![]() 671 Dash 8 Classics were produced, the last one delivered to Air Nelson in May 2008. In April 2008, Bombardier announced that production of the Classic versions (Series 100, 200, 300) would be ended, leaving the Series 400 as the only Dash 8 still in production. It was a little noisier than the Dash 7 and could not match the STOL performance of its earlier DHC forebears, although it was still able to operate from small airports with 3,000 ft (910 m) runways, compared to the 2,200 ft (670 m) required by a fully loaded Dash 7. ![]() The Dash 8 has the lowest cost per passenger mile of any regional airliner of the era. The Dash 8 design has better cruise performance than the Dash 7, is less expensive to operate and much less expensive to maintain, due largely to having only two engines. In 1984, Piedmont Airlines, formerly Henson Airlines, was the first US customer for the Dash 8. First flight was on June 20, 1983, and the airliner entered service in 1984 with NorOntair. ĭistinguishing features of the Dash 8 design are the large T-tail intended to keep the tail free of prop wash during takeoff, a very high aspect ratio wing, the elongated engine nacelles also holding the rearward-folding landing gear, and the pointed nose profile. Certification of the PW120 followed in late 1983. When the Dash 8 rolled out on April 19, 1983, more than 3,800 hours of testing had been accumulated over two years on five PW100 series test engines. Originally designated the PT7A-2R engine, it later became the PW120. Its favoured engine supplier, Pratt & Whitney Canada, developed the new PW100 series engines for the role, more than doubling the power from its PW6. In 1980, de Havilland responded by dropping the short-field performance requirement and adapting the basic Dash 7 layout to use only two, more powerful engines. However, only a handful of air carriers employed the Dash 7, as most regional airline were more interested in operational costs than short-field performance. Using four medium-power engines with large four-bladed propellers resulted in very low noise levels which, combined with its excellent STOL characteristics, made the Dash 7 suitable for operating from small in-city airports, a market DHC felt would be compelling. In the 1970's, De Havilland Canada had invested heavily in its Dash 7 project, concentrating on STOL and short-field performance, the company's traditional area of expertise. Bombardier is considering launching a stretched version of the Q400. Production of the Series 100 ceased in 2005, and the Q200 and Q300 in 2009. Models delivered after 1997 have cabin noise suppression and are designated with the prefix "Q". The Series 100 has a maximum capacity of 39, the Series 200 has the same capacity but offers more powerful engines, the Series 300 is a stretched, 50-seat version, and the Series 400 is further stretched to 78 passengers. The aircraft has been delivered in four series. The engine chosen was the Pratt & Whitney Canada PW100. With the Dash 8, DHC focused on improving cruise performance and lowering operational costs. The Dash 8 was developed from the de Havilland Canada Dash 7, which featured extreme short take-off and landing (STOL) performance. Over 1,000 Dash 8's of all models have been built, with Bombardier forecasting a total production run of 1,192 aircraft of all variants through to 2016. Introduced by D e Havilland Canada (DHC) in 1984, they are now produced by Bombardier Aerospace. The Bombardier Dash 8 or Q-Series, previously known as the de Havilland Canada Dash 8 or DHC-8, is a series of twin-engined, medium range, turboprop airliners.
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