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Bye Bye Fairchild-Donier!  
User currently onlineNoise From United States of America, joined Dec 1999, 1777 posts, RR: 4
Posted (12 years 5 months 3 weeks 1 day 5 hours ago) and read 5216 times:

For those who can read french:

Le mardi 02 avril 2002

Un rival de Bombardier jette l'éponge
Charles Grandmont
Reuters
Montréal

Bombardier Inc. (BBD.B) n'a plus qu'un seul rival sur le marché des avions régionaux, le numéro trois du secteur, le groupe allemand Fairchild-Dornier, ayant déposé son bilan mardi après être tombé à court de liquidités.

Le titre de Bombardier a bénéficié de la chute de Fairchild et a terminé en hausse de 3% à 14,70$, malgré la menace de grève qui continue de planer sur ses usines montréalaises.

«La disparition possible du troisième joueur sur ce marché pourrait améliorer la position déjà solide de Bombardier sur ce marché», a noté l'analyste Richard Stoneman, de Dundee Securities.

Bombardier, leader du secteur devant son grand rival brésilien Embraer, a fait savoir mardi qu'il n'était pas intéressé à racheter Fairchild en tout ou en partie.

«Il n'y a aucun intérêt de la part de Bombardier. Il n'y aucune discussion en cours», a indiqué mardi une porte-parole du groupe canadien.

Le premier constructeur mondial d'avions, Boeing, était aussi perçu comme un acheteur potentiel pour Fairchild, mais le groupe américain s'est refusé à commenter la déroute de la compagnie allemande.

Contrairement à Bombardier, Boeing n'a jamais eu beaucoup de succès sur le marché des avions régionaux et fabrique déjà un appareil qui rivalise avec le plus grand avion de Fairchild.

La déroute de Fairchild a été précipitée par les coûts de développement élevés de son nouvel avion. Incapable d'attirer un partenaire stratégique, la compagnie a déposé son bilan et entrepris des discussions en vue d'une recapitalisation, pendant que le gouvernement allemand laissait entendre qu'il était prêt à voler à son secours.

Détenu à 72% par la firme d'investissement Clayton, Dubilier & Rice et à 25% par Allianz Capital Partners, Fairchild et ses partenaires ont consacré deux ans et plus de 1 milliard de dollars pour mettre au point un nouvel appareil d'entre 70 et 85 sièges devant entrer en service l'an prochain.

Bombardier a écopé d'une facture beaucoup moins salée pour développer son Regional Jet à 90 sièges puisqu'il a simplement allongé son modèle à 70 sièges, déjà une extension de celui à 50 places, plutôt que de construire un tout nouvel appareil.

Le titre boursier de Bombardier a néanmoins souffert ces derniers jours en raison du conflit de travail l'opposant aux 8000 employés de ses trois usines aéronautiques de la région de Montréal. Le syndicat a déclenché une grève de 24 heures lundi, avant de reprendre les négociations le lendemain.

Les deux parties doivent poursuivre les négociations mercredi dans le but de combler le fossé qui les sépare. Le syndicat réclame des augmentations de salaire de 15% étalées sur un contrat de travail de trois ans, tandis que la direction n'offre qu'une hausse de 12,5% sur cinq ans, selon le syndicat.

L'action de Bombardier a repris un peu du terrain perdu depuis les attentats du 11 septembre, qui ont durement secoué l'industrie du transport aérien et de la construction d'avions. Le titre s'échangeait au-dessus des 20$ avant les attentats et il a plongé à un creux de 9,19$ en novembre. Depuis, la barre des 15$ semble un seuil impossible à franchir.

Les contrecoups du 11 septembre ont poussé Bombardier à annuler une augmentation de production prévue et à licencier 10% de ses 38000 travailleurs aéronautiques. La direction du groupe a toutefois déclaré récemment que le marché avait repris mieux que prévu et qu'elle allait réembaucher 800 travailleurs.

Bombardier prévoit que les compagnies aériennes recommenceront à acheter des avions régionaux dans la seconde moitié de l'année si l'économie reprend du mieux tel qu'attendu. En attendant, les analystes et investisseurs se réconfortent en observant le solide carnet de commandes du groupe, qui compte 577 avions régionaux.




In English, they are gone!

25 replies: All unread, showing first 25:
 
User currently onlineNoise From United States of America, joined Dec 1999, 1777 posts, RR: 4
Reply 1, posted (12 years 5 months 3 weeks 1 day 5 hours ago) and read 5074 times:

I hope they get help!

User currently offlineSamurai 777 From Canada, joined Jan 2000, 2458 posts, RR: 4
Reply 2, posted (12 years 5 months 3 weeks 1 day 5 hours ago) and read 5035 times:

Uh no offense, Noise, but this won't mean much to anybody here who doesn't speak French!  Confused

User currently offlineMah4546 From Sweden, joined Jan 2001, 32782 posts, RR: 72
Reply 3, posted (12 years 5 months 3 weeks 1 day 5 hours ago) and read 5013 times:

In English, Fairchild Dornier has filed for bankruptcy.


a.
User currently offlineApathoid From , joined Dec 1969, posts, RR:
Reply 4, posted (12 years 5 months 3 weeks 1 day 5 hours ago) and read 5000 times:

As a mechanic who has to work of the miserable POS's that those folks in San Antonio have pounded together out of scrap parts, I must say so long and good riddance. Bombardier builds a by-far better product, has by-far better product support and deserves to win this "war." The death of Fairchild-Dornier will make the world of aviation nothing but better.

User currently offlineMEA From Australia, joined Jan 2001, 631 posts, RR: 0
Reply 5, posted (12 years 5 months 3 weeks 1 day 5 hours ago) and read 4986 times:

From Flight International http://www.flightinternational.com

Fairchild Dornier filed for protection from its creditors in the German courts today (2 April) after its failure to secure a new investor. The move, which had been expected since last week, follows the recent collapse of talks with potential strategic investor Boeing. The manufacturer started insolvency proceedings in the German courts this morning. The process, similar to the US Chapter 11, will provide Fairchild Dornier with protection from its creditors while a court-appointed administrator studies the business to determine whether it can be restructured or should be liquidated. Fairchild Dornier, which employs 3,600 in Germany and 700 in the USA, says it will continue development of the 728 regional jet, production of the 328JET, Airbus component manufacture and maintenance/aircraft support activities while it continues to search for a new partner.


User currently onlineNoise From United States of America, joined Dec 1999, 1777 posts, RR: 4
Reply 6, posted (12 years 5 months 3 weeks 1 day 5 hours ago) and read 4976 times:

Alright, would you like me to translate? Ok, here we go.

Bombardier Inc. (BBD.B) n'a plus qu'un seul rival sur le marché des avions régionaux, le numéro trois du secteur, le groupe allemand Fairchild-Dornier, ayant déposé son bilan mardi après être tombé à court de liquidités.


Bombardier has only one competitor now, the number three in the regional category has filed for bankruptcy this Tuesday after having fallen to court from liquidities.

Blah, Blah, Blah, Blah........... That's the most important part. The rest just states that Boeing, even though rumored to buy it, didn't, and how 9/11 affected the airline. You can translate the text at altavista.com if you would like.


User currently offlineTechRep From , joined Dec 1969, posts, RR:
Reply 7, posted (12 years 5 months 3 weeks 1 day 5 hours ago) and read 4970 times:

It would be a good idea to offer this in English as well, however I will comment on the article. If you would have read your own article which says nothing new really then has already been discussed in previous posts you would have noticed that Bombardier is not having Salad days either.

In fact the article points out that Bombardier stock traded at $20 US before 9/11 and then dropped to a low $9.19 never rising above $15. The article continues to indicate that Bombardier laid-off 10% of its entire work force and orders have been flat.

Fairchild/Dornier is not out or gone by any means. I see your a young man and understand this, Chapter 11 doesn't really mean the company is going out of business. FD has some direct interest from the German government; the government is under pressure not to allow the last German Aircraft manufacture to go belly up.

