View source for Dornier 328

{{Short description|Regional airliner family by Dornier}}
{{Infobox aircraft
| name = Dornier 328
| image = File:Sun-Air Do-328.jpg
| caption = A Dornier 328 of [[Sun-Air of Scandinavia]], painted in [[British Airways]] livery
| type = [[Airliner]]
| national_origin = Germany
| manufacturer = [[Dornier Flugzeugwerke|Dornier]],<br>[[Fairchild Aircraft|Fairchild-Dornier]]<br>[[Sierra Nevada Corporation]]<br>[[Deutsche Aircraft]]
| designer = 
| first_flight = 6 December 1991
| introduction = October 1993
| retired = 
| status = In service
| primary_user = [[Central Mountain Air]]
| more_users = [[Rhein-Neckar Air]]<br>[[Eagle Air (Iceland)]]
| produced = 1991–2000<br>2020-present
| number_built = 107
| developed_from = 
| variants = 
| developed_into = [[Fairchild Dornier 328JET]]
}}

The '''Dornier 328''' is a [[turboprop]]-powered commuter airliner. Initially produced by Germany company [[Dornier Flugzeugwerke|Dornier Luftfahrt GmbH]], the firm was acquired in 1996 by US firm [[Fairchild Aircraft]]. The resulting firm, named [[Fairchild (aircraft manufacturer)|Fairchild-Dornier]], manufactured the 328 family in [[Oberpfaffenhofen]], Germany, conducted sales from [[San Antonio, Texas]], United States, and supported the product line from both locations. A [[jet-powered]] version of the aircraft, the [[Fairchild Dornier 328JET]], was also produced. An updated version, the 328eco, is under development in Germany.

==Development==

===Origins===
The Dornier 328 program started when Dornier was still owned by [[DaimlerChrysler Aerospace|Deutsche Aerospace]]. Feedback from 1984 market research indicated a desire for a fast, quiet, and easy-to-maintain commuter airliner with a 30-seat capacity.<ref name = "high 69">Moxon 1991, p. 69.</ref> Sales were projected to reach at least 400 units.<ref>Moxon, Barrie and Goold 1991, pp. 31–32.</ref> Favorable features included a high [[cruising speed]] of {{convert|345|kn|km/h|abbr=on}}, and a higher [[cruising altitude]] and range, making the aircraft almost as fast as [[jet airliner]]s while being more fuel-efficient. A trend away from [[spoke–hub distribution paradigm|spoke–and-hub distribution]] in favor of [[point-to-point transit]] was also viewed as being favorable to the 328.<ref name = "describe 32-33">Moxon, Barrie and Goold 1991, pp. 32–33.</ref>

In December 1988, the 328 project was relaunched following the granting of shareholder approval after negotiations between the Dornier family and [[Daimler Benz]].<ref name = "high 69"/><ref name = "describe 32"/> As the result of a six-month evaluation, a selection of powerplants deemed to be appropriate for the 328 was formed, these being the [[General Electric T700|General Electric CT7-9D]], the [[Garrett TPE331|Garrett TPE-341-21]], and the [[Pratt & Whitney Canada PW100|Pratt & 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.<ref name = "describe 34">Moxon, Barrie and Goold 1991, p. 34.</ref> The engine selection was soon followed by the selection of a six-bladed [[composite material|composite]] propeller from [[Hartzell Propeller|Hartzell]], Hartzell's submission being reportedly substantially lighter than competing bids from [[Dowty Rotol|Dowty]] and [[Hamilton Standard]].<ref name = "describe 34"/> Following various considerations between [[electromechanics|electromechanical]] and [[digital electronics|digital]] instrumentation, Dornier opted for a digital [[glass cockpit]] and selected [[Honeywell]] to provide this after considering options from [[Saab Group]], [[Rockwell Collins]], and [[GE Aviation Systems|Smiths Aerospace]].<ref name = "describe 38">Moxon, Barrie and Goold 1991, p. 38.</ref>

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.<ref name = "describe 32">Moxon, Barrie and Goold 1991, p. 32.</ref> In October 1991, the first prototype of the 328 was formally rolled out.<ref name = "describe 31">Moxon, Barrie and Goold 1991, p. 31.</ref> On 6 December 1991, the first prototype conducted the type's [[maiden flight]].<ref name="Daimler p123">Swanborough 1992, p. 123.</ref> On 4 June 1992, a second 328 prototype performed its first flight.<ref>[https://www.flightglobal.com/pdfarchive/view/1992/1992%20-%201541.html "Second Dornier 328 Joins Test Programme."] ''Flight International'', 23 June 1992. p. 9.</ref> 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 the [[fuselage]]; the subsequent temporary loss of control caused the aircraft to roll 280° and descend {{convert|5000|ft|m}} before control was recovered.<ref>Barrie, Douglas. [https://www.flightglobal.com/pdfarchive/view/1993/1993%20-%200006.html "Dornier 328 prototype hit by propeller failure."] ''Flight International'', 12 January 1993. p. 4.</ref>

