PlaneFox tracks 1 Dornier Do 328 aircraft for sale and re-reads every one of them from the broker and dealer sites it watches, so the figures below move when the market moves. Every number on this page is measured from those live listings, not taken from a published price guide.
A Dornier Do 328 flies about 1,000 nm, roughly 1,852 km, which is about 2 h 59 min in still air at typical cruise.
A Dornier Do 328 costs about EUR 22,367 a month to run, or about EUR 1,327 for every flight hour when it is flown 150 hours a year.
The Dornier Do 328 is a 30 to 33 seat regional turboprop developed by Dornier Luftfahrt in Germany, later produced under Fairchild Dornier. The prototype first flew in December 1991, with airline service beginning in the early 1990s and production continuing into the early 2000s. It was designed for short regional sectors, corporate shuttle use and special mission work, combining a pressurized cabin, high cruise speed for a turboprop and good runway flexibility. The Do 328 matters in the used market because it occupies a niche between smaller commuter turboprops and larger regional aircraft, with a cabin size suited to scheduled service, government transport and high density private operations.
Typical Do 328 turboprop performance includes a maximum cruise speed of about 335 knots and a service ceiling of 31,000 feet. Published range varies with payload, fuel and reserve assumptions, but typical planning figures are around 1,000 nautical miles in regional configurations. The aircraft is powered by two Pratt & Whitney Canada PW119 series turboprops, each rated at about 2,180 shp, driving six blade constant speed propellers. Maximum takeoff weight is about 30,800 lb, with useful commercial payload dependent on interior, equipment fit and operating rules. The wing and high lift system were designed to support operations from shorter regional runways while retaining a relatively fast cruise profile.
Most airline configured Dornier Do 328 aircraft seat 30 to 33 passengers, typically in a three abreast layout. The cabin is pressurized and notably wider than many older commuter turboprops, with a flat floor and a layout that can be adapted for executive shuttle, medevac, surveillance or utility roles. Passenger baggage capacity, galley provisions and lavatory fit vary by operator and conversion history. Typical avionics are based on the Honeywell Primus 2000 integrated flight deck with electronic flight displays, autopilot and weather radar. Individual aircraft may have upgraded navigation, communication, ADS-B and TCAS equipment to meet current airspace requirements.
Used Dornier Do 328 buyers should review engine status, propeller times, landing gear cycles, corrosion history, avionics compliance and availability of records from regional airline service. Support planning is important because the type is out of production and the fleet is comparatively small. Common turboprop variants include the Do 328-100 baseline family and later subvariants with operational or weight related refinements. Buyers should not confuse the Do 328 turboprop with the Do 328JET, which uses turbofan engines and has different economics. In the used market, the Do 328 is typically positioned as a specialized regional or corporate shuttle aircraft rather than a mainstream commuter turboprop.