The detail of the two doors

    The history of aviation is fascinating, and gaining an in-depth understanding of a particular aircraft type even more so. When we began working on the Fokker F-28 Fellowship blog, we gathered a large number of images. As we examined them closely, one detail caught our attention.

    On some Fokker F-28 Mk.1000 Fellowship aircraft, the forward cargo hold was fitted with two doors, while others had only one. At first, we believed this feature to be exclusive to the Fairchild Hiller FH-228, as most of the complete fuselages built or assembled at the American manufacturer’s facilities displayed this configuration.

    Indeed, three of those four aircraft — with construction numbers 11991, 11992 and 11993 — had a forward hold with two doors, whereas cn 11994 (PH-FPT) was equipped with a single-door forward hold. It is worth noting that these F-28s carry out-of-sequence construction numbers, a characteristic used to identify their Fairchild origin.

    This detail also appeared in Fairchild Hiller advertising material, brochures, and in a Fokker diagram that ultimately clarified the matter: the forward cargo hold with two doors — one forward and one central — was not exclusive to Fairchild, but rather an optional feature offered by Fokker itself.

    This was further confirmed by photographs of the third Fellowship built, which was also the first production F-28, PH-MOL (cn 11003). This aircraft already featured a forward cargo hold fitted with both forward and central doors.

    The information was later verified with fellow enthusiasts and specialists with extensive experience on the Fellowship, who confirmed that this configuration was indeed a simple factory option: a forward cargo hold with two doors.

    Among the original operators to select this option were LTU — on the first two aircraft it acquired — Itavia, Linjeflyg, the first aircraft purchased by Aviaction (D-AHLA, cn 11027), and two F-28s operated by the Australian Department of Aviation.

    A total of ten Fokker F-28s were delivered to Fairchild Hiller in an attempt to market the type in the United States. These aircraft were N281FH (cn 11016), N282FH (cn 11018), N283FH (cn 11020), N284FH (cn 11024), N285FH (cn 11033), N286FH (cn 11038), N287FH (cn 11043), N288FH (cn 11044) and N289FH (cn 11047). All of them were fitted with the two-door forward cargo hold. However, there was one notable exception: N280FH (cn 11048), also operated by Fairchild Hiller, which did not feature this option.

 

   Three aircraft originating from Fairchild Hiller were later modified to the Mk.1000C standard, and the central door of the forward cargo hold was also sealed. These were aircraft cn 11018, 11020 and 11024, which became TC-54, TC-53 and TC-55 respectively, entering service with the Argentine Air Force. In the photographs below, details indicating the former presence of the sealed central door can be clearly observed.

    Garuda operated a mixed fleet. It included aircraft equipped with two-door cargo holds, such as cn 11037, originally ordered by Itavia but not taken up, which became PK-GJR, as well as two aircraft sourced from Fairchild Hiller: cn 11043 (N287FH), later registered PK-GVN, and cn 11044 (N288FH), re-registered PK-GVO.

    The F-28 cn 11053 was the prototype of the Mk.2000 and carried the registration PH-ZAX. It was later transferred to Nigeria Airways as 5N-ANB. Initially, it did not feature a two-door forward cargo hold, but after being returned to Fokker it was modified to include this configuration. It was subsequently seen in the colours of the French airline TAT, registered as F-GDUS.

    From the production Mk.2000 F-28s onwards, the two-door forward cargo hold became standard configuration, a feature also adopted on the Mk.6000 and Mk.4000 variants. This was not the case with the Mk.3000, which left the factory with a single-door forward cargo hold.

    Below is the list of all Fokker F-28 Mk.1000 aircraft fitted with a two-door forward cargo hold.

