Bombardier Dash 8
| Dash 8 / Q Series | |
|---|---|
 |
|
| A Q400 operated by Flybe of the UK | |
| Role | Turboprop airliner |
| Manufacturer | de Havilland Canada Bombardier Aerospace |
| First flight | June 20, 1983 |
| Introduced | 1984 with NorOntair |
| Primary users | Air Canada Jazz Flybe Piedmont Airlines QantasLink |
| Produced | 1983–present |
| Number built | 1,018 (as of January 3, 2009)[1] |
| Unit cost | Q200 USD$13 million Q300 USD$17 million Q400 USD$27 million[2] |
| Developed from | de Havilland Canada Dash 7 |
The Bombardier Dash 8 or Q Series, previously known as the de Havilland Canada Dash 8 or DHC-8, is a series of twin-engined, medium range, turboprop airliners. Introduced by de Havilland Canada (DHC) in 1984, they are now produced by Bombardier Aerospace. Over 1,000 Dash 8s of all models have been built,[1] with Bombardier forecasting a total production run of 1,192 units of all variants through to 2016.[3]
The Dash 8 was developed from the de Havilland Canada Dash 7, which featured extreme short take-off and landing (STOL) performance. With the Dash 8, DHC focused on improving cruise performance and lowering operational costs. The engine chosen was the Pratt & Whitney Canada PW100. 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 78 passengers. Models delivered after 1997 have cabin noise suppression and are designated with the prefix, 'Q'.[4] Production of the Series 100 ceased in 2005, and the Q200 and Q300 in 2009. Bombardier is considering launching a stretched version of the Q400.
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Design and development
In the 1970s, de Havilland Canada had invested heavily in their Dash 7 project, concentrating on STOL (Short Takeoff And Landing) and short-field performance, their traditional area of expertise. Using four medium-power engines with large four-bladed propellers resulted in very low 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 interested in operational costs than 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. Their favoured engine supplier, Pratt & Whitney Canada, developed the new PW100 series engines for the role, more than doubling the power from their 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. Certification of the PW120 followed in late 1983.[5]
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, the elongated engine nacelles also holding the rearward-folding landing gear, and the pointed nose profile. First flight was on June 20, 1983, and the airliner entered service in 1984 with NorOntair. In 1984, Piedmont Airlines, formerly Henson Airlines, was the first US customer for the Dash 8.
The Dash 8 design has better cruise performance than the Dash 7, is less expensive to operate and much less expensive to maintain, due largely to having only two engines. The Dash 8 has the lowest cost per passenger mile of any regional airliner of the era. It was a little noisier than the Dash 7 and could not match the STOL performance of its earlier DHC forebears, although it was still able to operate from small airports with 3,000 ft (910 m) runways, compared to the 2,200 ft (670 m) required by a fully loaded Dash 7.
In April 2008, Bombardier announced that production of the Classic versions (Series 100, 200, 300) would be ended, leaving the Series 400 as the only Dash 8 still in production. 660 Dash 8 Classics were produced, the last one delivered to Air Nelson in May 2008.[6]
Q400X
Bombardier is studying development of a 90- to 100-seat stretch of the Q400 with two plug-in segments, currently called the Q400X project.[7] In response to this project, ATR is also studying a 90-seat stretch.[8]
On June 15, 2009, Bombardier commercial aircraft president Gary Scott indicated that the Q400X will be "definitely part of our future" for possible introduction in 2013-14, although he has not detailed the size of the proposed version or committed to an introduction date.[9]
Operational history
The Dash 8 was introduced at a particularly advantageous time; most airlines were in the process of adding new aircraft to their fleet as the airline industry expanded greatly in the 1980s. The older generation of regional airliners from the 1950s and 1960s was nearing retirement, leading to high sales figures. de Havilland Canada was unable to meet the demand with sufficient production.
In 1988, Boeing bought the company in a bid to improve production at DHC's Downsview Airport plants, as well as better position themselves to compete for a new Air Canada order for large intercontinental airliners. 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, who received an order for 34 A320 aircraft in a highly controversial move. The allegations of bribery are today known as the Airbus affair. Following their failure in the competition, Boeing immediately put de Havilland Canada up for sale. The company was eventually purchased by Bombardier in 1992.
The market demand for short-haul airliners was so great that Aerospatiale of France paired with Italy's Alenia to form ATR. Their once separate efforts combined to compete directly with the Dash 8. The resulting ATR 42 was even less expensive than the Dash 8, but de Havilland Canada responded with newer models to close the gap. Other companies competed with smaller or more tailored designs, like the Saab 340 and Embraer Brasilia, but by the time these were introduced the market was already reaching saturation.
