Dornier 228 Multirole (MR)

Facts & Figures

Overview

Performance Certification Basis

Page 23
Specifications Page 22

Page 20 Construction
and Fuselage
Page 24

Missions
Page 4
Main Wing
Page 26

Contents
Page 48

Engines and
Propellers
Page 28

Operations Support
Page 46

Sensors and Glass

Mission Systems Cockpit
Page 36 Page 30

2 | Facts & Figures Facts & Figures | 3

Missions
Mission Challenges

The Dornier 228 is the platform of choice for special mission operations taking
place between low level and 10,000 ft. Military and government law enforce-
ment organisations operate the Dornier 228 worldwide for maritime patrol
(pollution control, search and rescue, border control, fishery patrol), research
flights, surveillance and reconnaissance, and light transport operations (cargo,
paratrooper, passenger, medevac).

Maritime Patrol Light Transport

A challenging environment A challenging environment
–– Discharge and spill of oil from ships, especially tankers –– Increase demand in MedEvac operations
–– Increased demand in Search and Rescue (SAR) –– A wide range of runway surfaces (remote airstrips)
–– High economic damages caused by piracy (4.9 to 8.3 billion US$ in 2010) –– Famine – Providing food to people in hard-to-access regions
–– Continuously increasing illegal immigration due to political and social instability –– An increasing number of global catastrophes
–– Enforcement of international Individual Fishing Quotas (IFQs) –– Disease control
–– Water scarcity

Environmental & Pollution Control SAR Cargo Paratrooper

Law Enforcement/Border Control FIsheries Monitoring Passenger MedEvac

4 | Facts & Figures Facts & Figures | 5

 Missions
Multirole Platform

The Dornier 228 is the most advanced aircraft in its class,

offering unsurpassed effectiveness and efficiency with superb
versatility. This is why authorities all over the world count on it
when it comes to demanding special missions of various kinds.

Key features are the long range, high utilization rates and high payload – and
all this at impressively low operational costs. With the aircraft‘s state-of-the-art
technology, pilots are able to maintain superior situational awareness throughout
the most demanding missions. No other plane in this category combines safety and
efficiency to the level offered by the Dornier 228.

Best platform in its class

Operational advantages
–– Speed performance: high speed cruise and range of operating speeds
–– Endurance: up to 10 hours loitering
–– Range: well in excess of 1000 Nm with a significant payload
–– Productivity and flexibility: largest payload/range envelope

Economic advantages
–– Lowest fuel consumption per Nm
–– Lowest operating cost per Nm

Mission advantages
–– Equipment installation flexibility – large square cabin cross-section
–– UNIVERSAL® military grade avionics

Payload advantages
–– PAX space/seating comfort in individual seats
–– Cargo transportation volume and loading
–– Cargo/PAX versatility
–– Quick swap cargo door

6 | Facts & Figures Facts & Figures | 7

Missions
Mission Match – All Around the World
Central Command for
Maritime Emergencies
Germany
“The Dornier 228 is used as a
mission aircraft for pollution con-
trol in the North and Baltic Sea on
a daily basis. For this task the air-
craft fulfills all requirements for
low level flights and long endur-
ance over sea.”
Hans-Werner Monsees,
Head of CCME, Cuxhaven
Finnish Border Guard
“The aircraft’s performance and
mission equipment enables us to
provide reliable, accurate and real
time maritime situational aware-
ness to maintaining border and
maritime security, and fighting
against illegal immigration as well
as maritime pollution.”
Colonel Antti Pesari,
Commander, Air Patrol Squadron,
Finnish Border Guard
Royal Thai Navy
“The Dornier 228 complies with
our squadron slogan ‘All Day, all
Night, all Purpose’ as we are
convinced by its capabilities and
easy maintenance. And it is eco-
nomical to operate. Every day it is
a pleasure to work and fly with it.”
CDR Sanit Kongpetch,
Commander of Squadron101,
Wing1, Naval Air Division, Royal
Thai Fleet
8 | Facts & Figures
Italian Army Aviation
“Owing to their versatility and
their STOL capability the Dornier
228 have been employed for dif-
ferent tasks (passenger transport,
cargo) in different environments,
including the training of the Ital-
ian Army paratroopers unit.”
Lieutenant Colonel Stefano
Lagorio, Commander 28° Gr.
Sq. AV. ES. “Tucano”
Lufttransport AS Norway
“Our Dornier 228 has been spe-
cially equipped for passenger
transport in the arctic climate of
Svalbard. It has already proven
that it was the right choice for
operations under such harsh
conditions.”
Stig Naesh, Managing Director,
Lufttransport AS, Longyearbyen,
Svalbard, Norway
DLR Research Flight Facility
“Atmospheric science and earth
observation are the main activi-
ties of the DLR research flight fa-
cility in Oberpfaffenhofen. The
Dornier 228 has been specifically
chosen for operations using ra-
dar, multispectral and camera in-
strumentations.”
Dr. Monika Krautstrunk,
Head of Research Flight Facility
Oberpfaffenhofen
Facts & Figures | 9
Missions
Maritime Patrol
The Dornier 228 in customized maritime patrol configuration is the
most suitable and economical solution for your mission. The Dornier
228 ergonomics, outstanding field of view, and comfortable environ-
ment substantially reduce crew fatigue and workload, thus a high
level of vigilance is maintained throughout low level operations and
long missions. Our aerodynamic expertise and system integration
experience will ensure a seamless integration of your choice of
sensors and mission systems, and make the Dornier 228 as cost
effective as it gets.
Maritime Patrol Mission Profile
10 | Facts & Figures
Performance features
–– 8+ hours loitering on station with wing tanks
–– For crew safety, no fuel tanks fitted in the
cabin
–– 223 KIAS cruise speed to the area of interest
–– High manoeuvrability (fighter like roll rate)
–– Less than 440 lbs total fuel burn per search
hour
–– Transport Category OEI take-off performance
Bubble window
Platform features
–– Wide range of possible sensors
–– Easy sensor installation/integration on the
rectangular fuselage and flat bottom
–– Large rectangular cabin cross-section that can
accommodate all types of consoles
–– Large roller door, openable in-flight
–– On board toilet
–– Air-conditioning system
–– High ground clearance for sensor installation
(0.76 m, 29 inch)
–– 600 A of electrical power
–– Multi-Mission Management System (MMMS) for
FMS with search pattern and tactical waypoints
–– Mission Management System duplex communi-
cation capability with operator‘s console
–– Night Vision Goggle (NVG) capable cockpit
(optional)
–– Position and size of bubble window for full
downward looking view (180° view)
–– Retractable gear – offering unobstructed 360°
radar scan in flight
–– High wing – excellent down view
Facts & Figures | 11
Missions
Maritime Patrol

