Fairchild FH-227

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I think the Philippine Air Force has two of these aircrafts still on active duty status since 1970

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Flying in the right seat of the FH-227 was a two year experience for me, and my first exposure to turbine engines, ( Oct. 1966 to Sept 1968)between the piston powered Convair 240s & 440s and the Bac 1-11 turbojet, at Mohawk Airlines. I recall being impressed the most, with the drastically reduced cockpit workload, an important factor in, commonly, an 8 -10 segment day. Absent were the prop controls, mixture settings, carburetor heat, manifold pressure and cylinder head temperature gauges, augmenter vanes, blowers, etc. As the captain on my first line trip commented, "Isn't this great? You just push the throttles to go up and pull them back to go down".

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The F27 and F28 as well as the follow-ups, the F50 and F100 were great planes built by the Dutch Fokker Aircraft Company. In the beginning of the Fokker Company about 90% of everything that flew around the globe, came from the Fokker Aircraft Company.........

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My first flight on one of these great airplanes was on an Ozark FH-227B, N4218, from St. Louis to Kansas City with a stop in Columbia, back in 1971 while I was serving in the Air Force. Today I am building a model of this same aircraft with the use of 2 Revell kits (1 /94 scale). Can anyone tell me what that small square object on the dorsal fin near the leading edge of the vertical stabilizer is? Not prevalent on the F-27 series, I am assuming that it's a housing for the flight data recorders.

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Dear All,
first of all, I wish to thank you for this page and the opportunity to read such valuable comments. I only flew once with a F227 from Asunción to Montevideo, back in 1977. I agree with Ron Watts comments. As the curator and director of the museum about the Tragedy /miracle in the Andes of 1972 (www mandes uy) I would say that thanks to the plane´s design, there were survivors. Please see the movie and /or the book "Alive"

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I flew the F-27J for Allegehny Airlines in the mid 60's. great airconditioning in the summer. but a dog when it was hot( high field density). 54%redux bonding construction made it stiff and strong gave a rough ride in turbulence...
The neumatic system was supposed to be fail safe but we had a total system failure right out of maintenance including the emergency system which wasn't supposed to happen. Had to manually crank the gear down and fly with it extended back to our maint base....not a
great airplane but not a bad one either....

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This airplane has a devastating safety-record

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I flew the FH227 on the DEW line in the early 70's. We operated from gravel strips to resupply the radar sites. A definite step up from the DC3's and the C46's.In warm weather (+20c or higher) we would from time to time use the water meth injection for t /o. The gear was pneumatically operated.If there was any moisture in the lines in the winter (-50c or lower),the gear could freeze in the up position.The company modified the system with a standby 3000 psi nitrogen bottle with a separate set of lines which could be used to lower the gear if this situation happened (only once that I know of).Operating in the arctic in shirt sleve comfort was a very nice experience.

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Flew just about every model of the F27 built, 100 /200 /500 /227 logging just over 3000 command hours, many as an instructor and check pilot. My favourite was the 227, mainly because it had an APU. A bit noisy, but otherwise a good aircraft to fly.

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1957(?) FAA examiner and pilot making insturment landings at night at Salt Lake. Using early version of radio altimiter. Thought they had lots of altitude; forgot they were banked over in turn. Older units broadcast the signal straight down from a /c. Banked over they didn't realize they were too low. Flew into lake, lost both pilots.

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I worked at Dowtys in the '60's and tested the main undercarriage every time Fairchild increase the landing weight of the aircraft!

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Do you guys have any pics of this aircraft?

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Bill Roll could have added that before West Coast & Air West, Bonanza Airlines (which also merged into Air West) converted their entire fleet of DC-3s to F-27s overnight around 1960. My dad was one of their station mgrs. I flew on one of the route inaugural flights & then on the first DC-9 inaugural when they switched to them.

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I started flying the F-27 for West Coast Airlines in 1966 which became Airwest then Hughes Airwest. I can remember carrying lots of ice with that bird over the mountains in the Pacific NW over the 8 years I flew it! I have a soft spot for the F-27 since it was the first aircraft I flew as an airline Captian at age 27.

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Any aircraft that gets you safely to your destination is a good aircraft...at least for that trip. The Fairchild 227 is considered underpowered, especially for routes involving mountain airports or high density altitude work. Aircraft of this type, are worked hard on short routes. They also have to operate in the worst altitudes for bad weather, and have the lowest technology in terms of de-icing equipment.

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F-27 /FA-227 co-pilot in 1972, typed 1973 at Piedmont Airlines.
My first larger aircraft...lots of respect for its power and flight characteristics. Enjoyed flying it once I got engine and prop management learned. Nice large windows which gave good views for the passengers but the forward part of the cabin received strong noise from the two Rolls Royce Dart engines. Operated in and out of several 4,000 ft. runways daily during warm summer months. A stable approach (on ref speed)was required. The Dart engines made lots of noise. All in all, a good flying aircraft which you treated with respect.

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