BO MB A RD IE R CR J SE RI E S I S A R 2 0 1 1 - 09

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
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Operators concerned with the current validity and possible implications of a specific article
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Q-Series Customer Liaison Pilot

India
Q-Series Customer Liaison Pilot
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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 operators 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:
adam.amato@aero.bombardier.com.

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:
customer.info@aero.bombardier.com.

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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, Bombardiers

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

WHATS NEW
Bombardier and Nok Air Showcase the Carriers
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

Back to Table of Contents

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 todays 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 Bombardiers 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 Harlans opening remarks, Abby reviewed
the agenda and logistics. Bob Duffield, Senior Director,
Technical Services, also welcomed attendees and
gave a presentation on Bombardiers new company
structure.
Programs Director Manny Casola presented a
Programs and Sales Update, which included market
investment information that demonstrated the Q400s
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 operators 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
Bombardiers 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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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 Ahsans

presentation by introducing Flybes CAA-approved
means of letting flight crews perform crew resets at
outstations.

Operators were very happy with Bombardiers 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 events 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, Bombardiers Newest Q400 Customer Liaison

Pilot

Applicability: Q400

Back to Table of Contents

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 Reinhards 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:
Reinhard.Kistner@aero.bombardier.com

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0004

Programs/Technical Update

FOSC Presentation Bombardier Aerospace

Back to Table of Contents

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 passengers 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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0005

Technical Publications Update

FOSC Presentation Bombardier Aerospace

Back to Table of Contents

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 Bombardiers Flight Deck application

We will continue to keep you updated as we move forward with the conversion.

Flight Deck Application

Bombardiers 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

Back to Table of Contents

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 TSOd in September 2014).
Final SCN 1001.1 testing and approval pending customer commitment for RNP AR <0.3.

FMS / RNP Update

Current navigation approvals are summarized in the chart on the following page.
RNP AR 0.3/0.3 currently has Transport Canada approval using SCN 1000.5.
RNP AR < 0.3 will require an FMS software update and Transport Canada involvement (currently in
development). Ref. SCN 1001.1.
Note RNP APCH may have a:
o LPV minimum (LP not supported by Q400).
o LNAV/VNAV minimum.
o LNAV minimum.
RNP AR APCH is an independent approval from RNP APCH.

As an operator request, HGS IRU (LTN 101 installed by STC) RNP AR Supplement compatibility
statements are being investigated.
Current Bombardier RNP AR approval is based on Honeywell Laseref VI IRU, chosen due to LTN 101
obsolescence issues.
Update FMS compliance to latest FAA AC 20-138 C/D planned. Current Q400 standard is AC 20-138A.
This may impact some functions.

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EGPWS/TAWS

Currently installed Honeywell MKV EGPWS is obsolete and replaced by MKV-A.

An LPV Glideslope Low Deviation Alerting Function is required for EASA LPV approvals, per AMC 20-28
and latest FAA AC 20-138B,C,D (current Q400 standard is AC 20-138A).
The MKV-A obsolescence will be used to consider development of the LPV monitor to support EASA and
latest FAA LPV approach approvals.
The intent is to provide Mode 5 glideslope low deviation alerting on an LPV approach, similar to the
GPWS/TAWS alert during ILS operations.
Glideslope Low Deviation Alerting Function is also a recommended function for LNAV/VNAV approaches.
Interchangeable MKV-A approval is planned for 2015, pending supplier negotiations.
LPV monitor approval likely to follow, but is pending Honeywell schedule negotiations.

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ADS-B Out

Initial ADS-B Out approval came in June 2014. AFM Supplement 115.
Latest EASA standard (CS ACNS) used as certification basis.
Will support CASA, EASA, FAA, ICAO ADS-B approvals with single FMS.
Compatible with both Honeywell and ACSS TCAS systems installed on Q400, Supplements 33 & 106,
respectively.
A follow-on transponder software update is planned for approval in 2015.
Retrofit will be required for delivered aircraft.

