Dutch industry never built a larger airliner than the Fokker 100, and the type has now outlasted the company that made it by three decades.

Fokker stretched the F28 Fellowship by 5.7 metres, hung a pair of Rolls-Royce Tay turbofans on the rear fuselage and fitted a new supercritical wing and a glass flight deck. The result seated 107 passengers five abreast and sold 283 airframes before bankruptcy closed the line in 1997.

Alliance Airlines in Australia and a group of Iranian carriers still fly it, mostly on charter, fly-in fly-out and domestic trunk work. Fokker Services Group continues to support the fleet, and the airframe was designed to a 90,000 landing life that most survivors have not exhausted.

Fokker 100 Specifications

Manufacturer	Fokker (Amsterdam-Schiphol, Netherlands)
Type	Twin-engine regional jet airliner
Type designation	Fokker F28 Mark 0100
First flight	30 November 1986
Certification	Netherlands RLD type certificate, 20 November 1987
Production status	Out of production; built 1986 to 1997
Units built	283 production aircraft plus two prototypes
Engines	2x Rolls-Royce Tay Mk 620-15, 13,850 lb thrust each; Tay Mk 650-15 of 15,100 lb thrust on later and high gross weight aircraft
Max range	1,323nm (2,450km) with 107 passengers on Tay 620s; 1,710nm (3,170km) on high gross weight Tay 650 aircraft
Cruise speed	Mach 0.77 / 456 KTAS maximum cruise
Max operating altitude	35,000ft
Takeoff field length	Approximately 5,970 to 6,070ft at MTOW, sea level ISA
Landing field length	Approximately 4,430ft
Max takeoff weight (MTOW)	95,000 lb (43,090 kg) standard; 101,000 lb (45,810 kg) high gross weight
Operating empty weight	53,738 lb (24,375 kg) Tay 620; 54,103 lb (24,541 kg) Tay 650
Max payload	Approximately 24,800 lb (11,240 kg)
Fuel capacity	3,531 US gallons (13,365 litres)
Wingspan	92ft 2in (28.08m)
Length	116ft 7in (35.53m)
Height	27ft 11in (8.50m)
Wing area	1,006 sq ft (93.5 sq m)
Passenger capacity	107 typical single class at 32in pitch; 122 maximum
Crew	2 pilots
Design life	90,000 landings
Price	Out of production. Serviceable airframes have traded in the low single-digit millions; stripped and long-parked aircraft sell for far less

History and Overview

Development and Background

Fokker announced the F28 Mark 0100 in November 1983, alongside the Fokker 50 turboprop, as the replacement for its own F28 Fellowship. The programme leaned on the existing airframe to hold down cost and risk, keeping the F28 fuselage cross-section and much of its systems architecture. The application for a type certificate went in on 25 March 1983, and the aircraft is still certificated as a Mark of the F28 rather than as a type in its own right.

The prototype flew on 30 November 1986 and the Dutch RLD awarded the type certificate a year later, on 20 November 1987. Swissair took the first aircraft in February 1988 and put it into service on 3 April. EASA now administers the approval under type certificate data sheet A.037, with Fokker Services B.V. as the certificate holder.

American Airlines followed with an order for 75 aircraft, TAM with 50 and USAir with 40. The American order, placed in March 1989, was worth roughly $3.1 billion and was the largest commercial contract any single Dutch company had signed to that point.

Sales slowed through the early 1990s as the Airbus A319, Boeing 717 and the first Bombardier and Embraer regional jets arrived. Fokker was declared bankrupt in March 1996 and the line closed the following year after 283 deliveries.

Design and Performance

The fuselage runs 5.7m longer than the F28 Mark 4000, lifting maximum seating from 85 to 122. Wingspan grew by three metres and the horizontal stabiliser by 1.4m, and the new supercritical wing keeps a fixed leading edge rather than adding slats. Fokker claimed roughly 30 percent better cruise efficiency from the wing alone.