I think you will see FD gaining a partner within 2-3 weeks but this is yet to be disclosed to the public. FD shed its debt and looked into the restructuring to make a potential partner step forward and sign a Letter of Intent.

You must understand that 9/11 severely impacted this industry and competition is keen but we must not relish in a company to potentially go under. I would hope when you get a job someday and have a family you will appreciate this.

TechRep


User currently offlineSetjet From United States of America, joined Mar 2002, 1120 posts, RR: 0
Reply 8, posted (12 years 5 months 3 weeks 1 day 5 hours ago) and read 4954 times:

Slowly Apathoid,

Fairchild Dornier is currently developing a new range of regional jets that will be much better than the 'scrap' you currently have to fix!
And by the way, the federal government of Bavaria together with some banks assured tonight that they will provide funds for at least the next six months to give Fairchild Dornier enough time to find a strategic partner, which is now easier than before.

So, Fairchild Dornier is far from dead!


Click for large version
Click here for full size photo!

Photo © Peter Unmuth - Vienna Aviation Photography



User currently offlineTechRep From , joined Dec 1969, posts, RR:
Reply 9, posted (12 years 5 months 3 weeks 1 day 4 hours ago) and read 4918 times:

You again show your ignorance and arrogance and lack of anything intelligent to say. First, you must differentiate between Metro/Merlin (Fairchild) and 328/728 (Dornier). The plane is not built in San Antonio, only some minor wing production, we only offer Customer Support here so get your facts straight.

I was not aware there was a war but only to make a superior product, which is what we achieved with the Do728. To wish a company to die is just flat out stupid and you continue to out due each posting with an even more ignorant outburst each time but at least your consistent.

I took a look at your profile and half expected the 13-15 year old age group but alas you are 26-35 years old. You need to do some serious growing up my friend.

TechRep


User currently offlineIMissPiedmont From United States of America, joined May 2001, 6294 posts, RR: 33
Reply 10, posted (12 years 5 months 3 weeks 1 day 4 hours ago) and read 4906 times:

I would miss the Fairchild name. Of course the last aircraft they built, I believe was the FH-227, it's not too surprising. Buying successful companies such as Swearingen and Dornier does not guarantee profitability.

Anyway, I hope they survive as I think the 328 is the best turboprop built in the last 20 years, the 328JET, the finest regional jet currently flying and the 728 the cutest damn thing I've seen in years.



Damn, this website is getting worse daily.
User currently offlineSamurai 777 From Canada, joined Jan 2000, 2458 posts, RR: 4
Reply 11, posted (12 years 5 months 3 weeks 1 day 3 hours ago) and read 4869 times:

I do hope that Fairchild-Dornier is far from dead, because I'd sure hate to see that company go without building more of the likes of the just-unveiled 728. Maybe if FD can get a bit more agressive in marketing its RJ family, then its prospects might improve!

User currently offlineSlawko From Canada, joined May 1999, 3799 posts, RR: 9
Reply 12, posted (12 years 5 months 3 weeks 1 day 3 hours ago) and read 4857 times:

Good now they have a few weeks to find a buyer...Bombardier can buy them out and teach them how to build components well as opposed to their current practice of building entire airplanes badly...


"Clive Beddoe says he favours competition, but his actions do not support that idea." Robert Milton - CEO Air Canada
User currently offlineNotar520AC From United States of America, joined Jul 2001, 1606 posts, RR: 4
Reply 13, posted (12 years 5 months 3 weeks 1 day 1 hour ago) and read 4802 times:

Dornier's doing fine! Stop posting false info, because it just confuses us all and then we never know the right answer. I don't know about anyone else, but I'm going with TechRep who actually works for Dornier, not a French article that hardly anyone can make sense of.

And I like Fairchild Dornier.

 Yeah sure -Notar520AC



BMW - The Ultimate Driving Machine
User currently offlineFlying-Tiger From Germany, joined Aug 1999, 4161 posts, RR: 36
Reply 14, posted (12 years 5 months 3 weeks 1 day ago) and read 4764 times:

Apathoid: if you think the the CRJs are a superior product why are they getting a fuel pump fix or why was Horizon forced to bring back its CRJ700s for modifications? Anyway, not the question here.

The article states - as far as I can understand with my knowledge of the French language - the Bombardier´s CRJ700 is superior because it is a strech of the 100/200, indicating that the CRJ900 is even better. I´ve to disagree with this one for several reasons:

a) rear-mounted engines usual impact on maintenance procedures and need purpose-designed equipment to get there

b) pax comfort level IS lower, just take a look on the seat- and aisle width, both the EMB170-family and the FD728 beat the CRJs by far

c) family concept: is it possible to grow the CRJ900 to a "CRJ1100"? Nope, only when you want to have a flying pencil; but this buddy would need structual strengthening, a new gear, other engine - in short: commonality bye bye; taking a look on the EMB/FDs: designed as aircraft families

IMO Bombardier should have opted for the BRJ-X90/110 back in 1998/99, it would have been the better choice for them. Now they have a product which is less preferable but as expensive as the EMB/FDs.

My 0.02 €

Regards
Flying-Tiger
http://fly.to/rorders



Flown: A319/320/321,A332/3,A380,AT4,AT7,B732/3/4/5/7/8,B742/4,B762/763,B772,CR2,CR7,ER4,E70,E75,F50/70,M11,L15,S20
User currently offlineAcidradio From United States of America, joined Mar 2001, 1874 posts, RR: 10
Reply 15, posted (12 years 5 months 3 weeks 22 hours ago) and read 4732 times:
AIRLINERS.NET CREW
FORUM MODERATOR

CRJ's reliable? Where is this? Where I work, that seems to be the airplane that is always breaking. That and everyone complains how cramped inside that it is. I don't have any Dornier products to compare to, however. But I must say this - the new Dornier jets seem much roomier inside than competing CRJ's and to see something like that fail before it's really started to catch on would be an absolute shame.


Ich haben zwei Platzspielen und ein Microphone
User currently offlineDragonRapide From Belgium, joined Sep 2001, 133 posts, RR: 0
Reply 16, posted (12 years 5 months 3 weeks 20 hours ago) and read 4703 times:

There are general elections this year in Germany aren't there.
Schroeder has to convince the German people to hand him a second mandate.
I bet you he will do everything not to let Dornier go bust. Not only because of the obvious redundancies as a result but also because Europe's biggest economy cannot loose a symbol like Dornier.


User currently offlineFlying-Tiger From Germany, joined Aug 1999, 4161 posts, RR: 36
Reply 17, posted (12 years 5 months 3 weeks 20 hours ago) and read 4700 times:

DragonRapide: if it would be so easy...

You´re right, we have the general election in September this year and Mr. Schröder is running for a second mandate. Problem: Mr. Stoiber from the opposing party is running for it, too, and he is currently the head of the state of Bavaria where FD´s main facility is located.

Both have signalled that they will help FD, question is who starts first. Bavaria or the Bund or better: what is better for Mr. Schröder, what is better for Mr. Stoiber? Here a number of political factors come into play (not to name the problems the Kirch Media Group (located in Bavaria) and the Philipp Holzmann Group have) which could be seen as critical for the elections. German politics... not always nice.

Regards
Flying-Tiger
http://fly.to/rorders



Flown: A319/320/321,A332/3,A380,AT4,AT7,B732/3/4/5/7/8,B742/4,B762/763,B772,CR2,CR7,ER4,E70,E75,F50/70,M11,L15,S20
User currently offlineDragonRapide From Belgium, joined Sep 2001, 133 posts, RR: 0
Reply 18, posted (12 years 5 months 3 weeks 20 hours ago) and read 4691 times:

Thanks for the update on German politics Flying-Tiger.
I wasn't aware of the opposing cnadidate. But you confirm what I wanted to say.
In an election year, politicians will not stand still and let a big (and important) company die on them.