Functional Overview of ADS-B OUT System

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BOMBARDIER DASH 8/Q-SERIES FLIGHT DECK ISSUE 2, 2014

0007

Master Minimum Equipment List (MMEL)

FOSC Presentation Bombardier Aerospace

Back to Table of Contents

Applicability: All Dash 8/Q-Series

Presentation by: Ahsan Memon, Bombardier SES R&M Engineering

TCCA MMEL Updates 2014

For the DHC-8 100, 200, 300 MMEL, as of October 24, 2014:

MMEL Revision 22 was released April 2014. This revision incorporated MMEL TRs 138 to 146 inclusive. In
addition, there was one new MMEL item and 13 revised MMEL items added.
MMEL TR 147 (Beta Lockout) was released in April 2014.
MMEL TRs 148 to 153, referencing AFM Supplement 113 for dispatch unpressurized with bleed air on,
were released in June 2014.
DHC-8 100, 200, 300 MMEL Revision 23 is tentatively scheduled to be released in the fourth quarter of
2014. This revision will incorporate MMEL TRs 147 to 153 inclusive, as well as eight new MMEL items and
an additional five revised MMEL items.
Five of the 2013 DHC-8 100, 200, 300 MMEL WG Top 10 items have been closed. Revision 23 addresses
an additional 3 items. The remaining two items will be addressed in 2015.

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For the DHC-8 400, as of October 24, 2014:

TCCA MMEL Revision 6 was released in June 2014. Revision 6 incorporated MMEL TRs 134 to 137
inclusive, as well as TR 139. In addition, Rev. 6 includes one new MMEL item and 10 revised MMEL items.
MMEL TR 140 Windshield Heat was released in June 2014.
MMEL TRs 141 to 146 inclusive, referencing AFM Supplement 113 for dispatch unpressurized with bleed air
on, were released in June 2014.
MMEL TRs 141 to 146 inclusive, referencing AFM Supplement 113 for dispatch unpressurized with bleed air
on, were released in June 2014.
MMEL TRs for ADS-B Out are being prepared, as well as MMEL TRs for the new 86-passenger
2442configuration. They are expected to be released in the fourth quarter of 2014.
DHC-8 400 TCCA MMEL Revision 7 is to be released later this year. Rev. 7 includes six new MMEL items
and 25 revised MMEL items.
Revision 7 addresses seven items from the 2013 DHC-8 400 MMEL WG Top 10 List (the Top 10 List was
first created in 2013). One of the Top 10 items is already closed, and the remaining two items will be
addressed in 2015.

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BOMBARDIER DASH 8/Q-SERIES FLIGHT DECK ISSUE 2, 2014

FAA MMEL Updates - 2014

For the DHC-8 100, 200, 300, as of October 24, 2014:

The next revision of the FAA MMEL, Revision 25, will contain four new MMEL items and 17 revised MMEL
items.
An electronic DHC-8 100, 200, 300 FAA FOEB MMEL Industry Pre-Meeting took place September 24, 2014.
A face-to-face DHC-8 100, 200, 300 FAA FOEB Meeting took place November 5, 2014 in Lakewood,
California.

For the DHC-8 400, as of October 24, 2014:

The next revision of the FAA MMEL (Revision 8) will contain seven new MMEL items and 29 revised MMEL
items.
An electronic DHC-8 400 FAA FOEB MMEL Industry Pre-Meeting took place October 27, 2014.
A face to face DHC-8 400 FAA FOEB Meeting will be taking place December 10, 2014 in Lakewood
California.

EASA MMEL Updates - 2014

EASA DHC-8 400 MMEL Supplement Revision 6, and changes to the MMEL Preamble to match the
CS-MMEL, are tentatively scheduled to be released in the fourth quarter of 2014. EASA MMEL Supplement
Revision 6 will reference TCCA MMEL Revision 5.
Once Supplement 6 is released, TCCA MMEL TRs 141 to 146 (Bleed Air On) as well as the ADS-B Out
MMEL TRs will be reviewed by EASA for inclusion with the EASA MMEL Supplement.
The new DHC-8-400 EASA MMEL document will be published before the December 18, 2015 deadline
imposed by EASA.
There is no requirement for an EASA MMEL for out-of-production aircraft and so no EASA MMEL document
will be produced for the DHC-8 100, 200, 300.

