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De Havilland Canada Dash 8
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De Havilland Canada Dash 8
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The De Havilland Canada DHC-8,[2] commonly known as the Dash 8, is a series of turboprop-powered regional airliners, introduced by de Havilland Canada (DHC) in 1984. DHC was bought by Boeing in 1986, then by Bombardier in 1992, then by Longview Aviation Capital in 2019; Longview revived the De Havilland Canada brand.[3] Powered by two Pratt & Whitney Canada PW150s, it was developed from the Dash 7 with improved cruise performance and lower operational costs, but without STOL performance. The Dash 8 was offered in four sizes: the initial Series 100 (1984–2005), the more powerful Series 200 (1995–2009) with 37–40 seats, the Series 300 (1989–2009) with 50–56 seats, and Series 400 (1999–2022) with 68–90 seats. The QSeries (Q for quiet) are post-1997 variants fitted with active noise control systems.

Key Information

Per a property transaction made by Bombardier before the 2019 sale to DHC, DHC had to vacate its Downsview, Toronto, manufacturing facility in August 2022, and as of August 2023 is planning to restart Dash 8 production in Wheatland County, Alberta, by 2033. At the July 2024 Farnborough International Air Show, DHC announced orders for seven Series 400 aircraft, an order for a newly introduced quick-change combi aircraft conversion kit, and a new factory refurbishment programme.

Development

[edit]

Initial development

[edit]
In DHC colours at Farnborough in 1984

In the 1970s, de Havilland Canada had invested heavily in its Dash 7 project, concentrating on STOL and short-field performance, the company's traditional area of expertise. Using four medium-power engines with large, four-bladed propellers resulted in comparatively lower noise levels, which combined with its excellent STOL characteristics, made the Dash 7 suitable for operating from small in-city airports, a market DHC felt would be compelling. However, only a handful of air carriers employed the Dash 7, as most regional airlines were more concerned about the operational costs (fuel and maintenance) of four engines, rather than the benefits of short-field performance.

In 1980, de Havilland responded by dropping the short-field performance requirement and adapting the basic Dash 7 layout to use only two, more powerful engines. Its favoured engine supplier, Pratt & Whitney Canada, developed the new PW100 series engines for the role, more than doubling the power from its PT6. Originally designated the PT7A-2R engine, it later became the PW120. When the Dash 8 rolled out on April 19, 1983, more than 3,800 hours of testing had been accumulated over two years on five PW100 series test engines. The Dash 8 first flight was on June 20, 1983.[4]

Certification of the PW120 followed on December 16, 1983.[5]

The first Dash 8 delivered, to NorOntair

The airliner entered service in 1984 with NorOntair, and Piedmont Airlines was the first US customer the same year.

DHC resale

[edit]

In 1986, Boeing bought the company in a bid to improve production at DHC's Downsview Airport plants,[6] believing the shared production in Canada would further strengthen their bargaining position with the Canadian government for a new Air Canada order for large intercontinental airliners.[citation needed] Air Canada was a crown corporation at the time, and both Boeing and Airbus were competing heavily via political channels for the contract. It was eventually won by Airbus, which received an order for 34 A320 aircraft. Allegations of secret commissions paid to Prime Minister of Canada Brian Mulroney are today known as the Airbus affair. Following its failure in the competition,[citation needed] Boeing immediately put de Havilland Canada up for sale. The company was eventually purchased by Bombardier in 1992.[7]

Q-Series, -400

[edit]
A Q400 planform view
Early 300 cockpit
Modern Q400 cockpit

The market for new aircraft to replace existing turboprops once again grew in the mid-1990s, and DHC responded with the improved "Series 400" design.

All Dash 8s delivered from the second quarter of 1996 (including all Series 400s) include the Active Noise and Vibration System designed to reduce cabin noise and vibration levels to nearly those of jet airliners. To emphasize their quietness, Bombardier renamed the go-forward production of Dash 8 models as the "Q"-Series turboprops (Q200, Q300, and Q400).[8]

The last Dash 8-100, a -102, was built in 2005.

In April 2008, Bombardier announced that production of the remaining classic versions (Series Q200 and Q300) would be ended, leaving the Series Q400 as the only Dash 8 still in production. Production of the Q200 and Q300 was to cease in May 2009.[9]

A total of 672 Dash 8 classics were produced; the last one was delivered to Japan Coast Guard in August 2008.[citation needed]

Continuing on with the Q400, the 1,000th Dash 8 was delivered in November 2010.[10]

Production

[edit]

Bombardier aimed to produce the Q400 more economically. A deal with its machinists union in June 2017 allowed the assembly of the wings and cockpit section outside Canada and searches for potential partners commenced.[11] Bombardier expected to produce the cockpit section in its plant in Queretaro, Mexico, outsourcing the wings to China's Shenyang Aircraft Corp, which already builds the Q400's centre fuselage.[11] The Q400 components are chemically milled while older variants are assembled from bonded panels and skins.[12]

The production of the Dash 8 Series 100 stopped in 2005, and that of the Series 200 and 300 in 2009.[13]

Proposed Q400X stretch

[edit]

Bombardier proposed the development of a Q400 stretch with two plug-in segments, called the Q400X project, in 2007.[14] It would compete in the 90-seat market range.[15] In response to this project, as of November 2007, ATR was studying a 90-seat stretch.[16]

In June 2009, Bombardier commercial aircraft president Gary Scott indicated that the Q400X would be "definitely part of our future" for possible introduction in 2013–14, although he did not detail the size of the proposed version or commit to an introduction date.[17]

In July 2010, Bombardier's vice president, Phillipe Poutissou, made comments explaining the company was still studying the prospects of designing the Q400X and talking with potential customers. At the time, Bombardier was not as committed to the Q400X as it had been previously.[18] In May 2011, Bombardier was still strongly committed to the stretch but envisioned it more likely as a 2015 or later launch. The launch date was complicated by new powerplants from GE and PWC to be introduced in 2016.[19] In February 2012, Bombardier was still studying the issue, at least a three-year delay was envisioned.[20]

In October 2012, a joint development deal with a government-led South Korean consortium was revealed, to develop a 90-seater turboprop regional airliner, targeting a 2019 launch date. The consortium was to have included Korea Aerospace Industries and Korean Air Lines.[21]

High-density, 90-seat Q400

[edit]

At the February 2016 Singapore Airshow, Bombardier announced a high-density, 90-seat layout of the Q400, which would enter service in 2018; keeping the 28 in (71 cm) seat pitch of the Nok Air 86-seats, an extra row of seats is allowed by changing the configuration of the front right door and moving back the aft pressure bulkhead. The payload is increased by 2,000 pounds (910 kg) and the aircraft maintenance check intervals are increased: 800 hours from 600 for an A-check and 8,000 hours from 6,000 for a C-check.[22] By August 2018, the 90-seat variant was certified before delivery to launch customer SpiceJet later in the same year.[23] In March 2021, EASA certified the 90-seat variant for European operations; DHC believed that there were opportunities with prospective European customers as of 2021.[24]

Sale to Longview, reviving the De Havilland Canada name

[edit]

On November 8, 2018, Canadian company Longview Aviation Capital Corporation, through its subsidiary Viking Air, acquired the entire Dash 8 program and the de Havilland brand from Bombardier, in a deal that would close by the second half of 2019.[25] Viking had already acquired the discontinued de Havilland Canada aircraft model type certificates in 2006.[26]

By November 2018, the sales of the higher-performance Q400 were slower than the cheaper aircraft from ATR.[27] Bombardier announced the sale was for $300 million and expected $250 million net.[28] The sale was projected by Bombardier to result in $250 million annual savings.[29]

In January 2019, Longview announced that it would establish a new company in Ontario, reviving the de Havilland Aircraft Company of Canada name, to continue production of the Q400 and support the Dash 8 range.[30] By February, the program sale was expected to close at the end of September.[31]

On June 3, 2019, the sale was closed with the newly formed De Havilland Canada (DHC) taking control of the Dash 8 program, including servicing the previous -100, -200, and -300 series. Production of the Q400 was planned to continue at the Downsview, Toronto production facility, under DHC's management.[3] De Havilland was considering a 50-seat shrink, as North American airlines operate 870 ageing 50-seaters, mostly CRJs and Embraer ERJs.[32]

There were 17 Dash 8s scheduled for delivery in 2021, and De Havilland planned to pause production after those, while the factory lease expired in 2023.[33]

On February 17, 2021, DHC announced a pause in production, planned for the second half of 2021, due to a lack of Dash 8 orders from airlines. The manufacturer planned to vacate its Downsview Toronto facility and lay off 500 employees in the process.[34][35] The lay-off notice resulted in Unifor, the union representing the workers, demanding a government bail-out. The company planned to restart production after the pandemic at a new location.[35]

In July 2022, DHC announced that it would review the Dash 8 programme and supply chain later in the year, and could restart production in the middle of the decade if conditions allowed. The Calgary site, where the company produced DHC-6 Twin Otters, was originally envisioned as the venue for Dash 8 production.