On 13 October 1993, the 328 formally entered commercial service.<ref name="Brasseys 99 p195">Taylor 1999, p. 195.</ref><ref>[https://www.flightglobal.com/pdfarchive/view/1991/1991%20-%202570.html "Premiere: Dornier 328."] ''Flight International'', 8 October 1991. p. 28.</ref> The 328 was launched into the market during a period of large numbers of competing turboprop aircraft, as well as increasing competition from newly launched [[regional jet]]s, which were becoming increasingly popular during the early 1990s.<ref name = "ref bus">[http://www.referenceforbusiness.com/history2/76/Fairchild-Dornier-Gmbh.html "Fairchild Dornier Gmbh Company Profile, Information, Business Description, History, Background Information on Fairchild Dornier Gmbh."] ''Reference for Business'', Retrieved: 5 May 2008.</ref><ref name = "berlin 1992"/><ref>[https://www.flightglobal.com/pdfarchive/view/1991/1991%20-%203148.html "DASA warns of clash in regional launch plans."] ''Flight International'', 10 December 1991. p. 6.</ref> The 328 had the advantages of being both quieter and faster than many of its rivals, but this did not ensure its commercial success.<ref name = "ref bus"/> The latter half of the 328 program took place during a recession, which curtailed demand for new aircraft from operators.<ref name = "describe 32"/> 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.<ref>Barrie, Douglas. [https://www.flightglobal.com/pdfarchive/view/1991/1991%20-%202730.html "Domier details a stretched Do.328."] ''Flight International'', 29 October 1991. pp. 4–5.</ref><ref>[https://www.flightglobal.com/pdfarchive/view/1993/1993%20-%201017.html "DASA dithers on Dornier 328 stretch."] ''Flight International'', 11 May 1993. p. 10.</ref><ref>[https://www.flightglobal.com/pdfarchive/view/1991/1991%20-%201429.html "Buyers demand stretched Dornier 328."] ''Flight International'', 11 June 1991. p. 5.</ref>

===Further development===
During the early 1990s, Deutsche Aerospace and [[Fokker]] explored the prospects of a commercial relationship to mutually engage the regional aircraft market;<ref name = "berlin 1992">[https://www.flightglobal.com/pdfarchive/view/1992/1992%20-%201335.html "Decisions, Decisions."] ''Flight International'', 2 June 1992. pp. 35, 38.</ref> this culminated in Deutsche Aerospace purchasing a 40% stake in Fokker in 1993.<ref name = "Fokker troub"/> In June 1995, Deutsche Aerospace and [[Daewoo Heavy Industries]] were reportedly conducting talks on the establishment of a second 328 assembly line in [[South Korea]] for the Asian market.<ref>Jeziorski, Andrzej. [https://www.flightglobal.com/news/articles/dasa-in-talks-over-korean-328-deal-production-25682/ "DASA in talks over Korean 328 deal production."] ''Flight International'', 14 June 1995.</ref> 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.<ref>Jeziorski, Andrzej. [https://www.flightglobal.com/news/articles/dasa-dealt-double-blow-24457/ "DASA dealt double blow."] ''Flight International'', 23 August 1995.</ref><ref name = "Fokker troub">Jeziorski, Andrzej. [https://www.flightglobal.com/news/articles/dasa-folds-its-wings-19453/ "DASA folds its wings."] ''Flight International'', 31 January 1996.</ref> In June 1996, Deutsche Aerospace sold the majority of Dornier Luftfahrt GmbH to American manufacturer [[Fairchild Aircraft]], leading to the creation of Fairchild Dornier GmbH.<ref name = "ref bus"/> 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.<ref name = "ref bus"/>

Continuing development of a jet-powered variant of the 328 was initially designated as the Dornier 328-300 and later simply known as the [[Dornier 328JET]], which had been started under Deutsche Aerospace. Fairchild Dornier also sought to develop a stretched version, designated as the [[Dornier 428JET]], and a dedicated freighter model.<ref name = "ref bus"/><ref>[https://www.flightglobal.com/pdfarchive/view/1996/1996%20-%202413.html "Dornier sets jet date."] ''Flight International'', 17 September 1996. p. 9.</ref><ref>Doyle, Andrew. [https://www.flightglobal.com/pdfarchive/view/1999/1999%20-%202789.html "Regional Aviation: Joining the Jet Age."] ''Flight International'', 28 September 1999.</ref> Additionally, Farchild Dornier developed a larger aircraft, the [[Fairchild 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.<ref name = "ref bus"/> The ambitious family project drew the support of the German government, which guaranteed US$350 million in loans for the scheme.<ref name = "ref bus"/> During the late 1990s, Fairchild Dornier struggled to find both capital and strategic partners to support the project, and the company entered [[bankruptcy]] in April 2002.<ref name = "ref bus"/>