Msn. - Model - Registers

11003 Mk.1000 PH-MOL/ LN-SUM/ EP-PBF/ F-GOML/ P2-ANL/ F-GIMG/ F-GIMH/ C5-ADD/ TZ-AZH.

11004 Mk.1000 PH-ZAA/ D-ABAQ/ I-TIDU/ F-GECK/ C5-ADE.

11006 Mk.1000 PH-ZAB/ D-ABAX/ I-TIDB/ C-GTUU/ OB-1779-P.

11014 Mk.1000 PH-ZAI/ I-TIDA.

11015 Mk.1000 PH-ZAK/ I-TIDE.

11016 Mk.1000 PH-ZAL/ N281FH/ N27W/ N930TL/ VR-BNC/ C-FHCP/ N43AE/ N500WN.

11018 Mk.1000 PH-ZAN/ N282FH/ PH-EXW/ TC-54/ LV-VCS/ TC-54.

11020 Mk.1000 PH-ZAP/ N283FH/ TC-53.

11024 Mk.1000 PH-EXC/ N284FH/ TC-55.

11027 Mk.1000 D-AHLA/ PH-ZBG/ EP-PAS/ PH-ZBG/ F-GBBX/ C5-ACE/ F-GBBX/ 5V-TPO/ 5Y-AXH/ 5V-TPO.

11032 MK.1000 PH-EXB/ PH-ZAV/ LN-SUM/ PH-ZAV/ OB-R-390/ OB-R-1030/ TC-JAZ/ PH-ZAV/ PK-GVM/ N282N/ N461AU/ C-FAIF/ C-FCRU.

11033 Mk.1000 N285FH/ CF-TAV/ C-FTAV/ P2-ANE.

11037 Mk.1000 PH-EXE/ PH-EXH/ PH-ZBF/ PK-GJR/ PK-GVY/ PH-EZA/ N293N/ N458US/ C-FCRP.

11038 Mk.1000 PH-EXM/ N286FH/ CF-TAY/ P2-ANF/ VH-XNG.

11043 Mk.1000 PH-EXA/ N287FH/ PH-EXM/ PK-GVM/ PH-EZY/ N291N/ N459US/ C-FCRI.

11044 Mk.1000 N288FH/ PH-EXR/ PK-GVO/ PH-EXV/ N286N/ N460AU/ C-FCRC.

11047 Mk.1000 N289FH/ PH-EXI/ VH-ATD/ C-FTAR/ TU-PAB/ TU-TGW.

11049 Mk.1000 PH-EXD/ 5N-AGN/ P2-ANB.

11053 Mk.2000 PH-ZAX/ 5N-ANB.

11067 Mk.1000 PH-EXL/ SE-DGA.

11068 Mk.1000 PH-EXI/ SE-DGB.

11069 Mk.1000 PH-EXK/ SE-DGC.

11082 Mk.1000 PH-EXN/ VH-ATE/ C-GTAH.

11084 Mk.1000 PH-EXP/ VH-ATG/ C-FTAY.

11991 Mk.1000 I-TIDI/ C-GTEO.

11992 Mk.1000 FAC001/ FAC0002.

11993 Mk.1000 PH-ZAU/ 5N-ANA.

Acknowledgments: Sebastian Acosta, Daniel Carneiro, & Ron Mak.

January 16, 1975, 51 years ago

 

By Richard Olmedo

In a joint operation, the Argentine Air Force and Aerolíneas Argentinas incorporated the Fokker F-28 aircraft into their fleets.

This was part of a purchase of eight aircraft from the Dutch manufacturer: three Mk.1000s for Aerolíneas Argentinas and five Mk.1000Cs with cargo doors and reinforced floors for the Air Force.

These were assigned to the "II Escuadrón de Transporte de la ! Brigada Aérea" 2nd Transport Squadron of the 1st Air Brigade, based at El Palomar Air Base,
registered TC-51 to TC-55.

 On January 16, 1975, the first F-28 joined the fleet of the first air brigade, registration TC-51(cn.11076).  

The Air Force already had experience with the model, as the aircraft assigned to presidential transport, registered T-01 (cn. 11028), had been flying since December 1970.

The Aerolíneas Argentinas initially acquired three aircraft, registered LV-LOA, LV-LOB, and LV-LOC. 

 

Fokker F-28 of Argentina Air Force and Aerolineas Argentinas

-ordered by construction number-

11018 F-28 Mk1000  TC-54

11020 F-28 Mk1000  TC-53

11024 F-28 Mk1000  TC-55

11074 F-28 Mk1000  TC-52

11076 F-28 Mk1000  TC-51

11083 F-28 Mk1000  LV-LOC

11085 F-28 Mk1000  LV-LOA

11086 F-28 Mk1000  LV-LOB

Ceremony for the 50th Anniversary of the Fokker F-28 in the Argentine Air Force

    On, November 17, 2025, the Argentine Air Force celebrated the 50th anniversary of the Fokker F-28. The ceremony took place at El Palomar Air Base, home to the Fellowship. TC-53 (serial number 11020) delighted everyone present with a spectacular low-altitude flyby.