Per a property transaction made by Bombardier prior to the 2019 sale to DHC, DHC decommissioned its Downsview, Toronto, manufacturing facility in August 2022, and in 2023 confirmed its plans to restart Dash 8 production in Wheatland County, Alberta, outside of Calgary, by 2033.[36]

At the Farnborough International Airshow in July 2024, DHC announced orders for seven Series 400 aircraft, including one for Skyward Express, two for Widerøe, and one for the Tanzania Government Flight Agency. The company also announced the launch of a factory refurbishment programme, for which 28 aircraft had been purchased, along with new freighter and combi aircraft conversion kits; one of the latter had been ordered by Advantage Air, DHC said.[37]

Hydrogen-electric powertrain

[edit]

In December 2021, DHC entered into a partnership with ZeroAvia with a view to offering the ZA-2000 hydrogen-electric propulsion as an option for the DHC-8, as a line-fit option for new aircraft and as an approved retrofit for existing aircraft.[38][39] In May 2023, ZeroAvia unveiled a DHC-8 Q400 donated by Alaska Airlines for use as a testbed aircraft.[40]

Design

[edit]
Four-abreast, 2–2 cabin

Distinguishing features of the Dash 8 design are the large T-tail intended to keep the tail free of prop wash during takeoff, a very high aspect ratio wing (around 12:1), the elongated engine nacelles also holding the rearward-folding landing gear, and the pointed nose profile.

The Dash 8 design has better cruise performance than the Dash 7, is less expensive to operate, and is much less expensive to maintain, due largely to having only two engines. It is a little noisier than the Dash 7 and cannot match the STOL performance of its earlier DHC forebears, although it is still able to operate from small airports with runways 3,000 ft (910 m) long, compared to the 2,200 ft (670 m) required by a fully laden Dash 7.

Regional jet competition

[edit]

The introduction of the regional jet altered the sales picture. Although more expensive than turboprops, regional jets allow airlines to operate passenger services on routes not suitable for turboprops. Turboprop aircraft have lower fuel consumption and can operate from shorter runways than regional jets, but have higher engine maintenance costs, shorter ranges, and lower cruising speeds.[41]

When world oil prices drove up short-haul airfares in 2006, an increasing number of airlines that had bought regional jets began to reassess turboprop regional airliners, which use about 30–60% less fuel than regional jets. Although the market was not as robust as in the 1980s when the first Dash 8s were introduced, 2007 had increased sales of the only two 40+ seat regional turboprops still in western production, Bombardier's Q400 and its competitor, the ATR series of 50– to 70-seat turboprops. The Q400 has a cruising speed close to that of most regional jets, and its mature engines and systems require less frequent maintenance, reducing its disadvantage.[42]

Variants

[edit]

The aircraft has been delivered in four series. The Series 100 has a maximum capacity of 39, the Series 200 has the same capacity but offers more powerful engines, the Series 300 is a stretched, 50-seat version, and the Series 400 is further stretched to a maximum of 90 passengers.[43] Models delivered after 1997 have cabin noise suppression and are designated with the prefix "Q".[44] Production of the Series 100 ceased in 2005, followed by the 200 and 300 in 2009, leaving the Q400 as the only series still in production.

Series 100

[edit]
The -100/200 series have the shortest fuselage

The Series 100 was the original 37-39 passenger version of the Dash 8 that entered service in 1984. The original engine was the Pratt & Whitney Canada PW120 and later units used the PW121. Rated engine power is 1,800 shp (1,340 kW).

DHC-8-101
1984 variant powered by either two PW120 or PW120A engines and a 33,000 lb (15,000 kg) takeoff weight.
DHC-8-102
1986 variant powered by either two PW120A or PW121 engines and a 34,500 lb (15,650 kg) takeoff weight.
DHC-8-103
1987 variant powered by two PW121 engines and a 34,500 lb (15,650 kg) takeoff weight (can be modified for a 35,200 lb [15,950 kg] take-off weight).
DHC-8-102A
1990 variant powered by two PW120A engines with revised Heath Tecna interior.
DHC-8-106
1992 variant powered by two PW121 engines and a 36,300 lb (16,450 kg) takeoff weight.
DHC-8-100PF
DHC-8-100 converted to a freighter by Voyageur Aviation, with a 10,000 lb (4,536 kg) cargo capacity.[45]
DHC-8M-100
Two aircraft for Maritime Pollution Surveillance, operated by Transport Canada, equipped with the MSS 6000 Surveillance system.[46]
CC-142
Military transport version for the Canadian Forces in Europe.
CT-142
Military navigation training version for the Canadian Forces. Used to train Canadian and allied nation's ACSOs and AESOPs[47]
E-9A Widget with aerials underside
E-9A Widget
A United States Air Force range control aircraft that ensures that the overwater military ranges in the Gulf of Mexico are clear of civilian boats and aircraft during live fire tests of air-launched missiles and other hazardous military activities.[48] The E-9A Widget is equipped with AN/APS-143(V)-1 radar that can detect an object in the water as small as a person in a life raft, from up to 25 mi (40 km) away.[49] Aircraft operate out of Tyndall Air Force Base, Florida, with two aircraft assigned to the 82nd Aerial Targets Squadron for the support of training missions.

Series 200

[edit]
The -200 airframe is the same as -100 airframe

The Series 200 aircraft maintained the same 37–39 passenger airframe as the original Series 100, but was re-engined for improved performance. The Series 200 used the more powerful Pratt & Whitney Canada PW123 engines rated at 2,150 shp (1,600 kW).

DHC-8-201
1995 variant powered by two PW123C engines.
DHC-8-202
1995 variant powered by two PW123D engines.
Q200
Version of the DHC-8-200 with the ANVS (Active Noise and Vibration Suppression) system.

In 2000, its unit cost was US$12 million.[50]

Series 300

[edit]
The -300 has a fuselage 3.43 m (11.3 ft) longer than the -100/200

The Series 300 introduced a longer airframe that was stretched 3.43 metres (11.3 ft) over the Series 100/200 and has a passenger capacity of 50–56. The Series 300 also used the Pratt & Whitney Canada PW123 engines. Rated engine power is between 2,380 shp (1,774 kW) and 2,500 shp (1,864 kW). Design service life is 80,000 flight cycles. Under an extended service program launched in 2017, the service life of Dash 8-300 is extended by 50 percent, or approximately 15 years, to 120,000 flight cycles.[51]

DHC-8-301
1989 variant powered by two PW123 engines.
DHC-8-311
1990 variant powered by two PW123A engines with revised Heath Tecna interior. In addition, the landing gear design changed to a slightly swept-back design intended to prevent tail strikes.[citation needed]
DHC-8-314
1992 variant powered by two PW123B engines.
DHC-8-315
1995 variant powered by two PW123E engines.
DHC-8-300A
Version of the DHC-8-300 with increased payload.
Q300
Version of the DHC-8-300 with the ANVS (Active Noise and Vibration Suppression) system.
DHC-8-300 MSA
Upgraded variant with L-3 for maritime surveillance platform.
RO-6A
United States military designation for the DHC-8-315 for the United States Army as a reconnaissance platform.
C-147A
United States military designation for the DHC-8-315 for the United States Army as a jump platform.[52] In 2000, its unit cost was US$14.3 million.[50]

Series 400

[edit]
A Flybe Q400. The airline was at one point the largest operator of the type
An airBaltic Q400
Q400CC (Ryukyu Air Commuter)
De Havilland Canada DHC-8-400 of Porter Airlines


Q400AT firefighting model belonging to Aeroflite
Cockpit of the Q400

The Series 400 introduced an even longer airframe that was stretched 6.83 metres (22.4 ft) over the Series 300 (10.26 metres (33.7 ft) over the Series 100/200), had slightly more wing span due to a larger wing section inboard of the engines, a stouter T-tail and had a passenger capacity of 68–90. The Series 400 uses Pratt & Whitney Canada PW150A engines rated at 4,850 shp (3,620 kW). The aircraft has a cruise speed of 360 knots (667 km/h), which is 60–90 knots (111–166 km/h) higher than its predecessors. The maximum operating altitude is 25,000 ft (7,600 m) for the standard version, although a version with drop-down oxygen masks is offered, which increases maximum operating altitude to 27,000 ft (8,200 m).

Between its service entry in 2000 and the 2018 sale to Longview/Viking, 585 had been delivered at a rate of 30–35 per year, leaving a backlog of 65 at the time of the 2018 sale.[53]

DHC-8-400
1999 variant with a maximum of 68 passengers.
DHC-8-401
1999 variant with a maximum of 70 passengers.
DHC-8-402
1999 variant with a maximum of 78 passengers.
Q400
Stretched and improved 70–78 passenger version that entered service in 2000. All Q400s include the ANVS (Active Noise and Vibration Suppression) system.
Q400NextGen
Version of the Q400 with updated cabins, lighting, windows, overhead bins, landing gear, as well as reduced fuel and maintenance costs.
In 2013, an Extra Capacity variant was introduced, capable of carrying a maximum of 86 passengers.[54] The Extra Capacity variant was updated in 2016 with more closely spaced seats to carry up to 90 passengers.[55] The first 90-seat aircraft was delivered to launch customer SpiceJet in September 2018.[56]
Q400-MR (now Q400AT)
Over sixteen Q400 aircraft have been adapted to the aerial firefighting role as an airtanker. This aircraft is also called the Dash 8-400AT (airtanker only) or Dash 8-400MRE (multi-role airtanker). The French Sécurité Civile operate eight multi-role airtankers, while Conair Group is currently operating a fleet of airtanker-only variants in Canada, the US, Australia and France. Conair manufactures the airtanker-only variant from their hangars in Abbotsford, Canada.[57][58] This tanker can carry 2642 US gallons or 10,000 litres of retardant, foam or water and travel at 340 knots (630 km/h).
DHC-8 MPA-D8
2007 converted for use as a maritime patrol aircraft. PAL Aerospace partnered to offer this variant as DHC-8 MPA P4.[59]
DHC-8-402PF
2008 converted pallet freighter variant with a payload of 9,000 kg (20,000 lb).[citation needed]
Q400CC
Cargo combi. Seats 50 passengers plus 3,720 kg (8,200 lb) of payload. First delivered to launch customer Ryukyu Air Commuter in 2015.
[citation needed]