===Dornier aftermath===

[[File:Dornier 328 (304650241).jpg|thumb|A Dornier 328, 2006]]

Following the bankruptcy of Fairchild Dornier, [[AvCraft Aviation]] acquired the Dornier 328/328JET rights, but this company entered bankruptcy less than three years later.<ref name=Flight18feb2015>{{cite news |author= Dan Thisdell |url= https://www.flightglobal.com/news/articles/new-era-for-dornier-328-with-sierra-nevada-acquisiti-409179/ |title= New era for Dornier 328 with Sierra Nevada acquisition |work= Flight International |date= 18 February 2015}}</ref><ref>{{cite news |author= Kate Sarsfield |url= https://www.flightglobal.com/news/articles/back-to-life-nine-civil-types-revived-410656/ |title= Back to life: nine civil types revived |work= Flight International |date= 27 March 2015}}</ref>
In June 2006, 328 Support Services GmbH acquired the [[type certificate]] for the Dornier 328.<ref>{{cite web |url= http://328.eu/wp-content/uploads/2016/09/TCDS-FAA-A45NM-Dornier-328-100-Rev-8.pdf |title= FAA Type Certificate Data Sheet No. A45NM |publisher= [[Federal Aviation Administration]] |date= September 9, 2016 |access-date= October 21, 2017 |archive-date= May 13, 2021 |archive-url= https://web.archive.org/web/20210513115442/https://328.eu/wp-content/uploads/2016/09/TCDS-FAA-A45NM-Dornier-328-100-Rev-8.pdf |url-status= dead }}</ref>
It provides maintenance, repair, and overhaul services to the existing in-service fleet.<ref>{{cite web |url= http://328.eu/ |title= 328 Support Services GmbH |publisher= Sierra Nevada Corporation }}</ref>

In February 2015, US engineering company [[Sierra Nevada Corporation]] acquired 328 Support Services GmbH.<ref>{{cite press release |url= https://www.sncorp.com/press-releases/snc-328-acquisition/ |title= Sierra Nevada Corporation Expands into Global Aircraft Markets through Investments in UK and Germany – SNC Acquires 328 Support Services GmbH |publisher= [[Sierra Nevada Corporation]] |date= February 6, 2015}}</ref><ref name=Flight18feb2015/>
Shortly thereafter, Sierra Nevada's owner, Turkish-American engineer [[Fatih Ozmen]] established a private corporation named Özjet Havacılık Teknolojileri A.Ş. at Technopark of [[Bilkent University]], [[Ankara]], and signed a [[memorandum of understanding]] with the [[Transportation Ministry of Turkey]] to manufacture the 328 at Ankara.<ref>{{cite press release |url= https://www.sncorp.com/press-releases/snc-turkey-jet/ |title= Sierra Nevada Corporation Collaborates on Regional Jet Aircraft in Turkey |publisher= [[Sierra Nevada Corporation]] |date= May 27, 2015}}</ref>
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 <ref>{{cite news |author= Dominic Perry |url= https://www.flightglobal.com/news/articles/paris-turkish-regional-aircraft-may-feature-pw-eng-413598/ |title= PARIS: Turkish regional aircraft may feature P&W engines |work= Flight International |date= 15 June 2015}}</ref> and a larger TR628/TRJ-628<ref>{{cite news |author= Niall O'Keeffe |url= https://www.flightglobal.com/news/articles/programme-partner-outlines-production-plan-for-mode-417785/ |title= Programme partner outlines production plan for modernised 328s |work= Flight International |date= 15 October 2015}}</ref> 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.<!--<ref name=ATW20Oct2017/>-->

Existing aircraft can be sourced by 328 Support Services and converted for [[air transport|civil transport]], [[military aircraft|military operations]], [[medical evacuation]], or [[Cargo aircraft|freighter]] or [[Utility aircraft|utility]] missions for $7–9 million, including zero time turboprops.<!--<ref name=AIN17jul2018>-->

