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Dash 8/Q-Series
Flight Deck Issue 2, 2014
Flying the “Approach” in a Dash 8/Q-Series Aircraft David Monteith, Senior Accident Investigator at Bombardier Aerospace, breaks down landings (without the scientific jargon). story, page 5
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BOMBARDIER DASH 8/Q-SERIES FLIGHT DECK – ISSUE 2, 2014
From the Editor Flight Deck is a technical newsletter written for the pilot community. It includes individual articles that are written specifically for pilots, as well as selected presentations from the latest Flight Operations Steering Committee. It also provides updates regarding various other Steering Committees, Forums and Conferences that are relevant to the pilot community. Flight Deck is intended to be read by all pilots in the operator’s organization. It is issued semi-annually. If you would no longer like to receive this publication, if you have other names that you would like us to add to our distribution list, or if you have any general questions regarding Flight Deck, please do not hesitate to contact me at:
[email protected].
Important Note: Operators concerned with the current validity and possible implications of a specific article in Flight Deck should contact the Technical Help Desk: Toll Free North America: +1-844-CRC-CRC0 (+1-844-272-2720) Direct: +1-514-855-8500 email:
[email protected]).
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Q-Series Customer Liaison Pilot India Q-Series Customer Liaison Pilot Munich Q400 Customer Liaison Pilot Flight Test Engineering Flight Test Engineering Chief Pilot, Turboprops
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PROPRIETARY NOTICE This document is for information purposes only and is not part of any proposal and creates no contractual commitment. Information in this report is Proprietary to Bombardier Inc. and Bombardier Commercial Aircraft. This report must not be reproduced or distributed in whole or in part to a third party without prior express permission in writing from Bombardier Inc. Bombardier also does not necessarily endorse any of the advertisements appearing in this newsletter.
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BOMBARDIER DASH 8/Q-SERIES FLIGHT DECK – ISSUE 2, 2014
In-Service Activities Report (ISAR) A Technical Newsletter for the Operator Community
The In-Service Activities Report (ISAR) is a monthly technical newsletter which provides a forum for sharing in-service experiences. It includes discrepancies that have been experienced and reported by operators, and action taken on other noteworthy maintenance tips. Additionally, the ISAR provides routine notification of items of interest and significance that have occurred since issuance of the previous edition. It also provides updates regarding customer services and support initiatives within Bombardier. The ISAR is intended to be read by all in the operator’s organization who are concerned with maintenance support and operation of the aircraft. If you cannot access the latest issue of the ISAR or would like to be added to the distribution list, please contact Adam Amato at:
[email protected].
The Technical Contact Guide Your Source for Operator Contacts and Bombardier Personnel Information The Technical Contact Guide (TCG) presents operators with a concise list of individuals at Bombardier Aerospace responsible for providing front-line service in a variety of disciplines. The TCG also presents a list of key technical, operations, and some top administrative personnel for each operator. The TCG is reissued at least twice a year in electronic format only. It is available at www.iflybombardier.com. To find it on the website, click on “Frequently Accessed Documents,” then click on Technical Contact Guide. The accuracy and completeness of the TCG depends on the timely revision of operator/Bombardier personnel information regarding operator personnel, aircraft types in service, and more. We count on our Customer Support Account Managers, Field Service Representatives, and the operators to provide updates as they happen. NEW: TCG2014A was issued in June 2014.
Please note that we will be updating TCG 2014A weekly on iflybombardier.com, including changes immediately as they are brought to our attention. If there are any changes you would like to see right away, please forward them to:
[email protected].
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BOMBARDIER DASH 8/Q-SERIES FLIGHT DECK – ISSUE 2, 2014
CONTENTS Flight Deck Issue 2, 2014
Please note that clicking on the underlined title of any article will take you directly to that article.
