Dash 8-Q Series Flight Deck Issue 2 2014

8/17/2019 Dash 8-Q Series Flight Deck Issue 2 2014

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BOMBARDIER CRJ SERIES ISAR 2011-09

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Flying the “Approach” in a Dash 8/Q-Serie

AircraftDavid Monteith, Senior Accident Investigator at Bombardier Aerospace, breaksdown landings (without the scientific jargon).story, page 5

Dash 8/Q-Series

Flight DecIssue 2, 2014


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

Important Note:Operators concerned with the current validity and possible implications of a specific article

in Flight Deck should contact the Technical Help Desk:Toll Free North America: +1-844-CRC-CRC0 (+1-844-272-2720)

Direct: +1-514-855-8500email: [email protected] ).

- enter username and password and click on Login- select aircraft type in "For Aircraft Model"

- click on "Resources"- click on “Newsletters” - click on “Flight Deck”

- click on desired Flight Deck edition- click to open .pdf file

For additional information on any of the in-service items covered in the Flight Deck, please contact yolocal Bombardier Commercial Aircraft Field Service Representative, the Technical Help Desk or thappropriate staff member noted below:

Harlan Simpkins Q-Series Customer Liaison Pilot 1-416-375-4278 Abhilasha Singh Q-Series Customer Liaison Pilot

India 91-9167-366-183Reinhard Kistner Q400 Customer Liaison Pilot Munich 49-151-5822-5418Wally Warner Flight Test Engineering 1-416-375-3243Donald Band Flight Test Engineering 1-416-375-3846Brian Price Chief Pilot, Turboprops 1-416-373-7399

From the EditorFlight Deck is a technical newsletter written for the pilot community. It includes individualarticles that are written specifically for pilots, as well as selected presentations from the latesFlight Operations Steering Committee. It also provides updates regarding various other SteerCommittees, Forums and Conferences that are relevant to the pilot community. Flight Deck isintended to be read by all pilots in the operator’s organization. It is issued semi -annually.

If you would no longer like to receive this publication, if you have other names that you wouldlike us to add to our distribution list, or if you have any general questions regarding Flight De

please do not hesitate to contact me at: [email protected].

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This document is for information purposes only and is not part of any proposal and creates no contractual commitment. Informationin this report is Proprietary to Bombardier Inc. and Bombardier Commercial Aircraft. This report must not be reproduced or

distributed in whole or in part to a third party without prior express permission in writing from Bombardier Inc. Bombardier also doesnot necessarily endorse any of the advertisements appearing in this newsletter.

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The Technical Contact GuideYour Source for O erator Contacts and Bombardier Personnel Information

The Technical Contact Guide (TCG) presents operators with a concise list ofindividuals at Bombardier Aerospace responsible for providing front-line servica variety of disciplines. The TCG also presents a list of key technical, operationsand some top administrative personnel for each operator. The TCG is reissued aleast twice a year in electronic format only. It is available atwww.iflybombardier.com. To find it on the website, click on “Frequently AccessDocuments,” then click on Technical Contact Guide.

The accuracy and completeness of the TCG depends on the timely revision ofoperator/Bombardier personnel information regarding operator personnel, aircrtypes in service, and more. We count on our Customer Support Account ManageField Service Representatives, and the operators to provide updates as they hap

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 changes you would like to see right away, please forward them to: [email protected].

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 idiscrepancies 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 previoedition. It also provides updates regarding customer services and support initiatives within Bombardier. The ISAR is intended to be reain the operator’s organization who are concerned with maintenance support and operation of the aircraft.

If you cannot access the latest issue of the ISAR or would like to be added to the distribution list, please contact Adam Amato at:[email protected].