Maritime Patrol layout – 2 Operators, 1 Observer, 1 SAR Operator

0.89 m3 14.7 m3 1.2 m3

31 cuft 519 cuft 42 cuft
(120 kg, 255 lb) (150 kg, 330 lb)

Operator Operator First Aid Kit Pax Seat Fire

Console Seat (moveable) Extinguisher
Wx Radar Cabin
SLAR
PBE Heater FLIR Life
Raft

AFT Baggage
FWD Baggage Compartment
Compartment Ladder
PBE SLAR Operator Cabin Roller Door
Seat Heater
Data Master Pax Seat Operator Oil Spill
Unit (moveable) Console Sampling Buoy

Emergency Exits
Baggage compartment
Cabin
Maritime Patrol layout – 1 Operator, 8 Passenger Seats, Toilet

0.89 m3 14.7 m3 1.2 m3

31 cuft 519 cuft 42 cuft
(120 kg, 255 lb) (150 kg, 330 lb)

Wx Radar
Lavatory

AFT Baggage
FWD Baggage Compartment
Compartment
Aft facing Pax Seats Operator Operator
Not be used during takeoff and landing Console Seat

Emergency Exits
Baggage compartment
Cabin

12 | Facts & Figures Facts & Figures | 13

Missions
Light Transport

The Dornier 228 is «flying flexibility». The PAX

aircraft can be quickly re-configured from
passenger to cargo transportation layout with A high standard of passenger comfort is the primary consideration in the Dornier 228 design. The
standard cabin consists of 19 individual passenger seats with 30-in pitch and offers airline standard
minimum personnel. passenger comfort in single seat configuration.

Aircraft & performance features Its rectangular cross-section is the ideal shape for utility applications and provides passengers with
–– Renown short-field performance ample space at shoulder height, extra passenger headroom and cargo storage. Passengers enter
–– Renown hot and high performance through a passenger door with built-in steps on the LH side of the rear fuselage. An 18 seats layout,
–– Unprepared airfield operations with a toilet located aft of the cabin, is also available.
–– Simple single point refueling in 10 min Cargo door
–– Pax/cargo door swap in 15 seconds
–– Pax to cargo configuration change in about PAX layout – 19 passenger seats �
1h by one person
0.89 m3 14.7 m3 2.6 m3
31 cuft 519 cuft 92 cuft
(120 kg, 255 lb) (210 kg, 460 lb)

FWD Baggage AFT Baggage

Compartment Compartment

� �
Dornier 228´- 212
� Pax door � (2-abreast)
Twin Otter DHC 6
(3-abreast)
0.89 m3 14.7 m3 1.2 m3 Beech 1900
31 cuft 519 cuft � – 4218
PAX layout(150 cuft
passenger
5ft 1 in
seats, toilet
(2-abreast) �
(120 kg, 255 lb) kg, 330 lb) 1,55 m Jetstream 31
� (3-abreast)
Metro III
� Emergency Exits
(2-abreast) Baggage compartment
0.89 m3 14.7 m3 1.2 m3
31 cuft 519 cuft Cabin 42 cuft
(120 kg, 255 lb) (150 kg, 330 lb)
12 in 19.8 in Comparison
0,35 0,502 m
53 in / 1,35 m

FWD Baggage AFT Baggage

Compartment Compartment

Dornier 228´- 212

(2-abreast) FWD Baggage AFT Baggage
Twin Otter DHC 6 Compartment Compartment
(3-abreast)

Beech 1900
Unprepared airfield operation, Nigeria Tensing-Hillary Airport (9100 ft), Lukla, Nepal
5ft 1 in
(2-abreast)
1,55 m Jetstream 31 Dornier 228´- 212
(3-abreast) (2-abreast)
Metro III
Emergency Exits Twin Otter DHC 6
(2-abreast) Baggage compartment (3-abreast)

Beech 1900
Cabin (2-abreast)
5ft 1 in
1,55 m Jetstream 31
(3-abreast)
14 | Facts & Figures 12 in 19.8 in Comparison
Metro III
Emergency
Facts &Exits
Figures | 15
0,35 0,502 m (2-abreast) Baggage compartment
53 in / 1,35 m
Cabin
Missions
Light Transport

Cargo MedEvac
Seats can be quickly removed to convert the cabin for cargo transportation; to ease loading the The ambulance equipment has been designed
normal passenger door can be opened sideways, which together with the adjacent door, creates a to cover different mission aspects. The complete
massive opening for bulky or heavy cargo. Parcels and crates of all sorts can be distributed quickly and equipment is sectionalized in separate specific
easily inside the cabin by means of the integrated roller system. While smaller and lighter cargo items modules, which enable quick change, if required,
can be secured with nets, bulky and heavier cargo stacked on pallets can be locked on the seat rails. to support the multi purpose operation of the
Dornier 228.
The rectangular cabin with its 23 ft of usable length significantly eases the transportation of bulky
cargo
2500or longer goods. Whatever your cargo may be, a total of 2 tons (512 cu ft) can be transported. In accordance with MedEvac hygienic require-
ments, the cabin roof and walls of the Dornier
2000
228 are covered with a polycarbonate lining with a washable surface and can be easily sanitised.
Payload [kg]