GENERAL and TECHNICAL ARTICLES 0001 – Flying the “Approach” in a Dash 8/Q-Series Aircraft All Dash 8/Q Series – page 5
0009 – Dash 8/Q100/Q200/Q300 Key Issue: Bio-Fuel Approval Dash 8/Q100/Q200/Q300 – page 28
0002 – FOSC # 26 Summary: October 28 - 30, 2014 in Toronto, Ontario All Dash 8/Q Series– page 8
6120 – Auto Feather System Failing to Arm on Takeoff All Dash 8/Q-Series – page 29
0003 – Meet Reinhard Kistner, Bombardier’s Newest Q400 Customer Liaison Pilot All Dash 8/Q-Series – page 11
FLIGHT OPERATIONS SERVICE LETTERS
0004 – Programs/Technical Update All Dash 8/Q-Series – page 12 0005 – Technical Publications Update All Dash 8/Q-Series – page 14 0006 – Avionics Update All Dash 8/Q-Series – page 15 0007 – Master Minimum Equipment List (MMEL) All Dash 8/Q-Series – page 19
Dash8/Q100/Q200/Q300 FOSLs page 30 Q400 FOSLs page 30
WHAT’S NEW Bombardier and Nok Air Showcase the Carrier’s 86-seat Extra Capacity Q400 NextGen Aircraft in Toronto Celebration page 31
0008 – Portable Electronic Devices All Dash 8/Q-Series – page 25
www.iflybombardier.com Visit our website for eServices, operator service documents, news & events, resources, discussion, forums, and much more
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BOMBARDIER DASH 8/Q-SERIES FLIGHT DECK – ISSUE 2, 2014
0001
Flying the “Approach” in a Dash 8/Q-Series Aircraft
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Applicability: All Dash 8/Q-Series Written by: David Monteith, Senior Accident Investigator, Bombardier Aerospace
There have been many articles written over the years regarding the best manner to fly an approach. The majority of these have been written in reference to flying ‘the heavies’ (airliner-sized jet aircraft). These articles talk about the virtues of energy management through appropriate airspeed additives that are used to deal with crosswind, turbulence and missed approach climb requirements, as well as any other condition that could impact approach airspeed stability. This article is written with the intention of providing pilots with information that multi-engine turboprop aircraft such as the Dash 8/Q-Series can and should be operated in a much different manner. My background, although varied, has been operations based, and I have been at Bombardier (de Havilland prior to that) for 30 years. I have read many of these articles, written in a manner that was too scientifically based for a large percentage of readers. I intend to make this explanation much more user-friendly. As mentioned earlier, a jet airliner is typically flown with additional airspeed on the approach. This is used (if necessary) as a means of energy management. To understand why, we need to appreciate a jetliner's reaction time. Simply put, in order to change the
required amount of lift a jetliner wing is generating, all other things being equal, the airspeed must be increased. This requires (again, all other things being equal) an increase in thrust from the engines. It can take up to eight seconds to increase engine thrust from idle to take-off power. It also takes time for the aircraft to accelerate and the airspeed to increase in response to the thrust increase. By employing speed additives, a pilot can trade the extra speed to initiate a climb when necessary, before the wing is moving fast enough to provide the extra lift needed to climb. Thus the speed additives compensate for the slow reaction time of the jet. Many people view turboprops as technologically-old aircraft. In fact, nothing could be further from the truth. All Western-made aircraft built in a comparable era, whether turboprop or jet, are technologically (avionics, advanced structures, etc.) similar. Moreover, turboprop engines are significantly more fuel-efficient than their jet counterparts, making them preferable for operations on shorter routes. Although all of these aircraft are subject to the same aerodynamic principles, the manner in which the energy state of the Dash 8/Q-Series can be managed is considerably different than that of
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BOMBARDIER DASH 8/Q-SERIES FLIGHT DECK – ISSUE 2, 2014