User currently offlineDuggan From France, joined Jan 2002, 104 posts, RR: 0
Reply 19, posted (12 years 5 months 3 weeks 18 hours ago) and read 4670 times:

There are many opinion about the situation at Do and this article.

I am french so let me clear a few things :

1. This article was written by Charles Grandmont, from Quebec and this must be taken into account.

2. The article does not mention anything regarding superiority of one aircraft versus its direct competitor

3. The only comparison made is on development costs and is absolutely true. Developing a brand new modern aircraft (such as Do 728) is far more expensive than re-re-re streching a corporate aircraft (challenger to CRJ-100-200-700-900; one more and they'll reach the capacity of a 744).

4. To Apathoid (whose occupation is a very deserved "back to school"). As some posters said : chapter 11 is by no way the end of Dornier. It is a legal protection against creditors. Moreover, if you are going to write things such as "The death of Fairchild-Dornier will make the world of aviation nothing but better" (that will definitely put you in my "moron" list) please indicate why. Also, I'd love to read what are the information that allow you to write "Bombardier builds a by-far better product, has by-far better product support". Not only it is idiotic because a such broad comparison is quite impossible, but it clearly shows a lack of judgement and measure.

5. All we can do now, is "wait and see". Let's also have a thought for those who are beeing laid-off from Dornier and who had put their energy and know-how into this company.


User currently offlineAreopagus From United States of America, joined Sep 2001, 1369 posts, RR: 1
Reply 20, posted (12 years 5 months 3 weeks 14 hours ago) and read 4606 times:

I would miss the Fairchild name. Of course the last aircraft they built, I believe was the FH-227,...

I looked all through the Fairchild-Dornier web site, and couldn't find anything that linked them to the Fairchild-Republic firm that built the F-27 and A-10. Is it indeed the same Fairchild, or were there two companies founded by different people named Fairchild?


User currently offlineMark_D. From Canada, joined Aug 2001, 1447 posts, RR: 5
Reply 21, posted (12 years 5 months 3 weeks 11 hours ago) and read 4563 times:


Yes it's way too early to write off F/D from the scene, me I'm pretty darn sure they're going to stick around at least for another few years til they can come out with the 928, and the market gets to decide how well it likes these new planes. And personally as well, I'd like to see the plane get into service after so much work put into it .

I think it's not a bad-looking aircraft at all, a bit of a "Li'l Stubby" effect a la A318 around the tail section but oh well that's just how it goes for wing-mounted conventional-tailed jets that small, I guess. Maybe we can call it "Littlest Stubby", or something (and with affection, of course  Smile ) Comfortwise it's going to just clean up, especially for J-class travelers with 2x2 seating (possible for those guys to have conversations, business or golf or girlfriend/wife/family related, whatever, whilst sitting on the plane). And the "mainline airliner" window density too, very nice indeed (even if it's easier to get away with technically, because of the wider fuselage). Only possible downside I see is potentially it's going to eat up more fuel, because of the fatter fuselage and so greater air resistance. But hopefully it won't be all that much of a problem.

The CRJ is still okay --even the mega-extended -900 variant-- sure there's no way it's comfort city but on the other hand, average sector lengths are about 70 minutes (according to Bombardier ) so what the heck, that's about a half-hour in cruise, the rest of the flight is climbout or approach. So how many even go to the bathroom during that half-hour at cruise, my guess is at most a half-dozen, even on a future -900). For such short flights a bit of cramped quarters isn't all that bad (not even if there's another half-hour tacked on for time awaiting takeoff, and taxing to gate and deplaning after landing). The window allotment isn't great but on the other hand these comments about "getting a wall seat" are childish and ridiculous too, in their own right (anyway again, on an average 70 minute long flight, looking out the window just simply not that important).

Sure Bombardier may be stuck from a marketing perspective now that the -900 maxes out the family but then, why not give 'em a few years to worry about that themselves, with the huge lead time and market penetration that the 100s/200s/700s have it seems they still have a bit of time at their disposal, to decide whether they really want to develop something from scratch beyond the -900 and even start going head-to-head with the A318 and 717 (which my guess is they won't. But anyway).

It's sort of apples-and-oranges comparing the CRJs to the 728/928 though (which I see as almost being the new shorthaul mainlines, on the thin end of what the 717 and 318 offers, of course). Not to mention the time-shift aspect as well, with the CRJs filling the market a full few years before these ones will be. As for the Embraer 170/190, personally apart from the wing-engine "conventional" configuration me I don't think the comparison with the CRJs will be all that favourable (just a few more --albeit highly-desired-- inches of ceiling room in the aisles and a bit less with the overhead bins, not much else. Certainly not more than only another inch or two, tops, of overall fuselage width, and window spacing way more like the CRJs, than the F/D)

So meantime let's hope for a quick resolution to F/D's immediate corporate financing concerns, so it can get back to putting its nifty new airplane(s) in the sky  Smile


User currently offlineTechRep From , joined Dec 1969, posts, RR:
Reply 22, posted (12 years 5 months 2 weeks 5 days 15 hours ago) and read 4479 times:

Yes in fact Fairchild did produce the A-10 Warthog, here is a timeline of the company:

Fairchild
Fairchild-Hiller
Fairchild-Republic
Fairchild-Swearingen
Fairchild-Dornier

1926: (Sherman Mills) Fairchild Aircraft Mfg Co, Farmingdale NY.
1929: Acquired Kreider-Reisner Aircraft Co.
1929: Acquired by AVCO as Fairchild Aviation Corp. 1930: Recapitalization, sold AVCO holdings.
1931: Reformed as American Airplane & Engine Co. 1931: Kreider-Reisner Aircraft Div, Fairchild Corp, Hagerstown MD.
1934: Fairchild Aircraft Corp.
1936: Fairchild Engine & Airplane Corp,
1939: Farmingdale;
1947: Winfield KS.
1961: Fairchild Stratos Corp.
1964: Acquired Hiller Helicopters as Fairchild-Hiller. 1972: Fairchild-Republic Co, Fairchild Industries.
1976: Fairchild Industries Inc, Germantown MD.
1984: Fairchild-Hiller assets sold to Rogerson Aircraft Corp as Rogerson-Hiller, Port Angeles WA (who in 1994 sold to Stanley Hiller Jr).
19??: Fairchild Aerospace Corp, San Antonio TX. 2000: Acquisition by US-German financial consortium, Clayton, Dubilier & Rice Inc-Allianz Capital Partners.

Wanna see history? Look at this product line:

21 1928 = 2pOlwM; 85hp Genet; span: 28'3" length: 21'6" load: 495# v: 105/90/40 range: 425. $4,250; POP: 2 or 3 [X138E/139E, X]. Semi-cantilever wing; interchangeable rudder and elevators.


--------------------------------------------------------------------------------
Fairchild 22-C7 [NC11649] (Frank Rezich coll)

22-C7 1931 (408) = 2pOhwM; 75hp Michigan Rover L-267; span: 32'10" length: 22'0" load: 530# v: 107/90/43 range: 350. George Hardman. Remarketed Kreider-Reisner C-7 with new tail design; prototype had 85hp Genet [X783W]. $2,675; POP: 13.
Fairchild 22-C7A [NC13161] (Frank Rezich coll)

22-C7A 1931 (438) = 95hp Cirrus Hi-Drive; span: 32'10" length: 21'8" load: 574# v: 114/94/45 range: 290. $2,775, $2,275 in 1933; POP: about 58.
Fairchild 22-C7B [NC12760] (Frank Rezich coll)

22-C7B 1932 (483) = 125hp Menasco C-4; span: 32'10" length: 21'11" load: 590# v: 125/106/45 range: 400. $3,450; POP: 8.

22-C7C 1932 (2-429) = 90hp De Havilland Gypsy. POP: 1 to Canada.

Fairchild 22-C7D [NC9480] (Ralph Nortell)

22-C7D 1933 (503) = 90hp Wright-Gypsy; span: 32'10" length: 21'8" load: 558# v: 112/95/45 range: 350. $2,675; POP: 21.

