Fairchild Dornier 328JET#Specifications (Dornier 328-300JET)

During the early 1990s, German manufacturer Dornier had launched their turboprop-powered Dornier 328 onto the market. However, some prospective customers reported a negative perception of noise and reliability issues with turboprop engines, which motivated the company to study the manufacture of a turbofan-based variant, initially referred to as the 328-300.{{cite news |url= https://www.flightglobal.com/news/articles/fairchild-dornier-nears-engine-selection-on-328-jet-9939/ |title= Fairchild Dornier nears engine selection on 328 jet |date= 13 November 1996 |last = Guy Norris |work= Flightglobal}} Market research had indicated that, provided that both the economics and performance of such an aircraft were competitive, this would have greater desirability amongst the market. According to Fairchild Dornier president Jim Robinson, such an arrangement had been examined early on in the 328's development process but had been rejected by then-parent company Daimler-Benz Aerospace AG (DASA). Reportedly, producing a jet-powered version of the airliner had been greatly aided by the relatively conservative structural design of the 328.Jeziorski, Andrzej. [https://www.flightglobal.com/news/articles/jet-age-dawns-for-328-32682/ "Jet age dawns for 328."] Flight International, 11 February 1998. Relatively few design modifications between the two airliners were necessary.Henley, Peter. [https://www.flightglobal.com/news/articles/joining-the-jet-set-38851/ "Joining the jet set."] Flight International, 1 July 1999.

By November 1996, according to Dornier vice-president for sales Andrew Jampoler, a feasibility study for the programme had been completed and the company was close to selecting an engine; options considered included the General Electric CFE738, Pratt & Whitney Canada PW306, and the LF507-1F, as well as a de-rated LF507-2 powerplant. By adopting one of these engines, a cruise speed of between {{convert|375 and 390|kn|km/h|abbr=on}} at {{convert|22,000|ft|m|abbr=on}} could be achieved, noticeably higher than the original 328's current maximum speed of 335kn at the same altitude. Conservative projections anticipated the jet-powered airliner to consume roughly 30% more fuel than its turboprop-powered predecessor, although it was believed that this difference would be decreased by further refinements. Jampoler also stated that Dornier had forecast an in-service date of late 1998. Dornier ultimately opted for the Pratt & Whitney Canada PW306/9 engine. During early February 1997, Dornier formally launched the 328JET programme.

File:Pratt And Whitney Dornier 328.jpg owned 328JET at Pearson International Airport]]

During the mid-1990s, Dornier experienced considerable financial difficulties; these heavily contributed to the company's acquisition by the American aerospace firm Fairchild Aircraft, after which the organisation became Fairchild Dornier.Jeziorski, Andrzej. [https://www.flightglobal.com/news/articles/fit-for-europes-future-35224/ "Fit for Europe's future."] Flight International, 8 April 1998. The new entity chose to continue with the programme, albeit rebranding the type as the 328JET. Even following the acquisition, considerable pressure remained on the programme's finances, extending through to its suppliers, leading to reorganisations and premature withdrawals from involvement.[https://www.flightglobal.com/news/articles/daewoo-dumps-dornier-328-contract-13699/ "Daewoo dumps Dornier 328 contract."] Flight International, 26 March 1997.[https://www.flightglobal.com/news/articles/328-production-switch-3801/ "328 production switch."] Flight International, 4 June 1997. By the end of 1997, Dornier-Fairchild had cut its annual costs by $58 million, and anticipated exceeding its $115 million cost-cutting target within two years. Management shake-ups and other measures continued to be performed as part of efforts to reform the business.[https://www.flightglobal.com/news/articles/fairchild-dornier-is-shaken-up-with-major-management-38570/ "Fairchild Dornier is shaken up with major management changes."] Flight International, 24 June 1998.