a jet. The origin of this 'paradigm shift' lies with the concept of “powered lift;” the result of the propeller slipstream providing an immediate response in lift or drag, induced by propeller blade angle changes associated with POWER lever management. In order to understand the following, it must be remembered that a Dash 8/Q-Series aircraft delivers negative thrust from its propellers at powers close to Flight Idle. The negative thrust is a result of the (fully articulating) propeller blades set to a flat pitch. This results in blanking the airflow over the wing aft of the propeller and thereby reducing the lift over this section of the wing. If the need arises for positive energy, this can be accomplished by a simple push of the power levers. The turboprop engine will also take as long to accelerate as the jetliner, but the increase in lift over the affected area of the wing occurs instantaneously due to the movement of the propeller blades. The wing section that was blanked by the flat pitch of the propeller blades is immediately awash in airflow when the power levers are advanced, before the engine has even had a chance to generate any additional power. Thus, without increasing forward airspeed of the aircraft, there is more lift being generated. As the power of the engine increases, it is transmitted into the propeller blades, which now increase air flow over the affected wing surfaces, producing additional lift. This phenomenon allows the Dash 8/Q-Series approach speed to be much lower, while maintaining the necessary safety margins for both handling and performance characteristics of the aircraft. Why is this important? As explained previously, flying an approach in a jetliner with excess airspeed may sometimes be a necessary evil; however, any increase above VREF will ultimately require extra distance to stop the aircraft. There are a significant number of incidents and accidents, classified as ‘overruns’ occurring because the aircraft used up more distance to stop than was available on the destination runway. There are
many complicating issues on any given runway excursion and it is not my intention to dwell on any of these issues; however, excessive airspeed is always at the forefront in the list of causal factors of these accidents. Excessive airspeed will not only create longer deceleration distances, but it will also contribute to longer airborne distances (float) and effectively shorten the runway. Due to the magic of “powered lift,” speed additives on approach are unnecessary in the Dash 8/Q-Series. A simple throttle-push will normally produce an increase in lift beyond what is needed to correct the flight path of the aircraft during approach. Approaches in today’s world are conducted in a manner that is referred to as a “Stabilized Approach,” from 1,000 feet AGL to the ground. In this environment, the necessary pilot actions during the approach are minimized to allow the crew to concentrate on maintaining the appropriate approach airspeed and glidepath. Whatever airspeed is chosen for a particular approach, any excess speed should be reduced to VREF by 200 feet AGL, and the touchdown, in ideal conditions, should be conducted to reduce the speed below VREF from 50 feet to the touchdown point. As an example, in a recent safety investigation it became apparent that the crew had ‘modified’ their approach glidepath, increasing their descent rate by 300 feet per minute (FPM) and flying the approach 20 kts higher than the appropriate VREF. This resulted in an increased rate of descent at touchdown of an additional 200 FPM. The crew's modifications to the approach profile accounted for an 80 per cent increase in the rate of descent. The graph on the following page shows the landing distance information for a Dash 8 Series 311. The green line represents the Factored Landing Distance (all time-related actions of a typical landing are accounted for and included in the corrected data), and compares relative Landing Distances that are unfactored, at both V REF and VREF+10.
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BOMBARDIER DASH 8/Q-SERIES FLIGHT DECK – ISSUE 2, 2014
The bottom line is that a Dash 8/Q-Series aircraft can be safely flown at the prescribed VREF speeds in virtually any conditions. Any additional speed that you add will increase the landing distance, as well as increase the sink rate during the approach, heightening the risk of an adverse event.
So the next time you go flying, remember the most basic of aviation principles: accept no unnecessary risk.
