Quick note: at 3:26 I mention that turboprops fly slower than jet aircraft. This is generally true, but I could have demonstrated it better by comparing True Air Speed (TAS) instead of Indicated Air Speed (IAS) as I did in the video. Comparing IAS is not a good idea since it is not your actual speed through the air, and it's also dependent on altitude. Long story short: since jet aircraft fly higher, this helps them in actually flying faster (even though IAS may give the impression you're flying slower). Thanks!
8:24 Thanks Max, Great video about de Havillands latest VSTOL the elegant Q400. The Q400 is one of my favourite aircraft as well, and describing the plane as beautiful is no exaggeration. Like the other de Havilland greats, the Beaver, the Otter, and the Mosquito, the Q400 has a holistic design which creates an all-around resonance. You point out that it is this feature of mutual design integrity which brings all the praise. I would love to hear about the Q400’s excellent safety record, its innovative noise-dampening system, and its ice management system. Lastly, doesn't this de Havilland deserve a better animal name?
Good comparison, but you keep saying "much slower" than jets. This is true generally for many turboprops, but for the Saab 2000 and Q400, they fly at "near jet" speeds hence can be slotted into shorter routes with similar sector times to jets. The Q400 is just over 100 knots faster that the Dash 8-300. I love all of them. On the 737, we typically descend at 280 knots indicated, whereas on the Q400, it sometimes was 270-280. So its not your average slow turboprop.
you should have lived through the story. My dad started working in DHC back in 1962. and I was there when the Dash 8 series 100 rolled out... the people that were there, were awesome. they would talk to you about the next IMPROVEMENT. a bigger or longer dash 8. I saw the first take-off of all 5 versions. and it is sad to see them go
I am a frequent flyer on 400 Air Canada Express. Only problem what we run into quite often the lock of the luggage room. Sometimes the grand crew having difficult time to be able to fit all of the luggages and yes, we need to double the plane with a second 400, efficiency is gone. Other then that this little "Deery" is so much fun to fly and so cute! Yes, as you mentioned the braking power of the props reversing flow is amazing! Winter time on slippery runways is much much safer than the runners brake! Love this bird! ❤
You made a mistake at 5:27. You showed the horizontal stabiliser to create lift and raise the tail section, but in fact, the center of gravity is usually located in front of the center of pressure. The C of G pulls down, while the centre of pressure acts upwards as in lift (wings). This means that the horizontal stabilizer on the empennage section is mounted in such a manner as to put a downward pressure on the tail section, not up.
The point being made was that if the horizontal stabilizer was flush with the engines, the high speed air pushed backwards from the engines would pass over the horizontal stabilizers and the stabilizers themselves would create extra lift. The extra lift at the far rear of the aircraft would force the tail up and the nose down. Think of it as the center of pressure being moved further rearward causing the tail to lift.
@@jond3929 that’s the point, the horizontal stabilizer is an airfoil that is mounted upside down on most airplanes so that airflow creates a downward force on the tail, not upwards. So increase airflow would increase downwards pressure.
Max, as you may know, hor-stabs are airfoils that are "flipped upside down" which create "lift" in the opposite direction, when sufficient airflow is flowing over and under it. Therefore what you'll have is a plane that tends to pitch up not down. Since you mentioned the Twin Otter... I suggest you google am image of it again and look at where the hor-stabs are positioned on it... they are right in the flow of thrust generated by the props.
Hi Max, nice work. I love the simplicity of the Dash-8, especially in the cabin - no fancy computer screens to interrupt casual conversation with fellow passengers. Ahh, what air travel used to be like.
Yes, please make a series. When the video was over I felt like I had watched the intro to a video and now the main content would begin. Please continue, this is so interesting :-)
Another good perk of the T tail is when i was towing them into the hanger it made it very easy to stack more planes over eachother. The anvs system gave this plane a lot of issues though as if you lost 4 or more attenuators from thd anvs system the system would become in-op. The problem with that is the propeller balancing system drew its data from the anvs system. There was 42 throughout the cabin and you would lose about one a day so it was a constant battle that inflated the maintenance cost. Another daily issue was the integrated blade cuff suffered wuite a lot off differential shrinkage at temps below 40F which lead to a large number of trailing edge cracks which either needed to be patched of replaced nightly. These blades also suttered from water ingress quite badly from those cracks which would lead to bubbles of water near the tip that would freeze and delaminate, this was also fixable but it was a very time consuming repair. The last issue with the blades was that was a phenolic liner under the blade pitch bering race in the hub side, which would rip often and sling grease all over the place. The greases would also cause the rubber for tge deice boots to soften so they would fatigue faster. The landing gear was all right but you had to be strong enough to climb upleg to gain access to all the hydraulic equipment above usually laying on top of the down-lock. Interrogating the EMU was interesting as it was bassed on the analogue interface from the origonal -8 to communicate faults. Bassically you would maintnance discrete switch on the engineers panel and the torque and rpm gauges would move to a position which corresponded to a fault and you as a mechanic had to know what guage fault was what.
I agree with the other comments to develop an entire series to discuss the various aspects of the Q400 design. That would be awesome. You do a wonderful job of explaining the subject matter. Great work!!!!!!
An absolutely superb explanatory video. Clear, concise and highly professional. I would be delighted if you would continue to expand and develop the series. Top marks !