In 2017, its unit cost was US$32.2 million.[60]

Operators

[edit]
Air Canada Express Q400
Main article: List of De Havilland Canada Dash 8 operators

By 2017, the Q400 aircraft had logged 7 million flight hours with 60 operators and transported over 400 million passengers with a dispatch reliability over 99.5%.[61]

By July 2018, 844 Dash 8s were in airline service: 143 Series 100 with 35 operators, 42 Series 200 with 16 operators, 151 Series 300 with 32 operators and 508 Q400s.[62] By then, 56 orders were in backlog.[63][needs update]

Orders and deliveries

[edit]
As of March 31, 2019[1]
Model Series Orders Deliveries Unfilled
Series 100 299 299 –
Series 200 105 105 –
Series 300 267 267 –
Series 400 645 587 58
Total 1,316 1,258 58

Accidents and incidents

[edit]

The DHC-8 has been involved in 80 aviation accidents and incidents including 31 hull losses.[64] Those resulted in 180 fatalities.[65]

Accidents with fatalities

[edit]
Accidents with fatalities[66]
Date Type Flight Fat. Surv. Location Circumstances
November 21, 1990 -100 Bangkok Airways Flight 125 38 0 Koh Samui, Thailand Crashed while attempting to land in heavy rain and high winds.[67]
January 6, 1993 -300 Lufthansa CityLine Flight 5634 4 19 Paris Charles de Gaulle Airport, France Crashed short of the runway.[68]
June 9, 1995 -100 Ansett New Zealand Flight 703 4 17 Near Palmerston North Airport, New Zealand Crashed on the western slopes of the Tararua Ranges due to pilot error while rectifying a landing gear malfunction.
February 12, 2009 -400 Colgan Air Flight 3407 49 + 1 0 Clarence Center, New York, United States While approaching Buffalo Niagara Airport, the aircraft stalled and crashed into a house due to pilot error. One person on the ground died.[69]
October 13, 2011 -100 Airlines PNG Flight 1600 28 4 Near Madang Airport, Papua New Guinea Crashed due to the pilots' accidental selection of "ground beta" that caused the propellers to overspeed, leading to a complete loss of engine power. Ground beta lockout installation mandated in aftermath.[70]
October 5, 2013 -200 USAF patrol flight 4 2 Near Acandí, Colombia A military surveillance plane crashed while being operated on a maritime counter-drug patrol mission.[71]
March 12, 2018 -400 US-Bangla Airlines Flight 211 51 20 Kathmandu Airport, Nepal Crashed on landing due to pilot error. Deadliest Dash 8 crash to date.[72][73]
August 10, 2018 -400 2018 Horizon Air Q400 incident 1 0 Ketron Island, Washington, United States No passengers on board; stolen from Seattle–Tacoma Airport by a ground employee who deliberately crashed, killing himself.[74]
January 2, 2024 -300 2024 Haneda Airport runway collision 5 1 Tokyo Haneda Airport, Japan After miscommunication with air traffic control, the Japanese Coast Guard aircraft collided on the runway with Japan Airlines Flight 516, an Airbus A350 that was landing.[75][76][77][78]
March 5, 2024 -300 Safarilink Aviation Flight 053 0 + 2 44 Nairobi National Park, Kenya Collided on climbout from Wilson Airport with a local Cessna 172 training flight. Under investigation as of March 2024.[79][80]

Hull losses

[edit]
  • April 15, 1988: Horizon Air Flight 2658, operated by DHC-8-102 N819PH suffered an engine fire on climb-out from Seattle/Tacoma International Airport. An emergency landing was made but the aircraft struck equipment on the ground before crashing into two jetways. N819PH was destroyed by fire; there were no fatalities.[81]
  • November 23, 2009: a DHC-8-200, being operated on behalf of United States Africa Command, made an emergency landing at Tarakigné, Mali, and was substantially damaged when the undercarriage collapsed and the starboard wing was ripped off. The accident was caused by the aircraft running out of fuel 29 seconds before the crash. The captain had opted not to refuel at the previous departure airport.[82]
  • April 9, 2012: Air Tanzania Dash 8 5H-MWG was written off at Kigoma Airport, Tanzania, in an aborted take off. All 39 people on board survived.[83]
  • September 30, 2015: Luxair Flight 9562 experienced an aborted takeoff accident at Saarbrücken Airport in Germany. The Bombardier Q400 LX-LGH was damaged beyond repair when it settled back onto the runway after the gear was raised prematurely. The aircraft slid 2,400 feet and came to a stop with more than 1,100 feet remaining of the 6,562-foot paved runway. None of the 20 occupants were injured.[84][85]
  • May 8, 2019: Biman Bangladesh Airlines Flight 60, a Dash-8 Q400 slid off Runway 21 at Yangon International Airport, Burma, and broke into three pieces as it performed a go-around on landing. The flight originated in Dhaka, Bangladesh. Poor weather was cited as a contributing factor. At least 17 people were injured.[86]

Major landing gear accidents

[edit]

Accidents in 2007

[edit]
An All Nippon Airways Dash-8 after landing at Kōchi Ryōma Airport on March 13, 2007, when the front landing gear failed to extend
Main article: 2007 Bombardier Dash 8 landing gear incidents

In September 2007, two separate accidents of similar landing gear failures occurred within four days of each other on Scandinavian Airlines (SAS) Dash 8-Q400 aircraft. A third accident occurred in October 2007, leading to the withdrawal of the type from the airline's fleet.

On September 9, 2007, the crew of SAS Flight 1209, en route from Copenhagen to Aalborg, reported problems with the locking mechanism of the right side landing gear, and Aalborg Airport was prepared for an emergency landing. Shortly after touchdown, the right main gear collapsed and the airliner skidded off the runway while fragments of the right propeller shot against the cabin, and the right engine caught fire. Of 69 passengers and four crew on board, 11 were sent to hospital, five with minor injuries.[87][88][89] The accident was filmed by a local news channel (TV2-Nord) and broadcast live on national television.

SAS Dash 8 (LN-RDS) after crash-landing at Vilnius airport

Three days later, on September 12, 2007, Scandinavian Airlines Flight 2748 from Copenhagen to Palanga had a similar problem with the landing gear, forcing the aircraft to land in Vilnius International Airport (Lithuania). No passengers or crew were injured.[90] Immediately after this accident SAS grounded all 33 Q400 airliners in its fleet and, a few hours later, Bombardier recommended that all Q400s with more than 10,000 flights be grounded until further notice.[91] This affected about 60 aircraft, out of 140 Q400s then in service.

On October 27, 2007, Scandinavian Airlines Flight 2867 en route from Bergen to Copenhagen had severe problems with the landing gear during landing in Kastrup Airport. The right wing gear did not deploy properly (or partially), and the aircraft skidded off the runway in a controlled emergency landing. The Q400 was carrying 38 passengers, two infants, and four crew members on board. No injuries were reported.[92][93] The next day, SAS permanently removed its entire Dash 8 Q400 fleet from service.[94] In a press release on October 28, 2007, the company's president said: "Confidence in the Q400 has diminished considerably and our customers are becoming increasingly doubtful about flying in this type of aircraft. Accordingly, with the Board of Directors' approval, I have decided to immediately remove Dash 8 Q400 aircraft from service."[92][94][95] The preliminary Danish investigation determined the latest Q400 incident was unrelated to the airline's earlier corrosion problems, in this particular case caused by a misplaced O-ring found blocking the orifice in the restrictor valve.[96]

In all, eight Q400s had landing gear failures while landing during 2007: four in Denmark, one in Germany, one in Japan, one in Lithuania, and one in South Korea. In November 2007, it was revealed that the Swedish Civil Aviation Administration had begun an investigation and found Scandinavian Airlines System culpable of cutting corners in its maintenance department. The airline reportedly made 2,300 flights in which safety equipment was not up to standard.[97] On March 10, 2008, SAS ordered 27 more aircraft from Bombardier in a compensation deal: 14 Q400 NextGen turboprops and 13 CRJ900 jets.[98]

Other landing gear accidents

[edit]

On February 23, 2017, a Flybe Q400 suffered a right hand gear collapse while landing at Amsterdam Schiphol Airport. There were no injuries. The cause was identified as a deformed righthand main landing gear brace, which had been installed the night before. It is not known when the deformation had occurred.[99][100]

On November 10, 2017, a Flybe flight BE331, operated by a Q400, was scheduled to fly from George Best Belfast City Airport to Inverness Airport. The plane reported a technical problem shortly after takeoff and was diverted to Belfast International Airport, where it landed on its nose with the front gear retracted. One minor injury was reported.[101]

On August 19, 2018, a Q400-200 of LC Perú on a flight from Lima to Ayacucho had to return to Lima airport and make an emergency landing due to a nose gear that could not be lowered. The aircraft landed without the nose gear down.[102]