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BOMBARDIER DASH 8/Q-SERIES FLIGHT DECK – ISSUE 2, 2014
0002
FOSC # 26 Summary: October 28 - 30, 2014 in Toronto, Ontario Back to Table of Contents
Applicability: All Dash 8/Q-Series Contributed by: Reinhard Kistner, Q400 Customer Liaison Pilot (Munich)
Dash 8/Q-Series FOSC # 26 was held from October 28 - 30 at Bombardier’s Toronto facility. 36 participants representing Bombardier customers from numerous continents attended the event, which saw three days of constructive exchanges of opinions and advice on how to use the aircraft effectively, as well as discussions on the latest information pertinent to the Dash 8/Q-Series pilot community. Day 1 Q-Series Customer Liaison Pilot (CLP) Harlan Simpkins opened the FOSC, greeting participants and introducing new members of the CLP staff. For enhanced regional service for its customers, Bombardier now has myself, Reinhard Kistner, based at its Munich RSO in Europe, and Abhilasha (Abby) Singh at its Mumbai RSO in India. Following Harlan’s opening remarks, Abby reviewed the agenda and logistics. Bob Duffield, Senior Director, Technical Services, also welcomed attendees and gave a presentation on Bombardier’s new company structure. Programs Director Manny Casola presented a Programs and Sales Update, which included market investment information that demonstrated the Q400’s seat cost advantage over competitors. He also informed the audience about current and future projects in the Programs department. Colleague David de Rose then presented directly afterwards, delving deeper into specific issues and initiatives (page 12).
Anton Pop from Bombardier Engineering gave a run-through of the new Flight Efficiency Manual, available free of charge for all customers. Justin Tiplady from Porter went further into detail on this from an operator’s point of view and showed the vast fuelsaving possibilities when using the various climb, cruise and descent options. In the final session of Day 1, Harlan Simpkins spoke on FOQA/FDM, as not all customers had used these data in the past. Harlan had asked operators prior to the FOSC to present the three most prominent problems they encounter when interpreting the data from FDM. A lengthy discussion was then had regarding common fixed values set by the operator, and what constitutes a noteworthy event. Susan McHaffie of QantasLink gave a briefing on hard landings and tail touch issues. She showed evidence of an observable tendency wherein after one such event, pilots are more likely to lean towards the opposite extreme (e.g. after a tail-touch event, there is often an increase in hard landings). Day 2 Bombardier’s Ahsan Memon began Day 2 with a presentation on MMEL and MELP issues (page 19). The different approving agencies, including Transport Canada (TC), the FAA and EASA each have particular ways of handling MMEL items; this is the main reason that not all editions of the MMEL are issued at the
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BOMBARDIER DASH 8/Q-SERIES FLIGHT DECK – ISSUE 2, 2014
FOSC attendees focused on one of the many presentations that took place during the event.
From left: Article author Reinhard Kistner and Co-chairs Piyush Gandhi (Porter) and Paul Kelly (Flybe).
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BOMBARDIER DASH 8/Q-SERIES FLIGHT DECK – ISSUE 2, 2014
same time. Whereas one agency handles MMEL topics immediately whenever they arise, other agencies only look at the MMEL in longer intervals. EASA requires AFM Supplements for changes, whereas the others do not. Until now, the EASA edition of the MMEL was only a Supplement to the TC edition. Going forward, there will be a complete EASA document, which will speed up the volume editions and make them more user-friendly.
and a general brush-up about LNV/VNV. Flight Safety also introduced their learning centre programs.
Paul Kelly, Co-chair of the FOSC, followed Ahsan’s presentation by introducing Flybe’s CAA-approved means of letting flight crews perform crew resets at outstations.
Operators were very happy with Bombardier’s limitation of 1,000 feet for single engine approaches for all types. In the past, this had been different for different models, with inconsistent wording between the types.
Harlan then introduced the current state of AFM revisions for the Q100, Q200, Q300, and Q400, and Judy Donegan, Manager, Q-Series Technical Publications, then gave an update on her department (page 14).
Various other operator questions and requests were fielded on Day 3, leading to potential document/manual updates and enhanced clarifications. For example, an operator request for clarification regarding whether a low-voltage battery could be charged using a GPU was discussed and answered on the spot (the answer, given by Bombardier Systems experts, was yes).
