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Aviation History
2002
2002 - 3332.PDF
Directory: world airliners FAIRCHILD DORNIER TURBOPROPS Length (m) Wingspan (m) Height (m) Wing area (mJ) Cabin width (m) Maximum take-off weight (kg) Maximum landing weight (kg) Operating empty weight (kg) Maximum zero fuel weight (kg) Maximum payload (kg) Powerplant 2 x Standard fuel capacity (1) Maximum cruise speed (kt) Maximum operating altitude (ft) Take-off field length (m) Landing field length (m) Accommodation (typical) Design range with pax Dornie r 228-212 16.56 16.97 4.86 32 1.34 6,400 6,100 3,740 5,940 2,200 580 kW Honeywell TPE3315A-252D 2,386 231 12,000 795 450 19 - Dornier 328-110 21.28 20.98 7.24 40 2.18 13,990 13,230 9,072 12,610 3,538 2x1,625kW P&WCPW119B 4,290 335 31.000 1,088 1,166 33 1,668km/30 Metro 23-12 18.09 17.37 5.1 28.7 1.58 7,485 7,110 4,309 6,577 2,268 2 x 745kW Honeywell TPE331-12UHR 2,455 295 25,150 1.615 850 19 2,065km/19 offered a business jet version of the 328JET, the Envoy 3, to government and VIP clients. In September, 328s and 328JETs were banned from European RVSM airspace (29,000-41,000ft) by the German civil aviation administration following concerns about altitude reading deviations on 12 air craft. Fairchild Dornier has traced the problem to the area around the pitot tubes and is implementing a fix. About 30 orders were held at the time Fairchild Dornier entered administration. In April wing pro duction in the US was halted. In June Atlantic Coast Airlines, which had an additional 32 328JETs on order, opted against taking any of the aircraft. Philadelphia-based Dimeling, Schreiber & Park has been linked with a possible rescue of the 328JET programme, but its future is still uncertain. Production Final assembly for the 328JET is at Oberpfaffenhofen in Germany. A total of 31 air craft were delivered in 2001. Ordered: 82 (including Envoy 3) Delivered: 82 728 and 928 The all-new 70-seater 728-100 (formerly FAIRCHILD DORNIER JET FAMIL Length (m) Wingspan (m) Height (m) Wing area (m1) Cabin width (m) Maximum take-off weight (kg) Option Maximum landing weight (kg) Option Operating empty weight (kg) Maximum zero fuel weight (kg) Maximum payload (kg) Powerplant P&W Option Standard fuel capacity (1) Normal operating speed (Mach) Maximum cruise speed (kt/Mach) Maximum operating altitude (ft) Take-off field length (m) Landing field length (m) Accommodation (typical) Design range with pax Option Note: option data for -200 variant 328JET 21.28 2098 7.05 40 2.18 15,660 - 14,390 - 9.330 3.604 3,740 2 x 6,040lb C PW306B - 8,039 0.614 398 35,000 1,382 1,306 32 ,668km/32 - 528JET 23.8 27.12 9.05 75 3.25 30,990 - 29,660 - 19,033 26.300 7,267 2x 11,7901b GE CF34-8D • 12,542 0.78 466/M.82 41,000 1,463 1.420 55 - - 728-100/200 27.04 27.12 9.05 75 3.25 35,200 37,990 32,420 35,250 21,575 30,300 8,810 2 x 12,5801b GE CF34-8D3 2 x 13.0501b GE CF34-8D6 12,625 0.78 466/M.82 41,000 1.463 1.420 70 2.650km/70 3.480km/70 928-100/200 30.96 28.81 9.97 84 3.25 47,870 49,700 46.220 - 27,510 40,570 13,060 2x 17,3551b GECF34-10D5 2 x 18,7401b GECF34-10D6 15,570 0.78 466/M.82 41,000 1,676 1,707 95 3,500km/95 4,072km/95 728JET) was launched in 1998 by Lufthansa CityLine and is the first member of Fairchild Dornier's planned 55 to 110-seat regional jet family. Despite the prototype being completed and formally rolled out on 21 March, the programme is on ice fol lowing the bankruptcy of Fairchild Dornier. The 728 is the baseline model, featuring the five- abreast seating configuration also planned for the stretched 95- to 100-seat 928-100 (formerly 928JET), which was launched with an order for four from Germany's Bavaria Leasing in June 2000. The 728-200 (formerly 728JET-XP) offers a 2,790kg increased MTOW for improved range capa bility, while the 928-200 (formerly 928JET-ER) would be 1,830kg heavier than the baseline 928- 100. Fairchild Dornier had planned to produce just 10 728-100s for Lufthansa Cityline and CZA Czech Airlines and then standardise on the 728-200. A business jet version of the 728, the Envoy 7 (also 728-300), has an increased MTOW of 39,500kg and features a raked wingtip with winglets, stengthened wing and landing gear, and additional underfloorfuel tanks. The hybrid winglet/raked wingtip is estimated to reduce overall drag by 3.5% and generate a 5% or greater saving in fuel con sumption. The aircraft will use the uprated 13,050lb-thrust CF34-8D6 powerplant. It has a range of 7,400km, but with an eight-passenger limit. A planned ER variant, using the Envoy 7's structural features and MTOW, has been dropped. The 928 has a larger wing of increased area and more-powerful 17,355lb-thrust CF34-10D5S and, like the 728, does not feature winglets or raked tips in the basic design. MTOW for the -100 model is increased to 47,870kg. The 928-200 will be pow ered by the -10D6, which has 8% more power. Before the programme was shelved, the 728-100 was set to enter service in late 2003, around 18 months later than originally planned, with the -200 arriving early in 2004. This was to be followed in 2004 by the Envoy 7, and simultaneous certification of the 928-100 and longer-range -200 in early 2005. Production Final assembly of both models was to be under taken at Oberpfaffenhofen in Germany. The first 728-100 was nearing its first flight when production was halted earlier this year. Assembly of the second and third examples had begun, and a static test air frame was nearing completion. The plant was capable of producing up to 120 aircraft a year. 528JET/1128JET Plans to broaden the 728/928 family, to include either a 55-seat 528JET shrink or a further stretch, dubbed the 1128JET, are now unlikely to proceed unless the 728/928 programme can be revived. The manufacturer had been in talks with China Aviation Industry II (AVIC II) to examine the feasibil ity of producing the 528JET in China. Metro/Expediter The 19-seat Metro was first flown in August 1969, a development of the Merlin twin-turboprop business aircraft. Metro II production took over in 1975, and then the III in 1981, all powered by the Honeywell TPE331. An increased take-off weight Metro 23 was introduced in 1994. An all-cargo version, the 56 12-18 NOVEMBER 2002 FLIGHT INTERNATIONAL www.flightinternational.com
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