In spite of internal pressures, senior figures remained upbeat about the prospects for the 328JET and the regional jet market.[https://www.flightglobal.com/news/articles/regional-jets-find-a-home-824/ "Regional jets find a home."] Flight International, 7 May 1997. During June 1997, the first sales of the type were announced, French regional operator Proteus Airlines emerged as the launch customer as a result of a $70 million order for six aircraft, alongside orders from other customers.[https://www.flightglobal.com/news/articles/328-jet-sales-kicked-off-by-french-order-4881/ "328 JET sales kicked off by French order."] Flight International, 19 June 1997.[https://www.flightglobal.com/news/articles/fairchild-dornier-wins-328jet-launch-orders-5523/ "Fairchild Dornier wins 328Jet launch orders."] Flight International, 25 June 1997. It was hoped that the 328JET would have market appeal with those who found the 328 to not meet their preferences, in particular those customers based in the Middle East.[https://www.flightglobal.com/news/articles/high-hopes-for-328jet-sales-in-mid-east-market-29689/ "High hopes for 328JET sales in Mid-East market."] Flight International, . By the end of the year, Dornier had reportedly secured 17 firm orders and 15 options, while the company claimed it was negotiating two major orders for up to 180 aircraft with the aim of closing over the following three months. Dornier representatives believed that there was a viable market for up to 600 328JETs.Lopez, Ramon. [https://www.flightglobal.com/news/articles/survival-of-the-fastest-37025/ "Survival of the fastest?"] Flight International, 13 May 1998. According to Andrew Doyle of the aerospace periodical Flight International, the reenginging programme was being well-received, referring to it as "a new lease of life".Doyle, Andrew. [https://www.flightglobal.com/news/articles/joining-the-jet-age-56430/ "Joining the jet age."] Flight International, 22 September 1999.

By March 1997, reports emerged that Dornier was set to start converting the second 328 prototype into the first turbofan-powered 328JET prototype. During October 1997, as work was underway on building the first prototype, Dornier announced several improvements to the aircraft, including a higher cruise speed of 400kt that was achieved via a minor reduction of the trailing edge flaps.[https://www.flightglobal.com/news/articles/328jet-prepared-for-first-flight-26463/ "328JET prepared for first flight."] Flight International, 15 October 1997. On 6 December 1997, the 328JET prototype rolled out at Dornier's facility outside Oberpfaffenhofen, Germany, after which ground-based testing commenced immediately.Jeziorski, Andrzej. [https://www.flightglobal.com/news/articles/fairchild-rolls-out-first-328jet-30729/ "Fairchild rolls out first 328JET."] Flight International, 17 December 1997. On 20 January 1998, the prototype conducted its maiden flight; it was piloted by Meinhardt Feuersenger, hitherto chief test pilot of the turboprop 328, and Peter Weger. This initial flight over the Bavarian Alps attained a peak altitude of {{convert|25,000|ft|m|abbr=on}} and lasted for almost 2 hours.{{cite web |url=http://www.fairchild-dornier.com/3.html |title=Dornier 328JET - Fairchild Dornier |author=1&1 Homepage-Baukasten |work=fairchild-dornier.com |access-date=7 March 2016 |archive-date=4 March 2016 |archive-url=https://web.archive.org/web/20160304125106/http://www.fairchild-dornier.com/3.html |url-status=dead }}Jeziorski, Andrzej. [https://www.flightglobal.com/news/articles/fairchild-dornier-flies-328jet-32042/ "Fairchild Dornier flies 328JET."] Flight International, 28 January 1998. The flight test programme would involve a total of four prototypes. According to Dornier, performance figures gained from the flight testing phase had either met or exceeded their established expectations. Certification was delayed by four months to address issues with the 328JET's undercarriage, specifically involving the brakes and shock absorbers. During July 1999, type certification was granted by the European Joint Aviation Authorities, corresponding approval from the Federal Aviation Administration (FAA) was received within the following weeks.[https://www.flightglobal.com/news/articles/fairchild-328jet-receives-european-certification-53973/ "Fairchild 328JET receives European certification."] Flight International, 14 July 1999.