On November 15, 2018, a Q300-315 belonging to PAL Airlines was unable to lower its nose gear while trying to land at Deer Lake, Newfoundland, and diverted to Stephenville, Newfoundland, performing a nose gear up landing.[103][104]

On January 18, 2024, the left main landing gear on a Q400 belonging to Ethiopian Airlines collapsed on landing at Mekelle Airport.[105][106]

On December 28, 2024, A PAL Airlines Q400 operating as Air Canada Express Flight 2259 from St. Johns, Newfoundland to Halifax, Nova Scotia, suffered a collapse of its left main landing gear and caught fire while landing at Halifax International Airport.[107]

Propeller overspeed incidents

[edit]

On October 13, 2011, Airlines PNG Flight 1600, Dash 8-103 P2-MCJ, was on approach to Madang Airport when the first officer accidentally pulled the power levers through the flight idle setting and into the beta setting while trying to reduce airspeed. In beta, which is intended for ground operations and slowing the aircraft after landing, the variable-pitch props transition to flat pitch. High-speed airflow through the improperly configured props caused them to overspeed and drive the engines, which caused engine damage and a total loss of engine power. The aircraft crashed during the ensuing off-airport forced landing attempt; both pilots, the flight attendant, and a single passenger survived with injuries, while the other 28 passengers died.[70]

The Papua New Guinea Accident Investigation Commission (AIC) found that the pilots made several other serious errors, including failing to lower the landing gear and flaps, which would have slowed the aircraft and reduced the severity of the crash; however, the AIC primarily attributed the accident to the fact that beta actuation was possible in flight, coupled with inadequate training for flight crews to recognize and correct it. A beta lockout feature was an option for the Dash 8, but it had not been installed in P2-MCJ, and the beta warning horn had been inoperative.[70]

On December 6, 2011, QantasLink Dash 8-315 VH-SBV, on a scheduled passenger flight to Weipa Airport, encountered turbulence while the first officer's hand was resting on the power levers. The first officer inadvertently placed the levers in beta and the propellers began to overspeed. The beta warning horn sounded, initially confusing the pilots, but the horn together with the audible increase in propeller speed prompted them to quickly diagnose the problem and place the power levers back in flight idle before engine damage occurred. The flight landed safely without further incident.[70]

While investigating these events, the AIC and the Australian Transport Safety Bureau (ATSB) determined that a number of similar inadvertent in-flight beta actuations had occurred in the Dash 8, and recommended steps be taken to prevent it, including more thorough pilot training.[70] In 2012, in cooperation with the AIC and ATSB, Transport Canada issued an airworthiness directive (AD) mandating the installation of beta lockout on all Dash 8 aircraft that did not have it, a second AD mandating more frequent testing of the beta warning horn, and a service bulletin requiring a cockpit placard to warn pilots not to move the power levers below the flight idle setting while airborne.[70][108]

Specifications

[edit]
Model Q200[109](-100) Q300[110] Q400[111]
Cockpit crew Two
Passengers, typical 37 50@30–33"[112] 82@30"
Max capacity[113] 40 56 90@28"
Length 73 ft (22.25 m) 84 ft 3 in (25.7 m) 107 ft 9 in (32.8 m)
Height 24 ft 7 in (7.49 m) 27 ft 5 in (8.4 m)
Wingspan 85 ft (25.89 m) 90 ft (27.4 m) 93 ft 3 in (28.4 m)
Wing area 585 sq ft (54.4 m2) 605 sq ft (56.2 m2) 689 sq ft (64 m2)
Aspect ratio 12.32 13.36 12.6
Width Fuselage 8 ft 10 in (2.69 m), cabin 8 ft 3 in (2.52 m)
Cabin length 30 ft 1 in (9.16 m) 41 ft 6 in (12.60 m) 61 ft 8 in (18.80 m)
Max takeoff weight 36,300 lb (16,466 kg)
-100: 34,500 lb (15,600 kg)[114] 		43,000 lb (19,505 kg) 67,200 lb (30,481 kg)
Operating empty 23,098 lb (10,477 kg) 26,000 lb (11,793 kg) 39,284 lb (17,819 kg)[115]
Max payload 8,921 lb (4,047 kg) 13,500 lb (6,124 kg) 18,716 lb (8,489 kg)
Max fuel 835 U.S. gal (3,160 L) 1,724 U.S. gal (6,526 L)[116]
Engines (2×) PW123C/D
-100: PW120[114] 		PW123/B/E PW150
Unit power 2,150 hp (1,600 kW)
-100: 1,800 hp (1,300 kW)[114] 		2,380–2,500 hp (1,770–1,860 kW) 5,071 hp (3,781 kW)
High speed cruise 289 kn (535 km/h; 333 mph)
-100: 270 kn (500 km/h; 310 mph)[114] 		287 kn (532 km/h; 333 mph) 300–360 kn (556–667 km/h; 350–410 mph)
Ceiling 25,000 ft (7,620 m) 27,000 ft (8,229 m)
Range 1,125 nmi (2,084 km; 1,295 mi)
-100: 1,020 nmi (1,889 km; 1,174 mi)[114] 		924 nmi (1,711 km; 1,063 mi) 1,100 nmi (2,040 km; 1,300 mi)
Takeoff (MTOW, SL, ISA) 3,280 ft (1,000 m) 3,870 ft (1,180 m) 4,675 ft (1,425 m)
Landing (MLW, SL) 2,560 ft (780 m) 3,415 ft (1,040 m) 4,230 ft (1,289 m)

See also

[edit]

Related development

Aircraft of comparable role, configuration, and era

Related lists

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

De Havilland Canada Dash 8

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from Grokipedia
The DHC-8 Dash 8 is a family of twin-engine, high-wing regional airliners designed for short- to medium-haul routes, featuring a configuration and capacities ranging from 37 to 90 passengers depending on the variant. Originally developed by as a successor to the Dash 7, the Dash 8 prototype achieved its first flight on June 20, 1983, with certification and entry into commercial service following in October 1984. The series includes the initial -100 model seating 37-39 passengers, the higher-performance -200 variant, the stretched -300 accommodating up to 56, and the larger -400 (later Q400) with up to 90 seats and enhanced speed and range capabilities. Production, which shifted from to Boeing in 1986, then Bombardier in 1992, and back to under new ownership in 2019, has exceeded 1,200 units, with the Q400 alone surpassing 620 deliveries to operators worldwide. Renowned for its efficiency, low noise levels via active vibration suppression in Q-series models, and versatility in passenger, cargo, and special missions roles, the Dash 8 remains a staple in regional , particularly for operations on unpaved runways and in hot/high environments.

Development and Production History

Initial Design and Certification (1970s-1980s)

initiated development of the DHC-8 Dash 8 in the late to address market demand for a regional optimized for efficiency on medium-haul routes, featuring lower emissions and higher cruise speeds compared to the STOL-focused Dash 7. The design incorporated a high-wing layout with a to position the horizontal stabilizer above propeller wash, a large-aspect-ratio wing for enhanced , and retractable tricycle , targeting 30-40 passenger capacity without extreme short-field performance emphasis. Power was provided by two PW120 turboprop engines, each delivering 1,491 kW and driving four-bladed composite propellers designed for reduced cabin and external noise. The initial Series 100 variant measured 22.25 m in length with a 25.91 m and a of 15,650 kg, enabling a cruise speed of approximately 500 km/h. The prototype (C-GDNK) rolled out on April 19, 1983, and achieved first flight on June 20, 1983, from . After flight testing encompassing structural, systems, and performance evaluations, issued type certification for the Series 100 in September 1984. Commercial entry followed in December 1984 with launch customer NorOntair operating routes in , .

Expansion to Q-Series and Production Scaling (1990s)

Bombardier Inc. acquired from in 1992, assuming control of the Dash 8 program and enabling further development amid . This transition supported enhancements focused on and performance, leading to the Q-Series branding for variants equipped with advanced propeller systems and vibration suppression. The Q designation highlighted compliance with stricter airport noise standards through technologies like six-bladed composite propellers from . The Series 300, certified in 1989 prior to the acquisition, entered production in the early 1990s as a stretched variant accommodating 50 to 56 passengers with a fuselage extended by 3.45 meters over the Series 100. Powered by uprated PW123TC engines delivering 2,380 shp each, it offered improved short-field performance and range up to 1,500 nautical miles. The Q300 variant followed, integrating PW123E engines for 5% greater power and reduced noise, with initial deliveries in the mid-1990s. In 1995, the Series 200 debuted as a higher-performance update to the Series 100, featuring PW123D engines suited for hot-and-high operations and seating 37 to 40 passengers. Production scaling accelerated under Bombardier, with the Series 300 and emerging Q models driving output; by decade's end, the Q400 prototype rolled out on November 21, 1997, stretching the fuselage further to support 68 to 78 seats and PW127E engines of 5,071 shp. This expansion positioned the Dash 8 as a competitive alternative to emerging regional jets, with cumulative deliveries surpassing several hundred units by 1999.

