During the 1960s, advanced military trainers
evolved alongside complex fighter aircraft, demanding better pilot preparation. Amid the rush, a small German company named
Rhein Flugzeugbau, RFB, embarked on an unconventional idea; they set out to build a jet that wasn’t
a jet at all. The Fan Trainer was a military trainer pretending
to be a fighter jet by replacing the actual engine with a ducted fan behind the cockpit
- an approach that offered jet-like agility at a reduced operating cost. So RFB created a fighter jet like no other,
one that has fascinated aviation enthusiasts for decades and is looking to make a comeback… Dummy Run During the 1960s, fighter aircraft evolved
into more intricate and costly machines. Consequently, a similar trend followed in
the domain of advanced military trainers. Aircraft such as the Northrop T-38, the Mitsubishi
T-2, and even the SEPECAT Jaguar emerged in response to the escalating demands on new
pilots. These aspiring aviators were required to navigate
a significant leap in capabilities to attain the competence needed for flying. Therefore, this advancement in training also
extended the capability gap further down the training timeline. The transition between pilots qualifying on
small piston-engine basic trainers and the now complex advanced jet trainers became a
prominent concern. Still, this discrepancy prompted the development
of a new class of jet trainer aircraft altogether. A modern initiative to bridge this gap led
to the creation of aircraft like the Dornier Alpha Jet and the British Aerospace Hawk. However, a humble German aviation company
would seek an alternative approach. Contemplating the idea of designing an aircraft
that could offer the cost-effectiveness of a basic trainer while incorporating the handling
characteristics of a jet, their ambitious innovation aimed to mitigate the abrupt learning
curve for rookie pilots and allow air forces to streamline their trainer aircraft maintenance
processes. The result would be a classic tandem two-seat
cockpit arrangement inspired by the design of the Alpha Jet trainer but with a twist. Like A Jet
Rhein Flugzeugbau, or RFG for short, was a small but adventurous German company set up
in the 1950s. They began their work with an original one-off-pusher
aircraft of their own making. Soon, it was time to push the envelope a bit
farther. As modernity dawned, they ventured into the
world of ducted-fan propulsion systems. The company was fascinated by the idea of
planes with built-in ducted fans. This curiosity quickly turned into action
as they modified two gliders for flight tests. As the decade progressed, the incipient interest
evolved into a concrete project. In 1970, the company recognized a need in
the market for an innovative trainer aircraft, which they believed had the potential to exploit
their own design style. They unveiled ambitious plans for a two-seat
ducted-fan military trainer from then on known as the Fantrainer. The overarching goal was clear: to engineer
an aircraft capable of emulating the agility of jet-powered counterparts while remaining
economically viable. Remarkably, the aircraft's distinctive feature
was the placement of a ducted fan propeller behind the cockpit, situated in the middle
of the fuselage. This innovation successfully replicated the
flight characteristics of a jet aircraft by positioning the powerplant mid-way, a departure
from the conventional front-mounted powerplants in other trainers. Besides, this revolutionary placement resulted
in handling closely resembling that of operational jet aircraft. Moreover, these achievements were accomplished
at less than a tenth of the operating and fuel costs associated with jet trainers. Admittedly, although the speed was notably
slower than jet trainers, the design provided novice pilots with an authentic experience
of jet handling right from the initiation of their basic flight training. Indeed, the concept itself appeared highly
promising. A Vested Interest
The RFB Fantrainer was recognized for its distinctive feature, a mid-mounted ducted
fan propulsion system - an innovation claimed to offer performance on par with conventional
jet propulsion while significantly reducing operational costs. When compared to its contemporary counterpart,
the Dassault/Dornier Alpha Jet, a jet-powered trainer aircraft, the Fantrainer boasted a
remarkable achievement: it consumed approximately one-tenth of the fuel. Furthermore, the Fantrainer was presented
as a cost-effective alternative, with RFB asserting that its procurement expenses were