A new agenda topic during this FOSC dealt with cabin items. Operators were asked to inquire with their staff about problems they had experienced in the cabin area, and these passenger convenience items were brought forward to Bombardier for enhanced discussion and possible rectification. Day 3 Mike Michalski and Norm Matheis from Universal Avionics gave a very knowledgeable presentation on their products, the advantages of their latest software
As the event began to near its end, Piyush Gandhi, Co-chair of the FOSC, praised the event’s new format, which is now being directed by operators more than ever before. He liked the atmosphere between the attendees and Bombardier, which he stated was growing increasingly relaxed and co-operative.
The FOSC then closed with an optional factory tour for anyone in attendance who was interested. FOSC # 26 was considered a large success for both Bombardier and our customers. Very few items remained unanswered or unclear, and operators appeared quite satisfied with how Bombardier handled their questions and issues. We look forward to seeing you at FOSC # 27 in 2015!
Q-Series CLP Harlan Simpkins was set up at his command centre during FOSC #26, ensuring all presentations ran smoothly.
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0003
Meet Reinhard Kistner, Bombardier’s Newest Q400 Customer Liaison Pilot
Applicability: Q400
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Reinhard Kistner has been in aviation for a considerable time: 21 years as an Officer and Military Pilot in the German Air Force flying jets, followed by 18 years with Augsburg Airways. At Augsburg, he was a Type Rating Instructor and Examiner, as well as Technical Pilot for the Q400 fleet. In addition to his military flying, he collected more than 11,000 hours on the various Dash 8/Q-Series models. This should come in handy in Reinhard’s new role as the newest member of the Bombardier Customer Liaison Pilot (CLP) staff. Stationed at the Munich Regional Support Office, he will support our customers in Europe and Africa. “After a long career on the customer side of the airline industry, I know well what the airlines need and want. I am looking forward to sharing my experience for the benefit of both our customers and Bombardier.” Reinhard also places a great emphasis on teamwork within the operator and pilot community. “The various Dash 8/Q-Series operators are not competing against each other,” he says. “Each airline has its own market, so sharing quality operating practices is the key goal that we are trying to achieve with the Flight Operations Steering Committee (FOSC). I see my role as a Customer Liaison Pilot as that of a mediator and supporter. Through regular customer visits, this improvement process will continue throughout the year in order to achieve optimum use of a great product.”
Reinhard joins Bombardier after 21 years in the German Air Force and 18 years with Augsburg Airways.
If you have any questions for Reinhard or would just like to say hello, you can contact him at:
[email protected]
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0004
Programs/Technical Update
FOSC Presentation – Bombardier Aerospace
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Applicability: All Dash 8/Q-Series Presentation by: David de Rose, Aircraft Programs
FL270 Operations Benefits: • Block Fuel Burn Reduction up to 3 per cent. • Offers flexibility in cruise altitude and more direct routing. • Potential for block time reductions by operating in less congested airspace. Status: • Bombardier has completed flight testing. • PWC has now obtained TCCA approval for the engine to operate at FL270. • Technical discussions are ongoing with TCCA on supplemental oxygen requirements. • A minor TCAS wiring change will be required. • Differential Cabin Pressurization increases from 5.46psid to 5.92psid. • Maintenance Program Changes have been analyzed – Slight increase in DMC (~$0.50/FH). HGS STC Major Update Status: • Bombardier launched a project with Rockwell Collins to provide a major update to HGS STC capabilities. • New capabilities include, but are not limited to the following: Enhanced Navigation Compatibility. Autonomous Flare Cue. Steep Approach capabilities. Flap overspeed indication. Honeywell IRU software provisions. • • • •
Certification testing has been completed – August 24 - 26, 2014. FAA TSO approval documents submitted – October 30, 2014. Availability is TBC pending FAA TSO approval. HGS STC software upgrade will be available for purchase.
