I flew the DO-328 for a bit in the late 90s. It is still my favorite airliner. The controls were incredibly harmonized. Better than any other airplane I have flown. It was fast, smooth, and quiet. We did 250kts to the marker nearly every time… because we could!
ATC loved it too....because you could do things like that with it. Easy for them to fit it into the flow during a push. 250 kts to the marker, then be fully configured and on profile by 500 feet.
Around 1999 I was working as a fueler for a small commuter airline at Denver International. While driving the fuel truck loaded with Jet A ( it was a smaller truck with hydraulic brakes) I came to an intersection on the ramp where I needed to yield to a Dornier 328. I hit the the brake and the pedal went to the floor!! After pumping furiously on the pedal I managed to get it stopped just short of those deadly propellers! The 328 pilot had also jammed on his breaks. I'm sure his passengers were not happy about that. After backing up so that the 328 could proceed I nursed that truck to maintenance and took a break.
First time I saw the Do-328, was in late 1993 when Dornier sent one aircraft to Trondheim Værnes Airport in Norway for icing trials. At that time, I was a Flight instructor. What I learned from one of the pilots, was that the company struggled to keep the OEW under control (just as with the Do-228 where they even removed some of the cabin lights.) The icing trials, however, went well. A beautiful aircraft.
I flew the DO 328 in the late 90’s and loved the avionics and overall performance. However, single engine ceiling in icing conditions was an issue due to the laminar flow profile and precluded departing from airports such as Geneva if you didn’t have the minimums to re-land. MSA there is 8000 feet and single engine ceiling was below that. Once in heavy icing over the Alps, we lost 30 Kts IAS in a matter of seconds. Also had a tendency for brake overheating. A joy to fly though.
The nice thing about having flown props (OV-10 in my case) is that you can tell people you were flying back in olden days when airplanes had propellers.
Thanks, Ron! Digressing here...but in regards to the title... While assigned to CV-67 USS JFK in the late 1980s, we got a break from running catapults for a bit and headed down to the mess decks for a sit-down meal (vs the speed meal fast food at the forward mess decks). While eating, we heard a sound very reminiscent of a wood chipper. We looked at each other and asked "What was that?" Upon returning back up to the cats, we learned a V-1 aircraft handler had turned a F-14 in such a way that an elevon and a rudder entered the propeller arc of an E-2C. The entire crew received a stern rebuke about paying attention to detail while working. We were later told that this was a $1.5 million dollar brain fart (in 1988 dollars). Around this same time, we received a safety advisory about propellers due to an incident on the USS Constellation. As was relayed to us, a deckhand had been "sucked into" the propeller on an E-2 during aircraft movement on the flightdeck. Not a very pleasant safety reminder.
@@ronrogers Yes sir, they are at that. Everyone worked 12-hours on/12-hours off...except catapults & arresting gear (V-2 Primary Mission Division). We worked if planes were working (squadrons worked 12 on/12 off also). Lots of shifts in the mid-20 hours long, with a 2 or 3 hour nap. It is a testament to the crews and their training that there aren't many more incidents.
My dad was an "Aviation Ordinanceman" (red shirt) on the USS Independence for a squadron that flew the Douglas A-1 Skyraider (AKA "The Spad" or "Sandy" in the Air Force...) He constantly was telling me just how...bad...a spinning prop could be to your health.
I can tell you from experience that the number of hours that my brother worked in CATS (V-2 and that I worked in hangar deck 1(V-3) could be a killer. We would occasionally go as long as 72 hours with little sleep hit the rack 2 or 3 hours and back at it. My brother and I were on the USS Shangri La together for nearly 2 years in the early to mid 60's. No one really complained because our home port in the Med was in Cannes. Good times plus!
Cool video that brought back many memories. I worked for Dornier in the 90s in sales. PSA was one of my customers. During flight test the 328 did lose a prop. The test pilot was in a sideways maneuver and the shielding of the fuselage and uneven load on the prop had a failure. The prop ended up in a farmers field outside Munich.
Thank you for another wonderful presentation....I seem to learn so much about Aviation and more.... Every day is a school day with Captain Ron.... Roger...Pembrokeshire..
