Fairchild Dornier 728/928: Күшін жоғалтқан ұшақ жобасы

Regional jet prototype

The Fairchild Dornier 728/928 family was a series of jet powered regional airliners that was being developed by German American aviation conglomerate Fairchild Dornier. It was a relatively ambitious bid to develop a group of aircraft that would have seated between 50 and 110 passengers, supplementing the existing 328JET series, a smaller regional jet. The 728/928 family is a monoplane design with fixed wings in low wing configuration and two engines mounted under the wings. It has a retractable undercarriage (or landing gear) in tricycle configuration. On 21 March 2002, the roll out of the first 728 took place. The company planned its maiden flight to occur during the summer of 2002 and for deliveries to commence during mid 2003 to the launch customer Lufthansa Cityline. The 728 family benefitted from a modern design while the company attracted considerable interest from various airlines upon the programme's launch. By March 2002, a total of eight customers had altogether placed 125 firm orders in addition to signed options for an additional 164 aircraft. However, the programme was derailed at a late stage by the insolvency of Fairchild Dornier, which occurred shortly after the official roll out of the first 728. Despite attempts to revive the programme, including the establishment of Fairchild Dornier Aeroindustries, customers opted to cancel their orders and no aircraft actually ever flew. The three prototypes that were completed have been sold on for other purposes.

During the mid 1990s, German aircraft manufacturer Dornier Luftfahrt GmbH experienced considerable financial difficulties; these heavily contributed to the company's acquisition by the American aerospace firm Fairchild Aircraft, after which the organisation became Fairchild Dornier. Shortly thereafter, the company began reorganising itself and examined possibilities for altering its product lineup. The first new aircraft to make it to market, the Fairchild Dornier 328JET, was a relatively straightforward reengining of the turboprop powered Dornier 328; however, even prior to its first flight, the company had grander ambitions of producing a range of larger regional airliners. During October 1997, Fairchild Dornier announced what would become the 728 programme, which was initially known as the X28JET project and later publicly rebranded as the 728JET, at the Dubai Airshow. The new family of regional jets, the 528JET, 728JET and 928JET, seating from 55 to 100 passengers was launched at the ILA Berlin Aerospace Show (International Aviation and Space Flight Exhibition) in Berlin on 19 May 1998; prior to this, Fairchild Dornier had received provisional launch orders from German flag carrier Lufthansa, who placed 60 firm orders along with 60 options, and Swiss airline Crossair. The total investment in the programme, which was sourced from Fairchild Dornier's own funds and from its risk sharing partners, was reported as being $850 million. According to company President Jim Robinson, $220 million alone was fronted by the suppliers of the wing, fuselage and empennage, while efforts to secure further launch aid from both vendors and the German federal government were also underway. One option explored was to take the company public. Various partnership arrangements were explored; at one stage, Fairchild Dornier were holding discussions with Franko Italian regional aircraft manufacturer ATR on the topic of collaborating on the 728. At the time of launch, the company anticipated delivery of the initial production aircraft to take place during mid 2001, with type certification being achieved in the same year. During mid 2001, Fairchild Dornier commenced construction of the first prototype, the majority of structural assemblies having been delivered by September 2001. During December 2001, Fairchild Dornier reportedly completed the first fuselage. By January 2002, the first prototype was sufficiently complete to begin taxiing on its own landing gear. During March 2002, the official roll out of "TAC 01" (Test Aircraft 01) the first prototype occurred, at which point it was presented to the public for the first time. That same month, TAC 03 was transported to IABG in Ottobrunn for structural testing. During June 2001, it was reported that leasing firm GECAS placed a firm order for 50 aircraft, as well as additional options up to 100 aircraft. By March 2002, a total of eight customers, among them Lufthansa Cityline, GECAS, Bavaria Leasing, CSA Czech Airlines, Atlantic Coast Airlines, and SolAir, had reportedly placed a cumulative 125 firm orders for the type, as well as signed options for an additional 164 aircraft. According to Fairchild Dornier, it needed to sell 200 aircraft to reach the programme's break even point. Unreliable source: reason=domain on WP:BLACKLIST However, only two days before the roll out, it was announced that the programme would be set back by two months due to a shortage of available funds. A week later, reports emerged that the company was in talks with four potential new strategic partners, and that securing at least one was of "critical and crucial" importance.