    It is worth noting that the Argentine Air Force's first Fokker F-28 Mk.1000C arrived on January 16, 1975, from Amsterdam. That aircraft was TC-51 (serial number 11076).

See previous link: "50 Years of  Fokker F-28 in the Argentine Air Force".

 

Special thanks to Adrián Gómez for the photos!.

The only Mark 1000 in service worldwide

 

The Only Mark 1000 in Service Worldwide.

A rare sight landed yesterday at Salta Airport in Argentina. It was the Argentine Air Force Fokker F-28 Mk. 1000C TC-53 (cn. 11020), photographed by Sebastián Acosta.

The "Tango Charlie 53" is one of only three Fellowship aircraft in service worldwide and has been quite busy lately. On November 3, 2025, it flew from El Palomar Air Base to Córdoba. On November 10, 2025, it performed another service for LADE, flight 5U502 from Aeroparque to Mar del Plata, Bahía Blanca, and Bariloche. And on November 11, it flew from El Palomar Air Base to Zapala, Mendoza, and Salta.

“LOA”’s Cockpit

    

Esteban Brea shared with us images of the nose section of the Fokker F-28 Mk. 1000 LV-LOA (cn. 11085), photographed in November 2019. It is one of the few remaining parts of the Fokker F-28s that once belonged to Aerolíneas Argentinas. This aircraft is located in a town about 30 kilometers from Escobar, in Buenos Aires Province. The aircraft was first registered under the temporary code PH-EXT on September 16, 1974, and one month later, on October 18, 1974, it completed its maiden flight. Between January 14 and 16, 1975, it carried out its delivery flight along the route Amsterdam – Keflavik – Sondre Stromfjord – Goose Bay – Mont Joli – New York (Canada) – New York (USA) – Miami – Tocumen – Lima – Jujuy – Ezeiza.

    Shortly after entering service, the aircraft experienced its first incident. On January 30, 1975, during a flight from Aeroparque Jorge Newbery in Buenos Aires to Santa Teresita, it mistakenly landed on the grass runway of the San Clemente del Tuyú Aeroclub.

    From April to December 1984, the aircraft was leased to the Colombian airline ACES, where it wore that company’s full livery.

    In July 1986, Aerolíneas Argentinas was in the midst of a major conflict with its pilots, which led to a fierce strike. In response, the Argentine government decided to transfer some of the airline’s aircraft to Líneas Aéreas del Estado (LADE), which operated under the Argentine Air Force. As a result, the Fokker F-28s and Boeing 707s of Aerolíneas Argentinas began flying with LADE, piloted by Air Force crews.

     On July 13, 1986, while landing in Ushuaia under poor weather conditions, the aircraft overran the runway. The crew was informed too late about the presence of ice, and since the aircraft could not brake effectively, they opted for a last-minute maneuver—a sharp right turn—that brought the plane to a stop just a few meters from the shore of the Beagle Channel. It is said that the F-28’s pilot was later invited by Fokker to repeat the maneuver successfully, and that the procedure was subsequently incorporated into Fokker’s operational manuals.

    On July 8, 1989, while conducting training operations in Bahía Blanca, the aircraft suffered a failure of the left main landing gear during one of the landings, resulting in a loss of control and minor damage.

    On April 5, 1994, LV-LOA was withdrawn from service and parked at Aeroparque. On April 13, 1994, the three surviving F-28s (LV-LOA, LV-LOC, and LV-LRG) took off for Ministro Pistarini International Airport in Ezeiza, Buenos Aires Province.

    On December 17, 1996, the aircraft was observed being dismantled, missing its landing gear, doors, engines, and wing leading edges. By November 1997, only the cockpit remained.

   On November 30, 2001, the cockpit was seen at Ezeiza, and by February 3, 2002, it was no longer there.

The F-28 cockpit was later acquired by one of Aerolíneas Argentinas’ labor unions and used as a parade float on a trailer. It was seen in October 2000 during a union protest.

