OWNER’S & OPERATOR’S GUIDE:

DASH 8 & Q SERIES

i) Specifications, page 6
ii) Fleet analysis, page 9
iii) Fuel burn performance, page 11
iv) Maintenance analysis & budget, page 13
v) Aftermarket & values, page 23
6 I AIRCRAFT OPERATOR’S & OWNER’S GUIDE

Dash 8 & Q Series

5,071shp (see table, page 7).
The three main Dash 8 variants have
the same fuel capacity of 835 US Gallons
(USG), while the larger Q400 has a

specifications capacity of 1,724USG. The maximum

range varies from 760nm on the Dash 8-
100 to 1,340nm on the Q400. Maximum
cruise speed varies from 265 knots on the
Dash 8-100 to an impressive 360 knots
There are four main variants of the Dash 8 & on the Q400.
Q400 Series, and several sub-variants. Their The cruise speeds of the three small Q
series variants are comparable at 265-300
specifications are reviewed and listed. knots and, in many cases, exceed those of
other turboprop aircraft. The Q400 in

T
he de Havilland Dash 8 family from line number 408. They also had a fact is just 100 knots slower at 360 knots
of aircraft first entered into new, more spacious cabin design, with than smaller regional jets, such as the
service in 1984 with the Dash 8- insulation and acoustically sealed joints, CRJ.
100 variant. The Dash 8-200 to absorb and reduce noise. In 2000, the Bombardier is currently assessing the
and -300 followed in 1995 and 1989. larger Q400 with additional seat capacity benefits of further stretching and
The Dash 8-200 has the same fuselage was introduced. This was a stretched developing the Q400 into a Q400X
length and seat capacity as the Dash 8- version of the Q300, with newer, more variant, to take advantage of increased
100, but the -200 has more powerful powerful engines, 68-78 seats, and the passenger loads on many turboprop
engines. These give it a 30-knot faster ANVS system as standard. The Q400 routes, as well as assisting operators to
cruise speed than the -100 (see table, page also has a higher cruise speed than the reduce unit cost per seat-mile.
7). The Dash 8-300 is a stretched variant three smaller variants (see table, page 7). With the Q100 and Q200 seating just
with an additional 13-17 seats. Bombardier has recently started re- 37-39 passengers, only one cabin crew
In 1996 Bombardier renamed the launching many of its aircraft types as member or flight attendant is needed,
Dash 8 family the Q Series, after adding next generation (NextGen) aircraft. The with the standard flightcrew of two
the active noise and vibration suppression Q400 is no exception, with its NextGen pilots. The Q300 seats 50-56, but once
system (ANVS), which reduces the noise development being announced in March seat numbers exceed 50, an additional
and vibration levels inside the aircraft’s 2008 (see page 7). flight attendant is needed.
cabin. The Q stands for quiet, which is At the same time, Bombardier also The Q400 requires two flight
enabled by an intricate system of stated that production of the Q200 and attendants, although the Q400NextGen
microphones and a computer that Q300 will cease in May 2009, along with will accommodate an additional third
initiates counter vibrations to reduce the the Q100, which has not been produced flight attendant, used in many cases to
sound and movement felt in the cabin. for a number of years. improve in-flight service standards.
To emphasise the introduction of the The engines powering the three basic An operator of these aircraft will
ANVS and new name, the Dash 8-100, - Dash 8 models are variants of the Pratt & benefit from cost savings in the training
200 and -300 delivered with the ANVS Whitney Canada (P&WC) PW120. These of flightcrew, since all four Q Series
system were named the Q100, Q200 and are rated from 2,000 shaft horse power variants have a common pilot type rating.
Q300. These were aircraft built from the (shp) on the Dash 8-100 to 2,500SHP on Further commonality is realised with
middle of 1996 onwards. The Q100s the Q300 (see table, page 7). maintenance, parts inventory and ground
were from line number 472, the Q200s The Q400 series is powered by operations.
from line number 421, and the Q300s P&WC’s PW150A engine, rated at

Dash 8-100/Q100
Originally launched as the Dash 8-
100, this aircraft entered service in 1984
with norOntair. The Dash 8-100 was the
first variant, and its most recent
maximum take-off weight (MTOW) is
36,300lbs (see table, page 7).
The earlier Dash 8-102 is powered by
the PW120A rated at 2,000shp, has a
cruise speed of 265 knots, and a
maximum range of 1,159nm.
The later -103 is powered by the
PW121 rated at 2,150shp, has a cruise
speed of 270 knots, and a maximum
range of 1,148nm (see table, page 7).
The later Q106 is powered by the
same engine, and has a similar cruise
speed and slightly shorter range.
During the course of Dash 8-
100/Q100 production many sub-variants

The three main Dash 8 variants have similar

cruise speeds of 265-300 knots. The Q400 is
faster at 360 knots.

AIRCRAFT COMMERCE ISSUE NO. 63 • APRIL/MAY 2009

 7 I AIRCRAFT OPERATOR’S & OWNER’S GUIDE

DASH 8 Q SERIES SPECIFICATIONS

Dash 8 Dash 8 Q106 Dash 8 Dash 8 Dash 8 Dash 8 Dash 8 Q402

-102/ -103/ -201/ -202/ -311HGW/ -314HGW/ -315HGW/ EHGW
Q100 Q100 Q200 Q200 Q300 Q300 Q300
Engine PW120A PW121 PW121 PW123C PW123D PW123 PW123B PW123E PW150A
Engine power 2,000 2,150 2,150 2,150 2,150 2,380 2,500 2,380 5,071
-shp
MTOW -lbs 34,500 34,500 36,300 36,300 36,300 43,000 43,000 43,000 65,200
MZFW -lbs 31,300 31,300 32,000 32,000 32,000 39,500 39,500 39,500 58,000
Basic OEW -lbs 22,380 22,880 23,593 23,744 23,763 26,683 26,683 26,683 38,986
Maximum 8,420 8,420 8,407 8,256 8,237 12,817 12,817 12,817 19,014
payload -lbs
Fuel capacity 841 841 841 841 841 841 841 841 1,737
-US Gal

Seats 37-39 37-39 37-39 37-39 37-39 50-56 50-56 50-56 69-80
Crew 2+1 2+1 2+1 2+1 2+1 2+1/2 2+1/2 2+1/2 2+2

Max. Range -nm 1,159 1,148 1,099 1,082 1,082 921 921 921 1,457
Range with longer- 2,328 2,290 2.277 2,093 2,092 1,960 1,960 1960 N/A
range tanks -nm

Max. cruise speed 265 270 268 300 300 287 285 287 360
-kts

Standard baggage 300 300 300 300 300 320 320 320 502
capacity -cu.ft.
Maximum operating 25,000 25,000 25,000 25,000 25,000 25,000 25,000 25,000 25,000
ceiling -ft
Take-off 80.8 79.8 79.8 79.9 79.9 79.5 79.9 79.5 78.6
noise level -dB
Sideline 86.3 86.1 86.1 84 84 87 87.3 87 84
noise level -dB
Approach 94.3 95.7 94.7 94.7 94.7 95.1 95.1 95.1 93.1
noise level -dB

of the aircraft were developed, -300, and entered service with BPX Canadian operator, Time Air. This
comprising at least five passenger and Colombia in 1995. There are four sub- aircraft is similar to the Dash 8-100,
three military sub-variants. This meant variants, with the last being the one fitted except that its fuselage is 11 feet (3.4m)
that MTOWs varied from 33,000lbs to with the ANVS system. The Dash 8-200 longer, and it is equipped with the more
36,300lbs depending on the engine used has the same fuselage and therefore the powerful PW123 engine series.
and the aircraft configuration. same cabin seat capacity as the Dash 8- The Dash 8-311 is powered by the
The standard interior layout is four- 100/Q100. PW123 rated at 2,380shp, has a cruise
abreast seating with 37 seats at 31-inch The earlier Dash 8-201 variant is speed of 287 knots, and has a maximum
pitch. The toilet and galley are located at powered by the PW123C rated at range of 921nm (see table, this page).
the front of the cabin, with the 300- 2,150shp, has a cruise speed of 300 The later -314 is powered by the
cubic-foot baggage compartment located knots, and a maximum range of PW123B rated at 2,500shp, but is
at the rear of the cabin. An additional 1,082nm. The later -202 is powered by essentially the same as the -311.
two seats are possible in the galley the PW123D also rated at 2,150shp, but The -300E is the last -300 variant,
position if the forward wardrobe is its specifications are otherwise similar to and is powered by the PW123E rated at
replaced with the galley. Although this those of the -201 (see table, this page). 2,380shp, but otherwise it has the same
increases seat numbers, it would not be a The Dash 8-200/Q200 has the more specifications as the -311 (see table, this
good idea to do this on aircraft on routes powerful PW123 engines used on the page).
that have many business travellers that Dash 8-300/Q300. This combination is The -300 has a capacity of 50-56
expect to hang up suit jackets. designed to provide better airfield passengers, depending on seat pitch and
Exits consist of a main passenger- performance and increase payload/range cabin layout. The wardrobe and toilet are
entry door at the forward left of the capability. Bombardier says this variant is still at the front of the aircraft, but the
cabin, a type II service door at the ideal for those operators that fly in areas standard layout includes the galley at the
forward right of the cabin and two type where strong hot and high performance is rear. At a 32-inch pitch, the -300 can seat
III emergency doors either side of the necessary. 50 passengers, but if this is reduced to 29
cabin, slightly forward of the wing. In Interiors on the Q200 are the same as inches, and part of the galley is pushed
addition there is a cargo door into the on the Q100, and both aircraft feature a into the baggage compartment, then 56
baggage compartment on the left side of moveable rear bulkhead that allows an seats can be fitted. The exits consist of a
the aircraft. Bombardier is proposing an operator to use a convertible passenger/ main passenger-entry door at the forward
extended life programme for the -100 cargo (combi) interior. The Q200 has the left of the cabin, a type II service door at
series. This will include a 100,000 life added benefit, like all the Q series, that it the forward right of the cabin and two
limit, a weight upgrade, and a flightdeck can be changed from all-passenger to all- type III emergency doors either side of the
upgrade. cargo configuration in just 20 minutes. cabin aft of the wings.