1500 The cabin floor is covered with a special washable, anti-skid coating to protect the aircraft’s lower
Long Range Speed
structure against contamination by fluids.
1000
Max Cruise Speed
500 The cabin can be equipped with various combinations of forward and side facing seats and double
stretcher as well as intensive care stations. The ambulance transport layout may be easily combined
0
0 250 500 750 1000 1250 1500 1750 2000 with trooper and paratrooper transport layouts.
Range [NM]

Cargo layout MedEvac layout

� �
0.89 m3 14.7 m3 1.2 m3
31 cuft 519 cuft 42 cuft
(120 kg, 255 lb) (150 kg, 330 lb)
0.89 m3 14.7 m3 2.6 m3
31 cuft 519 cuft 92 cuft
Wx Radar (120 kg, 255 lb) (210 kg, 460 lb) Wx Radar 4 Sideways facing folding Seats Forwards facing PAX Seats
Not to be used during takeoff and landing Used during takeoff and landing Lavatory

FWD Baggage AFT Baggage FWD Baggage AFT Baggage

Compartment Compartment Compartment Compartment
Stretcher Stretcher

Emergency Exits Emergency Exits

Baggage compartment Baggage compartment
Cabin Cabin
�
�
16 | Facts & Figures Facts & Figures | 17
Missions
Light Transport

Paratrooper
In this configuration 21 paratroopers and
1 jumpmaster can be transported (limited to
19 parachutists when operated under civil
registration).

The paratrooper version is easily changeable

to the trooper version by removing the anchor
line cable and jump master equipment.

The paratrooper version is characterized by

the following equipment:
–– Side facing, lightweight fold-up troop seats
–– Roller door with ladder
–– Anchor line cable
–– Side wall protection

Paratrooper layout (21 Paratroopers, 1 Jumpmaster)

0.89 m3 14.7 m3 2.6 m3
31 cuft 519 cuft 92 cuft
(120 kg, 255 lb) (210 kg, 460 lb)

Wx Radar

Ladder Stowage Anchorline Cable

3 5 7 9 10 12 14 16 19 20 21

1 2 4 6 8 11 13 15 17 18 22

FWD Baggage AFT Baggage

Compartment Compartment

Troopers Roller Door

Lightweight Seat

Emergency Exits
Baggage compartment
Cabin

18 | Facts & Figures Facts & Figures | 19

Aircraft
Specifications

Dimensions
2.54 m
(8 ft 4 inch) Principal dimensions Horizontal stabilizer
1.17 m
2.54 m (4 ft 2 inch) Overall height 15 ft 11 in (4.86 m) Span 21 ft 2 in (6.45 m)
(8 ft 4 inch) 3,30 m Overall length 54 ft 4 in (16.56 m) Area 89.6 ft2 (8.33 m2)
1.17 m
(10 ft 10 inch) (4 ft 2 inch) Aspect ratio 5.00
3,30(55mft 8 inch)
16.97 m
(10 ft 10 inch)
Wing Taper ratio 1.00
Span 55 ft 8 in (16.97 m) Elevator deflection -30°/+25°
16.97 m (55 ft 8 inch)
Area 344.3 ft2 (32.00 m2)
4.86 m Aspect ratio 9.0 Ailerons
(15 ft 11 inch)
Taper ratio 0.7 Span 8 ft 10 in (2.69 m)
4.86 m
(15 ft 11 inch) Sweepback of leading Area 2×14.5 ft2 (2×1.345 m2)
edge inboard 0°/outboard 8° Deflection (Flaps 0°) 25° up / 18° down
Chord 30%
16.56 m (54 ft 4 inch)
Vertical stabilizer
Height 8 ft 10 in (2.70 m) Doors (height × width)
6.29 m (20 ft 8 inch)
16.56 m (54 ft 4 inch) Area 64.6 ft2 (6.0 m2) Cockpit door 2 ft 9 in × 2 ft 2 in
6.29 m (20 ft 8 inch)
Aspect ratio 1.50 (0.84 m × 0.65 m)
Taper ratio 0.46 Passenger airstair door 4 ft 5 in × 2 ft 1 in
Rudder area 16.1 ft2 (1.5 m2) (1.34 m × 0.64 m)
1.85 m Rudder deflection -24°/+24° Passenger/cargo door 4 ft 5 in × 4 ft 2 in
1.32 m (4 ft 4 inch) 7.08 m (23 ft 6 inch) (6 ft 1 inch) (both door panels are open) (1.34 m × 1.28 m)
1.85 m Passenger compartment Baggage door (front) 3 ft 11 in × 1 ft 8 in
1.32 m (4 ft 4 inch) 7.08 m (23 ft 6 inch) (6 ft 1 inch)
Overall length, max. 23 ft 3 in (7.08 m) (1.2 m × 0.5 m)
5ft 1 in
Maximum width 4 ft 4 in (1.328 m) Baggage door (rear) 2 ft 11 in × 1 ft 9 in
1,55 m
Maximum height 5 ft 1 in (1.55 m) (0.89 m × 0.53 m)
Emergency exits (3) 2 ft 2 in × 1 ft 7 in
14.7 m3 519 cuft (0.67 m × 0.48 m)
0.89 m3 31 cuft 2.6 m3 92 cuft
(120 kg, 255 Ib) (210 kg, 460 Ib)
0.89 m3 31 cuft
14.7 m 519 cuft
3

2.6 m3 92 cuft Weights

(120 kg, 255 Ib)Compartment
Baggage Entrance(2100.64
kg, 460
m ×Ib)
1.34 m
Door 2 ft 1 inch × 4 ft 5 inch 12 in 19.8 in
Cabin 0,35 0,502 m
Cargo 1.28
Weights lb kg
Baggage Compartment Entrance 0.64 m × 1.34 m 53 in / 1,35 m
Cabin Door 4
2 ft 2
1 inch × 4 ft 5 inch Max. take-off weight (MTOW*) 14,110 6,400
Cargo 1.28 m × 1.34 m Max. landing weight 13,448 6,100
Door 4 ft 2 inch × 4 ft 5 inch Max. zero fuel weight (MZFM) 13,095 5,940
Operating weight empty
(with 2 Pilots) (OWE) 8,598 3,900
Mission equipment
(incl. operator and console) 1,047 475
Max. fuel 4,156 1,885

20 | Facts & Figures * e.g. optional MTOW increase to 6,575 kg (14,550 lbs) possible Facts & Figures | 21
Aircraft
Performance Certification Basis

With its Transport Category OEI field performance, control and
engine responsiveness and wide range of operational speeds (74 to
223 KIAS), the Dornier 228 ensures safe margins throughout the
entire mission envelope.
The Dornier 228 is the only 3rd-generation aircraft in its class. It has been
purposely designed to match the FAR23/CS23 commuter category airworthi-
ness standard, which assigns safety margin equivalents to transport category
aircraft. Its advanced design provides the Dornier 228 with unmatched per­
formance, payload capacity, operational flexibility and efficiency.