MMEL Working Group Update

For the DHC-8 aircraft, as of September 15, 2014:

104 new requests were added since January 2014.

86 MMEL requests have been closed since January 2014.
40 additional MMEL requests will be closed when DHC-8-400 MMEL Issue 7 and DHC-8 100, 200, 300 MMEL
Issue 23 are released later this year.

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The following were identified as the 2014 DHC-8 100, 200, 300 Top 10 List at the MMEL WG

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The following were identified as the 2014 DHC-8 400 Top 10 List at the MMEL WG

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BOMBARDIER DASH 8/Q-SERIES FLIGHT DECK ISSUE 2, 2014

General MMEL Information

Monitoring System to Improve MMEL Proposal Process Timeline:
To keep the MMEL changes on track to the committed time frames for review, approval and publishing, a
monitoring system is being put in place to give better visibility of MMEL changes.
This monitoring system will be reviewed by management at TCCA for TCCA MMEL actions and by
Bombardier management for internal MMEL items.
MMEL Delegation to OEMs:

Meetings between various OEMs and regulatory authorities have been taking place to determine OEM
authority for making changes to the MMEL document. Continuous discussions with EASA are ongoing to
define what constitutes a minor and major MMEL change. OEMs would only be allowed to address minor
changes.
Progress made with EASA would then be brought to TCCA and FAA to request the adoption of a similar
process.

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BOMBARDIER DASH 8/Q-SERIES FLIGHT DECK ISSUE 2, 2014

0008

Portable Electronic Devices

FOSC Presentation Bombardier Aerospace

Back to Table of Contents

Applicability: All Dash 8/Q-Series

Contributed by: Peter Bootsma Engineering

Reference 1: Transport Canada Advisory Circular (AC) 700-005 Issue 3: Use of Transmitting (TPEDS) and
Non-Transmitting Portable (Non-TPEDS) Electronic Devices (April 14, 2014).
Reference 2: FAA InFO 13010SUP: FAA Aid to Operators for the Expanded Use of Passenger PEDS
(June 9, 2014).
Reference 3: RTCA DO307: Aircraft Design and Certification for Portable Electronic Device (PED)
Tolerance.
PEDS fall into two main categories: Non-Intentional Transmitters (Non-TPEDS) and Intentional Transmitters
(TPEDS).
Example of TPEDS: remote-control toys, two-way radios, cell phones, satellite phones.
Examples of Non-TPEDS: computing equipment, cameras, radio receivers, electronic games and toys.
No airworthiness standards, maintenance standards or performance standards exist regarding use of
passenger-operated devices.
Operator needs to determine that TPEDS and Non-TPEDS will not cause interference with aircraft systems.
Non-TPEDS generate spurious electromagnetic emissions by the fact that they are powered. These
spurious emissions can couple into aircraft communication and navigation systems through the receiving
antennas, or couple directly into aircraft wiring and equipment.
TPEDS generate spurious emissions as well as intentional emissions (at their frequency of operation).
Coupling mechanism into aircraft systems is similar to Non-TPEDS.
Non-Transmitting Portable Electronic Devices (Non-TPEDS): Q400

Current regulations (US and Canada) prohibit the use of Non-TPEDS during takeoff, climb, approach and
landing.
Transport Canada Advisory Circular (AC) 700-005 Issue 3 (Reference 1) provides guidance to air operators
regarding a national exemption related to the use of non-transmitting portable electronic devices (NonTPEDS) on board aircraft during all phases of flight including takeoff, climb, approach and landing.
FAA InFO 13010SUP (Reference 2) provides similar guidance for air operators in the US.
TC ACC 700-005 Issue 3 also states that FAA InFO 13010SUP (Reference 2) provides the air operator with
suitable guidance for evaluating the use of Non-TPEDS during all phases of flight.

