View source for VFW-Fokker 614

{{Short description|1970s West German twinjet regional airliner}}
{{Infobox aircraft
 |name = VFW 614
 |image = File:Muk Air VFW-614 Jonsson-1.jpg
 |caption = [[Muk Air]] VFW-614
 |type = [[Regional airliner]]
 |manufacturer = [[Fokker VFW]]
 |first_flight = 14 July 1971
 |introduction = August 1975
 |retired = 7 December 2012
 |status = Retired
 |primary_user = [[German Air Force]]
 |more_users = [[Touraine Air Transport]] <br />[[Air Alsace]] <br />[[Cimber Air]]
 |produced =
 |number_built = 19<ref name = "erik steen 122">Eriksson and Steenhuis 2015, p. 122.</ref>
 |unit cost = $1,000,000 (1966)<ref name = "fly mag 77"/><br />US$3M (1972)<ref>{{cite magazine |url= https://www.flightglobal.com/pdfarchive/view/1972/1972%20-%202020.html |title= Airliner price index |magazine= Flight International |date= 10 August 1972 |page= 183}}</ref>
 |developed_from =
 |variants =
}}
The '''VFW-Fokker 614'''  (also '''VFW 614''') was a twin-engined [[jet airliner|jetliner]] designed and constructed by joint [[Netherlands|Dutch]] and [[West Germany|West German]] aviation company [[VFW-Fokker]]. It is the first jet-powered passenger liner to be developed and produced in West Germany (the East German [[Baade 152]] being the first German jet airliner), as well as the first German-built civil aircraft to have been manufactured for a decade.<ref name = "mend 326">Mendenhall 2005, p. 326.</ref>

The VFW 614 was originally proposed during the early 1960s as the E.614, which was a concept for a 36–40 seat aircraft by a consortium of West German aircraft companies, who were soon re-organised into [[Vereinigte Flugtechnische Werke]] (VFW). Originally intended as a [[Douglas DC-3]] replacement, its most distinctive feature was that its engines were mounted in [[podded engines|pods]] on pylons above the wing. The VFW 614 was produced in small numbers during the early- to mid-1970s by [[VFW-Fokker]], a company resulting from a [[merger]] between VFW and the [[Netherlands|Dutch]] aircraft company [[Fokker]]. The program was cancelled in 1977, since anticipated sales and thus production were not achieved.

==Development==
[[File:13-02-24-aeronauticum-by-RalfR-023.jpg|thumb|Overwing pylon-mounted [[Rolls-Royce/SNECMA M45H]]]]

The VFW 614 was originally proposed in 1961 by the [[Entwicklungsring Nord]] (ERNO) group, comprising [[Focke-Wulf]], [[Hamburger Flugzeugbau]] (HFB) and [[Weser Flugzeugbau GmbH|Weser]] as the E.614, a 36–40 seat aircraft powered by a pair of American-built [[Lycoming Engines|Lycoming]] [[Lycoming PLF1|PLF1B-2]] [[turbofan]] engines. During this time, the West German industry underwent a substantial reorganisation, resulting in the establishment of [[Vereinigte Flugtechnische Werke]] (VFW), based at [[Bremen]], Germany. Development of what would become the VFW 614 proceeded under the new combined company.<ref name="Mellberg p94-5">Mellberg 1995, pp. 94–95.</ref>

Lycoming ultimately chose to abandon development of the PLF1, which led to development of the type continuing using an alternative powerplant, the [[Rolls-Royce/SNECMA M45H]] turbofan engine, in its place.<ref name = "field 489"/> Unlike the PLF1, the M45H was developed specially to power the VFW 614.<ref name="Mellberg p95"/> At the time, it was considered to have been a relatively bold ambition to develop both an entirely new airframe and a new engine in parallel.<ref name = "field 489"/> Throughout development, a major priority placed upon the engines was upon noise reduction, so as to allow the airliner to use small municipal airports without incurring noise abatement restrictions upon its operations.<ref name = "field 489"/>