Power comes from the Rolls-Royce Tay, which pairs the Spey core the F28 used with a wide-chord fan scaled down from the RB211-535E4. Early aircraft carried the 13,850 lb Tay Mk 620-15, while later airframes and the high gross weight version took the 15,100 lb Mk 650-15. Both are pylon-mounted on the rear fuselage with thrust reversers and composite nacelles.

The flight deck was built around a Rockwell Collins DU-1000 EFIS suite with dual flight management systems and CAT IIIA autoland. Primary flight controls remained mechanically signalled and hydraulically powered, while the spoilers are electronically commanded and deploy automatically on touchdown. The type certifies to ICAO Annex 16 Chapter 3.

Variants

Fokker 100 — Baseline airliner with Tay Mk 620-15 engines and a 95,000 lb maximum takeoff weight. The first 36 aircraft were delivered to this standard.
Fokker 100 high gross weight — Tay Mk 650-15 engines of 15,100 lb thrust, maximum takeoff weight raised to 101,000 lb and range extended to 1,710nm. Became the standard build for most of the production run.
Fokker 100 extended range — Introduced in 1993 with additional tankage for operators needing more sector length at reduced payload.
Fokker 100QC — Quick change passenger or freight version launched in 1994, with a large forward main deck cargo door and a reinforced floor. Maximum payload 25,353 lb.
Fokker Executive Jet 100 — Corporate shuttle and VIP transport built to customer interior specification, later marketed as the Fokker 100EJ.
Fokker 70 — Shortened derivative seating up to 85, first flown on 4 April 1993. 47 were built plus one prototype, sharing the Fokker 100 landing gear and both tire sizes.

Operators

American Airlines was the largest customer at 75 aircraft, flying them from Dallas/Fort Worth and Chicago O’Hare until 2004. TAM in Brazil, USAir, KLM, Swissair, Austrian Airlines and Portugalia built out the European and South American fleets. Mexicana retired 25 in 2009, and Mandarin Airlines ended significant Asian operations the same year.

Australia is now the centre of gravity for the type. Alliance Airlines operates the largest fleet on charter and resource sector contracts, and Qantas subsidiary Network Aviation flies it on fly-in fly-out and regional work out of Perth. Air Niugini uses the Fokker 100 as its mainline domestic jet in Papua New Guinea.

Iranian carriers hold most of the remainder. Iran Aseman Airlines, Iran Air, Qeshm Air, Karun Airlines and Kish Air fly the type domestically, outside Fokker Services support because of sanctions. Two aircraft serve the Slovak Government Flying Service and two more fly with the French Centre d’Essais en Vol as avionics testbeds.

Current Status

Production ended in 1997 and will not restart. Rekkof spent years trying to reopen the Fokker 70 and 100 lines and eventually became Fokker Next Gen. That company abandoned the Fokker 100 hydrogen retrofit in June 2024 and is now working on a clean-sheet liquid hydrogen narrowbody instead.

Roughly 60 aircraft remained in service through 2025 and that number is falling. Qantas has confirmed it will replace Network Aviation’s Fokker 100s with second-hand Embraer E190s from late 2026, and Air Niugini began introducing Airbus A220s in September 2025.

The used market is thin and priced accordingly. Serviceable airframes have changed hands in the low single-digit millions, while stripped aircraft parked since retirement go for a fraction of that; Montenegro Airlines’ last example fetched 57,000 euros at auction in 2025. Tire and wheel support is straightforward outside the sanctioned fleets, since both sizes are shared with the Fokker 70 and the main gear size is also used on the COMAC ARJ21.

Fokker 100 Landing Gear and Tires

Landing Gear Configuration

The Fokker 100 uses a hydraulically retractable tricycle undercarriage with twin wheels on all three units, so six tyres per aircraft. Main units retract inboard into the wing and body fairing; the nose unit retracts forward and steers through plus or minus 76 degrees. Dowty Rotol supplied the shock absorbers on all three legs.