Range of take-off distance The Dornier 228 success is proven by the over four million hours flown to date. Based on continuous
–– 2.600 ft at MTOW, ISA, SL improvements and innovations, the Dornier 228 offers a high level of safety, even in its standard
–– 3.150 ft at MTOW, ISA+10°C, 2000 ft elevation version, and is one of the most reliable aircraft in the world with its perfect mix of a mature design
–– 4.000 ft at MTOW, ISA+20°C, 4000 ft elevation and innovative technologies.

Accelerate stop distance range Due to its advanced aerodynamics, the Dornier 228 is able to match or exceed the STOL performance
–– 2.500 ft at MTOW, ISA at SL of competing aircraft at the same payload, all while cruising up to 50 kts faster.
–– 3.000 ft at MTOW, ISA+10°C at 2000 ft elevation
–– 3.600 ft at MTOW, ISA+20°C at 4000 ft elevation

Range of unfactored landing distance

–– 1.480 ft at MLW, ISA at SL
–– 1.590 ft at MLW, ISA+10°C at 2000 ft elevation
–– 1.730 ft atMLW, ISA+20°C at 4000 ft elevation

Climb at ISA, SL conditions

–– normal 1570 ft/min
–– single engine 400 ft/min

Speed
–– max. cruise 223 KIAS
–– minimum control 74 KIAS

22 | Facts & Figures Facts & Figures | 23

Aircraft
Construction and Fuselage

The structure of the fuselage is a conventional alloy construction (non-pressurized fuselage). Key advantages
Square cross-section and volume
The structure of the wing is new technology. While a conventional wing has a main and a secondary –– Allow for large operator console(s) and still
spar, ribs and stringers and sheet metal skin – rivited together – the Dornier 228 wing structure is a guarantee safe egress path
box formed from four integrally milled alloy panels. Leading edge is conventional alloy sheet metal –– Floor structure offering several spot for sensors
with ribs and stringers, trailing edge and Fowler Flaps are made from Kevlar®. installation without a need for structural
reinforcements
Empenage is conven- –– Flat bottom and side for easy sensors inte­
tional alloy construction gration and low fuselage interference
Aerodynamic cowlings –– Retractable gear allowing for unobstructed
(e.g. landing gear) 360° radar scan
are Kevlar® –– Aft cargo area configurable and accessible in
flight (drop-hole possible)
–– 30 second quick change pax/cargo door
–– Roller door, capable of in-flight operation
(optional)

–– Conventional frame/stringer/sheet metal

construction with 4 seat rails (Douglas 1 inch)
–– Cables and air condition tubing installed

Emergency exits
(front right and centre left)

Electronic racks

24 | Facts & Figures Facts & Figures | 25

Aircraft
Main Wing

Airfoil specification The high wing design make the aircraft less prone to FOD and stone damage when operating on un-
prepared runways. The wing box, panels and root ribs are integrally milled and serve as the integrated
fuel tank. While conventional sheet metal construction is used for the leading edge part, glass-fiber
The outstanding wing design is the key element behind the Dornier 228 reinforced plastic is used for the trailing edge, outboard wing and wing tips.
best-in-class performance.
–– The supercritical profile Do A-5 reduces drag by up to 30%, retains good characteristics in icing
conditions, and ensures roll control even in full stalls Do A-5 supercritical profile, more than 50% laminar flow
–– The optimised wing shape keeps secondary drag as low as possible (reduced wing vortex
by triangular shape of wing tips) uppe r pa ne l Kevlar trailing edge
–– The box type structure and the manufacturing process ensure the highest possible accuracy
over the life cycle

front pa ne l
front spar

re a r p a n e l

rear spar
wing box
Wings of excellence: the Wing of New Technology
fuel tank

The high performance wing of the D228 was developed by Dornier as part of the “Wing of New
Technology for General Aviation Aircraft“ programme funded by the German Federal Ministry conventional alloy lowe r pa ne l Fowler Flaps
of Education and Research. The objective of this program was to improve the performance and effi- leading edge
ciency of general aviation aircraft at speeds of up to 250 KTAS. The Dornier 228 wing stems directly
from this research program, the most radical evolutions being:
–– Supercritical profile designed specifically for this aircraft (50% laminar flow)
–– Trapezoidal wing with raked wing tips for enhanced pressure distribution and reduced vortex drag
–– Integral milled wing panel for structural performance and reduced parasite drag

Performance with the Wing of New Technology

was increased by more than 25% overall.
Another reason for the better performance is the
Fowler Flaps, which ensure an improved take-off Climb
Improvement
and landing performance. Finally, the triangular
wing tips ensure a reduction in induced drag and Climb
Cruise
Improvement
gentle stalling characteristics.