In 1968, the project was given the go-ahead;<ref name="Mellberg p95">Mellberg 1995, p. 95.</ref> at this point, 80 percent of the secured backing for the type originated from the West German Government. During 1970, full-scale production of the VFW 614 was approved, by which time VFW had merged with Dutch aircraft manufacturer [[Fokker]], a move which had the distinction of being Europe's first transnational aircraft company.<ref name = "field 489"/><ref>Mendenhall 2005, pp. 325–326.</ref> Aerospace publication [[Flying Magazine]] accredits Fokker's involvement in the project with several refinements and changes to the emerging design of the VFW 614, which included the discarding of a [[T-tail]] in favour of a conventional unit, furnished with a low-set [[vertical stabilizer]] and [[Dihedral (aeronautics)|dihedral]].<ref name = "fly mag 77">Fricker, John. [https://books.google.com/books?id=7YT0SSVpeRgC&pg=PA77 "Ach du Leiber Flugindustrie."] ''[[Flying Magazine]]'', May 1966. Vol. 78, No. 5. ISSN 0015-4806. p. 77.</ref>

During this time, Fokker sought to broaden its financial basis and determined that the VFW 614 had promise; as such, the company intended to market the type through Fokker's established civil sales unit and support infrastructure; however, the union has been regarded by some commentators as having been an 'unhappy arrangement' and had only lasted for only ten years before its dissolution.<ref name = "mend 326"/> In addition, several risk sharing agreements had been concluded with other aviation companies, including [[Siebel|Siebel Flugzeugwerke ATG]] (SEAT) in Germany, [[Avions Fairey|Fairey]] and [[Société Anonyme Belge de Constructions Aéronautiques|SABCA]] in Belgium and [[Short Brothers|Shorts]] in the United Kingdom. Final assembly of the aircraft was to be performed at VFW's Bremen facility.{{Citation needed|date=January 2021}}

Development of the aircraft had been heavily influenced by the pre-war American piston-engine [[Douglas DC-3]] passenger aircraft.<ref name = "field 489"/> During late 1971, it was reported that the company had anticipated overall sales of the VFW 614 airliner to reach between 300 and 400 units, which was to have included its use by various American operators.<ref name = "kocivar 67"/>

On 14 July 1971, the first of three prototypes performed its [[maiden flight]].<ref name="Mellberg p95,8">Mellberg 1995, pp. 95, 98.</ref> The first flight of the aircraft was also the first time that the engine had been airborne, having not been previously flown on a test-bed.<ref name = "field 489">Field 1974, p. 489.</ref> To speed up flight testing, the first and second prototypes, which were reportedly almost identical, were dispatched to [[Spain]] for three months of comprehensive trials to evaluate their performance under 'hot and high' conditions.<ref name = "field 490">Field 1974, p. 490.</ref> Shortly after the accumulation of 800 flying hours, the design was frozen for production and manufacturing activity commenced on the first ten production airliners.<ref name = "field 489"/>

Development of the aircraft was protracted and orders slow to materialise, despite a strong marketing campaign. The situation was not helped by [[Rolls-Royce Limited|Rolls-Royce]]'s bankruptcy in 1971 which threatened the supply of engines.<ref>{{cite web |url=http://www.fokkerf27.nl/index.php?option=com_content&task=view&id=51&Itemid=39&limit=1&limitstart=2&lang=en |title=F27 Project – Nederlands Industrieel Erfgoed Vliegend Houden }}</ref> According to aircraft publication [[Flight International]], by 1974 the performance guarantees on both the thrust and fuel consumption of the M45H had been fulfilled.<ref name = "field 489"/>

On 1 February 1972, the programme was damaged by the loss of the first prototype, which was attributed to an instance of [[Elevator (aeronautics)|elevator]] flutter;<ref name="Mellberg p98">Mellberg 1995, p. 98.</ref> which played a role in further diminishing the order situation. By late 1974, orders had been placed for the long-lead items to complete an anticipated 30 production VFW-614s, along with sufficient critical items to build up to 50 airliners.<ref name = "field 489"/> By February 1975, only ten aircraft had been ordered. During April 1975, the first production VFW 614 made its first flight; it was delivered to Denmark's [[Cimber Air]] four months later.<ref name="Mellberg p98"/>

