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Name Dash 8 Q300
Manufacturer BOMBARDIER
Body Narrow
Wing Fixed Wing
WTC Medium
Type code L2T
Engine Turboprop
Engine count Multi
Mass group 3

Manufacturered as:





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
Length 25.68 m84.252 ft
Height 7.49 m24.573 ft
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)
(to FL100)
Descent (FL100
& below)
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
18.6 tonnes
Ceiling FL270 ROD ft/min APC B
WTC M Range 19501,950 nm
3,611,400 m
3,611.4 km
11,848,425.206 ft

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, 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, 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.)