Cruise
Lift

Do A-5
Drag NACA 23018
GA (W)-1

26 | Facts & Figures Facts & Figures | 27

Aircraft
Engines and Propellers

The Dornier 228 is currently the most productive, most reliable and most TPE331 Engine Benefits
up-to-date aircraft in its class. And this unmatched performance has even been
significantly improved by the new 5-bladed propeller in combination with the –– Low Specific Fuel Consumption (SFC)
–– Efficient “front-to-rear-flow” turbine design
fuel-efficient TPE331-10 engine. The results are unique and outstanding mission –– Very high ram pressure recovery
performances and improvements over the whole flight profile. –– Low frontal area reducing drag to a minimum
–– Instantaneous power response in all flight
Our complete support of the Dornier 228 includes the competence required for the regular MRO, modes
certified safety and continued support of the TPE331 engine over its entire life cycle. RUAG is your –– Automatic torque and ITT limiting system
experienced partner of choice as a Honeywell Authorised Service Centre and we invest our expertise –– Automatic start sequence
in providing full support for TPE331-5 & -10 engines, offering both line and major maintenance, –– Simple Engine Anti-Ice System
as well as hot section inspection. –– 940 SHP de-rated to 776 SHP
–– Flat rated up to ISA + 30°C at SL
–– Low Direct Maintenance Cost
Engine data TPE331-10
–– Time between overhaul up to 7,000 hours
Dimensions 1080 – 518 – 676 (mm) –– Engine Health Monitoring (optional)
(length – width – height) 42.5 – 20.4 – 26.6 (in)
Weight 385 lb
Pressure Ratio 10.55
Power 940 shp
Compressor bleed (max.) 10%
TBO (commercial operation min 800 h/year) 7,000 h
ESFC (Equiv. Specific Fuel Consumption T/O) 0.534 lb/hp-h
5-bladed Composite Propeller

N.T.S. –– Lighter propeller: Reduced stress on the engine and electrical

Negative Torque Sensing (N.T.S.) provides system during start up
Power

automatic and instantaneous prop drag –– Smaller propeller diameter: Reduced noise and increased
reduction ground clearance
–– Retrofit ready: EASA STC A.S.02755, MT-Propeller
N.T.S.

28 | Facts & Figures Facts & Figures | 29

Cockpit
Glass Cockpit 50
5 1 5 1 2 1 1 2 1
RUDDER-TRIM

5 1 2 10 1 3 3 5 RIGHT
LEFT

10 10 5 5 10 1 1

50

10 10 10 10 5 5 5 2 5

Main Instrument Panel

10 1 3 3 5 3 3 712

NG-SAMM-31-0010-02

NG-SAMM-31-0013-01
The cockpit is fitted with 4 large UNIVERSAL® displays, featuring one 50

10 10 5 1 1 3 3 15 5

Primary Flight Display (PFD) and one Multi Function Display (MFD) in front
of each crew member located on the central panel, additionally an Electronic WIPER INSTR COCKP
INT-LIGHTS
CABIN DIM SEAT BELT NO SMOKE EXIT ANTICOLL STROBE
EXT-LIGHTS
NAV SURF LANDING
INT-LIGHTS
PANEL INST WIPER

Standby Instrument System (ESIS) is installed between the two MFD. Those
INSP LAND ON
ON ON FULL NIGHT ON
ON
OFF OFF OFF OFF OFF
OFF
OFF OFF
LOGO TAXI PARK
PARK EMERG HALF DAY

crystal clear, sunlight readable HD displays provide the pilots with the
DC/AC POWER
DEICE 10 20 50
50

PITOT INLET PROP W-SHIELD SURF PROP INLET PITOT INV 1 ~V INV 2 100

~V ~V
100

130
0 30 0 130
ON 0
HIGH
ON
LO

specific information required during each phase of the mission.

OFF OFF OFF
GEN-LH GEN-RH
ON ON
BUS 1 NON ESS-B BUS 2
OFF OFF
ESS BUS
FUEL RESET RESET

INV 1 INV 2

ON ON TIE

F CROSS FEED F
I I
OFF R R OFF BATT BUS 1 BATT BUS 2
E E 20 30 20 30

COCK PUMP 1
40
PUMP 2 10 40 10
PUMP 1 PUMP 2 COCK A
–
A
–
0 50 0 50
x10 x10

UNF-PUMP CONT-IGN IGN-CONT UNF-PUMP

EXT

Key features
START START START
ON ON ON ON
CONT CONT
AIR OFF OFF OFF OFF
AUTO AUTO
O O RESET EXT EXT RESET
OFF F VENT F OFF
F F
START START

–– Four (4) 8.9 inch liquid crystal HD displays –– Emergency ESIS with navigation capability GEN-LH BATT 1 BATT 2 GEN-RH

NG-SAMM-31-0014-01
STOP GROUND STOP

NG-SAMM-31-0009-01
MASTER
ENRICH ENRICH

–– Designed for increased situational and flight –– Charts and airport diagrams (optional)
safety awareness –– Checklist (optional)
–– Primary Flight Display (PFD) with multiple –– Moving Map (optional)
display setting to match mission segment –– Native NVG PFD/MFD display available (not
requirements add-on filters)
CRS HDG CRS SPEED
ALERT

FT/M
UNIVERSAL

–– Navigation display with TAWS overlay, –– Obstacle cross-section view along flight path 8 8
NO ACROBATIC MANEUVERS,
DORNIER 228-212 CAUTION: DO NOT OPERATE
WITH ICE BUILD-UP ON THE WINGS
RSD AND STALL WARNING
ARE UNRELIABLE FIRE FIRE ANY BRAKE DURING TOWING INCLUDING SPINS, APPROVED
FA PULL PULL

9 10 9
OW ST
SL
FIRE EXT. FIRE EXT.
OFF TEST LH TEST RH
MASTER MASTER MASTER MASTER

–– Terrain cross-section analysis along flight path –– Synthetic vision (optional)

USE FLAP POSITION 1 OR UP IF FROST, ICE, SLUSH, CAUTION WARNING TURN TURN WARNING CAUTION
MUD OR STRUCTURAL DAMAGE IS SUSPECTED ON THE FOR FOR FLAP
RESET RESET
STALL RESET RESET
ANTI OVRD
HORIZONTAL STABILIZER. LRN
INCREASE V REFBY 15 KIAS.
SKID
OFF
SHOT SHOT