==Design==
[[File:VFW 614 ATTAS in test flight.jpg|thumb|VFW 614 inflight from above]]

The VFW-Fokker 614 was a twin-engined short haul [[regional airliner]]; it was developed as in part to serve as a replacement for the popular [[propeller]]-driven pre-war [[Douglas DC-3]].<ref name = "fly mag 77"/><ref name = "field 489"/> The 614 was the first passenger jetliner to be developed by West Germany, and featured an unconventional engine configuration. In its era, the aircraft was one of the smallest and slowest airliners to have been produced.<ref>Gunston, Bill. [https://books.google.com/books?id=lAkQhbgpkpIC&pg=PA77 "The Phoenix of Derby."] ''[[New Scientist]]'', 9 December 1971. Vol. 52, No. 773. ISSN 0262-4079. p. 77.</ref> The VFW 614 was powered by a pair of [[Rolls-Royce/SNECMA M45H]] [[turbofan]] engines. This powerplant, being relatively quiet and smokeless, had been specially developed to power the airliner.<ref name = "erik steen"/> For further internal noise reduction, [[soundproofing]] was present within the cabin.<ref name = "field 489 490">Field 1974, pp. 489–490.</ref>

These engines were installed on the airliner in an unconventional manner, having been mounted above the wings upon pylons at a mid-wing position.<ref name = "erik steen">Eriksson and Steenhuis 2015, pp. 121–122.</ref> This arrangement had several advantages, such as avoiding the structural weight penalties imposed by rear-mounted engines and the potential ingestion risks present when engines were mounted beneath the wings.<ref name = "kocivar 67"/> The engine configuration allowed the adoption of a short, sturdy [[landing gear|undercarriage]], which was specially suited to performing operations from austere or otherwise poorly prepared runways.<ref name = "erik steen 122"/> The position of the engine over the wing, compared to under-wing, also shielded people on the ground from intake noise during flyovers; this shielding effect is also present for aft-mounted engines.<ref>{{cite web |author = Chichester-Miles, I |url=https://www.flightglobal.com/pdfarchive/view/1973/1973%20-%202191.html |title=Noise shielding—the Hawker Siddeley approach |publisher= Flight International |date = 16 August 1973 |pages = 320–321 |url-status = dead |archive-date = 4 September 2017 |archive-url = https://web.archive.org/web/20170904015450/https://www.flightglobal.com/pdfarchive/view/1973/1973%20-%202191.html}}</ref>

In conjunction with the above-wing engine installation, an [[Swept wing|unswept]] wing outfitted with a continuous [[trailing edge]] [[Flap (aeronautics)|flap]] was adopted; this possessed no unfavourable interaction with the engine flow.<ref name = "kocivar 67">Kocivar, Ben. [https://books.google.com/books?id=XgEAAAAAMBAJ&pg=PA67 "."] ''[[Popular Science]]'', October 1971. p. 67.</ref> The continuous flap gave excellent low speed performance, however, during high speed travel, interference between the wing and pylon flow fields resulted in flow separation, which in turn limited the cruise speed to [[Mach number|M0.65]].<ref>"Engine/Airframe Interference." G. Krenz, AGARD R-712, Special Course on Subsonic/Transonic Aerodynamic Interference for Aircraft, Wright-Patterson AFB, Dayton Ohio, 16–20 May 1983.</ref> A recent aircraft, the [[Honda HA-420 HondaJet|HondaJet]], which also featured an over-wing engine installation, used a high speed natural laminar flow airfoil and an engine configuration that actually produced favorable interference at high speed.<ref>{{cite journal |title=Wave-Drag Characteristics of an Over-the-Wing Nacelle Business-Jet Configuration |journal = Journal of Aircraft|first1=Michimasa |last1=Fujino |first2=Yuichi |last2=Kawamura |date=1 January 2003 |volume=40 |issue=6 |pages=1177–1184 |via=American Institute of Aeronautics and Astronautics |doi=10.2514/2.7207}}</ref><ref>Garrison, Peter. [https://books.google.com/books?id=XvM4I5U2RBwC&pg=PA105 "Technicalities: You want to put them where?"] ''Flying Magazine'', December 2005. Vol. 132, No. 12. ISSN 0015-4806. p. 105.</ref>