I've flown on these all over Canada and often wondered about the details you are talking about. Thanks for teaching me about this and I'd love to watch subsiquent episodes
In high school my shop teacher told us that before he retired from dehaviland he worked as an engineer responsible for the landing gear design for the dash 8. I didn’t appreciate this at the time. His name was Mr Fraser, I don’t remember his first name. Really smart guy.
Great video ! We can feel a certain admiration of this aircraft in your voice that made your video again more interesting ! You deal with original topics it’s nice, I learnt a lot on the design choices of this Dash 8 I would be interested to see your playlist on aerodynamics :) Just a remark, 3:28 maybe you should not have compared IAS for cruise speed because of the 10K feet differences, GS (and even TAS) would have been much more relevant to see how really big is the cruise speed difference between a turboprop and a turboreactor
Thank you :)) your remark is absolutely correct, and you're completely right, that would have made an even stronger point about the differences between the two. Thanks for teaching me something as well!
The reason the Dash 7 has 4 props has almost nothing to do with noise. Like Dehaviland Canadas previous designs, the Caribou, Buffalo, Twin Otter, etc; the Dash-7 was designed and optimized for STOL performance. 4 engines were used because existing turbo prop engines of the day were either insufficient powerful or too large for 2 of them to generate the required maximum power for take off.
25 years ago, almost half the flights at Seatac Airport were turboprops, typically Dash series. Their landing appearance was like bugs with dangling legs. Those days are long gone. 😊
Very interesting details... I've been thining of getting this regional airliner, since I have no turboprop aircrafts. This coould be truly a game changer for me... Thanks for the info. 🙂
It's an absolutely brilliant plane. A bit of a handful to fly in turbulence or to land smoothly, but that makes it more interesting & satisfying, too. And let's not forget, it is massively over-powered! In other than tropical air, it will hit VMO with an engine out!
How about a video as an introduction to DeHavilland Canada ( DHC)? You could introduce each of their models, i.e.,DHC-1, DHC-2, etc. Most of DHC’s line-up are focused on short field/utility/“bush” operations. They are a real Canadian success story! By the way, great video on the Q 400. Apparently the Q-400 is being used in air-tanker roles (water bombers) here in Northern Alberta, Canada. I haven’t looked into it’s capabilities in this role (another idea for a video!)
Great video and since its 2 years old i kinda was looking forward to watching some more of your dash 8 content. Unfortunately i saw your last video was a year ago. I hope you are doing well.
I would really enjoy being a passenger in the Q400 if the seats weren't so cramped (in the Air Canada layout). They are very narrow and there is not enough legroom. If the seating were better, then it would be a lot of fun. Those props give it a really quick take-off, the low altitude and high wings make for great views on a clear day, even the wing seats get a good view once the bird is in the air. But the cramped seating makes it a miserable experience for a tall-ish guy like me, especially with some of the long routes that it gets used for in Canada.
Yep as some pointed out horizontal stabilizer's lift is angled downards not upwards. This allows a greater margin in where the center of gravity of the aircraft can be (forward of the wings). Why then, not angle both wing's and stabs' lift upwards, and have the center of gravity aft of the wings? Think of the landing gear config...
I took the Dash 8-400 for the first time with Air-Canada from Bathurst N-B to Montreal Qc. It was a 90 minutes flight, the flight it self went pretty good. The only complaint I have it the seat are thight.
Dash 7 & 8 would be awesome…air Tindi is the largest single operator of the rare type now. I was fortunate to ride in one back in the mid 80s on a flight to Penticton from YVR. Certainly the aircraft wasn’t breaking a sweat on that flight, but I am glad to say I have been on it. The Quad Otter.
Great video. I fly in the Q400 regularly and I'm interested in the Q designation. I assume they play the engine noise 180 degrees out of phase to cancel the noise, but my, it is a noisy aircraft. Especially when taxiing when there is a mid range whirring/growling sound on some of them.
You’re correct - Q designation means it’s equipped with the Active Noise/Vibration Suppression System (ANVS). However the vibration of a turboprop takes their toll on the sensors of the system and often the system is unserviceable or operating in a degraded mode.
Hi, Can you please explain why Dash Q 400 features a significantly large horizontal tail (16.7 sq. m with much bigger volume coefficient of ~1.7 ) compared to ATR 72 (11.7 sq. m with volume coefficient of ~1.1)?
I'm watching this dreaming that soon enough Majestic will bring their excellent Dash 8 to MSFS. They've announced the Q400 but also the smaller variants!
I'm watching this Aviation Video Topic on The Dash 8-400's The Dash 8 Family of Turboprops which I fly on back in the Day I hoped to fly on There Q400's Turboprops in the near future Awesome Video Man 100%
Dash 8-Q400 and the Airbus A220 (previously called C-series) were both created by Bombardier located in Montreal, Canada. They were then both individualy sold to two different companies. Q400 was acquired by De Havilland yet another Canadian company, and the C-series now known as the A220 was aquired by Airbus. Bombardier now only sell private corporate jets and they are the best at it.
