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Difference between revisions of "DH8A"

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|Wing_position=High wing
|Engine_position=(Front) Wing leading mounted
|Landing_gear=Tricycle retractable
|Powerplant=2 x 2.000 SHP P&W 120A or 2 x 2.150 SHP P&W 121A turboprops with 4 blade propellers.
|Powerplant=2 x 2.000 SHP P&W 120A or 2 x 2.150 SHP P&W 121A turboprops with 4 blade propellers.
|Engine_Model=Pratt & Whitney Canada PW100
|Engine_Model=Pratt & Whitney Canada PW100

Latest revision as of 20:09, 27 May 2015

Name Dash 8 Q100
Body Narrow
Wing Fixed Wing
Position High wing
Tail T-tail
WTC Medium
Type code L2T
Engine Jet
Engine count Multi
Position (Front) Wing leading mounted
Landing gear Tricycle retractable
Mass group 3

Manufacturered as:





Short range turboprop airliner. In service since 1984. Initial basic model of Dash 8 regional turboprop airliner family. Followed by the series 100A in 1990 with extra headroom and 100B (since 1992) with more powerful engines. From 1996 all Dash 8s delivered with a computer controlled noise and vibration suppression system. Type designation with a Q for quiet. Canada mil. type: CT142, US-mil. type: E-9.

Technical Data

Wing span 25.9 m84.974 ft <br />
Length 22.25 m72.999 ft <br />
Height 7.5 m24.606 ft <br />
Powerplant 2 x 2.000 SHP P&W 120A or 2 x 2.150 SHP P&W 121A 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 240 kts MACH IAS kts IAS kts Vapp (IAS) kts
Distance 950 m ROC ft/min ROC ft/min ROC ft/min ROC ft/min MACH ROD ft/min ROD ft/min MCS kts Distance 780 m
MTOW 1560015,600 kg <br />15.6 tonnes <br /> kg Ceiling FL250 ROD ft/min APC B
WTC M Range 970970 nm <br />1,796,440 m <br />1,796.44 km <br />5,893,832.025 ft <br /> NM

Accidents & Serious Incidents involving DH8A

  • DH8A / Z42, vicinity Sault Ste. Marie ON Canada, 2014 (On 3 September 2014 in Class 'E' airspace, a light aircraft carrying out a spin recovery exercise in day VMC came very close to a DHC8 climbing out of Sault Ste. Marie. Although the DH8 crew had seen the light aircraft ahead and above and temporarily levelled off, the light aircraft then began "a rapid descending turn" and a TCAS RA 'Descend' followed. It was judged that a turn would also be necessary but even with this, the two aircraft subsequently passed within 350-450 feet at the same altitude in opposite directions. The Investigation made no Safety Recommendations.)
  • DH8A, Nuuk Greenland, 2011 (On 4 March 2011, an aircraft left the runway during a mishandled landing at Nuuk, Greenland which resulted in the collapse of the right main landing gear due to excessive 'g' loading. The landing followed an unstabilised VMC approach in challenging weather conditions. The Investigation concluded that the crew had become focussed solely on landing and that task saturation had mentally blocked any decision to go around. The aircraft commander had less than 50 hours experience on the aircraft type and had only been released from supervised line training 6 days earlier.)
  • DH8A, Ottawa Canada, 2003 (On 04 November 2003, the crew of a de Havilland DHC-8-100 which had been de/anti iced detected a pitch control restriction as rotation was attempted during take off from Ottawa and successfully rejected the take off from above V1. The Investigation concluded that the restriction was likely to have been the result of a remnant of clear ice migrating into the gap between one of the elevators and its shroud when the elevator was moved trailing edge up during control checks and observed that detection of such clear ice remnants on a critical surface wet with de-icing fluid was difficult.)
  • DH8A, Rouyn-Noranda QC Canada, 2019 (On 23 January 2019, a Bombardier DHC8-100 failed to complete its intended night takeoff from Rouyn-Noranda after it had not been commenced on or correctly aligned parallel to the (obscured) centreline and the steadily increasing deviation had not been recognised until a runway excursion was imminent. The Investigation attributed this to the failure of the crew to pay sufficient attention to the external perspective provided by the clearly-visible runway edge lighting whilst also noting the Captain’s likely underestimation of the consequences of a significant flight deck authority gradient and a failure to fully follow relevant applicable operating procedures.)
  • DH8A, Saulte Ste. Marie ON Canada, 2015 (On 24 February 2015, the crew of a Bombardier DHC8-100 continued an already unstable approach towards a landing despite losing sight of the runway as visibility deteriorated in blowing snow. The aircraft touched down approximately 140 metres before the start of the paved surface. The continued unstable approach was attributed by the Investigation to "plan continuation bias" compounded by "confirmation bias". It was also found that although the aircraft operator had had an approved SMS in place for almost six years, it had not detected that approaches made by the aircraft type involved were routinely unstable.)
  • DH8A, en-route SSE of Madang, Papua New Guinea, 2011 (On 13 October 2011, the Captain of a Bombardier DHC8-100 manually flying a low power, steep descent in an attempt to get below cloud to be able to see the destination aerodrome inadvertently allowed the speed to increase sufficiently to trigger an overspeed warning. In response, the power levers were rapidly retarded and both propellers entered the ground range and oversped. As a result, one engine was damaged beyond use and the other could not be unfeathered. A forced landing was made following which the aircraft caught fire. All three crew members but only one of the 29 passengers survived.)
  • DH8A, en-route near Sørkjosen Norway (On 21 February 2006, a Bombardier DHC8-100 being operated by Widereo Flyveselskap on a passenger flight from Tromsø to Sørkjosen experienced a temporary loss of control during descent in night IMC when the power levers were inadvertently selected to a position aft of the Flight Idle gate and propeller overspeed and engine malfunction followed. After recovery and shut down of the right engine, a return to Tromsø was made using the remaining engine without further event.)
  • DH8A, en-route, near Bristol UK, 2010 (On 24 April 2010, a Bombardier DHC8-100 operated by Olympic Airways which had, some weeks earlier, been flown to the UK for heavy maintenance at Exeter was positioning from East Midlands to Exeter in day VMC with just the two flight crew on board when it experienced a significant oil loss from one engine en route and responded by shutting it down and declaring a ‘PAN’ to ATC for radar vectors direct to destination. The remaining engine was then found to be losing oil, and the declared status was upgraded to a MAYDAY and a successful diversion to the nearest suitable airfield, Bristol, was made.)
  • DH8A, vicinity Palmerston North New Zealand, 1995 (On 9 June 1995 a de Havilland DHC-8-100 collided with terrain some 16 km east of Palmerston North aerodrome while carrying out a daytime instrument approach. The airplane departed Auckland as scheduled Ansett New Zealand flight 703 to Palmerston North airport.)
  • DH8A, vicinity Svolvær Norway, 2010 (On 2 December 2010, a DHC8-100 crew briefly lost control of their aircraft after encountering a microburst and came very close to both the sea surface and a stall when turning onto night visual final at Svolvær during an otherwise uneventful circling approach. After recovery from 83 feet agl, involving an unplanned change of control, an uneventful diversion to an alternate followed. Commencement of an investigation was delayed by failure to report the event at all initially, or fully. It was found that during loss of control, airspeed had dropped to 72 knots and rate of descent had exceeded 2,200 fpm.)
  • 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.)