LifelinerOne From Netherlands, joined Nov 2003, 1593 posts, RR: 12 Posted (1 year 2 months 2 weeks 2 days 8 hours ago) and read 6568 times:
Well, Rekkof has been busy updating it's site. Have a look at www.rekkof.nl for the latest version of their site. Finally a professional site.
It seems that there is some movement as they are now using the "Fokker" name and they also dubbed their planes the XF70 and XF100. The "X" is for the Next Generation version of these planes.
Nice pictures of the new Fokkers as well. Great winglets!
In the past I was a little in the loop on the things going on at Rekkof, but nowadays, I'm not anymore. However, I'm very sceptic about the company, but it's nice to see their still around. Latest rumour is, by the way, that with the sale of VLM to KLM they almost gained enough money to finally start things, but that's just rumours.
Beaucaire From Syria, joined Sep 2003, 5252 posts, RR: 40 Reply 1, posted (1 year 2 months 2 weeks 2 days 7 hours ago) and read 6562 times:
Ohhh NOOOOOOOO - not again another Rekkof attempt and anouncements never followed by the slightest actions ....
They should have saved the money for updating the web-page and donate to WWF !
A300 From United States, joined May 2004, 347 posts, RR: 0 Reply 3, posted (1 year 2 months 2 weeks 2 days 7 hours ago) and read 6511 times:
It is just like genital herpes! Whenever you thing it is gone, it shows up again.
Seriously though I love F28,70,100 family. Nevertheless, given all the other players in the market (ARJ-21, C-series, E-jets, MRJ, SSJ), what makes them think that they are viable?
Ikramerica From United States, joined May 2005, 18424 posts, RR: 60 Reply 6, posted (1 year 2 months 2 weeks 2 days 5 hours ago) and read 6390 times:
As a derivative, they should be able to certify the exit door configuration, but if it's considered a new plane, it is no longer allowed to have seats with only one way out, as all of the seats behind the wings would have.
Of all the things to worry about... the Wookie has no pants.
PlymSpotter From Spain, joined Jun 2004, 7930 posts, RR: 66 Reply 9, posted (1 year 2 months 2 weeks 2 days 4 hours ago) and read 6330 times:
Quoting A300 (Reply 3): Nevertheless, given all the other players in the market (ARJ-21, C-series, E-jets, MRJ, SSJ), what makes them think that they are viable?
I suppose they could claim some commonality with the old aircraft (type rating perhaps?), but I can't think of much which would be the same considering the new design.
Fingers crossed that it gets in the air this time, but I have my doubts.
Petertenthije From Netherlands, joined Jul 2001, 2776 posts, RR: 17 Reply 10, posted (1 year 2 months 2 weeks 2 days 4 hours ago) and read 6295 times:
Quoting Ikramerica (Reply 6): As a derivative, they should be able to certify the exit door configuration, but if it's considered a new plane, it is no longer allowed to have seats with only one way out, as all of the seats behind the wings would have.
The F100 had a rear door just in front of the #1 engine available as option. The F70 did not.
As for new buil Fokkers, I'll see it before I'll believe it. And probably I won't even believe it then. Hope it will happen, but after all this time I am very sceptical. Even KLM has Embraers on order now!
TDubJFK From , joined Dec 1969, posts, RR: Reply 11, posted (1 year 2 months 2 weeks 2 days 1 hour ago) and read 6233 times:
Quoting Petertenthije (Reply 10): Quoting Ikramerica (Reply 6):
As a derivative, they should be able to certify the exit door configuration, but if it's considered a new plane, it is no longer allowed to have seats with only one way out, as all of the seats behind the wings would have.
The F100 had a rear door just in front of the #1 engine available as option. The F70 did not.
I always wondered why they never fitted out a rear tailcone exit like the DC9 and 727 had? Would that not have solved the problem?
Ikramerica From United States, joined May 2005, 18424 posts, RR: 60 Reply 12, posted (1 year 2 months 2 weeks 2 days ago) and read 6210 times:
Quoting TDubJFK (Reply 11): I always wondered why they never fitted out a rear tailcone exit like the DC9 and 727 had? Would that not have solved the problem?
It's a lot of weight, and isn't sufficient for emergencies because it can't be used with slides or rafts.
The rear entry for the DC9 and 727 was really for completely unimproved airports in the 60s, and allowed for self contained operations without even the need for external air stairs. The 737 had an airstair option at 1L instead.