Dash 8-200/Q200 Dash 8-300/Q300 Q400

The Dash 8-200 was in fact the third The second variant to enter service The fourth variant of the Dash 8/Q
variant to be launched, following the was the Dash 8-300 in 1989 with the Series is the Q400. In response to the

ISSUE NO. 63 • APRIL/MAY 2009 AIRCRAFT COMMERCE

8 I AIRCRAFT OPERATOR’S & OWNER’S GUIDE
The Q400 is now the only member of the Dash 8
& Q Series to be manufactured. Bombardier has
launched an enhanced version, the Q400
NextGen, and a stretched model is also being
considered.

longer-lasting LED lights, and the

windows have been adapted to allow
more light into the cabin and a better
external view for passengers.
The Q400 NextGen has had its A
check intervals increased from 400 flight
hours (FH) to 500FH, while the C check
has been increased from 4,000FH to
5,000FH. This compares to a new A
check interval of 600FH for the Q400
(see Dash 8/Q400 maintenance analysis,
page 13).
The way that pilots operate the
aircraft has also been addressed for the
Q400 NextGen, and procedures in the
operator manual will be changed. These
changes could account for at least a 2%
reduction in fuel consumption during
high speed cruise and the associated
further success of the modern turboprop The most significant change is in the reductions in the aircraft’s CO2
aircraft, and route density, a larger Q bigger baggage compartment areas to emissions.
Series was needed. This variant is a accommodate the increased number of This all improves passengers’ comfort
further stretch of the fuselage by nearly passengers’ bags. There is the larger and the airline’s costs, which in turn
35 feet, compared to the Q100/Q200, compartment at the rear of the cabin, increases the benefits of the aircraft
and 23 feet compared to the Q300. This which is now 411 cubic feet as well as a compared to alternative turboprops and
allows the Q400 to carry 69-80 small compartment of 91 cubic feet at the smaller regional jets.
passengers. The aircraft first entered front of the cabin between the toilet and
service in 2000 with SAS Commuter of the passenger seats.
Scandinavia. The highest MTOW is An optional layout has 70 seats with ANVS
65,200lbs. a 31-inch pitch, a larger baggage Turboprop aircraft have traditionally
All Q400 aircraft have the ANVS compartment of 135 cubic feet at the been considered noisy by passengers,
system installed, having been launched front and the toilet moved to the rear. both internally and externally. The Q
after its introduction. In addition, they Another optional layout has 78 seats at a Series has aimed to reduce this impression
have full authority digital engine controls 30-inch pitch, standard interior locations, by using the ANVS system.
(FADEC) and increased propeller-fuselage but a smaller rear baggage compartment The internal noise on previous Dash 8
clearance to reduce blade passage build- of 365 cubic feet. aircraft was louder at the front of the
up. Noise reduction has been aided by the There are two flight-attendant jump cabin and forward of the propeller arc.
introduction of a six-bladed prop, seats, one at the front and one at the rear With the ANVS system in place, no area
advanced synchrophasers to minimise as standard, and the option of an extra of the cabin suffers from excessive noise,
propeller beat, and advanced engine crew place. The exits consist of two and the average noise level is just 75dB -
mount technology to reduce transmission passenger doors at the forward and rear virtually the same as on regional jets, and
of engine vibrations at source. left of the cabin, a type III emergency exit in particular the CRJ aircraft. In fact the
This variant is equipped with at the forward right of the cabin and a quietest place to sit is now in seat rows
PW150A engines with an increased service door at the rear right of the cabin. adjacent to the propellers.
5,071shp, over previous variants. The The Q400 has six sub-variants, many Bombardier believes that a lot of the
engines’ propeller revolutions per minute of which are just cabin layout variants. noise in the cabin is from airframe
(RPM) are 6-19% lower than on the One is the Q400 NextGen. vibration, so it has reduced this through
previous variants of the Dash 8/Q Series. interior joints, seals and insulation and
The Q400 also has a faster maximum technology. Microphones in the cabin
cruise speed of 360 knots, and an Q400 NextGen measure the noise and vibration and relay
improved range of 1,457nm. The range is The Q400 NextGen was launched in the information to a computer. This is
assisted by the increased fuel capacity 2008 as a further development of the passed on to active tuned vibration
that is more than double that of previous successful Q400, and will be delivered absorbers attached to the fuselage frame,
Dash 8/Q Series types. from 2009. Improvements have been that emit counter vibrations. This not
Although the interior of the Q400 is made in the cabin and to the maintenance only reduces noise, but also the vibration
similar to that of previous variants, it and fuel consumption procedures. and flexing of the airframe, resulting in a
nevertheless has some differences. The The cabin has been improved with smoother flight and less wear and tear of
standard layout has 70 seats with a 33- larger overhead lockers that can now the airframe.
inch pitch, or 74 seats at a 31-inch pitch. accommodate trolley bags of the size
The toilet and wardrobe remain at the decided by the International Air To download 100s of articles
front, with the galley at the rear between Transport Association (IATA). The cabin like this, visit:
the seats and the baggage compartment. lights have been replaced with softer, www.aircraft-commerce.com

AIRCRAFT COMMERCE ISSUE NO. 63 • APRIL/MAY 2009

 9 I AIRCRAFT OPERATOR’S & OWNER’S GUIDE

Dash 8 & Q Series

no Q100s are parked. The mostly later
aircraft are powered mainly by the
PW120A, with 44 being powered by the
PW121 (1 Dash 8-102, 28 Dash 8-103,

fleet summary 10 Dash 8-106 and 5 Dash 8-103Q).

There are three sub-variants of the
Dash 8-100 and one Q100.
The DHC8-102 sub-variant is the
most popular of this Dash 8 variant.
The Dash 8 & Q Series fleet is sub-divided into There are 182 in operation with 46
four main types. Their displacement is analysed. operators, but it also has the largest
number of parked aircraft (16) across the
whole Dash 8/Q series fleet, probably

T
here have been 1,018 Dash 8 & stretch version of the Q400 to because it is the oldest model. These
Q series aircraft ordered, of accommodate 90-100 passengers. aircraft are now 15-25 years old, and
which 898 have been delivered The future of the Q400 NextGen is most of the active aircraft have average
since 1984, leaving a backlog of promising, since SAS has placed a large flight cycle (FC) times of 0.40-1.10 flight
120. Of the 845 aircraft still in service, 71 order despite its previous concerns over hours (FH) over the past 12 months. The
are used in military, utility or corporate the Q400’s landing gear problems that biggest operators by far are Piedmont
configurations, while the remaining 774 caused a grounding of the entire SAS Airlines (42) in the United States and Jazz
are in an airline passenger or freighter Q400 fleet. Other large deliveries are to Air (36) in Canada. Airlines of Papua
configuration. It is these 774 aircraft that be made to Colgan Air (15), Flybe (12), New Guinea and Skytrans (Australia)
will be discussed in this fleet analysis. Of Horizon Air (11), with another 17 have eight aircraft each, while Air
the 774, 49 are parked, representing just aircraft going to smaller operators. First- Creebec (Canada) and Air Inuit (Canada)
6% of the fleet. About half of the parked time operators of this type include have six aircraft each.
aircraft are in the North America area, airBaltic (8), Arik Air (4), Ethiopian There are three passenger Dash 8-103
and only two of the 774 aircraft have Airlines (8) and SATA (4). There are also aircraft in operation, with 12 operators
been converted or are being converted to 80 options that could be converted into and only two aircraft parked. This sub-
package freighters. There are 53 aircraft firm orders. variant is 14-24 years old, with most
that have been destroyed or retired. There are many uses for the Dash 8 entering service after 1989. Again, the
The largest Dash 8 & Q Series aircraft. Bombardier produces it in many majority have recent average FC times of
operators are Jazz Air (64 aircraft), different passenger and combi 0.40-1.10FH, with one exception of
Piedmont Airlines (53), Flybe (48), configurations, but it is also a 1.90FH. The largest operator of the Dash
Horizon Air (42), Wideroe (30), Air multimission aircraft that can be used as 8-103 is Wideroe (18) in Norway.
Nelson (21) and Austrian Arrows (21). a freighter, and in medical evacuation or There are 18 Dash 8-106 aircraft, of
The largest North American operator is surveillance operations. 15-19 years of age, with 12 operators.
Jazz Air, while in South America it is One aircraft is currently parked. The
LIAT (17), and Aires (15). In Europe the average FC times for the past 12 months
largest operators are Flybe, Wideroe and Dash 8-100/Q100 are 0.60-1.30FH. There are no large
Austrian Arrows. In Asia Pacific it is Air There are 236 examples of this operators of this sub-variant, with
Nelson, Air Nippon Network (19) and standard passenger airline variant in operators having four or fewer Dash 8-
Eastern Australia Airlines (18). In Africa operation, of which 19 Dash8-100 and 106 aircraft each in their fleet.
the largest operator is Tassili Airlines (8).
There are four main variants of the
Dash 8/Q Series: the -100, -200, -300 and
-400. These are divided into sub-variants
including both the Dash 8 and the Q
Series sub-variants.

Fleet forecast
There are six Q300 and 114 Q400
aircraft still to be delivered as of January
2009, according to Bombardier.
Production of the Q100 series ceased in
2005, and the last 200 and 300 series
aircraft are due to leave the production
line in May 2009. The Q400 and its new
NextGen incarnation will be the only
Dash 8/Q series member of the family still
available. It is possible, due to the success
of the Dash 8 and its popularity with
operators, that Bombardier will develop a

The majority of Dash 8s & Q400s are based in

north America, and concentrated in large fleets;
used to feed major airlines.

ISSUE NO. 63 • APRIL/MAY 2009 AIRCRAFT COMMERCE

10 I AIRCRAFT OPERATOR’S & OWNER’S GUIDE
DASH 8 Q SERIES FLEET SUMMARY

Aircraft Aircraft Africa Asia Europe Middle North South Unknown Sub-variant Variant
model sub-variant Pacific East America America total Total

Active Parked Active Parked Active Parked Active Parked Active Parked Active Parked Parked
Dash 8-100 DHC8-102 14 1 26 1 8 2 114 13 2 1 182 231
DHC8-103 4 18 1 5 2 1 31
DHC8-106 5 1 3 8 1 18
Q100 Q103 5 5 5