Fairchild 22-C7E [NC9383] (Frank Rezich coll)

22-C7E 1933 (515) = 125hp Warner Scarab; span: 32'10" length: 21'2" load: 648# v: 130/110/48 range: 380. Redesigned, rounded fuselage. $2,750; POP: 11.

22-C7F 1933 (517) = 145hp Warner Super Scarab; span: 32'10" length: 22'0" load: 617# v: 138/118/48 range: 400+. $3,480; POP: 9, of which 1 to USN/NACA as XR2K-1 [9998].

Fairchild 22-C7G [NC14788]

22-C7G 1935 (564) = -C7F with higher gross weight, and new 33' wing; v: 135. $3,700; POP: 6.


--------------------------------------------------------------------------------
Fairchild 24-C8 [NC13191] (Gordon Williams via Frank Rezich coll)

24-C8 1932 (475) = 4pChwM; 95hp Cirrus Hi-Drive; span: 35'8" length: 23'2" load: 570# v: 114/95/44 range: 330. George Hardman. First of the 15-year line of 24s. $3,360-3,450; POP: 10.
Fairchild 24-C8A [NC9397] (Joseph Abril)

24-C8A 1933 (497) = 125hp Warner Scarab; span: 35'8" length: 23'5" load: 617# v: 125/105/48 range: 360. $3,850; POP: 25+.
24-C8B 1933 (498) = 125hp Menasco C-4; span: 35'8" length: 24'1" load: 617# v: 125/106/48 range: 365. $3,990; POP: 2 [NC13172, NC13173].

24-C8C 1934 (535) = 145hp Warner Super Scarab; span: 36'4" length: 23'9" load: 796# v: 138/120/45 range: 500. $4,000; POP: 130.

24-C8D 1935 (576) = 145hp Ranger 6; span: 36'4" length: 24'6" load: 960# v: 135/120/43 range: 500. $4,990; POP: at least 14.

Fairchild 24-C8E [X16846] (Frank Rezich coll)

24-C8E 1936 (600) = 145hp Warner Super Scarab; span: 36'4" length: 23'9" load: 937# v: 135/120/55 range: 480. $5,390; POP: more than 50.

24-C8F 1936 (610) = 150hp Ranger 6; span: 36'4" length: 24'10" load: 864# v: 130/120/50 range: 460. $5,540; POP: 41, of which 1 to USAAF as UC-61, 4 to USCG as J2K-1.

24-G Deluxe 1937 (633) = 3p with 145hp Warner Super Scarab; span: 36'4" length: 23'10" load: 925# v: 130/118/48 range: 475. $5,290; POP: 100, of which 1 to USAAF as UC-61.

Fairchild 24-H Deluxe [NC16906] (Frank Rezich coll)

24-H Deluxe 1937 (632) = 3p with 150hp Ranger 6; span: 36'4" length: 24'10" load: 850# v: 133/122/50 range: 470. $6,190; POP: 25.

24-J 1937 (663) = 145hp Warner Super Scarab; span: 36'4" length: 23'10" load: 1135# v: 132/120/48 range: 500. $6,190; POP: 40, of which 1 to USAAF as UC-61; to RAF as Argus I.

Fairchild 24-K [NC20612] (William T Larkins)

24-K 1937 (667) = 150hp Ranger 6; span: 36'4" length: 24'10" load: 1054# v: 138/124/48 range: 500. $6,530; POP: 34, of which 3 to USAAF as UC-61.

Fairchild 24-R9 [NC13191] (Reid Patterson via Frank Rezich coll)

24-R9 1939 (706) = 175hp Ranger 6-410; span: 36'4" length: 24'10" load: 1054# v: 138/126/48 range: 520. Rights sold to TEMCO in 1946. $6,800; POP: Fairchild 60; TEMCO (as 24-R46) about 150. To USAAF as UC-61K, USN as GK-1.

Fairchild 24-W9 CAA [NC99] (Frank Rezich coll)

24-W9 1939 (707) = 145hp Warner Super Scarab; span: 36'4" length: 23'9" load: 1135# v: 135/122/48 range: 500. $6,845; POP: Fairchild ?, Temco (as 24-W46 with 165hp Warner) about 150; to RAF as Argus II. Military data same as 24-R9.


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Fairchild 41 [X390] (Fairchild)

41, 41-A Foursome 1927 = 4pChwM; 220hp Wright J-5; span: 45'6" length: 30'4". John Lee; ff: 11/19/27. Essentially a smaller version of 71 with folding wings. POP: 1 each; prototype 41 [X390] c/n 1, and 300hp -A prototype for 42 [NC146H] c/n 2.
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42 Foursome 1929 (242 2-127 2-203) = 4pChwM; 330hp Wright J-6; span: 45'6" length: 30'6" load: 1448# v: 130/109/56 range: 700; ff: 7/29/29. Folding wings. $13,000; POP: 8, included 4 converted from 41 and 41-A [NC81M, NC106M, NC146H, NC361N, NC390, NC246V, NC757Y, X9183], with the first one as a 5p modification under (2-203). (2-127) replaced by (242).
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45 1935 (588) = 5pClwM rg; 225hp Jacobs L-4; span: 39'6" length: 28'11" load: 1323# v: 160/147/48 range: 620. George Hardman. $17,400; POP: 1 [NC15060]; ff: 5/31/35 (p: Richard Henson).
Fairchild 45-A [NC16879] (William T Larkins)
Fairchild 45-A [NC16361=ZS-AML] (Frank Rezich coll)

45-A 1936 (603) = 5pClwM rg; 320hp Wright R-760-6; span: 39'6" length: 30'1" load: 1488# v: 170/164/57 range: 650 ceiling: 19,500'. $12,000; POP: 16 [NC15955 c/n 4001, NC16361/16365 c/ns 4002/4006, NC16864/16880 c/ns 4010/4016], of which 2 to USN as JK-1, plus 2 unregistered to Argentine Navy (c/ns 4007/4008) and 1 retained as a company demonstrator (c/n 4009). [NC16361] to South Africa c.1937.

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Fairchild 46-A [NC19131] (Frank Rezich coll)

46-A SEE Clark Duramold 46.
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Fairchild 51 [NC757Y] (AAA)

51 1930 (357 2-86 2-259) = 5pChwM; 300hp Wright J-6; span: 44'0" length: 31'0" load: 1500# v: 130/110/50 range: 525-670. POP: 1 converted from FC-2 [NC757Y]. (2-259) for floats.
51-A 1930 (358 2-241) = 300hp P&W Wasp; span: 44'0" length: 31'0". POP: 1 converted from FC-2W [NC6800]. (2-241) superseded by (358).
51-B 1929 = 315hp Ranger V-12 as a test bed. POP: 1, converted back to 51 [X8017].


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Fairchild 71 [NC24K] (Gene Palmer coll)
Fairchild 71 CAA [NS7]

71 1928 (89 2-244 2-314) = 7pChwM; 420hp P&W Wasp; span: 50'2" length: 33'0" load: 1427# v: 138/110/52 range: 650. Folding wing. $18,900, $22,400 for floatplane. (2-244) for one with allowable weight increase for bush operations; (2-314) for 450hp P&W Wasp SC as 71 Special. POP: 90, with about 15 -E to AAC as C-8/YF-1. Series evolved into Pilgrim 100 in 1931 by way of Fairchild 100.
71-A 1930 (289 2-290) = 7pChwM; 420hp P&W Wasp; span: 50'2" length: 32'11" load: 2344# v: 135/110/57 range: 700. From FC-2W2. $18,900, $13,500 in 1931; POP: 3 [NC9154, NC9170, NC952V]; last one as 5p under (2-290).
71-B 1928 (89) = 7p with 410hp P&W Wasp B. More rugged, spartan version for Canadian bush operations. POP: 7.

71-C, -CDM (Canada)1929 = Canadian version of -B. POP: 4 [GYWA, GCYVY, GCYVZ, x], plus 5 fuselages.