Of all the things to worry about... the Wookie has no pants.
TDubJFK From , joined Dec 1969, posts, RR: Reply 13, posted (1 year 2 months 2 weeks 2 days ago) and read 6197 times:
Quoting Ikramerica (Reply 12):
Quoting TDubJFK (Reply 11):
I always wondered why they never fitted out a rear tailcone exit like the DC9 and 727 had? Would that not have solved the problem?
It's a lot of weight, and isn't sufficient for emergencies because it can't be used with slides or rafts.
Wow, I was off base on that one! But it does makes sense. Thanks for clearing that up for me - i didnt realize that rear exit was more for boarding than as an emergency exit.
Thank you for posting this update. I had a really nice time looking at this beatiful airplane! Rear mounted airplanes are so good looking How long will the development time take?
Quoting OwlEye (Reply 2): Exciting. Looks very promising and serious. Success Rekkof.
Lets hope so!
Quoting A300 (Reply 3): It is just like genital herpes! Whenever you thing it is gone, it shows up again.
Seriously though I love F28,70,100 family. Nevertheless, given all the other players in the market (ARJ-21, C-series, E-jets, MRJ, SSJ), what makes them think that they are viable?
The low weight materials in the Fokker design is amuch safer bet than composite airplanes. Just look at Boeing and their 787.
Quoting Burkhard (Reply 4): A regional jet with BR710 in times when launch of a GTF based competitor is difficult?
I believe this can become a problem for Rekkof. Why not opt for the same engine as the Gulfsteam G650? The BR725.
Quoting Burkhard (Reply 4): I wish them all success - there still are many old jets to be replaced. It will be hard.
Quoting Petertenthije (Reply 10): As for new buil Fokkers, I'll see it before I'll believe it. And probably I won't even believe it then. Hope it will happen, but after all this time I am very sceptical. Even KLM has Embraers on order now!
It will be very hard, but I wish them success. What I wonder about is if it is enough with the RF70 or RF100? IMO they would need a 130 and 150 seater as well. If they offered a whole family, they should be more attractive. How about making the F70 into a 90 seater F90. Not that much heavier, and better use of the two F/A they would still be needing. And then stretch the F100 to 120 seats or an F120. And then a true MD-80 replacement with the F150. That would been cool
Dream no small dream; it lacks magic. Dream large, then go make that dream real - Donald Douglas
Frigatebird From Netherlands, joined Jun 2008, 402 posts, RR: 0 Reply 15, posted (1 year 2 months 1 week 5 days 16 hours ago) and read 5786 times:
Rekkof's spokesman said that the website was the only thing that had changed.
Quoting A300 (Reply 3): Seriously though I love F28,70,100 family. Nevertheless, given all the other players in the market (ARJ-21, C-series, E-jets, MRJ, SSJ), what makes them think that they are viable?
Quoting Burkhard (Reply 4): A regional jet with BR710 in times when launch of a GTF based competitor is difficult?
Difficult? It's suicide in such a saturated market. If they slammed a couple GTF's on the F70/100, it could very well compete with the ARJ-21, E-jets and SSJ. But with the C-series and the MRJ entering the market, it would be the same situation as the 748i vs the A380: new engines aren't enough to disguise a 40-year old design
And even the C-series still doesn't have any firm orders yet. Speaks enough about any chance of a XF-70/100, GTF or not.
flown on: 146,318,319,320,321,AB6,332,343,722,732/3/4/5/G/8,742,74E,744,752,762,763,772,77E,773,77W,E90,F50,M11,M82
ThePinnacleKid From United States, joined Feb 2005, 416 posts, RR: 4 Reply 16, posted (1 year 2 months 1 week 5 days 15 hours ago) and read 5750 times:
Quoting TDubJFK (Reply 11): I always wondered why they never fitted out a rear tailcone exit like the DC9 and 727 had? Would that not have solved the problem?
On the fokker's the tailcone is a speed brake and opens just like on the Avro's....
Quoting Ikramerica (Reply 12): The rear entry for the DC9 and 727 was really for completely unimproved airports in the 60s, and allowed for self contained operations without even the need for external air stairs. The 737 had an airstair option at 1L instead.
I think he was referring not to the incorporated airstairs.... but to the actual physical tail cone (not on the 727) but on the DC-9/MD-80 family where the tailcone drops off in an emergency and you actually walk out the space where the tailcone was....