The flight deck of the VFW 614 was designed to facilitate easy two-crew operations.<ref name = "field 490"/> The flight crew are provided with a large windscreen, providing favourable external visibility, and a relatively spacious environment. Instead of using side-mounted consoles, a large centrally mounted console accommodates the primary engine controls and [[VHF]] com/nav radio systems, along with the individual controls for adjusting the [[Spoiler (aeronautics)|spoilers]], [[Flap (aeronautics)|flaps]], and [[trim tab|trimming]].<ref name = "field 490"/> Avionics included a [[Rockwell Collins|Collins]]-built flight director, [[autopilot]], and a pilot alerting system.<ref name = "field 490"/>

According to Flight International, the VFW 614 possessed relatively docile and easy to handle flight tendencies, along with light controls, favourable [[aileron]] characteristics and a high rate of roll.<ref name = "field 491 492">Field 1974, pp. 491–492.</ref> One negative flight performance attribute was its [[Compressor stall|stall]] characteristics, which was described as initially occurring "at almost the worst possible place – the inboard end of the ailerons". The stalling regime was explored heavily during the flight test programme, which led to a re-profiling of the wing's [[leading edge]] for additional outboard camber being adopted on production aircraft to improve this performance. This gave greater warning and a tendency for relatively straight flight during typical stall conditions.<ref name = "field 491">Field 1974, p. 491.</ref>

== Operational history ==
[[File:Cimber Air VFW-614.jpg|thumb|At [[Cimber Air]] in 1977]]

Shortly after the VFW 614's entry to service, it became clear that sales had fallen far short of expectations. According to author Mark E. Mendenhall, the management within VFW-Fokker was divided and split along national lines. While a number of German staff in the company attributed the poor sales performance to the Dutch sales team having paid the type little heed, even allegedly regarding it as a competitor to Fokker's established product lines for orders, and that salesmen had prioritised the promotion of Dutch-designed airliners instead.<ref name = "mend 326"/> Reportedly, some Dutch managers did hold a preference for their own aircraft, regarding them as established successes and the VFW 614 as a waste of effort to market. Dutch management was alleged by Mendenhall to have interfered with the firm's marketing structure to curtail independence and maintain support for their own aircraft.<ref name = "mend 326"/>

West German airline [[Lufthansa]] declined to procure any VFW 614s. At the time the company had prioritised its development of long haul routes, for which regional airliners were not applicable, while the German government had declined to pressure the airline to buy the type. According to authors H. Dienel and P. Lyth, Lufthansa's lack of interest in the type was attributed as having been a major factor in the commercial failure of the VFW 614.<ref>Dienel and Lyth 1999, pp. 97–98.</ref> Only three airlines and the [[German Air Force]] would ultimately operate new VFW 614s.<ref>Jackson 1976, p. 62.</ref> The aircraft was initially prone to engine problems, and it was too expensive for the small regional airlines for whose needs it was designed.<ref name="Mellberg p98-9">Mellberg 1995, pp. 98–99.</ref> Three aircraft were flown but were never delivered; a total of four airframes were broken up prior to completion.{{Citation needed|date=January 2021}}

[[File:Visualisation of a wake vortex ATTAS.jpg|thumb|[[Advanced Technologies Testing Aircraft System|ATTAS]] used to visualize [[wingtip vortices]]]]

During 1977, the programme was cancelled as a result of the lack of sales, and the last unsold aircraft flew in July 1978. Mendenhall reports that there had been a widespread sentiment amongst German employees that they had been regarded as being subordinate to Fokker, which had increased over time as the VFW 614's commercial failure had become more and more apparent.<ref name = "mend 332">Mendenhall 2005, p. 332.</ref> After 1981 only the [[German Air Force]] aircraft remained in service, the last being retired in 1999. The last airworthy VFW 614 was in use with [[German Aerospace Center|DLR]] for the [[Advanced Technologies Testing Aircraft System]] (ATTAS) project. After being based with DLR in Braunschweig, Germany for many years, this aircraft (registered D-ADAM) was retired in December 2012, to the [[Deutsches Museum Flugwerft Schleissheim|Deutsches Museum Flugwerft]] in [[Oberschleißheim]], Germany.<ref>{{Cite web |title=VFW-614 ATTAS - Deutsches Museum |url=https://www.deutsches-museum.de/en/flugwerft-schleissheim/exhibition/air-sports-and-civil-aviation/vfw-614-attas |access-date=2024-08-14 |website=www.deutsches-museum.de |language=en}}</ref>

