Let Let Let – Warplanes

Also in the NATO countries, the S-14 was not sold because U.S. types like the T-33 were offered at very low prices. The last hope for Fokker was Brazil, who placed an option of 50 Machtrainers. Fokker supplied parts for five S-14’s for assembling in Brazil; the rest would have been built locally. The S-14’s to be built in Brazil were planned with Goodyear wheels and brakes instead of the Dunlops as present on the Dutch machines. Unfortunately, also these plans were never realized!

There is still some confusion on the Brazilian S-14. Although it is stated by many sources that ‘none were actually built and flown in Brazil’, this may not be true. In a recent article in the Dutch KLu magazine ‘De Vliegende Hollander’ a former technical officer, Arend Kraag, claimed there was a Brazilian S-14. He literally stated: ‘I was with my brother in Brazil a number of years ago and on an airfield somebody showed me a picture of an S-14 on a flightline in colours of the Brazilian air force with yellow or orange surfaces. I couldn’t believe my eyes!’ Although, this is definitely not a first-hand account, there might be some truth in this story and it could be possible that at least one and maybe even more S-14′s were actually assembled and flown from the parts shipped from the Netherlands!

A second life for the S-14 prototype…

The original K-1 prototype, although carrying military KLu markings, never was on the inventory of the Dutch air force and it’s was also never operational. It was owned and used by Fokker as a demonstration plane. On 24 October 1960 it received the civil registration PH-XIV and on 21 August 1961 it was handed over to the National Aviation Laboratory N.L.L. (later known as N.L.R. when they also started with space research) as an aircraft for calibration test flying. It was used for this task until 1966 when it was replaced by an ex-KLu Hawker Hunter T-7 two-seater. However, the N.L.L. had quite a lot of wishes for modifications until the plane was in their eyes acceptable. Most of them, like fitting optically distortion-free Perspex panels in the cockpit front and side windows were conducted by Fokker. The N.L.L. originally even insisted that the gun-pack should be fitted without its guns as a versatile instrument compartment, but Fokker clearly let them know this was impossible since the mock-up and the final gun-pack had different attachments. Fokker also remarked that the gun-pack was not available because the KLu was not further interested to have it on their operational S-14′s and that further development on this optional part was terminated. The Rijksluchtvaartdienst finally released a Certificate of Airworthiness for the PH-XIV strictly for ‘the use for non-commercial flights’. Further restrictions were a ban to fly it above populated areas. Maximum all-up weight was set at 5800 kg with a VNE of 490 knots (882 km/h) at a critical mach number of 0.85. All flight maneuvers were approved.

Museum pieces…

The K-1 prototype still exists as the PH-XIV. After its retirement it was donated to the Aviodome museum at Schiphol airport. When this museum was closed at the end of the nineties, it was finally moved to the new Aviodrome Museum at Lelystad airport where it is now shown with the wings separated from the fuselage.
L-11 is now on display in the Militaire Luchtmacht Museum MLM at Soesterberg.
L-17 was preserved to be shown on KLu Open Days. At present it is under complete restoration at Gilze Rijen airbase.
L-18 was used for many years as a gate guard at the Fokker works at Ypenburg until the base and works were closed. It was unfortunately scrapped in 1994.
All other S-14′s were scrapped, although some parts may still exist in various technical collections.

Tips for the model builders:

The Dutch IPMS has offered many years ago a resin kit at 1/72 scale of the S-14. It could not only be ordered by IPMS members, but was also offered for sale during IPMS promotional activities. Package was just a simple plastic bag without anything else, but it filled at least a need since all that was released before was a poor quality vacform kit. This was also strictly a Dutch IPMS activity which lasted until the mold broke down. As a service to their customers, IPMS gave with the resin kit at least a double-sided A4 sheet with 3-views and detailed painting instructions! The IPMS resin kit was made in the Czech Republic by Czech Masters, who have re-introduced the kit by themselves in a nice box some years ago. In the new release, KLu decals and painting instructions are included for the L-2, L-6, L-8, L-13 and L-20.

Technical characteristics of the S-14:

R.R. Derwent version R.R. Nene version
Power plant: Rolls-Royce Derwent VIII Rolls-Royce Nene 3 of
of 1575 kg thrust 2315 kg thrust
Dimensions:
-length 13.3 m 13.3 m
-wingspan 12.0 m 12.0 m
-height 4.7 m 4.7 m
-wing surface 31.8 m2 31.8 m2
Weights:
-empty 3765 kg 3970 kg (4043 kg with increased fuel capacity)
-all up 5350 kg 5550 kg ( 5890 kg with increased fuel capacity)
Performances:
-max. speed 730 km/h at 6000m 862 km/h at 3000 m
-service ceiling 11,200 m 12,900 m
-range max. 965 km max. 910 km (1140 km with increased fuel capacity)
(Source: Fokker S-14 brochure of December 1954)

Fokker S-14 armament:

The S-14 prototype K-1 with R.R. Nene engine was presented in company brochures with the possibility to use it as an armed version with a belly gun-pack with two 20 mm cannons with 180 rounds each. The final gun-pack had three fixing points and a locking device. After unlocking it could be lowered on four steel cables using a hand-crank. K-1 actually flew with a wooden gun-pack mock-up attached to its belly, although this did not have the same attachment points as the final gun-pack that was planned for the operational version.

Based on Fokker documents present at the Militaire Luchtvaart Museum at Soesterberg and the Aviodrome Museum at Lelystad, we may conclude that on the S-14′s operational at the KLu the provisions for mounting the gun-packs were never fitted. Except for the hoisting cables, locking device and attachment points, other internal equipment for the gun-pack included a nose-mounted gun camera and two gyroscopic gun-sights. Also these were never fitted in the KLu S-14′s. From other Fokker documents, it is clear the development of the gun-pack was terminated at a moment the prototype gun-pack was still under construction. The KLu had initially ordered 20 gun-packs for the S-14, but in fact only the unfinished prototype was actually built and supplied, although it was never used. The hardpoints under the wings for possible attachment of rockets were also never fitted on the KLu S-14′s or on the K-1 ‘Nene’ demonstrator.

Nico Braas

Literature:

Hugo Hooftman, Van Brik tot Starfighter Part 2. In de schietstoel, La Rivière & Voorhoeve – the Netherlands (1962)
Arno Marchand, ‘De Plank’ , De Vliegende Hollander, Jan. 2007, 10-11
Wim Schoenmaker, De Fokker S-14 Machtrainer, Maandblad Luchtvaart No. 6 (June 1988), 182-187
Lt. Col. C. Sipkes et al., Ervaringen van de Koninklijke Luchtmacht met de Fokker-vliegtuigen S-11 en S-14, Report Koninklijke Luchtmacht 20 November 1958

With special thanks to Flash Aviation, Eindhoven

All images from author collection. This article is extract from the large material and book in preparation by the author and the Let let Let team.

Related posts:

1. Fokker S-14 Machtrainer by Nico Braas and Willem Vredeling
2. Climb
3. Fokker T.V “Luchtkruiser’ History, camouflage and markings
4. Fokker D-VII used in the Netherlands
5. Fokker D.XXI history, camouflage and markings

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