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CONTENTSFlight Deck Issue 2, 2014

GENERAL and TECHNICAL ARTICLES

01 – Flying the “Approach” in a Dash 8/Q-Series Aircraft All Dash 8/Q Series – page 5

02 – FOSC # 26 Summary: October 28 - 30,2014 in Toronto, OntarioAll Dash 8/Q Series – page 8

003 – Meet Reinhard Kistner, Bombardier’s Newest Q400 Customer Liaison PilotAll Dash 8/Q-Series – page 11

04 – Programs/Technical UpdateAll Dash 8/Q-Series – page 12

05 – Technical Publications UpdateAll Dash 8/Q-Series – page 14

06 – Avionics Update

All Dash 8/Q-Series – page 15

07 – Master Minimum Equipment List(MMEL)All Dash 8/Q-Series – page 19

08 – Portable Electronic Devices All Dash 8/Q-Series – page 25

0009 – Dash 8/Q100/Q200/Q300 Key Issue:Bio-Fuel Approval Dash 8/Q100/Q200/Q300 – page 28

6120 – Auto Feather System Failing to Arm onTakeoffAll Dash 8/Q-Series – page 29

FLIGHT OPERATIONS SERVICE LETTERS

Dash8/Q100/Q200/Q300 FOSLspage 30

Q400 FOSLspage 30

WHAT’S NEW

Bombardier and Nok Air Showcase the Carrier’s

86-seat Extra Capacity Q400 NextGen Aircraft inToronto Celebrationpage 31

www.iflybombardier.com Visit our website for eServices, operator service documents, news & events, resources, discussion,

forums, and much more

Please note that clicking on the underlined title ofany article will take you directly to that article.

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Applicability: All Dash 8/Q-Series

Written by: David Monteith, Senior Accident Investigator, Bombardier Aerospace

0001 Flying the “Approach” in a Dash 8/Q-Series Aircraft Back to Table of Conte

There have been many articles written over the yearsregarding the best manner to fly an approach.

The majority of these have been written in reference toflying ‘the heavies’ (airliner -sized jet aircraft). Thesearticles talk about the virtues of energy managementthrough appropriate airspeed additives that are used todeal with crosswind, turbulence and missed approachclimb requirements, as well as any other condition thatcould impact approach airspeed stability. This article iswritten with the intention of providing pilots withinformation that multi-engine turboprop aircraft such asthe Dash 8/Q-Series can and should be operated in amuch different manner. My background, although varied,

has been operations based, and I have been atBombardier (de Havilland prior to that) for 30 years. Ihave read many of these articles, written in a mannerthat was too scientifically based for a large percentageof readers. I intend to make this explanation much moreuser-friendly.

As mentioned earlier, a jet airliner is typically flown withadditional airspeed on the approach. This is used (ifnecessary) as a means of energy management. Tounderstand why, we need to appreciate a jetliner'sreaction time. Simply put, in order to change the

required amount of lift a jetliner wing is generating, aother things being equal, the airspeed must be

increased. This requires (again, all other things beingequal) an increase in thrust from the engines. It cantake up to eight seconds to increase engine thrust froidle to take-off power. It also takes time for the aircrafto accelerate and the airspeed to increase in responsto the thrust increase. By employing speed additives,pilot can trade the extra speed to initiate a climb whennecessary, before the wing is moving fast enough toprovide the extra lift needed to climb. Thus the speedadditives compensate for the slow reaction time of th

jet.

Many people view turboprops as technologically-oldaircraft. In fact, nothing could be further from the truth

All Western-made aircraft built in a comparable era,whether turboprop or jet, are technologically (avionicsadvanced structures, etc.) similar. Moreover, turboproengines are significantly more fuel-efficient than their counterparts, making them preferable for operations shorter routes. Although all of these aircraft are subjeto the same aerodynamic principles, the manner inwhich the energy state of the Dash 8/Q-Series can bemanaged is considerably different than that of


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a jet. The origin of this 'paradigm shift' lies with theconcept of “powered lift;” the result of the propellerslipstream providing an immediate response in lift ordrag, induced by propeller blade angle changesassociated with POWER lever management.

