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Aviation History
1976
1976 - 0054.PDF
74-75 VFW-FOKKER 614 IN SERVICE can fly a handful of passengers (little over a dozen to break even) out of a major hub into most rough 4,000ft airfields, and offers a high degree of passenger comfort and low noise level—inside and out—while operating these minibus routes. Indeed over 90 per cent of all civil airports can support 614 operations, and probably for this reason airlines are reluctant to commit themselves to new turbo prop equipment which will have to last them for another ten years. World-wide marketing of the 614 is undertaken by Fokker-VFW International, which is based in Amsterdam, through a number of foreign offices, notably in New York. Speculation after the US demonstration tour by the 614 suggested a marketing tie-up with Boeing, but Buley is adamant that "we haven't been seeking help and don't intend to let Boeing do marketing for us. It's a thin market and there are never any spectacular orders." A licence-manufacturing agreement with Bomania is possible, but although most commercial aspects involving VFW have been settled the final go-ahead, soon to be announced, is a political decision. If approved, present plans would reserve about 50 VFW 614s for sale to China. Although Bomania does have a special relationship with China, VFW stresses that it is also negotiating directly FLIGHT International, w/e 10 lanuary 1976 with China, and this suggests that any Bomanian contract is far from certain. A large 614 market exists within France; that country has a developed third-level network and several of its operators are interested in the type. VFW-Fokker has never sold a new aircraft in the UK and, despite discussions with British Airways, it does not expect the pattern to change for several years. Isolated carriers exist in other countries throughout Europe, any of which may become a customer— for this reason Cimber's experience will be very important for sales. In the US, Air New England's interest in the type appears substantial. The US demonstration tour is con sidered most satisfactory by VFW, and generated a positive reaction to the low noise levels produced. An initial US order should quickly generate the confidence necessary to ensure a growing fleet on that continent. At Bremen growth plans for the 614 are well advanced and can be expected to be announced during the year. Current maximum take-off and landing weights are the same, but an increase in maximum take-off weight can easily be accommodated where field lengths are not limit ing. A 25 per cent capacity stretch to accommodate about 50 passengers is also planned. The F.28 series meanwhile will grow away from the 614 and maintain the present size differential. Buley does not see the largest 614 posing any threat to the basic F.28. Future sales prospects are summed up succinctly by Buley: "In a few years sales will occur in markets which don't even exist today." The 614 is seen facing page, top) at Badana Airport—typical of the strips for which the type is designed—alongside an F.27 of Saudia. Looking just as natural in completely different surroundings, a prototype (right) taxis post Amsterdam's passenger terminal during the flight-test programme The spacious flight deck (right) is designed for two-crew operation in Category I conditions. Optical quality of the curved windscreens is exceptional and the generous glazed area provides an airy and comfortable working environment. On the line at Lemwerder the sixth production aircraft (facing page, bottom) is in final assembly for an unnamed customer; the seventh airframe is visible on the right
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