===D328eco===
On 21 August 2019, 328 Support Services announced the formation of [[Deutsche Aircraft|DRA GmbH]] to establish its final assembly line for a new version of the aircraft, named 328NEU, at [[Leipzig/Halle Airport]], creating of up to 250 new jobs there and over 100 jobs in [[Oberpfaffenhofen]], near Munich; the programme should be detailed late in the first quarter of 2020.<ref name=DRA21aug2019>{{cite press release |url=https://dra-aero.com/wp-content/uploads/2019/07/SNC-328-SSG-partner-to-form-a-new-German-OEM-in-Leipzig-Germany-V1.pdf |title=328 Support Services GmbH & Germany Partner to Form Leipzig-based OEM, DRA GmbH |date=21 August 2019 |publisher=Sierra Nevada Corporation / 328 Support Services GmbH |access-date=21 August 2019 |archive-date=21 August 2019 |archive-url=https://web.archive.org/web/20190821132256/https://dra-aero.com/wp-content/uploads/2019/07/SNC-328-SSG-partner-to-form-a-new-German-OEM-in-Leipzig-Germany-V1.pdf |url-status=dead }}</ref> The company signed a [[memorandum of understanding]] with the federal authorities of Germany, and State of [[Saxony]] ministries.<ref>{{cite journal |title=Dornier's 328 Leipz' into the Next Generation |journal=Airliner World |volume=October 2019 |page=17}}</ref> 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.<ref>{{cite news |url=https://www.ainonline.com/aviation-news/air-transport/2019-08-21/new-oem-germany-build-upgrade-dornier-328 |title=New OEM in Germany To Build Upgrade of the Dornier 328 |first=Cathy |last=Buyck |work=AIN Online |date=21 August 2019}}</ref> On 29 April 2020, DRA GmbH rebranded the new version as the "D328eco".<ref>{{cite web |url=https://328.eu/2020/04/4764-2/ |title=DRA – Deutsche Regional Aircraft GmbH Q1 2020 Update – Appointment of Chief Technology Officer Martin Nüsseler |publisher=328 Support Services GmbH |access-date=2021-06-01 |archive-date=2021-02-09 |archive-url=https://web.archive.org/web/20210209015903/https://328.eu/2020/04/4764-2/ |url-status=dead }}</ref> DRA GmbH was not able to use the Dornier name as the trademark belongs to [[Airbus]] and is used by its subsidiary [[Dornier Consulting]]. Instead, DRA GmbH created a new brand, [[Deutsche Aircraft]].<ref name=aerotelegraph1feb2021/><ref name="DAproducts">{{cite web |title=Products |url=https://www.deutscheaircraft.com/products/d328eco |access-date=21 November 2024 |publisher=Deutsche Aircraft}}</ref>

The redesigned aircraft is stretched by {{cvt|2|m}} to {{convert|23.3|m|ft|abbr=on}}, permitting it to carry up to 40 passengers, 20% more than the original Dornier 328.<ref name=Flight8dec2020/> The adoption of advanced avionics, such as the [[Garmin]] G5000 avionics suite, may permit [[Aircraft pilot#Automation|single-pilot]] operations under some circumstances.<ref name=Flight8dec2020>{{cite news |url=https://www.flightglobal.com/airframers/germanys-d328eco-will-have-longer-fuselage-single-pilot-technology/141497.article |title= Germany's D328eco will have longer fuselage, single-pilot technology |first=Jon |last=Hemmerdinger |date=8 December 2020 |work=Flightglobal}}</ref><ref>{{Cite web |url=https://www.deutscheaircraft.com/news/deutsche-aircraft-selects-garmin-g5000-avionics-suite-for-its-new-d328eco-aircraft |title=Deutsche Aircraft selects Garmin G5000 avionics suite for its new D328eco aircraft |publisher=Deutsche Aircraft}}</ref> It will be powered by [[Pratt & Whitney Canada PW127|Pratt & Whitney Canada PW127XT-S]]; the engine output increases from {{cvt|2,180|to|2,750|hp|kW}} with 2-3% better [[brake specific fuel consumption]], and [[maximum take-off weight]] is increased by {{cvt|1.7|to|15.6|t|lb}}, similar to the [[328JET]].<ref name=Flight8jan2021/> The company has targeted a {{convert|600|km/h|kn|abbr=on}} speed, a {{convert|9,144|m|ft|abbr=on}} altitude, operations from {{cvt|1000|m}} runways, and a fuel consumption of {{cvt|2.6|L/100km|mpgUS}} each for 40 passengers; its length would be {{cvt|23.31|m}} and its wingspan {{cvt|20.98|m}}<ref name="DAproducts"/>

