On the Record with
DEAN RUSH, PRESIDENT, CORPORATE AIRCRAFT DIVISION, FAIRCHILD DORNIER

Fairchild Dornier Sets a Bizjets-Only Unit

Dean Rush heads up Fairchild Dornier's new Corporate Aircraft Division, which was established as a business unit in its own right in January 2001.

Rush's background is in business aircraft management and operations, having worked for major companies including AMR and Signature before joining the airframer.

Rush came to his new position with a fresh approach, and admits, "I was somewhat apprehensive because I didn't know much about the aircraft, but as I learned more I quickly got more enthusiastic. I have the utmost confidence in these aircraft--the Envoy 3 and the Envoy 7--because they have such unique aspects.

"Most OEMs develop a corporate aircraft, and then try and pass it off as a commercial aircraft, while trying to meet commercial dispatch reliability levels," he says. "We have seen some successes in this approach, and some dismal failures. Our aircraft are already out there delivering a dispatch reliability rate of 98.5%. They have proven themselves in heavy-use, heavy-cycle operations. Our corporate customers have a much less demanding requirement and so we are confident that we can offer an aircraft with fantastic reliability. Our existing 328JET and turboprop operators tell us that already.

"One thing that is often overlooked is how efficient our aircraft are. In an independent assessment by Conklin & deDecker, the direct operating cost for the Envoy 3 was rated exactly the same as for a Learjet 55, but we offer twice the cabin size. Operating to Part 91 standards, we can land and take-off in about 4,500 feet-and that's not easy for others to do."

Rush notes that there are seven 328JETs currently operating in shuttle or corporate configuration. "We have another four on firm order, and within the next 30 to 60 days we expect to announce another four or five orders," he told Show News. "Most of those sales are going to new customers who have been referred to us by existing customers. That is a big vote of confidence in our product."

The larger 728JET-based Envoy 7 will be "a very good, very unique aircraft," Rush contends. Final assembly of the first 728JET is under way in Oberpfaffenhofen, Germany, with rollout on schedule for spring 2002. The airplane's GE CF34-8D3 engines are already flying on a testbed and have chalked up over 100 hours in the air to date, Rush reports.

"All the components, everything from the landing gear to the ailerons, have been subject to 100,000 cycles of ground testing. I know there have been delays in the overall 728JET program, but since I have joined the company, the team has done everything they said they would, when they said they would," he notes.

"The Envoy 7 order book-that's for firm orders with cash-in-hand-stands at six aircraft. We have another two orders under negotiation and a much larger number of letters of intent," Rush reports. "The first Envoy 7 is due to fly in October or November 2002. We will have a total test fleet of four aircraft.

"One will be built as a dedicated Envoy 7, and one will be converted from 728JET standard through the addition of the Envoy 7's new winglets and long-range tanks, to support development and flight proving. The first 'green' Envoy 7 is due for delivery early in the fourth quarter of 2003, and we estimate completion will take about six to eight months."

Rush concludes, "Our number one task right now is to continue to define the Envoy 7 and ensure it is a reliable, long-range aircraft. From the day the first aircraft is delivered it must provide maximum functionality. How well we perform in those early days will set the precedent.

"I believe the Envoy 7 will prove to be one of the stalwart business aircraft of the future," Rush added.

-Robert Hewson