Dash 8 Q400 Takeoff Thrust Questions?

[BAe 146-100]

Hi,

Could anyone help me with this question please. :)

I'm just wondering what the method of doing a reduced thrust takeoff entails in a Dash 8 Q400, compared with a Jet.

Hope you can help. :D

Regards
BAe 146

[dv8]

From the performance chart you get your FLEX power setting as a % using the standard assumed temperature method.
This figure is selected by using the RDC TOP [Reduced Take Off Power] on the Engine Control Panel.

[BAe 146-100]

Hi,

Thanks for your reply, it has cleared things up for me.

Totally different questions, but you could possibly tell me what flap settings are mostly used for takeoff & landing in a Dash 8 Q400?

Kind Regards
BAe 146

[Snigs]

That depends on the runway length, temperature, QNH etc etc. The prefered setting for flap on a non limiting runway is flap 5, but sometimes you'll need flap 10, for example at SOU, and most likely flap 15 at JER.

For landing, the SOP setting prefered is flap 35, but flap 15 is ok, and is mandatory on single engine approaches.

[er82]

In JER, first flight of the day with no flex, it's flap 5. Nice view of the cliffs approaching as you reach 125kts still waiting for the V1 Rotate call!

[spoilers yellow]

was even more fun on a 757!!

[BAe 146-100]

Thanks for your replies.

So overall, the assumed temperature method is the only thing that is needed for a reduced/flex takeoff in a Dash 8 Q400, no other procedures?

Thanks
BAe 146

[flybe.com]

Re Flap 35 landings, the 'SOP preferred' bit should be expanded upon. Initially, due to misinterpretation of the AFM, landing Vref speeds were calculated using 1.3Vs, and not 1.23Vs as it should have been. This meant that at some weights we were landing up to 12 kts faster than necessary, and on shorter strips such as Guernsey this was an issue which required the occasional change of underwear! It was therefore decided that where a strip was less than 1800m, flap 35 would be used for the sole purpose of knocking a few kts off the landing speed.

However, when the 1.3/1.23Vs error was spotted and corrected, this achieved a greater reduction in landing Vref than Flap 35, but the 1800m rule remained.

It must be said that passengers do not like the sensation they experience during a flap 35 approach at all, and complain on many passenger websites about the feeling of 'hanging' in their straps, and also the buffet felt throughout the entire airframe with flap 35 selected. Therefore, for the benefit of passenger comfort, (as they pay my wages!) and the resultant smoother landings, flap 15 is my preferred setting, except of course when the 1800m rule applies.