In January 2021, it was reported that the first flight was scheduled to take place during 2024, while [[Supplemental type certificate|Supplemental type certification]] and service entry were both planned for 2025; the production facility has been sized to accommodate up to 48 aircraft per year.<ref name=Flight8jan2021>{{cite news |url=https://www.flightglobal.com/airframers/how-deutsche-aircraft-plans-to-tackle-regional-resurgence-with-reborn-dornier-328/141882.article |title=How Deutsche Aircraft plans to tackle regional resurgence with reborn Dornier 328 |first=Dominic |last=Perry |date=8 January 2021 |work=Flightglobal}}</ref><ref name=aerotelegraph1feb2021>{{Cite news |url=https://www.aerotelegraph.com/wir-glauben-dass-unser-flugzeug-besser-ist-als-die-atr-42 |title=Wir glauben, dass unser Flugzeug besser ist als die ATR 42 |date=1 February 2021 |work=aerotelegraph.com |access-date=4 February 2021 |language=de |trans-title=«We believe that our aircraft is better than the ATR 42»}}</ref> During June 2023, the company announced that it has commenced the fabrication of the first prototype aircraft.<ref>{{cite web |url=https://www.flightglobal.com/air-transport/first-metal-cut-for-new-d328eco-with-supply-chain-now-90-locked-down/153868.article |title=First metal cut for D328eco, with supply chain 90% 'locked down' |first=Dominic |last=Perry |date=21 June 2023 |website=Flightglobal |access-date=22 June 2023}}</ref>
Deutsche Aircraft suppliers include [[Liebherr Aerospace|Liebherr-Aerospace Toulouse]], [[Aciturri]], and [[Heggemann]].{{cn|date=May 2025}}{{importance-inline|reason=Liebherr may be notable, but not Aciturri or Heggemann|date=May 2025}}
[[Private Wings]] is the launch customer with an initial purchase of five aircraft.{{cn|date=May 2025}}

In May 2023 took place the [[Groundbreaking|ground-breaking ceremony]] for the new [[Assembly line|final assembly line]] at [[Leipzig/Halle Airport]] with a capacity of 48 aircraft per year, featuring a commissioning hangar and logistics centre.<ref name=Flight20May2025/>
In early May 2025, the rear fuselage assembly line was inaugurated within [[Dynamatic Technologies]] in Bengaluru, India.<ref name=Flight20May2025/>
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.<ref name=Flight20May2025>{{cite news |url= https://www.flightglobal.com/aerospace/deutsche-aircraft-nears-roll-out-of-initial-prototype-d328eco/163046.article |title= Deutsche Aircraft nears roll-out of initial prototype D328eco |author= David Kaminski-Morrow |date= 20 May 2025 |work= FlightGlobal}}</ref>

==Design==
[[File:THE 328 (419180200).jpg|thumb|Forward section of a 328]]
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".<ref name = "high 69"/> 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.<ref name = "high 69 70"/> 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".<ref name = "describe 40">Moxon, Barrie and Goold 1991, p. 40.</ref> The 328 is capable of operations from semi-prepared airstrips and rough runways, incorporating features such as its retractable [[landing gear]] being equipped with high-flotation tyres and steerable nose gear and a gravel guard.<ref name = "broch"/>

It is equipped with a pair of [[Pratt & Whitney Canada PW100|Pratt and Whitney PW119C]] turboprop engines, which drive fully reversible [[Hartzell Propeller|Hartzell]] HD-E6C-3B propellers.<ref name = "broch"/> The propeller blades generate notably less noise in comparison to their contemporary counterparts due to features such as their lower rotation speed,<ref name = "high 70"/><ref name = "describe 32"/> propeller synchrophasing, and the use of a six-blade configuration.<ref name = "describe 34"/> The propeller system is variable-pitch to maintain a constant engine speed.<ref name = "describe 34"/> 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".<ref name = "describe 31"/>

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.<ref name = "broch">[http://mediakit.sncorp.com/mediastore/document/SNC_Dornier-328-100-Product-Sheet_20141112.pdf "Dornier-328-100."] {{Webarchive|url=https://web.archive.org/web/20190805011320/http://mediakit.sncorp.com/mediastore/document/SNC_Dornier-328-100-Product-Sheet_20141112.pdf |date=2019-08-05 }} ''Sierra Nevada Corporation'', 2014.</ref> A total of six cabin configurations is available for passenger and cargo operations; these include a flexible [[combi 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.<ref name = "broch"/> 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.<ref name = "high 69 70">Moxon 1991, pp. 69–70.</ref> A full-sized galley, toilet, and washbasin can also be installed.<ref name = "high 69"/>

[[File:Aerocardal (9318864545).jpg|thumb|left|Forward-facing internal view from the cockpit of an in-flight 328]]
The 328 is furnished with the same [[supercritical wing]] design that had been originally developed for Dornier's earlier [[Dornier 228]]; this wing provides the aircraft with both excellent cruise and climb capabilities.<ref name = "high 70"/><ref name = "describe 32"/> The straightforward construction techniques of the Dornier 228 were also reused for the 328, despite making increased use of [[composite material]]s in areas such as the rear fuselage and [[empennage]]. The 328 reportedly made greater use of composites than any of its direct competitors at launch; the use of the [[Kevlar]]-[[carbon fiber]] composites is claimed to have reduced its weight by 20%.<ref name = "high 70"/><ref name = "describe 39"/> Various materials are used across the airframe; amongst these, an [[aluminium]] alloy is used for the pressure fuselage and much of the [[wingbox]], a [[titanium]] alloy for the tail cone, and [[fiberglass|glass fibre-reinforced plastic]] for the [[radome]] and leading edge of the [[vertical stabilizer]].<ref name="auto">Moxon, Barrie and Goold 1991, pp. 38–39.</ref> Noise-absorbent material is located across the fuselage, while the cabin wall is hung from isolator [[bracket (architecture)|bracket]]s to reduce vibration and noise transference.<ref name = "high 70"/><ref name = "describe 39">Moxon, Barrie and Goold 1991, p. 39.</ref>

