Q400 flying in YYC and YYZ
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Q400 flying in YYC and YYZ
Does anyone know what destinations we'll see on the Q400 out of YYC??? Similar routings to the RJ100/200's??? When will they be online in YYC??? What are the most common destinations for flights on the Q out of YYZ? Thanks everyone, have a good one!
Re: Q400 flying in YYC and YYZ
I heard that the Q400's are now planned for Feb 2013 to be on the pilot rosters. AC October schedules should reflect this new flying me thinks... 
Re: Q400 flying in YYC and YYZ
Here's the official word on the rollout of the Q400 from YYC:
Calgary-Fort McMurray February, 2013
Calgary-Regina February, 2013
Calgary-Saskatoon February, 2013
Calgary-Yellowknife April, 2013
Calgary-Grande Prairie March, 2013
Calgary-Victoria March, 2013
Calgary-Edmonton March, 2013
http://aircanada.mediaroom.com/index.php?s=43&item=590
Calgary-Fort McMurray February, 2013
Calgary-Regina February, 2013
Calgary-Saskatoon February, 2013
Calgary-Yellowknife April, 2013
Calgary-Grande Prairie March, 2013
Calgary-Victoria March, 2013
Calgary-Edmonton March, 2013
http://aircanada.mediaroom.com/index.php?s=43&item=590
Re: Q400 flying in YYC and YYZ
For those of you who have had the opportunity to fly both the Q400 and the classic D8's, what's the Q400 like to fly in comparison (handling on the ground, flight characteristics, T/O's + landings, things you like/dislike over the classic 8's, etc).
Re: Q400 flying in YYC and YYZ
It's still a Dash... someone just parked it too close to the 705 during mating season 
DeHavilland wanted the common type thing to work, so there are several things that you just have to accept as being silly and carry on. The folks coming off the RJ generally compare performance to the 705 (at least up to the higher altitudes).
Takeoff and landing speeds are much higher, controls are heavier (not a nice hand-flying machine). Climbs well at 240KIAS. Unlike the 100/300, you will have a significant cruise speed range (ie: observe the 5% TAS rule). 250/200KT speed limits are now more than just a far off goal, even on one engine. Energy management is a concept that you need to keep in mind.
System-wise, the pressurization is fully automatic, the air conditioning works well (new airplanes though... give it time). FADEC is nice and smooth. Handles ice pretty good, but that wing is more critical than the classics, so AOM discipline is important. And if you thought the other Dash's are a pain in the ass to trim, sorry to disappoint, but this thing is horrid. Landing it is still nice on a wet runway, but its not generally the shopping cart off the curb anymore. That saying is now reserved for flying in turbulence.
The airplane really is a nice machine, but you need to be on top of it or things could get out of control fast, as we saw in BUF.
DeHavilland wanted the common type thing to work, so there are several things that you just have to accept as being silly and carry on. The folks coming off the RJ generally compare performance to the 705 (at least up to the higher altitudes).
Takeoff and landing speeds are much higher, controls are heavier (not a nice hand-flying machine). Climbs well at 240KIAS. Unlike the 100/300, you will have a significant cruise speed range (ie: observe the 5% TAS rule). 250/200KT speed limits are now more than just a far off goal, even on one engine. Energy management is a concept that you need to keep in mind.
System-wise, the pressurization is fully automatic, the air conditioning works well (new airplanes though... give it time). FADEC is nice and smooth. Handles ice pretty good, but that wing is more critical than the classics, so AOM discipline is important. And if you thought the other Dash's are a pain in the ass to trim, sorry to disappoint, but this thing is horrid. Landing it is still nice on a wet runway, but its not generally the shopping cart off the curb anymore. That saying is now reserved for flying in turbulence.
The airplane really is a nice machine, but you need to be on top of it or things could get out of control fast, as we saw in BUF.
