Announced simultaneously with the Fokker 50, the Fokker 100 is derived from the F28 Mk 4000, which it supersedes on the production line, but has a longer fuselage, extended and much redesigned wings, new Rolls-Royce Tay turbofans, a completely new CRT flight deck and cabin interior, and extensively modernised systems. The first prototype (PH-MKH) made its initial flight on 30 November 1986, and a second (PH-MKC)joined the flight test and certification programme in late February 1987.
The Fokker 100 complies with the Stage 3 noise requirements of FAR Pt 36, and certification was expected near the end of 1987, with first deliveries (to Swissair) scheduled for the end of November. Certification of a version with uprated Tay Mk 650 engines and increased design weights is scheduled for the Autumn of 1988; first deliveries of this version will be to USAir. Other options in this version include a new passenger door, large cargo doors, upper deck avionics and a polished outer skin.
The Fokker 100 is being produced in collaboration with MBB (large fuselage sections and tail section) and Shorts (wings); Grumman is subcontractor for the engine nacelles and thrust reversers.
By June 1987 firm orders for 87 Fokker 100s had been placed by Swissair (8), KLM (10), USAir (20), ILFC (8), GPA-Fokker 100 Ltd (40) and an unnamed customer (1), with another 91 aircraft on option.

TYPE: Twin-turbofan short/medium-haul transport.

WINGS: Cantilever low-wing monoplane. Fokker designed, advanced transonic wing sections, which offer substantially improved aerodynamic efficiency, especially at high speeds. Thickness/chord ratio up to 12-3% on inner panels, 9-6% at tip. Dihedral 2° 30'. Sweepback at quarter-chord 17° 24'. Light alloy torsion box structure, comprising two-spar centre-section (integral with fuselage) and two outer panels with two main spars and auxiliary front spar. Fail-safe construction. Lower skin of outer wings made of three planks. Taper rolled top skin. Forged ribs in centre-section, built-up ribs in outer panels. Light alloy leading-edges, with hot air de-icing. Irreversible hydraulically operated ailerons. In the third mode, both ailerons are driven manually via servo tabs. Hydraulically operated double-slotted Fowler flaps with electric alternative extension. Five-panel, hydraulically operated lift dumpers in front of flaps on each wing. Flaps and ailerons are of carbonfibre, spoilers and aileron servo tabs of aluminium alloy.

FUSELAGE: Circular-section semi-monocoque light alloy fail-safe structure, made up of skin panels with bonded Z-stringers. Bonded double plates at door and window cutouts. Quickly detachable sandwich floor panels (carbonfibre and glassfibre with Nomex core). Hydraulically operated petal airbrakes form rear end of fuselage. Aramid fibre composite wing/fuselage fairing panels.

TAIL UNIT: Cantilever light alloy T structure, with hydraulically actuated variable incidence tailplane. Third mode is electric operation. Hydraulically boosted elevators, with manual backup. Hydraulically operated rudders, with manual third mode. Fin constructed from honeycomb sandwich skin panels in conjunction with multiple spars; dorsal fin of aramid fibre. Light alloy elevator, carbonfibre rudder. Hot air de-icing of tailplane leading-edge.

LANDING GEAR: Hydraulically retractable tricycle type, with twin wheels on each unit. Main units retract inward into wing/body fairing; nosewheel retracts forward. Dowty Rotol shock absorber in each unit. Goodyear tyres, size H40 x 14-19 on main units (pressure 8.96 bars; 130 Ib/sq in), size 24 x 7.7-10 (pressure 5.86 bars; 85 lb/sq in) on nose unit. Goodyear multiple-disc carbon brakes, with anti-skid system. Steerable nose unit (effective angle ±76°).

POWER PLANT: Two 61,6 kN (13,850 lb st) Rolls-Royce Tay Mk 620-15 turbofans initially, fitted with thrust reversers and pylon mounted on sides of rear fuselage. Nacelles manufactured from composite materials. Option later of 67,2 kN (15,100 lb st) Tay Mk 650-15 turbofans. Fuel in 4,870 litre (1,286 US gallon; 1,071 Imp gallon) main tank in each wing and 3,300 litre (872 US gallon; 726 Imp gallon) tank (seven flexible cells) in wing centre-section, giving total standard internal capacity of 13,040 litres (3,445 US gallons; 2,868 Imp gallons). Option for 1,550 litre (409,5 US gallon; 341 Imp gallon) auxiliary tank in wing leading-edge. Refuelling point under starboard wing, near wing/fuselage belly fairing. Oil capacity (two engines) 23 kg (51 lb).

ACCOMMODATION: Crew of two on flight deck; two cabin attendants. Standard accommodation for 107 passengers, in five-abreast seating (3 + 2) at 81 cm (32 in) pitch. Optional layouts include 12 first class seats (four-abreast) at 91 cm (36 in) pitch plus 85 economy class (five-abreast) at 32 in; 55 business class at 86 cm (34 in) plus 50 economy class, all five-abreast; or 119 tourist class passengers at 74 cm (29 in) pitch. Reduced galley and stowage space in 119 seat layout. Standard layout includes two galleys, two toilets, two wardrobes, two other stowage/wardrobe compartments, and carry-on baggage compartment. Outward opening passenger door at front of cabin on port side, with outward opening service/emergency door opposite on starboard side. Optional auxiliary service door on port side near rear galley. Two overwing emergency exits (inward opening plug type) each side. Two underfloor baggage/cargo holds (one forward of wing, one aft), with three downward opening doors on starboard side. Option for three identical large, upward opening cargo doors. Entire accommodation air-conditioned.

SYSTEMS: Garrett air-conditioning and pressurisation system. Two fully independent hydraulic systems for actuation of flight control surfaces, landing gear, brakes and nosewheel steering. Garrett pneumatic system. Sundstrand integrated drive generator electrical supply system. Oxygen system for flight crew and passengers. Garrett thermal anti-icing system for wings and tail unit. Electric anti-icing of flight deck windows, pitot tubes, static vents, angle of attack vanes and ice detector probe. Garrett GTCP 36-150R APU.

AVIONICS: Standard avionics include dual VHF com (to ARINC 716), PA system (ARINC 715), audio management system, ATC transponder (ARINC 718), triple AHRS (ARINC 705), dual radio altimeters (ARINC 707), dual VOR with marker beacon receiver (ARINC 711), dual ILS (ARINC 710), dual ADF (ARINC 712), dual DME (ARINC 709), Collins electronic display systems: primary flight display (PFD) and navigation display (ND) for each pilot, and multi-function display system (MFDS), consisting of two CRTs on centre instrument panel. EFIS and MFDS display units are identical in size. Dual digital air data systems (ARINC 706) with computer driven instruments, weather radar (ARINC 708 on ND), dual flight management control system (FMCS) plus full flight regime autothrottle system, and Collins digital automatic flight control and augmentation system (AFCAS) for Cat. IIIA automatic landing. Optional avionics include single or dual HF com (ARINC 719), third VHF com, Selcal (ARINC 714), second ATC, third ILS, third radio altimeter, music reproducer, ACARS, aircraft integrated data system, and Cat. IIIB autoland capability.