Bombardier Ownership and Peak Output (2000s)

Bombardier Inc. acquired from in 1992, integrating the Dash 8 program into its aerospace division and rebranding the quiet-propped variants as the Q-Series to emphasize reduced noise levels. Under Bombardier ownership, production continued at facilities in , with the focus shifting toward the larger, faster Q400 variant to compete in the expanding regional market. The Q400 received Canadian certification on May 25, 2000, followed by U.S. FAA approval in June 2000, enabling commercial deliveries starting that year with launch customer SAS Commuter. This model, stretched to 70-78 seats and powered by PW150A engines for cruise speeds up to 360 knots, drove output growth as regional airlines sought efficient alternatives to jets on short-haul routes. Production rates for the Q-Series peaked in the mid-2000s at approximately 35 aircraft annually, reflecting robust orders amid favorable economics for turboprops in fuel-sensitive operations. Older Q100, Q200, and Q300 models saw declining production, with the Q100 ending in 2005 after 299 units, while Q200 and Q300 continued until Bombardier's April 2008 announcement of their phase-out, completing a total of 671 "classic" Q-Series aircraft. By decade's end, the Q400 accounted for the majority of output, with cumulative Dash 8 deliveries approaching 1,000 by 2010, underscoring Bombardier's emphasis on scaling the program during a period of high demand before market shifts toward regional jets pressured turboprop volumes.

Production Wind-Down and Asset Transfers (2010s)

In the early 2010s, Bombardier Aerospace continued production of the Dash 8 Q400 as its sole remaining variant following the May 2009 cessation of the Q200 and Q300 series, amid efforts to sustain output rates of approximately 20-40 aircraft annually despite market challenges for regional turboprops. The company delivered the 1,000th Dash 8 overall in November 2010, reflecting ongoing demand from operators seeking efficient short-haul alternatives to jets. However, persistent financial strains, including heavy investments in the troubled C Series jetliner program and accumulated debts exceeding $9 billion, prompted Bombardier to reassess its commercial aviation portfolio. By mid-decade, production faced headwinds from rising by regional jets and airlines' preferences for larger , leading to slower order intake for the Q400 despite upgrades like extended intervals to 800/8,000 flight hours for A/C-checks. Bombardier's strategic pivot toward business jets intensified, culminating in the November 8, 2018, announcement to divest the Q Series program—including type certificates, tooling, , and —as a non-core asset to reduce operational complexity and fund debt reduction. The sale, initially to for $300 million in cash plus potential earn-outs, aligned with broader restructuring that included 5,000 job cuts and the prior transfer of the C Series majority stake to . The transaction closed in 2019, transferring assets to Longview Aviation Capital, which rebranded the entity as De Havilland Aircraft of Canada Limited and committed to honoring existing Q400 backlogs of about 40 aircraft while exploring production resumption at the facility. This handover marked the end of Bombardier's direct involvement in Dash 8 manufacturing, with the company retaining no ongoing production responsibilities and shifting focus exclusively to high-margin , Challenger, and Global programs. The divestiture yielded approximately $900 million in net proceeds across related sales, aiding Bombardier's amid ongoing sector volatility.

Longview Acquisition, Refurbishments, and Future Initiatives (2020s)

In November 2018, Longview Aviation Capital announced its acquisition of the Dash 8 program from , including type certificates for the Series 100, 200, 300, and Q400 variants, along with , inventory, and support assets, for approximately US$300 million. The transaction closed on June 3, 2019, leading to the establishment of Aircraft of Canada Limited as the operating entity under Longview, reviving the brand and committing to continued program support at Bombardier's former facility in until at least 2023. This move consolidated Longview's holdings, which already included Viking Air's production of legacy types like the Twin Otter, positioning the Dash 8 for potential revival amid declining regional demand. Following the acquisition, paused new Dash 8-400 production in March 2020 amid the pandemic's impact on markets, suspending manufacturing operations while maintaining engineering and support activities. In February 2021, the company extended this pause indefinitely to transition facilities, as the Downsview lease neared expiration, and began evaluating alternative sites for potential resumption, emphasizing a strategic review rather than permanent cessation. By February 2022, Longview consolidated its subsidiaries under Aircraft of Canada Limited, appointing Brian Chafe as CEO to streamline operations across Dash 8, Twin Otter, and other programs. Shifting focus to sustainment, launched an OEM Certified Refurbishment Program in July 2024 at the Farnborough International Airshow, targeting Dash 8-400 s for certified upgrades including inspections, enhancements, and PW150A engine overhauls to extend service life by up to 20 years. The program involves acquiring, refurbishing, and reselling aircraft to operators' specifications, with initial deliveries in 2025; for instance, in June 2025, acquired a refurbished Dash 8-400, and by September 2025, TrueNoord purchased another for leasing. Updates in June 2025 confirmed progress on multiple units, integrating customer feedback via a Product Council to address regional needs like and cabin modernization. Looking ahead, announced in July 2024 a roadmap for the 8 program, incorporating operator input to evaluate upgrades such as hybrid-electric propulsion or noise reductions, with a decision on rebooting production of an updated variant targeted for 2025. This initiative aims to compete in a market dominated by regional jets, leveraging the Dash 8's proven reliability—over 1,200 units delivered historically—for short-haul routes where turboprops offer lower operating costs per trip. No firm commitments for new-builds have been made, pending site relocation and market recovery validation.

Engineering and Design Features

Airframe Construction and Aerodynamic Principles

The of the De Havilland Canada Dash 8 utilizes primarily aluminum alloy construction for its and primary wing structure, with composite materials incorporated in secondary components such as fairings, the tailcone, wing leading edges, flap shrouds, and nose bay doors. The adopts a conventional configuration, consisting of aluminum skin panels stressed for load-bearing, reinforced by longitudinal stringers and longerons, and transverse frames spaced at intervals including 580 mm in representative sections. This design distributes structural loads across the skin and internal framework, enhancing strength-to-weight efficiency while facilitating pressurization for operations up to 25,000 feet. Aerodynamically, the Dash 8 employs a high-wing configuration with straight, unswept wings featuring a high of approximately 12.8, which minimizes induced drag in cruise flight at Mach numbers below 0.4, where efficiency predominates over effects that necessitate wing sweep in jets. The area measures 54.35 square meters across early series models, supporting takeoff weights up to 19,505 kg while enabling economical operation on short regional routes. Double-slotted flaps and full-span leading-edge slats augment low-speed lift, allowing balanced performance in climb and short-field scenarios without excessive structural penalties. The elevates the horizontal stabilizer above the turbulent propeller and wing wake, preserving effectiveness during high angles of attack encountered in takeoff, go-arounds, and landing approaches. This arrangement, combined with the high wing's propeller clearance, reduces interference drag and maintains via a and , contributing to the aircraft's certification for operations in icing conditions and crosswinds. Overall, these principles prioritize and structural simplicity over high-subsonic speed optimizations, aligning with the turboprop's causal advantages in fuel burn and direct operating costs for 300-600 sectors.

Propulsion Systems and Efficiency Trade-offs

The Dash 8 series relies on turboprop engines from the PW100 family for its initial variants (Series 100, 200, and 300), with each engine typically rated at 2,000 to 2,500 shaft horsepower (shp). These PW120-series engines, such as the PW123D used in the Series 300, drive four-bladed Hartzell or composite propellers optimized for reduced noise and improved takeoff performance on short regional runways. The system's design emphasizes reliability in adverse weather, with features like automatic power reserve that boosts output by up to 10% during single-engine operations or high ambient temperatures. The Series 400 (Q400) upgrades to PW150A engines, each delivering 5,071 shp through an advanced axial-plus-centrifugal compressor configuration that enhances thermodynamic efficiency over the PW100 baseline. This power increase supports a maximum cruise speed of 360 knots (667 km/h) at altitudes up to 25,000 feet, approaching performance while retaining characteristics. RPM is managed at 1,200 for the PW150A, balancing generation with control via active systems. Turboprop efficiency in the Dash 8 stems from the 's superior conversion at low speeds (below Mach 0.5), where it achieves higher than turbofan jets by accelerating a larger at lower velocity, reducing specific consumption by 25-40% on routes under 350 nautical miles compared to equivalent regional jets. For instance, the Q400 consumes approximately 664-712 U.S. gallons of for a 600-nautical-mile flight in fuel-saving or high-speed profiles, respectively, yielding lower direct operating costs per seat-mile on short-haul networks. This advantage arises causally from operating at optimal altitudes (15,000-25,000 feet) where peaks, avoiding the jet's penalty from inefficient low-speed climb and descent phases on regional routes. Key trade-offs include reduced maximum speed and altitude ceiling versus turbofans, as propellers lose efficiency above 350 knots due to compressibility effects and tip speeds approaching sonic limits, constraining the Dash 8 to subsonic, low-altitude profiles unsuitable for extended thin-route operations. Maintenance demands are higher for turboprops owing to propeller overhauls and gearbox complexity, though the PW100/150's extends time-on-wing, with recent PW150A overhauls showing up to 30% longer intervals. Noise and vibration remain inherent drawbacks, mitigated in later models by composite props but still exceeding jet levels, influencing route restrictions near urban areas. Overall, the Dash 8's propulsion prioritizes fuel economy and short-field capability for 30-90 passenger regional service, trading speed for operational economics where stage lengths average under 400 miles.