Dash 8-200 DHC8-201 1 1 6

DHC8-202 2 3 5
Q200 Q200 2 2 71
Q201 3 3 1 2 11 20
Q202 6 5 2 32 4 49

Dash 8-300 DHC8-301 2 15 3 2 1 23 113

DHC8-311 7 5 1 8 24 1 17 63
DHC8-314 7 6 1 10 3 27
Q300 Q311 1 2 26 6 1 3 6 45 120
Q314 6 16 1 23
Q315 9 22 20 1 52

Q400 Q401 2 5 1 24 11 21 64 228

Q402 6 43 1 64 50 164

Dash 8/Q Series 57 3 164 4 171 11 5 0 284 27 44 3 1 774 774

The Dash 8-103Q, otherwise known Nelson of New Zealand (21), LIAT of
as the Q100, is only operated by two Antigua (14), Eastern Australia Airlines Q400
airlines, both based in Japan. The oldest (13), Austrian Arrows (11), Denim Air of There are 228 Q400 aircraft with 26
example is 12 years old and the youngest the Netherlands (11) and Piedmont operators. There are 114 awaiting
is just six years old. The average FC times Airlines (11). delivery, and the type consists of two
are noticeably shorter on this aircraft, The Dash 8-300 has three sub- main sub-variants. The main operators
and are 0.45-0.59FH. Ryukyu Air variants involving 113 aircraft, of which are Flybe (48), Horizon Air (37), Air
Commuter operates four aircraft, and five are parked. Nippon Network (14), Colgan Air (14),
Amakusa Airlines operates one Q100 The Dash 8-301 accounts for 23 Sunstate Airlines of Australia (14), Japan
aircraft. aircraft, with Jazz Air being the biggest Air Commuter (11), Austrian Arrows
operator with 14. Aircraft ages range (10) and Lynx Aviation (10).
from 18-20 years, while average FC times There are 64 Q401 aircraft, of which
Dash 8-200/Q200 for the past 12 months are 0.61-1.13FH. 12 are parked. This sub-variant ranges in
In total there are 77 of these aircraft There are 63 Dash 8-311 aircraft, age from 5-11 years, and has recent
in operation with 24 operators. Only six with Jazz Air again being the largest average FC times of 0.67-1.38FH. The
are parked. operator with 14, followed by LIAT (12) main operators are Horizon Air (20),
The Dash 8-200 has two sub-variants and Piedmont Airlines (7). Augsburg Airways (9), Austrian Arrows
accounting for six aircraft with four The oldest Dash 8-314 is nearly 19 (8) and Air Philippines (6). SAS and SAS
operators. There is one Dash 8-201 and years old and the youngest is now 13 Norge have five Q401s each, but they are
five Dash 8-202s (two Dash 8-202s and years old. It accounts for 27 aircraft, and all parked due to SAS’s concerns over the
three Dash 8-202Bs). These sub-variants the largest operators are South African safety of the landing gear mechanisms,
entered service from 1995 to 1997. The Express (6), Piedmont Airlines (4), after a number of incidents in 2007. The
average FC times for the past 12 months Skippers Aviation of Australia (4) and 64 Q401 aircraft include two freighters
are 0.88-1.21FH. Voyageur Airways of Canada (4). operating with Sweden’s Nordflyg,
The Q200 has three sub-variants, The average FC times for the Dash 8- although one is currently parked.
consisting of 71 aircraft with 18 311 and -314 are in the 0.60-1.60FH The most popular sub-variant across
operators. There are two Q200Bs with a range. the whole Q Series fleet is the Q402, of
single operator, 20 Q201s with seven The Q300 has three sub-variants, which there are 164, with only one
operators, and 49 Q202s with 13 involving 120 aircraft with six aircraft currently parked. The recent average FC
operators. The average FC times are parked. All the Q300 sub-variants have times are the same as those of the Q401.
0.50-1.70FH. The Q200 entered service an average FC time of 0.33-1.36FH. The The delivery schedule for the Q402 has
in 1996 with the most recent aircraft first Q300 was delivered in late 1996, been from early 2000 until the present
delivered in January 2009. and six are still to be delivered. day, and will continue for at least the
For all the Dash 8-200/Q200 variants, There are 45 Q311 aircraft, consisting next few years. The largest operator by
the largest operators are Commutair (17), of 44 Q311 and one Q311B (operated by far is Flybe, with 44 aircraft. These are
Mesa Airlines (12) and Aires of Colombia LIAT). The largest operator is Air Nelson, also some of the most recently delivered.
(10). with 21 aircraft. There are 23 Q314 Flybe is followed by Horizon Air, which
aircraft, of which Austrian Arrows has 17 Q402 aircraft, while Air Nippon
operates the largest fleet with 10. Network, Colgan Air and Sunstate
Dash 8-300/Q300 The Q315 sub-variant accounts for Airlines each have 14 aircraft.
There are 233 of these aircraft with 52 aircraft. The main operators are
To download 100s of articles
51 operators, of which 11 are currently Eastern Australia Airlines (13), Denim
like this, visit:
parked. The largest operators of this Air (11), Air Nostrum (8) and Air
www.aircraft-commerce.com
variant are Jazz Air of Canada (28), Air Nippon Network (5).

AIRCRAFT COMMERCE ISSUE NO. 63 • APRIL/MAY 2009

 11 I AIRCRAFT OPERATOR’S & OWNER’S GUIDE

Dash 8 & Q400 fuel NAM, meaning longer block times, but
this is the economical and operational
compromise between fuel consumption

burn performance and flight times.

The aircraft being assessed are
assumed to have a single-class cabin with
a full passenger load of 37 on the Dash 8-
The fuel burn performance of the four main Dash 100/Q100 & Dash 8-200/Q200, 56 on
8/Q Series variants are analysed in routes of the Dash 8-300/Q300 and 78 on the
Q400. The standard weight for each
110-425nm. passenger and their luggage is assumed to
be 200lbs per person, with no additional

A
nalysis of the fuel burn Average weather for the month of cargo in the hold. The payload carried is
performance of four main June has been used, with 85% reliability therefore: 7,400lbs for the Dash 8-
members of the Dash 8 and Q winds and 50% reliability temperatures 100/Q100 & Dash 8-200/Q200;
Series reveals that for a given used in the flight plans produced by 11,200lbs for the Dash 8-300/Q300; and
distance, the fuel burn per seat-mile is Jeppesen. The flight profiles are based on 15,600lbs on the Q400.
influenced by several factors that include, International Flight Rules, which include
but are not limited to: operating empty standard assumptions on fuel reserves,
weight (OEW), engine power rating, diversion fuel and contingency fuel, but Route analysis
weather, and cruise speed. the fuel burn used to analyse each sector Three routes of varying lengths were
just includes the fuel used for the trip and analysed with tracked distances of 111-
taxiing. The optimum routes and levels 386nm. All three routes are within
Aircraft variants have been used for every flight, except Europe and were picked to examine how
There are four main variants of the where it has been necessary to restrict the fuel burn per seat-mile changes with
Dash 8 and Q Series: the Dash 8-100, levels due to airspace or airway increasing mission lengths. All routes are
Dash 8-200, Dash 8-300 and Q400. restrictions and to comply with standard typical of the operators of the Dash 8 and
Standard models are used to analyse each routes and Eurocontrol restrictions. Q Series, which tend to have average FC
one. All the aircraft variants are powered A taxi time of 20 minutes has been times of roughly 1.0FH. All routes have
by the same family of engines, with more factored into the fuel burns and added to been analysed in both directions, to gain
powerful engines being used for the larger the flight times to provide block times. a better picture of each aircraft’s fuel
aircraft type. The Dash 8-100/Q100 is Jeppesen says this equates to additional burn and the effect of wind.
powered by the PWC-120A, the Dash 8- fuel of 200lbs on the Dash 8-100/Q100 The first route to be analysed, and the
200/Q200 and -300/Q300 by the PWC- & Dash 8-200/Q200, and 250lbs on the shortest, is Southampton, UK (SOU) to
123C, and the Q400 by the PWC150A. Dash 8-300/Q300 & Q400. Jersey, UK (JER). This has a tracked
The increase in engine thrust for these Two cruise speeds were listed in the distance of 111nm on both the outbound
aircraft is echoed in their higher OEW, system: high-speed cruise (HSC) and and return sectors and is typical of the
maximum payload and maximum take- long-range cruise (LRC). Although HSC routes on which Flybe uses its Q400s.
off weights (MTOW). The MTOWs rise is more likely on shorter routes, LRC has There were headwinds of 9-12kts on the
from 34,500lbs for the Dash 8-100 to been chosen so that all routes can be outbound sector (increasing the ESAD to
64,000lbs for the Q400. The fuel equally compared for all variants without 113-116nm) but very light, almost non-
capacity is the same for all variants the need to adapt payload figures. LRC existent headwinds on the return (so that
except the Q400, which has over double allows an aircraft to use less fuel per the tracked and the ESAD distances were
the smaller variants’ 841 US Gallon
(USG) capacity.
Many different thrust and MTOW
variants are used by different airlines, but
the basic specifications, as pre-loaded in
Jeppesen and stated by the manufacturer,
have been used for these calculations.

Flight profiles
Aircraft performance has been
analysed on inbound and outbound legs
for four routes to illustrate the effects of
wind speed and direction on the distance
flown. The resulting distance is referred
to as the equivalent still air distance
(ESAD), or nautical air miles (NAM).

Despite being larger than the Dash 8-300, the

Q400 does not have lower fuel burn per
seat-mile. The Q400 nevertheless has almost the
same fuel economy, and the two are superior in
fuel burn to the Dash 8-100 and -200.

ISSUE NO. 63 • APRIL/MAY 2009 AIRCRAFT COMMERCE

12 I AIRCRAFT OPERATOR’S & OWNER’S GUIDE
FUEL BURN PERFORMANCE OF DASH 8 & Q400

City-pair Aircraft Engine MTOW TOW Fuel Block Passenger ESAD Fuel Fuel Wind
variant model lbs lbs burn time seats nm per per speed
USG mins seat seat-mile

SOU-JER Dash 8-100 PWC-120A 34,500 32,464 117 52 37 113 3.15 0.0284 -9
Dash 8-200 PWC123C 37,000 33,137 119 50 37 114 3.22 0.0290 -10
Dash8-300 PWC123C 43,000 40,808 129 51 56 115 2.31 0.0208 -9
Q400 PWC150A 64,000 54,693 191 52 78 116 2.45 0.0221 -12

JER-SOU Dash 8-100 PWC120A 34,500 32,450 115 52 37 111 3.11 0.0280 -1
Dash 8-200 PWC123C 37,000 33,132 117 50 37 111 3.17 0.0286 -1
Dash 8-300 PWC123C 43,000 40,801 128 51 56 111 2.29 0.0206 -1
Q400 PWC150A 64,000 54,688 190 52 78 111 2.43 0.0219 0

VIE-VCE Dash 8-100 PWC120A 34,500 33,275 234 99 37 315 6.32 0.0217 -20
Dash 8-200 PWC123C 37,000 34,197 246 95 37 318 6.64 0.0228 -18
Dash 8-300 PWC123C 43,000 41,861 259 100 56 313 4.62 0.0159 -18
Q400 PW150A 64,000 56,228 370 94 78 314 4.75 0.0163 -18

VCE-VIE Dash 8-100 PWC120A 34,500 33,236 211 88 37 265 5.70 0.0216 -3
Dash 8-200 PWC123C 37,000 34,147 221 88 37 265 5.97 0.0226 -2
Dash 8-300 PWC123C 43,000 41,727 234 90 56 265 4.18 0.0158 -2
Q400 PW150A 64,000 56,193 330 84 78 266 4.24 0.0160 -3