All Dash 8s delivered from the second quarter of 1996 (including all Series 400s) include the Active Noise and Vibration Suppression (ANVS) system designed to reduce cabin noise and vibration levels to nearly those of jet airliners. To emphasize their quietness, Bombardier renamed the Dash 8 models as the Q Series turboprops (Q200, Q300 and Q400).[4]
The Dash 8-100 is no longer in production, with the last Dash 8-102 built in 2005. Production of the Q200 and Q300 ceased in May 2009.[10]
Regional jet competition
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.[11]
The market for new aircraft to replace existing turboprops once again grew in the mid-1990s, and de Havilland responded with the improved "Series 400" design.
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% less fuel than regional jets. Although the market does not appear to be as robust as in the 1980s when the first Dash 8s were introduced, 2007 saw increased sales of the only two 40+ seat regional turboprops still in western production, Bombardier's Q400 and its competitor, the ATR series of 50-70 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.[12]
According to Bombardier marketing, the aircraft breaks even with about 1/3rd of its seats filled (or 1/4 with more closely spaced seats), making it particularly attractive on routes with varying passenger numbers where many seats will be empty on some flights. For example, Island Air in Hawaii calculated that the use of a 50-seat Regional Jet would break even at 45 passenger seats compared to the Q400's 35-36 seats (around 55% breakeven load factor). Most short-haul routes are less than 350 miles (500 km), so the time spent on taxiing, takeoff and landing virtually eliminates a competing jet's speed advantage. As the Q400's 414 mph (667 km/h) cruise speed approaches jet speeds, short-haul airlines can usually replace a regional jet with a Q400 without changing their gate-to-gate schedules.[13]
Bombardier has singled out the Q400 for more aggressive marketing, launching a website centered around the aircraft.[14] The aircraft is also being considered for a further stretched version (currently designated Q400X) to compete in the 90-seat market range.[15] Bombardier commercial aircraft president Gary Scott has affirmed that 2013-2014 is "the sort of time period we're looking at today" for offering a stretched version of the Q400 turboprop. [16]
Variants
Series 100
- DHC-8-100 series
- Original 37–39 passenger version that entered service in 1984. The original engine was the PW120A (CAA validated on December 13, 1985); later units used the PW121 (CAA validated on February 22, 1990). 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-8-106
- 1992 variant powered by two PW121 engines and a 36,300 lb (16,450 kg) takeoff weight.
- DHC-8M-100
- Two aircraft for Maritime Pollution Surveillance, operated by Transport Canada, equipped with the MSS 6000 Surveillance system.[17]
- CC-142
- Military transport version for the Canadian Forces in Europe.
- CT-142
- Military navigation training version for the Canadian Forces.[18]
- E-9A
- A USAF range control aircraft equipped with AN/APS-143(V)-1 radar that operates out of Tyndall AFB, Florida to ensure 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. Two aircraft are assigned to the 82d Aerial Targets Squadron for the support of training missions.[19]
Series 200
- DHC-8-200 Series
- Series 100 airframe with more powerful Pratt & Whitney Canada PW123 engines (rated at 2,150 shp or 1,600 kW) for improved performance also capable of carrying 37 to 39 passengers.
- 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 system.
Series 300
- DHC-8-300 Series
- Stretched 3.43 m (11 ft) over the Series 100/200, a 50–56 passenger version that entered service in 1989. Its engines are PW123 or PW123B or PW123E, rated at 2,500 shp or 1,860 kW.
- DHC-8-301
- 1989 variant powered by two PW123 engines
- DHC-8-311
- 1990 variant powered by two PW123 engines
- 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 system.
Series 400
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- Q400
- Stretched and improved 70–78 passenger version that entered service in 2000. Its 360 knot (670 km/h) cruise speed is 75 knots (140 km/h) higher than its predecessors. Powered by PW150A engines rated at 5,071 shp (3,781 kW) at maximum power (4,850 shp or 3,620 kW maximum continuous rated). 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 altitude to 27,000 ft (8,200 m). All Q400s include the ANVS system.
- Q400 NextGen
- Version of the Q400 with updated cabins, lighting, windows, overhead bins, landing gear, as well as reduced fuel and maintenance costs.