Avionics, Cabin Layout, and Operational Enhancements

The Dash 8 series initially featured analog avionics suites with electro-mechanical instruments in the Series 100, 200, and 300 variants, emphasizing reliability for short-haul regional operations. These systems included dual flight directors, inertial reference systems, and weather radar, supporting operations in diverse conditions including short takeoffs and landings. The Series 400, or Q400, introduced a digital glass cockpit with two primary flight displays and three multi-function displays, integrated with Honeywell Primus Epic avionics for enhanced situational awareness and reduced pilot workload. This configuration facilitated autothrottle and flight management system capabilities, contributing to the aircraft's certification for single-engine public transport operations under certain conditions. Recent modernization efforts target older , with announcing in April 2025 a with Universal Avionics to develop a customized display system for Dash 8-100 and -200 aircraft. This upgrade digitizes the , incorporating large-format displays, synthetic vision, and connected for real-time data sharing, while enabling low-probability-of-intercept vector (LPV) and (RNP) approaches down to 0.1 nautical miles. Norwegian operator Widerøe Airlines committed to this suite in June 2025 for its fleet, aiming to extend service life through improved navigation precision and reduced operational costs via fewer alternates and enhanced safety. Cabin layouts across the Dash 8 family prioritize flexibility for regional routes, with standard two-by-two seating arrangements lacking a central to maximize space efficiency. Series 100 and 200 models typically accommodate 37 to 40 passengers with a seat pitch of approximately 31 inches and width of 17 inches, while Series 300 extends to 50-56 seats. The Q400 variant supports up to 90 passengers in high-density configurations, though common setups range from 68 to 78 seats, incorporating features like enlarged overhead bins and LED lighting for passenger comfort. De Havilland's 2022 cabin enhancement program added redesigned windows, improved lavatory access accommodating two occupants plus flight attendants, and provisions for four children-in-arms, increasing effective capacity without structural changes. Operational enhancements in the Dash 8 series focus on extending utility and efficiency, particularly through weight optimizations and noise mitigation. The Q400 incorporates tuned vibration absorbers to minimize cabin noise and turbulence effects, achieving levels comparable to regional jets despite turboprop propulsion. In July 2022, certified design weight increases for the 8-400, boosting maximum zero-fuel weight by up to 3,000 pounds (1,360 kg) and by 2,000 pounds (907 kg), allowing greater on short sectors. Additional features include upgraded oxygen masks and enhanced paths, supporting compliance with evolving regulatory standards while preserving the type's short-field performance and advantages over jets in low-demand networks. These modifications, combined with OEM refurbishment programs launched in 2024, enable fleets to achieve dispatch reliability exceeding 99% through streamlined protocols.

Comparative Analysis with Regional Jet Alternatives

The De Havilland Canada Dash 8 series, particularly the Q400 variant, positions itself as a cost-effective alternative to regional jets like the Bombardier CRJ-200 and Embraer ERJ-145 in short-haul operations under 500 nautical miles. Turboprops such as the Dash 8 benefit from lower fuel burn rates at optimal low-altitude cruise profiles, resulting in direct operating costs () that can be 20-30% below those of comparable jets on such routes, driven by propeller efficiency in converting engine power to more effectively than jet exhaust at subsonic speeds below Mach 0.6. Regional jets, conversely, incur higher fuel expenses due to their favoring high-speed, high-altitude flight, which yields on shorter sectors where climb and descent dominate the profile. Runway performance favors turboprops, with the Dash 8 Q400 requiring approximately 4,800 feet for takeoff at under standard conditions, often outperforming jets on unpaved or contaminated surfaces where propeller ground clearance and enable superior low-speed lift generation. Jets like the CRJ-200 demand similar or longer runways but struggle more with hot-and-high or short-field operations due to reliance on high bypass-ratio fans less adaptable to static needs. Maintenance intervals for Dash 8 PW150A turboprops extend longer than those for GE CF34-powered CRJs or PW-powered ERJs, as propeller systems avoid the hot-section overhauls typical of jets, contributing to overall lifecycle costs 15-25% lower for turboprops in high-cycle regional service.
Aircraft ModelTypical SeatsCruise Speed (kts TAS)Max Range (NM)Est. Fuel Burn (lb/hr at cruise)
Dash 8 Q40070-904141,1002,500-3,000
CRJ-200504601,5002,500-3,000
ERJ-145504601,5502,200-2,800
Despite these efficiencies, regional jets hold edges in perceived passenger appeal through smoother high-altitude rides above weather and reduced vibration, with cruise altitudes of 30,000-37,000 feet versus the Dash 8's 25,000-30,000 feet, minimizing exposure. Speed differentials—jets averaging 40-50 knots faster—enable block times 10-15% shorter on 300-500 NM legs, justifying jet preference in time-sensitive markets despite elevated , as evidenced by U.S. carriers phasing out turboprops for CRJ/ERJ fleets post-2000s fuel spikes. The Q400 mitigates this with near-jet speeds, yet market data shows turboprops retaining niches in and where route densities and infrastructure favor low-cost density over velocity.

Model Variants

Series 100 Characteristics and Applications

The DHC-8 Series 100 represented the initial production model of the turboprop regional , certified for 37 to 39 passengers in standard four-abreast seating with a maximum capacity of 40. Featuring a high-mounted wing and configuration, it emphasized short takeoff and landing performance suited to regional routes and smaller airfields. Powered by two PW120A or PW121 engines rated at 2,000 to 2,150 shaft horsepower each, the Series 100 achieves a maximum cruise speed of 265 to 270 knots and a range of approximately 1,150 nautical miles with typical . Key dimensions include a length of 22.25 meters, of 25.91 meters, and overall height of 7.49 meters, with maximum takeoff weights varying from 15,649 kg for the baseline -102 variant to 16,466 kg for the -106 model incorporating higher gross weights and noise reductions. Introduced into commercial service on October 23, 1984, the Series 100 targeted short-haul commuter operations, particularly in regions with infrastructure constraints such as short runways or remote locations. Its robust airframe and capabilities enabled deployment by airlines like for passenger-cargo combi missions in , supporting payloads up to 3,539 kg and operations from runways as short as 1,067 meters. Other current users, including and 748 Air Services, employ it for similar utility roles in challenging terrains, underscoring its enduring suitability for low-density, high-frequency regional networks. Beyond passenger service, adapted Series 100 aircraft have served in specialized applications like aerial surveying and , capitalizing on the type's maneuverability and reliability.

Series 200 Modifications and Deployments

The DHC-8 Series 200 variant, introduced in , modifies the Series 100 by substituting PW123D engines for the original PW120 units, enabling superior hot-and-high operational capabilities, a cruise speed increase to 270 knots, and reduced runway requirements without altering the 37- to 39-seat cabin configuration. This upgrade addresses performance limitations of the baseline model in demanding environments, such as high-altitude or elevated-temperature , by providing greater power margins and efficiency through the PW123D's advanced thermodynamic design. Production of the Series 200 occurred between 1995 and 2009, yielding a limited fleet suited for niche regional operations where turboprop economics outweigh jet speeds. Deployments emphasize short-haul routes in geographically challenging areas, with operators including for services and for domestic Icelandic flights, leveraging the variant's short takeoff and landing performance on unprepared strips. Specialized adaptations include surveillance configurations, such as those employed by Surveillance Australia with aircraft featuring extended-range fuel tanks and sensor pods for border patrol duties. In response to aging fleets, initiated refurbishment initiatives in 2025, encompassing airframe overhauls and integration of the Universal Avionics InSight suite for Series 200 cockpits, which incorporates modern displays, synthetic vision, and enhanced navigation to comply with evolving regulatory standards and improve pilot . These modifications aim to prolong operational viability amid competition from newer regional jets, particularly for operators prioritizing and low-altitude performance over higher speeds. Additional aftermarket efforts explore freighter conversions, capitalizing on the variant's robust structure for roles in underserved markets.

Series 300 Upgrades and Market Role

The Dash 8 Series 300, launched in 1989, extended the fuselage of the Series 100 and 200 by 3.43 meters (11 ft 3 in) through insertions forward and aft of the wing carry-through structure, increasing to 50–56 passengers in a standard single-class layout while maintaining the twin-turboprop's short-field capabilities and operational commonality. This stretch boosted to approximately 19,505 kg (43,000 lb) and added fuel capacity for a range of about 1,600 km (994 mi) with reserves, addressing demand for higher-density regional operations without requiring full redesign. Propulsion upgrades featured PW123C or PW123D engines rated at 2,150–2,380 shp, providing superior hot-and-high performance over the Series 100/200's PW120 series, with cruise speeds reaching 460 km/h (285 mph) at optimal altitudes below 7,600 m (25,000 ft). Cabin refinements included a larger forward , expanded lavatory, and additional overwing emergency exits to comply with the increased evacuation requirements, enhancing safety and passenger flow without compromising the type's direct operating costs, which remained competitive at around 20–30% below equivalent regional jets on sub-800 km routes due to efficiency. In 1996, Bombardier introduced active noise and vibration suppression (ANVS) to the Series 300, rebranding it as the Q300 and reducing interior noise by up to 10 dB through propeller synchronization and tuned resonators, which improved passenger acceptance on noise-sensitive routes while preserving burn rates near 0.45 kg/km per seat. The DHC-8-311 is a specific variant of the Q300, serving as a regional turboprop for short domestic and regional flights. This variant targeted airlines seeking a balance between the Series 200's and the forthcoming Series 400's speed, with variants like the -300A offering enhanced for mixed passenger-cargo missions. The Series 300 occupied a vital role in the 40–60 seat regional segment, excelling on propeller-optimized networks where lengths under 1,500 m or frequent cycles favored its 1,830 m takeoff field length over fuel-thirsty jets like the CRJ-200, yielding 15–25% lower trip costs on routes below 500 nautical miles. Major operators included with 14 Dash 8-301s for Canadian commuter feeders, alongside deployments by , , and for island-hopping and remote services, where its reliability—evidenced by dispatch rates exceeding 99%—supported low-frequency, high-utilization economics amid declining production of piston alternatives. By prioritizing empirical efficiency over jet prestige, the type sustained viability against incursions, with over 220 units produced filling gaps in fleets wary of high bypass-ratio maintenance complexities.