71-E 1930 = Military production as prototype Army XF-1 [29-325]. SEE C-8.

71-P (Super 71) 1934 = 9p with pilot in open cockpit forward of the cabin. POP: 3 as photo ships.


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72 1929 = 7pClwM; 410hp P&W Wasp B. POP: 2: prototype [51K], which crashed on test flight, [X114M]; possibly one other.
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81 1929 = 8pChwM; 525hp P&W Wasp C or 400hp Armstrong-Siddeley Jaguar. POP: 1 prototype as an aerial photography ship for RCAF [N115M].
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82, 82-A, -B (Canada)1935 = 6-11pChwMF; 450hp P&W Wasp; span: 51'0" length: 36'11" load: 1970# v: 141. POP: 2, built by Canada Fairchild for bush work; one modified as -B with 550hp P&W S3. Design evolved into post-war F-11.
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91 (A-942-A) Baby Clipper 1935 (587) = 10pChwMAm; 750hp P&W Hornet; span: 56'0" length: 46'8" load: 3200# v: 173/155/63 range: 730. Alfred Gassner. $41,300-60,000, depending on extent of customizing; POP: 3 [NC14743 (prototype with retractable wing floats, and Zap flaps), NC14744=PPPAP, NC15952=PPPAT]. Most had motor conversions throughout their careers.
91-B (A-942-B) Jungle Clipper 1936 (605) = 10pChwMAm; 760hp Wright Cyclone; span: 56'0" length: 46'8" load: 3200# v: 175/155/63 range: 610-720. POP: 1 specially equipped for NYC Museum of Natural History [NR777]. NOTE: Some data show POP: 3 91 and 4 91-B, likely explaining subsequent motor changes.

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100 1930 (390) = 9-10pChwM; 575hp P&W R-1340 Hornet B; span: 57'0" length: 38'1" load: 2800-3388# v: 141/120/59 (>136/118/65) range: 432. Virginius Clark. POP: 1 [NC754Y]; ff: 10/22/30.
100-A 1931 (443) = Production 100 for American Airways (Airlines); ff: 7/14/31. $28,750; POP: 16, aka Pilgrim 100-A, also seen as America Pilgrim and mistakenly credited as built by American Airways.
American Pilgrim (Fairchild) Y1C-24 [29-411] (Gene Palmer coll)

100-B 1931 (470) = Modified 100 with larger fin. POP: 10; of which 6 to American Airways, 4 to AAC as American/Fairchild Y1C-24, aka Pilgrim 100-B.


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135 1931 = 2pOB; 145hp Ranger 6. Similar to KR-125.
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140 1931 = 2pOB; 310hp Ranger V-770. Virginius Clark. POP: 1 [X756Y].
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150 1932 = 12pClwM; 575hp Wright Cyclone. All-metal monocoque fuselage; later with fixed gear. POP: 1 prototype built by Fairchild [X775N]; to Japan as a GA-43. For data SEE General Aviation GA-43, North American GA-43.
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AT-13, -14, -21 Gunner 1942 = Bomber crew and gunnery trainer, originally evisioned as a light bomber. 5pCmwM rg; span: 52'8" length: 37'0" load: 3800# v: 195 range: 870 ceiling: 22,400'. Duramold construction. Production of -21 also by Bellanca and McDonnell.
XAT-13 1942 = Two 600hp P&W R-1340, conventional gear. POP: 1 prototype [41-19500].
XAT-14 1943 = Two 520hp Ranger V-770, tri-gear. POP: 1 [41-19503].

XAT-14A 1943 = Nose gun and turret removed as bombardier trainer. POP: 1 modification of -14.

Fairchild AT-21 (Douglas), and McDonnell production line 1943 (McDonnell Douglas)

AT-21 Gunner 1943 = Production version of XAT-14. POP: total 175; Fairchild: 106 [42-11679/11753, -76615/76645], Bellanca: 39 [42-48052/48090], McDonnell: 30 [42-48412/48441].


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AU-23 Peacemaker SEE U-23
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C-8, F-1 - 3-7p 71 as cargo or photo plane, with similar data.
XC-8 1929 = 410hp P&W R-1340. POP: 1, temporarily redesignated as XF-1 [29-325].
Fairchild C-8 [30-391] (William T Larkins)
Fairchild C-8 [30-389] (USAAC via Gordon Williams coll)

C-8 (YF-1) 1930 = Production model. POP: 8 [30-388/395].

C8-A (F-1A) 1931 = Second production batch. POP: 6 [31-463/468].


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C-24 SEE 100-B, Pilgrim 100-B.
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Fairchild XC-31 [34-026] (USAF Museum)

C-31, (Model 95) 1934 = Freighter. 2-15pChwM rg; 750hp Wright R-1820-25; span: 84'0" {>75'0") length: 55'5" load: 5350# v: 155/136/52 range: 775 ceiling: 15,000'. 15 passengers or 3500# cargo. Appears on AAC inventory as Kreider-Reisner XC-31. Novel feature was cargo doors parallel with the ground to facilitate loading. POP: 1 XC-31 [34-026], tested at Wright Field with project number XC-941.
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C-61 Forwarder - Civil 24, included those impressed by USAAF.
UC-61 1942 = POP: 102 [41-38764/38863, 42-13572/13583, -32117/32165, -94147, -97053]. The last 2 were impressed.
UC-61A 1942 = Impressed F24W-41A. POP: [42-53514, -57516, -97435].

UC-61B 1942 = Impressed 24J. POP: [42-53523].

UC-61C 1942 = Impressed F24A-9. POP: [42-70862].

UC-61D 1942 = Impressed 51A. POP: [42-78031, -78033, -88619].

UC-61E 1942 = Impressed 24K. POP: [42-78041, -88637, -94139].

UC-61F 1942 = Impressed 24R-9. POP: [42-88613, -97419].

UC-61G 1942 = Impressed 24W-40. POP: [42-94127, -97433].

UC-61H 1942 = Impressed 24H. POP: [42-97414].

UC-61L 1942 = Impressed ?. POP: [42-107276].


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C-82 Packet - 44pChwM; two 2100hp P&W R-2800-85; span: 106'6" length: 77'1" load: 24,300# v: 248/218/95 range: 3875 ceiling: 21,200'.
XC-82 1944 = POP: 1 [43-13202].
C-82A 1945 = POP: 220 [44-22959/23058, 45-57733/57832, 48-568/587].

EC-82A 1948 = Firestone-designed tracked landing gear. Not a great success. POP: 13 converted -82As.

XC-82B 1947 = 2650hp R-4360. Evolved into C-119 series. POP: 1 converted from C-82A [45-57769].

C-82N 1946 = North American-built version of -82A. POP: 3 [45-25436/25438], 997 cancelled after VJ Day.


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C-86 - Impressed 24. UC-86 1942 = 24R-40. POP: [42-63350, -66385, -68852, -70861, -78029, -78034, -78040, -78043, -94142].
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C-88 - Impressed F-45. UC-88 [42-68675, -68677].
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C-96 1942 = FC-2W-2 impressed by USAAF; 410hp P&W R-1340 Held honors as the oldest active aircraft in military service at the time, despite the late s/ns. POP: 3 as UC-96 [42-78032, -88617/88618].
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C-119 Flying Boxcar - Twin-engined military transport evolved from C-82 with similar specs. Production of -119C and -119F also by Kaiser-Willow Run during Korean War.
XC-119A 1947 = Two 2650hp P&W R-4360-4. XC-82B modified to approximate production standards; ff: 11/?/47. POP: 1 [45-57769]. Later redesignated C-119A.
EC-119A 19?? = C-119A converted as an electronics flying test-bed. POP: 1 [45-57769].
C-119B 1949 = Dual-wheel landing gear. 3250hp R-4360-20; span: 109'3" length: 86'6" load: 31,850# v: 258/231/105 range: 1770. POP: 55 [48-0319/0355, 49-0101/0118].
C-119C 1950 = 3500hp R-4660; load: 34,200# v: 281/207/93 range: 1770. POP: 303 to USAF [49-0119/0199, 50-0119/0171, 51-2532/2584, -2587/2661, -8233/8273]. SEE ALSO R4Q-1.