I can only relate to the Do328 from a passenger perspective but despite it looks a bit stubby it is one of the most comfortable turboprops out there - in particular in terms of cabin noise level. As soon cruise power (and prop speed) is set the 328 is barely noisier inside the cabin than a comparable jet. From an avgeeks perspective I love the impressive acceleration - especially when t/o power is set before brakes are released ... They still operate from my local airport Mannheim, Germany (MHG/EDFM). ... and if given the chance snatching one of the - very rare - "low" priced tickets I wouldn´t hesitate to fly it again. Mannheim airport is very special because it only has a 3500ft runway which guarantees always a max power take off and almost aircraft carrier like landing ...
I had the privilege of working and flying with Meinhardt Feuersenger and Peter Weger, as well as much of the 328 flight test team, as part of the flight test team at Grob Aerospace. This was the G180 SpN project. Many of them came over from Dornier. Excellent aviators, flight testers, and true gentleman. Of note, most of them had flown the F-104 while in the service. Those stories were fantastic.
Dude!! I flew the 328 turboprop for Lone Star Airlines from 94 through 98. I trained on the 328 at Oberpfaffenhofen from mid October through mid November of 94, (there were only 4 of us from Lone Star that went to Oberpfaffenhofen for training, the rest went to Portland, Oregon). I remember the old hanger wall there that was left over from WW2 that had been all shot up by strafing allied aircraft in the war. Although I now fly really sweet Challenger 300s and 350s for a major player in the fractional ownership industry, the 328 turboprop remains, to this day, my favorite airplane that I have ever flown.
@@muwatter yup. 3s and 23s, I flew those from mid 91 until I went to Dornier school. Also flew the piece of crap Brazilia during the couple of months we had it.
I flew the 328-jet for Skyway Airlines, owned by Midwest Express, it was indeed a joy to fly. A little slow .65 Mach and those stupid deicing boots. But the fatal flaw of this A/C was if one aileron got stuck or if one side of the ground spoilers activated in flight, the A/C would go into a death spiral and kill you. The only solution that would prevent this was an immediate reduction in airspeed to less than 200 kts. Lucky for me when my spoilers deployed on the right side while climbing out of Columbus, Oh, I was accelerating but was near 200. It was like wrestling a bear with an hog on your back. Require all my strength to get the A/C back to wings level. Later the company lied to the FAA and told them we had a bird strike.
I bought a used mercedes w114 in 1982 when i was stationed at Hahn AB Germany. Been hooked every since .The w123 model was the best one i ever owned ,that car was bullet proof .
I like the turbo props. Boarding takes just a few minutes. A few years ago I had a one hour flight on an ATR 72-600. The plane was so new it had the 'new car' smell.
One of our regional airlines, Rex lost one of the propellers in flight. It was found on the ground some time later. No one was hurt and the aircraft landed safely.
Another great presentation! So....I was wearing my T-shirt one day and my wife says "Who is Ron Rogers and why does he digress so much"!lol! I explained, she chuckled and I agreed to save wearing it until Air Venture!lol! Although I did think about loaning it to one of my sisters who works for EAA in their advertising/marketing and see if she'd wear it around the office one casual Friday!lol!
Used to turn wrenches on the 328 Jet. Had a lot of gremlins for sure, but was a rocket ship on the climb out. Flew on the prop version a handful of times.
It's too bad you are so young, Ron! If you were not, you probably would have flown the Vickers Viscount, or the Sud Caravelle. I'm a Porsche guy, having just bought a '73 914 for my grandson. I'm hoping to teach him the quirks of this marque. Keep up the fine work.
I flew it, the prop, for about 4 years. I did my first flight on it and some of the training with Peter Weger, who did the first flight in the Eurofighter. Inhouse wing, Powerful, harmonized, 300 kts cruise (not the 320 claimed), FL 310 (or was it 320...?) Smoooooth landings nearly every time, really. (Don't ask me about the DASH-8...) Full speed until 5 Nm on the ILS (stabilized? don't think so...). High speeds for gear and flaps. However; Only 21 knots max crosswind, often uneven brakes, oil contamination in the bleed air system, MCA 101 kts due to a tiny rudder, a lot of "pling pling pling" during shutdown that the pilots had to cancel. The FL / Altitude selector was a pain. Dornier was too late in the marked. The DASH-8, SAAB 340, ATR, and Brazilia had been around for some time, and the DO-328 was expensive.