FAA Document InFO 13010SUPP

Provides the operator with guidance to help assess the aircraft for Non-TPED immunity. Aircraft Non-TPED
immunity is assessed in terms of Front Door Coupling and Back Door Coupling. The information that
follows provides this assessment for the Q400:
Back Door Coupling: RF energy radiates from the PED and couples directly into the aircraft electrical
and electronic equipment and associated wiring.
Front Door Coupling: RF energy radiates from the PED and couples directly into the aircraft navigation
and communication receiver antennas.

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BOMBARDIER DASH 8/Q-SERIES FLIGHT DECK ISSUE 2, 2014

Q400 Back Door Interference Assessment:

FAA document InFO 13010SUP Section 1.1 contains five questions regarding the Back Door interference
assessment. In the case of the Q400, a YES can be added to Question 4: The Q400 Aircraft Type Certified
or system installed that meets Transport Canada, FAA and EASA HIRF Special Conditions).

Bombardier Position:
The Q400 meets the criteria for Back Door tolerance based on meeting TC, FAA and EASA HIRF Special
Conditions, and a YES is applicable to all phases of flight identified in Step 1 of the Analysis and Mitigation
table shown in Section 2 of FAA InFO 13010SUP.
Q400 Front Door Interference Assessment:

FAA document InFO 13010SUP Section 1.2 contains three questions regarding the Front Door Interference
Assessment. In the case of the Q400, a YES can be added to Question 3 ONLY: The Q400 aircraft
systems function with Catastrophic, Hazardous and Major failure conditions and are NOT documented to
meet the interference path loss requirements of DO-307/DO-294.

Bombardier Position:
Bombardier recommends conducting aircraft level testing/analysis in accordance with RTCA DO-307 section
4 to demonstrate that the Q400 possesses adequate interference path loss (front door coupling test) from
the PED to the aircraft radio receiver antenna installation.
WestJet successfully completed a Front Door Coupling Assessment on a Q400 in September 2014.
The test was carried out in Calgary by the Electronic Test Center.
WestJet agreed to provide a copy of the Test Procedure and Report to Bombardier in support of all Q400
operators.
The data will allow Q400 operators to add a YES to Question 2 in Section 1.2 of FAA InFO13010SUP: The
Q400 systems with Catastrophic, Hazardous and Major Failure condition are documented to meet the
interference path loss requirements of DO-307.
Proposed Implementation for Use of Non-TPEDS During all Phases of Flight.
Bombardier to update Q400 Service Letter (DH8-400-SL-01-001) regarding Portable Electronic Devices.
Applicable to all Q400 configurations to date. Extended Cargo configuration will likely require an additional
front door interference assessment.
A Service Letter will provide a summary of the Q400 Front Door and Back Door Interference Assessment
in relation to questions posed in FAA InFO13010SUP, and also provide a link to the Front Door Test
Procedure and Test Report.
Q400 operators can use this information to obtain approval from their local airworthiness authority.
Operators must also address operational procedures related to the use of Non-TPEDS.
Transmitting Portable Electronic Devices (TPEDS): Q400

Currently, the FAA permits passengers to use cell phones while the aircraft is on the ground at the gate.
Furthermore, the air operator may permit their usage once the aircraft is off the active runway and taxiing to
the gate, terminal or dock provided the operation of the cell phones is shown to have no implications on the
safety of the aircraft. The use of TPEDS is prohibited during all other phases of flight.
Current regulations in Canada prohibit the use of TPEDS on aircraft when the engines are running and
where the device may impair the functioning of aircraft systems or equipment.
Transport Canada Advisory Circular (AC) 700-005 Issue 3 (Reference 1) provides guidance to air operators
regarding a national exemption related to the use of Transmitting Portable Electronic Devices (TPEDS)
onboard aircraft during the taxi-in to gate, terminal or dock phase of flight.
Other countries and civil aviation authorities may have different operating rules and policies.

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Testing of TPEDS for use during taxi-on phase of flight.

