Fokker Atlantic Super Universal

The Fokker Super Universal (Model 8)

This further development of the Universal became the greatest success of the American Fokker factory.

It was the type with a long production run. A total of 80 were built in America (msn 801-880). The aircraft was also built under license in Canada and Japan.

When the company split with General Motors, Anthony Fokker also received the licensing rights. However, whether any payments were made afterward remained unclear.

After production was illegally transferred from Japan to Manchukuo, this was done without Fokker being notified.

The more powerful Wasp engine made possible a somewhat larger, cantilever-winged aircraft with better performance.

It flew for airlines, mail carriers, and several other companies. Besides the United States, the aircraft was also used in significant numbers in Canada, primarily on floats or skis, flying in unexplored areas.

A number of Super Universals were also delivered to Japan. These were equipped with a Bristol Jupiter engine.

The last delivery went to Japan as a kit and were completed there.

Military versions were rare. The US Navy tested one as the XJA-1, but it was not purchased. The US Air Corps tested a production aircraft as a photoreconnaissance aircraft and transport, but did not purchase it either.

A late-production American machine went to the Argentine Navy. Only machines built in Japan and Manchukuo were also designed for military use.

The first aircraft (with MSN 800) was still designated as the Universal Special. It was essentially a crossover between the Universal and the Super.

MSN 801 first flew in March 1928 and was given registration X4453. It made demonstration flights as far as Mexico.

Ultimately, Byrd bought the device for his South Pole expedition instead of the Universal he'd ordered. Substantial orders soon came in from Canada. American customers also placed orders, though not in large quantities.

In the Netherlands, Japan had placed orders for F.VIIb aircraft. The purchasing delegation then visited Fokker in the United States, where they placed an initial order for six Super Universals. This heralded an order that would grow to 21. This made Japan Air Transport the largest user of American-built Super Universals.

The Super Universals also found their way to other countries. After being phased out in the US, several went to Central American countries. Some aircraft in the US also enjoyed a long lifespan. The last one was lost to fire in 1961.

The most famous was MSN 826, which appeared in the film "Casablanca." It was painted D-AGFD for the arrival of a German military delegation.

Licensed Construction Canada

In 1929, 15 Super Universals were built by Canadian Vickers. The last of these was equipped with a Bristol Jupiter engine. It wasn't until 1934 that they were all sold. All aircraft remained in Canada.

Licensed construction Japan

Nakajima completed a number of American Super Universals. License production was then established. Initially, these were also equipped with the Bristol Jupiter, which was also built under license.

Later, the Nakajima Kotobuki engine developed from this was also used.

Nakajima and its subsidiaries built at least 46 Super Universals. Because there were also around 40 military variants, this number was likely considerably higher.

The aircraft gradually deviated somewhat from the original model, especially the military versions.

The Nakajima production aircraft were supplied to Japan Air Transport, among others. The Manchu Air Transport Company also put them into service. During the Manchurian War, the Super Universal was used extensively for semi-military duties.

From 1937 onwards, large numbers of Super Universals were also flown in the occupied regions of China.

The origin of this may also have come from production in Manchukuo.

Reconstruction in Manchukuo

The Aviation Arsenal was established in Mukden in 1932 to maintain the aircraft of the Manchu Air Transport Company. The company soon began producing aircraft as well.

One day, the complete construction drawings for the Super Universal arrived. And starting in October 1933, the first Super Universals produced there were also delivered. These were designated Manko. These aircraft corresponded to Nakajima's production from that period.

In the early years, production was primarily for the Manchu Air Transport Company. But after the (re)establishment of its own air force in 1937, they were also supplied to that company.

The production volume of Manko is also unknown. The first aircraft was the M-118, and by 1943, the M-198 had been achieved.

So it seems these were 80 aircraft. At the end of World War II, 14 of these aircraft were flown to Mongolia. Like many other aircraft from that period, nothing more is known about them.