SZG-DUS Dash 8-100 PWC120A 34,500 33,591 295 127 37 426 7.97 0.0209 -29
Dash 8-200 PWC123C 37,000 34,503 306 121 37 425 8.27 0.0216 -24
Dash 8-300 PWC123C 43,000 42,112 325 128 56 420 5.81 0.0152 -25
Q400 PW150A 64,000 56,647 466 117 78 418 5.97 0.0156 -21

DUS-SZG Dash 8-100 PWC120A 34,500 33,851 285 120 37 390 7.70 0.0199 -5
Dash 8-200 PWC123C 37,000 34,777 300 116 37 390 8.10 0.0210 -5
Dash 8-300 PWC123C 43,000 42,423 328 123 56 391 5.85 0.0152 -
Q400 PW150A 64,000 57,145 443 110 78 387 5.68 0.0147 -5

Source: Jeppesen

the same). The winds had no effect on the burn per passenger was on the longest
resulting block times, which did not vary Fuel burn performance route, and on the outbound sector in
between each variant’s two sectors. The The fuel burn performance of the four particular, with the Dash 8-200/Q200
resulting flight times, for all four variants, Dash 8 and Q Series variants is shown for (see table, this page).
were close at 50-52 minutes. all three routes, both outbound and To compare the routes fairly, the fuel
The second route was Vienna, Austria inbound (see table, this page). The data burn per passenger-mile was examined.
(VIE) to Venice, Italy (VCE), which is also include the associated fuel burn per The best results were on the longest
operated by Austrian Arrows’ Dash 8 and passenger and per passenger-mile for both sector and the worst on the shortest. For
Q Series aircraft. The tracked distance is sectors on each route. The fuel burn the first and shortest route the Dash 8-
291nm outbound and a shorter 264nm increases on all sectors as the power and 300/Q300 performed best, with 0.0206-
on the return sector; the difference size of aircraft increase, but this is not 0.0208 USG per passenger-mile, followed
coming from longer flight routings necessarily the case for fuel burn per by the Q400, Dash 8-100/Q100 and the
outbound. The outbound sector had passenger or passenger-mile. Dash 8-200/Q200 with 0.0286-0.0290
headwinds of 18-20kts that increased the On all six sectors, the performance is USG per passenger-mile. For the second
ESAD to 314-318nm. The return sector similar, with the Dash 8-100/Q100 route, the best performer was the Dash 8-
still had headwinds but not as strong at always taking third place and the Dash 8- 300/Q300 with 0.0158-0.0159 USG per
just 2-3 knots, meaning the ESAD 200/Q200 always performing the worst. passenger-mile, followed by the Q400,
remained similar at 265-266nm. Even so, the Dash 8-100/Q100 & Dash Dash 8-100/Q100, and then the Dash 8-
Block times on the outbound sector 8-200/Q200 are not far behind the Dash 200/Q200 with 0.0226-0.0228 USG per
were 94-100 minutes with a 10-minute 8-300/Q300 and Q400, so the smaller passenger-mile (see table, this page).
block time improvement of 84-90 variants would still be cost-effective. This On the last and longest route the
minutes on the return, as a result of the would be the case if operators intended to performance order differs for each sector.
shorter routing and weaker headwinds. carry no more than 37 passengers, with On the outbound, the Dash 8-300/Q300
The third and longest route is economies of scale being generated only performs best with 0.0152 USG per
Salzburg, Austria (SZG) to Dusseldorf, when carrying larger payloads. The Dash passenger-mile (which it also burns on the
Germany (DUS), which is also typical of 8-300/Q300 is the best fuel-per-passenger return sector). On the return the Q400
routes operated by Austrian Arrows. The performer for the shortest and middle performs better with 0.0147 USG per
outbound distance is 382nm, but, with a routes, but the Q400 performs better on passenger-mile. On both sectors, the Dash
large headwind of 21-29kts, the ESAD the longest (see table, this page). 8-200/Q200 performs worst with 0.0210-
rises to 418-426nm. The return sector has The lowest fuel burn per passenger is 0.0216 USG per passenger-mile.
a tracked distance of 386nm, and lighter predictably found on the shortest route, To download 100s of articles
headwinds of 5kts mean that the ESAD particularly with the Dash 8-300/Q300 like this, visit:
only increases slightly to 287-391nm. on the return sector. The highest fuel www.aircraft-commerce.com

AIRCRAFT COMMERCE ISSUE NO. 63 • APRIL/MAY 2009

 13 I AIRCRAFT OPERATOR’S & OWNER’S GUIDE

Dash 8 & Q series

(EWIS) inspection programmes,”
continues Snippe. “The systems
inspections are for the airframe systems,
engine and auxiliary power unit (APU).

maintenance analysis The structures programme is for

structurally significant items (SSIs). The
zonal inspections are for general visual
inspections of the aircraft’s systems and

& budget structures. The EWIS programme is for the

inspection of wiring installations, and the
CPCP for protection against corrosion.
The Dash 8 & Q400 have similar maintenance “The inspections are arranged into
programmes. The Dash 8 is mature, while the Q400 is maintenance checks, of which there are
three main check types: the L check with
still young. Their maintenance costs are examined. a 50FH interval, an A check with a
500FH interval, and a C check with a
5,000FH interval,” continues Snippe.

A
lthough the Dash 8-100, -200, 2,000-2,300FH per year and an average “The lowest check is the L check, which
-300 and Q400 are part of the FC time of about 0.70FH. is done about once a week for most
same family, in technical and The Dash 8-300 fleet is dominated by operators’ rate of utilisation.
maintenance terms there are typical regional carriers. Average FC “There are no specified lower line
two main types: the Dash 8-100/-200/- times are 0.65-1.00FH, and most have checks, such as pre-flight (PF), transit
300 series; and the Q400 series. The two annual utilisations of 1,700-2,300FH. (TR) and daily checks, in the
have different maintenance programmes, The Q400 fleet also has a large maintenance programme,” adds Snippe.
engines and rotable components. The number of regional operators. These have “Most operators introduce their own line
Dash 8-100/-200/-300 have similar average FC times of 0.75-1.0FH, and checks to their maintenance programmes.
maintenance programmes, common annual utilisations of 1,900-2,400FH. Since there are no line checks listed in the
components, and share variants of the The maintenance costs of the three MRB, the routine tasks of the line checks
same basic engine model, the PW100 Dash 8 variants and the Q400 are added by the airline can be performed by
series. The Q400 was the last to be analysed for aircraft completing 2,000FH the flightcrew. These involve mainly
developed. All four main variants are and 2,350FC per year and operating at visual inspections of panels and wheels,
used in regional roles. an average FC time of 0.85FH, equal to and checks for leakages and of the
The Dash 8-100/-200/-300 have a 51 minutes. aircraft technical log. Most defects that
base check maintenance cycle interval of occur during operations can be deferred
20,000 flight hours (FH). The first to daily or L checks. Defects must be
aircraft went into service in 1984, while Maintenance programme corrected by line mechanics, who have to
the last Dash 8-200s and -300s will be The maintenance programmes of the be available during daily checks and
built in 2009. The fleet leader has Dash 8 and Q400 are described in the possibly at PF checks.”
accumulated 61,000FH, so it has passed maintenance review board (MRB) and The Dash 8’s A check basic interval is
its third heavy check. airworthiness limitations (AWL) 500FH for the 1A tasks. There are five
The Q400 has a base maintenance documents. The maintenance other groups of A checks with multiples
cycle of 16,000FH, and the fleet leader programmes of the two types should be of the basic 500FH interval: the 2A at
has accumulated about 20,000FH. It has considered separately. 1,000FH; the 3A at 1,500FH; the 4A at
therefore had its first heavy check. The 2,000FH; the 5A at 2,500FH; and 6A at
first aircraft were built in 1998 and 1999. 3,000FH.
With most aircraft operated at 2,100FH Dash 8-100/-20/-300 These can be performed in block
per year, the majority have yet to reach The Dash 8 maintenance programme checks, so the A4 check would comprise
their first heavy check. has steadily evolved since the aircraft first the 1A, 2A and 4A tasks, while the A6
entered service in 1984. “The Dash 8-100 check would comprise the 1A, 2A, 3A
and -200 and -300 actually have almost and 6A tasks. All the A check multiple
Dash 8 family in operation identical maintenance programmes, with tasks would come into phase at the A60
The Dash 8 and Q400 series are only small differences between the three. check, at an interval of 30,000FH.
universally operated in commuter and These relate to tasks such as structural The Dash 8’s basic C check interval is
regional roles. Virtually all operators items that differ between the types due to 5,000FH. “Most of the tasks have FH-
have average flight cycle (FC) times of less fuselage length, for example,” explains related intervals, but the majority have
than 1.0FH. Marco Snippe, customer service engineer calendar intervals if the aircraft is
The Dash 8-100 fleet is split between at SAMCO Aircraft Maintenance, operated at less than 1,500FH per year,
a few major regional carriers and a larger Netherlands. “The latest revision number and on a low utilisation maintenance
number of small commuter-type airlines. of the Dash 8-100/-300’s MRB is revision programme,” explains Snippe. “The C
Air Canada regional feeder Air Canada number 22 from November 2008, while check tasks in the regular maintenance
Jazz operates a fleet of 36 Dash 8-100s at the Dash 8-200’s MRB is at revision programme have a mixture of FH, FC
2,200FH per year and an average FC number 13 from November 2008. The and calendar intervals. The tasks are
time of 1.0FH. Piedmont and Wideroe Dash 8’s maintenance programme differs grouped into four multiples of C check
have 42 and 18 aircraft respectively, from the Q400’s in that the tasks are tasks: the 1C with a 5,000FH interval;
operating at similar rates of utilisation. numbered differently. the 2C with a 10,000FH interval; the 3C
Other Dash 8-100 operators have “The Dash 8’s maintenance with a 15,000FH interval; and the 4C
small fleets and achieve low utilisation programme comprises systems, with a 20,000FH interval.
rates, of less than 1,500FH per year. structures, zonal, corrosion prevention The C2 check at 10,000FH therefore
The smaller Dash 8-200 fleet has and control programme (CPCP) and comprises the 1C and 2C tasks, while the
some regional carriers that operate at electrical wiring interconnection system C4 check at 20,000FH has the 1C, 2C

ISSUE NO. 63 • APRIL/MAY 2009 AIRCRAFT COMMERCE

 15 I AIRCRAFT OPERATOR’S & OWNER’S GUIDE
The Dash 8’s maintenance programme consists
of many groups of tasks. Ultimately most are
packaged into a system of four C checks which
have an interval of 5,000FH.