In order to understand the following, it must beremembered that a Dash 8/Q-Series aircraft delivers

negative thrust from its propellers at powers close toFlight Idle. The negative thrust is a result of the (fullyarticulating) propeller blades set to a flat pitch. Thisresults in blanking the airflow over the wing aft of thepropeller and thereby reducing the lift over this sectionof the wing. If the need arises for positive energy, thiscan be accomplished by a simple push of the powerlevers. The turboprop engine will also take as long toaccelerate as the jetliner, but the increase in lift over theaffected area of the wing occurs instantaneously due tothe movement of the propeller blades.

The wing section that was blanked by the flat pitch ofthe propeller blades is immediately awash in airflowwhen the power levers are advanced, before the enginehas even had a chance to generate any additionalpower. Thus, without increasing forward airspeed of theaircraft, there is more lift being generated. As the powerof the engine increases, it is transmitted into thepropeller blades, which now increase air flow over theaffected wing surfaces, producing additional lift. Thisphenomenon allows the Dash 8/Q-Series approachspeed to be much lower, while maintaining thenecessary safety margins for both handling and

performance characteristics of the aircraft.Why is this important? As explained previously, flyingan approach in a jetliner with excess airspeed maysometimes be a necessary evil; however, any increaseabove VREF will ultimately require extra distance to stopthe aircraft. There are a significant number of incidentsand accidents, classified as ‘overruns’ occurringbecause the aircraft used up more distance to stop thanwas available on the destination runway. There are

many complicating issues on any given runwayexcursion and it is not my intention to dwell on any ofthese issues; however, excessive airspeed is always athe forefront in the list of causal factors of theseaccidents. Excessive airspeed will not only createlonger deceleration distances, but it will also contributto longer airborne distances (float) and effectivelyshorten the runway. Due to the magic of “powered lift

speed additives on approach are unnecessary in theDash 8/Q-Series. A simple throttle-push will normallyproduce an increase in lift beyond what is needed tocorrect the flight path of the aircraft during approach.

Approaches in today’s world are conducted in a mannthat is ref erred to as a “Stabilized Approach,” from1,000 feet AGL to the ground. In this environment, thenecessary pilot actions during the approach areminimized to allow the crew to concentrate onmaintaining the appropriate approach airspeed andglidepath. Whatever airspeed is chosen for a particula

approach, any excess speed should be reduced to VRby 200 feet AGL, and the touchdown, in idealconditions, should be conducted to reduce the speedbelow VREF from 50 feet to the touchdown point.

As an example, in a recent safety investigation itbecame apparent that the crew had ‘modified’ theirapproach glidepath, increasing their descent rate by300 feet per minute (FPM) and flying the approach 20kts higher than the appropriate VREF. This resulted in aincreased rate of descent at touchdown of an addition200 FPM. The crew's modifications to the approach

profile accounted for an 80 per cent increase in the raof descent.

The graph on the following page shows the landingdistance information for a Dash 8 Series 311. Thegreen line represents the Factored Landing Distance(all time-related actions of a typical landing areaccounted for and included in the corrected data), andcompares relative Landing Distances that areunfactored, at both V REF and VREF+10.


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The bottom line is that a Dash 8/Q-Series aircraft canbe safely flown at the prescribed VREF speeds in virtuallyany conditions. Any additional speed that you add willincrease the landing distance, as well as increase thesink rate during the approach, heightening the risk of anadverse event.

So the next time you go flying, remember the mostbasic of aviation principles: accept no unnecessaryrisk.


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Contributed by: Reinhard Kistner, Q400 Customer Liaison Pilot (Munich)

0002 FOSC # 26 Summary: October 28 - 30, 2014 in Toronto, Ontario

Dash 8/Q-Series FOSC # 26 was held from October28 - 30 at Bombardier ’s Toronto facility. 36 participantsrepresenting Bombardier customers from numerouscontinents attended the event, which saw three days ofconstructive exchanges of opinions and advice on howto use the aircraft effectively, as well as discussions onthe latest information pertinent to the Dash 8/Q-Series pilot community.

