| Dornier 328 | |
|---|---|
 A Dornier 328 ofSun-Air of Scandinavia, painted inBritish Airways livery | |
| General information | |
| Type | Airliner |
| National origin | Germany |
| Manufacturer | Dornier, Fairchild-Dornier Sierra Nevada Corporation Deutsche Aircraft |
| Status | In service |
| Primary users | Central Mountain Air |
| Number built | 107 |
| History | |
| Manufactured | 1991–2000 2020-present |
| Introduction date | October 1993 |
| First flight | 6 December 1991 |
| Variant | Fairchild Dornier 328JET |
TheDornier 328 is aturboprop-powered commuter airliner. Initially produced by German companyDornier Luftfahrt GmbH, the firm was acquired in 1996 by US firmFairchild Aircraft. The resulting firm, namedFairchild-Dornier, manufactured the 328 family inOberpfaffenhofen, Germany, conducted sales fromSan Antonio, Texas, United States, and supported the product line from both locations. Ajet-powered version of the aircraft, theFairchild Dornier 328JET, was also produced. An updated version, the 328eco, is under development in Germany.
The Dornier 328 program started when Dornier was still owned byDeutsche Aerospace. Feedback from 1984 market research indicated a desire for a fast, quiet, and easy-to-maintain commuter airliner with a 30-seat capacity.[1] Sales were projected to reach at least 400 units.[2] Favorable features included a highcruising speed of 345 kn (639 km/h), and a highercruising altitude and range, making the aircraft almost as fast asjet airliners while being more fuel-efficient. A trend away fromspoke–and-hub distribution in favor ofpoint-to-point transit was also viewed as being favorable to the 328.[3]
In December 1988, the 328 project was relaunched following the granting of shareholder approval after negotiations between the Dornier family andDaimler Benz.[1][4] As the result of a six-month evaluation, a selection of powerplants deemed to be appropriate for the 328 was formed, these being theGeneral Electric CT7-9D, theGarrett TPE-341-21, and thePratt & Whitney Canada PW119A. While the Garrett engine was viewed by Deutsche Aerospace as being technically superior, Pratt & Whitney's powerplant was more advanced in development, thus was chosen.[5] The engine selection was soon followed by the selection of a six-bladedcomposite propeller fromHartzell, Hartzell's submission being reportedly substantially lighter than competing bids fromDowty andHamilton Standard.[5] Following various considerations betweenelectromechanical anddigital instrumentation, Dornier opted for a digitalglass cockpit and selectedHoneywell to provide this after considering options fromSaab Group,Rockwell Collins, andSmiths Aerospace.[6]
In May 1991,Horizon Air, a US-based airline, placed an order for 35 aircraft; this was the largest order for the 328 at that point and was larger than any other order for it or its competitors to be placed that year.[4] In October 1991, the first prototype of the 328 was formally rolled out.[7] On 6 December 1991, the first prototype conducted the type'smaiden flight.[8] On 4 June 1992, a second 328 prototype performed its first flight.[9] On 14 December 1992, one of the 328 prototypes suffered a near-catastrophic in-flight propeller failure when all six propeller blades on one engine detached before puncturing thefuselage; the subsequent temporary loss of control caused the aircraft to roll 280° and descend 5,000 feet (1,500 m) before control was recovered.[10]
On 13 October 1993, the 328 formally entered commercial service.[11][12] The 328 was launched into the market during a period of large numbers of competing turboprop aircraft, as well as increasing competition from newly launchedregional jets, which were becoming increasingly popular during the early 1990s.[13][14][15] The 328 had the advantages of being both quieter and faster than many of its rivals, but this did not ensure its commercial success.[13] The latter half of the 328 program took place during a recession, which curtailed demand for new aircraft from operators.[4] Both the 328 and the wider Dornier division of Deutsche Aerospace proved to be losing money; accordingly, Deutsche Aerospace wavered in committing more resources to the regional aircraft market, repeatedly delaying a decision to proceed with a 48-seat stretched model of the 328, which had originally been unveiled in 1991.[16][17][18]