Prior to the intended date of the 728's first flight being performed, Fairchild Dornier was rendered insolvent and forced to declare bankruptcy on 2 April 2002. One consequence of this was the whole programme being immediately brought to a standstill; shortly thereafter, both Lufthansa and GECAS chose to cancel their orders for the type. The withdrawal of the 728's two biggest customers was a considerable blow to the programme, potentially putting off investors and partners that were being sought out at this time. During July 2003, D'Long International Strategic Investment Group of Xinjiang, China showed an interest in purchasing a stake the project. A new entity, Fairchild Dornier Aeroindustries, was formed with the aim of completing development of the aircraft, however, this company also filed for bankruptcy during 2004. During August 1998, Fairchild Dornier announced it had selected General Electric's FADEC equipped CF34 8D (which has 87% parts commonality with the CF34 8C1 selected to power the competing Bombardier CRJ700 series), ahead of the SNECMA/Pratt & Whitney Canada SPW 14 to power the 728. Development and marketing of the stretched 928 model also continued. However, the 528 ultimately received little interest from the airlines, leading to it being quietly removed from the family plan.

Three prototypes, TAC 01 TAC 03 (Test aircraft) were built. TAC 01 was completed with equipment, the second prototype was a complete fuselage in an unfinished stage of installation. TAC 03 was just a fuselage for structural tests. It was brought to Dresden before the insolvency of Fairchild Dornier. The auction sold (besides many other things) also the prototypes. The German Aerospace Center (DLR) in Göttingen purchased TAC 01 for €19,000. It was sought for cabin testing, which meant the DLR only required the fuselage. After deciding it was too complicated to remove the wings correctly, they were cut off. Therefore, the fuselage went to the DLR research facilities with "stubby wings" of 6 m span. TAC 02 belongs to Deutsches Technikmuseum Berlin now owns the fuselage. TAC 03 remained in Technik Museum Speyer.

All of the variants planned a high degree of commonality, including engine type, and flightdeck, which would have allowed for a common pilot type rating.

The 728 100 was to have a passenger capacity of 70 to 85. The 728 had the largest cabin in its class, being 0.51 m wider than the Embraer 170/190, and 0.70 m wider than the CRJ 700) with five abreast seating. The 200 was planned to have a 3,000 kg (6615 lbs) higher MTOW and a 750 km (400 NM) increase in range. Uprated CF34 8D3 engines were to be used on the 728–200, in place of the CF34 8D1 engines used in the 728–100.

Planned to follow the 728 into service, the 928 had a stretched fuselage that would have enabled the aircraft to achieve a passenger capacity of 95 to 110 seats. The first flight was scheduled for late 2003 with entry into service in 2005. The 928 featured an increased wing span and more powerful GE CF 34 10 engines. A 928 100 version, as well as a 928 200 version that had an increased maximum takeoff weight (MTOW), was planned.

The 528 was to have a shortened 23.38 m (76 ft 9 in) fuselage length and 15.84 m (52 ft 0 in) cabin length would have followed the 928. Passenger capacity was envisioned to be 55 to 65 seats.

Fairchild Dornier also launched a corporate jet version of the 728, referred to as the Envoy 7, which was foreseen to enter service around 2004. The Envoy 7 would have featured intercontinental range and would be equipped with Fairchild Dornier's "Super Shark" winglets. Corporate versions of the 528 and 928, marketed as the Envoy 5 and Envoy 9 respectively, were also planned for.

Fairchild Dornier unveiled an airborne early warning and control (AEW&C) variant of the 728 during mid 2001. The company proposed developing the aircraft in conjunction with American defense firm Northrop Grumman, outfitted it with the radar and other systems of the E 2 Hawkeye; it also envisioned the development of further special mission variants, such as maritime patrol aircraft and an aerial refuelling tanker.