Crossunder

I fly the Q400 for a small regional airline ”somewhere in Europe”. I have the distinct feeling that we do not fully take advantage of the Q400’s potential. Here’s why:
- For take-offs, which are all on relatively long runways (shortest is EGPD/ABZ), we always use MTOP (90% TQ), no matter what our take-off mass is.
- We always use MCP, regardless of wind/velocity.
- We [almost] always pretend to be a KC-135, and haul around tons of extra fuel, even in severe CAVOK on short sectors.
- Climb/cruise/descend schedules are never “planned”; most pilots just pick a pitch/IAS randomly (or so it seems)
Are there any Q400 drivers (SK / FlyBe, perhaps) out there who care to shed some light on how this aircraft is operated in their company? Do you use reduced torque for take-off, as this would save fuel and reduce engine wear? Do you decrease cruising speed in a strong tailwind, in order to save fuel? (I’ve read that by reducing cruise speed by 60kt (from max), you can save 200kgs of fuel on a 1-hour flight!) Are you encouraged to use a low flap setting on approach to save fuel?
This was posted in Tech Log as well.
PM me if you feel like it! ;-)
/Cross.

tractorpuller

Yes, i fly the Q400. We use reduced take-off pwr as often as possible, usually max reduction which is 81% torque. Normal climb is with power levers in detent, MCL and 850 RPM. Climb is up to PF, but below 7 degrees nose-up after cabin crew has startet service and steeper with tailwind, faster against headwind etc.
Regarding cruise speed, the sectors are usually planned with so tight schedules that you are happy if you can arrive a little early. When flying on legs originally planned on 300 we use long range cruise and still arrive early.
Landings are usually with flap 15 and reduced NP, i think this is an option, so 850 RPM for landing.
Extra fuel carried is usually 15-35 minutes depending on weather.
I seems Bombardier also hasn´t taken into consideration the performance of the Q400 because performance figures should have been included in the FMS enabling a profile mode.

Rgds

Snoop

Depending on the runway, climb performance, A/C weight and if it is a first flight of day, we use up to full flex 81%. For climb, the company SOP is for 210 knts. Most pilots seem to climb in pitch to stop the A/C hunting. Depending on atmospheric conditions, some pilots use their own judgement to climb at an increased gradient or at a low pitch angle, around 5-6 degrees seems to give approx 240knts IAS and above 1500 fpm below fL080 at around 26,000kg, above FL080 3-4 degrees gives a good TAS for around 1500fpm. Makes life easy for the Cabin crew too. Conditions recently have been above ISA +10 so I would think as winter comes speed and climb rates will increase.

Tankering fuel for financial reasons only.

For landing reduced NP is used. Most Captains seem to prefer flap 35 especially if it is an FO's landing due to tail strike worries. However this does mean a marked nose down attitude and vibration. I think 15 would be better on the whole.