During the early 1990s, Deutsche Aerospace andFokker explored the prospects of a commercial relationship to mutually engage the regional aircraft market;[14] this culminated in Deutsche Aerospace purchasing a 40% stake in Fokker in 1993.[19] In June 1995, Deutsche Aerospace andDaewoo Heavy Industries were reportedly conducting talks on the establishment of a second 328 assembly line inSouth Korea for the Asian market.[20] In 1995, both Fokker and Deutsche Aerospace suffered substantial financial difficulties, which ultimately led to the end of the latter's ambitions to dominate the European regional aircraft market.[21][19] In June 1996, Deutsche Aerospace sold the majority of Dornier Luftfahrt GmbH to American manufacturerFairchild Aircraft, leading to the creation of Fairchild Dornier GmbH.[13] The newly combined Fairchild Dornier company emerged as the third-largest regional aircraft manufacturer in the world, and viewed the 328 as being both a key product in its lineup and the basis for a future family of aircraft.[13]
Continuing development of a jet-powered variant of the 328 was initially designated as the Dornier 328-300 and later simply known as theDornier 328JET, which had been started under Deutsche Aerospace. Fairchild Dornier also sought to develop a stretched version, designated as theDornier 428JET, and a dedicated freighter model.[13][22][23] Additionally, Farchild Dornier developed a larger aircraft, theFairchild Dornier 728 family. In addition to typical passenger models,business jet configurations of both the 728JET and 928JET were projected, tentatively referred to as Envoy 3 and Envoy 7, respectively.[13] The ambitious family project drew the support of the German government, which guaranteed US$350 million in loans for the scheme.[13] During the late 1990s, Fairchild Dornier struggled to find both capital and strategic partners to support the project, and the company enteredbankruptcy in April 2002.[13]
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Following the bankruptcy of Fairchild Dornier,AvCraft Aviation acquired the Dornier 328/328JET rights, but this company entered bankruptcy less than three years later.[24][25]In June 2006, 328 Support Services GmbH acquired thetype certificate for the Dornier 328.[26]It provides maintenance, repair, and overhaul services to the existing in-service fleet.[27]
In February 2015, US engineering companySierra Nevada Corporation acquired 328 Support Services GmbH.[28][24]Shortly thereafter, Sierra Nevada's owner, Turkish-American engineerFatih Ozmen established a private corporation named Özjet Havacılık Teknolojileri A.Ş. at Technopark ofBilkent University,Ankara, and signed amemorandum of understanding with theTransportation Ministry of Turkey to manufacture the 328 at Ankara.[29]In June 2015, the Turkish government launched the Turkish TR328 and TRJ328 regional aircraft project, a modernized 328/328JET, with either turboprops or jets for civil and military use[30] and a larger TR628/TRJ-628[31] forecasting a break-even level and market of 500–1000 for each type.
First flight was anticipated in 2019, but Turkey abandoned the program in October 2017, after facing increasing costs and no longer being confident of market demand forecasts.
Existing aircraft can be sourced by 328 Support Services and converted forcivil transport,military operations,medical evacuation, orfreighter orutility missions for $7–9 million, including zero time turboprops.