Day 1

Q-Series Customer Liaison Pilot (CLP) HarlanSimpkins opened the FOSC, greeting participants andintroducing new members of the CLP staff. Forenhanced regional service for its customers,Bombardier now has myself, Reinhard Kistner, basedat its Munich RSO in Europe, and Abhilasha (Abby)Singh at its Mumbai RSO in India.

Following Harlan’s opening remarks, Abby reviewedthe agenda and logistics. Bob Duffield, Senior Director,

Technical Services, also welcomed attendees andgave a presentation on Bombardier ’s new companystructure.

Programs Director Manny Casola presented aPrograms and Sales Update, which included marketinvestment information that demonstrated the Q400 ’s seat cost advantage over competitors. He alsoinformed the audience about current and futureprojects in the Programs department. Colleague Davidde Rose then presented directly afterwards, delvingdeeper into specific issues and initiatives (page 12).

Back to Table of Contents

Anton Pop from Bombardier Engineering gave arun-through of the new Flight Efficiency Manual,available free of charge for all customers. JustinTiplady from Porter went further into detail on this froman operator ’s point of view and showed the vast fuel-saving possibilities when using the various climb, cruiand descent options.

In the final session of Day 1, Harlan Simpkins spoke oFOQA/FDM, as not all customers had used these datin the past. Harlan had asked operators prior to theFOSC to present the three most prominent problemsthey encounter when interpreting the data from FDM. lengthy discussion was then had regarding commonfixed values set by the operator, and what constitutesnoteworthy event.

Susan McHaffie of QantasLink gave a briefing on hardlandings and tail touch issues. She showed evidence an observable tendency wherein after one such eventpilots are more likely to lean towards the opposite

extreme (e.g. after a tail-touch event, there is often anincrease in hard landings).

Day 2

Bombardier’s Ahsan Memon began Day 2 with apresentation on MMEL and MELP issues (page 19).The different approving agencies, including TransportCanada (TC), the FAA and EASA each have particulaways of handling MMEL items; this is the main reasonthat 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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same time. Whereas one agency handles MMEL topicsimmediately whenever they arise, other agencies onlylook at the MMEL in longer intervals. EASA requiresAFM Supplements for changes, whereas the others donot. Until now, the EASA edition of the MMEL was onlya Supplement to the TC edition. Going forward, therewill be a complete EASA document, which will speedup the volume editions and make them more

user-friendly.

Paul Kelly, Co-chair of the FOSC, followed Ahsan’spresentation by introducing Flybe’s CAA-approvedmeans of letting flight crews perform crew resets atoutstations.

Harlan then introduced the current state of AFMrevisions for the Q100, Q200, Q300, and Q400 , andJudy Donegan, Manager, Q-Series TechnicalPublications, then gave an update on her department(page 14).

A new agenda topic during this FOSC dealt with cabinitems. Operators were asked to inquire with their staffabout problems they had experienced in the cabinarea, and these passenger convenience items werebrought forward to Bombardier for enhanceddiscussion and possible rectification.

Day 3

Mike Michalski and Norm Matheis from UniversalAvionics gave a very knowledgeable presentation ontheir products, the advantages of their latest software

and a general brush-up about LNV/VNV. Flight Safetyalso introduced their learning centre programs.

As the event began to near its end, Piyush Gandhi,Co-chair of the FOSC, praised the event’s new formatwhich is now being directed by operators more thanever before. He liked the atmosphere between theattendees and Bombardier, which he stated was

growing increasingly relaxed and co-operative.

Operators were very happy with Bombardier ’s limitatioof 1,000 feet for single engine approaches for all typesIn the past, this had been different for different modelswith inconsistent wording between the types.

Various other operator questions and requests werefielded on Day 3, leading to potential document/manuaupdates and enhanced clarifications. For example, anoperator request for clarification regarding whether alow-voltage battery could be charged using a GPU wasdiscussed and answered on the spot (the answer,

given by Bombardier Systems experts, was yes).

The FOSC then closed with an optional factory tour foanyone in attendance who was interested.