Early on the 328JET programme, Dornier were already considering options for a stretched version of the aircraft, originally referred to as the 328-700. During 1998, following the first flight of the type, Fairchild-Dornier opted to pursue development of the stretched 428JET, a 44-seat version of the 328JET.Jeziorski, Andrzej. [https://www.flightglobal.com/news/articles/early-launch-in-store-for-428jet-32861/ "Early Launch in store for 428JET."] Flight International, 18 February 1998. Work proceeded to the point several customers had signed letters of intent to purchase the upcoming aircraft. Furthermore, Dornier had planned to conduct a comprehensive upgrade of the existing model, involving an avionics overhaul and possible re-winging to use a new swept wing, around the early 2000s. By 1998, a dedicated corporate-orientated version, branded Envoy 3, was also being promoted.[https://www.flightglobal.com/news/articles/fairchild-dornier-reveals-plans-for-corporate-328jet-22783/ "Fairchild Dornier reveals plans for corporate 328JET model."] Flight International, 24 September 1997.Sarsfield, Kate. [https://www.flightglobal.com/news/articles/fairchild-dornier-creates-new-identity-for-corporate-37533/ "Fairchild Dornier creates new identity for corporate 328JET."] Flight International, 27 May 1998. However, a consequence of intense competition within the regional airliner market was multiple manufacturers making losses and terminating their programmes; Fairchild-Dornier were no exception to the industry-wide pressure.[https://www.flightglobal.com/news/articles/too-big-a-crowd-28883/ "Too big a crowd."] Flight International, 5 November 1997.O'Toole, Kevin. [https://www.flightglobal.com/news/articles/regional-revolution-32681/ "Regional Revolution."] Flight International, 11 February 1998. The limited commercial performance of the 328JET had placed Fairchild-Dornier into a precarious financial position, the company ultimately being unable to continue the development of further models. As such, the 328JET became the last commercial aircraft to be produced by the former Dornier business prior to being rendered insolvent during 2002.

Following Dornier's insolvency, AvCraft Aviation of Virginia acquired the 328 program during March 2003.{{cite news |first= Dan |last = 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}} This acquisition included rights to the design itself, a total of 18 328JETs in various stages of assembly, and the development work on the 428JET. After the sale of these airplanes, AvCraft negotiated with its suppliers to resume production due to low profit expectations for its other projects. During 2004, the first of AvCraft's 328JET was delivered.{{Citation needed|date=August 2019}}

File:ADAC Dornier 328-300 D-BADA.jpg 328JET air ambulance ]]

During 2005, AvCraft itself filed for bankruptcy. As a consequence, the firm was acquired by private equity investors and reformed as M7 Aerospace.{{Citation needed|date=August 2019}} During June 2006, 328 Support Services GmbH acquired the 328JET type certificate.{{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= 9 September 2016 |access-date= 21 October 2017 |archive-date= 13 May 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 }} However, this entity did not resume manufacturing of the type; instead, it opted to provide maintenance, repair and overhaul services to the 330 in-service fleet.{{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}}

During February 2015, US engineering company Sierra Nevada Corporation acquired 328 Support Services GmbH. 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 in order to manufacture the 328 at Ankara.{{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= 27 May 2015}}

In June 2015, the Turkish government launched the Turkish TR328 and TRJ328 regional aircraft project, a modernized 328/328JET, with either turboprops or jets.{{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}} It could be followed by the larger TR628/TRJ-628.{{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}}

At one point, the first flight of a Turkish-built aircraft was anticipated to occur during 2019. However, During October 2017, Turkey announced that it was abandoning the programme as a consequence of escalating costs. Stating that they believe demand in the sub 40-seat market is still present for the type, Sierra Nevada Corporation and 328 Support Services GmbH began to seek out for other opportunities in order to revive the aircraft, hoping to follow through by the end of 2017 or early 2018.{{cite news |url= http://atwonline.com/airframes/turkey-scraps-dornier-328-revival |title= Turkey scraps Dornier 328 revival |date= 20 October 2017 |first= Alan |last = Dron |work= Aviation Week Network |url-status= dead |archive-url= https://web.archive.org/web/20171020232838/http://atwonline.com/airframes/turkey-scraps-dornier-328-revival |archive-date= 20 October 2017 }}

File:N821MW Dornier Do.328Jet Interior (7608262788).jpg configuration]]

;328JET: Turbofan-powered variant, formerly known as the 328-300.