==Operators==
[[File:VFW-Fokker VFW-614, Germany - Air Force AN0678240.jpg|thumb|[[German Air Force]] VFW 614]]
;{{DEN}}
* [[Cimber Air]] received two aircraft.<ref>{{Cite web |last=Bowman |first=Craig |date=2023-06-15 |title=The aircraft with Above Wing Engines: Meet The VFW-Fokker 614 |url=https://www.jetsprops.com/transport/the-aircraft-with-above-wing-engines-meet-the-vfw-fokker-614.html |access-date=2023-10-03 |website=Jets ’n’ Props |language=en-US}}</ref>
;{{FRA}}
* [[Air Alsace]] bought three aircraft.<ref>{{Cite web |date=2018-09-20 |title=VFW 614 AHEAD OF ITS TIME |url=https://www.key.aero/article/vfw-614-ahead-its-time |access-date=2023-10-03 |website=www.key.aero |language=en}}</ref>
* [[Touraine Air Transport]] ordered eight aircraft, but cancelled the remaining order after receiving two.<ref name="fab114p501">Nicolaou 1979, pp. 50–51</ref>
;{{FRG}}
* [[German Air Force|West German Air Force]] received three aircraft.<ref name="fab114p51">Nicolaou 1979, p 51</ref><ref name="fana564p40">Guillem and Bénichou 2016, p. 40</ref>

==Specifications (VFW 614)==
[[File:VFW614-1.jpg|thumb|side view]]

[[File:ATTAS DM 1.jpg|thumb|Displayed at [[Deutsches Museum Flugwerft Schleissheim|Flugwerft Schleißheim]]]]

{{Aircraft specs
|ref= The Observer's Book of Aircraft, 1976.<ref>Green 1976, p. 214.</ref> Flight International<ref name = "field 492">Field 1974, p. 492.</ref>
|prime units?=met
<!--
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|crew=2
|capacity=40–44 passengers in 4 abreast seating
|length m=20.6
|length note=
|span m=21.5
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|height m=7.82
|height note=
|wing area sqm=64
|wing area note=
|aspect ratio=<!-- sailplanes -->
|airfoil='''root:''' [[NACA airfoil|NACA 63A015]]; '''tip:''' [[NACA airfoil|NACA 65A012]]<ref name="Selig">{{cite web |last1=Lednicer |first1=David |title=The Incomplete Guide to Airfoil Usage |url=https://m-selig.ae.illinois.edu/ads/aircraft.html |website=m-selig.ae.illinois.edu |access-date=16 April 2019}}</ref>
|empty weight kg=12179
|empty weight note=
|gross weight kg=
|gross weight note=
|max takeoff weight kg=19958
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|more general=
<!--
        Powerplant
-->
|eng1 number=2
|eng1 name=[[Rolls-Royce/SNECMA M45H Mk. 501]]
|eng1 type=[[turbofan]] engines
|eng1 kn=33.2
|eng1 note=
<!--
        Performance
-->
|max speed kmh=704
|max speed note=
|max speed mach=<!-- supersonic aircraft -->
|cruise speed kmh=
|cruise speed note=
|stall speed kmh=
|stall speed note=
|never exceed speed kmh=
|never exceed speed note=
|minimum control speed kmh=
|minimum control speed note=
|range km=1195
|range note=with 40 passengers
|combat range km=
|combat range note=
|ferry range km=
|ferry range note=
|endurance=<!-- if range unknown -->
|ceiling m=7620
|ceiling note=
|g limits=<!-- aerobatic -->
|roll rate=<!-- aerobatic -->
|climb rate ms=15.75
|climb rate note=
|time to altitude=
|wing loading kg/m2=
|wing loading note=
|disk loading kg/m2=
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*'''Take-off run:''' {{cvt||m|0}}
*'''Take-off run to {{cvt|15|m|0}}:''' {{cvt||m|0}}
*'''Landing run:''' {{cvt||m|0}}
*'''Landing run from {{cvt|15|m|0}}:''' {{cvt||m|0}}-->