The twin-crew [[glass cockpit]] of the 328 is equipped with a [[Honeywell Primus#Primus 2000/2000XP|Honeywell Primus 2000]] avionics suite, and the cockpit has an [[electronic flight instrument system]] comprising five 20 x 17.5&nbsp;cm [[cathode ray tube]] (CRT) monitors.<ref name = "broch"/> The central CRT serves as the [[engine-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.<ref name="auto"/> Addition avionics include a dual integrated avionics computer, a digital [[Bus (computing)|databus]] (a commercial derivative of the [[MIL-STD-1553]] databus), dual Primus II integrated radio system, automatic [[flight control system]], dual digital air data reference units, Primus 650 [[weather radar]], dual mode-S [[transponder]], [[ground proximity warning system|enhanced ground proximity warning system]], and [[traffic collision avoidance system]].<ref name = "broch"/><ref name = "high 70">Moxon 1991, p. 70.</ref><ref name = "describe 36 39">Moxon, Barrie and Goold 1991, pp. 36, 39.</ref>

==Operational history==
{{expand section|date=July 2016}}
In 2005, the [[Australian 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 <ref>{{cite web|url=http://www.amsa.gov.au/forms-and-publications/about-amsa/publications/Annual-Reports/2015-2016/page-contents/search-and-rescue_subfiles/sar-aircraft-replacement.pdf|title=Search and Rescue|work=[[Australian Maritime Safety Authority]]|access-date=23 August 2017|url-status=dead|archive-url=https://web.archive.org/web/20170319224013/http://www.amsa.gov.au/forms-and-publications/about-amsa/publications/Annual-Reports/2015-2016/page-contents/search-and-rescue_subfiles/sar-aircraft-replacement.pdf|archive-date=19 March 2017}}</ref> 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 an [[Aero Engineers Australia|Aeronautical 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 of [[Bombardier Challenger 600 series|CL604]] jets under contract to AMSA.<ref>{{Cite web|url= https://www.amsa.gov.au/safety-navigation/search-and-rescue/challenger-aircraft|title=AMSA SAR|website=Amsa.gov.au|language=en-GB|access-date=2022-04-26}}</ref>

==Variants==
[[File:D328 D-CPRP.jpg|thumb|right|[[Excellent Air]] Dornier 328-100]]
* '''328-100''' – Initial 328.
* '''328-110''' – Standard 328 with greater range and weights
* '''328-120''' – 328 with improved [[STOL]] performance
* '''328-130''' – 328 with progressive rudder authority reduction at higher airspeeds
* '''[[Fairchild Dornier 328JET|328JET]]''' – turbofan-powered variant, formerly the 328–300
* '''C-146A Wolfhound''' – designation assigned to 20 Dornier 328s operated by the [[United States Air Force]]'s [[Air Force Special Operations Command]].<ref name="AFSOC">{{cite web|url=https://www.af.mil/About-Us/Fact-Sheets/Display/Article/467729/c-146a-wolfhound/|title=C-146A Wolfhound|date=December 13, 2013|publisher=[[United States Air Force]]|access-date=2014-08-02}}</ref><ref>{{cite web|url=https://www.919sow.afrc.af.mil/About-us/Fact-Sheets/Article/617637/c-146a-wolfhound/|publisher=919th Special Operations Wing|title=C-146A Wolfhound|date=13 December 2013|access-date=29 January 2020|archive-date=16 November 2018|archive-url=https://web.archive.org/web/20181116220101/https://www.919sow.afrc.af.mil/About-us/Fact-Sheets/Article/617637/c-146a-wolfhound/|url-status=dead}}</ref>
* '''Deutsche Aircraft D328eco''' - new production in [[Leipzig]], announced in August 2019.<ref name=DRA21aug2019/>