and 4C tasks. The C4 check is the

heaviest, but the three groups of tasks do
not get in phase until the C12 check at
60,000FH. This is the third heavy check.
“The base check tasks can be sub-
divided into nine groups,” explains
Snippe. “The first of these are the system,
structural and zonal inspections in the
1C, 2C, 3C and 4C groups of tasks that
all have FH-related intervals. The second
group are tasks with calendar intervals.
The third group is tasks with FH and
calendar intervals. The fourth group is
FC-related tasks. The fifth group is tasks
with FC and calendar intervals.
“A sixth group of tasks has both FH
and FC intervals,” continues Snippe. “We have equalised our A checks, so already escalated their C check intervals
“The seventh group has FH intervals, but we have smaller checks at a shorter to 5,000FH. An interval of 16,000FH
is out-of-phase with the first group. The interval. These smaller packages can be means the heavy check will be performed
eighth group are opportunity tasks, like done in an overnight check,” says once every eight years. This will increase
those performed in the engine cowling Kontorravdis. to 12 years when the basic interval rises
area after an engine is removed. The Other operators opt for an equalised to 6,000FH. Maintenance planning also
ninth group is fatigue damage tasks, A check programme. “Baboo of takes into account the large groups of
which are normally FC-related and have Switzerland, for example, has no A structures tasks with 36- and 72-month
a threshold interval with a high number checks, but has E checks every 100FH. intervals. There are also some small
of FC, and are followed by regular repeat These are equalised A check tasks. This groups of out-of-phase (OOP) tasks.”
intervals. The MRB lists which tasks are means that the 1A tasks are divided into In addition to the five groups of tasks
included in which group of C check task four similar-sized groups, and the 2A in the C check packages, there are the
multiple and so which C check.” tasks into eight similar-sized groups and ALIs, which comprise three groups of
so on,” explains Jeroen Roumen, tasks: the certification maintenance
customer service engineer at SAMCO requirement (CMR) tasks; the structural
Q400 Aircraft Maintenance. “Based on the maintenance tasks; and safe life
The Q400 has a more advanced original A check interval of 400FH, the component (SLC) tasks. The CMR tasks
maintenance programme. This has the 1A, 2A, 3A, 4A, 5A and 6A tasks are not have a calculated limiting interval (based
same L checks as the Dash 8, with a in phase until the A60 check at on safety analysis) to achieve compliance
50FH interval. The Q400’s basic A and C 24,000FH. Equalising the A check items with certification regulations. The
check intervals in the original MRB were into 100FH intervals therefore means all structural maintenance tasks have
400FH and 4,000FH. the tasks come in phase at the 240th E Airworthiness Limitations, which include
“The Q400’s maintenance check in the cycle at 24,000FH. Because all fatigue damage tasks and must be
programme is laid out by Bombardier in the basic A check interval has been performed at or before the prescribed
the maintenance requirements manual escalated to 600FH, the E check interval intervals.
(MRM). This contains the MRB and the may be extended to 150FH in the future. “The SLC tasks have FH- or FC-
airworthiness limitation items (ALIs). The C checks comprise four multiples related intervals, and operators must
Like the Dash 8, the Q400’s maintenance of task groups. The basic 1C group of monitor the accumulated FHs or FCs of
programme comprises six groups of tasks has an interval of 4,000FH. The 2C the components on the aircraft, and
inspections (Systems, Structures, Zonal, tasks therefore have an interval of replace them with new items,” explains
EWIS, CPCP and L/HIRF),” explains 8,000FH, the 3C tasks an interval of Roumen. “There are also fuel system
Stefan Kontorravdis, director of 12,000FH, and the 4C tasks an interval limitation (FSL) tasks, which are
engineering at Flybe. of 16,000FH. The heaviest check is the mandated by the Special Federal Aviation
There are six A check multiples. The C4, at 16,000FH, and includes the 1C, 2C Regulation (SFAR 88). These are
basic 1A task group interval was 400FH, and 4C tasks. The task groups are not in limitation requirements that identify all
and has recently been escalated to phase until the C12 check at 48,000FH. the necessary maintenance and inspection
600FH. The 6A tasks’ interval of The basic C check interval is due to instructions to maintain the design
2,400FH has been extended to 3,600FH. be escalated in 2010, probably to features required to preclude the existence
The 3A tasks, originally at 1,200FH, 6,000FH, giving the C4 check an interval or development of an ignition source
were removed from the latest revision. of 24,000FH, and the C12 check an within the fuel tank system throughout
The five remaining task groups are in interval of 72,000FH. “We have stuck the operational life of the aircraft. They
phase at the A60 check, as with the Dash with the 4,000FH interval, and will wait must be performed at or before the
8. The original A60 interval was for the escalation to 6,000FH,” says prescribed intervals. The fifth group is the
24,000FH, and this is now 36,000FH. Kontorravdis. “Some operators have critical design and configuration control

ISSUE NO. 63 • APRIL/MAY 2009 AIRCRAFT COMMERCE

16 I AIRCRAFT OPERATOR’S & OWNER’S GUIDE
The Q400 has a base check system of four
checks. The basic interval is 4,000FH, but this
will be extended; probably to 6,000FH. This will
result in lower overall reserves per FH for base
maintenance.

gearbox and the monitoring system for

fault codes. Findings also arise.
The L checks are slightly larger than
the daily checks, so an average labour
input of 3MH can be used for them. An
allowance of $150 for materials and
consumables can be used.
About 2,200 pre-departure checks,
350 daily checks, and 45 L checks are
performed each year. Using a standard
labour rate of $70 per MH for line
maintenance, the total annual cost for
line maintenance will be $131,000, equal
to $66 per FH (see table, page 22).

limitation (CDCCL) tasks that are Most operators add other line checks. A checks
mandated by the SFAR 88. A CDCCL is Flybe, for example, has a pre- The A checks total 70-80 tasks. They
a limitation requirement to preserve a departure check prior to every flight and include cabin cleaning, external and
critical ignition source prevention feature a daily check every night. The pre- internal visual inspections, and
of the fuel system design, which is departure check has nine routine tasks. operational and functional checks.
necessary to prevent the occurrence of an “These are carried out by the flightcrew, Kontorravdis explains that the
unsafe condition identified by the SFAR since they are not MRB items,” explains operational and functional checks include
88 review. The CDCCL provides Kontorravdis. “The nine tasks include: APU start and ignition check, spoiler and
instructions to retain the critical ignition checking the aircraft technical log to see aileron functional checks, and tension
source prevention feature during that all outstanding defects are deferred checks of aileron cables. There are also
configuration change that may be caused or rectified correctly; a walkround and findings and non-routines.
by alterations, repairs or maintenance visual inspection of the aircraft; verifying Labour input for A checks on the
actions. Many of the ALI inspections all panels and hatches are closed; Q400 averages 110-120MH, and
have high threshold intervals at checking tyres for condition; checking all materials average $3,000 per check.
40,000FC, which is half the aircraft’s blanks and flags are removed; removing Using a labour rate of $70 per MH, total
design life. Many of them will not be landing-gear lock pins; de-icing the average cost for the check is $11,500.
performed until the aircraft is late in its aircraft where necessary; inspecting for The maintenance programme interval of
second base check cycle or in its third ice in temperatures below 10 degrees 600FH means the actual interval between
base check cycle. Most ALI tasks do not centigrade; and making a record in the checks will be 450-500FH. The reserve
fit in well with the C check packages, so technical log.” In addition, defects may for A checks are therefore $23-26 per FH
many operators treat them as OOP tasks. have occurred with previous operations. (see table, page 22).
It is also possible that some other FC- Although most can be deferred, they Labour consumption for the three
related tasks will be added later in life.” rarely are and are usually fixed straight smaller Dash 8 variants will be higher at
away. Mechanics will only be required to 150MH, and materials are also higher at
clear defects that are ‘no-go’ items. $4,000-5,000, giving an average total
Maintenance checks While flightcrew usually perform cost per check of $15,000. The 500FH
Further to the maintenance these checks, airlines may want to have a programme interval means that A checks
programme, items and inspections are conservative estimate for non-routine are likely to be performed every 350-
added to the three main types of L, A and labour. An input of 0.3MH is therefore 400FH, so the reserve for A checks will
C checks. These will include routine used. They use minimal consumables. be $38-43 per FH (see table, page 22).
inspections added by operators, non- A daily check involves a walkaround
routine work to clear defects, engineering visual inspection to check for damage to
orders (EOs) to deal with airworthiness the crew’s oxygen system, wheels and C checks
directives (ADs) and service bulletins brakes, water contamination, and oil and The routine inspections of the base
(SBs), modifications and upgrades, hydraulic levels. Kontorravdis says that checks have been described. The full
interior cleaning and refurbishment, and there are 24 tasks in total, using 1.5- content of these checks includes several
stripping and repainting. The content of 2.0MH. An allowance of $40-50 can be other elements, however.
line, A and C checks has to be examined. made for consumables and materials. The first additional group of tasks
The L check, performed about once a will be non-routine rectifications that
week, is done on the day it comes due in arise from the inspections. There will also
Line checks addition to the daily check. Kontorravdis be EOs, removal and replacement of
As described, the smallest and most explains there are 24 tasks in the L check, rotables, engine changes, cleaning,
frequent check in the aircraft’s MRB is which include inspections of the smoke interior refurbishment, and, in some
the L check with an interval of 50FH. detectors, oil filters, the reduction cases, stripping and repainting.

AIRCRAFT COMMERCE ISSUE NO. 63 • APRIL/MAY 2009

 17 I AIRCRAFT OPERATOR’S & OWNER’S GUIDE
The Q400 has similar reserves per FH to the
Dash 8. The Q400 is, however, young and most
aircraft are still in their first base check cycle. MH
consumption will rise as the aircraft get older,
but the base check interval is also due to be
extended.