I love the Dash 8, have been flying with her countless times before Air Berlin went bankrupt. One of the most underrated aircraft, when some passengers have been saying "oh, again one of those old propeller aircraft" when boarding a plane that was newer than some of the jets in the same airline's fleet... But I'm not fully agreeing with all of your points in the video. First, the high tail was the secondary cause for an accident with a Hawker Siddeley Trident, which due to a pilot error (pilot was unable to properly perform his duties due to a health issue) entered a deep stall, where the high tail was exactly in the wake of the wings. Granted, this depends a lot on the geometry of the aircrafts, and the Trident is a low wing aircraft. But also her tail is much less high due to the engines sitting on the fuselage in the back. Bottom line, it's not as simple as it seems in the first place. Second, swept wings are not preventing flow speeds past the speed of sound over the wings. Modern airfoils are actually designed to have transsonic flow on the top. It's not super desirable to have transsonic flows on a wing not designed for it, but there have been occasions where it happened, and the planes survived. And e.g. the Bell X-1 had NO swept wings and went supersonic. However, a swept wing will experience less drag than a straight wing. Especially at high speeds the increase in wave drag is less prominent than in straight wings, and there you have again a perfect efficiency reason for (most) jets having swept wings and turboprops not. I'd love to see a series about the plane though, I liked the calm style of the video a lot, and the visualizations have been great, too.
Turbo-prop engine is more fuel efficient than turbo-fan engine on same distance per passenger. I guess, if we ever return to travel like we used to, propfan engines will see their rise and they will solve their noise levels fast (more efficient than turboprops). Horizontal stabilizer is on top of vertical due to prop wash and it is common for aircrafts with high wins/ engines or engines mounted on vertical stabilizer... Be-200, B727, An225, Tu154, Tu134, Atr42/72...
Had WestJet cancel a flight on me when they had like 5 whole snowflakes in Prince George airport. My ass weather condition, dash 8 will just blow through that like nothing! Guess what, 4 hours later on the same day, there's another flight scheduled already, with like 8 whole snowflakes now, it was able to fly out just fine. Guess what, they have an happy accident, cramming 2 flight of half load into one full load, what a wonderful surprise.
DeHaviland doesn't exist in the UK as it was folded into British Aerospace . DeHaviland Canada was set up to make the Mosquito during the war, but went independent with their own designs after. The Chipmunk, Beaver, Buffalo, Otter, Twin Otter, Dash 7 and then Dash 8/Q400 are all Canadian designs and not related to the Mosquito, Vampire and Horner (plus all the old funky English beauties of the pre war era). They essentially became two separate companies after WW2 and DeHaviland Canada was never really under control from the original DeHaviland family. DHC pretty much went to become a company that needed to make planes to be adapted to the reality Canada needed planes that could go anywhere in rough conditions and all those designs are STOL friendly and planes that are easily converted to cargo or are cargo carriers. The Q400 is passenger only but much of the ethos is still in the design from the rest of the family
5:26 careful careful my friend, this is aerodynamics 101; the horizontal stabilizers are there to counteract the moment of the main wing, therefore their LIFT vector goes DOWN, not up. //edit// I think I get where you were wanting to go with your explanation, but the graphical presentation was wrong. Bear with me: If the vertical stabilizer is in the stream of the engines, it will produce more lift. So far that is correct. However, if that were the case, the vertical stabilizer could simply compensate the extra lift by making it smaller by design. The reason this is not done is not because of the high airflow, but because of the hot exhaust gases which tend to ruin aircraft surfaces. Now the real reason why you don't fit horizontal stabilizers right behind the engines (which are usually mounted at the wings) is because of the risk of airflow disturbance of the wings to the horizontal stabilizers and therefore the potential to stall. You've touched on that after 06:00.
All this is more or less true about other turboprops, so what makes Dash 8 amazing, apart from the fact that it's pretty much the only one to have survived until today?
I love this airplane but the airlines seem to be getting rid of it and switching to pure jets. That may mean the beginning of the end of this aircraft and aircraft like it. I hope not but the writing seems to be on the wall. But it is a very fast turbo prop, so many kudos to the engineers!
i never liked then”q400“ marketing name. it was used to hide the fact this was a dash-8 at time turboprops had bad image. the Q is for “Quiet” simce itvjad new prop design and active noise reduction in fuselage to negate vibration from the props. i much prefer “Dash-8-400“ its real name.
Actually I didnt liked this airplane, also today on my trip was one landing in Zagreb, and I looked a little bit what for airplane model is, and Your explanation is superb, now i like the plane becuase of its specification,sorry for bad English.. but very goood video and Thanks mister :)
Horizontal stabilizers produce lift downwards when air flows over them. The plane would have a nose up moment, not down. Also, T-tails have WORSE stall characteristics.
It depends on the type of aircraft. A T tail usually gives a wider centre of gravity since the vestal stabilizer is swept and thus places the horizontal stabilizer further aft. T-tails usually only have deep stall characteristics in jets.. as turboprops creat enough propwash to eliminate that problem.
Really awesome! Love how the physics gets visualized in X-Plane 11! Have been really enjoying the Q4XP a lot these days! Definitely feel free to build a series on the Q400 design!
The Q400 is my favourite plane. I fly it with WestJet on most flights I take. One thing I've always found amazing about the Q400 is just how fast it is for a propeller-driven/turboprop aircraft. Its cruise speed of 667 km/h (414 mp/h), while slower than jets, is faster than the majority of propeller-driven/turboprop aircraft. The Q400 is a very common sight at my airport, Fort St John Regional Airport CYXJ. They are also very common in Canada, WestJet has 47 Q400's and Air Canada has 44 Q400's.
Yes, sometimes I get the q400 around BC or with flights to Alberta, all around good plane, short takeoff run and when they land you can feel when they reverse the prop pitch from pull to Push 😊 , 1 hour flights are just fine in these planes 🎉
First time on a Q400 was with Porter. Flying out of Billy Bishop. Sometimes I'll head down to the waterfront and just watch the Q400's land and take off from Billy Bishop.