MAX EGT LIMITS C

60
55 5 ENGINE START 770 C
60
12 55 5
11 1 MAXIMUM REVERSE 565 C
12

–– Multi-sensors FMS with LPV Monitor

11 1

7 7

10
50
10 2 100% 96%

10
50
RPM OAT RPM 10 2
45 9 3 15 616 60 607
606 50 596
45 9 3 15
8 4 595 40 586
8 4

40

20
7 5 584 30 575

40

20
6 7 5
35 25
574 20 565
35
6
30 565 10 554 25
30
557 0 545

–– Duplex communication capability between

550 -10 536
545 -20 528
540 -30 521
MINIMUM FUEL T.O.:
536 -40 516
200 LBS EACH FEEDER TANK

PFD Pilot MFD 1 MFD 2 PFD Copilot

531 -50 512
526 -60 507

OPEARATIONAL LIMITS

FMS and operator‘s consoles

THE MARKINGS AND PLACARDS INSTALLED IN
TRQ LIMIT
THIS AIRPLANE CONTAIN OPERATING LIMITATIONS
WHICH MUST BE COMPLIED WITH WHEN OPER- TEST TEST
ATING THIS AIRPLANE IN THE COMMUTER CAT- ON ON
EGORY. OTHER OPERATING LIMITATIONS WHICH
OFF OFF
MUST BE COMPLIED WITH WHEN OPERATING THIS
AIRPLANE IN THIS CATEGORY ARE CONTAINED IN
THE PILOTS OPERATING HANDBOOK AND LBA
APPROVED AIPLANE FLIGHT MANUAL.

MAX. DESIGN MANEUVERING SPEED 150 KIAS

NOSE
MAX. LOADING GEAR OPERATING SPEED 160 KIAS

THIS AIRPLANE IS APPROVED FOR LEFT RIGHT

VFR, IFR, DAY AND NIGHT OPERATIONS.
FLIGHTS UNDER KNOWN ICING CONDITIONS ARE
APPROVED IF ICE PROTECTION EQUIPMENT IS LDG GEAR
INSTALLED.

UP
TEST TEST TEST TEST
DN

DN LCK MUTE
REL HORH

TFC TERR EXT WX TFC TERR EXT WX

ALTERNATE TEST
SOURCE
UNIVERSAL UNIVERSAL
STATIC

1
PRESSURE

SELECTOR
VALVE
2 3 BLEEDAIR
ON ON
AIRCOND
HIGH
N
ON
CKP-HEAT
ON
3 2
O
C D R P
K E OFF OFF
M
RAM OFF OFF
N

4
P M AIR E
I LH RH U
S M
NG-SAMM-31-0001-02
LD H

T
O
AUTO MAN HOT A

OT
C
A I T

5
I N
OFF I
C E
R G COLD
RM
EE
AUTO TEMP MAN LRP
SELECT MODE CONTR
E G. U
AL L
SD L
EN
G

RA/DA RA/DA

1. ELT Control Panel 7. Pilot and Co-pilot Clock

TFC TERR WX TFC TERR WX
UNIVERSAL UNIVERSAL

AVIONICS VHF1 FDS/ STBY MSS

MSTR HOT AP BATT MSTR
ON ON ON ON ON

2. Pilot and Co-pilot PFD Control Unit 8. Pilot and Co-pilot Master Warning
OFF

OFF OFF OFF TST OFF

3. Pilot and Co-pilot MFD and WXR Control Unit POWER

MAX
ENGINE SPEED

HIGH
DATA

FUEL
NAV

FPL
Master Caution Annunciator / Buttons
VNAV

PERF
DTO

TUNE
LIST

MENU
PREV

NEXT
1
4
2
5
3
6

4. DF Control and Display Unit C

R
U
I
A
H
B
I
9. Pilot and Co-pilot NAV and Annunciator Panel
C
J
D
K
E
L
F
M N
G 7
BACK
8
0
9
MSG