Click on the photo to enlarge the photo

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Because this aircraft had the MSN 800 designation, it was classified as a Super Universal. The text on the nose read "Universal Special" because it had a P&W Wasp engine and a larger wing than the Universal. The wing was still supported by the fuselage and had protruding ailerons.
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The Universal Special NC3318 was owned by A.E. Humphreys. Its pilot, Eddie Brooks, participated in the cross-continent race to Mines Field, Los Angeles, at the National Air Races in September 1928. He finished second in his class.
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In mid-1929, the device was in use by the Kellogg company's representative in the Denver, CO area. And he demonstrated this as well.
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After the Universal Special was modernised in October 1929, the aircraft also received new cockpit windows.
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The actual prototype of the Super Universal upon its release in March 1928. The aircraft now had a cantilever wing and a new type of landing gear. The first series of Super Universals also featured the forward-slanting cockpit window.
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The prototype, MSN 801 and registration NC4453, made a major publicity tour across America and also flew to Mexico. Photographed here at Brooks Field, Fort Knox, KY.
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After returning, Byrd bought the prototype for his South Pole expedition. It was a consolation measure when he exchanged the Fokker F.VII Trimotor for a Ford Trimotor. The Super Universal received special equipment, a new engine, and was named the "Virginia."
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The Byrd South Pole Expedition's Super Universal was placed on the ice and partially assembled there. The stabilizer and elevator are still on the ground.
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Bernt Balchen was sent out with a geologist in the Super Universal to investigate. When a heavy storm arose that evening, the aircraft was severely damaged. Later, Byrd arrived with the Fairchild to pick up the crew.
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The remains of Byrd's NC4453 found in 1998 at the Rockefeller Mountains in Antarctica.
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The second Super Universal MSN 802 appeared on floats at the request of Northern Aerial Mining Exploration. But like many others in Canada, they became skis in the winter when the many lakes froze over.
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A famous Super Universal was Western Canada Airways MSN 803. Abandoned by members of the MacAlpine Expedition, it spent almost a year at Dease Point, Victoria Island. When fuel was delivered in August 1930, the engine started, and the aircraft was able to fly back to civilization.
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The aircraft then made another flight to the magnetic pole. It also made numerous bush flights for Canadian Airways, which had acquired WCA. Finally, in March 1933, it was destroyed by fire during refueling.
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A boost for Fokker came with the order for four aircraft placed by Salt Lake City-based National Parks Airways for its new airmail service. MSN 804, registration C6769, was the first of these. In May 1935, the aircraft was sold to Costa Rica.
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Western Canada Airways was also a good customer. They purchased two orders of six Super Universals. MSN 805 was the first to be delivered in July 1928. As with other aircraft, the forward-sloping cockpit windows were later changed to the rearward-sloping version.
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The longest-lived Super Universal was MSN 807. Originally delivered to NPA in July 1928, registration C6880, Merle T. Bowler of Orofino, OR was the last owner. The aircraft was destroyed by fire in February 1962.
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The US Navy tested the Super Universal, registration A8012, but did not purchase it. After years in the factory, MSN 811 was rebuilt to the latest production standard and sold as CF-ATW.
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MSN 812 (NC8011) had a series of owners. Purchased by Aero Corp. of California, the aircraft soon began flying for its subsidiary Standard Airlines. After the merger with Western Air Express, it went to its subsidiary Mid Continent Air Express, and finally entered service with Western Air Express. It was destroyed by fire in late 1933.
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St. Tammany Gulf Coast Airways had a fleet of five Super Universals. Pictured are MSNs 816 (NC8030) and 819 (NC8032) before delivery to the factory in late October 1928. This airline was a predecessor of American Airways (later American Airlines).
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G-CASN (msn 821) was the first aircraft in the second series for Western Canada Airways. Few Canadian aircraft were equipped with wheels, but the SN used them in addition to floats and skis.
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G-CASQ (msn 824) was one of WCA's less fortunate aircraft. In January 1929, this aircraft was commissioned into the fleet, and in late August, during a storm, it broke free of its moorings, took on water, and partially sank. The aircraft was later salvaged but was a total loss when it finally sank.
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The Super Universal was also ordered by several companies. NC9746, msn 825, flew for the Aircraft Radio Corporation as a flying laboratory for testing aviation radio equipment.
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Super Universal MSN 826 NC9724 operated on the Los Angeles to El Paso route via Phoenix before transferring to Mid Continent Air Express. At the end of its career, the aircraft was used for the film "Casablanca."
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In February 1929, MSN 827 was delivered as CF-AAM to the Consolidated Mining and Smelting of Canada, where it continued to fly until 1934. It was then used for bush flights until it crashed in December 1937. The remains formed the basis for the rebuilding.
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Using the remains of two other Super Universals, CF-AAM was restored to a Super Universal with a wheel undercarriage. In 1998, the aircraft flew again, after 61 years and more than 10,000 restoration hours.
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The same Fokker Super Universal as before, built at one of Fokker's American facilities. It's the CF-AAM of Northern Aviation in Canada, with the additional text "Careross Yukon." It's on display at the Royal Aviation Museum of Western Canada in Winnipeg.
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Mitsui of Japan ordered F.VIIb aircraft from Fokker in the Netherlands and Super Universals from the United States. These were destined for the new Japan Air Transport company. The Super Universals were not equipped with the standard Wasp engine, but with the English Bristol Jupiter. MSN 835, registration 9768, was the first and was designated J-BASO in Japan.
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The last aircraft of the initial order for Japan was MSN 836, J-BAXO. This aircraft was first sent to Nakajima for subsequent license production and then to JAT. All aircraft from the latter airline had an "O" at the end of their registration.
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Goodyear also purchased a Super Universal (msn 840, registration NC9792) equipped with balloon tires developed by the company. This also simplified the support of the landing gear on the wing. The new tire type later found wider use.
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Fokker also experimented with a lowered engine position in the Super Universal MSN 841, registration 9168. The same aircraft may have been used to fit the nose with a NACA cowling. However, Fokker preferred a Townend ring for the engine, which was later widely used in various models.
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Universal Airlines, the predecessor of American Airways, also purchased eight Super Universals for its air and mail routes. These were MSNs 845-853 with registrations NC 9127-9134. After the merger, they also flew in AA livery.
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In 1933, American Airways sold three Super Universals (846, 850, and 852) to Mexico. These were registered there as X-BAHR, 'S, and 'T, but their relationship to the MSN is unclear.
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Of the many Super Universals shipped to Japan, some were equipped with floats, although most had wheels. Like many of the later deliveries, MSN 857 J-BBPO was also assembled at Nakajima.
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Mid Continent Air Express, a subsidiary of WAE, also purchased four Super Universals and acquired four more from other companies. MSN 861 NC99K was acquired by MCAE in September 1929. In April 1932, MCAE was absorbed by WAE, which continued to operate the Super Universals.
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MSN 867 NC330N was a demonstrator for Fokker. It was available at the Detroit airfield during the All-American Aircraft Show in April 1930 and was sold to NPA a year later.
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A transport of Super Universals for Japan ready for departure from Hasbrouck Heights, NJ in May 1930. The markings on the crates indicated that this was MSN 871-874, bound for Yokohama. MSNs 875-878 would soon follow.
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37