Definitely a reason why the Q400 is superior in some aspects to e.g. the ATRs. But it also comes with a cost, since it is said to have the complexity of a jet with the speeds of a turboprop... Also super fast for a turboprop is/was the Saab 2000. Not built anymore, never a great commercial success (only 63 built), but definitely a beautiful plane, and she had a slightly higher speed than the Q400 but 6 years earlier.
Would love a more in-depth description on the aspect ratio, aerodynamics of different wing designs beyond the basics and from an Aero Engineer's perspective.
Correction - The horizontal stabilizer provides downforce for stability not lift - Additional airflow from the propellers causes the nose to pitch up - Not down.
Hi Max. Superb video. I'm a bumbling X-Plane user, but I'm interested in the details of airplanes and flight, and your explanation was outstanding: clear, concise and informative. The flight sim community really benefits from videos of this quality. Like others, I feel you deserve a huge subscriber base, so I'll join the team. Thanks very much!
I can't overstate how grateful I am for this comment. I always thought the internet was an unforgiving and harsh place, but because of people like you this couldn't be further from the truth. It's almost overwhelming, and inspires me beyond you can imagine. I'm going to try and pay your kindness forward both online and offline. Thank you Damon.
@@FlyByMax You're welcome. My compliments and appreciation are genuine. YT comments are much too often miserable, so for all us us, making the effort to be kind is important. The good human thing to do!
Im taking a QANTAS Dash 8 400 from Brisbane to Longreach tommorrow. I loved the F27 Friendship, which was much loved here in Australia. However, i think the Dash 8 is a great replecement for the Friendship. It has proved itself well.
Canberra to Sydney block times for Q400 are the same as 737/320 jets. Result of distance and shorter runway at Sydney allowing for Q400, lack of congestion and angle of runway, it points to Canberra. The Q400 lands basically when arrives with no competition for the runway. The jets have a longer route and competition for runway.
Small correction but if the horizontal stabilizer is behind the downwash if would cause it to generate more down force, not lift, since the airfoil shape is cambered upwards, so it would pitch nose up not nose down.
My first air-experience was in Bombardier Q400. U travelled with my family from Delhi to Dehradun. It usually takes 6 hrs from Bus and on this plane it was under 40 minutes.
Quick note: at 3:26 I mention that turboprops fly slower than jet aircraft. This is generally true, but I could have demonstrated it better by comparing True Air Speed (TAS) instead of Indicated Air Speed (IAS) as I did in the video. Comparing IAS is not a good idea since it is not your actual speed through the air, and it's also dependent on altitude. Long story short: since jet aircraft fly higher, this helps them in actually flying faster (even though IAS may give the impression you're flying slower). Thanks!
8:24 Thanks Max,
Great video about de Havillands latest VSTOL the elegant Q400. The Q400 is one of my favourite aircraft as well, and describing the plane as beautiful is no exaggeration. Like the other de Havilland greats, the Beaver, the Otter, and the Mosquito, the Q400 has a holistic design which creates an all-around resonance. You point out that it is this feature of mutual design integrity which brings all the praise.
I would love to hear about the Q400’s excellent safety record, its innovative noise-dampening system, and its ice management system. Lastly, doesn't this de Havilland deserve a better animal name?
Unless you are flying in the russian bear!
6 miles a minute EASILY vs 9 ... N O T that slow
Who told you that bs about the Dash 7 using 4 engines to reduce noise? It uses 4 engines to be powerful. It's an STOL aircraft
Good comparison, but you keep saying "much slower" than jets. This is true generally for many turboprops, but for the Saab 2000 and Q400, they fly at "near jet" speeds hence can be slotted into shorter routes with similar sector times to jets. The Q400 is just over 100 knots faster that the Dash 8-300. I love all of them. On the 737, we typically descend at 280 knots indicated, whereas on the Q400, it sometimes was 270-280. So its not your average slow turboprop.
A whole series on the dash 8 would be incredible!
you should have lived through the story. My dad started working in DHC back in 1962. and I was there when the Dash 8 series 100 rolled out... the people that were there, were awesome. they would talk to you about the next IMPROVEMENT. a bigger or longer dash 8. I saw the first take-off of all 5 versions. and it is sad to see them go
yes;
Holy crap. I'm in your video! At 1:36 the pilot in the right seat is me! I flew the Dash 7 for six and a half years. Great plane! Built like a tank.
Congrats bro!
I'm one of the lucky few to see Dash 7's regularly. Beautiful plane, and my dream is to work for Air Tindi so I can fly one in the near future!
🎉Is that u.....?
@@reynbalb4945 Of course it isn't him, and I say that with the total confidence of knowing who it really is; me.
Oh yeah, well I was in the left seat!😊
I am a frequent flyer on 400 Air Canada Express. Only problem what we run into quite often the lock of the luggage room. Sometimes the grand crew having difficult time to be able to fit all of the luggages and yes, we need to double the plane with a second 400, efficiency is gone. Other then that this little "Deery" is so much fun to fly and so cute! Yes, as you mentioned the braking power of the props reversing flow is amazing! Winter time on slippery runways is much much safer than the runners brake! Love this bird! ❤
youre never scared the propellers will stop turning?
