Dash 8
don't believe those bad rumours. the dash is a very easy aircraft to fly, very stable and trims out beautifully. the tricky parts of the dash are the systems/engineering.
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DH8 systems are, in my view, well thought out and logical. It's a delightful aircraft to fly but a bugga to land smoothly, perhaps due to the long, stiff, undercarriage. 
Join Date: Jan 2003
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I fly both -300 and -400 as FO. Landing can be difficult, because you can only flare till 5deg pitch up during landing( although you can pitch up to 6,5 deg i believe but 5 deg is our company limit), but with flaps 15 and an aft cg you will already be on pitch 1deg when you fly Va exactly. Trick is to be a bit faster then Va during landing so you have more room to flare. Or some people leave some power during flare, but I dont like that method. If you don't do this, and the timing of the flare isn't right you will have a hard landing. But crosswind landings are same as in a 172.
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Try it in the sim!
On the Q400 9 degrees pitch is where you get the tail strike. Landing and takeoff.
It's impossible to strike the tail at flap 10 or 15 on take off but flap 5 is oh so easy.
As for smooth landings. Some of ours do and some definitely don't...no matter how hard you try
It's impossible to strike the tail at flap 10 or 15 on take off but flap 5 is oh so easy.
As for smooth landings. Some of ours do and some definitely don't...no matter how hard you try
Join Date: May 2006
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The 300 and 400 have indeed a common type-rating, but both airplanes are completly different......flightdeck, engines, aerodynamics
For every power changes on the 400, you have to trim the rudder, the 300 is not so sensitive regarding power changes.
Landing the 300 and 400, you could write a book about that, a good way of doing it, is to start the flair at 10' for the 300 and 20' for the 400. Especially on the 400, make only small power changes, becaus those props give a lot of thrust, but also a lot of drag(idle) and I don't have to explain what happens if you have put idle power if your flairing at 30' above the runway. You WILL come down, and you won't get an applause from your passengers.
But once you have find out to do it wright, it's not that difficult.....and every landing you can walk away is a good one, isn't it?
For every power changes on the 400, you have to trim the rudder, the 300 is not so sensitive regarding power changes.
Landing the 300 and 400, you could write a book about that, a good way of doing it, is to start the flair at 10' for the 300 and 20' for the 400. Especially on the 400, make only small power changes, becaus those props give a lot of thrust, but also a lot of drag(idle) and I don't have to explain what happens if you have put idle power if your flairing at 30' above the runway. You WILL come down, and you won't get an applause from your passengers.
But once you have find out to do it wright, it's not that difficult.....and every landing you can walk away is a good one, isn't it?
Join Date: Apr 2000
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I had the pleasure to fly around 1000hours on Dash and i always found that putting down one main first and then the other always helped in a smoother ldg. That doesnt help when you move onto jets though.
Join Date: Jan 2000
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Originally Posted by Lucky Angel
I had the pleasure to fly around 1000hours on Dash and i always found that putting down one main first and then the other always helped in a smoother ldg. That doesnt help when you move onto jets though.
Our company (catering for low time cadets) advise a final speed of Vref + 15 kts on the long runways that we operate from. That helps with avoiding tailstrikes and makes the flare more of a "fly-level". Although the landings won't be greasers, they certainly would be acceptable if the a/c is not held off too long. I also found that it helps to take the power off very slowly (Bombardier advise power on landings at high density altitudes and weights).
Join Date: Aug 2000
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I too have had the pleasure of around 1000hrs on the mighty Q400. It's actually quite easy to fly, a little bit tricky to land well but then isn't every controlled collision with a planet?! The main reason is those long undercarriage legs and hard oleos. Any shock onto them is amplified through the cabin, reducing your self confidence in the process!
Putting one main wheel down first always helps lessen the impact!
Putting one main wheel down first always helps lessen the impact!
Join Date: Jan 2005
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Are there any that don't leak rain through the escape hatch ?
The windows don't open so you cook in the sun while the FO gets the fumes from the crapper directly behind them.
The hydraulic system is a bloody nightmare.
The airframe collects ice in an instance and the autopilot operation is illogical compared to all other types I know, level busts are easily achieved...
The altitude alert screams at you at excrutiatingly high frequency
The only good bit is the spacious cabin. But that's not much use when you're strapped into your most uncomfortable seat deafend by the engines.