Carry out an aircraft level source/victim EMI test in which all aircraft systems normally powered during the
taxi-in phase (potential victims) are evaluated for susceptibility against the source item (cell phone
transmissions).
Transport Canada Advisory Circular (AC) 700-005 Issue 3 identifies two acceptable approaches:
a) Test may be performed using cell phones representing different technologies and different
manufacturers (guidance is given in TC AC 700-005 Issue 3),
OR
b) Use of simulated test waveforms representing the various cell phone technologies in accordance
with the information provided in RTCA DO-294C.

Bombardier is aware of three Q400 operators who have completed testing in accordance with approach
b) simulated waveforms.
Aircraft systems performed with no susceptibilities except during communication from the flight attendant
handset to the cabin. At some frequencies, flight attendant communication was not legible, resulting in a test
failure. Similar results occurred in all three test programs.
Bombardier is working with Thales in an attempt to resolve the audio problem.
Some Q400 operators are investigating the use of Wi-Fi systems that will be installed in the aircraft to
provide that service.

Non-TPEDS: Q100/Q200/Q300
Q100/Q200/Q300 Back Door Interference Assessment:

FAA document InFO 13010SUP Section 1.1 contains five questions regarding the Back Door interference
assessment. In the case of the Q100/Q200/Q300, a YES would be added to Question 5: The
Q100/Q200/Q300 aircraft type certified or system installed prior to HIRF Regulatory Specifications in 1987.
Back door tolerance is not demonstrated. Additional assessment or testing is required.

Q100/Q200/Q300 Front Door Interference Assessment:

FAA document InFO 13010SUP Section 1.2 contains three questions regarding the Front Door interference
assessment. In the case of the Q100/Q200/Q300, a YES would be added to Question 3 ONLY: The
Q100/200/300 aircraft systems function with Catastrophic, Hazardous and Major failure conditions and are
NOT documented to meet the interference path loss requirements of DO-307/DO-294.
Front Door tolerance is not demonstrated. Hazard assessment or testing is required.
Bombardier to initiate further discussions with Transport Canada regarding FAA document InFO 13010SUP
in relation to Q100/Q200/Q300 aircraft.

TPEDS: Q100/Q200/Q300
Testing of TPEDS for use during taxi-on phase of flight.
Carry out an aircraft level source/victim EMI test in which all aircraft systems normally powered during the
taxi-in phase (potential victims) are evaluated for susceptibility against the source item (cell phone
transmissions).
Transport Canada Advisory Circular (AC) 700-005 Issue 3 identifies two acceptable approaches:
a) Test may be performed using cell phones representing different technologies and different manufacturers
(guidance is given in TC AC 700-005 Issue 3),

OR
b) Use of simulated test waveforms representing the various cell phone technologies in accordance with the
information provided in RTCA DO-294C.

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0009

Dash 8/Q100/Q200/Q300 Key Issue: Bio-Fuel Approval

FOSC Presentation Bombardier Aerospace

Back to Table of Contents

Applicability: Dash 8/Q100/Q200/Q300

Status

Project proceeding well.

Documentation being collected from vendors.
CMMs to be updated.
This initiative was a Core Engineering committment to approve Bio-Fuel across all Bombardier product lines.
This is not currently considered to be a top operational priority, however it demonstrates Bombardiers
environmental engagement.

Key Activities/Findings
Fuel System:

No issue regarding gauging error as mentioned in UTAS email. Now waiting for official CM.

APU:

No issue as per HS CM provided for APU APS 100 and APS 500.

P&WC 120 Engine:

Initiated the process of revising the Approved Fuels task in the MM.
Target date of publishing a TR for the revised Approved Fuels task under review.

Roadblocks/Next Steps

Complete the documentation activities.

Request operator participation in a demonstration flight.
Operator to provide aircraft and fuel source information.
Compile the flight data with documentation for AEROC submission to TC.