C-119F 1951 = 3500hp Wright R-3350-85; range: 2280. POP: 204 (>210) to USAF [51-2662/2717, -7968/8052, -8098/8168], plus 1 as YC-119F [51-2586]. One [51-8119] with a special flat "beaver" tail and ventral loading ramp. A further 35 were delivered to RCAF. SEE ALSO R4Q-2.

C-119G 1952 = As -119F but with Aeroproducts replacing Hamilton props. POP: 480 [51-8053/8097, -17365/17367, 52-5840/5954, -6000/6058, -9981/9982, 53-3136/3222, -4637/4662, -7826/7884, -8069/8156].

AC-119G Shadow 1967 = Gunship conversion of C-119G. POP: 26 [52-5898, -5905, -5907, -5925, et al]
Fairchild XC-119H [51-2585] (Fairchild)

XC-119H SkyVan (Model 160) 1952 = Redesign of C-119 Extended wing for increased cargo capacity. Two 3500hp R-3350-30W; span: 148'0" length: 95'8" load: 39,500# v: 263/187/71 range: 2150 ceiling: 22,500'; ff: 5/27/52 (p: Dick Henson). Walter Tydon. All fuel was in two 1700-gallon external pod-tanks. Payload: 30,000#. 50' obstacle take-off in 2280', land in 1733'. Test pilot reports told of normal-gross, single-engine climbing turns and vertical banks, as well as slow-flight at 70 mph with maintained altitude! Despite impressive test results, USAF looked instead to Lockheed C-130. $4,057,551; POP: 1 [51-2585].
C-119J 1956 = Beaver-tail conversion of -119F/G. POP: 62.

EC-119J 19?? = Satellite tracker. POP: 4 converted C-119J.
C-119K (Model 484) 197? = Two 3700hp R-3350 and two 2850# J85-GE-17 turbojets in underwing pods. POP: 6 converted AC-119G, included 1 as YC-119K.
AC-119K Stinger 1968 = Gunship version of C-119K. POP: 26 converted C-119G [52-5864, -5889, -5910/5911, et al].
C-119L 19?? = Minor modifications to C-119G. POP: 22.

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Fairchild XC-120 [48-330] minus its pod (Fairchild)

C-120 Pack Plane 1950 = C-119B variant. 66pChwM with 2700 cu/ft detachable cargo pod; two 3250hp R-4360; span: 109'3" length: 82'10" v: 250/175/95 range: 2300; ff: 8/11/50. POP: 1 conversion as XC-120 [48-330].
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C-123 Provider 1949 = 60pChwM rg, twin-engined military transport. Originally design by Michael Stroukoff at Chase Aircraft Co, who built XC-123 and XC-123A. Production order for the former went to Fairchild.
C-123 Avitruc (Chase)1949 = Chase XG-20 powered glider; two 1900hp P&W R-2800-83; ff:10/14/49. POP: 1 as Chase XC-123 [47-786].
C-123A (Chase)1951 = Second prototype, sister ship of the previous, but with four J47 turbojets paired in undwerwing pods; span: 110'0" length: 76'3"; ff: 4/21/51. POP: 1 as Chase XC-123A [47-787].

Fairchild C-123B [46-4362] (Ardmore AAFB coll)

C-123B Provider 1954 = Two 2300hp P&W R-2800-99; span: 110'0" length: 75'9" load: 30,100# v: 245/205/80 range: 1470 ceiling: 29,000'. POP: 302 [54-552/715, 55-4505/4577, 56-4355/4396, 57-6185/6202, -6289/6294], plus 5 built in 1953 by Chase as pre-production models [52-1627/1631].

C-123D, -123E (Stroukoff)1955 = C-123 designation was also shared with Stroukoff Aviation Co for two aircraft, YC-123D modifed for boundary layer experiments [53-8068], and YC-123F equipped with "Pantobase" all-terrain landing gear [55-4031]. These were redesignated as Stroukoff YC-134 and YC-134A respectively.

YC-123H 1955 = Two additional J85 turbojets in underwing pods. POP: 1 [54-2956].

C-123J 1956 = Fitted with two 1000# J44 booster engines at the wingtips for use in Alaska. POP: 10 converted -123B [54-0647, 56-4388/4396].
[54-0647] was prototype for the C-123J model which origanally had retractable wheel skis for use in the Arctic to resupply DEW sights across Alaska, Canada (I believe), and Greendland. However, due to the drag of the skis on thesnow, it was modified to add J-44-R-3 centrifugal-flow jet engines used mainly used for takeoff & climb, change to higher altitude, and landing, as they could only be operated for about one hour due to the engine lubrication system utilized. (This engine was originally developed as a drone engine needing only to operate for short periods before being checked and returned to service). After serving with SAC for 3 to 4 years, they were transferred in mid-1960 to the 144th Air Transport Squadron (Medium), Alaska ANG, Anchorage. The 144th later received authorization to remove the skis from 7 of the 10 aircraft. This modification, made at Middletown Air Material Area Depot PA, improved the performance of the aircraft. (— Robert Brown5/7/01)

C-123K 1966 = Two additional 2850# General Electric J85 in underwing pods. POP: 183 converted -123B.

NC-123K (aka AC-123K) 196? = POP: 2 C-123K [54-0691, -0698] converted for armed night-time surveillance.

UC-123K 19?? = Defoliating missions in Vietnam. POP: 34 converted C-123K.

VC-123K 19?? = POP: 1 C-123K modified for use by Gen Westmoreland in Vietnam [56-4375].


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Fairchild YF-1 [30-391] (Eugene Palmer coll)

F-1 SEE C-8
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F-11 Husky (Canada)1946 = 6-8pChwM; 450hp P&W R-985; span: 54'9" length: 37'5" load: 2200# v: 140/116/x. POP: 1.
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F-27, FH227 Friendship 1958 = License-built version of Dutch Fokker Friendship. 40-44pChwM rg; two 1750hp R-R Mk 511-7E; span: 95'2" length: 77'2" load: 20,039# v: 287/273/81 range: 1,806 ceiling (one engine): 18,400'; ff: 4/15/58. $995,000; POP:45.
F-27A 1958 = As F-27, but 40-48p with two 2105hp Dart RDa.7 (Mk 528-7E); v: 303/300/84 range: 1,820 ceiling: 32,600'. POP: 47 (>25).
F-27B 1958 = 20-40p; range: 1,876 v: 287/273/80. Large cargo door forward of the wing, convertible cargo-passenger interior. POP: 3.

F-27F 1961 = 10-40p customized business transport; v: 324/300/84 range: 2,820 ceiling: 33,200'. Center-wing fuel tanks, optional long-range tanks. $830,000; POP: 19.

F-27G 1963 = Freighter and military transport with heavy floor with tie-downs and skid-rail; v: 342/314/84 range: 3,500 ceiling: 33,200'. Long-range tanks. POP: ??.

F-27J 1965 = $1.9 million; POP: 14; prototype [N2700J].

F-27M 196? = POP: 2.

FH-227 1966 =

FH-227B 1966 = $1.25 million.