Braking is by Goodyear multiple-disc carbon brakes with a hydraulic anti-skid system. The brake control unit reads four wheel speed transducers and relieves pressure on any wheel falling below the running average, with anti-skid active above 10 knots and locked wheel protection above 30 knots. Autobrake settings are selectable for landing and for rejected takeoff.

The nose tires are the chined deflector type, with the chines fitted outboard. Both engines sit on the rear fuselage, so throwing standing water outboard rather than up the fuselage sides is what keeps spray out of the intakes. Anyone fitting a plain nose tire in place of a deflector type on this aircraft has the wrong part.

Fokker 100 Tire Specifications

Main gear tire size	H40x14.0-19
Main gear ply rating	20PR, 225 mph speed rating
Nose wheel tire size	24×7.7 (24×7.7-10)
Nose wheel ply rating	10PR deflector type, 225 mph speed rating
Wheels and tires per aircraft	Six; two per main gear leg and two on the nose leg
Construction	Bias, tubeless
Rated load, main gear	27,100 lb per tire (Goodyear published rating for the size)
Brakes	Goodyear multiple-disc carbon with hydraulic anti-skid
Compatible brands	Goodyear, Dunlop, Bridgestone
Part numbers, main gear	Goodyear 409K02-2; Dunlop DR26521T; Bridgestone APS01456
Part numbers, nose gear	Goodyear 247F02G1; Dunlop DR15852T; Bridgestone APS01142

Verify specifications against the aircraft’s Airworthiness Maintenance Manual and applicable airworthiness directives before ordering. Serial number, weight variant and wheel configuration can change the tire requirement, and inflation pressures are AMM data rather than catalogue data.

Main Gear Tires

Each main leg carries two H40x14.0-19 tires at a 20 ply rating, so four tires take a maximum takeoff weight of up to 101,000 lb. Goodyear rates the size at 27,100 lb per tire at 225 mph, which leaves useful margin even at high gross weight operating figures. The Goodyear application chart lists the identical fitment for the Fokker 70.

Goodyear covers the size with 409K02-2 in the Flight Leader line, a bias tubeless tire weighing 125 lb. Dunlop offers DR26521T and Bridgestone APS01456, both at the same 20 ply and 225 mph ratings. The same tire also serves the COMAC ARJ21, which helps keep the size in production.

Wear is driven by cycles rather than hours, which matters on the short-sector charter and fly-in fly-out work most surviving aircraft now do. Carbon brakes and a high-cycle duty pattern make main gear tires and brake stacks a recurring line item on this type rather than an occasional one.

Nose Wheel Tires

The nose unit takes two 24×7.7 tires at a 10 ply rating, again speed rated to 225 mph. Goodyear lists 247F02G1 against the Fokker 100 by name, Dunlop offers DR15852T and Bridgestone APS01142. All three are the deflector type the rear-engined layout requires.

Michelin does not currently list either Fokker 100 size at the ply and speed rating the type calls for, so in practice the choice runs between the other three manufacturers. Nose tires on a rear-engined twin scrub hard during pivot turns and absorb shimmy loads, so they rarely match main gear life on the same airframe.

Approved and Compatible Brands

The following fitments apply to the Fokker 100 in the correct size, ply rating and speed rating:

Goodyear — 409K02-2 (Flight Leader, H40x14.0-19 20PR, 225 mph) — main gear
Goodyear — 247F02G1 (Flight Leader, 24×7.7 10PR, 225 mph) — nose gear
Dunlop — DR26521T (H40x14.0-19 20PR, 225 mph) — main gear
Dunlop — DR15852T (24×7.7 10PR, 225 mph) — nose gear
Bridgestone — APS01456 (H40x14.0-19 20PR, 225 mph) — main gear
Bridgestone — APS01142 (24×7.7 10PR, 225 mph) — nose gear

FAQs

Is the Fokker 100 still in production?

No. Fokker went bankrupt in March 1996 and the line closed in 1997 after 283 production aircraft and two prototypes. Rekkof, now Fokker Next Gen, holds the tooling but has moved to a hydrogen regional aircraft programme rather than a Fokker 100 restart.