You made a mistake at 5:27. You showed the horizontal stabiliser to create lift and raise the tail section, but in fact, the center of gravity is usually located in front of the center of pressure. The C of G pulls down, while the centre of pressure acts upwards as in lift (wings). This means that the horizontal stabilizer on the empennage section is mounted in such a manner as to put a downward pressure on the tail section, not up.
The point being made was that if the horizontal stabilizer was flush with the engines, the high speed air pushed backwards from the engines would pass over the horizontal stabilizers and the stabilizers themselves would create extra lift. The extra lift at the far rear of the aircraft would force the tail up and the nose down. Think of it as the center of pressure being moved further rearward causing the tail to lift.
@@jond3929 that’s the point, the horizontal stabilizer is an airfoil that is mounted upside down on most airplanes so that airflow creates a downward force on the tail, not upwards. So increase airflow would increase downwards pressure.
@@jond3929 Horizontal stabilizers make lift DOWNWARD. It would push the nose up, not down. That's simple aerodynamics.
The Dash 8 can do loop-the-loops, barrel rolls, stall climbs, steep bank turns, and high speed dives.
great. as if I wasn't already nervous to fly and always get put on a dash 8
Max, as you may know, hor-stabs are airfoils that are "flipped upside down" which create "lift" in the opposite direction, when sufficient airflow is flowing over and under it. Therefore what you'll have is a plane that tends to pitch up not down.
Since you mentioned the Twin Otter... I suggest you google am image of it again and look at where the hor-stabs are positioned on it... they are right in the flow of thrust generated by the props.
yeah lot of the info in this video was wrong, like at least do a research first.
Hi Max, nice work. I love the simplicity of the Dash-8, especially in the cabin - no fancy computer screens to interrupt casual conversation with fellow passengers. Ahh, what air travel used to be like.
Yes, please make a series. When the video was over I felt like I had watched the intro to a video and now the main content would begin. Please continue, this is so interesting :-)
Another good perk of the T tail is when i was towing them into the hanger it made it very easy to stack more planes over eachother. The anvs system gave this plane a lot of issues though as if you lost 4 or more attenuators from thd anvs system the system would become in-op. The problem with that is the propeller balancing system drew its data from the anvs system. There was 42 throughout the cabin and you would lose about one a day so it was a constant battle that inflated the maintenance cost. Another daily issue was the integrated blade cuff suffered wuite a lot off differential shrinkage at temps below 40F which lead to a large number of trailing edge cracks which either needed to be patched of replaced nightly. These blades also suttered from water ingress quite badly from those cracks which would lead to bubbles of water near the tip that would freeze and delaminate, this was also fixable but it was a very time consuming repair. The last issue with the blades was that was a phenolic liner under the blade pitch bering race in the hub side, which would rip often and sling grease all over the place. The greases would also cause the rubber for tge deice boots to soften so they would fatigue faster.
The landing gear was all right but you had to be strong enough to climb upleg to gain access to all the hydraulic equipment above usually laying on top of the down-lock.
Interrogating the EMU was interesting as it was bassed on the analogue interface from the origonal -8 to communicate faults. Bassically you would maintnance discrete switch on the engineers panel and the torque and rpm gauges would move to a position which corresponded to a fault and you as a mechanic had to know what guage fault was what.
Thanks for a glimpse into the aircraft mechanics view of the aircraft 😊
I agree with the other comments to develop an entire series to discuss the various aspects of the Q400 design. That would be awesome. You do a wonderful job of explaining the subject matter. Great work!!!!!!
Thank you!!
This deserves 50k subscribers at a bare minimum.
Thank you!
@@FlyByMax Yes sir, please keep the content coming. We'll spread the word!
An absolutely superb explanatory video. Clear, concise and highly professional. I would be delighted if you would continue to expand and develop the series. Top marks !
Thank you!
Keep doing such vids am really happy how u explained
I've flown on these all over Canada and often wondered about the details you are talking about. Thanks for teaching me about this and I'd love to watch subsiquent episodes
In high school my shop teacher told us that before he retired from dehaviland he worked as an engineer responsible for the landing gear design for the dash 8. I didn’t appreciate this at the time. His name was Mr Fraser, I don’t remember his first name. Really smart guy.
Beautifully condensed, Mac...More strength to you, in your future videos, to enhance the learning and comprehension of ppl who wish to learn👍
Thank you!
Great video ! We can feel a certain admiration of this aircraft in your voice that made your video again more interesting ! You deal with original topics it’s nice, I learnt a lot on the design choices of this Dash 8
I would be interested to see your playlist on aerodynamics :)
Just a remark,
3:28 maybe you should not have compared IAS for cruise speed because of the 10K feet differences, GS (and even TAS) would have been much more relevant to see how really big is the cruise speed difference between a turboprop and a turboreactor
Thank you :)) your remark is absolutely correct, and you're completely right, that would have made an even stronger point about the differences between the two. Thanks for teaching me something as well!
"Flight simulation is about learning". Finally someone said it! Thank you 🙂
Thanks!
Nice to see EBAW in your video, this is where i do my flight training
Wat zijn de kansen :) when I was recording I thought I had some scenery for it!
@@FlyByMax Are you Belgian by any chance? I see a lot of Brussels airlines and EBBR in your video's
@@beau4690 I am!
@@FlyByMax very nice, i definetly couldn't tell by your accent, you sound so english.
Anyways keep up the good work!
@@beau4690 I'm half-half, but my English is a little bit better than my Dutch (Vlaams), thanks!