 

    Sources: Own research, Gaceta Aeronáutica, and Aerolíneas Series #10 – Fokker Fellowship by Carlos Abella, Gonzalo Carballo, and Juan Carlos Rodríguez – July 2017.

FAP390

The countries of the so-called Andean region are characterized by vast territories divided by various mountain ranges running from north to south. At the same time, a series of valleys of varying altitudes are formed, which in some cases can only be traversed by air. To the east, the surface is covered with dense vegetation that also hinders communication. Since the early days of aviation, these areas have posed significant challenges, and various aircraft models that flew through the region have done so with varying degrees of success. Although Fokker did not flood the South American market, its different products stood out for over forty years. The modest Dutch company left an operational presence in the region that undoubtedly left a mark.

During March 1975, it became known that the presidency of Peru had started negotiations to acquire an aircraft for the Peruvian Executive Power. It was also rumored that the aircraft was already in the production line. In Argentina, the government had been using one for the Executive Power since 1970, while the presidency of Colombia had one since February 1971. By July 1975, various media outlets confirmed the imminent arrival of the aircraft in Peru. In October 1975, it was revealed that the aircraft would be identified as 390. On December 8, 1975, the aircraft was reported in Amsterdam with the dual registration PH-EXY/390. Since it was the 100th unit assembled by the Dutch manufacturer, the aircraft temporarily displayed the phrase "100th Fokker - VFW F-28 Fellowship". The aircraft had been ordered during the presidency of General Juan Velasco Alvarado, the same president who founded the airline AeroPerú in May 1973. However, the plane did not arrive until Francisco Morales Bermúdez succeeded him (1975–1980). Before the arrival of the Fellowship, Peruvian presidents traveled on Douglas DC-6 aircraft from the Peruvian Air Force, although on certain occasions, such as a visit to Buenos Aires in May 1965, the Convair 990s from Aerolíneas Peruanas SA were used.

On March 30, 1976, the Peruvian Air Force took possession of the Fokker F-28, which, as detailed, displayed the serial number 390. The next day, the aircraft flew in ferry between Amsterdam and Keflavik. From the factory, the aircraft sported a very sober livery, which it would maintain for years. Specifically: completely white, with a dark blue/black line running along the fuselage, accompanied by two fine stripes of the same color. On the front section, above the windows, small titles of the Peruvian Air Force were displayed. The aircraft’s serial number was placed on the tail, preceding the colors of the Peruvian flag. A small national insignia was positioned on the lower front, near the belly. President Francisco Morales Bermúdez used the aircraft on July 17, 1979, during a protocol visit to Buenos Aires, operating directly at Aeroparque Jorge Newbery. 

 

 

Over time, this aircraft was available to Presidents Fernando Belaúnde Terry (1980 - 1985), who visited Buenos Aires aboard this aircraft in December 1983 to attend the inauguration of President Raúl Alfonsín. Alan García (1985 - 1990) also arrived at Aeroparque Jorge Newbery on March 15, 1986. Finally, it was used by Alberto Fujimori. In 1995, Fujimori introduced a Boeing 737-528, relegating the Fellowship’s role. Nevertheless, the aircraft still had significant operational life. In June 1991, it was sent to the Netherlands for a major overhaul, and was reported at Rotterdam/The Hague Airport on June 16, 1991. From that point, it was given a new livery, similar to the modern scheme adopted for the new Boeing 737-528. Previously, on May 4, 1995, a report was issued -II-55-OPDP-Nº0359-, endorsed by Lieutenant General FAP Waldo Richter Cruz, Director of Operations of the Peruvian Air Force, which stated the need to refurbish the Fellowship, which at that time had already accumulated two decades of service to the presidency.

As in other countries of the region, during the visit of Pope John Paul II to Peru, this aircraft was at the service of the pontiff. Between February 1 and 5, 1985, the Pope visited several Peruvian cities, including Arequipa, Ayacucho, Trujillo, Piura, and Iquitos, and in some of these destinations, the Fellowship was used. In other cases, a Boeing 727 from AeroPerú was used. As was customary, a papal standard was applied behind the door of the aircraft used.

Since the presidency had two Douglas DC-8-62 aircraft since December 1981, in March 1993, the F-28 was temporarily leased to the American airline Americana de Aviación. In this case, it was given a civil registration, OB-1396, which would remain in place for the time being.