Series 400 (Q400) Advancements and Capabilities

The Series 400, marketed as the Q400 to highlight its quiet cabin, introduced substantial advancements over prior Dash 8 variants, including a stretched extended by 23 feet (7 meters) relative to the Series 300, enabling a typical of 68 to 78 passengers or up to 90 in high-density configurations. Development commenced in the mid-1990s under Bombardier Aerospace, with the prototype achieving first flight on January 31, 1998, followed by type certification and entry into commercial service in February 2000. These modifications addressed regional airlines' needs for higher-capacity on short-haul, high-density routes while preserving the type's short-field performance. Propulsion enhancements featured two Pratt & Whitney Canada PW150A turboshaft engines, each rated at 5,071 shaft horsepower, driving Hamilton Sundstrand six-bladed composite propellers that reduced noise and vibration compared to the four-bladed units on earlier models. Aerodynamic refinements, including a larger horizontal stabilizer and optimized nacelle design, enabled a maximum cruise speed of 360 knots (667 km/h), approximately 30% faster than conventional turboprops, alongside an extended range of up to 1,457 nautical miles under optimal conditions. The airframe's all-composite tail and improved wing efficiency further contributed to lower drag and fuel consumption, yielding operating costs competitive with regional jets on routes under 1,000 nautical miles. Avionics upgrades included a modern with five large LCD displays, integrated flight management systems, and advanced navigation capabilities, replacing analog instruments and enhancing crew efficiency and safety. The Q400's cabin design prioritized passenger comfort with reduced noise levels—certified among the quietest in its class—and flexible layouts supporting quick reconfiguration for mixed passenger-cargo operations. Its capability to operate from unpaved runways and in adverse weather, combined with a of 67,650 pounds, positioned it as a versatile platform for remote and regional connectivity, with direct operating costs reported 25-30% lower than equivalent jets on short sectors.

Commercial and Operational Deployment

Major Operators and Route Profiles

Jazz Aviation, operating as Air Canada Express, maintains one of the largest fleets of Dash 8-400 aircraft in , with 25 units undergoing cabin refurbishments as of September 2025 to enhance regional services across , including routes from major hubs like Toronto Pearson to secondary cities such as and . employs Dash 8-400s extensively for its network centered at Toronto Billy Bishop City Airport, supporting point-to-point connections like the 791-mile Toronto-Halifax route, which leverages the aircraft's efficiency on medium-density regional legs up to 1,000 kilometers. In , Widerøe holds the largest Q400 fleet on the continent with 17 aircraft, primarily serving Norway's short-haul domestic network of fjord-hopping routes averaging 100-300 nautical miles, where the Dash 8's short-field performance enables access to remote airstrips unsuitable for jets. operates Dash 8-Q402 variants in for regional feeder services, connecting outback communities to hubs like on segments typically under 500 miles, capitalizing on the turboprop's fuel efficiency in low-traffic corridors. Route profiles for Dash 8 variants emphasize short- to medium-haul operations, with average flight distances of 200-600 nautical miles suited to regional airlines feeding larger networks; for instance, deploys Q400s on extended Canadian routes up to 800 miles, while Siberian operators like Aurora Airlines utilize them for longer thin-demand legs exceeding 1,000 miles due to infrastructure limitations. These profiles prioritize economic viability on low-frequency, low-pax routes, where turboprops outperform jets in direct operating costs below 1,000 kilometers, though some carriers like configure high-density variants for denser Asian markets. Overall, over 70 operators worldwide utilize more than 620 Dash 8-400s for such applications, underscoring the type's versatility in underserved regional markets.

Orders, Deliveries, and Market Economics

The De Havilland Canada Dash 8 series achieved total production exceeding 1,225 aircraft across all variants by the early 2010s, with deliveries continuing into the 2020s before a production pause. The "classics" variants (Series 100, 200, and 300) accounted for 671 units, with the final delivery occurring in May 2008 to Air Nelson. Series 400 (Q400) deliveries reached 600 by September 2019, primarily serving regional passenger and commuter routes. Production of the Q400 halted in 2022 amid reduced demand following the , leaving ATR as the sole major producer in the 70-90 seat segment. Orders for the Dash 8 peaked in the 1980s and 1990s during the expansion of regional aviation, driven by its reliability on short-haul, high-frequency routes with suboptimal runway infrastructure. The Series 100 launched with initial orders in 1984, accumulating approximately 299 deliveries focused on 30-39 seat operations. Series 200 and 300 followed with 58 and 267-314 units respectively, emphasizing extended range and capacity upgrades for markets in and . The Q400 variant secured larger commitments, including bulk purchases from operators like SAS and , though post-2010 orders slowed due to competition from fuel-efficient regional jets and economic downturns. Outstanding orders stood at 46 aircraft as of July 2019, with recent activity limited to 11 firm orders for certified refurbished Q400s announced in July 2024. Market economics of the Dash 8 reflect its niche as a cost-effective turboprop for routes under 500 nautical miles, where lower fuel burn and direct operating costs outperform regional jets amid volatile fuel prices and environmental pressures. List prices for new Q400s hovered around $32 million in the late 2010s, with pre-owned values depreciating to $8-20 million depending on age and condition, as evidenced by a September 2025 sale of three used Q400s yielding approximately $20 million total. The program's resale and leasing market remains active, particularly for freighter conversions, with over 1,200 airframes supporting secondary markets in cargo and special missions. However, turboprop market share has eroded against ATR models, which captured over 63% of regional turboprop flights in recent analyses due to sustained production and upgrades. De Havilland's potential 2025 decision on Q400 re-entry could address this by targeting underserved segments like short-field operations, where turboprops maintain economic edges over jets in high-cycle, low-yield environments.

Safety and Incident Record

Aggregate Safety Metrics and Causal Factors

The De Havilland Canada DHC-8 series, encompassing variants from the -100 to the -400, has recorded 14 hull-loss occurrences for the initial -100 model and 14 for the later -400 model, representing significant portions of the fleet's operational history since 1984, as documented in comprehensive aviation incident databases. These figures contribute to an aggregate hull-loss profile that, when viewed across the series' production of over 1,200 units and millions of flight cycles in regional operations, aligns with metrics indicating reliability in service. Comparative assessments position the DHC-8's fatality rate lower than that of peer turboprops such as the ATR series, attributable to robust design and iterative safety enhancements rather than inherent vulnerabilities. Causal factors in DHC-8 incidents predominantly involve environmental interactions and human responses, with icing emerging as a key contributor to loss-of-control events; residual beyond pneumatic coverage can degrade lift and induce stalls at higher s than anticipated, exacerbated by crew inattention to airspeed decay or failure to execute recovery procedures. system anomalies, including overspeeds and uncontained failures linked to early PW100-series engine integrations, have prompted regulatory-mandated modifications like improved governing logic and containment enhancements. lapses and pilot in marginal weather further amplify risks in short-haul profiles, though post-incident analyses reveal no pervasive structural defects, emphasizing operational mitigations such as enhanced de-icing protocols and simulator training for -induced handling quirks. Overall, these factors reflect causal chains rooted in the aircraft's exposure to icing-prone routes, where empirical data underscores the efficacy of addressed evolutions in curtailing recurrence.

Fatal Accidents and Root Cause Analyses

The most notable fatal accident involving a Dash 8 occurred on February 12, 2009, when , a DHC-8-400, stalled and crashed into a house near , during approach to , resulting in the deaths of all 49 people on board and one person on the ground. The (NTSB) determined the probable cause to be the captain's inappropriate response to the stick shaker activation, which indicated an impending ; instead of applying nose-down inputs, the captain raised the nose, exacerbating the from which recovery was not possible. Contributing factors included the flight crew's failure to monitor airspeed relative to the low-speed cue, the captain's in icing conditions, from inadequate rest, and deficiencies in Colgan Air's training and supervision of recovery procedures, particularly at low speeds. On October 13, 2011, , a DHC-8-100, crashed into bushland near the Gogol River mouth while descending toward Madang Airport in , killing 28 of the 32 people on board. The accident investigation identified a chain of events beginning with the aircraft's power levers being inadvertently advanced into the beta/ground range during flight, causing propeller overspeed, engine damage from re-ingestion, and eventual dual engine failure; pilots failed to recognize and correct the misconfiguration promptly, leading to a without power. Root causes encompassed in lever handling during a non-standard descent, inadequate amid rising noise and smoke intrusion, and underlying maintenance practices that may have contributed to system vulnerabilities, though no inherent aircraft defect was implicated. Smaller-scale fatal accidents include the October 5, 2013, crash of a DHC-8-200 operated as Air Colombia near Acandí, , which killed all four on board during a flight in adverse weather; preliminary analyses pointed to due to pilot decisions in without adequate . Earlier incidents, such as Flight 125 on December 3, 2000, a DHC-8-300 that overran the runway at Ko Samui Airport, , resulted in one crew fatality amid survivable conditions, attributed to and pilot continuation despite cues. Across these events, causal analyses consistently highlight human factors—such as decision-making lapses, training gaps, and crew coordination failures—over mechanical or issues, underscoring the Dash 8's robust design resilience in non-catastrophic scenarios.