"That hard landing wasn't the pilots fault, it wasn't the flight attendants fault, it was the asphalt"
ThePinnacleKid From United States, joined Feb 2005, 416 posts, RR: 4 Reply 17, posted (1 year 2 months 1 week 5 days 15 hours ago) and read 5744 times:
Quoting TDubJFK (Reply 11):
I always wondered why they never fitted out a rear tailcone exit like the DC9 and 727 had? Would that not have solved the problem?
It's a lot of weight, and isn't sufficient for emergencies because it can't be used with slides or rafts.
Wow, I was off base on that one! But it does makes sense. Thanks for clearing that up for me - i didnt realize that rear exit was more for boarding than as an emergency exit.
It's a combination of both being off actually... he was thinking you were referring to the incorporated airstairs... which the 727's and some DC-9's, most MD-80's have... on the flip side you were right about the DC-9, MD-80 family (not the 727).. they have a tailcone that is an emergency exit solely... when the stairs are raised their is a catwalk platform covering them that leads to the tailcone (often off-colored in pics) that jettisons completely off and provides and emergency exit...
and you also need to realize that the tailcone on Fokker's is already used but as a speed brake...
"That hard landing wasn't the pilots fault, it wasn't the flight attendants fault, it was the asphalt"
MEA-707 From Netherlands, joined Nov 1999, 3395 posts, RR: 47 Reply 18, posted (1 year 2 months 1 week 5 days 14 hours ago) and read 5682 times:
I have always been hopeful and optimistic about Rekkof, it was such a shame that they went bankrupt while they had planes in their portfolio (F-70 and F-100) which had another 20 years of potential profit and production in them just because the Dutch government chickened out and didn't care. But after so many disappointments and delays and seeing even the most faithful Fokker customers like KLM turning to Embraer, I lost hope and there's no place in my brain anymore for expectations about new Fokkers. It now sounds to me like Aerospatiale restarting to build the Caravelle.
While on the other hand, 3 years ago noone would have thought the DHC-6 Twin Otter, Nomad and Do-228 lines would be reopened.
nobody has ever died from hard work, but why take the risk?
Rikkus67 From Canada, joined Jun 2000, 999 posts, RR: 2 Reply 19, posted (1 year 2 months 1 week 5 days 11 hours ago) and read 5582 times:
ahhh, the lil fokkers....
Looking back at the Fokkers, they were one of my all-time favorite small jets! I absolutely enjoyed the F28's of Time Air (ex-Norcan Air) / Canadi>n Regional. Although older aircraft at the time of the Cad.Reg. purchase, they were extreemly comfortable...way too loud, but what a rocket!
Financials aside, I had wondered why Canadi>n (or later AC), didn't consider a re-engining program on the F28's, as a useful life extender...but that option is far gone now.
RE: XF70/100 program... I think the general concencus will be one of disbelief, seeing is believing. As a reintroduction, I doubt the Fokkers would be successful over the long term. With the premature elimination of the large fleets from (the former) USAir & AA because of parts supplies, what is the perception of the airlines to this latest attempt to get the long delayed relaunch going again?
I believe that even Bombardier looked at the Fokker program after Fokker's demise, just as they had looked at the Fairchild-Dornier 728/928 program...both of which they decided against...
AirbusA6 From United Kingdom (England), joined Apr 2005, 1131 posts, RR: 0 Reply 20, posted (1 year 2 months 1 week 5 days 10 hours ago) and read 5562 times:
Quoting MEA-707 (Reply 18): While on the other hand, 3 years ago noone would have thought the DHC-6 Twin Otter, Nomad and Do-228 lines would be reopened.
The regional jet market is very crowded, with lots of new machinery, while nobody seems to be designing new props, especially at the lower end of the market. I'm waiting for Bombardier Shorts to put the 360 back in production!
Quoting OyKIE (Reply 14): I believe this can become a problem for Rekkof. Why not opt for the same engine as the Gulfsteam G650? The BR725.
Good point, why reengine with a 10 year old design?
it's the bus to stansted (now renamed national express a4 to ruin my username)
Shed360 From United Kingdom (England), joined Jan 2008, 21 posts, RR: 0 Reply 21, posted (1 year 2 months 1 week 5 days 10 hours ago) and read 5542 times:
Not them again! The aircraft looks nice and that's about it!
Now a new 70 seat F50 would just be what is needed in the market now.
Slow,fat, and ugly but I love 'em - Long live the Shed!
