page_title: Fairchild Dornier 328JET
section_title: Original programme
hierarchical_section_title: Fairchild Dornier 328JET / Design and development / Original programme
caption_attribution_description: English: Pratt and Whitney Dornier 328 at Pearson International Airport
context_page_description: The Fairchild-Dornier 328JET is a commuter airliner, based upon the turboprop-powered Dornier 328, developed by the German aircraft manufacturer Dornier Luftfahrt GmbH. It would be the last Dornier-designed aircraft to reach production before the company's collapse during the early 2000s.
  The 328JET was designed by Dornier in response to negative feedback from some customers on the marketability of turboprops against the more appealing turbofan engine. It was a relatively straightforward re-reengining of the existing 328, being originally designated as the 328-300 prior to being rebranded as the 328JET. During 1996, early on in the programme, the financially distressed Dornier company was acquired by the American aerospace firm Fairchild Aircraft; the resulting corporation, named Fairchild Dornier, continued development of the 328JET. On 20 January 1998, the first 328JET prototype conducted its maiden flight.
  While production of the 328 family was performed in Oberpfaffenhofen, Germany, sales activity was centred in San Antonio, Texas and support for Dornier's products was provided from both locations.
context_section_description: 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. 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. 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.
  In spite of internal pressures, senior figures remained upbeat about the prospects for the 328JET and the regional jet market. 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. 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. 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. According to Andrew Doyle of the aerospace periodical Flight International, the reenginging programme was being well-received, referring to it as a "a new lease of life".
  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. On 6 December 1997, the 328JET prototype rolled out at Dornier's facility outside Oberpfaffenhofen, Germany, after which ground-based testing commenced immediately. 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 25,000ft (7,600m) and lasted for almost 2 hours. 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.
  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. 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. However, a consequence of intense competition within the regional airliner market was multiple manufacturers making losses and terminating their programmes; Fairchild-Dornier wer
caption: Pratt & Whitney Canada owned 328JET at Pearson International Airport
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