Question for Q drivers

[cv990]

Q400 max TO is 65,400, MLW is 62,000, ZFW is 58,000.

Typically we burn around 900-1100pph per side in cruise depending on the profile we are using for that flight. I won't get in to how we determine cruise profiles, but those are the figures you will see at FL250 or 240. The numbers increase quite a bit lower down. TAS will be around 350, but I have been as high as 376. Typical climb to 250 on my last few trips: full load 13 minutes, half load 9 minutes in cold wx ex-YXJ. That is using a pitch climb of 10 degrees, then 5 degrees after we clean up, IAS around 230. Performance noticeably decreases in warmer wx.

TQ settings in cruise are around 55-65% depending on what fuel flow we set. IAS will be 210-240, but it will redline at 248 easily at FL250.

As for capacity, I did a trip couple days ago YVR-YXT (Terrace) filling in for a -300. We had 74 pax (full), 65 bags and just about 10000lbs gas, used YVR as an alternate. Normal ops YVR-YXJ uses YVR as an alternate. No way a -300 does that.

Just for interests sake: It will overspeed on one engine. The max I have been in normal ops: at FL250, 58% torque, fuel flow 1080 per side, TAS: 376, GS:488. Yes it was windy

[Big Pistons Forever]

what is a typical OEW ?

[Canoehead]

what is a typical OEW ?

Around 40.2K

[Localizer]

Canoehead,

Are you hearing FL270 on your end as well? ..

[Canoehead]

Yeah- not sure what all is involved but obviously a supplement (what's a Dash without another supp!?), and some changes to TCAS software.
It's not much, but it's better than nothing.

[Bede]

How come the Q400's always have the GPU plugged in for starts? I thought there was an APU.

[prop2jet]

In part, fuel savings. At Jazz, the APU is only to be used when necessary i.e they would rather the aircraft be connected to a sub standard power cart that seldom puts out what Bombardier recommends and ground air that does just about SWFA on short turns. I also understand that there is a design flaw as well such that if the aircraft were always being started with the APU there would likely be a higher rate of servicing required.

[JazzYVR]

Sorry to re-open this topic, but I have some questions for Q4 drivers as well.

Is it normal to take off with reduced torque whenever possible? Is 81% common?
What rpm/power setting is used in the climb?
Is MTOP ever used?
Are reduced NP landings common?

Thanks!

[Canoehead]

Sorry to re-open this topic, but I have some questions for Q4 drivers as well.

Is it normal to take off with reduced torque whenever possible?
Yes, unless first flight of day or other operational considerations

Is 81% common?
83% is the minimum RTOP we use

What rpm/power setting is used in the climb?
RPM for climb is 900, torque is whatever FADEC calculates is required for maximum climb power, or MCL as it's designated

Is MTOP ever used?
It's rare, but occasionally it is

Are reduced NP landings common?
Very common. The majority of landings are done with reduced Np. There are some operational restrictions and even airmanship might come into play (as much as it seems to be a dying art...) that could preclude an 850 landing

[av8ts]

Saw a Jazz Q400 taxi in in Toronto today with the left engine shutdown

[vanishing point]

Another "money-saving protocol" from the company.

I can't figure out how they went from "two-engine" taxi right into "one-engine-shutdown" taxi where before they wouldn't even do "one-prop-feathered" taxi like we do on the Classic.

[PositiveRate27]

Most likely an issue with that engine, no? I've never even seen them taxi with an engine feathered on the Q400, let alone shut down.

[countryhick]

I know there is/was a feasibility test wrt single engine taxi (ie fuel savings.....) on the Q, not sure if its SOP yet or still ongoing.

[DHC-1 Jockey]

Porter has been driving around with one engine shutdown for almost a year now I think. At least the times I saw them in YYZ due to IRROPS at YTZ.

[Canoehead]

SET-in (single engine taxi in) is now an approved procedure at Jazz on the Q.
SET-out is a possibility down the road, but it would require significant changes to current procedures.

[PositiveRate27]

Interesting. I haven't seen this YVR yet. I stand corrected!

[Canoehead]

It was official as of November 1. You will see it phase in slowly as people get comfortable with it I imagine. It's quieter, less vibration and saves gas. On the flip side I'm not sure what it will do to the brake use as it doesn't like to stop/slow with discing as well as with two running.

[JazzYVR]

What are the procedures for landing with anti-ice on? Does the INCR REF switch have to be selected? Can it be switched off during the approach once clear of icing?

Thanks

[prop2jet]

What are the procedures for landing with anti-ice on? Does the INCR REF switch have to be selected? Can it be switched off during the approach once clear of icing?

Thanks

If you are in icing conditions and there is no visible ice on the wings you may select Increase Ref to OFF. This scenario would likely present itself when on approach, in cloud SAT 5 or below but above 0. The procedure is really only of significant value when operating onto a shorter runway. Though it may be anecdotal, the proedure was requested by Porter given the length of runway at YTZ and impact of operational performance with the added speed. As far as I know, it is only approved in Canada.

[Plim Sole]

Don't forget you also need to be 'stable' which everyone coveniently forgets. So if you are VMC and we have to be stable by 500' then you can't go REF switch off below 500' otherwise you would have a 15/20Kt speed change which means you are no longer stable.