I only traveled on one prop plane commercially. Flew from Copenhagen, Denmark to Tampere, Finland on a Saab prop. I remarked at how quiet the plane was and I was informed that the plane had active noise cancelling on board containing an array of high-tech stuff including microphones, speakers, control computer and a couple hundred watts of available amplification power. I was so thoroughly impressed with that whole setup that I no longer referred to it as a "puddle jumper." I certainly have digressed.
Got to ride on a 328 on a trip back in '97. Do328 on the way SEA to YKM, DHC-8 on the way back. The 328 felt quieter and smoother, and i was facinated by the 6 blade props compared to the 4s they ran on the Dash-8s at the time.
I never flew the prop, but flew the 328 Jet AKA the Dorkjet as a captain for a regional airline from 2000-2004. Great experience and intro to a full glass cockpit.
I have a little over 2000 hrs on the DO-328 prop from 98-01. Great airplane, you could hold 250 kt to the marker, be on speed and configured by 1000', and turn off the runway in 2500' or less. Very well laid out, capable avionics, and fun to hand fly. Just taxiing is fun, with those big 6 blade props in beta. I miss it, if not the pay scale to fly it.
well good news! the Dornier is coming back as the 328ECO (Something similar as A320NEO or 737max i guess). They started building the prototype in Germany right now. I think and hope it will succeed because there definetly is a big hole to be filled for short range STOL commuter planes, as alot of the older models, Saab 340, Dash-8-100/200 will need to be replaced sooner or later. it seems the ATR-42 or 72 that are the only competition right now cannot fullfill the needs of the airlines that really need the smaller commuters like wideroe for instance with their large fleet of dash-8-100's for instance.
As a controller, I had to work the jet version out a busy departure flow from the DC area. Wasn’t allowed to mix them with the props, some of which were faster than them in the climb, and they were an absolute speed bump for the real jets. From my point of view, the jet was definitely more dangerous in this case.
Did they take you to the Flugwerft Schleißheim aviation museum ? It has a few rare Dornier designs on display, like the Do-31 vertical transport jet - which was flown and stored at Oberpfaffenhofen before being put on display
Mercedes did studies for their cars and found that lots of road noise is tiring for the driver, and increases mental workload. It's no surprise to me they'd take the same approach with their aircraft.
@@ronrogers that makes sense. Now that I think about it, the 777 first flight was in '94 too so I guess it was pretty standard for the era. Those vector CRT based avionics displays still look better than the modern LCD versions to my eye, better contrast, sharper, full brightness from any angle... heavy as heck though
Put your new regulation gear on! That's not a bad-looking little airplane. It's nicer looking than the Dash-8. That's all we flew when we took US Air commuters out of Charlotte. I bet the stuff your friend heard and saw in WW II was pretty mind-blowing.
Not 1 deadly propeller ever let me down, however some engines and other systems did. Interesting is to lift an older type metal propeller blade by hand in the maintenance hangar and then compare it to a more modern carbon/kevlar blade of the same size. Thát is quite a difference in weight! 🙂
Sir, You commented that turboprops are well suited to trips up to 400nm. Is that because passengers don’t like to sit in them for more than 400 miles? Or because the airlines find them to be too expensive for longer trips? Thank you.
No, it's totally a fuel efficiency issue. Jets do not do well fuel economy wise compared to turboprops at low altitude and short ranges. For the normal stage length, the 328 Jet uses 1,000# more of fuel. I will talk about this when I publish the flight report on the 328 Jet.
Thank you very much. I’m no airline pilot. I was a CFI-I in college 40 years ago, but I never got a MEL. So, I love hearing your stories especially because my experience only covered SEL. Do you think/guess turboprops will ever make a comeback with the airlines? BTW, I loved flying on the 328 from DAY to PIT in the ‘80s and ‘90s. PS - I learned to fly at ENW and flew into Lake In The Hills when it was called Crystal Lake.
Funny you should mention that! I saw recently where someone is thinking about resurrecting the "uneducated fan" concept for small (100+ pax) jets that was first proposed in the '80s. What's old is new again!
Another good story. On a side note your video of flight testing the 777 is no longer available for viewing. I was going to watch it but says it’s been removed 🤔
I wish this was in a modern flight simultor, like X-Plane. It's a very interesting plane, makes me think of a smaller BAe 146. I think it's a shame that they had to go through the trouble of making a jet version, feels like a lot more wasted money for no more gain.