On 21 August 2019, 328 Support Services announced the formation ofDRA GmbH to establish its final assembly line for a new version of the aircraft, named 328NEU, atLeipzig/Halle Airport, creating of up to 250 new jobs there and over 100 jobs inOberpfaffenhofen, near Munich; the programme should be detailed late in the first quarter of 2020.[32] The company signed amemorandum of understanding with the federal authorities of Germany, and State ofSaxony ministries.[33] To revive the turboprop design, SNC was set to invest €80 million ($88.75 million) in DRA while the state of Saxony pledged €6.5 million.[34] On 29 April 2020, DRA GmbH rebranded the new version as the "D328eco".[35] DRA GmbH was not able to use the Dornier name as the trademark belongs toAirbus and is used by its subsidiaryDornier Consulting. Instead, DRA GmbH created a new brand,Deutsche Aircraft.[36][37]
The redesigned aircraft is stretched by 2 m (6 ft 7 in) to 23.3 m (76 ft), permitting it to carry up to 40 passengers, 20% more than the original Dornier 328.[38] The adoption of advanced avionics, such as theGarmin G5000 avionics suite, may permitsingle-pilot operations under some circumstances.[38][39] It will be powered byPratt & Whitney Canada PW127XT-S; the engine output increases from 2,180 to 2,750 hp (1,630 to 2,050 kW) with 2-3% betterbrake specific fuel consumption, andmaximum take-off weight is increased by 1.7 to 15.6 t (3,700 to 34,400 lb), similar to the328JET.[40] The company has targeted a 600 km/h (320 kn) speed, a 9,144 m (30,000 ft) altitude, operations from 1,000 m (3,300 ft) runways, and a fuel consumption of 2.6 L/100 km (90 mpg‑US) each for 40 passengers; its length would be 23.31 m (76.5 ft) and its wingspan 20.98 m (68.8 ft)[37]
In January 2021, it was reported that the first flight was scheduled to take place during 2024, whileSupplemental type certification and service entry were both planned for 2025; the production facility has been sized to accommodate up to 48 aircraft per year.[40][36] During June 2023, the company announced that it has commenced the fabrication of the first prototype aircraft.[41]Deutsche Aircraft suppliers includeLiebherr-Aerospace Toulouse,Aciturri, andHeggemann.[citation needed][importance?]Private Wings is the launch customer with an initial purchase of five aircraft.[citation needed]
In May 2023 took place theground-breaking ceremony for the newfinal assembly line atLeipzig/Halle Airport with a capacity of 48 aircraft per year, featuring a commissioning hangar and logistics centre.[42]In early May 2025, the rear fuselage assembly line was inaugurated withinDynamatic Technologies in Bengaluru, India.[42]By then, Deutsche Aircraft was preparing to roll out on 28 May at Oberpfaffenhofen its first prototype, assembled from the centre section of one Dornier 328 airframe and the nose and empennage of another one, planning to fly it later in 2025.[42]
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The Dornier 328 is a twin-turboprop engined,regional aircraft, principally designed for short-haul passenger operators; Deutsche Aerospace often promoted the type as being a "third-generation airliner".[1] The fuselage of the 328 employs an unusual streamlined shape, having been optimised for high cruising speeds; the aircraft is capable of higher cruise and approach speeds than most turboprop-powered aircraft, which allows it to be more readily slotted around jetliners during landing approaches.[43] According to Deutsche Aerospace, the 328 offered the "lowest noise level, widest cabin, highest standing room, widest cabin floor, and widest seats in the three-abreast class".[44] The 328 is capable of operations from semi-prepared airstrips and rough runways, incorporating features such as its retractablelanding gear being equipped with high-flotation tyres and steerable nose gear and a gravel guard.[45]
It is equipped with a pair ofPratt and Whitney PW119C turboprop engines, which drive fully reversibleHartzell HD-E6C-3B propellers.[45] The propeller blades generate notably less noise in comparison to their contemporary counterparts due to features such as their lower rotation speed,[46][4] propeller synchrophasing, and the use of a six-blade configuration.[5] The propeller system is variable-pitch to maintain a constant engine speed.[5] During the early 1990s, the manufacturer claimed that the use of various noise-reduction measures across the aircraft kept the internal cabin noise "below that of even some modern jet aircraft".[7]