Super Universal MSN 871 was delivered to Japan as J-BBUO but in March 1932 it was deployed in Manchuria with the new Manchukuo Airline under registration M-116. It remained in service until 1938.
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38

Super Universal, MSN 879 NC9793, was built by Fokker at their own risk. The Argentine Navy soon acquired the aircraft, and in February 1931, it was delivered, equipped with floats, as the T201. It also flew with a wheel landing gear.
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Around 1936, msn 879 was given the registration 2-Gt-4 and remained in service with the Argentine Navy until 1942.
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40

A series of steel tube hulls for the Super Universal. These were built at the factory in Passaic, NJ.
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A look inside the cockpit of the Super Universal. Two seats were standard, but sometimes the airliners eliminated the second seat.
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The interior of a Super Universal cabin. The luxurious decor was likely used for a demonstration aircraft during one of the annual shows.
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Licensed Construction Canada

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The first Super Universal built by Canadian Vickers was msn CV.131, completed in the spring of 1929. It was tested by the RCAF as G-CYXA (with XA on the fuselage) but was not purchased. It then went to Western Canada Airways as CF-AFL. In December 1933 the aircraft sank through the ice and was written off.
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44

Built as CV.132, this aircraft was delivered to Western Canada Airways in August 1929. A month later it crashed when it hit a rock while landing on a lake.
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45

This aircraft, CV.134, destined for International Airways of Canada, crashed before delivery when it struck high-tension wires on take-off in June 1929.
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46

CF-AJB, msn CV.137, remained in storage for five years after its construction in 1929 before being sold. The buyer was Northern Transportation, which sold it in 1935 to Starrett Airways & Transportation, which continued to fly it until 1942.
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CF-AJC, with the name CV.138, also remained in service for a long time. Western Canada Airways acquired it in June 1930. It ended its service with Northern Airways in June 1942 when it struck a tree during takeoff.
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Licensed construction Japan

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The first Super Universal produced entirely by Nakajima, msn 1. The Bristol Jupiter for the aircraft was also built under license.
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49

Photos of Japanese-built Super Universals are few and far between. Luckily, they loved postcards there. Here's MSN 7 at Shusuiski Airport, Dairan. On the far left is Super Universal J-EJEO, US-MSN 876.
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Nakajima also built 13 aircraft that were delivered to Manchukuo (as Manchuria was now known) as M-101-M113. Because the first three also had Japanese registrations, MSNs 7-9 are known. The remaining aircraft went directly to Manchukuo.
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51

During production, Nakajima made modifications to the Super Universal, including the adoption of its Kotobuki Type 1 engine and the addition of the Townend ring. The J-BCWO with MSN 30 belongs to the mid-production class.
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52

The Japanese Navy also ordered a version of the Super Universal. This version had, among other things, a lengthened fuselage. The aircraft was known as the C2N1 for the wheeled version and as the C2N2 for the float-equipped version. According to reports, 20 examples were built, including the '94'.
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53

The Japanese army also ordered the Super Universal, to be used for training purposes. Its designation was Type 95-2, Ki.6. Twenty of these were also reportedly built, but few photographs exist of it, except for the aircraft with registration '1'.
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At the end of 1936, one of the last civilian Super Universals, MSN 46, registration J-AARB, was delivered to the Ministry of Railways. In 1938, it was donated to the army.
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Reconstruction in Manchukuo

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The Arsenal factory in Mukden began production of the Super Universal as the Manko Type 1, MSN 1, M-118. The M-120, MSN 3, was completed in January 1934 and was destined for the Manchukuo Air Transport Company.
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A postcard beautifully depicting the livery of the Manchurian-built Super Universals. This aircraft, like several others, omits the "M-" country code for the 140.
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Manchukuo was a vassal state of Japan from 1932 onwards. This also led to modified paint schemes for the vertical stabilizers and rudders of some aircraft.
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According to a pilot's note, there was another Super Universal in Manchukuo, registered M-198. This was possibly the last one built. The M-192 pictured here made a commemorative flight to Japan in September 1942, along with the M-191.
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To overview American Breeder

The Fokker Super Universal (Model 8)

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