Dear Ron, I really enjoy your video's and such respect you a lot. However on this airplane I fully disagree on almost all your remarks. The Do328prop did not at all handle light, it really was increadably heavy on the control, If your not carefull you'd endup in a spin, such that I'm supprised it was certified at all. For such a small aircraft using both ailerons and spoilers for control... why ? The Cockpit indeed was layed out nice, comfy and modern with really nice avionics, but, two HDG bugs why ??? There was no real protection to prevent Beta mode in fligth (though i really love PW12X engines) For me personaly i'd love to have seen the gear under the engine nacelles, giving the aircraft a higher XWind limmit but thats me. Plusses of course where that is was a rather fast aircraf en due to its size excelent for regional work. The flap behaviour I don't see as a problem, just reduce the speed, and instead of using trim select flaps. Most people who loved the aircraft did this cause it was their first real airliner, most people I know where not at all enthousiastic about it. Maybe I'm wrong, then again it is a long time ago.
The 400 miles refers to the economic cross over where the jet is not less efficient than the turbo prop. There are certainly reasons why you would use one more than 400 miles.
If that's an accurate picture of the car, you were chauffeured around in a top of the line (for the period) Merc S-Klasse That was not a regular taxi over here in Europe
MUNCHEN my HOME town. Airbus killed the process of DO going forward. CHina aero-space was going to BUY all the DO certifications and make them in Germany and China. China's aero-space said it was not worth the investment to recertify the airframe. DO made the first Sea-plane China did buy about 8 D and they just sit on the tarmac in Quanzhou all striped.
I flew the DO-328 for a bit in the late 90s. It is still my favorite airliner. The controls were incredibly harmonized. Better than any other airplane I have flown. It was fast, smooth, and quiet. We did 250kts to the marker nearly every time… because we could!
I was nice flying airplane!
ATC loved it too....because you could do things like that with it. Easy for them to fit it into the flow during a push. 250 kts to the marker, then be fully configured and on profile by 500 feet.
Around 1999 I was working as a fueler for a small commuter airline at Denver International. While driving the fuel truck loaded with Jet A ( it was a smaller truck with hydraulic brakes) I came to an intersection on the ramp where I needed to yield to a Dornier 328. I hit the the brake and the pedal went to the floor!! After pumping furiously on the pedal I managed to get it stopped just short of those deadly propellers! The 328 pilot had also jammed on his breaks. I'm sure his passengers were not happy about that. After backing up so that the 328 could proceed I nursed that truck to maintenance and took a break.
Glad you got it stopped ok! That would not have worked out well.
First time I saw the Do-328, was in late 1993 when Dornier sent one aircraft to Trondheim Værnes Airport in Norway for icing trials. At that time, I was a Flight instructor. What I learned from one of the pilots, was that the company struggled to keep the OEW under control (just as with the Do-228 where they even removed some of the cabin lights.) The icing trials, however, went well. A beautiful aircraft.
yes it is!
I flew the DO 328 in the late 90’s and loved the avionics and overall performance. However, single engine ceiling in icing conditions was an issue due to the laminar flow profile and precluded departing from airports such as Geneva if you didn’t have the minimums to re-land. MSA there is 8000 feet and single engine ceiling was below that. Once in heavy icing over the Alps, we lost 30 Kts IAS in a matter of seconds. Also had a tendency for brake overheating. A joy to fly though.
The nice thing about having flown props (OV-10 in my case) is that you can tell people you were flying back in olden days when airplanes had propellers.
love the Bronco
Thanks, Ron! Digressing here...but in regards to the title...
While assigned to CV-67 USS JFK in the late 1980s, we got a break from running catapults for a bit and headed down to the mess decks for a sit-down meal (vs the speed meal fast food at the forward mess decks). While eating, we heard a sound very reminiscent of a wood chipper. We looked at each other and asked "What was that?"
Upon returning back up to the cats, we learned a V-1 aircraft handler had turned a F-14 in such a way that an elevon and a rudder entered the propeller arc of an E-2C. The entire crew received a stern rebuke about paying attention to detail while working. We were later told that this was a $1.5 million dollar brain fart (in 1988 dollars).