- Q400-MR
- 2 Q400 adapted to the water bombing role by Cascade Aerospace for the French Sécurité Civile.[20] The tanker mode can carry 2,600 US gallon of retardant, foam or water and travelling a 340 knots.
- 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.
- DHC-8-402PF
- 2008 converted pallet freighter variant with a payload of 9000 kg.
Operators
Incidents and accidents
Notable accidents
- November 21, 1990: a Bangkok Airways de Havilland Canada DHC-8-103 crashed on Koh Samui while attempting to land in heavy rain and high winds. All 38 people on board died.[21]
- January 6, 1993: Lufthansa Cityline Flight 5634 crashed short of the runway near Paris-Charles de Gaulle Airport, France. The crash killed four out of 23 passengers and crew.
- June 9, 1995: Ansett New Zealand Flight 703 Dash 8-102 from Auckland Airport to Palmerston North crashed on western slopes of the Tararua Ranges and 16 km east of Palmerston North Airport during an instrument approach in inclement weather, four killed.
- February 12, 2009: Colgan Air Flight 3407 a Q400, from Newark Liberty International Airport to Buffalo Niagara International Airport stalled and crashed into a house in Clarence Center, New York, while preparing to land at the airport. All 49 people on board, including four crew and one off duty pilot, and one person on the ground were killed. Two other people on the ground received minor injuries. The National Transportation Safety Board determined that pilot error cause factors, including a "startle and confusion" response by the captain, were the primary contributors to the accident.[22][23][24][25]
- November 23, 2009: A de Havilland Canada 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.[26]
Major landing gear incidents
In September 2007, two separate incidents of similar landing gear failures occurred within four days of each other on SAS Dash 8-Q400 aircraft. A third incident occurred in October 2007, leading to the withdrawal of the type from the airline's fleet.
- September 9, 2007: The crew of Scandinavian Airlines 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 only minor injuries.[27][28][29] The accident was filmed by a local news channel (TV2-Nord) and broadcast live on national television. The video footage can be seen on YouTube.[30]
- 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. No passengers or crew were injured.[31] Immediately after this incident SAS grounded all their 33 Dash-8/Q400 airliners and, a few hours later, Bombardier recommended that all Dash-8/Q400s with more than 10,000 flights be grounded until further notice.[32]
- 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. 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 onboard. No injuries were reported. The incident is being investigated by the civil aviation administration in Scandinavia and all Dash 8-400 aircraft within the SAS Group are grounded.[33][34] The preliminary Danish investigation determined this latest Q400 incident is 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.[35] On the next day, SAS permanently removed its entire Dash 8 Q400 fleet from service.[36]
On September 12, 2007, Bombardier recommended all Q400s with over 10,000 landings to be grounded for inspection of their landing gear after two non-fatal accidents within three days involving the landing gear of a Q400 series aircraft. Both incident aircraft were operated by Scandinavian Airlines, an early operator of the type.[37] This affected about 60 aircraft, out of 140 Q400s in service. 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; see section Notable incidents and accidents. Following an incident at Copenhagen Airport, October 27, 2007, Scandinavian Airlines' executive board decided to permanently remove its entire Q-400 fleet from service. 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."[33][36][38] On March 10, 2008, SAS ordered 27 more aircraft from Bombardier in a compensation deal, 14 Q400 NextGen and 13 CRJ900.[39]
In November 2007, it was revealed that Swedish Civil Aviation Authority began an investigation and accused Scandinavian Airlines System of cutting corners for maintenance. The airline reportedly made 2,300 flights in which safety equipment was not up to standard.[40]