O P Q R S T

5. Air Conditioning Control Panel

S

10. Engine Fire Handles

ON/OFF
DIM

P E
O U V W X Y Z ENTER
W
E
R

16. 2 Landing 1 Gear Lever 11. Emergency ESIS

EMER EMER ACTV BRT

5 1 5 1
5 1 2 5
L
O
W
FI
S
H
U PREV TOP
25
XTUNE ID

GI T PRE
8.33 DME
O NEXT SET DETAIL HOLD

1 2 10 1 3 3
F

5 10 10 10 3 10
F

REVERSE FEATHER

5 5 5 15 15 2 5 10 5 1 EMER EMER ACTV BRT

5 5 5 15 15 2 5 10

80 80

NG-SAMM-31-0008-02
5 10 35 1 2 5 15 AIL-TRIM PREV TOP
25
XTUNE ID 5 712 5 5 35 1 2 5
NG-SAMM-31-0007-02

LAMP TEST NEXT PRE

8.33
DETAIL
DME
SET HOLD

LH RH

UP UP

1 1

SYNCHRO
PHASER
SE SELEC

3 10 10 10 10 5 10 15 2 5
HA

5 5 5 5 5 5 5 5 5 5 5 5
THE SYNCHROPHASER

T
MUST BE OFF FOR 2 2
T.O. SINGLE ENGINE
OPERATION, AND
LANDINGS.
N

O
OFF

ON ON

NWS HYDRAULIC
FLAPS

30 | Facts & Figures BYPASS

ON

TEST
MAN
ON
NORM

OFF
Facts & Figures | 31
NG-SAMM-31-0002-02

P
A
R
K
B
R
Cockpit
Avionics Communication Systems

Navigation and Pitot Static Systems Dual Rockwell Collins VHF Communication System
–– UNIVERSAL® UNS-1Ew Flight Management System (FMS) –– two independent VHF COM transceivers and antennas
–– Multi-Mission Management System Software upgrade (optional)
–– Dual Revue Thommen Air Data Computer Digital Becker Avionics Intercommunication System
–– Dual Northrop Grumman Litef Attitude Heading Reference System –– two audio control units installed in the center pedestal and one remote
–– Rockwell Collins Radar Altimeter electronic unit
–– Rockwell Collins Distance Measuring Equipment –– provides communication between pilot, co-pilot, operator and observers
–– Dual Rockwell Collins VHF Navigation System and monitoring of all COM and NAV radio equipment.
–– ACSS Transponder System
–– Honeywell Weather Radar (optional) Dual Universal Avionics Radio Control Units RCU
–– Universal Avionics Terrain Awareness and Warning System Class A (TAWS, optional) –– two radio control units installed in the center pedestal
–– ACSS Airborne Collision Avoidance System (TCAS, optional) –– primary means of control for all onboard radios without a dedicated
–– Flight Director/Autopilot (optional) control unit
–– L3-Com Airborne TACAN System (optional)
Rockwell Collins V/UHF Communications System (optional)
Indicating Systems –– accommodates full range of ECCM (el. counter-countermeasures) waveforms
–– Universal Avionics Electronic Flight
Instrument System Marine Band Radio (optional)
–– L-3 Com Avionics Electronic Standby –– Maritime VHF transceiver to provide the MPA with maritime communication
Instrument Systems in the VHF FM band and on the Distress and Safety Channel (DSC)
–– Dual AEE Analog-Digital Converting
System (EIU) HF Communication System (optional)
–– AEE Central Advisory and Warning System –– long range communication and data transmission
–– inverted-V antenna between top of fuselage tail section and vertical
Recording Systems stabilizer
–– L3-Com Solid State Flight Data Recorder
with Flight Data Aquisition Unit (optional) SELCAL Decoder (optional)
–– L3-Com Solid State Cockpit Voice Recorder –– allows an aircraft crew to be notified of incoming communications even
(optional) when the aircraft‘s radio has been muted

Emergency Equipment SATCOM (optional)

–– Emergency Locator Transmitter –– provides secure video, data, voice and IP

TAWS – A unique 3-D perspective view provides the opti-

mum level of situational awareness.
32 | Facts & Figures Facts & Figures | 33
Cockpit
Multi-Missions Management System
(MMMS)
Search Pattern
The MMMS generates and steers the aircraft through the following six pattern types:

Rising Ladder Sector Search

The Rising Ladder search pattern consists of an The Sector Search pattern resembles a clover-
alternating series of parallel legs adjoined with leaf and consists of a series of legs which pass
flyover waypoints. through a centre waypoint.

Race Track Orbit

The Race Track pattern consists of two parallel The Orbit search pattern consists of flying a
legs. constant radius circle in a predefined direction
around a point.

Expanding Square Border Patrol

The Expanding Square search pattern consists The Border Patrol pattern consists of flying a
of a series of legs flow with conventional turn track between pilot-defined waypoints, or stored
anticipation. route, with course reversal at the final way-
points.

34 | Facts & Figures Facts & Figures | 35

Sensors and Mission Systems
Overview

MMMS

AIS

VIS Line Scanner

MMS and Operator Console

Search/Surveillance Radar

MWR SLAR

UV/IR Scanner SAR/DF EO/IR

36 | Facts & Figures Facts & Figures | 37

Sensors and Mission Systems
Mission adaptable
Side Looking Airborne Radar (SLAR)
–– Perpendicular beams (090/270)
–– High resolution wave returns = sea clutter
(if sea clutter is visible oil spills can be detected)
–– Changes in waves are clearly visible
(oil covered water, ship waves)
–– Oil spill area can be measured
–– All weather, day & night
–– High sea state
–– Range right and left 20/40 Nm
–– Measurement of layer thickness not possible
–– SLAR – Primary sensor for detection of oil spills
Search/Surveillance Radar
–– 360° scan or sector scan
–– Primary sensor for all search task (except oil
spill search)
–– Max range 200 Nm
–– Small target (periscope, small boats, life rafts)
–– High sea state range ~ 60 Nm
–– Pulse compression
–– Moving Target Indication (MTI)
–– Weight: 35–100 kg (77–220 lbs)
–– Different suppliers
38 | Facts & Figures
SAR Direction Finder (SAR/DF)
The SAR Direction Finder combines a communication direction
finder and a SAR (Search and Rescue) direction finder, thus
allowing to track all coastal and maritime radio stations.
The SAR Direction Finder allows the bearing of radio signals
on different frequency bands as well as their traditional
emergency frequencies in the VHF and UHF range, the
common calling up channel 16 in the maritime radio band
and the widely used Cospas-Sarsat emergency signal.
Automatic Identification System (AIS)
–– Monitoring of Surface Traffic; keeps track of AIS equipped
vessels and their destinations.
–– Maritime Surveillance/Coast Guard Patrol; together with a
radar system, aircraft can find vessels without AIS or faulty AIS
parameters.
–– Search and Rescue (SAR); helps locate vessels in distress and
communicate help is on the way
–– Mission Control and Coordination; in SAR and military opera-
tions involving several helicopters and vessels
Facts & Figures | 39
Sensors and Mission Systems

Electro Optical / Infrared (EO/IR) Visible (VIS) Line Scanner

–– Up to 9 sensors, HD resolution –– This passive sensor in the visible wave

–– Typical sensor equipment length range is used as an auxiliary tool
■■
Thermal imager for various applications.
■■
Multi-spectral HD zoom camera –– In maritime surveillance: it can detect
■■
Multi-spectral HD spotter oil spills, chemical plumes and biogenic
■■
Laser illuminator, laser pointer slicks (daylight only)
■■
Mission awareness positioning system –– Weight: 17 kg (37 lbs)
–– Stabilized system, auto-tracking, layover mode
–– System weight: 40–55 kg (88–121 lbs)
–– Different suppliers

EO/IR + SAR = Optimal Sensor Package

–– Cross cueing capabilities

–– Workstation sensor calibration
–– Best identification through combination of
- long range, all weather, broad area radar
surveillance (SAR)
- short range, high resolution EO/IR imagery Optimare VIS Scanner
–– Cross cueing sensor software available
–– System weight: 70–150 kg (154–330 lbs)

40 | Facts & Figures Facts & Figures | 41

Sensors and Mission Systems

Ultraviolet / Infrared (UV/IR) Scanner Microwave Radiometer (MWR)