Around this same time, we received a safety advisory about propellers due to an incident on the USS Constellation. As was relayed to us, a deckhand had been "sucked into" the propeller on an E-2 during aircraft movement on the flightdeck. Not a very pleasant safety reminder.
Crowded flight decks always seemed a very dangerous place to work for me.
@@ronrogers Yes sir, they are at that. Everyone worked 12-hours on/12-hours off...except catapults & arresting gear (V-2 Primary Mission Division). We worked if planes were working (squadrons worked 12 on/12 off also). Lots of shifts in the mid-20 hours long, with a 2 or 3 hour nap.
It is a testament to the crews and their training that there aren't many more incidents.
You are absolutely correct!
My dad was an "Aviation Ordinanceman" (red shirt) on the USS Independence for a squadron that flew the Douglas A-1 Skyraider (AKA "The Spad" or "Sandy" in the Air Force...) He constantly was telling me just how...bad...a spinning prop could be to your health.
I can tell you from experience that the number of hours that my brother worked in CATS (V-2 and that I worked in hangar deck 1(V-3) could be a killer. We would occasionally go
as long as 72 hours with little sleep hit the rack 2 or 3 hours and back at it. My brother and I were on the USS Shangri La together for nearly 2 years in the early to mid 60's. No one really complained because our home port in the Med was in Cannes. Good times plus!
You digressed for the 1st 6:30 minutes of a 13 minute video. So Ron...so perfect. Keep it up
I try
Ive spent many hours enjoying your stories, Ron. Thanks for the entertainment!
Glad you like them!
Cool video that brought back many memories. I worked for Dornier in the 90s in sales. PSA was one of my customers. During flight test the 328 did lose a prop. The test pilot was in a sideways maneuver and the shielding of the fuselage and uneven load on the prop had a failure. The prop ended up in a farmers field outside Munich.
Thanks for the info!
Thank you for another wonderful presentation....I seem to learn so much about Aviation and more.... Every day is a school day with Captain Ron.... Roger...Pembrokeshire..
Thanks so much!
I can only relate to the Do328 from a passenger perspective but despite it looks a bit stubby it is one of the most comfortable turboprops out there - in particular in terms of cabin noise level.
As soon cruise power (and prop speed) is set the 328 is barely noisier inside the cabin than a comparable jet.
From an avgeeks perspective I love the impressive acceleration - especially when t/o power is set before brakes are released ...
They still operate from my local airport Mannheim, Germany (MHG/EDFM).
... and if given the chance snatching one of the - very rare - "low" priced tickets I wouldn´t hesitate to fly it again.
Mannheim airport is very special because it only has a 3500ft runway which guarantees always a max power take off and almost aircraft carrier like landing ...
It's always a pleasure to have that little Fokker in my sights...
F27 Friendship forever...
Loved flying them. Despite the boots it handled ice very well.
Love how “80’s futuristic” this plane looks
Nice overview I flew the dornier 328 for a rescue organisation was a great machine.
I had the privilege of working and flying with Meinhardt Feuersenger and Peter Weger, as well as much of the 328 flight test team, as part of the flight test team at Grob Aerospace. This was the G180 SpN project. Many of them came over from Dornier. Excellent aviators, flight testers, and true gentleman. Of note, most of them had flown the F-104 while in the service. Those stories were fantastic.
Ah yes, Remember those guys well and like you said a fascinating group to work with.
@@ronrogers One of the Grob jets we flew is now hanging in the Deutsches Museum in Munich. That made me feel old. But, I digress. :-)
The first Luftwaffe picture at 05:40 has Dornier Pfeil fighters
Twin engine with props either end, O-2 / Skymaster style
Dude!! I flew the 328 turboprop for Lone Star Airlines from 94 through 98. I trained on the 328 at Oberpfaffenhofen from mid October through mid November of 94, (there were only 4 of us from Lone Star that went to Oberpfaffenhofen for training, the rest went to Portland, Oregon). I remember the old hanger wall there that was left over from WW2 that had been all shot up by strafing allied aircraft in the war. Although I now fly really sweet Challenger 300s and 350s for a major player in the fractional ownership industry, the 328 turboprop remains, to this day, my favorite airplane that I have ever flown.
Yes, it is a sweet aircraft!