FOSC # 26 was considered a large success for bothBombardier and our customers. Very few itemsremained unanswered or unclear, and operatorsappeared quite satisfied with how Bombardier handledtheir 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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Applicability: Q400

0003 Meet Reinhard Kistner, Bombardier’s Newest Q400 Customer LiaisonPilot

Reinhard Kistner has been in aviation for a considerable

time: 21 years as an Officer and Military Pilot in theGerman Air Force flying jets, followed by 18 years with

Augsburg Airways. At Augsburg, he was a Type RatingInstructor and Examiner, as well as Technical Pilot for theQ400 fleet. In addition to his military flying, he collectedmore than 11,000 hours on the various Dash 8/Q-Series models. This should come in handy in Reinhard’s new role as the newest member of the Bombardier CustomerLiaison Pilot (CLP) staff. Stationed at the Munich RegionalSupport Office, he will support our customers in Europeand Africa.

“After a long career on the customer side of the airlineindustry, I know well what the airlines need and want. I amlooking forward to sharing my experience for the benefit ofboth our customers and Bombardier.”

Reinhard also places a great emphasis on teamworkwithin the operator and pilot community.

“The various Dash 8/Q-Series operators are not competingagainst each other,” he says. “Each airline has its ownmarket, so sharing quality operating practices is the keygoal that we are trying to achieve with the FlightOperations Steering Committee (FOSC). I see my role asa Customer Liaison Pilot as that of a mediator andsupporter. Through regular customer visits, thisimprovement process will continue throughout the year inorder to achieve optimum use of a great product.”

If you have any questions for Reinhard or would just like tosay hello, you can contact him at:[email protected]


Reinhard joins Bombardier after 21 years inthe German Air Force and 18 years with

Augsburg Airways.

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FOSC Presentation – Bombardier Aerospace

Presentation by: David de Rose, Aircraft Programs

0004 Programs/Technical Update

Back to Table of Content

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 cabinarea for ease of use by cabin crew.

2-3 Wireless Access Points (WAPs) utilizing 802.11a/b/g/n and transmitting on both2.4GHz and 5.2 GHz to distribute broadband network content to passenger ’s PersonalElectronic Devices (PEDs).

9 inch touch screen cabin crew interface device – allows operational control of thesystem. The device also contains maintenance functions.

A 3G GSM Cell Modem to allow offload of onboard credit card purchases when theaircraft pulls into a gate. The device is also used for IFE system health monitoring and twirelessly 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 hardw

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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Presentation by: Judy Donegan, Manager, Q-Series Technical Publications

0005 Technical Publications Update


Aeroplane Operating Manual (AOM) Update

AOM: Revision 9 - Revision Date: February 28, 2014 Revision 10 - Revision Date: April 30, 2014 Revision 11 - Revision Date: July 4, 2014 Revision 12 - Revision Date: currently being released:

We are splitting the DOT and FAA versions. Was DOT/FAA Metric and DOT/FAA Imperial.

Requirement for some specific FAA content: o DOT Imperial o DOT Metric o FAA Imperial o FAA Metric

End users just need to update their manuals with the revised pages from Revision 12.

AFM/QRH/AOM Integration

Status: We are continuing to work on keeping AFM, AOM and QRH aligned. The Integrated Flight Manual (IFM) Project will do this automatically.

The plan is for Q400 Flight Documentation to move into the IFM Platform.

Project Analysis regarding Q400 integration into the IFM has begun: It will improve time required to author changes into the flight manuals. It will help improve the quality of documentation content by ensuring alignment between manuals. It will provide the ability to deliver SGML, XML. It will provide hyperlinking in Navigator and Bombardier’s Flight Deck application

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

Flight Deck Application

Bombardier’s paperless cockpit solution “Flight Deck” was formally launched for all CRJ Series platforms imid-2014.

Work is currently underway on a Q400 Solution, with the goal of having a working prototype by the end of2014.

AFM Change - Email Notification

Technical Publications has submitted a request to our IT department to develop notification email functionfor changes to Flight Manuals on www.iflybombardier.com, similar to that currently in place for TemporaryRevisions.