The reason the Dash 7 has 4 props has almost nothing to do with noise. Like Dehaviland Canadas previous designs, the Caribou, Buffalo, Twin Otter, etc; the Dash-7 was designed and optimized for STOL performance. 4 engines were used because existing turbo prop engines of the day were either insufficient powerful or too large for 2 of them to generate the required maximum power for take off.
I love flying on the Dash 8 and always try to get a window seat near the wing just to watch the undercarriage in action!
Thank you Max, such awesome content mate. I would live to learn more, please keep up the great work 👍
Thanks so much!
The kind of video I didn't knew I needed until it started... Thank you!
I would definitely watch and surely enjoy a series on the Dash 8
25 years ago, almost half the flights at Seatac Airport were turboprops, typically Dash series. Their landing appearance was like bugs with dangling legs. Those days are long gone. 😊
Kindly continue with the Q400 series, awaiting more of your content
About to take off in a q400 in a few minutes :)
Very interesting details... I've been thining of getting this regional airliner, since I have no turboprop aircrafts. This coould be truly a game changer for me... Thanks for the info. 🙂
Yes me too. I couldn’t decide between a dash 8 and an E-bike…still can’t decide
The Skyking brought me here
RIP Skyking!
Me too. Rip. He sounded like a nice guy 🥹
It's an absolutely brilliant plane. A bit of a handful to fly in turbulence or to land smoothly, but that makes it more interesting & satisfying, too. And let's not forget, it is massively over-powered! In other than tropical air, it will hit VMO with an engine out!
Neatest thing about the Q400 is the implementation of NVH mitigation in the body of the aircraft to minimize prop noise.
How about a video as an introduction to DeHavilland Canada ( DHC)? You could introduce each of their models, i.e.,DHC-1, DHC-2, etc. Most of DHC’s line-up are focused on short field/utility/“bush” operations. They are a real Canadian success story! By the way, great video on the Q 400. Apparently the Q-400 is being used in air-tanker roles (water bombers) here in Northern Alberta, Canada. I haven’t looked into it’s capabilities in this role (another idea for a video!)
Great video and since its 2 years old i kinda was looking forward to watching some more of your dash 8 content. Unfortunately i saw your last video was a year ago.
I hope you are doing well.
Hi! Thanks for your comment. As it happens, I'm working on something big right now that should be published by the end of next month. Cheers :)
@@FlyByMax good to hear and can't wait!
Hi, new video is out :) ua-cam.com/video/pfTdJD2OakA/v-deo.html
I love this video, really informative and interesting. The Q4XP is definitely my favourite aircraft just so much more refreshing than the 737 or A320
Thanks!
Thanks max, I enjoyed your way of presenting and explaining 👍
I would really enjoy being a passenger in the Q400 if the seats weren't so cramped (in the Air Canada layout). They are very narrow and there is not enough legroom. If the seating were better, then it would be a lot of fun. Those props give it a really quick take-off, the low altitude and high wings make for great views on a clear day, even the wing seats get a good view once the bird is in the air. But the cramped seating makes it a miserable experience for a tall-ish guy like me, especially with some of the long routes that it gets used for in Canada.
Yep as some pointed out horizontal stabilizer's lift is angled downards not upwards. This allows a greater margin in where the center of gravity of the aircraft can be (forward of the wings). Why then, not angle both wing's and stabs' lift upwards, and have the center of gravity aft of the wings? Think of the landing gear config...
I took the Dash 8-400 for the first time with Air-Canada from Bathurst N-B to Montreal Qc. It was a 90 minutes flight, the flight it self went pretty good. The only complaint I have it the seat are thight.
series would be very cool!
pls cover the phenom 300, the gulfstream 550, and the falcon 8x. all of which are in xp11/12
Please do make a series out of this!
Australian Regional Arline Cabin Crew interview brought me here!
Dash-8 is 1 beautiful aircraft, with a high wing and high tail it is easily recognizable
I wish you created more content on this stuff! Come back!
Dash 7 & 8 would be awesome…air Tindi is the largest single operator of the rare type now. I was fortunate to ride in one back in the mid 80s on a flight to Penticton from YVR. Certainly the aircraft wasn’t breaking a sweat on that flight, but I am glad to say I have been on it. The Quad Otter.
I have flown on the Dash 7, fantastic machine. 4 Pt6 engines. smooth but slow.
Great video. I fly in the Q400 regularly and I'm interested in the Q designation. I assume they play the engine noise 180 degrees out of phase to cancel the noise, but my, it is a noisy aircraft. Especially when taxiing when there is a mid range whirring/growling sound on some of them.
You’re correct - Q designation means it’s equipped with the Active Noise/Vibration Suppression System (ANVS). However the vibration of a turboprop takes their toll on the sensors of the system and often the system is unserviceable or operating in a degraded mode.
The reason they used 4 engines on the Dash 7 wasn't noise, it was short field performance.
Hi, Can you please explain why Dash Q 400 features a significantly large horizontal tail (16.7 sq. m with much bigger volume coefficient of ~1.7 ) compared to ATR 72 (11.7 sq. m with volume coefficient of ~1.1)?
Excellent stuff….thank you
Come back loved the video want more!
I'm watching this dreaming that soon enough Majestic will bring their excellent Dash 8 to MSFS. They've announced the Q400 but also the smaller variants!
I'm watching this Aviation Video Topic on The Dash 8-400's The Dash 8 Family of Turboprops which I fly on back in the Day I hoped to fly on There Q400's Turboprops in the near future Awesome Video Man 100%
I love this plane.