Routine inspections increase slightly

during the life of the aircraft with some
inspections added as their initial
thresholds are reached. Routine
inspections require 900MH for the C1
check, and 1,200-1,400MH for the C2-
C4 checks for the Dash 8-100/-200/-300.
Clearing findings and implementing
non-routines is the other element of the
checks that accounts for a high
percentage of the total MH. The non-
routine ratio for the mature Dash 8-100/-
200/-300 models varies from a factor of
0.9 to 1.5 of routine MH. “The average
non-routine ratio for our Dash 8-100s/-
300s has been about 0.8,” says Espen
Stahl, engineer maintenance programme budget of 200-500MH per check can be interior refurbishment is performed.
at Wideroe. used to give an estimate of typical The total cost for the four checks is
A non-routine ratio of 0.9 would requirements, with a higher number of about $960,000 for the Dash 8-100/-
result in about 800MH being needed for MH usually used during heavier checks. 200/-300. While the maintenance
clearing defects and performing non- Interior work is another programme interval for the C checks is
routines in the C1 check, rising to consideration. Each check will include 5,000FH, the actual interval achieved by
1,250MH for the C4 check for the Dash general interior cleaning and light operators is more likely to be in the
8-100/-200/-300. refurbishment, and will use 50-120MH region of 4,500FH. The cycle of four
The sub-total of MH for these two during these four checks. checks will therefore be completed every
portions of the base checks would be Interior refurbishment on the Dash 8 18,000FH, so the reserve for the inputs
9,000MH for the four C checks for and Q400 will be relatively basic for these four checks is in the region of
mature Dash 8-100/-200/-300 aircraft. compared to larger aircraft flying longer $55 per FH (see table, page 22).
Routine inspections for the Q400 sectors and offering higher levels of cabin The total MH for the C checks on the
would use a similar number of MH, service. Seat covers and cushions, carpets, Q400 are: 1,200-1,300 for the C1; and
despite the aircraft being larger than the panels, overhead bins, galleys and toilets 2,100-2,300 for the C2 and C3 checks.
Dash 8-100/-200/-300. The non-routine will all nevertheless require refurbishment The heavier C4 check will consume about
ratio would be lower for the Q400, partly at varying intervals. A budget of 800- 3,700MH, and the four checks in the
because most Q400s are in their first base 1,000MH can be used at the C4 check cycle will use 10,400MH, equal to a
check cycle and will naturally have a for this. labour cost of $520,000. This is expected
lower non-routine ratio. “The non- Stripping and repainting is one final to rise to more than 12,000MH in the
routine ratio for the Q400 is definitely element of base checks that operators second cycle as the non-routine ratio
lower than the Dash 8s,” says Stahl. “The have to consider. “We strip and repaint rises.
older Q400s had a lot of fixes, however, the aircraft every five to six years,” says The cost of materials and
so they had higher non-routine ratios Kontorravdis. “This is because the consumables for the three smaller checks
than the younger aircraft that have been condition of the aircraft required a new will be $25,000-65,000 each, and about
built more recently.” paint job. This is no longer done together $150,000 for the heavy C4 check. Total
The non-routine ratio of an aircraft at with a heavy check, because of the materials and consumables for the four
its first base check, the C1 check, will be environmental regulations concerning checks will therefore be $280,000.
in the region of 0.2. The ratio will climb aircraft painting.” The total cost for the four checks is
as the check cycle progresses, and reach Stripping and repainting an aircraft therefore about $800,000 for the first
about 0.7 at the C4 check. On this basis the size of the Dash 8 and Q400 cycle of four checks. The maintenance
the MH used for non-routines in the first consumes about 800MH and $25,000 in programme interval between checks is
cycle of four base checks will be about materials. 4,000FH, and actual achieved interval
2,600MH. The sub-total for these two The total labour for the check is between checks will be about 3,500FH.
portions will therefore be 7,400MH for 2,000MH for the C1 check, rising to The cycle will therefore be completed in
the Q400 in its first base check cycle. about 4,000MH for the C4 check. The about 15,000FH, so reserves for these
This is likely to rise closer to 9,000MH as total for the four checks for the Dash 8- four checks for the Q400 will be about
the non-routine ratio increases in the 100/-200/-300 is 12,600MH, equal to $50-53 per FH (see table, page 22).
second base check cycle. $630,000 with base maintenance labour
The third element of base checks is charged at $50 per MH.
labour for ADs, SBs and EOs. The Materials and consumables also have Heavy components-Dash 8
number of MH used for this is highly to be added. These will cost $40,000- Heavy components comprise four
variable, depending on an operator’s 80,000 for the first three checks, rising to categories: the landing gear; wheels and
requirements for each of its aircraft. A $160,000 for the heavier C4 check when brakes; propellers; and the APU.

ISSUE NO. 63 • APRIL/MAY 2009 AIRCRAFT COMMERCE

18 I AIRCRAFT OPERATOR’S & OWNER’S GUIDE
DASH 8 & Q400 MAJOR MODIFICATIONS & UPGRADES

The original members of the Dash 8 family have been the EASA and the FAA have issued their own versions of these
subject of ongoing development by the manufacturer. One ADs. The EASA ADs are identified by the same numbers as the
significant development is the introduction of the Active Noise original Transport Canada versions. The corresponding FAA
and Vibration Suppression (ANVS) and the associated “Q” AD numbers are: 2007-22-09 and 2009-09-02. The FAA
designation of aircraft equipped with the system. Field estimates the cost of implementing the AD for the retract
Aviation of Canada provides a retrofit for noise and vibration actuator to be $1,040 per aircraft, assuming that parts are
suppression, including the installation of Ultra Electronics’ covered by warranty.
NVS in non-Q series Dash 8s.
There is one major SB (SB 84-34-77) that relates to upgrading
SBs and ADs the Q400 weather radar. In addition there are two bulletins
The original Dash 8 family members (-100/-200/-300) are (SB 84-54-04 & SB 84-54-05) that refer to modifications of
relatively free from major SBs and AD. There are two major the engine nacelle.
ADs issued by Transport Canada affecting the Q400 that are
currently applicable. These are ADs CF-2007-20R2 and CF- Third-party programmes
2009-11, which both relate to landing-gear problems. The Canadian MRO Cascade Aerospace provides a number of
background to these two ADs is that Bombardier upgrades and modifications for the Dash 8 family. For the
recommended all Q400s with over 10,000 landings be -100/200/300 models, Cascade offers a modification or
grounded for inspection of their landing gear after two non- upgrade for the environmental control system (ECS), which
fatal accidents involving Scandinavian Airlines (SAS) aircraft. provides improved performance and lower maintenance costs.
The supplier says that the upgraded system has been shown to
CF-2007-20R2 relates to the failure of the main landing-gear reduce pack output temperature by 5 degrees Centigrade. It
retract actuator and is dated February 2009. It supersedes the claims that customers consistently report that the enhancement
directive CF-2007-20R1 that was issued in October 2007. The kit greatly improves aircraft cooling when the aircraft is on the
AD requires the visual inspection of the main landing gear ground and in flight. The upgrade is approved by EASA, FAA,
system and is applicable to all Q400 models up to and JCAB, and Transport Canada.
including serial number 4,182. There is also a requirement to
perform a visual inspection of the retract-actuator jam nut to For the Q400, Cascade offers a programme that converts the
ensure it is correctly wire locked. This action is to be repeated passenger aircraft to a package freighter by means of its Q400-
after every 250 landings or every month, whichever is sooner. PF-Kit. The modification involves removing interior passenger-
The incorporation of a new retract actuator (part number) related elements and installing a full cabin-length Class E
46550-13) terminates the requirement. cargo compartment. The compartment is designed for package
freight and/or containers. Cascade says that the cargo payload
CF-2009-11 refers to the failure of the main landing-gear of the converted aircraft is 19,800lbs (assuming a maximum
stabiliser brace, and mandates that a non-destructive test is to zero-fuel weight of 58,000 lbs). The useable volume is said to
be carried out on it. Aircraft that have completed 12,000 be 2,730 cubic feet.
landings must be tested within 50 landings. Aircraft with
between 9,000 and 12,000 landings must be inspected within The cargo compartment and aircraft ventilation system is
500 landings, but they must not exceed 12,050 landings. modified to provide climate control, so that perishable goods
Aircraft that have accumulated between 4,500 and 9,000 can be transported. A new floor structure and suspension
landings must be inspected within 1,500 landings, with an system is installed, together with protective panels to minimise
upper limit of 9,500 landings. Aircraft with fewer than 4,500 maintenance and repair costs. The aircraft’s baggage door is
landings must be inspected prior to 6,000 accumulated modified to improve height clearance.
landings The non-destructive testing is to be repeated at
intervals that do not exceed 2,000 cycles. Conair, another Canadian company, also markets a
modification kit aimed at improving performance of the
environmental control system of series Dash 8-100/-200/-300
models.

The landing gear overhaul life for the $30 per FH (see table, page 22). propeller EFH. The reserve for the two
nose and main gears is different. The nose Unlike other propeller manufacturers, propellers is $16 per FH (see table, page
gear has a life of 25,000 cycles or 10 until recently there was no calendar 22).
years, and the main landing gear has a overhaul limit on Hamilton Sundstrand The installation of an APU is an
life of 30,000 cycles or 12 years. Given propellers. From 1st October 2009 the option on the Dash 8-100/200/300
the average utilisation of 2,350FC per manufacturer, however, is introducing family. The APU is a Hamilton
year the majority of landing gear another calendar limit of seven years in Sundstrand Model APS 500 (T-62T-
overhauls will take place at about the addition to the major inspection (MI) 40C7B/D), and overhaul is on-condition.
same time that the calendar limits are interval of 10,500FH. The reason for the A typical overhaul reserve is $20 per APU
reached. A typical exchange and overhaul introduction of the calendar limit is that hour (APUH). Assuming an APU
fee of $450,000 results in a reserve of while some factors, such as fatigue, are a utilisation of 0.8APUH per FH this is
$15 per FC for the shipset. This is equal function of hours of operation, corrosion equal to $16 per FH (see table, page 22).
to $18 per FH (see table, page 22). is a function of calendar time.
The thickness of brake units is The cost of overhauling the propellers
monitored during operation, and these depends on the level of corrosion found Heavy components-Q400
are removed for repair and overhaul. when the propeller has its first inspection The landing gear overhaul life for the
Estimates for the cost of wheels and in the shop. Assuming a fairly typical Q400 is the same as the earlier Dash 8
brakes vary between operators but a repair cost of $84,000 and a utilised variants: 20,000FC and 10 years for the
typical operator reserve for the wheels, interval of 10,500 engine flight hours nose gear; and 25,000 cycles and 12 years
brakes and tyres is $25 per FC, equal to (EFH), the reserve will be $8 per for the main gear. Given the average

