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BOMBARDIER Dash 8 Q300
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DH8C
| Aircraft | ||||
|---|---|---|---|---|
| Name | Dash 8 Q300 | |||
| Manufacturer | BOMBARDIER | |||
| Body | Narrow | |||
| Wing | Fixed Wing | |||
| WTC | Medium | |||
| APC | B | |||
| Type code | L2T | |||
| Engine | Turboprop | |||
| Engine count | Multi | |||
| Mass group | 3 | |||
|
| ||||
BOMBARDIER Dash 8 Q300
Description
Short range turboprop commuter airliner. In service since 1989. Stretched development of DHC-8-200. Exists in three basic forms: standard 300, 300A/B with higher gross weights and 300E. Further stretched version DHC-8-400. From 1996 all Dash 8s delivered with a computer controlled noise and vibration suppression system. Type designation with a Q for quiet. DH8C is a member of the Bombardier Dash 8 Series.
Technical Data
| Wing span | 27.43 m89.993 ft <br /> |
|---|---|
| Length | 25.68 m84.252 ft <br /> |
| Height | 7.49 m24.573 ft <br /> |
| Powerplant | 2 x 2.380 SHP PWC PW 123 turboprops with 4 blade propellers. |
| Engine model | Pratt & Whitney Canada PW100 |
Performance Data
| Take-Off | Initial Climb (to 5000 ft) |
Initial Climb (to FL150) |
Initial Climb (to FL240) |
MACH Climb | Cruise | Initial Descent (to FL240) |
Descent (to FL100) |
Descent (FL100 & below) |
Approach | ||||||||||
| V2 (IAS) | kts | IAS | kts | IAS | kts | IAS | kts | MACH | TAS | 220 kts | MACH | IAS | kts | IAS | kts | Vapp (IAS) | kts | ||
| Distance | 1085 m | ROC | ft/min | ROC | ft/min | ROC | ft/min | ROC | ft/min | MACH | ROD | ft/min | ROD | ft/min | MCS | kts | Distance | 1177 m | |
| MTOW | 1860018,600 kg <br />18.6 tonnes <br /> kg | Ceiling | FL270 | ROD | ft/min | APC | B | ||||||||||||
| WTC | M | Range | 19501,950 nm <br />3,611,400 m <br />3,611.4 km <br />11,848,425.206 ft <br /> NM | ||||||||||||||||
Accidents & Serious Incidents involving DH8C
- DH8A/DH8C, en-route, northern Canada, 2011 (On 7 February 2011 two Air Inuit DHC8s came into head-to-head conflict en route over the eastern shoreline of Hudson Bay in non radar Class ‘A airspace when one of them deviated from its cleared level towards the other which had been assigned the level 1000 feet below. The subsequent investigation found that an inappropriate FD mode had been used to maintain the assigned level of the deviating aircraft and noted deficiencies at the Operator in both TCAS pilot training and aircraft defect reporting as well as a variation in altitude alerting systems fitted to aircraft in the DHC8 fleet.)
- DH8C / GALX, Valencia Spain, 2008 (On 11 February 2008, the crew of a DHC8-300 misjudged the sufficient clearance during taxi and collided with a Gulfstream G200 at a taxiway intersection.)
- DH8C / P180, Ottawa ON Canada, 2013 (On 1 December 2013, a small aircraft taxing for departure at night was cleared to cross an active runway and did so as a DHC8 was taking off from the same runway. Separation was significant and there was no actual risk of collision. The Investigation found that the GND controller had issued clearance to the taxiing aircraft when he had responsibility for its whole taxi route but had neither updated the aircraft status system nor directly advised of the taxiing aircraft when passing responsibility for part of its cleared route to the TWR controller who therefore remained unaware of it.)