Did Lone Star have Metro 23s while you were there? Big Sky inherited a few of those around that time. N850LS and N853LS come to mind. ✌️
@@muwatter yup. 3s and 23s, I flew those from mid 91 until I went to Dornier school. Also flew the piece of crap Brazilia during the couple of months we had it.
I flew the 328-jet for Skyway Airlines, owned by Midwest Express, it was indeed a joy to fly. A little slow .65 Mach and those stupid deicing boots. But the fatal flaw of this A/C was if one aileron got stuck or if one side of the ground spoilers activated in flight, the A/C would go into a death spiral and kill you. The only solution that would prevent this was an immediate reduction in airspeed to less than 200 kts. Lucky for me when my spoilers deployed on the right side while climbing out of Columbus, Oh, I was accelerating but was near 200. It was like wrestling a bear with an hog on your back. Require all my strength to get the A/C back to wings level. Later the company lied to the FAA and told them we had a bird strike.
Thanks for sharing a great story!
I bought a used mercedes w114 in 1982 when i was stationed at Hahn AB Germany. Been hooked every since .The w123 model was the best one i ever owned ,that car was bullet proof .
They do make a good product!
Used to drive one. Those W123s handled like boats on the road. Comfortable boats, but boats.
I like the turbo props. Boarding takes just a few minutes. A few years ago I had a one hour flight on an ATR 72-600. The plane was so new it had the 'new car' smell.
I love flying in turbo prop aircraft. I took many flights in C-130s while in the military.
One of our regional airlines, Rex lost one of the propellers in flight. It was found on the ground some time later. No one was hurt and the aircraft landed safely.
Another great presentation! So....I was wearing my T-shirt one day and my wife says "Who is Ron Rogers and why does he digress so much"!lol! I explained, she chuckled and I agreed to save wearing it until Air Venture!lol! Although I did think about loaning it to one of my sisters who works for EAA in their advertising/marketing and see if she'd wear it around the office one casual Friday!lol!
Wow, that would be great! Thanks for wearing!
The 328 was such a cool little plane. Wish i could have had a chance to jump on one.
Digress all you want Captain Ron, another great video as usual 👍
Thanks 👍
I feel in love with the 328 the first time I saw it.
Used to turn wrenches on the 328 Jet. Had a lot of gremlins for sure, but was a rocket ship on the climb out. Flew on the prop version a handful of times.
It's too bad you are so young, Ron!
If you were not, you probably would have flown the Vickers Viscount, or the Sud Caravelle.
I'm a Porsche guy, having just bought a '73 914 for my grandson. I'm hoping to teach him the quirks of this marque.
Keep up the fine work.
I’m working on getting older all the time. Good aircraft you mentioned! I will have a flight evaluation of the Boeing 247 coming up.
@@ronrogers say what ?????????
Viscount... whow.... so nice.
Lift off oversteer!
I flew it, the prop, for about 4 years. I did my first flight on it and some of the training with Peter Weger, who did the first flight in the Eurofighter. Inhouse wing, Powerful, harmonized, 300 kts cruise (not the 320 claimed), FL 310 (or was it 320...?) Smoooooth landings nearly every time, really. (Don't ask me about the DASH-8...) Full speed until 5 Nm on the ILS (stabilized? don't think so...). High speeds for gear and flaps. However; Only 21 knots max crosswind, often uneven brakes, oil contamination in the bleed air system, MCA 101 kts due to a tiny rudder, a lot of "pling pling pling" during shutdown that the pilots had to cancel. The FL / Altitude selector was a pain. Dornier was too late in the marked. The DASH-8, SAAB 340, ATR, and Brazilia had been around for some time, and the DO-328 was expensive.
Thanks for the insightful and interesting comments!
I only traveled on one prop plane commercially. Flew from Copenhagen, Denmark to Tampere, Finland on a Saab prop. I remarked at how quiet the plane was and I was informed that the plane had active noise cancelling on board containing an array of high-tech stuff including microphones, speakers, control computer and a couple hundred watts of available amplification power. I was so thoroughly impressed with that whole setup that I no longer referred to it as a "puddle jumper." I certainly have digressed.
Yes, the active noise cancelling works very well.
Got to ride on a 328 on a trip back in '97.
Do328 on the way SEA to YKM, DHC-8 on the way back. The 328 felt quieter and smoother, and i was facinated by the 6 blade props compared to the 4s they ran on the Dash-8s at the time.