AIRCRAFT COMMERCE ISSUE NO. 63 • APRIL/MAY 2009

20 I AIRCRAFT OPERATOR’S & OWNER’S GUIDE
DASH 8 & Q SERIES TECHNICAL SUPPORT
MRO services Base Maintenance
The Dash 8’s smaller fleet size means that providing technical The relatively small fleet means that there are few providers of
support for the Dash 8 and Q Series is more specialised than base maintenance for the Dash 8/Q400. The three providers
for more numerous types like the 737 and A320 family. About for all four main types are AAR, Avmax and Samco.
80% of the global fleet of 840 aircraft is concentrated in Altenrhein Aviation is a major provider for the three Dash 8
North America and Europe, and most of the other 20% is variants. Bombardier, Hawker Pacific and Flybe Aviation
based in the Asia Pacific. Services are the major providers for the Q400, with these three
companies having up to 20 base maintenance bays between
The concentration of the fleet and the desire by many them.
operators to have predictable per-flight-hour contracts means
that a large proportion of the providers have a one-stop shop Engine maintenance
capability for the aircraft. Bombardier has several recognized Pratt &Whitney are the sole supplier of engine maintenance
service facilities. These offer comprehensive maintenance for the Dash 8 family. The OEM offers an extensive network
airline maintenance, repair and overhaul. The recognized of overhaul centres with a wide geographic spread. The
service facilities include SAMCO Aircraft Maintenance in the company has its own facilities in Quebec and Singapore. It
Netherlands, and Flybe Aviation Services in the UK. also has designated overhaul facilities, which include Atlantic
Turbines in Canada and Dallas Airmotive in Texas. There are
There are seven levels of technical support. Providers offering six designated European facilities: Avio in Italy; Standard Aero
one-stop services offer most or all of the services that an airline in the Netherlands; Finnair in Helsinki; Volvo in Sweden;
or operator would require. Technical support provisioning is SECA EADS in France; and Lufthansa AERO in Germany.
considered for the four main types: the Dash 8-100, Dash 8-
200, Dash 8-300, and Dash 8-400. Spare engine support
The relatively small market means that the engine leasing
North America has some of the largest providers, including: market is correspondingly under-developed. Spare engine
US-based AAR, Cascade Aerospace, Field Aviation, Avmax support is therefore largely restricted to that provided by the
and ExcelTech. Bombardier also provides MRO capability in OEM and the independent overhaul facilities.
North America.
Rotables & logistics
For the Q400 the major MRO providers include SAMCO in Regional aircraft manufacturers were among the first to offer
the Netherlands, Flybe in the UK, and Hawker Pacific in component and rotable support on a cost-per-flight-hour basis.
Australia. Samco is also a major Dash 8 maintenance provider. Despite having extensive experience of such schemes in the
These three are part of Bombardier’s Recognized Service corporate aircraft market, Bombardier was relatively late into
Facility (RSF) network. the market. It now offers such a repair and exchange scheme,
which is marketed under its ‘Smart Services’. The scheme
Some large operators have significant in-house capability, but operates along well-established lines, whereby operators return
perform little third-party work. defective parts to Bombardier and are sent replacements from
the manufacturer’s exchange pool. The affected part is then
Engineering Management repaired and returned to the exchange pool.
The trend for regional airlines to outsource maintenance has A number of independent MRO providers offer rotables &
led to MROs offering one-stop capabilities. The major logistics schemes. This is one of the few areas where Lufthansa
providers for all four types are AAR, Avmax Montana, Fokker Technik offers a service, albeit only for the Q400. Other
Services, Samco and ST Aerospace. The major providers for providers include AAR, Avmax, Fokker Services, Samco and
the three Dash 8 variants are Altenrhein Aviation and ST Aerospace.
ExcelTech Aerospace. Flybe Aviation Services, Hawker Pacific
Aviation, and Bombardier and the providers for the Q400. Heavy components
Heavy components include: wheels, tyres & brakes, landing
Line and Light Maintenance gears, thrust reversers and APUs. It is rare for airlines to have
This is the least technical function to be outsourced. the capability to maintain such equipment in-house and this is
Altenrhein Aviation is the main provider for the Dash 8-100/- particularly the case for regional aircraft such as the Dash 8.
200/-300. Bombardier, Flybe and Hawker Pacific are the main The OEMs are the primary source for the repair of such
providers for the Q400. AAR, Avmax, ExcelTech Aerospace components. Other major providers are AAR, Avmax and
and Samco offer for all four types. Flybe Aviation Services.

utilisation of 2,350FC per year, the is estimated to cost $120,000 per

majority of landing gear overhauls will propeller, resulting in a reserve of $12 per Rotable components
take place at about the same time that the EFH. Reserve for the two propellers is Given the relatively small size of the
calendar limits are reached. A typical $24 per FH (see table, page 22). Dash 8 and Q400 global fleet, it is
overhaul and exchange fee of $450,000 The installation of an APU remains an surprising that no less than three
results in a reserve for all three gears of option on the Q400, but when fitted the companies are offering rotable overhaul
$18 per FC, equal to $21 per FH (see APU is a Hamilton Sundstrand Model and support programmes. They are all
table, page 22). APS 1000 (T-62T-46C12). Overhaul is similar, and cover most of the rotable
A typical operator reserve for the on-condition and a typical overhaul parts with the exception of the larger
wheels, brakes and tyres is $30 per FC, reserve is $22 per APUH. Assuming an items, such as the landing gear, propellers
equal to $35 per FH (see table, page 22). APU utilisation of 0.8APUH per FH this and APU.
The overhaul interval of the R408 is equal to $18 per FH (see table, page Failed or hard-time components are
propeller is 10,000FH. A typical overhaul 22). removed from the aircraft by the operator

AIRCRAFT COMMERCE ISSUE NO. 63 • APRIL/MAY 2009

 21 I AIRCRAFT OPERATOR’S & OWNER’S GUIDE
Although the Dash 8’s & Q400’s engines are
maintained on an on-condition basis, most
operators have fixed price per hour contracts to
make engine maintenance costs predictable.

and exchanged for fresh components

from the service provider, who arranges
for the repair, testing and return of
serviceable parts to the inventory. As well
as benefiting from having predictable
costs, the operator avoids the burden of
warranty administration and arguments
with a large numbers of vendors.
The most established of the Q400
providers is ST Aerospace Solutions
(Europe) A/S (formerly SAS Component),
based in Denmark. With its former sister
company SAS being the launch customer
for the Q400, it is no surprise that SAS
Component took an active role in the for the FH fee, and $10,000 per aircraft on-condition basis.
Q400 programme. Aside from SAS, it per month for the pool-access fee (equal Typical overhaul intervals for the
also gained several other customers, most to $60/FH). PW120 are 12,000EFH to 16,000EFH.
notably Flybe in July 2004. In December A third cost element is a lease rental The lower-rated engines achieve the
2005 SAS Component was sold to ST fee for homebase stock. A fleet of five longer on-wing life. Many operators
Engineering (Singapore Technologies Q400s, operating at 2,000FH per year, is cannot take full advantage of the inherent
Engineering) and was subsequently estimated to need a homebase stock with life in the engine because of life limited
renamed ST Aerospace Solutions a value of $1 million. The monthly lease part (LLP) replacement considerations.
(Europe) A/S. In February 2006 for this stock would be $15,000 shared The shortest-life LLPs, with a life limit of
Bombardier and SAS Component signed between the five aircraft, equal to $16 per 15,000EFC, limit the on-wing life to a
a co-promotion agreement which called FH. The equivalent figure for the older maximum of 12,750EFH or about six
for joint marketing and sales activities. In Dash 8s would be $18/FH. years of operation.
February 2008 Flybe extended its The total for these three elements A good demonstration of how
contract to 2016 cementing the would be $183 per FH for the Dash 8, different operational profiles can affect
company’s lead. and $196 per FH for the Q400 (see table, engine overhaul planning is provided by
In May 2008 Lufthansa Technik page 22). Wideroe of Norway. This operator’s fleet,
became the second player in this market, comprising 18 Dash 8-100s, seven Dash
when it announced Croatia Airlines as 8-300s and five Q400s, operates on
the launch customer. The component Engine maintenance-PW100 widely differing networks. The Dash 8-
pool is based in Munich, Germany. The Dash 8 family are powered 100s average 2,000FH/4,000FC per year,
Notwithstanding its earlier agreement exclusively by engines from the Pratt & the Dash 8-300s average
with SAS Component/ST Aerospace Whitney Canada PW100 family. There 2,000FH/2,000FC and the Q400s
Solutions (Europe) in June 2008, are three main engine variants in the 2,000FH/1,800FC.
Bombardier announced its ‘Smart PW100 family: the PW120, PW120, The PW121s powering Wideroe’s
Services’ component repair and exchange PW123 and the PW150. Dash 8-100s are operated to a schedule
programme for the Q400. The basic The original Dash 8-100 was dictated by the replacement of the lowest
package covers 291 components with powered by the PW120, with the option life (hot section) LLPs at 15,000 engine
values over $10,000. Luxair was the of the more powerful PW120A and flight cycles (EFC). After
launch customer, with a five-year PW121. The stretched Dash 8-300 15,000EFC/7,500EFH the engines are
agreement. The component pool is introduced the PW123, which matched sent into the shop for partial LLP
located in Frankfurt, Germany. the turbomachinery of the higher-rated replacement and a hot section inspection.
Actual costs for these three competing PW124 with the reduction gearbox of the After a further 15,000EFC/7,500EFH all
programmes are commercially sensitive Dash 8-100’s PW120. The PW123 was the LLPs are replaced and the engine is
and depend on, among other criteria, fleet retained in the Dash 8-200/Q200, overhauled (both hot and cold section).
size, aircraft utilisation, route network although at a de-rated output of 2,150 The PW123s powering the Dash 8-
and style of operation. Typical budgetary shp. 300s are also operated to a schedule
figures are estimated to be $120/FH for dictated by the replacement of the
the fee covering repair and overhaul, plus shortest life LLPs at 15,000EFC, but in
$10,000 per aircraft per month for the PW100 in operation this case overhaul is required at the first
pool-access fee covering the financing of Although there is the option of a hard LLP replacement. After 15,000EFC/
the pool stock, insurance and time between overhauls which is set at 15,000EFH the engines are sent to the
administration (equating to $60/FH). 8,000 engine flight hours (EFH) for all shop for partial LLP replacement and an
Equivalent figures for the older Dash models, the vast majority of the PW100 overhaul. It is only after a further
8 variants are estimated to be $105/FH engines in service are maintained on an 15,000EFC/15,000EFH that all the LLPs