The fuselage of 328 allows for a comfortable three-abreast, airline-style seating arrangement to be used, as well as a dense, four-abreast configuration to accommodate greater passenger numbers, of which it is able to carry a maximum of 27.[45] A total of six cabin configurations is available for passenger and cargo operations; these include a flexiblecombi aircraft layout with a movable wall separating passengers and cargo, and a medical evacuation arrangement equipped with biofloors and positions for four litters and medical attendees.[45] The 328 is pressurized, a first for Dornier-built aircraft, which was implemented to achieve a higher level of passenger comfort; the passenger cabin is designed to be more akin to those of much larger passenger aircraft.[43] A full-sized galley, toilet, and washbasin can also be installed.[1]
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The 328 is furnished with the samesupercritical wing design that had been originally developed for Dornier's earlierDornier 228; this wing provides the aircraft with both excellent cruise and climb capabilities.[46][4] The straightforward construction techniques of the Dornier 228 were also reused for the 328, despite making increased use ofcomposite materials in areas such as the rear fuselage andempennage. The 328 reportedly made greater use of composites than any of its direct competitors at launch; the use of theKevlar-carbon fiber composites is claimed to have reduced its weight by 20%.[46][47] Various materials are used across the airframe; amongst these, analuminium alloy is used for the pressure fuselage and much of thewingbox, atitanium alloy for the tail cone, andglass fibre-reinforced plastic for theradome and leading edge of thevertical stabilizer.[48] Noise-absorbent material is located across the fuselage, while the cabin wall is hung from isolatorbrackets to reduce vibration and noise transference.[46][47]
The twin-crewglass cockpit of the 328 is equipped with aHoneywell Primus 2000 avionics suite, and the cockpit has anelectronic flight instrument system comprising five 20 x 17.5 cmcathode-ray tube (CRT) monitors.[45] The central CRT serves as theengine-indicating and crew-alerting system, while the two inner CRTs are used as multifunctional displays and the outermost two CRTs perform as the primary flight displays.[48] Addition avionics include a dual integrated avionics computer, a digitaldatabus (a commercial derivative of theMIL-STD-1553 databus), dual Primus II integrated radio system, automaticflight control system, dual digital air data reference units, Primus 650weather radar, dual mode-Stransponder,enhanced ground proximity warning system, andtraffic collision avoidance system.[45][46][49]
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In 2005, theAustralian Maritime Safety Authority (AMSA) awarded a contract to AeroRescue to provide long-range search and rescue capability around Australia. Accordingly, five 328-100s were progressively commissioned from April 2006[50] to February 2007 and stationed around the Australian coastline to provide a 24-hour, 30-minute response capability. These aircraft were equipped with a comprehensive electronic sensor suite by Aerodata AG in Germany including;Israel Aerospace Industries ELTA EL/M 2022A Radar, FSI Star SAFire III Forward Looking Infra Red, Direction Finder and an ARGON ST Infra Red/Ultra Violet scanner. The aircraft are also fitted with anAeronautical Engineers Australia dispatch system, allowing rescue stores to be dropped from the aircraft through a chute through the underwing emergency exit. These are progressively being upgraded with an in-flight-opening cargo door to allow dispatch of larger items, up to 20-person life rafts, and boat-dewatering pumps for open-water rescues. These aircraft were replaced by a fleet ofCL604 jets under contract to AMSA.[51]
In July 2018, 24 aircraft were in airline service. Major operators includePrivate Wings (9) and DANA (4). Seven other airlines operate smaller numbers of the type.[54]By 2018, 328 Support Services supported 200 turboprops andjets.[55]By August 2019, 58 turboprops and 50 jets were in service, with the largest operators being theUS Air Force (20 units), Danish carrierSun-Air (12), GermanPrivate Wings (10), and AmericanUltimate Jetcharters (8); 19 turboprops and nine jets were in storage, while 79 have been retired.[56]
In addition, theaircraft was previously used to provide passengerfeeder services in the U.S. operating asUnited Express andUS Airways Express flights.
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Data from Jane's All the World's Aircraft 1999–2000[60]
General characteristics
Performance
Avionics
Honeywell Primus 2000
| External videos | |
|---|---|
 In-cockpit footage of a 328 during a visual approach landing | |
| Promotional video of a Dornier 328 private jet conversion | |
| Video of a Dornier 328 taxiing and taking off |
Related development
Aircraft of comparable role, configuration, and era