;428JET: A 44-seat derivative that was under development at the time of the collapse of Fairchild-Dornier.

;Lockheed Martin X-55 Advanced Composite Cargo Aircraft (ACCA): A Dornier 328J with its mid/aft fuselage and empennage replaced with advanced composite materials. The ACCA is a Lockheed Martin demonstrator to advance composite usage on next-generation tactical air mobility transports for the US Air Force Research Laboratory.

In December 2019, a total of 33 Dornier 328JET aircraft remained in airline service. The only operators remaining were Sun Air of Scandinavia with 14 aircraft, Key Lime Air and Ultimate Jetcharters with 14 aircraft combined, Taos Air operated by Advanced Air with 2 aircraft, and Calm Air, Sepehran Airlines, and Air Peace with 1 aircraft each.{{Cite web|url=https://airlinegeeks.com/2019/12/12/dornier-disappearing-the-remaining-j328-operators/|title=Dornier Disappearing: Tracking The Remaining Dornier 328 Commercial Operators|last=McMurtry|first=Ian|date=13 December 2019|website=AirlineGeeks.com|language=en-US|access-date=20 March 2020}}

Past airline operators in the U.S. include Skyway Airlines, a feeder airline for Midwest Airlines, which flew twelve 328JET aircraft and Great Plains Airlines which operated four 328JET aircraft. Skyway, Midwest and Great Plains are no longer in existence. Atlantic Coast Airlines operated over 30 328JET aircraft as part of its Delta Connection service from 2000 until 2005 when Delta Air Lines and Atlantic Coast terminated their agreement with the arrival of Airbus A319s into the rebranded Independence Air fleet.{{Citation needed|date=August 2019}}

Pratt & Whitney Canada owns and operates one Dornier 328JET, registry number C-GCPW, between its Montreal and Toronto facilities as an employee shuttle. It primarily flies between Toronto Pearson International Airport (CYYZ) and Montreal Saint-Hubert Longueuil Airport (CYHU).{{Cite web | url=https://www.flightglobal.com/news/articles/dornier-328jet-arrives-at-pratt-whitney-canada-314704/ |title = Dornier 328Jet arrives at Pratt & Whitney Canada |date = 13 August 2008}}

• On 3 June 2006, a PAC-Private Air Charters Fairchild Dornier 328JET overran runway 34R at Manassas Regional Airport stopped on a road near the airport. None of the eight passengers and crew were injured in the incident but the damage to the aircraft was substantial.{{cite web |url=http://aviation-safety.net/database/record.php?id=20060603-1 |title=ASN Aircraft accident Dornier 328Jet-300 N328PD Manassas Regional-Harry P. Davis Field, VA (MNZ) |publisher=Aviation-safety.net |access-date=16 August 2013}}

File:Fairchild Dornier 328JET cockpit Denver Air Connection (Quintin Soloviev).jpg

{{Aircraft specs

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{{Portal|Aviation}}

{{aircontent

|related=

• Dornier 328
• Fairchild Dornier 428JET
• Lockheed Martin X-55
• Fairchild Dornier 728 family

|similar aircraft=

• Antonov An-148
• Bombardier CRJ200
• British Aerospace 146
• Embraer ERJ 135

|lists=

• List of jet airliners

|see also=

}}

== References ==

{{reflist}}

{{Commons category-inline|Dornier 328JET}}

• [https://web.archive.org/web/20121014232914/http://www.trjet.com/ TRJet-Turkish regional aircraft project official page]
• [http://www.328.eu 328 Support Services GmbH official page]

{{Fairchild aircraft}}

{{Dornier aircraft}}

Category:1990s international airliners

328JET

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Category:Twinjets

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Category:Aircraft first flown in 1998

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