ISSUE NO. 63 • APRIL/MAY 2009 AIRCRAFT COMMERCE

22 I AIRCRAFT OPERATOR’S & OWNER’S GUIDE
are replaced (both hot and cold section) DIRECT MAINTENANCE COSTS FOR DASH 8-100/-200/-300 & Q400
and the overhaul repeated. This is not to
say that the engines are run continuously Maintenance Dash 8 Q400
for 15,000EFH: a mid-life hot section Item $/FH $/FH
inspection (HSI) is performed after
7,500EFH.
Line & ramp checks 66 66
For our generic utilisation of
2,000FH/2,000FC per annum, the LLP A check 38-43 23-26
replacement at 15,000EFC will equate to
12,000EFH. All three basic variants (the Base checks 55 50-53
PW120A/121, the PW123 and the
PW123 de-rated on the Dash 8-200) Landing gear 18 21
should be capable of reaching Wheels & brakes 30 35
12,000EFH with only a single mid-life Propellers 16 24
HSI. The total for the two elements, HSI APU 16 18
and overhaul, will vary between the
LRU component support 183 196
engine variants. An HSI is estimated to
vary from $225,000 on a PW120A to Total airframe & component maintenance 422-427 433-439
$250,000 on a PW123 fitted to a Dash 8-
300. Similarly, the overhaul is estimated Engine maintenance:
to vary from $650,000 on a PW120A to 2 X $88-94 per EFH 176-188
$700,000 on a PW123. The combined 2 X $100 per EFH 200
cost of an HSI and overhaul over the full
interval of 12,000EFH/12,000FC is Total direct maintenance costs: 598-615 633-639
therefore $875,000- $950,000, with a
Annual utilisation:
maintenance reserve of $73-79/EFH.
2,000FH
Unlike other manufacturers, which 2,350FC
have actively tried to sign up their FH:FC ratio of 0.85:1
customers for power-by-the-hour (PBH)
type programmes, Pratt & Whitney
Canada in general has left this to
individual overhaul shops. It has The list price of the current replacement.
approved eight ‘Designated Overhaul production standard parts, less airline The PW150 has 12 different LLPs
Facilities’ (DOF) for the PW100: Atlantic discounts, is in the region of $300,000. and all the current-production parts have
Turbines (Canada), AvioService (Italy), Dividing each individual part cost by its lives of 15,000EFC, 16,000 EFC,
Dallas Airmotive (USA), Finnair cycle life puts reserves at $18 per EFC. 20,000EFC or 25,000EFC.
(Finland), Lufthansa Aero (Germany), Reserves for LLP replacement,
SECA EADS (France), Standard Aero however, depend on the stub life that can
(Netherlands) and Volvo Aero (Sweden). be left at replacement. Given the lowest Summary
Each DOF is left to compete for its own LLP life of 15,000EFC and an assumed The Dash 8’s total maintenance costs
business and the degree of competition in annual utilisation of 2,000FH/2,350FC, are $598-6215 per FH, and the Q400’s
the market is high. LLP replacement will be the cause of the total maintenance costs are $633-639 per
majority of shop visits for many engines FH (see table, this page). These are close
after 15,000EFC/12,750EFH. LLP the ATR42’s and ATR72’s maintenance
Life limited parts replacement will take place at the second costs (see ATR42 & 72 maintenance
The PW100 series (PW120-123) have shop visit and stub lives are likely to be analysis & budget, Aircraft Commerce,
10 different LLPs and all the current minimal. December 2006/January 2007, page 12).
production parts have lives of Total engine reserves at the average The total maintenance costs for the
15,000EFC, 25,000EFC or 30,000EFC. FC times used in this analysis are $88-94 Dash 8 and Q400 are close, with the
There are several different part numbers per EFH (see table, this page). Q400 $25-30 per FH higher (see table,
for many of the LLPs, and some have this page). This benefits the Q400, since
lower life limits. There are four principal its additional seat capacity compared to
groups of LLPs belonging to: the Engine maintenance (PW150) the smaller Dash 8 models is higher in
compressor, high pressure (HP) turbine, Although the PW150 shares the same proportion than the difference between
low pressure (LP) turbine, and the power architecture as the earlier PW100 engines the maintenance costs of the two. The
turbine (PT). (two centrifugal compressors, each driven small difference is explained, however, by
In the compressor the LP impeller has by independent axial turbines, a reverse- the Q400 being relatively young and in
a life of 25,000EFC, and the HP impeller flow annular combustor, and a two-stage its first base maintenance check cycle. As
a life of 30,000EFC. power turbine that drives a gearbox) it is the aircraft enters its second base
In the HP turbine the five components effectively an all-new design. maintenance cycle the higher non-routine
all have a life of 15,000EFC: the HP Original time between overhauls was ratio, and the additional MH and
turbine front cover, HP turbine rear expected to be about 10,000EFH, but as materials that result, will equal an
cover, HP turbine disc, HP turbine blades experience has been gained this has risen increase of $10-12 per FH in its base
and interstage seal. to 12,000EFH. There is less competition check maintenance reserves. This will still
In the LP turbine there is one to provide engine overhaul services. Only make the Q400’s maintenance costs only
component, the LP turbine disc, with a one independent facility, Lufthansa Aero, 7% higher than the Dash 8’s.
life of 30,000EFC. is capable of overhauling the engine. PBH
In the PT there are two components, agreements are therefore more the norm, To download 100s of articles
the stage 1 PT disc and the stage 2 PT and these are estimated to be priced in the like this, visit:
disc, both with a life of 30,000EFC. region of $100/EFH, including LLP www.aircraft-commerce.com

AIRCRAFT COMMERCE ISSUE NO. 63 • APRIL/MAY 2009

 23 I AIRCRAFT OPERATOR’S & OWNER’S GUIDE

Dash 8 & Q Series

as repeat orders from existing operators.
In FY2008/09 the company received
orders for 67 Q400s and delivered 43.
Orders from new customers totalled

aftermarket & values 37 aircraft: Air Baltic (8), Air Berlin (10),
Cirrus (1), Ethiopian Airlines (8), SATA
(4) and Wideroe (6). Existing customers
also ordered a total of 37 aircraft: ANA
The Dash 8 & Q Series are popular types, and few (3), Austrian Arrows (4), Colgan
Air/Pinnacle (15), Croatia Airlines (2),
have been available on the used market. The Frontier (2), Hydro-Quebec (1), Luxair
aftermarket activity, and aircraft values and lease (2), Porter Airlines (8). There was a net
reduction of seven aircraft from the
rates are reviewed, undisclosed customer’s total, the Air
Berlin order for 10 aircraft was converted
into a firm order, and three new

T
he Dash 8 family has achieved been damaged in accidents, only two undisclosed orders were added.
1,018 sales, more than any examples are known to have been parted Although Bombardier received its first
other turboprop and narrowly out. Even at the bottom of the turboprop order from Horizon in 1999, the
outselling the European market, Dash 8-300s are believed to have subsequent decade can be described as ‘a
ATR42/72. During the bottom of the commanded a price of about $2.50 slow build-up’. It was not until February
turboprop market in 2004-2005, large million. Operators that acquired small 2006 that another north American
numbers of Dash 8-100s were available, numbers of aircraft have expanded their operator ordered the Q400. Canada’s
and aircraft could be acquired for $1.0- fleets on the used market. For example, Porter Airlines ordered 10, Frontier then
1.5 million. The market has since turned Wideroe took four aircraft direct from placed an order for 10, and in March
round, and many operators are finding it the factory, and has subsequently added a 2007 Pinnacle followed with an order for
difficult to acquire further aircraft. The further three used examples. Others have 15. Both of these operators have
few good aircraft that are on the market acquired their entire fleets on the used subsequently placed repeat orders.
are being offered for $4.50-5.50 million. market, for example Piedmont. In Aside from Bombardier the only other
February this year Piedmont extended the source of Q400s until recently has been
leases on its 11 aircraft with Nordic SAS. Following the well publicised
Dash 8-200/Q200 market Aviation Capital. grounding of their 27-strong fleet, SAS
The majority of Dash 8-200s were There are few used aircraft on the has been trying to dispose it. Two of the
built for the North American market (67 market. The only advertised availability is three aircraft involved in accidents have
in total). The balance were sold in Europe from Austrian Airlines, which is been scrapped and of the remaining 27
(5), Asia (6), Australasia (10), South/ marketing one of its aircraft for $6.50 aircraft, 17 have so far been sold or
Central America and the Caribbean (6) million. leased. Aircraft were sold to LAM (2),
and Africa and the Middle East 11), the Malev (4), Nord-Flyg (2), and Philippine
latter accounting for the second highest Airlines (5) while the only lease customer
number of aircraft. Q400 market was Flybe (4).
There are few Dash 8-200/Q200s on Bombardier’s decision, announced in Although it appears early, the Q400
the market. The only advertised April 2008, to cease production of the has already been selected for cargo
availability is from Bombardier, which is Q200 and Q300 from May 2009, leaves conversion. Nord-Flyg of Sweden took
currently marketing five ex-Horizon the Q400 as the only turboprop in the delivery of its first conversion in January
aircraft for sale at around $6 million. manufacturer’s product line. Bombardier 2009 and the aircraft entered service in
continues to develop the baseline Q400, April. Designated the Q400PF package
and in March 2008, coincident with the freighter, the conversion was undertaken
Dash 8-300/Q300 market SAS Group’s order for 14 new aircraft for by Cascade Aerospace of Canada and the
Unlike the smaller family members Air Baltic (8) and Wideroe (6), it STC was awarded on 31st December
the Dash 8-300 made comparatively little launched the Q400 NextGen. The Q400 2008. Capable of carrying 9.5 tons, the
impression on the North American NextGen incorporates a number of Q400PF is not only able to carry the
market. As a general rule of thumb, 60% refinements to the cabin and extended highest payload of the 1980s-generation
of regional airliner sales have been to maintenance intervals. Bombardier also turboprops, but it also has a clear speed
North America, 30% to Europe and 10% continues to study a stretched 90-seat advantage.
to the rest of the world. In the case of the Q400X in a 2013/14 timeframe. Aside from the SAS aircraft, there
Dash 8-300, North America only As of 31st January 2009, Bombardier have been relatively few transactions
accounted for 31 orders out of the total had received orders for 347 Q400s, of involving the Q400. In 2006 Airstream
of 267. The majority were sold in Europe which it had delivered 233, leaving a arranged the sale of two ex-Changan
(83), Australasia (44), Asia (33), Africa backlog of 114. Production is currently at Airlines aircraft to Horizon. The only
and the Middle East (23) and South/ a rate of about four aircraft per month, aircraft currently advertised are the four
Central America and the Caribbean (16). providing nearly two and a half years of aircraft belonging to Jeju Air, which has
The remaining 29 aircraft were delivered production. (A total of 47 were delivered appointed Airstream to remarket them.
to leasing companies. in FY2007/08, and 43 in FY2008/09). SAS was known to be asking for $11-
As of January 31st 2009 Bombardier Supply chain challenges resulting from 13 million for its aircraft, and market
has six more Q300s to deliver to: Air the transfer of fuselage production from lease rates are believed to be in the order
Nelson/Air New Zealand (2); the Japan to China and Belfast account for of $150,000 per month.
Japanese Coast Guard (3); and an the reduction.
undisclosed customer (1). Despite what are generally quite poor To download 100s of articles
The Dash 8-300/Q300 is a sought- overall market conditions, the Q400 like this, visit:
after asset. Apart from aircraft that have continues to find new customers as well www.aircraft-commerce.com

ISSUE NO. 63 • APRIL/MAY 2009 AIRCRAFT COMMERCE