Shankly From United Kingdom, joined Jan 2000, 1147 posts, RR: 1 Reply 22, posted (1 year 2 months 1 week 5 days 9 hours ago) and read 5498 times:
Have to say that is one very pretty pair of little fokkers
Are there any part developed or unsold airframes from the original programme ?
Would have made a cracking airframe for the infant Chinese or Indian airspace industries to have played around with
However, suspect the Rekkof business plan looks like:
European labour costs + 1970's airframe + 1990's engine technology + emergence of embraer = invest in something else
Does bring back some great 70's Stansted spotting memories, especially the Sunday morning and evening scandinavian invasion courtesy or Linjeflyg, Braathens SAFE, Conair, Maersk, Scanair, Sterling and Fred Olsen
A342 From Germany, joined Jul 2005, 3831 posts, RR: 1 Reply 24, posted (1 year 2 months 1 week 5 days 9 hours ago) and read 5459 times:
Quoting Burkhard (Reply 4): A regional jet with BR710 in times when launch of a GTF based competitor is difficult?
Quoting OyKIE (Reply 14): I believe this can become a problem for Rekkof. Why not opt for the same engine as the Gulfsteam G650? The BR725.
Quoting AirbusA6 (Reply 20): Good point, why reengine with a 10 year old design?
Burkhard has a very good point. While the BR710 is still an awesome engine - despite being more than 10 years old - there's a problem that the BR725 doesn't solve either: Both engines are optimized for business jets which fly long routes at high altitudes and high speeds. The right engine would be a shrinked and updated BR715, which was designed for a mission profile that is basically identical to that of the F70/F100.
Quoting Shed360 (Reply 21): Not them again! The aircraft looks nice and that's about it!
Now a new 70 seat F50 would just be what is needed in the market now.
A large turboprop would definitely have better chances on the market.
Danfearn77 From United Kingdom (England), joined Jul 2008, 1224 posts, RR: 13 Reply 25, posted (1 year 2 months 1 week 5 days 9 hours ago) and read 5437 times:
Quoting A300 (Reply 3): Seriously though I love F28,70,100 family. Nevertheless, given all the other players in the market (ARJ-21, C-series, E-jets, MRJ, SSJ), what makes them think that they are viable?
Totally agree, this market is pretty saturated now.
Cant deny from the pics that they are great looking aircraft, i think the XF100 would sell better.
If at first you dont succeed, remove all evidence you ever tried.
FlyTUITravel From United Kingdom (England), joined May 2007, 694 posts, RR: 0 Reply 26, posted (1 year 2 months 1 week 5 days 8 hours ago) and read 5560 times:
I thought the whole thing had fizzled out so this is a pleasant surprise!
Danfearn77 From United Kingdom (England), joined Jul 2008, 1224 posts, RR: 13 Reply 27, posted (1 year 2 months 1 week 5 days 8 hours ago) and read 5533 times:
I love the fact that on the pictures for the interior every seat has IFE! Thats a surprise, it has something even most 767 dont have! Great looking a/c and interior though, i hope they bring this out to production, even if there is a saturated market for these jets. Is the company dutch registered? What would the chance be do you think of KLM ever ordering these if it was produced?
If at first you dont succeed, remove all evidence you ever tried.
OyKIE From Norway, joined Jan 2006, 1679 posts, RR: 4 Reply 28, posted (1 year 2 months 1 week 4 days 21 hours ago) and read 5402 times:
Quoting A342 (Reply 24): Burkhard has a very good point. While the BR710 is still an awesome engine - despite being more than 10 years old - there's a problem that the BR725 doesn't solve either: Both engines are optimized for business jets which fly long routes at high altitudes and high speeds. The right engine would be a shrinked and updated BR715, which was designed for a mission profile that is basically identical to that of the F70/F100
The BR725 is 4DB quieter than the predecessor BR710 and a 21% improvement in NOx emission. The BR715 would make sense if Rekkof would opt for larger planes than the XF70 and XF100. If they opted for a XF100 and XF130 then the larger engine would make more sense.
Dream no small dream; it lacks magic. Dream large, then go make that dream real - Donald Douglas
SWISSER From , joined Dec 1969, posts, RR: Reply 31, posted (1 year 2 months 1 week 4 days 2 hours ago) and read 5159 times:
If you click on the investor relations, do you guys get anything out of that table they have there?
They already know that in 2026 the market will double for some reason?
Even Embrear will feel the punch of the technology of MAGLEV trains in the next decades i am afraid...
Thats where my investment money would go...