Specifications
| Series 100[2] | Series 200[41] | Series 300[42] | Series 400[43] | |
|---|---|---|---|---|
| Unit cost (US$) | $12.5 million | $13 million | $17 million | $27 million |
| Production & orders | 299 | 105 | 267 | 363[44] |
| Entered service | 1984 | 1995 | 1989 | 2000 |
| Aircraft dimensions | ||||
| Overall length | 22.25 m | 25.68 m | 32.81 m | |
| Height (to top of horizontal tail) | 7.49 m | 8.3 m | ||
| Fuselage diameter | 2.69 m | |||
| Maximum cabin width | 2.03 m | |||
| Cabin length | 9.1 m | 12.6 m | 18.8 m | |
| Wingspan (geometric) | 25.89 m | 27.43 m | 28.4 m | |
| Wing area (reference) | 54.4 m² | 56.2 m² | 63.1 m² | |
| Basic operating data | ||||
| Engines | 2 PW120A/PW121 | 2 PW123C/D | 2 PW123B | 2 PW150A |
| Typical passenger seating | 37 (Single Class) | 50 (Single Class) | 70 (Single Class) | |
| Passenger seating range | 37-39 | 50-56 | 68-78 | |
| Maximum cruise speed | 310 mph (500 km/h) | 334 mph (537 km/h) | 328 mph (528 km/h) | 414 mph (667 km/h) |
| Maximum operating altitude | 25,000 ft (7,620 m) | 27,000 ft (8,230 m) | ||
| Range (w/typical pax) | 1,174 miles (1,889 km) | 1,065 miles (1,713 km) | 968 miles (1,558 km) | 1,567 miles (2,522 km) |
| Range (w/LR tanks) | n/a | 1,264 miles (2,034 km) | n/a | |
| Takeoff run at MTOW | 2,625 ft (800 m) | 3,865 ft (1,178 m) | 4,600 ft (1,402 m) | |
| Design weights | ||||
| Maximum takeoff weight | 36,300 lb (16,470 kg) | 43,000 lb (19,500 kg) | 64,500 lb (29,260 kg) | |
| Maximum landing weight | 34,500 lb (15,650 kg) | 42,000 lb (19,050 kg) | 61,750 lb (28,010 kg) | |
| Maximum zero fuel weight | 32,400 lb (14,700 kg) | 39,500 lb (17,920 kg) | 57,000 lb (25,850 kg) | |
| Maximum fuel capacity | 3,160 l | 6,526 l | ||
| Typical operating weight empty | 10,483 kg (23,111 lb) | 11,791 kg (25,995 lb) | 17,185 kg (37,886 lb) | |
| Typical volumetric payload | 3,407 kg (7,511 lb) | 5,138 kg (11,327 lb) | 8,670 kg (19,114 lb) | |
See also
Related development
- de Havilland Canada Dash 7
Comparable aircraft
- Antonov An-24/Xian Y-7
- Antonov An-140/HESA IrAn-140
- ATR 42 and 72
- British Aerospace ATP
- CASA CN-235 and C-295
- Dornier 328
- Embraer EMB 120 Brasilia
- Fokker F27 and F50
- Handley Page Herald
- Ilyushin Il-114
- NAMC YS-11
- Saab 340 and 2000
- Short 330 and 360
- Xian MA60
- Indian Regional Jet
Related lists
- List of airliners
References
- Notes
- ↑ 1.0 1.1 Shannon, Darren. "Bombardier Q400 Backlog Grows." Aviation Week, March 2009. Retrieved: March 5, 2009.
- ↑ 2.0 2.1 "Production and cost information." Deagle.com. Retrieved: December 24, 2009.
- ↑ Aviation Week & Space Technology, October 29, 2007, p. 65.
- ↑ 4.0 4.1 Eden 2008, p. 119.
- ↑ Kinsey 1983
- ↑ "Dash 8: Complete list." Airfleets.net. Retrieved: December 24, 2009.
- ↑ Masters, Coco. "Giving Props to the New Turbos." Time, 23 August 2007. Retrieved: February 13, 2009.
- ↑ Kingsley-Jones, Max. "ATR floats idea of stretched model to tackle 90-seat sector". Flight International, November 14, 2007. Retrieved: February 13, 2009.
- ↑ Kirby, Mary. "Paris Air Show: Bombardier says Q400X 'definitely part of our future'." flightglobal.com, June 2009. Retrieved: June 16, 2009.
- ↑ "Bombardier to discontinue Q200/Q300 in 2009." Flight Global, April 8, 2008. Retrieved: April 9, 2008.
- ↑ Burgner, Norbert. "Dornier 328 Jet: The "Real" regional jet?" Flug Review, March 30, 1997. Retrieved: December 24, 2009.
- ↑ Masters, Coco. "Giving Props to the New Turbos." Time (magazine), November 16, 2008. Retrieved: April 11, 2009.
- ↑ "Q400 Performance." q400.com. Retrieved: 10 August 2010. Quote accompanying performance charts: "The Q400’s exceptional cruise speed, placing it on a par with jet block times up to over 400 miles (640 km), provides the flexibility needed to fly longer sectors."
- ↑ "Introducing the Q400 NextGen." q400.com. Retrieved: 27 March 2010.
- ↑ Kingsley-Jones, Max. "Dubai 2007: ATR floats idea of stretched model to tackle 90-seat sector." Flight International, November 16, 2008. Retrieved: April 11, 2009.