Non-Fatal Incidents and Systemic Vulnerabilities

In September and October 2007, three Bombardier Dash 8 Q400 aircraft operated by Scandinavian Airlines System (SAS) experienced main landing gear collapses during landing, resulting in hull losses but no fatalities; these incidents involved failures in the gear's hydraulic extension systems, prompting a temporary grounding of the global Q400 fleet by Transport Canada and the FAA for inspections and modifications to downlock sensors and actuators. The root causes traced to inadequate fluid flow during extension, allowing partial deployment followed by collapse under load, highlighting vulnerabilities in the gear's mechanical redundancy under dynamic stresses. Propeller overspeed events represent another recurrent non-fatal issue across Dash 8 series, often triggered by pilots inadvertently advancing power levers beyond the flight idle gate during high-speed descent or turbulence, activating the beta range and causing propellers to windmill uncontrollably up to 1,500 RPM or more; non-fatal examples include a 1996 Air BC DHC-8-100 incident in and a 2011 QantasLink DHC-8-300 event near , , where both engines sustained damage but safe single-engine landings were achieved. These overspeeds back-drive the turbine engines, risking blade failure or loss of control, with causal factors rooted in the propeller control system's sensitivity to lever position without sufficient in-flight beta lockout safeguards until later airworthiness directives mandated enhancements like beta warning horns and governor checks. Runway excursions and gear-related failures persist in later operations, such as the November 2014 Q400 (C-GGBF) landing at , where a takeoff rupture induced vibrations that unlocked the right main gear stabilizer brace, causing and a penetration injuring three passengers but enabling full evacuation without fire. Similarly, a December 2024 PAL Airlines Q400 excursion at Halifax involved main gear on landing, with the aircraft veering off the runway but all occupants evacuating safely. Systemic vulnerabilities here stem from unaddressed propagation of tire-induced vibrations to gear components lacking rigorous dynamic testing standards, amplifying minor anomalies into structural failures. Overall, Dash 8 incidents reveal design tolerances for operational errors in governance and gear , where pilot inputs or interactions exploit margins without inherent fail-safes, though post-incident directives have mitigated recurrence rates; however, the absence of comprehensive resilience in processes underscores a broader vulnerability to cumulative mechanical stresses over millions of cycles.

Technical Specifications

Series 100 and 200 Data

The DHC-8 Series 100, certified in 1984, is a twin-engine designed for short-haul routes with capacities of 37 to 39 passengers in a pressurized cabin. It is powered by two PW120 engines, each rated at approximately 2,000 to 2,380 shaft horsepower (shp). The aircraft features a high spanning 25.91 meters and a of 22.3 meters, with a (MTOW) of 16,466 kg for later variants. Key performance metrics include a maximum range of approximately 1,700 to 1,900 km with full , depending on configuration, and a cruise speed of around 500 km/h. distances are optimized for regional airports, with balanced field length typically under 1,500 meters at standard conditions. The Series 200 variant, introduced in , retains the same and as the Series 100 but incorporates upgraded PW123C engines rated at up to 2,560 shp for enhanced hot-and-high performance and a cruise speed increase of about 56 km/h. This results in improved climb rates and short-field capabilities while maintaining similar dimensions and weights, with MTOW up to 16,465 kg. The Series 200 addresses operational limitations of the Series 100 in demanding environments, offering a range comparable to 1,700 km with maximum .
SpecificationSeries 100Series 200
Passenger Capacity37-3937-40
Engines2 × PW120 (2,000-2,380 shp each)2 × PW123C (up to 2,560 shp each)
Length22.3 m22.3 m
Wingspan25.91 m25.91 m
Height7.49 m7.49 m
MTOW16,466 kg16,465 kg
Cruise Speed~500 km/h~556 km/h
Max Range (full payload)~1,700-1,900 km~1,700 km
Data compiled from manufacturer-aligned specifications; performance varies with environmental conditions and exact variant (e.g., 100A vs. 100B).

Series 300 Data

The DHC-8 Series 300, also known as the Dash 8-300 or Q300 in its quiet variant, represents a stretched development of the original Series 100, featuring an 3.4-meter longer to increase passenger capacity to 50-56 seats in a single-class configuration. The first flew on 15 May 1987, with and entry into service achieved in February 1989. Over 267 units of the Q300 variant were produced and delivered. Key dimensions include a of 27.43 meters, overall of 25.68 meters, of 7.49 meters, and wing area of 56.1 square meters. The is powered by two PW123 engines, rated at approximately 2,380 shaft horsepower each, driving Hamilton Sundstrand 14SF-series four-bladed propellers with a 3.96-meter ; optional PW123B or PW123E engines are available on later models with specific modifications.
Weight CategoryBasic Model (kg)High Gross Weight Variants (kg)
Maximum Takeoff Weight (MTOW)18,643Up to 19,505
18,144Up to 19,051
Maximum Zero Fuel Weight16,874Up to 17,917
Performance characteristics encompass a maximum operating speed (VMO) of 243 knots (IAS) up to 17,000 feet, decreasing to 214 knots at 25,000 feet, with a service ceiling of 25,000 feet. Typical cruise speed is 287 knots, initial is 1,800 feet per minute, and range with full passenger load and reserves is approximately 830 nautical miles. Fuel capacity totals 4,647 kg usable (2,575 kg main tanks plus 2,072 kg auxiliary). The design supports operations at short runways, with flap extension speeds up to 163 knots for high gross weight models.

Series 400 Data

The Dash 8 Series 400, marketed as the Q400, represents the stretched, high-performance evolution of the Dash 8 family, introduced to compete with regional jets through superior speed and efficiency. It features a lengthened accommodating up to 90 passengers in a single-class configuration, powered by two PW150A engines each rated at 5,071 shaft horsepower (shp) for maximum takeoff power. The aircraft's design incorporates improved , a modernized , and composite materials for reduced weight and noise, enabling cruise speeds 30% faster than earlier turboprops while maintaining low operating costs. Over 620 units have been delivered since certification in 1999, serving diverse roles including passenger transport, freighter, and specialized missions. Key dimensions include a of 28.42 meters, overall of 32.81 meters, and of 8.30 meters. The cabin measures 1.96 meters in , 2.51 meters in width, and 18.8 meters in , with a volume of approximately 78 cubic meters. is provided by Dowty R408 six-bladed composite propellers, flat-rated to 37.4°C for reliable performance in conditions.
ParameterValue (Basic Gross Weight / Design Weight Increase)
Maximum Takeoff Weight (MTOW) / 30,481 kg (67,200 lb)
Maximum Landing Weight (MLW) / 29,030 kg (64,000 lb)
Maximum Zero Fuel Weight26,308 kg (58,000 lb) / 27,669 kg (61,000 lb)
Typical Operational Empty Weight17,885 kg (39,429 lb) / 17,903 kg (39,469 lb)
Maximum Structural Payload8,424 kg (18,571 lb) / 9,766 kg (21,531 lb)
Standard Fuel Capacity5,318 kg (11,724 lb)
Performance metrics highlight the Q400's jet-like capabilities, with a maximum cruise speed of 667 km/h (360 knots) at up to 7,620 meters (25,000 feet) altitude. Takeoff field length is 1,277 meters (4,188 feet) under standard sea-level ISA conditions at MTOW, reducing to 1,163 meters for shorter missions. Landing field length stands at 1,268 meters (4,160 feet) at MLW. Full-payload range reaches 2,037 km (1,100 nautical miles) with 102 kg per , supported by efficient burn rates such as 696 kg for a 200 nm trip. The complies with ICAO Chapter 14 standards, achieving an 8.3 EPNdB margin on extended operations. Variants include the baseline DHC-8-400, the -401 with PW150B engines for enhanced power, and the -402 optimized for hot climates. Cargo configurations offer up to 11.6 cubic meters of baggage volume and 1,724 kg loading capacity, with options for quick-change freighter conversions.

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  113. https://simpleflying.com/airlines-png-flight-1600-crash-anniversary/
  114. https://www.baaa-acro.com/aircraft/de-havilland-dhc-8-200-dash-8
  115. https://asn.flightsafety.org/database/types/De-Havilland-Canada-DHC-8-300/index
  116. https://goldenepaulettes.com/de-havilland-dash-8-safety-record
  117. https://sassofia.com/wp-content/uploads/2025/05/CASE-Study-SAS-Scandinavian-Airlines-System-Dash-8-Q400-Landing-Gear-Incidents.pdf
  118. https://asn.flightsafety.org/wikibase/321848
  119. https://asasi.org/wp-content/uploads/2021/05/DHC-8-Propellor-Overspeeds-by-Eric-Blankenstein-and-David-McNair.pdf
  120. https://www.tsb.gc.ca/eng/rapports-reports/aviation/2014/a14w0177/a14w0177.html
  121. https://www.youtube.com/watch?v=Z-i8ii6sqpw
  122. https://dehavilland.com/legacy-aircraft/
  123. https://www.al-airliners.be/dhc/carac/spec-dhc-8-100.htm
  124. https://www.airlines-inform.com/commercial-aircraft/dash-8q200.html
  125. https://skybrary.aero/aircraft/dh8c
  126. https://dehavilland.com/wp-content/uploads/2025/01/DHC_Dash8_SpecSheet_v9_DIGITAL.pdf
  127. https://skybrary.aero/aircraft/dh8d
  128. https://www.globalair.com/aircraft-for-sale/specifications?specid=1151
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