On the approach the nose high attitude seems more unsettling than in other types, you feel like one of the thunderbirds: hanging on a thread, dangling, regardless of the flap setting.
ATC: D8-300 can you increase ROC?
D8-300: Err, we can give you 700fpm if that helps?
Actually, thinking about it: It's quite a crap aircraft.
To land it is easy. Any aircraft is easy to land once you get the hang of it.
One can tell a jet pilot, who has been on the Dash before, screw up his low and swept wing jet landing because he thinks the D8 is the be all and end all.
The windows don't open so you cook in the sun while the FO gets the fumes from the crapper directly behind them.
The hydraulic system is a bloody nightmare.
The airframe collects ice in an instance and the autopilot operation is illogical compared to all other types I know, level busts are easily achieved...
The altitude alert screams at you at excrutiatingly high frequency
The only good bit is the spacious cabin. But that's not much use when you're strapped into your most uncomfortable seat deafend by the engines.
On the approach the nose high attitude seems more unsettling than in other types, you feel like one of the thunderbirds: hanging on a thread, dangling, regardless of the flap setting.
ATC: D8-300 can you increase ROC?
D8-300: Err, we can give you 700fpm if that helps?
Actually, thinking about it: It's quite a crap aircraft.
To land it is easy. Any aircraft is easy to land once you get the hang of it.
One can tell a jet pilot, who has been on the Dash before, screw up his low and swept wing jet landing because he thinks the D8 is the be all and end all.
.
Flap 15 always gave nice landings than full flap and I agree that landing one wheel first then the other also improved the arrival. I always wondered if it was because landing one wheel first meant that the spoilers wouldn't deploy immediately. In other words, once both oleos compress spoilers deploy dumping lift and contributing to the firmness of the landing. Any takers?
Join Date: May 2005
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I have many hours on Dash 100/300/400. All are easy aircraft to fly, but a nice landing has to be gentle and pointing straight down the runway. If you are pointing anywhere else it will give a jolt (unless the runway is wet). Once you are on the runway, it sits there because of the wide stance - that is nice when the weather is bad.
If the tires and oleos are all at max pressure, every landing will feel firm. Don't take it personally.
The reduced pitch stability and flat attitude at flap 35 can make those landings more difficult, but with a little practice its not that hard.
Tailstrike attitude for the 400 is 7.5 degrees. Stop flaring at 5 degrees and use a bit of power to cushion anything after that.
I find the 400 most difficult to land nicely because you need power on, and it is too easy to float .... then you start to drift or need to drop it as you are running out of runway. Also the 400 has momentum when you kick it straight - it is easy to over correct.
If the tires and oleos are all at max pressure, every landing will feel firm. Don't take it personally.
The reduced pitch stability and flat attitude at flap 35 can make those landings more difficult, but with a little practice its not that hard.
Tailstrike attitude for the 400 is 7.5 degrees. Stop flaring at 5 degrees and use a bit of power to cushion anything after that.
I find the 400 most difficult to land nicely because you need power on, and it is too easy to float .... then you start to drift or need to drop it as you are running out of runway. Also the 400 has momentum when you kick it straight - it is easy to over correct.
Join Date: Dec 2005
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hmmmm
---Car sunshades work well on those sunny days, as long as the APU is working.
----Never smelled lav fumes from the front before, and we;ve got some disgusting lav's.
----The dash does very well in icing, takes a boat load like a champ and doesnt flinch.
----Take an empty -200 on a ferry flight, theres some fun for ya, WEEEEEEEEEEEEEEEE!!!!!!
Almost makes you forget your in a prop.
----
----Ill take a dash over some tinkertoy RJ anyday.
----Never smelled lav fumes from the front before, and we;ve got some disgusting lav's.
----The dash does very well in icing, takes a boat load like a champ and doesnt flinch.
----Take an empty -200 on a ferry flight, theres some fun for ya, WEEEEEEEEEEEEEEEE!!!!!!
Almost makes you forget your in a prop.
----
----Ill take a dash over some tinkertoy RJ anyday.
Join Date: Jan 2003
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Originally Posted by Ham Phisted
I always wondered if it was because landing one wheel first meant that the spoilers wouldn't deploy immediately. Any takers?
Never heard of the spoilers deploying on landing. I think you are confused
The spoilers on my Dash are only for turning. (DHC8-Q315) and not for dumping lift. (Or I must turn my yoke very fast from right to left
but I don't think that would help and probably get some strange looks from my collegue).