OyKIE From Norway, joined Jan 2006, 1679 posts, RR: 4 Reply 32, posted (1 year 2 months 1 week 3 days 22 hours ago) and read 5108 times:
Quoting A342 (Reply 29): I know that, but it's still an an engine optimized for long-range business jets, not regional jets
That might be a good point. But if the core would be better optimized for a larger fan and more thrust, why not go for a larger XF130?
Quoting TylerDurden (Reply 30): Quoting OyKIE (Reply 14):
Exciting. Looks very promising and serious. Success Rekkof.
Kidding, right?
Rekkof:
Yesterday's Technology Available NEVER!
I thnik you missquoted me.It was OwlEye who said this. However, I hope Rekkof will be successful.
Quoting SWISSER (Reply 31): Even Embrear will feel the punch of the technology of MAGLEV trains in the next decades i am afraid...
Thats where my investment money would go...
I too would enjoy a ride in a MAGLEV train, but with the track being so expencive, and nowhere to be found, will it be economical to develop? I believe there will be more highspeed train going on normal tracks for many years to come as these are well developed. Would it be worth the additional cost to develop MAGLEV tracks?
Dream no small dream; it lacks magic. Dream large, then go make that dream real - Donald Douglas
SKAirbus From United Kingdom, joined Oct 2007, 617 posts, RR: 1 Reply 33, posted (1 year 2 months 1 week 3 days 20 hours ago) and read 5050 times:
Before KLM would have been a sure customer but now that it is controlled by Air France, it is the French that control fleet decisions, meaning there is no national connection and thus very little chance they would order the aircraft..
OwlEye From Netherlands, joined Feb 2006, 644 posts, RR: 1 Reply 34, posted (1 year 2 months 1 week 3 days 20 hours ago) and read 5057 times:
DRIEBERGEN (the Netherlands) - For a long time it was silent around Rekkof Aircraft, the company which has the intention to restart the production of the Fokker 'Jetline'. Recently Rekkof has launched a new website, with spectacular graphics of the Fokker 70 and 100 'new style', baptised as the 'XFseries'. Completely with technical specifications, English slogans and information about the many extras, aslike the winglets, the RR B710-engines and modern cabin lightning.
Will the launch of the XFseries soon take off? After questioning at Rekkof, which is a sub enterprise of Panta Holdings of businiss man Jaap Rosen Jacobson, it seems it is not already that far. "We are negotiating with potential investors and customers. There are no farther developments. But the project is not dead", is the story summarize which Luchtvaartnieuws.nl has been told.
What about that new website? "It became time for a professional site. But it doesn't contain real new news. All information that is stated on the website is already known for about 2 years", Henry Marsman of Rekkof informed us. The site is meant for everybody who is interested in Rekkof, investors amoung them. The information Rekkof is bringing outside about the business status is almost zero. "We are not actively spreading news to the media", Rekkof states.
Time is pressing more and more the rstart the production of Fokker aircraft. The competition on the market where Rekkof wants to sell its XFseries becomes bigger. Next to Embraer and Bombardier there are aircraft developments in countries like Russia (Sukhoi Superjet) and Japan (Mitsubishi Regional Jets) which have the capacity to transport 70 to 100 passengers.
For a long while KLM, which has a major Fokker fleet, has been seen as the possible 'launch customer' of Rekkof. Now Air France KLM has ordered 10 Embraer 190s as the replacement aircraft type for the Fokker 100s that chance has decreased.
Source: Luchtvaartnieuws.nl
The cruising speed and comfort difference between regional jets and regional turbo props is not that big while the fuel consumption for turbo props is much less comparing with jets. Maybe Rekkof could better focus itself on the Fokker 50, or better redeveloping the streched Fokker 60 to 70 or even a 100-version.
SKAirbus From United Kingdom, joined Oct 2007, 617 posts, RR: 1 Reply 35, posted (1 year 2 months 1 week 3 days 20 hours ago) and read 5041 times:
The F50 is a great aircraft but unfortunately it isn't a Dash 8... not particularly aesthetically pleasing! But for an airline the most important thing is that it's fuel efficient and has lower operating costs..
OyKIE From Norway, joined Jan 2006, 1679 posts, RR: 4 Reply 36, posted (1 year 2 months 1 week 3 days 19 hours ago) and read 5002 times:
Quoting OwlEye (Reply 34): The cruising speed and comfort difference between regional jets and regional turbo props is not that big while the fuel consumption for turbo props is much less comparing with jets. Maybe Rekkof could better focus itself on the Fokker 50, or better redeveloping the streched Fokker 60 to 70 or even a 100-version.