–– Ultraviolet scanner makes different reflections of water and oil spill visible (daylight only) –– This passive sensor measures oil spill thickness > 0.05 mm and
–– Infrared scanner makes different surface temperature of water and oil spill (less emissivity) < 3 mm by measuring microwave reflection and emission
visible (day and night) (all weather, day and night).
–– System weight: 29 kg (64 lbs) –– System weight: 115 kg (253 lbs)
–– Both sensors allow measurements of oil spill thickness > 0.01 µm

Optimare UV/IR Scanner Optimare Microwave Radiometer

42 | Facts & Figures Facts & Figures | 43

Sensors and Mission Systems

Mission Management System Key features

The Mission Management System is one of the most important elements of
any Maritime Patrol Aircraft and the true brain of the platform where all the
sensors‘ data are fused together and analysed in real time. As an independent
system provider, RUAG is able to flexibly cater to customer requests, integrate
the requested Mission Management System and console into the Dornier 228
and work together with the system and sensor providers.
Key features
–– Software and sensors form a unified presentation to the operator.
–– Sensor data, maps and reports are presented in pre-assigned windows.
–– All data is recorded digitally, allowing the operator to simultaneously operate a number of sensors
and at the same time access stored data to work on the mission report without stress or risk of
making errors.
–– All sensor data, images, targets, etc. are annotated using navigation data from a single source, so
that each piece of information becomes an integrated part of a Geographic Information System
(GIS) on board the aircraft.
–– The operator can choose the sensors on the console in order to carry out an
analysis on the colour monitor.
–– The aircraft‘s navigation system automatically includes the current flight data
(position, course, time, etc.) in the images that appear on the monitor.
–– The displayed screen shown at the operator console is handed over to the cockpit
crew and can be selected by the cockpit crew to be imaged on the copilot MFD
–– The sensors selected are saved on the hard drive integrated in the system and can
be analysed in an instant.
–– What‘s more, this data can also be saved on a portable hard drive, which allows
for additional analyses to be carried out on the ground, sensor images to be
printed out and data to be transferred to another computer.
–– Displays can be remotely controlled via a serial link
Secondary LCD / CDU Console

Phone Radar Control Panel

Operator’s Console – Forward Looking Design Radio Control FLIR HCU
The operator console provides Primary LCDs
the Human Machine Interface ICS Control Panel
(HMI) between the operator Joystick
and the mission sensors. Trackball
Keyboard
FLIR Control Panel

Work Surface
Laser Fire Control

Circuit Breakers

Lights
Push-to-talk

(generic solution)

44 | Facts & Figures Facts & Figures | 45

Operations Support
Life Cycle Support Technical and Operational Support

As manufacturer of the Dornier 228 RUAG also offers Between 1982 and 2002, well over 200 Dornier 228s were built
comprehensive support services, ensuring that the aircraft can in Oberpfaffenhofen and were marketed worldwide. About 150
be operated safely, economically and in accordance with the machines are still in service today, and many of these are
customer’s requirements at any time. serviced by RUAG.

RUAG‘s international, customer support services comprise technical support and As holders of the type certificate of the Dornier 228 and licences EASA 21G, EASA
supply of spare parts, documentation, field service and training. In addition, RUAG 21J, EASA 145 and FAR 145, we offer comprehensive servicing for the Dornier 228
offers operators of special versions and small fleets of the Dornier 228 its Total fleet operating worldwide. The scope of our services is as follows:
Aircraft Care service, which provides full technical support and guaranteed availabi-
lity for a fixed price per flight hour. –– Technical support beyond the basic documentation, e.g. with Service Problem
Report (SPR) and Repair Approval Sheet (RAS) for complex repairs
–– Modifications – e.g. customer-specific mission equipment, engine and avionic
upgrades
–– The whole range of maintenance work (Line & Base) including engine inspections
–– Complete and partial painting in our state-of-the-art paint shop
Material
–– Service contracts, Power-by-the-Hour contracts
support
Technical MRO –– Fleet management in line with CAMO
support services –– Training for pilots and maintenance staff
–– Spare parts support

Training Modification/
upgrades

24-hour – AOG Hotlines

Fleet
Technical Technical Support
manage-
ment documentation Tel.: +49 8153 30 – 2280
Fax: +49 8153 30 – 3030
E-mail: custsupport.dornier228@ruag.com
Service Flight operations
contracts, support
power-by- Field
Material Support
the-hour service
Tel.: +49 8153 30 – 2281
Fax: +49 8153 30 – 4633
E-Mail: matsupport.dornier228@ruag.com

46 | Facts & Figures Facts & Figures | 47

Contents

2 Content Overview 36 Sensors and Mission Systems

36 Overview
4 Missions 38 Mission adaptable
38 Side Looking Airborne Radar (SLAR)
4 Mission Challenges 38 Search/Surveillance Radar
7 Multirole Platform 39 SAR Direction Finder (SAR/DF)
8 Mission Match – All Around the World 39 Automatic Identification System (AIS)
10 Maritime Patrol 40 Electro Optical / Infrared (EO/IR)
14 Light Transport 40 EO/IR + SAR = Optimal Sensor Package
15 PAX 41 Visible (VIS) Line Scanner
16 Cargo 42 Ultraviolet / Infrared (UV/IR) Scanner
17 MedEvac 43 Microwave Radiometer (MWR)
18 Paratrooper 44 Mission Management System
44 Operator’s Console – Forward Looking Design

20 Aircraft
46 Operations Support
20 Specifications
22 Performance 46 Life Cycle Support
23 Certification Basis 47 Technical and Operational Support
24 Construction and Fuselage
26 Main Wing
28 Engines and Propellers 48 Contents

30 Cockpit

30 Glass Cockpit
32 Avionics
33 Communication Systems
34 Multi-Missions Management System (MMMS)

48 | Facts & Figures Facts & Figures | 49

50 | Facts & Figures Facts & Figures | 51
 03.17

RUAG Aerospace Services GmbH | RUAG Aviation

P.O. Box 1253 | Special Airfield Oberpfaffenhofen
82231 Wessling | Germany
Phone +49 8153 30-2011 | info.de.aviation@ruag.com
www.dornier228.com