|avionics=
}}

==See also==
{{Portal|Aviation}}
* [[Honda MH02]]
* [[Honda HA-420 HondaJet]]

==References==

===Notes===
{{reflist}}

===Bibliography===
{{refbegin}}
* Dienel, H. and P. Lyth. ''Flying the Flag: European Commercial Air Transport since 1945''. Springer, 1999. {{ISBN|1-34926-951-4}}.
* Eriksson, Sören and Harm-Jan Steenhuis. ''The Global Commercial Aviation Industry''. Routledge, 2015. {{ISBN|1-13667-239-7}}.
* {{cite web |author = Field, Hugh |url=https://www.flightglobal.com/pdfarchive/view/1974/1974%20-%200623.html |title= In the Air: Continental commuter |publisher= Flight International |date = 18 April 1974 |pages = 489–492}}
* {{cite magazine |last1=Guillem |first1=Jacques |last2=Bénichou |first2=Michel |title=VFW 614: Trois p'tits tours et puis s'en va |magazine=Le Fana de l'Aviation |date=November 2016 |issue=564 |pages=32–40 |language=fr |issn=0757-4169}}
* Green, William. ''The Observer's Book of Aircraft''. London. Frederick Warne & Co. Ltd., 1976. {{ISBN|0-7232-1553-7}}.
* Jackson, Paul A. ''German Military Aviation 1956–1976''. Hinckley, Leicestershire, UK: Midland Counties Publications, 1976. {{ISBN|0-904597-03-2}}.
* {{cite book |last=Mendenhall |first=Mark E. |title=Mergers and Acquisitions: Managing Culture and Human Resources |year=2005 |publisher=Stanford University Press |isbn=0-8047-4661-3}}
* {{cite magazine |last=Nicolaou |first=Stéphane |title=VFW-Fokker 614 |magazine=Le Fana de l'Aviation |date=May 1979 |issue=114 |pages=44–51 |language=fr}}
* Mellberg, Bill. "VFW 614: Ahead of its Time". ''[[Air International]]'', February 1995, Vol 48 No 2. Stamford, UK:Key Publishing. {{ISSN|0306-5634}}. pp.&nbsp;94–99.
{{refend}}

==External links==
{{Commons and category|VFW 614}}
* [http://www.airliners.net/search/photo.search?aircraft_genericsearch=VFW-Fokker%20VFW-614&distinct_entry=true Airliners.net photos]
* [https://web.archive.org/web/20040207210809/http://www.vfw614.de/index2_e.html Friends of the VFW-614]
* [https://www.flickr.com/photos/el_visigodo/sets/72157622247735695/detail/ photos of the VFW614]
* [https://web.archive.org/web/20070410153414/http://www.flug-revue.rotor.com/FRheft/FRH0110/FR0110g.htm Flug-Revue Online]
* [https://web.archive.org/web/20070927021949/http://www1.airpics.com/search/search.php?string=Fokker+%2F+VFW+614&si=0&st=4&count=10 Airpics.com photos]
* [https://www.youtube.com/watch?v=6MzvyH4bwtA YouTube video of the VFW 614]
* [http://www.dlr.de/dlr/en/desktopdefault.aspx/tabid-10203/1127_read-266#/gallery/112 VFW 614 ATTAS – out of operation]

{{VFW-Fokker aircraft}}

[[Category:VFW aircraft|614]]
[[Category:1970s German airliners]]
[[Category:Twinjets]]
[[Category:Low-wing aircraft]]
[[Category:Engine-over-wing aircraft]]
[[Category:Aircraft first flown in 1971]]
[[Category:Aircraft with retractable tricycle landing gear]]