What are the Fokker 100 specifications?

Two Rolls-Royce Tay turbofans of 13,850 or 15,100 lb thrust, 107 passengers in a typical single class layout and 122 maximum, Mach 0.77 cruise and a 35,000ft ceiling. Maximum takeoff weight is 95,000 lb on standard aircraft and 101,000 lb on the high gross weight version. The full table above lists dimensions and field performance.

What is the range of the Fokker 100?

Around 1,323nm (2,450km) with 107 passengers on Tay 620 engines. High gross weight aircraft with Tay 650s reach roughly 1,710nm (3,170km). Extended range aircraft delivered from 1993 carry additional fuel at reduced payload.

What is the Fokker 100 price?

The type has been out of production since 1997, so there is no list price. Serviceable airframes have traded in the low single-digit millions in recent years, and values fall sharply once an aircraft has been parked and stripped. Montenegro Airlines sold its last parked example at auction for 57,000 euros in 2025.

What does the Fokker 100 cost to operate per hour?

Published estimates put total variable cost in the region of $5,000 per hour, dominated by fuel burn on the Tay. Actual figures vary widely with utilisation, sector length, fuel price and maintenance programme, and the type is generally flown where sector economics or runway access outweigh fuel efficiency.

Where can I find a Fokker 100 for sale?

Listings appear intermittently on GlobalAir, Controller and AvPay, and more often through remarketing specialists and part-out brokers than through general marketplaces. Supply is driven by fleet retirements in Australia and by lessors disposing of parked airframes.

What interior options does the Fokker 100 offer?

The standard cabin is five abreast in a 3-2 layout, typically 107 seats at 32in pitch and up to 122 at 29in. Two class configurations were common with 12 first class seats four abreast, or 55 business class seats five abreast at 34in. The Executive Jet 100 was built to customer specification with a VIP interior.

What is the Fokker 100 landing distance?

Landing field length is approximately 1,350m (4,430ft) at typical landing weight, sea level, ISA. Takeoff field length at maximum takeoff weight runs roughly 1,820 to 1,850m (5,970 to 6,070ft) under the same conditions.

What tire size does the Fokker 100 use?

Main gear tires are H40x14.0-19 at a 20 ply rating, and nose wheel tires are 24×7.7 at a 10 ply rating in the deflector type. Both positions are speed rated to 225 mph. Verify the size and ply against the AMM for your serial number and weight variant before ordering.

Which tire brands are approved for the Fokker 100?

Goodyear, Dunlop and Bridgestone all produce both Fokker 100 sizes at the correct ply and speed ratings. Goodyear lists 409K02-2 for the main gear and 247F02G1 for the nose, with Dunlop and Bridgestone equivalents in each position.

How much do Fokker 100 tires cost?

Pricing varies by manufacturer and by whether the tire is new or an OEM-certified retread. A main gear tire in this size sits well above general aviation and business jet pricing, and the nose tire costs roughly half as much. Retreads are common on the type and change the economics considerably.

What is the tire pressure for the Fokker 100?

Inflation pressures for both positions are published in the aircraft maintenance manual and vary with weight variant and configuration. Work from the AMM figure for the specific airframe rather than from a general catalogue value, and check pressures against a calibrated gauge at the intervals the maintenance programme sets.

How long do Fokker 100 tires last?

Regional jet main gear tires generally give a few hundred landings between changes, with the exact figure driven by runway surface, braking technique, sector length and ambient temperature. Short-sector and fly-in fly-out operations accumulate cycles quickly, so calendar life is rarely the limiting factor on this type.

How often should Fokker 100 tires be changed?

Replace at the wear limit, when cord or fabric is exposed, or when cuts, bulges or flat spots are found at inspection. Retread limits and cycle counts are set by the maintenance programme and the tire manufacturer’s care and maintenance manual. A licensed engineer and the AMM govern the final call.