I guess a turboprop in this size could be done. The F50 is a very economical plane to operate. The taildesign should change so that it can be more stable in rough weather.
Quoting SKAirbus (Reply 35): The F50 is a great aircraft but unfortunately it isn't a Dash 8... not particularly aesthetically pleasing! But for an airline the most important thing is that it's fuel efficient and has lower operating costs.
And the F50 is very fuel efficient. That is why SAS are hanging on to those planes, and they outlived the Q400 in SAS livery.
Dream no small dream; it lacks magic. Dream large, then go make that dream real - Donald Douglas
SKAirbus From United Kingdom, joined Oct 2007, 617 posts, RR: 1 Reply 39, posted (1 year 2 months 1 week 3 days 18 hours ago) and read 4946 times:
Well SAS has options.. there is also the question of regional ops in Sweden.. .
But yes i guess Widerøe will take over SAS Norways F50 routes eventually.. i personally think that it's silly how SAS Norway has it's own regional routes when Widerøe is a fully owned subsiduary and is better placed to operate them...
LifelinerOne From Netherlands, joined Nov 2003, 1593 posts, RR: 12 Reply 40, posted (1 year 2 months 1 week 3 days 14 hours ago) and read 4894 times:
Quoting OwlEye (Reply 34): Maybe Rekkof could better focus itself on the Fokker 50, or better redeveloping the streched Fokker 60 to 70 or even a 100-version.
Rekkof can't because they only bought the tooling for the Fokker 70 and 100. Another company has bought the Fokker 50/60 tooling, but I don't know what became of that company.
Next to Rekkof there used to be a small company called Forward Aircraft which was planning to restart the Fokker propline. However, this was back in the late 90's, and it clearly didn't come to fruition.
OyKIE From Norway, joined Jan 2006, 1679 posts, RR: 4 Reply 41, posted (1 year 2 months 1 week 8 hours ago) and read 4649 times:
Just thinking out loud here. The old F70 and F100 had about 20 tonne payload. The 737 has about 30-35 tonne payload. With the F100 being that much lighter it should offer a significant lower Tripcost and fuelburn, no? The 73G is about 40 tonnes in weight. The F100 has an emptyy weight of 24 tonnes. That is much better than the E195 as well. If they increased the MTOW so it could carry a 30 tonne payload would that make the plane much heavier? A XF130 (if it keeps it weights down) should be able to compete efficiently in the 130 seat market.
Dream no small dream; it lacks magic. Dream large, then go make that dream real - Donald Douglas
DfwRevolution From , joined Dec 1969, posts, RR: Reply 45, posted (1 year 2 months 6 days 15 hours ago) and read 4419 times:
Quoting Danfearn77 (Reply 25): Totally agree, this market is pretty saturated now.
Maybe yes, maybe no. When Boeing was still stumping the 717-200, the projected demand for 100-120 seat aircraft through 2030 was over 3,000 frames. Aircraft of this size have a reasonably low break-even, so we could see more of these projects turning a profit than say the Airbus/Boeing duopoly in the larger categories.
Quoting CJAContinental (Reply 43): Wow, thats a huge change, the sites way more professional than the old one, nice looking planes too. The range chart seems to be more impressive than anything boeing or airbus could conjure up on their sites.
Boeing and Airbus have fewer people they need to impress. They've got credibility.
CJAContinental From United Kingdom, joined May 2006, 458 posts, RR: 0 Reply 46, posted (1 year 2 months 6 days 10 hours ago) and read 4320 times:
Quoting DfwRevolution (Reply 45): Boeing and Airbus have fewer people they need to impress. They've got credibility.
Didn't think of it that way, I see your point though. I suppose their are a lot of manufacturers proposing new aircraft in this sector like Mitsubishi, bombardier, and eventually Embraer with updated derivatives or new models, so "Rekkof" would have to do absolutely everything it can to stand out, if that means a fancy range chart on its site.
Still, do you think the site's got what it takes to impress? It certainly seems professional enough in terms of layout/functionality, but is their any information that isn't on the site that would be crucial to provide if you were an interested airline? If so, then really hope things get rolling as I think the existing fokker's are great to fly on. However, that seems far at this point in time.
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How long will the development time take?
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A large turboprop would definitely have better chances on the market.
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