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N22
C/n 4955, registered as NC3908.
It was shipped to the USA on 15 May 1926.
On arrival in the United States, the F.VII A-3m was also assigned US c/n 602.
It was delivered to Continental Motors Corporation in Detroit.
The three engines were 200 hp Wright Whirlwind J4Bs.
Temporary registration 2195 followed on 19 February 1927, and on 11 June 1927 the centre engine was replaced with a 300 hp Wright Whirlwind.
After an accident on 7 July 1927, the aircraft was permanently registered as NC3908 to Western Air Express Inc. in Los Angeles.
Continental Air Express in Los Angeles took over operations on 11 May 1929.
A serious forced landing near Saugus, California, followed on 20 Sep 1929, and its registration was cancelled on 10 January 1930.
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The H-NAEK, c/n 5063.
This aircraft was temporarily used by Fokker for test flights of the three-engined F.VII A-3m.
It therefore had a temporary Certificate of Airworthiness, No. 95, until it was sold.
The H-NAEK was completed on 24 May 1928, fitted with three 200 hp Armstrong-Siddeley Lynx engines.
It was handed over on 16 June 1928 and received the British registration G-EBYI.
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N23
After arriving in the USA, this aircraft was assigned US c/n 603 in 1926 and fitted with three 200 hp Wright Whirlwind J-4B engines.
Atlantic Aircraft Corporation (formerly Fokker) completed all the remaining work.
The words “F-VII Trimotor” were painted on the engine cowling, along with an advertisement for OLD GOLD Cigarettes.
This photo shows c/n 4956, registered as 3080 with Reynolds Airways, with modified engine exhausts over the wing.
Still in 1926, the F.VII A-3m went to Philadelphia Rapid Transit Company, then to Wright Aeronautical Corp. in the same year.
Reynolds Airways of New York became its operator again in June 1927. The fuselage broke on 18 February 1929, bringing the unlucky aircraft’s career to an end.
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The H-NAEL, c/n 5087.
Completed on 22-06-1928 with Certificate of Airworthiness No. 96.
It served as a factory aircraft at Fokker until 22-12-1928.
Quickly sold to Major P. Holt in Great Britain on 07-07-1928.
Holt in turn sold the Fokker in Germany on 15 September 1930.
The aircraft eventually departed Croydon for Wiesbaden, Germany.
It departed from there for an unknown destination and was never heard from again.
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N24
Registration No. 3085, c/n 5007; US c/n 610.
Shipped to the USA in July 1926 and assigned c/n 610 by Atlantic Aircraft Corporation in Teterboro, New Jersey.
Completed and delivered to Reynolds Airways Inc. in New York in June 1927.
It was fitted with three 200 hp Wright Whirlwind (J-4B) engines.
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N25
As H-NADS (c/n 4982), this Fokker completed its test flights at Fokker on 26-11-1926 with a B.v.L. of 78.
The aircraft was fitted with three 200 hp Armstrong Siddeley Lynx engines.
On 01-12-1926, Alfred Löwenstein took delivery of the aircraft for his business associate, Rt. Hon. F. Guest.
As early as 18 March 1927, the aircraft was sold back to the Fokker company.
Here we see G-EBPV at Waalhaven airfield in heavy snow.
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N28
C/n 4982 identifies a F.VIIA-3m built by Fokker, which received Certificate of Airworthiness No. 78 as H-NADS on 26-11-1926.
On 1 December 1926, it was registered in England as G-EBPV. It was intended for banker Alfred Loewenstein and operated by his business associate, F.E. Guest.
This photo was taken in the winter of 1926–27 at Waalhaven Aerodrome, in the snow.
This aircraft, too, was fitted with three 200 hp Armstrong-Siddeley Lynx engines.
On 18 March 1927, it was sold on to Italy as I-BBEC and entered service with Avio Linee Italiane in May 1928.
On 12 September 1933, it went to Societa Aerea Mediterranea, then returned to Avio Linee Italiane on 29 January 1934.
Three Alfa Romeo D.2 engines were fitted on 26 April 1935.
Its Certificate of Airworthiness expired on 23-07-1936, however. It was scrapped in April 1937.
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N26
The British-registered G-EBYI, c/n 5063, was delivered on 30 May 1928 to D.H. Drew, on behalf of A. Löwenstein.
In October 1928, Lt-Cdr Glen Kidston flew the aircraft to Kenya under the name “Ciel Bleu.”
On 11 or 14 November 1928, while en route to Kenya, G-EBYI crashed in the Tomba Channel near Mongala, close to Sudan.
On 14-12-1928, the aircraft was transported to the White Nile at Khartoum.