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Fairchild F-47 [NX41769] and [NX3135K] (Fairchild)

F-47 1947 (5A1) = 4pClwM rg; 185hp Continental E-185; span: 36'0" length: 24'0" load: 1080# v: 175/158/51 range: 700. Sherman Fairchild, Donald Garges; styling by Raymond Loewy. Some data show 145hp Continental (v: 165), which might have been an original installation. All-metal entry in the post-war market had a partially-retracting nose gear to minimize damage in case of a wheels-up landing. POP: 3 flight models and 1 static tester. Prototype [NX41769], ff: 2/18/47 (p: Dave Lewis), was destroyed in a crash on 8/22/47, during spin testing after 138 flights. Production models [NX3155K] (also curiously mismarked with [NX3135K] on its tail), ff: 10/24/47 (p: Lewis), and [N3156K], ff: 5/11/48 (p: Bill Taylor), received ATC in March 1949, but Fairchild's Personal Planes Division closed its doors later that month, and the planes were finally scrapped in 1951.
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Fairchild FB-3 [X7385] (Dean Ross coll)

FB-3 1928 = 4pChwMAm; 410hp P&W Wasp pusher. All-metal predecessor of 91 Baby Clipper; Arthur Stelb (Fairchild Metal Boat Division). Estimated data: span: 52'0" length: 41'0" load: 2400# v: 130/105/x range: 650. POP: 1 [X7385].
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FC-1, FC-1A 1926 = 5pChwM; 90hp Curtiss OX-5; span: 44'0" length: 30'0" load: 735# v: 97/x/40 (with flaps). Alexander Klemin, Norman McQueen; ff: 6/14/26. Repowered with 200hp Wright J-4 as -1A. POP: 1; [C103] c/n 1. Fairchild's first production aircraft, specifically a camera ship for Fairchild Aerial Surveys.
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Fairchild FC-2 [6370] (E J Young coll)
Fairchild FC-2 [3616] (Fairchild)

FC-2 1927 (10) = 5pChwM; 220hp Wright J-5; span: 44'0" length: 30'11" load: 1435# v: 122/103/53 range: 700. Fairchild's initial production run had upward-folding wings. POP: 118, of which 1 to USN as XJQ-1 [A7978], and 12 built under license by Canadian Vickers. Some converted to 51 with 300hp Wright J-6; in Canada to 51-A with 300hp P&W Wasp.
Fairchild FC-2C [3023] (Joseph Juptner coll)

FC-2C 1928 (2-40) = 5pChwM; 160hp Curtiss Challenger; length: 31'6" load: 1361# v: 112/96/49 range: 750. POP: 6.
FC-2L 1929 = Refitted with Armstrong-Siddely Lynx V-18 in Canada. POP: 1 to RCAF.

Fairchild FC-2W [NX5501]

FC-2W, -2W1 1927 (20) = FC-2 with 450hp P&W Wasp; span: 50'0" length: 31'0" load: 2182# v: 140/115/52 range: 1000. POP: 14, included Collyer & Mears' around-the-world plane of June 1928, City of New York[NX5501]; 3 to USAAF as UC-96, and 1 modified as FC-2W1 [GCAIP].

Fairchild FC-2W2 [NC13934] (AAA)

FC-2W2 1928 (61) = -2W with greater payload; 450hp P&W Wasp; length: 33'2" load: 2768# v: 134/108/55 range: 750. several modified later as 61 and 71. POP: 31.

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FT-1 1929 = 2pOlwM. Otto Koppen. POP: 1 prototype of 21 [NX8018].
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GK 1942 = 24W as USN light transport. POP: 10 as GK-1 [09787/09788, 09790/09797, 99079].
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H-26 SEE American Helicopter.
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J2K 19?? = POP: 4 as J2K-1.
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JK 1942 = Impressed 45-A. POP: 2 as JK-1 [34112/34113].
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Fairchild XJQ-1 [A-7078] (Fairchild)

JQ 1928 = USN use of civil FC-2; 220hp Wright J-5. POP: 1 as XJQ-1 [A7978], repowered with 450hp P&W R-340C as XJQ-2.
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KR-21A 1929 (215) = From Kreider-Reisner C-6B. 2pOB; 100hp Kinner K-5; span: 27'0" length: 22'1" load: 600# v: 115/95/45 range: 330 ceiling: 17,000'. Fred Seiler via Amos Kreider. $4,375; POP: 45, includes 2 with Challenger C-6 [X207V, X576E] and 1 with 85hp Genet.
KR-21B 1929 (363) = 2pOB; 110hp Warner Scarab; span: 27'0" length: 22'1" load: 586# v: 120/98/48 range: 370. $4,525; POP: 5, of which 2 were modified from KR-21.

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Fairchild KR-31A [5624] (Frank Rezich coll)

KR-31A 1929 (2-510) = 3pOB; 90hp Curtiss OX-5; span: 30'1" length: 23'9" load: 878# v: 102/85/37 range: 340 ceiling: 12,000'. Continuation of Kreider-Reisner Challenger C-2. ATC was for 100hp Kinner K-5.
KR-31B 1937 (2-534) = 1-2pOB; 100hp Kinner K-5.

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KR-32 1929 (2-208) = 2pOB; 165hp Wright J-6.
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KR-34A 1929 (208) = 3pOB; 150hp Wright J-6; span: 30'0" length: 23'2" load: 965# v: 130/110/45 range: 510 ceiling: 17,000'. Modification of Kreider-Reisner Challenger C-4. POP: 2 [NC567K, NC11607]. Also used 170hp Curtiss Challenger.
KR-34B (aka KR-34B-1) 1935 (2-505) = 3pOB; 130hp Comet; span: 30'0" length: 23'2" load: 1070# v: 120/102/45 range: 510 ceiling: 16,500'. From Kreider-Reisner C-4C; also used 165hp Wright J-6 and 165hp Continental A-70. $6,575; POP: 1 [NC205E]; was still active into the 1970s.
Fairchild KR-34C [NC836N] (Arthur Martin coll via WASM)

KR-34C 1929 (162 2-257 2-292) = Same as KR-34B with minor improvements. $6,575; POP: more than 60; prototype [X200V]. (2-257) for 10 float conversions; (2-292) for 1 1p mail plane for Gulf Coast Airways [C292K].

KR-34D 1930 (376 2-250) = 3pOB; 165hp Comet 7-E; span: 30'0" length: 23'0" load: 855# v: 122/102/45 range: 430. $5,675; POP: 10. (376) replaced initial (2-250).


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Fairchild KR-125 [NC244V] (William T Larkins)

KR-125 (X-125) 1930 (368) = 2pOB; 125hp Fairchild (Ranger); span: 24'6" length: 22'1" load: 595# v: 112/95/52 range: 380. Ernest Dichman. POP: 1 [NC244V].
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KR-135 SEE Pilgrim
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KRA Midget SEE Kreider-Reisner A
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Fairchild M-62 Prototype, with unfaired gear [NX18689] (June 1939 Aero Digest)

M-62 1939 (724) = 2pOlwM; 175hp Ranger 6; span: 36'0" length: 27'9" load: 710# v: 132/118/48 range: 520; ff: 5/15/39. Armand Thiebolt. POP: 1 prototype with faired landing gear, turtleback, and canopied cockpits [NX18689]; 264 to AAC as PT-19, and 6 to Mexican AF.
M-62A 1939 = 200hp Ranger 6. Production version of PT-19A.
M-62A4 (Canada)1942 = Canopied cockpits. POP: 670 to USAAF as PT-26, 1,057 to RCAF as Cornell. Subcontract to Canadian Fleet.

Fairchild M-62B [NX28535] (E J Young coll)

M-62B 1940 = 2pOlwM; 165hp Warner Super Scarab. POP: 1 prototype [NX28535], 154 for export.

M-62C 1942 = 2pOlwM; 220-240hp Continental R/W-670. POP: 1,026; consisted of 3 civil prototypes (of which 1 was modified from PT-19A), 869 (>924) to USAAF as PT-23, 93 to RCAF as Cornell, and 106 for other markets and export.


