Update – Dornier 228

It was in June 1979 that the first Dornier 228 TNT (Germanic translation for advanced technology wing) test aircraft took to the air, March 1981 when the first production model airframe flew and as you read these words Australia’s first 228, a 200 version, is in early stages of flight test prior to delivery in June.

In their true pioneering fashion, Dornier attacked the unpressurised medium commuter market with a complete rethink on aerodynamics, avionics and ergonomics to produce an airframe that would encompass a number of design improvements unthought of by the competition.

The wing was one area where drag could be reduced, lift increased and the maximum use made of full-span flaps and spoilers in an effort to increase cruise speeds and reduce required field lengths. Next came the use of kevlar composites in secondary structures such as upper wing skins, dorsal fin and nose, thus reducing fuel consumption and increasing payload capability through weight savings in design. The 228 also features a computer-operated gust alleviation system which irons out much of the choppy turbulence often found in non-pressurised aircraft below 10,000 ft. Last but not least was the use of Garrett TPE 331-5s of 715 shp flat rated for ISA 18 degrees Celcius and boasting TBOs of 3600 hours. The Garrett engine is the subject of a multi-million dollar investment in a new maintenance depot being built at Mascot by Dornier distributor and official Garrett overhaul representative, Wings Australia, formerly Jet Charter Airlines.

The Dornier 228 comes in two versions, the fifteen-seat 100 and the nineteen-seat 200 model. Both feature the same avionics and power plants, only the 200 features a cabin stretch. Both aircraft have the same economical cruise spend of around 180 kts only the 100 has longer legs taking its maximum payload range out to just under 1,700 km, an amazing range capability for this class of aeroplane and one that confers benefits on operators in remote areas where refuelling at each stop is not to be encouraged. The nineteen-seat 200 model has an effective IFR maximum payload range of 1,030 km, trading after for airframe metal and paying passengers.

According to Wings Australia Finance Director, David Joffick, a commuter configured 228-220 should sell for $A1. 8m at December 1981 prices, this puts it in headlong competition with Embraer’s Bandeirante, an aircraft that has found its second-biggest national market in Australia. One of the reasons the Bandeirante was such an overnight success locally was that the distributor, Jakair, was also partnered with Masting which as one of the largest commuter airlines of the day was able to purchase a number of Bandeirantes and place them in immediate service. Prospective customers who can see their proposed purchase actually flying RPT routes with fare-paying passengers by day and parcels by night are far more likely to be impressed with what the salesman tells them than somebody who has to sit at a table littered with brochures and mountains . of performance/cost charts. And so, Wings Australia will be operating the 228-200 nineteen-seater from around August onwards replacing the inherited Masling Bandeirantes on that airline’s sectors.

This will gave potential operators the opportunity to sample the aircraft first-hand in an operational environment and will certainly be an interesting exercise in commuter airliner marketing.

Another example of how Dornier believe that advanced technology can be just as ably employed on small commuters as well as the high-flying jets is in their attitudes towards propellor design. Dornier actively flight-tested their TNT research aircraft with seven different advanced propellers from Hartzell and Dowty in both three and four-blade configurations eventually giving a contract to Hartzell. In this way, Dornier knew that the 228 had the optimum propellor design to complement the engine/wing combination. However, this is only an interim step as Dornier in conjunction with the West German Federal Ministry of Research & Technology has embarked on a programme to design an even more efficient design propeller. This investment in technology pays off in the form of reliability and enhanced performance resulting in cost savings to the aircraft operator.

To power the 228 Dornier selected Garrett AiResearch TPE331-5s of 715 shp. These engines are flat rated or maximum torque through the range and enhanced reliability.

TBOs for instance, are listed at 6,000 hours. The Garrett is a straight front to rear design and this maximises engine efficiency by requiring a minimal frontal area and a high exhaust velocity. Garrett and Dornier claim that the 228 overall used a minimum of 20% less fuel than its nearest competitor, about half of this saving being attributed to the TPE33 _ 1. The 228 will be available with a Pratt & Whitney PT6 engine for Those operators who might wish to retain engine commonality with PT6-powered aircraft in their existing fleet structure.

Garrett in Australia in the past has had what would hardly Be called a honeymoon ride through the local GA scene and to combat this the company has gone all out with Wings Australia to provide a level of customer support second to none. A new service centre has been built near Mascot by Wings Australia at a cost of over a million dollars and is fully backed by Garrett to ensure that operators of Garrett-powered aircraft and move than half the applicable local types available now fall into this category) enjoy long TBOs and speedy service backup when required.

The first 228 a nineteen-seat 200 model, is due to arrive in Australia this June. This aircraft will be in Wings Australia livery and will then be used for a demonstration tour of Australasia and the Pacific before entering service on the Masling routes later this year. The second 228 is scheduled to arrive late in 1982 with three more being delivered during 1983.

The efforts of Dornier in achieving their development objectives with the 228 have to represent a landmark in the transition of third-level operations from small avgas burning twins to technologically advanced mini-airliners. And that HAS to be good for the industry.