Fokker Model 9 F-11(A)

Fokker F-11(A) Flying Boat and Amphibian (Model 9)

The first Model 9 aircraft (with MSN 900) was a precursor to the F-11. This was the Dutch-built B.IIIc that was sold to the United States. For more information, please refer to this type under "Aircraft manufactured in Europe for the United States."

The F-11 was designed by A.A. Gassner, chief engineer of the Atlantic Aircraft Corporation. It consisted of a metal flying boat fuselage and a wooden wing. This wing was the same as that used for the Super Universal.

Because the American team lacked the expertise to build the hull, it was ordered from the Netherlands. There, it was designated Type B.IV. The prototype hull was shipped to America in June 1928. There, it was completed as a flying boat with MSN 901 and was ready in October 1928.

After test flights, the aircraft was converted into an amphibian with sponsors. Later, it was converted back into a flying boat, which was sold to Vanderbilt in July 1929.

Meanwhile, in December 1928, AAC had ordered ten boat hulls from the Netherlands of a slightly improved type. Even before the first of these had been delivered, Anthony Fokker had ordered ten more hulls on his own initiative. This last order would prove to be his undoing. From April 1929 onwards, the boat hulls were shipped to America for production.

The type's history was marked by modifications to improve performance and flying behaviour.

For this purpose, the original P&W Wasp engine was replaced with a Hornet or Wright Cyclone. A larger wing was also chosen. The vertical stabilizer was also enlarged to prevent rotation during flight. Furthermore, severe vibrations in the fuselage occurred that could not be remedied. These problems came to light primarily during series production.

With the hulls from the Netherlands, completion began with MSN 902, which was completed in June 1929. MSN 904 followed in September, and MSN 906 in February 1930.

The last to be completed was MSN 903 in June 1930; 905 was never completed. Only 904 and 906 were sold.

The type's performance remained subpar, and the cost remained high. Meanwhile, the shipment of hulls from the Netherlands had stopped at the request of the United States. The last eight hulls were never shipped. Five of them were also not paid for by the United States. The surplus hulls in America were scrapped as early as 1932. Attempts in the Netherlands to make them usable were unsuccessful.

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The prototype of the F-11 as an amphibian equipped with the so-called sponsons
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The fuselage of the prototype under construction in the Netherlands. The type was still known there as the B.IV, but was called the F-11 (also F-XI) in America.
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The hull of the prototype was built at Papaverweg in Amsterdam-Noord.
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The B.IV hull ready for transport to the USA.
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After the prototype, MSN 901, was completed in America, it was tested on October 21, 1980. It was still equipped with small floats under both wings.
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Floats fitted with hinged wheels had already been developed for the fuselage. This transformed the aircraft into an amphibious aircraft, which was shown as a model.
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The prototype, number 901 and registration 7887, was equipped with the amphibian undercarriage known as the "sponsoon." This was the only aircraft equipped with it.
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Front view of the F.11A, clearly showing the sponsons between the fuselage and the landing gear. When the landing gear is retracted, the sponsons move to a horizontal position, providing the fuselage with stability on the water.
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Anthony Fokker in work clothes after a test flight of MSN 901.
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The prototype was then modified back into a flying boat, but with a larger wing and sturdier floats. In that form, it was purchased by Harold S. Vanderbilt as NC7887.
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The luxurious interior of Vanderbilt's 7887.
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In 1937, MSN 901 was sold first to Harry Halpern and then to Joseph Sheehan, but was destroyed by a tornado at Revere Beach, Maine.
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MSN 902 made its first flight as a flying boat and was designated F-11A with registration 148H. The production aircraft had a longer fuselage and a larger cabin door with a curved bottom. The portholes at the rear of the fuselage were American-made.
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The aircraft soon received a new type of wheeled landing gear that could be pulled upwards by means of tubes extending through the wing. This made it an amphibian.
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During a demonstration for the Air Corps at Wright Field, Ohio, it was quickly discovered that the aircraft lacked sufficient engine power. Therefore, an attempt was made to see if a propeller engine would provide better results. This proved not to be the case.
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The cockpit of MSN 902 during the conversion to the new engine placement.
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To address the engine power issue, an F-32 engine nacelle with both a pusher and a puller propeller was installed on the F-11A. However, the increased weight partially offset the improved performance.
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Finally, MSN 902 was fitted with the P&W Hornet B engine. During a test at Wright Field, the Air Corps was satisfied with the performance, but not with the numerous vibrations that occurred in the fuselage.
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After that, msn 902 was used for a short time by Anthony Fokker himself.
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Anthony Fokker gives instructions to dock the F.11 registered as X 148 while pilot Max Holtzem looks on.
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MSN 903 remained a mystery for a long time. Its registration 151H had been assigned in August 1929 but was subsequently revoked. The aircraft was not completed until June 1930. Then Fokker reapplied for registration without mentioning its MSN. It was given the registration 834W.
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MSN 903 was intended for Western Air Express but was first subjected to military testing at Mitchell Field. There, it was determined that the vertical stabilizer and yaw were inadequate. Modifications were made, and the flight deck was extended to meet the wing. It was then tested at Wright Field. Because vibrations recurred and could not be remedied, an order for six aircraft was canceled. The aircraft also failed airworthiness tests, and WAE withdrew the purchase.
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Meanwhile, the MSN 904 ordered by speedboat racer Gar Wood had already been completed in October 1929 and delivered shortly thereafter. However, it wasn't until May 1930 that the certificate of airworthiness was obtained and the registration NC127M was issued, albeit as F-11AHB Special.
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Gar Wood with his wife and son in the cockpit of his own plane.
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In mid-1933, MSN 904 was given a red fuselage livery with a silver arrow and a silver wing.
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The NC127M with the Pratt & Whitney Hornet B engine.
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In 1935, Wood sold it, with the last buyer in 1938 envisioning a special use for it. The aircraft was fitted with a chapel in the cabin and used as a flying church in remote locations.
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Like MSN 904, MSN 906 was completed before MSN 903 and was delivered as a standard model in February 1930. It lacked the three portholes at the rear of the fuselage. The aircraft was given registration 339N and was ordered shortly thereafter by Air Ferries of San Francisco.
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Before delivery, several modifications were made. The vertical stabilizer and rudder were enlarged, an additional access door was added on the starboard side, and an additional cabin window (now four in a row) was added on both sides.
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Air Ferries put the aircraft into service on the San Francisco-Oakland Bay shuttle in May 1930. A month later, the aircraft suffered a hard landing on the water. Air Ferries canceled the order for four aircraft, and MSN 906 was returned to Fokker.
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In November 1931, a new buyer was found for MSN 906, which was sold to Canada six months later. There, it flew as a flying boat with the registration CF-AUV.
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In mid-1935, the aircraft crashed on takeoff. While taking off from a lake in the Canadian bush, it hit the treetops.
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F-11 fuselages in the new factory building at Teterboro in November 1929.
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Fokker F-11(A) Flying Boat and Amphibian (Model 9)

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