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BOMBARDIER DASH 8/Q-SERIES FLIGHT DECK ISSUE 2, 2014

6120

Auto Feather System Failing to Arm on Takeoff

Past ISAR Article

Applicability: Q400
Contributed by Ilan Rousso, Technical Help Desk
Reference: ATA 6120, AFM 4-1-7 A/F select and A/F test
Originally Published: Dash 8/Q-Series ISAR-2014-06

Operators are reporting occurrences of the Auto Feather System failing to arm during takeoff.
An investigation has found that in some of those occurrences, prior to takeoff, the pilots had reset the electrical power
or pulled a circuit breaker of an unrelated aircraft system that was actually related to the Input/Output Module
(IOM)/Input/Output Processor (IOP).
If one of the IOMs/IOPs loses power while the Auto Feather System is selected, a fault can be latched in the PEC. This
fault will prevent the Auto Feather System from arming. A fault can also be set if one or both engines are shut down
with the Auto Feather switch in the select position.
Pilots are advised to reset the Auto Feather System by deselecting Auto Feather and then carry out an Auto Feather
system test in the event that:
- An engine was shut down with Auto Feather Selected.
- An IOP/IOM C/B was pulled when the Auto Feather system was selected.
- Electrical power is interrupted with the Auto Feather System selected.
This action will clear the PEC fault and allow the Auto Feather system to properly arm.

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Dash 8/Q-Series Flight Operations Service Letters

The FOSLs below were released after the issuance of the last Flight Deck, Issue 1, 2014 on June 26, 2014.

Back to Table of Contents

UPDATED: 2 0 1 4 - 1 1 - 2 0

DASH 8/Q-SERIES 100/200/300 FLIGHT OPERATIONS SERVICE LETTERS

All published Flight Operations Service Letters are available through the www.iflybombardier.com customer portal.

F O SL
32-030

Rev ATA SUBJECT

B 3200 Landing Gear
Back to Table of Contents

Q400 FLIGHT OPERATIONS SERVICE LETTERS

All published Flight Operations Service Letters are available through the www.iflybombardier.com customer portal.

F O SL
--

Rev ATA SUBJECT

--- None since last Flight Deck release

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BOMBARDIER DASH 8/Q-SERIES FLIGHT DECK ISSUE 2, 2014

WHATS NEW

Bombardier and Nok Air Showcase the Carriers

86-seat Extra Capacity Q400 NextGen Aircraft in
Toronto Celebration
Reference: Bombardier Aerospace Press Release, September 30, 2014
On September 30, Bombardier Commercial Aircraft
and Thailands premium low-cost airline, Nok Air,
showcased the carriers second Q400 NextGen
turboprop at Bombardiers Toronto facility. The
extra-capacity aircraft, the only commercial
turboprop capable of comfortably accommodating
86 passengers, will join Nok Airs fleet as part of a
purchase agreement for up to eight Q400 NextGen
airliners, six of which are firm.
Bombardier executives and employees hosted Nok
Air representatives as well as local and Thai media
during a celebratory event surrounding the
colourfully-painted Q400 NextGen turboprop. The
event opened with a cheerful dance performance
surrounding the aircraft.
While our 86-seat Q400 NextGen turboprops are
positioning us to offer increased capacity on
already popular routes, they will also allow us to
grow into new destinations while increasing our
profitability, said Patee Sarasin, Chief Executive,
Nok Air. We are eager for the Q400 NextGen
aircraft to enter service and to offer our passengers
an improved, more comfortable cabin
environment.
As it makes regional air service more convenient
and accessible to travelers in South East Asia, Nok
Air will certainly showcase beautifully the flexibility
and productivity of the extra capacity Q400
NextGen turboprop always with the fun and
friendly hospitality for which Thais, and particularly

The song Happy provided a wonderful soundtrack for

dancers during the celebration.

Nok Air, are known, said Frank Baistrocchi, Regional

Vice President, Sales, Asia-Pacific, Bombardier
Commercial Aircraft.
We are confident that the aircrafts unbeatably low
seat-mile costs and superior performance will be key
assets to Nok Airs bold growth strategy, and we
couldnt be prouder to be associated with such a
forward-thinking airline.
We again extend our appreciation to Nok Air for
introducing the Q400 NextGen airliner to the region
and launching the 86-seat version, and we look
forward to a long future of strong friendship and
collaboration, he added.

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