In 1929, Fokker bought the aircraft back, but it proved impossible to repair.
Its registration was cancelled in March 1930.
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N29
Delivered on 29-10-1927 as “General New” to Pan American Airways Inc.
Resold to Mexicana de Aviacion SA (Mexico) as X-ABCL on 26-11-1929.
Bought back by PAA Pan American Airways Inc. on 20-01-1931.
Sold on 24 May 1932 and shipped via Havana to Waalhaven Aerodrome (Rotterdam), arriving on 10-09-1932.
PH-APA became the registration of Alexander Adrian, followed by De Zevende Bouwmij in The Hague on 12-05-1939.
The May Days of 1940 led to the destruction by the Germans of both this F.VII A-3m and the rest of Waalhaven Aerodrome.
Its registration was cancelled on 9 Nov. 1940.
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This F.VII A-3m (G-EBZJ with cn 5087) was fitted with three 200 hp Armstrong-Siddeley Lynx engines.
The aircraft was purchased from Fokker on 7 July 1928 by British Major Andrew P. Holt (nicknamed "Petal").
On 15 September 1930, it was struck off the register as sold abroad, with its fate unknown.
On 9 May 1930, Holt flew this Fokker F.VII A-3m to Croydon Airport (G.B.), then onward to Wiesbaden, Germany. Nothing more is known about the aircraft.
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N30
After some time, this Fokker F.VII A-3m (c/n 4982) was sold to an Italian customer.
Avio Linee Italiane operated it from 1 May 1928.
On 12-09-1933, Societa Aerea Mediterranea took over the aircraft.
Avio Linea Italiane became its next operator on 29 January 1934.
On 26 April 1935, Alalittoria became the owner. The aircraft was fitted with three new 300 hp Alfa Romeo D.2 engines.
All in all, it had a remarkable service record; its Certificate of Airworthiness did not expire until 23 July 1936.
In April 1937, the story of the beautiful I-BBEC came to an end.
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N31
In May 1928, Avio Linee Italiane took the I-BBED, c/n 5059, into service.
The aircraft flew with three 200 hp Armstrong-Siddeley Lynx engines.
On 3 November 1933, Societa Area Mediterranea took over the aircraft.
On 30 April 1934, Avio Linee Italiane temporarily took it over again.
It was then taken over by Ala Litteria, which replaced the engines with Alfa-Romeo D.2s.
In July 1939, it had reached its maximum number of flight hours and was removed from the aircraft register.
A distinguished service record, to say the least.
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N34
Registration F-AJCH, c/n 5138
This aircraft was delivered to CIDNA (Compagnie Internationale de Navigation Aerienne) on 24-09-1929.
After its merger with Air France on 30-06-1933, it was named “La Radieuse.”
On 25-10-1937, F-AJCH went to Société Francaise de Transport Aérienne.
The Spanish Republican Air Force may also have played a part that year.
(Here, too, there is debate over whether it was an A or B model.)
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N32
In June 1928, Avio Linee Italiane also put the I-BBEF, c/n 5061, into service, likewise fitted with three 200 hp Armstrong Siddeley Lynx engines.
On 6 October 1935, Ala Littoria continued operating it and had three Armstrong Siddeley Cheetah engines installed.
This Fokker, too, had a relatively trouble-free career and was removed from the aircraft register sometime in 1937.
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N35
Name: Mont Blanc.
Owner: SWISSAIR Schweizerische Luft Verkehrs Gesellschaft.
No further details found.
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N33
This Fokker F.VII A-3m (c/n 5136) was test-flown at Fokker on 31-07-1929 and had Certificate of Airworthiness No. 61.
Its temporary registration was PH-AGJ, which was cancelled on 27-08-1929.
It became the property of the French Compagnie Internationale de Navigation Aerienne C.I.D.N.A. on 24 September 1929.
Fokker would deliver many aircraft of this type, but designated this one the Fokker F.VII A/3m (or was it a B?).
The aircraft was registered as Fokker F.VII B/3m F-AJCH and named “La Radieuse” (30 August 1933).
After the merger with Air France on 25 October 1937, this F.VII B/3m (or was it an A?) went to the Spanish Air Force around the end of 1937.
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N36
The CH 193 with c/n 5163 of Swiss airline Ad Astra Aero.
According to our records, the combination of registration CH 193 and c/n 5163 is incorrect.
But this Swiss photograph is authentic. Aviation history holds many mysteries.
Fokker delivered quite a number of aircraft to Swiss airline Ad Astra Aero during this period.
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The engines of Swedish-registered SE-AFH, c/n 4991, are being preheated before takeoff.
This F.VIIA-3m was converted from an F.VIIA.
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