I gotta find that BUT I DIGRESS shirt! Great video. Love this prop.
Just hit the store tab on my page and go from there!
I never flew the prop, but flew the 328 Jet AKA the Dorkjet as a captain for a regional airline from 2000-2004. Great experience and intro to a full glass cockpit.
I have a little over 2000 hrs on the DO-328 prop from 98-01. Great airplane, you could hold 250 kt to the marker, be on speed and configured by 1000', and turn off the runway in 2500' or less. Very well laid out, capable avionics, and fun to hand fly. Just taxiing is fun, with those big 6 blade props in beta. I miss it, if not the pay scale to fly it.
well good news! the Dornier is coming back as the 328ECO (Something similar as A320NEO or 737max i guess). They started building the prototype in Germany right now. I think and hope it will succeed because there definetly is a big hole to be filled for short range STOL commuter planes, as alot of the older models, Saab 340, Dash-8-100/200 will need to be replaced sooner or later. it seems the ATR-42 or 72 that are the only competition right now cannot fullfill the needs of the airlines that really need the smaller commuters like wideroe for instance with their large fleet of dash-8-100's for instance.
I enjoyed flying on the Saab 340’s between Texarkana and Dallas. That’s the only turboprop I’ve flown in..
As a controller, I had to work the jet version out a busy departure flow from the DC area. Wasn’t allowed to mix them with the props, some of which were faster than them in the climb, and they were an absolute speed bump for the real jets. From my point of view, the jet was definitely more dangerous in this case.
This channel is awesome!
Glad you think so!
"Oberpfaffenhofen airfield" in WW2 was used as a Dornier factory-airfield and for defending the factory, but not for defending Munich.
Regarding pitching up when extending the flaps…. How did the 328 manage to avoid that problem?
Forward control pressure.
The Fairchild-Dornier 328JET was one of the most beautiful RJ's made...I wish they had been able to have broken into the market...
I agree!
@@ronrogers It was a pain for ATC. Flying high, but sloooow, for a jet.
Wait till I do my flight review on the BAE 146!
It was a great turboprop, but an indifferent jet. Straight wing = too slow to really mix it up well in the flight levels. Great climber though.
Did they take you to the Flugwerft Schleißheim aviation museum ?
It has a few rare Dornier designs on display, like the Do-31 vertical transport jet - which was flown and stored at Oberpfaffenhofen before being put on display
I went and saw it on my own. It was not that easy to find from the train station but I stumbled across it. Really cool museum!
Mercedes did studies for their cars and found that lots of road noise is tiring for the driver, and increases mental workload. It's no surprise to me they'd take the same approach with their aircraft.
Daimler Benz was only shareholder, and had nothing to do with development of Dornier...
Was always interested in the DO 328 and the BA146, always thought they looked so different
Both very cool aircraft.
Even the local controllers don't want to say Oberpfaffenhofen. They'll say "OB"!
I feel much better now!
Isn't it just to pronounce it as it is spelt? (Oberpfaffenhofen)
Like Fussbodenschleifmaschinenverleih. I wouldn't know, i'm Danish.
It's flugplatz "Oberpfaffenhofen"
@@leifvejby8023 Like kamelåså...?
@@pongokamerat8601 Ja!
Wow, full glass cockpit with HUD? That's pretty advanced for '94, no?
No HUD.
They had a HUD they evaluated in flight test, but, avionics items are often upgrades and many users do not pay for the upgrade.
@@ronrogers that makes sense. Now that I think about it, the 777 first flight was in '94 too so I guess it was pretty standard for the era. Those vector CRT based avionics displays still look better than the modern LCD versions to my eye, better contrast, sharper, full brightness from any angle... heavy as heck though
@@pongokamerat8601 Ohhh yes !!!!! HUD was an option but surely posible !
@@pascalcoole2725 With all those exclamation marks, u just HAVE 2 b right...
Put your new regulation gear on! That's not a bad-looking little airplane. It's nicer looking than the Dash-8. That's all we flew when we took US Air commuters out of Charlotte. I bet the stuff your friend heard and saw in WW II was pretty mind-blowing.
will once it arrives!