An update on progress will provided at the next FOSC meeting.

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Presentation by: Clare Miller, Bombardier Avionics

0006 Avionics Update

Back to Table of Content

FMS Software Development Plan

SCN 1000.5 Latest Q400 -approved FMS software is SCN 1000.5.

SCN 1000.8 Incorporates numerous bug fixes and improved final approach segment lateral tracking as a customer

request.

Planned Q1 2015 approval.

SCN 1001.1 The plan is to include numerous fixes and improvements, including Bombardier RNP AR functions. Initial Development is in progress (FMS SCN 1001.1 based on SCN 1001.0 TSO’d in September 2014) Final SCN 1001.1 testing and approval pending customer commitment for RNP AR


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

0007 Master Minimum Equipment List (MMEL)

Back to Table of Conten

MMEL Revision 22 was released April 2014. This revision incorporated MMEL TRs 138 to 146 inclusiveaddition, 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 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 addresan additional 3 items. The remaining two items will be addressed in 2015.

TCCA MMEL Updates 2014

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


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2442

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 137inclusive, as well as TR 139. In addition, Rev. 6 includes one new MMEL item and 10 revised MMEL item

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

on, were released in June 2014. MMEL TRs 141 to 146 inclusive, referencing AFM Supplement 113 for dispatch unpressurized with bleed

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

configuration. 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 item

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 beaddressed in 2015.


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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 MMEitems.

An electronic DHC-8 100, 200, 300 FAA FOEB MMEL Industry Pre-Meeting took place September 24, 20 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 MMEitems.

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 theCS-MMEL, are tentatively scheduled to be released in the fourth quarter of 2014. EASA MMEL SupplemeRevision 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 OutMMEL 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 deadlineimposed by EASA.

There is no requirement for an EASA MMEL for out-of-production aircraft and so no EASA MMEL documewill 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 M

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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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, amonitoring 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 byBombardier management for internal MMEL items.

MMEL Delegation to OEMs:

Meetings between various OEMs and regulatory authorities have been taking place to determine OEMauthority for making changes to the MMEL document. Continuous discussions with EASA are ongoing todefine what constitutes a minor and major MMEL change. OEMs would only be allowed to address minorchanges.

Progress made with EASA would then be brought to TCCA and FAA to request the adoption of a similarprocess.


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Contributed by: Peter Bootsma Engineering

0008 Portable Electronic Devices


Reference 1: Transport Canada Advisory Circular (AC) 700-005 Issue 3: Use of Transmitting (TPEDS) anNon-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 Transmitte

(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 ofpassenger-operated devices.

Operator needs to determine that TPEDS and Non-TPEDS will not cause interference with aircraft system

Non-TPEDS generate spurious electromagnetic emissions by the fact that they are powered. Thesespurious emissions can couple into aircraft communication and navigation systems through the receivingantennas, 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 andlanding.

Transport Canada Advisory Circular (AC) 700-005 Issue 3 (Reference 1) provides guidance to air operatoregarding a national exemption related to the use of non-transmitting portable electronic devices (Non-TPEDS) 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 w

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-TPEimmunity is assessed in terms of “Front Door Cou pling” and “Back Door Coupling.” The information thatfollows 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 navigatio

and communication receiver antennas.


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Q400 Back Door Interference Assessment:

FAA document InFO 13010SUP Section 1.1 contains five questions regarding the Back Door interferenceassessment. In the case of the Q400 , a “YES” can be added to Question 4: The Q400 Aircraft Type Certifor 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 SpecialConditions, and a “YES” is applicable to all phases of flight identified in Step 1 of the Analysis and Mitigatitable 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 Interferenc Assessment. In the case of the Q400, a “YES” can be added to Question 3 ONLY: The Q400 aircraftsystems function with Catastrophic, Hazardous and Major failure conditions and are NOT documented tomeet 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 sect

4 to demonstrate that the Q400 possesses adequate interference path loss (front door coupling test) fromthe 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: T