- DH8C / Vehicle, Tamworth SE Australia, 2008 (On 7 February 2008, an ATC TWR at Tamworth cleared an Eastern Australia Bombardier DHC8-300 for take off having already cleared a bird scaring vehicle onto the same runway. The vehicle was still on the runway at the time of the take off clearance and as the flight crew could see the vehicle, they did not commence take off. The vehicle driver reported having been monitoring the TWR frequency and vacated the runway. The subsequent Investigation noted a record of good competency assessments for the controller involved and found no specific explanation for his lapse.)
- DH8C, Darwin NT Australia, 2019 (On 11 November 2019, one of the two PW100 series engines of a Bombardier DHC8-300 failed catastrophically when takeoff power was set prior to brake release. The Investigation found that the power turbine shaft had fractured in two places and all first and second stage power turbine blades had separated from their disks. The shaft failure was found to have been caused by fatigue cracking initiated by corrosion pitting which was assessed as probably the result of prolonged marine low-altitude operations by the aircraft. It was found that this fatigue cracking could increase undetected during service between scheduled inspections.)
- DH8C, Kimberley South Africa, 2010 (On 16 July 2010, a South African Express Airways Bombardier DHC 8-300 hit an animal during a night landing at Kimberley after a passenger flight from Johannesburg. The nose landing gear took a direct hit and collapsed but after a temporary loss of directional control, the runway centreline was regained and the aircraft brought to a stop. The Investigation found wildlife access to the aerodrome was commonplace and the attempts at control inadequate.)
- DH8C, Stephenville NL Canada, 2018 (On 15 November 2018, a Bombardier DHC8-300 made a main gear only touchdown at Stephenville with only minor damage after diverting there when the nose landing gear only partially extended when routinely selected on approach at the originally intended destination. The Investigation found that the cause was incorrect nose gear assembly which had allowed hydraulic fluid to leak and eventually led to it jamming. There was some concern at the way the flight was conducted following the problem which involved continuous smartphone communications with the operator and an overspeed which it was considered constituted an avoidable risk to safety.)
- DH8C, Toronto Canada, 2019 (On 10 May 2019, a Bombardier DHC8-300 taxiing in at Toronto at night was hit by a fuel tanker travelling at “approximately 25 mph” which failed to give way where a designated roadway crossed a taxiway causing direct crew and indirect passenger injuries and substantial damage. The Investigation attributed the collision to the vehicle driver’s limited field of vision in the direction of the aircraft coming and lack of action to compensate for this, noting the need for more effective driver vigilance with respect to aircraft right of way rules when crossing taxiways. The aircraft was declared beyond economic repair.)
- DH8C, vicinity Abu Dhabi UAE, 2012 (On 9 September 2012, the crew of a DHC8-300 climbing out of Abu Dhabi declared a PAN and returned after visual evidence of the right engine overheating were seen from the passenger cabin. The Investigation found that the observed signs of engine distress were due to hot gas exiting through the cavity left by non-replacement of one of the two sets of igniters on the engine after a pressure wash carried out overnight prior to the flight and that the left engine was similarly affected. The context for the error was identified as a dysfunctional maintenance organisation at the Operator.)
- DH8C, vicinity Adelaide Australia, 2015 (On 24 April 2015, a Bombardier DHC8-300 making an RNAV approach at Adelaide in IMC with the AP engaged went below the procedure vertical profile. An EGPWS ‘PULL UP’ Warning was triggered at 5½nm out and the approach was discontinued reportedly due to “spurious instrument indications”. The Investigation found that the premature descent had occurred when mode re-selection after a Flight Director dropout had been incorrect with VS active instead of VNAV. It was found that both pilots had assessed the ‘PULL UP’ Warning as “spurious” and a missed approach rather than the mandated terrain avoidance procedure had been flown.)
- DH8C, vicinity Sydney Australia, 2008 (On 26 December 2008, a DHC8-300 being operated by Eastern Australia Airlines from Moree to Sydney made an auto ILS approach in which became de-stabilised and was continued as such until a stick shaker activation occurred.)