Not 1 deadly propeller ever let me down, however some engines and other systems did. Interesting is to lift an older type metal propeller blade by hand in the maintenance hangar and then compare it to a more modern carbon/kevlar blade of the same size. Thát is quite a difference in weight! 🙂
I have an MT prop on my Great Lakes and boy does it ever spin over fast!
Ron is this the version that they put the jet engines on it and what was that like to fly
Yes. I did a flight evaluation on the jet model and will do a presentation on that later.
What an adventure!
It’s been fun!
Sir,
You commented that turboprops are well suited to trips up to 400nm. Is that because passengers don’t like to sit in them for more than 400 miles? Or because the airlines find them to be too expensive for longer trips?
Thank you.
No, it's totally a fuel efficiency issue. Jets do not do well fuel economy wise compared to turboprops at low altitude and short ranges. For the normal stage length, the 328 Jet uses 1,000# more of fuel. I will talk about this when I publish the flight report on the 328 Jet.
Thank you very much. I’m no airline pilot. I was a CFI-I in college 40 years ago, but I never got a MEL. So, I love hearing your stories especially because my experience only covered SEL.
Do you think/guess turboprops will ever make a comeback with the airlines?
BTW, I loved flying on the 328 from DAY to PIT in the ‘80s and ‘90s.
PS - I learned to fly at ENW and flew into Lake In The Hills when it was called Crystal Lake.
Funny you should mention that! I saw recently where someone is thinking about resurrecting the "uneducated fan" concept for small (100+ pax) jets that was first proposed in the '80s. What's old is new again!
looks like a MU-2 on steroids
Any comment on the Dornier wing?
I did
Did you get to see the big 728jet?
Sorry no.
What was the reason they were not successful in the RJ market...?
Too slow, and heavy.
I flew this aircraft for 9 years. An advance aircraft.
Another good story. On a side note your video of flight testing the 777 is no longer available for viewing. I was going to watch it but says it’s been removed 🤔
Something went wrong with it and I will reload it again.
Can you do the crj700/900 soon? I have 5,000 hours in the left seat. 320 right seat now!
Would love to do that, but I am retired and out of the loop on that one. However, if the manufacturer invested me!!
@@ronrogers oh my mistake I thought you included it in the list of types you trialed in the committee!
I wish this was in a modern flight simultor, like X-Plane. It's a very interesting plane, makes me think of a smaller BAe 146. I think it's a shame that they had to go through the trouble of making a jet version, feels like a lot more wasted money for no more gain.
Dear Ron, I really enjoy your video's and such respect you a lot.
However on this airplane I fully disagree on almost all your remarks.
The Do328prop did not at all handle light, it really was increadably heavy on the control,
If your not carefull you'd endup in a spin,
such that I'm supprised it was certified at all.
For such a small aircraft using both ailerons and spoilers for control... why ?
The Cockpit indeed was layed out nice, comfy and modern with really nice avionics, but, two HDG bugs why ???
There was no real protection to prevent Beta mode in fligth (though i really love PW12X engines)
For me personaly i'd love to have seen the gear under the engine nacelles, giving the aircraft a higher XWind limmit but thats me.
Plusses of course where that is was a rather fast aircraf en due to its size excelent for regional work.
The flap behaviour I don't see as a problem, just reduce the speed, and instead of using trim select flaps.
Most people who loved the aircraft did this cause it was their first real airliner,
most people I know where not at all enthousiastic about it.
Maybe I'm wrong, then again it is a long time ago.
I think turbo prop aircraft serve a purpose beyond that 400 mile figure you give.
The 400 miles refers to the economic cross over where the jet is not less efficient than the turbo prop. There are certainly reasons why you would use one more than 400 miles.
If that's an accurate picture of the car, you were chauffeured around in a top of the line (for the period) Merc S-Klasse
That was not a regular taxi over here in Europe
they treated me very nicely!
MUNCHEN my HOME town. Airbus killed the process of DO going forward. CHina aero-space was going to BUY all the DO certifications and make them in Germany and China. China's aero-space said it was not worth the investment to recertify the airframe. DO made the first Sea-plane China did buy about 8 D and they just sit on the tarmac in Quanzhou all striped.
Sad
I know that you didn't need someone to run the throttles Ron. come on.
🤣🤣Didn't want to hurt the company's pilots feelings!
Wish you didn't go on so many tangents.
I get more positive than negative comments but I understand they can be distracting.