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M-84 1945 (2-599) = 4pClwM rg; 220hp Continental R-670; v: 155/x/x. Thiebolt modification of M-62, using surplus parts from PT-19 inventory for the prototype of Fairchild's new "family plane," which failed to make any waves in a lifeless post-war market. POP: 1 [NX41893].
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M-232 -
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Fairchild XNQ-1 [75725] at Blakesburg
Fairchild XNQ-1 Take-off [75725]

NQ (T-31) (Model M-92) 1946 = Basic/Advanced trainer for military evaluation as replacement for AT-6/SNJ. 2pClwM rg; 295hp Lycoming R-680-10; v: 175/166/51 range: 955 ceiling: 16,000' (>19,300'); ff: 10/7/46 (p: Richard Henson). Both delivered to USN in 1947. POP: 2 prototypes as XNQ-1 [75725/75726], the first of which was repowered with 320hp XR-680-13, then finally with 350hp Lycoming GSO-580. Rejected by USN, but subsequent trials by USAAF using the second plane, with a larger stabilizer, led to designation of T-31A and a procurement schedule in late 1948 for 100 units; however, this was cancelled in 1949 in favor of Beech T-34. [75726] still active in Texas into Y2K (Don Pellegreno).
--------------------------------------------------------------------------------
PC-6 Porter 1964 = License-built version of Swiss Pilatus Porter. POP: 57 as PC-6, 36 as AU-23A Peacemaker.
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PT-19, -23, -26 - AAC/AAF trainer. 2pOlwM; 200hp Ranger 6. From M-62 with similar specs. Subcontract manufacture by Aeronca, Howard, Canadian Fleet, and St Louis.
Fairchild PT-19 (Fairchild)

PT-19 (M-62) 1939 = 175hp Ranger 6. POP: 264.
PT-19A (M-62A) 1941 = 200hp Ranger 6. POP: 3,702 (Aeronca 477, Fairchild 3,181, St Louis 44), included 20 to Mexican AF.

PT-19B 1943 = Electrical system and blind-flying equipment. POP: 917 (Fairchild 774, Aeronca 143), of which 1 converted as XPT-23, and 43 to Mexican AF.

XPT-23 1942 = 220hp Continental R-670. POP: 1 from PT-19B.

Fairchild Cornell III [RCAF 10385] (Moore Avn Restoration)

PT-23 (M-62C) 1942 = POP: 869 (Aeronca 375, Fairchild 2, Howard 199, St Louis 200), included 93 by Canadian Fleet as Cornell.

PT-23A 1942 = POP: 256 (Howard 150, St Louis 106).

PT-26 (Canada)1942 = Canopied cockpits. POP: (Fleet) 670 Lend-Lease for RCAF as Cornell [42-14299/14498, -15330/15529].

PT-26A (Canada)1943 = POP: (Fleet) 807 for Canadian Army.

PT-26B (Canada)1944 = POP: (Fleet) 250.


--------------------------------------------------------------------------------
R2K 1936 = USN registry of C-7F used by NACA to test full-span Zap flaps. POP: 1 as XR2K-1 [9998].
--------------------------------------------------------------------------------
R2Q-2 195? = Equivalent to C-119F/G. POP: 58 [131662/131719].
--------------------------------------------------------------------------------
R4Q PacketUSMC version of USAF C-119.
R4Q-1 1950 = Equivalent of C-119C. POP: 41 [124324/124333, 126574/126582, 128723/128744].
R4Q-2 1951 = Equivalent of C-119F/G. POP: 58 [131662/131719].


--------------------------------------------------------------------------------
SBF 1942 = Canadian contract production of Curtiss SB2C with similar specs and data.
SBF-1 1942 = POP: 50 [31636/31685].
SBF-2, -4 - Designations not used.

SBF-3 1942 = POP: 150 [31686/31835] .

SBF-4E 1943 = POP: 100 [31836/31935].


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SOK - USN registered as XSOK-1 [9724], but never built.
--------------------------------------------------------------------------------
Fairchild VZ-5 [56-6940] T-tail not installed (Fairchild)

VZ-5 (Model M-224) 1959 = Army 1pOhwM STOL/VTOL test vehicle; 1100hp GE YT58; span: 32'9" length: 33'8" load: 395# v (est): 184/140/0. The shaft turbine was buried in the fuselage and coupled to four wing-mounted props; vectored slipstream created lift. The machine reached a height of 18" in tethered tests, but never actually flew without its tailskid-leash. POP: 1 [56-6940].
--------------------------------------------------------------------------------
T-31 SEE NQ.
--------------------------------------------------------------------------------
Fairchild AU-23A (Fairchild)

U-23 Peacemaker 1971 = STOL, close air support, mini-gunship based on PC-6. 3pChwM; 650hp Garrett TPE331-1-101F turboprop; span: 49'8" length: 36'10" v: 170/148/x range: 483. POP: 36 as AU-23A [72-1304/-1318, 73-1699, 74-2073/2092] to USAF and Vietnamese Air Force. Armed with a side-firing 20mm XM-197 Gatling gun, as well as many various guns and arrangements, including bombs and rockets, tried during a year-long combat career, when it was grounded because of low speed and lack of armor plating.
--------------------------------------------------------------------------------
Fairchild-Hiller FH-1100 [N549FH] (Fairchild)

-Hiller FH-1100 1966 = 4pCH; Allison 250-C18 turboshaft; load: 1355# v: 133/127/0 range: 400 ceiling: 21500' (hover: 16,600'); ff: 6/3/66. Developed from OH-5A as the first US turbine helicopter produced for the civil market. A 7,000-mile European demo tour made in 1966 [N517FH]. $85,000 ($98,000 in 1969); POP: about 250.
--------------------------------------------------------------------------------
A-10 Jacket Patch

-Republic A-10 Thunderbolt II - Subsonic, anti-tank, CAS light attack bomber dubbed "Warthog" for its ungainly look. 1-2pClwM rg; span: 57'6" length: 53'4". Contract production also by Grumman.
Fairchild-Republic A-10 Grumman production

A-10 (Grumman)1971 = POP: 713 field modifications.
YA-10A 1972 = 1p. POP: 2 [71-1369/1370].

Fairchild-Republic A-10A Firing guns in attack (USAF)

A-10A 1974 = 1p with two 9065# GE TF34 turbofans; span: 55'0" length: 53'4" load: 21,530# v: 443/387/x (>449/345/x) range: (close-air support) 288 (ferry) 2,723. Landing run: 1,220'. POP: 349 by 1978.

A-10B 19?? = 2p with two TF34; load: 22,041# v: 449/345/x ceiling: 44,200'. POP: ??.


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-Republic AC-123 Provider 1970 = C-123 as recon bomber.
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-Republic XF-105 Thunderchief 19?? = CmwM rg; POP: 400+.
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Fairchild-Republic T-46A [84-493] and [84-492] (AETC)

-Republic T-46A Eaglet 1985 = AF 2pChwM; two 1330# Garrett TFE76; span: 35'11" length: 29'6" load: 1610# v: 496/454/115 range: 1390. POP: 3 [84-492/493, 85-596]. The last aircraft built by Fairchild.
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-Swearingen Metro 1969 = Commercial transport. 22pChwM; two Garrett AiResearch TPE-331-3UW-303G; span: 46'3" length: 59'5" v: 292/x/x range: 995 ceiling: 27,490'; ff: 8/26/69. First production version, POP: 20.
Metro II 1981 = Minor improvements, larger cabin windows.
Metro III 1981 = Increased wingspan, increased take-off weight, engines upgraded to Garrett AiResearch TPE-331-11U-601G or P&W-Canada PT6A-45R; v: 356/317/x range: 795 ceiling: 26,700'.



User currently offlineSinlock From United States of America, joined Dec 2000, 1647 posts, RR: 2
Reply 23, posted (12 years 5 months 2 weeks 5 days 11 hours ago) and read 4400 times:

That is the largest post I have ever seen


My Country can beat up your Country....
User currently offlineSetjet From United States of America, joined Mar 2002, 1120 posts, RR: 0
Reply 24, posted (12 years 5 months 2 weeks 5 days 10 hours ago) and read 4389 times:

I guess you will find nobody in this forum who read TechReps post from beginning to end... interesting!


User currently offlineTechRep From , joined Dec 1969, posts, RR:
Reply 25, posted (12 years 5 months 2 weeks 5 days 10 hours ago) and read 4377 times:

Sorry, I admit I get a little long winded sometimes. I actually cut and pasted this post; usually I like to use my own words/text.

TechRep


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