only one-fifth of those for the rival Cessna T-37 Tweet. Yet, the model had a slightly slower top speed. Nevertheless, the Fantrainer delivered comparable
performance while consuming only a fraction of the fuel. Despite its merits, the primary target audience,
the German Luftwaffe, did not express initial interest. Consequently, in 1973, RFB redirected its
efforts towards creating a civilian touring model named the RFB Fanliner. This civilian version served a dual purpose:
to demonstrate the concept's viability and to generate interest. Certainly, the introduction of the RFB Fanliner
managed to pique the interest of the German Ministry of Defense. Recognizing the potential value in the concept,
they took the initiative in 1975 to fund the construction of two prototype Fantrainer aircraft. By March, Rhein Flugzeugbau had secured a
contract from the German Defence Ministry. The task at hand was the production and testing
of two prototype Fantrainers. These prototypes would undergo rigorous evaluation
as potential substitutes for the Piaggio P.149 initial trainers within the Luftwaffe's fleet. Impressively, within seven months of initiating
the endeavor, the first prototype was ready for testing. Peas In A Pod
The Fantrainer's design philosophy revolved around efficiency, cost reduction, and user-friendliness. Notably, its engine control system employed
a single-lever mechanism, familiar to pilots accustomed to traditional turbojets, emphasizing
ease of use. The innovative engine and fan setup featured
a movable turbine, requiring meticulous fan speed control. The British Dowty Group's reduction gear reduced
the engine's output by half, enabling optimal fan speed at 3,090 revolutions per minute,
facilitating a five-bladed fan with noise-reduction measures such as Hoffmann's plastic-coated
wooden blades and a redesigned setup. Key design elements included a foam-plastic
rubbing strip for precise blade-tip-to-shroud clearance, ensuring performance. The fan's ring slot design ensured smooth
airflow even at high power and low airspeeds, adjusting asymmetrically for varied inflow
during maneuvers. Structurally, the Fantrainer featured a metal
box keel for the forward fuselage, allowing flexibility in cockpit shape changes. The spacious cockpit housed extensive instrumentation
and side consoles resembling operational Air Force aircraft, influenced by the Alpha Jet's
design. Maintenance convenience was a priority, achieved
through modular systems grouped into detachable units. The forward-swept wing, influenced by the
LFU 205 experimental aircraft, addressed visibility concerns by avoiding wing root obstruction. Fuel efficiency was achieved with integrated
wing fuel cells, with adjustable wing length and components like Friese ailerons and air
brakes using advanced materials. Rain Or Shine
The maiden flight of the inaugural prototype registered as D-EATJ took place on October
27, 1977. Its power was derived from a pair of EA871
providing 150 horsepower NSU Wankel engines. However, the EA871 engine installation encountered
complications, prompting adjustments. Subsequently, the second prototype, D-EATI,
equipped with a single 420-shaft horsepower Allison 250-C20B turboshaft engine, completed
its inaugural flight on the last day of May 1978. Tragically, the course of development was
marred by an incident. On September 7, 1978, the second prototype
suffered a crash that catalyzed modifications on the first prototype, leading to its upgrade
to the Fantrainer 400 standard. The modifications included the installation
of an Allison engine and refinements in the air intake system. As a result of the incident, the Luftwaffe
subjected the Fantrainer to meticulous evaluation - a comparative analysis involving the Beechcraft
T-34C and Pilatus PC-7 turboprop-powered trainers. Despite the Fantrainer's advantageous cost-efficiency
in both acquisition and operational aspects and being regarded by some as the best option,
the Luftwaffe opted to retain the Piaggio P.149, deeming it adequate for their training
requirements. However, the absence of a Luftwaffe contract
did not deter Rhein Flugzeugbau's aspirations. In May 1982, the company announced its intentions
to initiate mass production of the Fantrainer in the coming months. By then, the prototype had amassed an impressive
500 flight hours - including a noteworthy five-week marketing tour across America, during
which the prototype averaged 6.5 flight hours per day. Although Rhein Flugzeugbau projected a potential