- ↑ Sobie, Brendan. "Bombardier still studying Q400X." flightglobal.com, 9 September 2008. Retrieved; 27 March 2010.
- ↑ "Three MSS 6000 Systems for Canada." Swedish Space Corporation, July 2010. Retrieved: July 29, 2010.
- ↑ "CT142 Dash-8." Department of National Defence, March 2007. Retrieved: July 29, 2010.
- ↑ Davis, Staff Sgt. Bennie J. III. "E-9A crews survey gulf, track missiles." USAF. Retrieved: October 22, 2008.
- ↑ "Q400 Air Tanker Conversion." cascadeaerospace.com. Retrieved: 10 August 2010.
- ↑ Koh "Samui crash." planecrashinfo.com. Retrieved: December 24, 2009.
- ↑ BBC
- ↑ BBC: "Plane crash in NY state kills 49." BBC News, February 13, 2009. Retrieved: August 15, 2009.
- ↑ CNN: Pilot error caused 2009 crash near Buffalo, NTSB rules 2 February 2010
- ↑ Grady, Mary. "NTSB Concludes Pilot's Actions Caused Colgan Crash." avweb.com, February 2010. Retrieved: February 3, 2010.
- ↑ "Accident description." Aviation Safety Network. Retrieved: November 26, 2009.
- ↑ "SAS-fly forulykket under landing (Danish)." politiken.dk. Retrieved: December 24, 2009.
- ↑ Dansk fly nødlandet med 76 om bord (Danish)
- ↑ "Regarding Scandinavian Airlines flight SK1209." Scandinavian Airlines release, Scandinavian Airlines, September 9, 2007. Retrieved: September 9, 2007.
- ↑ "Video of the SAS Dash8-Q400 incident at AAL, September 9, 2007." youtube.com. Retrieved: August 10, 2010.
- ↑ "Regarding Scandinavian Airlines flight SK2748." SAS Group, September 12, 2007. Retrieved: April 11, 2009.
- ↑ "Bombardier Makes Recommendations Following Recent Q400 Aircraft Right Main Landing Gear Incidents." bombardier.com. Retrieved: December 24, 2009.
- ↑ 33.0 33.1 "Regarding Scandinavian Airlines flight SK 2867." yhp.waymaker.net. Retrieved: August 10, 2010.
- ↑ "Dash 8-fly forulykket i Kastrup." Politiken. Retrieved: December 24, 2009.
- ↑ "Havarikommissionen, LN-RDI - Preliminary Report." www.hcl.dk, November 3, 2007. Retrieved: November 15, 2007.
- ↑ 36.0 36.1 "SAS removes Dash 8 Q400 from service permanently."
- ↑ Austen, Ian. "About 60 Bombardier Planes Grounded After Crash Landings." New York Times, July 13, 2007. Retrieved: April 11, 2009.
- ↑ Moody, Elyse. "SAS Permanently Grounds Q400s After Third Incident." Aviation Week, November 17, 2008. Retrieved: April 11, 2009.
- ↑ "Bombardier settles claim with SAS over Q400 turboprops." CBC News, March 10, 2008. Retrieved: August 27, 2008.
- ↑ "Plane crash disaster narrowly avoided." The Copenhagen Post, September 10, 2007. Retrieved: December 6, 2009.
- ↑ "Bombardier Q200 specifications." bombardier.com. Retrieved: April 6, 2008.
- ↑ "Bombardier Q300 specifications." bombardier.com. Retrieved: April 6, 2008.
- ↑ "Bombardier Q400 specifications." bombardier.com. Retrieved: April 6, 2008.
- ↑ "Bombardier sells 2 more Q400 aircraft." thestar.com. Retrieved: October 3, 2009.
- Bibliography
- Eden, Paul E. Civil Aircraft Today: The World's Most Successful Commercial Aircraft. London: Amber Books, 2008. ISBN 1905704866.
- Hotson, Fred W. The De Havilland Canada Story. Toronto: Canav Books, 1983. ISBN 0-96907-032-0.
- Kinsey, I. "Dash 8 is Born". Canadian Aviation Magazine, June 1983.
- Winchester, Jim. "De Havilland Canada DHC-8 Dash 8." Civil Aircraft (The Aviation Factfile). London: Grange Books plc, 2004. ISBN 1-85013-642-1.
External links
- Bombardier Q Series
- Q400 Website
- Currently flying aircraft
- DHC-8-100/200 information
- Type certificate
- Project information on the Bombardier Q400 Dash 8 Turboprop Regional Airliner
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