Fokker T.IX

T.IX

The Fokker T.IX

In April 1938, the Fokker designers started working on the requirements of the LA-KNIL for an all-metal bomber.

The project was led by Chief Engineer Marius Beeling,

After a number of meetings between the Fokker designers and the LA-KNIL, the requirements package was drawn up.

Construction of the T.IX began in the summer of 1938.

Fokker had his very first experience with metal construction long ago in 1922, when he made the aluminium fuselage of the BI flying boat. The wing was still made of wood at that time.

The T.IX was an all-metal mid-decker with room for 5 crew members in the fuselage.

It had a wide horizontal stabilizer with double fins and was powered by two 14-cylinder Bristol Hercules engines of 1375 hp each.

A 20 mm cannon was mounted in the nose turret, two 12.7 mm machine guns in the rear of the fuselage, the bomb load could amount to a maximum of 2000 kg.

On September 10, 1939, pilot Hidde Leegstra made the first flight, accompanied by two mechanics.

On March 8, 1940, the T.IX was damaged when the landing gear folded away during landing at Schiphol.

After this accident the aircraft never flew again. It had made fifty flights with a total duration of 30 hours and 38 minutes.

The LA-KNIL did not include the aircraft in its fleet and Fokker did not produce the T.IX any further.

The T.IX did carry the Indian registration 701 for two weeks.

Click on the photo to enlarge the photo

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FOKKER T.IX 1939 In 1939 the twin-engined T.IX bomber was developed for the KNIL, the first all-metal aircraft that Fokker made. Calibres were used for the assembly of the components. The T.IX was equipped with two Bristol Hercules slide valve engines of 1375 hp. It could carry a crew of five men. During test flights one of the Elektron Cannstadt struts of the undercarriage broke, damaging the aircraft. Due to the outbreak of war the aircraft never reached series production. The armament consisted of several machine guns and a cannon in the nose turret. Bombs were placed in the fuselage centre section under the raised floor behind the pilots, which gave access to the seat of the rear gunner. The prototype was stored at Fokker, where it was damaged by fragmentation bombs. The slide valve engines were sent to Germany by the Germans. After the war parts of this T.IX were stored at the Technical University in Delft.
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The enormous wing was built in one piece.
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The construction of the T.IX fuselage with the wing in the background.
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The T.IX is assembled here into a complete aircraft.
English blog about the T-IX
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The T.IX on the deck barge in Amsterdam-Noord to be transported over the water to Schiphol.
The route from Amsterdam North to Schiphol
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The T.IX halfway to Schiphol, here in the lock of the Sloterkade in Amsterdam.
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Flight report, flights 1 to 14.
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Flight report, flights 22 to 27.
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Flight report, flights 28 to 45.
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Flight report, flights 46 to 50.
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The Dutch East Indies registration “T IX 701” of the LA/KNIL was applied to the wing leading edge for a few weeks. This was for publicity purposes towards the Ministry of Colonies as co-contractor. Eventually, two accidents with the T.IX caused the repairs to be temporarily halted.
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Once again the T.IX with the "T.IX 701" wing registration of the LA/KNIL. (Aviation Department / Royal Netherlands East Indies Army).
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Left Fokker pilot Gerben Sonderman and right LVA pilot Hidde Leegstra in the T.IX.
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The two banks of seven cylinders of the Bristol Hercules engine.
Bristol Hercules
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Shortly after delivery, this T.IX bomber came out, still completely in aluminum color. With this aluminum construction method, the Fokker company finally said goodbye to mixed construction. In the foreground, three high-ranking officers of the LVA, and diagonally behind them, Mr. Stok of Fokker. Quite soon, the camouflage color is added after all. That must have been the wish of the LA/KNIL as well.
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Cn 5615 The T.IX had the pseudo-military registration 970 for a while.
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Left front view of the 970.
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Right rear view of the 970.
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The 970 on one of the 50 flights the aircraft made.
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Prominent figures for the T.IX. From left to right Mr. van Emden Fokker management, an unknown, LVA pilot Te Roller, LVA pilot Leegstra and Fokker constructor Beeling.
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LVA pilot Hidde Leegstra in the T.IX cockpit.
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Gouache of the T.IX made by L. Van ' t Hoff. The LVA registration is still 970.
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The accident of the T.IX on 8 March 1940 at Schiphol, caused by the landing gear collapsing during landing. Incidentally, the enormous bomber was already provided with the orange country markings on fuselage, wing and tail.
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The accident would prove fatal for the T.IX. The bomber was only partially repaired and would never fly again, and the remaining fuel was pumped back. In the Fokker overview of 17 May 1940, made by LVA Captain Kruijff Van Dorssen, it was reported that the repairs were 90% complete. In fact, the LVA had long before decided to give priority to other projects, such as the G.2.
Repair List