Viking range top 48 series#
The production of the Dash 8 Series 100 stopped in 2005, and that of the Series 200 and 300 in 2009. The Q400 components are chemically milled while older variants are assembled from bonded panels and skins. A deal with its machinists union in June 2017 allowed the assembly of the wings and cockpit section outside Canada and searches for potential partners commenced.īombardier expected to produce the cockpit section in its plant in Queretaro, Mexico, outsourcing the wings to China's Shenyang Aircraft Corp, which already builds the Q400's centre fuselage. Production īombardier aimed to produce the Q400 more economically. The 1,000th Dash 8 was delivered in November 2010. Ī total of 671 Dash 8 classics were produced the last one was delivered to Air Nelson in May 2008. Production of the Q200 and Q300 was to cease in May 2009. 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. To emphasize their quietness, Bombardier renamed the Dash 8 models as the Q-Series turboprops (Q200, Q300, and Q400). The market for new aircraft to replace existing turboprops once again grew in the mid-1990s, and DHC responded with the improved "Series 400" design.Īll Dash 8s delivered from the second quarter of 1996 (including all Series 400s) include the Active Noise and Vibration System designed to reduce cabin noise and vibration levels to nearly those of jet airliners.
The Dash 8 first flight was on June 20, 1983.Ĭertification of the PW120 followed on December 16, 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 PT6. 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 airlines were more interested in operational costs than short-field performance. Using four medium-power engines with large, four-bladed propellers resulted in comparatively lower 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 1970s, 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. The QSeries are post-1997 variants fitted with active noise control systems.ĭevelopment Initial development
Three sizes were offered: initially the 37–40 seat -100 until 2005 and the more powerful -200 from 1995, the stretched 50–56 seats -300 from 1989, both until 2009, and the 68–90 seats -400 from 1999, still in production. Powered by two Pratt & Whitney Canada PW100s, it was developed from the Dash 7 with improved cruise performance and lower operational costs, but without STOL performance. DHC was later bought by Boeing in 1988, then by Bombardier in 1992 then by Longview Aviation Capital in 2019, reviving the De Havilland Canada brand. The De Havilland Canada DHC-8, commonly known as the Dash 8, is a series of turboprop-powered regional airliners, introduced by de Havilland Canada (DHC) in 1984. Dash 8 Series 100 production ended in 2005ĭash 8 Series 200 & 300 production ended in 2009
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