I learned a lot, thank you
Dash 8-Q400 and the Airbus A220 (previously called C-series) were both created by Bombardier located in Montreal, Canada. They were then both individualy sold to two different companies. Q400 was acquired by De Havilland yet another Canadian company, and the C-series now known as the A220 was aquired by Airbus. Bombardier now only sell private corporate jets and they are the best at it.
Great video more please especially performance, I think this aircraft is superior to the ATR and hopefully is better at de icing.
I love the Dash 8, have been flying with her countless times before Air Berlin went bankrupt. One of the most underrated aircraft, when some passengers have been saying "oh, again one of those old propeller aircraft" when boarding a plane that was newer than some of the jets in the same airline's fleet...
But I'm not fully agreeing with all of your points in the video.
First, the high tail was the secondary cause for an accident with a Hawker Siddeley Trident, which due to a pilot error (pilot was unable to properly perform his duties due to a health issue) entered a deep stall, where the high tail was exactly in the wake of the wings. Granted, this depends a lot on the geometry of the aircrafts, and the Trident is a low wing aircraft. But also her tail is much less high due to the engines sitting on the fuselage in the back. Bottom line, it's not as simple as it seems in the first place.
Second, swept wings are not preventing flow speeds past the speed of sound over the wings. Modern airfoils are actually designed to have transsonic flow on the top.
It's not super desirable to have transsonic flows on a wing not designed for it, but there have been occasions where it happened, and the planes survived. And e.g. the Bell X-1 had NO swept wings and went supersonic. However, a swept wing will experience less drag than a straight wing. Especially at high speeds the increase in wave drag is less prominent than in straight wings, and there you have again a perfect efficiency reason for (most) jets having swept wings and turboprops not.
I'd love to see a series about the plane though, I liked the calm style of the video a lot, and the visualizations have been great, too.
Should’ve redeveloped the q300 series, would’ve had the regional/domestic turboprop market on lock
Good video thanks for your effort.
Just a fantastic plane!
comon do it, we want longer more detailed vids. love this channel.
Amazing channel
Turbo-prop engine is more fuel efficient than turbo-fan engine on same distance per passenger. I guess, if we ever return to travel like we used to, propfan engines will see their rise and they will solve their noise levels fast (more efficient than turboprops).
Horizontal stabilizer is on top of vertical due to prop wash and it is common for aircrafts with high wins/ engines or engines mounted on vertical stabilizer... Be-200, B727, An225, Tu154, Tu134, Atr42/72...
i would love to see more
Well done video!!! Thank you
the Q is my favourite!!! (q for quiet except NVS never works heheh)
I know atr 72 is not the same but it still got some similarities right?
Sheesh series on the dash 8? 😳😳
Terrific job!
Had WestJet cancel a flight on me when they had like 5 whole snowflakes in Prince George airport. My ass weather condition, dash 8 will just blow through that like nothing!
Guess what, 4 hours later on the same day, there's another flight scheduled already, with like 8 whole snowflakes now, it was able to fly out just fine.
Guess what, they have an happy accident, cramming 2 flight of half load into one full load, what a wonderful surprise.
The de haviland that gave us the Mosquito. The greatest aircraft of all.
DeHaviland doesn't exist in the UK as it was folded into British Aerospace . DeHaviland Canada was set up to make the Mosquito during the war, but went independent with their own designs after. The Chipmunk, Beaver, Buffalo, Otter, Twin Otter, Dash 7 and then Dash 8/Q400 are all Canadian designs and not related to the Mosquito, Vampire and Horner (plus all the old funky English beauties of the pre war era). They essentially became two separate companies after WW2 and DeHaviland Canada was never really under control from the original DeHaviland family.
DHC pretty much went to become a company that needed to make planes to be adapted to the reality Canada needed planes that could go anywhere in rough conditions and all those designs are STOL friendly and planes that are easily converted to cargo or are cargo carriers. The Q400 is passenger only but much of the ethos is still in the design from the rest of the family
@@marklittle8805 but still gave us mosquitoes
5:26
careful careful my friend, this is aerodynamics 101; the horizontal stabilizers are there to counteract the moment of the main wing, therefore their LIFT vector goes DOWN, not up.
//edit//
I think I get where you were wanting to go with your explanation, but the graphical presentation was wrong. Bear with me:
If the vertical stabilizer is in the stream of the engines, it will produce more lift. So far that is correct. However, if that were the case, the vertical stabilizer could simply compensate the extra lift by making it smaller by design. The reason this is not done is not because of the high airflow, but because of the hot exhaust gases which tend to ruin aircraft surfaces.
Now the real reason why you don't fit horizontal stabilizers right behind the engines (which are usually mounted at the wings) is because of the risk of airflow disturbance of the wings to the horizontal stabilizers and therefore the potential to stall. You've touched on that after 06:00.
Are they safe? I'm flying in one for the first time this weekene lol super nervous.
Extremely safe :) enjoy your trip!
@@FlyByMax thank you!
lol ''in one''
All this is more or less true about other turboprops, so what makes Dash 8 amazing, apart from the fact that it's pretty much the only one to have survived until today?
I love this airplane but the airlines seem to be getting rid of it and switching to pure jets. That may mean the beginning of the end of this aircraft and aircraft like it. I hope not but the writing seems to be on the wall. But it is a very fast turbo prop, so many kudos to the engineers!
i never liked then”q400“ marketing name. it was used to hide the fact this was a dash-8 at time turboprops had bad image. the Q is for “Quiet” simce itvjad new prop design and active noise reduction in fuselage to negate vibration from the props. i much prefer “Dash-8-400“ its real name.