Wireless IFE Update Status: • Bombardier is working with Panasonic to offer their eXW Wireless IFE system. • System components include: An Integrated Server (IS) with 300 GB storage expandable to 1. TB in the forward cabin area for ease of use by cabin crew. 2-3 Wireless Access Points (WAPs) utilizing 802.11a/b/g/n and transmitting on both 2.4GHz and 5.2 GHz to distribute broadband network content to passenger’s Personal Electronic Devices (PEDs). 9 inch touch screen cabin crew interface device – allows operational control of the system. The device also contains maintenance functions. A 3G GSM Cell Modem to allow offload of onboard credit card purchases when the aircraft pulls into a gate. The device is also used for IFE system health monitoring and to wirelessly upload small content updates. •
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Electronic Flight Bag (EFB) STC Status: • Bombardier can offer the NAVAERO EFB STC installation to any interested operators. • Installations at the factory are currently being carried out post C of A and prior to delivery for an operator. • This will provide a turn key installation of the EFB STC hardware. • Software applications will remain the responsibility of the operator to develop and install on the EFB hardware post-delivery. • The NAVAERO STC offers both Samsung Galaxy Tablet and Apple iPad EFB hardware solutions. • All requests for EFB installation will be addressed via P&O.
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BOMBARDIER DASH 8/Q-SERIES FLIGHT DECK – ISSUE 2, 2014
0005
Technical Publications Update
FOSC Presentation – Bombardier Aerospace
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Applicability: All Dash 8/Q-Series Presentation by: Judy Donegan, Manager, Q-Series Technical Publications
Aeroplane Operating Manual (AOM) Update AOM:
Revision 9 - Revision Date: February 28, 2014 Revision 10 - Revision Date: April 30, 2014 Revision 11 - Revision Date: July 4, 2014 Revision 12 - Revision Date: currently being released: We are splitting the DOT and FAA versions. Was DOT/FAA Metric and DOT/FAA Imperial. Requirement for some specific FAA content: o DOT Imperial o DOT Metric o FAA Imperial o FAA Metric End users just need to update their manuals with the revised pages from Revision 12.
AFM/QRH/AOM Integration Status: We are continuing to work on keeping AFM, AOM and QRH aligned. The Integrated Flight Manual (IFM) Project will do this automatically. The plan is for Q400 Flight Documentation to move into the IFM Platform.
Project Analysis regarding Q400 integration into the IFM has begun: It will improve time required to author changes into the flight manuals. It will help improve the quality of documentation content by ensuring alignment between manuals. It will provide the ability to deliver SGML, XML. It will provide hyperlinking in Navigator and Bombardier’s Flight Deck application
We will continue to keep you updated as we move forward with the conversion.
Flight Deck Application
Bombardier’s paperless cockpit solution “Flight Deck” was formally launched for all CRJ Series platforms in mid-2014. Work is currently underway on a Q400 Solution, with the goal of having a working prototype by the end of 2014.
AFM Change - Email Notification
Technical Publications has submitted a request to our IT department to develop notification email functionality for changes to Flight Manuals on www.iflybombardier.com, similar to that currently in place for Temporary Revisions. An update on progress will provided at the next FOSC meeting.
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0006
Avionics Update
FOSC Presentation – Bombardier Aerospace
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Applicability: All Dash 8/Q-Series Presentation by: Clare Miller, Bombardier Avionics
FMS Software Development Plan
SCN 1000.5 Latest Q400-approved FMS software is SCN 1000.5.
SCN 1000.8 Incorporates numerous bug fixes and improved final approach segment lateral tracking as a customer request. Planned Q1 2015 approval.
SCN 1001.1 The plan is to include numerous fixes and improvements, including Bombardier RNP AR functions. Initial Development is in progress (FMS SCN 1001.1 based on SCN 1001.0 TSO’d in September 2014). Final SCN 1001.1 testing and approval pending customer commitment for RNP AR