==Operators==
In July 2018, 24 aircraft were in airline service. Major operators include [[Private Wings]] (9) and DANA (4). Seven other airlines operate smaller numbers of the type.<ref name=":0">{{Cite web|url=https://www.flightglobal.com/asset/24536|title=World Airline Census 2018|website=Flightglobal.com|language=en-GB|access-date=2018-08-26}}</ref>
By 2018, 328 Support Services supported 200 turboprops and [[Dornier 328JET|jets]].<ref name=AIN17jul2018>{{cite news |url= https://www.ainonline.com/aviation-news/aerospace/2018-07-17/328-support-highlights-dornier-conversions |title= 328 Support Highlights Dornier Conversions |author= James Wynbrandt |date= July 17, 2018 |work= AIN online}}</ref>
By August 2019, 58 turboprops and 50 jets were in service, with the largest operators being the [[US Air Force]] (20 units), Danish carrier [[Sun-Air of Scandinavia|Sun-Air]] (12), German [[Private Wings]] (10), and American [[Ultimate Jetcharters]] (8); 19 turboprops and nine jets were in storage, while 79 have been retired.<ref name=Flight15aug2019>{{cite news |url= https://www.flightglobal.com/news/articles/sierra-nevada-to-restart-dornier-328-production-in-g-460299/ |title= Sierra Nevada to restart Dornier 328 production in Germany |date= 15 Aug 2019 |author= Michael Gubisch |work= Flightglobal}}</ref>

===Military/government===
;{{BOT}}
* [[Botswana Defence Force Air Wing]] (1)<ref>{{cite web|url=https://www.scramble.nl/planning/orbats/botswana/botswana-defence-force-air-wing|title=Botswana Defence Force - Air Wing|website=Orbats}}</ref>
[[File:01 United States Air Force, Dornier Do-328-110, Larnaca, Cyprus.jpg|thumb|right|[[United States Air Force]] version C-146A operating for [[524th Special Operations Squadron]]]]
;{{USA}}
* Air Force Special Operations Command ([https://www.af.mil/About-Us/Fact-Sheets/Display/Article/467729/c-146a-wolfhound/ 20])<ref name="AFSOC"/>

===Civilian===
[[File:CentralMountainAir-Dornier-328-YVR.jpg|thumb|right|A [[Central Mountain Air]] Dornier 328–100 on approach to [[Vancouver International Airport]]]]
*
;{{CAN}}
* [[Central Mountain Air]] (3)<ref name=":0" />
;{{GER}}
* [[Rhein-Neckar Air]] (3)
* [[Private Wings]] (9)
;{{ISL}}
* [[Eagle Air (Iceland)]] (1)
;{{MLT}}
* [[Medavia]] (1)<ref name=":0" />
;{{NGA}}
* [[Dornier Aviation Nigeria]] (4)
;{{PHL}}
* [[South East Asian Airlines]] (2)
;{{RSA}}
* [[Avex Air Transport]] (1)
;{{USA}}
* The Dornier 328 turboprop was operated in scheduled passenger service by several U.S. regional airlines including: [[Atlantic Coast Airlines|Atlantic Coast Jet]], [[Air Wisconsin]], [[Horizon Air]], [[Lone Star Airlines]], [[PSA Airlines]], [[US Airways Express]], and [[Mountain Air Express]].  
In addition, the [[aircraft]] was previously used to provide passenger [[Local service carrier|feeder services]] in the U.S. operating as [[United Express]] and [[US Airways Express]] flights.

==Accidents==
* On 25 February 1999, [[Alitalia Flight 1553]], operated by [[Minerva Airlines]], was operating a flight from [[Cagliari-Elmas Airport]] to [[Genoa Cristoforo Colombo Airport]] in Italy. Upon landing on runway 29, the aircraft ran off the end of the runway and crashed into the sea. Four of the 31 passengers and crew died in the accident.<ref>{{cite web|url=http://aviation-safety.net/database/record.php?id=19990225-0|title=ASN Aircraft accident Dornier 328-110 D-CPRR Genoa-Cristoforo Colombo Airport (GOA)|author=Harro Ranter|date=25 February 1999|work=aviation-safety.net|access-date=3 July 2015}}</ref>

==Specifications (Dornier 328-110)==
[[File:Dornier Do 328 and Fairchild Dornier 328JET profile line drawing.svg|frameless|right|Profile drawing of the Dornier 328 and 328JET]]
[[File:EM Vision Air DO328 (3108438070).jpg|thumb|Interior of a Dornier 328]]

{{Aircraft specs
|ref=Jane's All the World's Aircraft 1999–2000<ref name="jawa99p1456">Jackson 1999, pp. 145–146</ref>
|prime units?=met
<!--
        General characteristics
-->
|crew=3 (2 Pilots, one Flight Attendant)
|capacity=30 to 33 
|length m=21.28
|length note=
|span m=20.98
|span note=
|height m=7.24
|height note=
|wing area sqm=40.00
|wing area note=
|aspect ratio=11.0:1<!-- sailplanes -->
|airfoil=Do A-5 <ref name="Selig">{{cite web |last1=Lednicer |first1=David |title=The Incomplete Guide to Airfoil Usage |url=https://m-selig.ae.illinois.edu/ads/aircraft.html |website=m-selig.ae.illinois.edu |access-date=16 April 2019}}</ref>
|empty weight kg=8920
|empty weight note=
|gross weight kg=
|gross weight note=
|max takeoff weight kg=13990
|max takeoff weight note=
|fuel capacity={{convert|4268|L|USgal impgal|abbr=on}}
|more general=
<!--
        Powerplant
-->
|eng1 number=2
|eng1 name= [[Pratt & Whitney Canada PW119B]]
|eng1 type=[[turboprop]] engines
|eng1 kw=1625
|eng1 note=