Q400 systems with Catastrophic, Hazardous and Major Failure condition are documented to meet theinterference 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 addition

front door interference assessment. A Service Letter will provide a summary of the Q400 Front Door and Back Door Interference Assessmen

in relation to questions posed in FAA InFO13010SUP, and also provide a link to the Front Door TestProcedure 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 t

the gate, terminal or dock provided the operation of the cell phones is shown to have no implications on thsafety 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 andwhere 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 operatoregarding 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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Applicability: Dash 8/Q100/Q200/Q300


0009 Dash 8/Q100/Q200/Q300 Key Issue: Bio-Fuel Approval


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 lin

This is not currently considered to be a top operational priority, however it demonstrates Bombardier’senvironmental 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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Applicability: Q400

Past ISAR Article

Contributed by Ilan Rousso, Technical Help DeskReference: ATA 6120, AFM 4-1-7 A/F select and A/F testOriginally Published: Dash 8/Q-Series ISAR-2014-06

Auto Feather System Failing to Arm on Takeoff

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 poor 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

fault will prevent the Auto Feather System from arming. A fault can also be set if one or both engines are shut dowwith 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 Feathsystem 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.

6120


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DASH 8/Q-SERIES 100/200/300 FLIGHT OPERATIONS SERVICE LETTERS All published Flight Operations Service Letters are available through the customer portal .www.iflybombardier.comFOSL Rev ATA SUBJECT

32-030 B 3200 Landing Gear


Q400 FLIGHT OPERATIONS SERVICE LETTERS All published Flight Operations Service Letters are available through the customer portal .www.iflybombardier.com

FOSL Rev ATA SUBJECT

- - -- -- None since last Flight Deck release

Dash 8/Q-Series Flight Operations Service Letters

Back to Table of ContenThe FOSLs below were released after the issuance of the last Flight Deck, Issue 1, 2014 on June 26, 2014.

UPDATED: 201 4-1 1-2 0


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Reference: Bombardier Aerospace Press Release, September 30, 2014

Bombardier and Nok Air Showcase the Carrier’s

86-seat Extra Capacity Q400 NextGen Aircraft inToronto Celebration

On September 30, Bombardier Commercial Aircraftand Thailand’s premium low-cost airline, Nok Air,showcased the carrier’s second Q400 NextGen turboprop at Bombardier’s Toronto facility. Theextra-capacity aircraft, the only commercial

turboprop capable of comfortably accommodating86 passengers, will join Nok Air’s fleet as part of apurchase agreement for up to eight Q400 NextGen airliners, six of which are firm.

Bombardier executives and employees hosted NokAir representatives as well as local and Thai mediaduring a celebratory event surrounding thecolourfully-painted Q400 NextGen turboprop. Theevent opened with a cheerful dance performancesurrounding the aircraft.

“While our 86-seat Q400 NextGen turboprops arepositioning us to offer increased capacity onalready popular routes, they will also allow us togrow into new destinations while increasing ourprofitability,” said Patee Sarasin, Chief Executive,Nok Air. “We are eager for the Q400 NextGen aircraft to enter service and to offer our passengersan improved, more comfortable cabinenvironment.”

“As it makes regional air service more convenientand accessible to travelers in South East Asia, Nok

Air will certainly showcase beautifully the flexibilityand productivity of the extra capacity Q400NextGen turboprop – always with the fun andfriendly hospitality for which Thais, and particularly

Nok Air, are known,” said Frank Baistrocchi, RegionalVice President, Sales, Asia-Pacific, BombardierCommercial Aircraft.

“We are confident that the aircraft’s unbeatably lowseat-mile costs and superior performance will be keyassets to Nok Air’s bold growth strategy, and wecouldn’t be prouder to be associated with such aforward-thinking airline.”

“We again extend our appreciation to Nok Air forintroducing the Q400 NextGen airliner to the regionand launching the 86-seat version, and we lookforward to a long future of strong friendship andcollaboration,” he added.

WHAT’S NEW

The song “Happy” provided a wonderful soundtrack for

dancers during the celebration.