demand for approximately 5,000 trainer aircraft over the subsequent decade, the company set
a practical initial market share target of 4 percent, equating to 200 aircraft, acknowledging
the distinctive nature of the Fantrainer. Notably, enhancements continued. In 1983, the prototype underwent further refinement. The original seven-bladed ducted fan was replaced
with a more streamlined five-bladed production-standard counterpart. Cockpit improvements were also introduced,
resulting in a notable reduction in noise and markedly improved external visibility. Debut
Following feedback from Luftwaffe trials and additional input, RFB decided to refine their
Fantrainer aircraft for better market appeal, resulting in the development of two main models:
the Fantrainer 400 and Fantrainer 600. The Fantrainer 400 model addressed previous
complexities by replacing the twin Wankel engines with the more reliable Allison Model
250 C-20 turbine engine, generating 420 horsepower. In contrast, the Fantrainer 600 model featured
the more potent C-30 engine, boasting 650 horsepower, enabling a top speed of around
418 kilometers per hour and over four hours of flight time. Both models embraced modular production, sharing
an impressive 92 percent of components, streamlining manufacturing. However, their success is a subject of debate. The Thai Air Force found the concept of a
versatile trainer appealing, ordering 31 Model 400 units in 1982 for primary training and
16 Model 600 units for pilots earmarked for their F-5E fighters. They even held options for 26 additional examples. The Thai FT-600s' cockpit configuration was
adjusted to mimic the F-5E, complete with ejection seats. Production involved two units in Germany and
the rest assembled in Thailand using kits. Deliveries began in 1984, with integration
into service in 1987. To withstand the tropical climate, Thai FT-400s
were fitted with metal wings, transitioning from fiberglass. Unfortunately, this shift caused deployment
delays due to complexity. The FT-400s faced operational issues during
their shorter service life compared to the smoother performance of the FT-600s. Backpedal
Despite encountering numerous challenges, the successful sale to Thailand served as
a catalyst for RFB to embark on further explorations in marketing. An ambitious proposal emerged, outlining the
development of a Fantrainer 1000 tailored for deployment in Paraguay. The vision for this aircraft extended its
utility to function as a light attack platform. However, despite the initial enthusiasm, this
failed to materialize, marking a setback for RFB. Undeterred by the previous obstacles, RFB
persevered in their pursuits. During the mid-1980s, their aspirations took
them to West Germany, where they sought a lucrative contract. Unfortunately, history repeated itself as
this effort, too, encountered stumbling blocks. Faced with reality, RFB opted for a strategic
shift towards jet trainers. Collaborating with Rockwell International,
they aimed to secure participation in the highly coveted US military's JPATS program. This partnership yielded the Rockwell Ranger
2000, which culminated in another round of disappointment. Nonetheless, the repercussions of this outcome
were somewhat mitigated by the subsequent closure of RFB's operations in 1992. Consequently, the prospects for the Fantrainer
in the commercial sphere dwindled. Moreover, the limited service it had provided
to the Thai Air Force came to an end as the geopolitical landscape shifted post-Cold War
era. The Thai Air Force found a more cost-effective
solution in the form of surplus German Alpha Jets. However, the Fantrainer refused to reach its
conclusion just yet. Second Wind Defying the odds, three units of the aircraft
managed to remain operational. These sporadically made captivating appearances
at air shows held across Europe, reminding enthusiasts of the aircraft's enduring legacy. In a surprising turn of events in 2010, a
new player emerged on the scene - Fanjet Aviation, which acquired all the rights and manufacturing
equipment associated with the Fantrainer. Fuelled by an unrelenting enthusiasm, Fanjet
Aviation is ardently committed to resurrecting the production of the Fantrainer. The revival plan includes the integration
of modern enhancements such as state-of-the-art glass cockpit instrumentation. Even so, the realization of this vision hinges
upon their ability to secure new clients willing to embrace this unique aircraft for their
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