|prop blade number=6<!-- propeller aircraft -->
|prop name=Hartzell
|prop dia m=3.60
|prop dia note=
<!--
        Performance
-->
|cruise speed kmh=620
|cruise speed note=at {{convert|6100|m|ft|abbr=on}}
|stall speed kmh=
|stall speed note=
|never exceed speed kmh=
|never exceed speed note=
|minimum control speed kmh=
|minimum control speed note=
|range km=1852
|range note=at {{convert|9450|m|ft|abbr=on}} (reserves for {{convert|100|nmi|km mi nmi|abbr=on|order=out}} diversion and 45 min hold)
|combat range km=
|combat range note=
|ferry range km=
|ferry range note=
|endurance=<!-- if range unknown -->
|ceiling m=9492
|ceiling sigfig=3
|ceiling note=
|g limits=<!-- aerobatic -->
|roll rate=<!-- aerobatic -->
|climb rate ms=
|climb rate note=
|time to altitude=
|wing loading kg/m2=
|wing loading note=
|fuel consumption kg/km=
|power/mass=
|thrust/weight=
|more performance=<!--<br />
*'''Take-off run:''' {{cvt||m|1367}}
*'''Take-off run to {{cvt|15|m|0}}:''' {{cvt||m|0}}
*'''Landing run:''' {{cvt||m|0}}
*'''Landing run from {{cvt|15|m|0}}:''' {{cvt||m|0}}-->
|avionics=[[Honeywell Primus]] 2000
}}

==See also==
{{External media|topic= |width=23% |float=right |video1=[https://www.youtube.com/watch?v=U6SpAJmJfv8 In-cockpit footage of a 328 during a visual approach landing] |video2=[https://www.youtube.com/watch?v=nmY_epAUcsc Promotional video of a Dornier 328 private jet conversion] |video3=[https://www.youtube.com/watch?v=86TYRQRaCT0 Video of a Dornier 328 taxiing and taking off]}}
{{Portal|Aviation}}
{{aircontent
|related=
* [[Dornier 228]]
* [[Fairchild Dornier 328JET]]
|similar aircraft=
* [[ATR 42]]
* [[DHC-8]] 100/200
* [[Embraer EMB 120 Brasilia]]
* [[Jetstream 41]]
* [[Saab 340]]
|lists=
|see also=
}}

==References==

===Citations===
{{Reflist}}

===Bibliography===

* Jackson, Paul (editor). ''Jane's All the World's Aircraft 1999–2000''. Coulsdon, UK: Jane's Information Group, 1999. {{ISBN|0-7106-1898-0}}
* Moxon, Julian. [https://www.flightglobal.com/pdfarchive/view/1991/1991%20-%201397.html "High Tech Commuter."] ''Flight International'', 4 June 1991. pp.&nbsp;69–70.
* Moxon, Julian., Douglas Barrie and Ian Goold. [https://www.flightglobal.com/pdfarchive/view/1991/1991%20-%202637.html "Do.328 Described: Friendly, Fast, and Frugal."] ''Flight International'', 15 October 1991. pp.&nbsp;31–40.
* Swanborough, Gordon. "Dornier 328: A Daimler for Commuters". ''[[Air International]]'', March 1992, Vol. 42 No. 3. pp.&nbsp;123–128. ISSN 0306-5634.
* Taylor, Michael J.H. ''Brassey's World Aircraft & Systems Directory 1999/2000''. London:Brassey's, 1999. {{ISBN|1-85753-245-7}}.

==External links==
{{Commons category}}
* [https://web.archive.org/web/20121014232914/http://www.trjet.com/ TRJet-Turkish regional aircraft project official page] (archived)
* [http://www.328.eu 328 Support Services GmbH official page]
* {{cite news |url= http://aviationweek.com/business-aviation/used-aircraft-report-dornier-328-turboprop |title= Used Aircraft Report: Dornier 328 Turboprop |date= Jul 26, 2016 |author= Fred George |work= Business & Commercial Aviation |publisher= aviation week}}

{{Fairchild aircraft}}
{{Dornier aircraft}}
{{USAF transports}}
{{Authority control}}

[[Category:Dornier aircraft|328]]
[[Category:Fairchild aircraft]]
[[Category:1990s international airliners]]
[[Category:Twin-turboprop tractor aircraft]]
[[Category:High-wing aircraft]]
[[Category:T-tail aircraft]]
[[Category:Aircraft first flown in 1991]]
[[Category:Aircraft with retractable tricycle landing gear]]