Unfortunately, it just didn’t sell in North America to the same level as the other models.
"We all know how to operate the FMC on a 737"... Yeah of course we all do, that was the first thing I learnt in pre-school 🤣🤣
Actually I didnt liked this airplane, also today on my trip was one landing in Zagreb, and I looked a little bit what for airplane model is, and Your explanation is superb, now i like the plane becuase of its specification,sorry for bad English.. but very goood video and Thanks mister :)
Horizontal stabilizers produce lift downwards when air flows over them. The plane would have a nose up moment, not down.
Also, T-tails have WORSE stall characteristics.
It depends on the type of aircraft.
A T tail usually gives a wider centre of gravity since the vestal stabilizer is swept and thus places the horizontal stabilizer further aft.
T-tails usually only have deep stall characteristics in jets.. as turboprops creat enough propwash to eliminate that problem.
The part about stalling doesn't seem right. Q400s can enter deep stall.
Is this thresholds second channel?
No not at all, this is my (Max's) own channel. I also produce videos for Threshold though.
only channel cares about XP aerodynamics
"we all know how to operate the fmc of a 737, or how to fly a standard instrument arrival in an A320"
ummmm...
Until it has to land
Q400 is faster YYZ TO YUL than an A 320.
Really awesome! Love how the physics gets visualized in X-Plane 11! Have been really enjoying the Q4XP a lot these days!
Definitely feel free to build a series on the Q400 design!
Thank you! Glad you're enjoying Q4XP :)
The Q400 is my favourite plane. I fly it with WestJet on most flights I take. One thing I've always found amazing about the Q400 is just how fast it is for a propeller-driven/turboprop aircraft. Its cruise speed of 667 km/h (414 mp/h), while slower than jets, is faster than the majority of
propeller-driven/turboprop aircraft.
The Q400 is a very common sight at my airport, Fort St John Regional Airport CYXJ. They are also very common in Canada, WestJet has 47 Q400's and Air Canada has 44 Q400's.
My first Q400 flight was on a WestJet, a beautiful and powerful turboprop plane. 👍
@@Tjetz777 So Beautiful
Yes, sometimes I get the q400 around BC or with flights to Alberta, all around good plane, short takeoff run and when they land you can feel when they reverse the prop pitch from pull to Push 😊 , 1 hour flights are just fine in these planes 🎉
First time on a Q400 was with Porter. Flying out of Billy Bishop. Sometimes I'll head down to the waterfront and just watch the Q400's land and take off from Billy Bishop.
Definitely a reason why the Q400 is superior in some aspects to e.g. the ATRs. But it also comes with a cost, since it is said to have the complexity of a jet with the speeds of a turboprop...
Also super fast for a turboprop is/was the Saab 2000. Not built anymore, never a great commercial success (only 63 built), but definitely a beautiful plane, and she had a slightly higher speed than the Q400 but 6 years earlier.
Would love a more in-depth description on the aspect ratio, aerodynamics of different wing designs beyond the basics and from an Aero Engineer's perspective.
Correction - The horizontal stabilizer provides downforce for stability not lift - Additional airflow from the propellers causes the nose to pitch up - Not down.
I'm profoundly happy I found this channel. Honestly not even sure you could improve on this -- bravo!
Hi Max. Superb video. I'm a bumbling X-Plane user, but I'm interested in the details of airplanes and flight, and your explanation was outstanding: clear, concise and informative. The flight sim community really benefits from videos of this quality. Like others, I feel you deserve a huge subscriber base, so I'll join the team. Thanks very much!
I can't overstate how grateful I am for this comment. I always thought the internet was an unforgiving and harsh place, but because of people like you this couldn't be further from the truth. It's almost overwhelming, and inspires me beyond you can imagine. I'm going to try and pay your kindness forward both online and offline. Thank you Damon.
@@FlyByMax You're welcome. My compliments and appreciation are genuine. YT comments are much too often miserable, so for all us us, making the effort to be kind is important. The good human thing to do!
Loved the vid! Great stuff, keep up the good work! I love seeing new aviation content creators pop up
Thanks a lot!
Im taking a QANTAS Dash 8 400 from Brisbane to Longreach tommorrow.
I loved the F27 Friendship, which was much loved here in Australia.
However, i think the Dash 8 is a great replecement for the Friendship. It has proved itself well.
Canberra to Sydney block times for Q400 are the same as 737/320 jets. Result of distance and shorter runway at Sydney allowing for Q400, lack of congestion and angle of runway, it points to Canberra. The Q400 lands basically when arrives with no competition for the runway. The jets have a longer route and competition for runway.
Small correction but if the horizontal stabilizer is behind the downwash if would cause it to generate more down force, not lift, since the airfoil shape is cambered upwards, so it would pitch nose up not nose down.
My first air-experience was in Bombardier Q400. U travelled with my family from Delhi to Dehradun. It usually takes 6 hrs from Bus and on this plane it was under 40 minutes.
Unless they have made the cabin more comfortable to fly in as a passenger IT Sux. The most unfit plane to travel in 🤨
Now here's a question, why is it called the 'Q' 400? ;)
No idea how this vid popped up on my recommended but I'm glad it did! Subscribed, keep up the good work!
This means a lot, thanks for your kind words :)