View source for Engineering:De Havilland Canada Dash 8

{{Short description|Canadian turboprop airliner (1983– )}}
{{Copy edit|date=January 2024|for=MOS:REALTIME wording throughout article, grammar, style, cohesion, tone, or spelling}}
{{Use Canadian English|date=March 2020}}
<!-- Current manufacturer's name is "De Havilland", not "de Havilland". -->
<!-- This article is a part of Wikipedia:WikiProject Aircraft. Please see Wikipedia:WikiProject Aircraft/page content for recommended layout. -->
{|{{Infobox aircraft begin
| name = Dash 8<br/>Q-Series
| image = Airberlin Q400 (cropped).jpg
| caption = Air Berlin Q400
}}{{Infobox aircraft type
| developed into = 
| type = [[Engineering:Regional airliner#Turboprop regional aircraft|Turboprop regional airliner]]
| manufacturer = {{unbulleted list
  |de Havilland Canada (1983–1992)<!--Note that lower case d is correct for the former company-->
  |Bombardier Aerospace (1992–2019)
  |De Havilland Canada (2019–present)<!--Note that upper case D is correct for the current company-->}}
| national origin = {{wipe|Canada}}
| first flight = June 20, 1983
| introduced = 1984 with NorOntair
| status = In production<br>(suspended, 2022–{{circa|2033}}, pending new facility)
| retired = 
| primary user = [[Company:QantasLink|QantasLink]]
| more users = {{unbulleted list|WestJet Encore|Air Canada Express|PAL Airlines|Widerøe}}<!--Limit is three TOTAL in "more users" field. The largest air carriers in numbers of aircraft operated are listed.-->
| produced = 1983–2005 (-100)<br />1995–2009 (-200)<br />1989–2009 (-300)<br />1999–present (-400)
| number built = 1,258 (as of March 31, 2019)<ref name="statusreport"/>
| developed from = [[Engineering:De Havilland Canada Dash 7|de Havilland Canada Dash 7]]
| variants with their own articles = 
}}
|}

The '''De Havilland Canada DHC-8''',<ref>{{cite web|url=https://wwwapps.tc.gc.ca/saf-sec-sur/2/nico-celn/c_d.aspx?lang=eng&amp%3baprv_num=A-142&amp%3bISU_NUM=41&amp%3bSTART_DATE=2019-06-01&amp%3bAUTH_DESC=&amp%3bDESC=&amp%3bFRGN_NUM=&amp%3baprv_type=TA&amp%3bPARTS_NUM=&amp%3bid_num=1146|format=PDF|title=Type Certificate Data Sheet A-142|date=2019-06-01|access-date=2019-09-07|author=<!--Not stated-->|website=Transport Canada}}</ref> commonly known as the '''Dash 8''', is a series of [[Engineering:Turboprop|turboprop]]-powered [[Engineering:Regional airliner|regional airliner]]s, introduced by de Havilland Canada (DHC) in 1984. <!--history--> DHC was bought by [[Company:Boeing|Boeing]] in 1988, then by Bombardier in 1992, then by Longview Aviation Capital in 2019; Longview revived the De Havilland Canada brand.<!--ref name="DHC2019Sale"--><!--design--> Powered by two Pratt & Whitney Canada PW150s, it was developed from the [[Engineering:De Havilland Canada Dash 7|Dash 7]] with improved cruise performance and lower operational costs, but without [[Engineering:STOL|STOL]] performance. <!--variants--> The Dash 8 was offered in three sizes: the initial Series 100 (1984-2005) and the more powerful Series 200 (1995-2009) with 37-40 seats, the Series 300 (1989-2009) with 50-56 seats, and Series 400 (1999-Present) with 68-90 seats. The '''QSeries''' (Q for quiet) are post-1997 variants fitted with [[Engineering:Active noise control|active noise control]] systems.
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Per a property transaction made by Bombardier prior to the 2019 sale to DHC, DHC had to vacate its Downview, Toronto, manufacturing facility in August 2022, and {{As of|2023|August|lc=y}} is planning to restart Dash 8 production in Wheatland County, Alberta, by no later than 2033.

==Development==
===Initial development===

[[File:De Havilland Canada DHC-8-102 Dash 8 at 1984 Farnborough Airshow.jpg|thumb|In DHC colours at Farnborough in  1984]]

In the 1970s, de Havilland Canada had invested heavily in its [[Engineering:De Havilland Canada Dash 7|Dash 7]] project, concentrating on [[Engineering:STOL|STOL]] and short-field performance, the company's traditional area of expertise. Using four medium-power engines with large, four-bladed propellers resulted in comparatively lower noise levels, which combined with its excellent STOL characteristics, made the Dash 7 suitable for operating from small in-city airports, a market DHC felt would be compelling. However, only a handful of air carriers employed the Dash 7, as most [[Place:Regional airline|regional airline]]s were more concerned about the operational costs (fuel and maintenance) of four engines, rather than the benefits of short-field performance.

In 1980, de Havilland responded by dropping the short-field performance requirement and adapting the basic Dash 7 layout to use only two, more powerful engines. Its favoured engine supplier, Pratt & Whitney Canada, developed the new PW100 series engines for the role, more than doubling the power from its PT6. Originally designated the PT7A-2R engine, it later became the PW120. When the Dash 8 rolled out on April 19, 1983, more than 3,800 hours of testing had been accumulated over two years on five PW100 series test engines.
The Dash 8 first flight was on June 20, 1983.

Certification of the PW120 followed on December 16, 1983.<ref>{{cite web |url= http://wwwapps.tc.gc.ca/saf-sec-sur/2/nico-celn/c_d.aspx?lang=eng&aprv_num=E-19&ISU_NUM=46&START_DATE=2017-10-20&AUTH_DESC=TC&DESC=&FRGN_NUM=&aprv_type=TA&PARTS_NUM=&id_num=1180 |publisher= Transport Canada |title= Type certificate Data Sheet number E-19 |date= 2017-10-20}}</ref>

[[File:De Havilland Canada DHC-8-102 Dash 8, NorOntair AN1305956.jpg|thumb|The first Dash 8 delivered, to NorOntair]]

The airliner entered service in 1984 with NorOntair, and Piedmont Airlines, formerly Henson Airlines, was the first US customer the same year.

===DHC resale===

In 1986, [[Company:Boeing|Boeing]] bought the company in a bid to improve production at DHC's Downsview Airport plants,<ref name="nytimes1987">{{cite news |last1=Burns |first1=John F. |title=A Boeing Overhaul in Canada |url=https://www.nytimes.com/1987/06/15/business/a-boeing-overhaul-in-canada-888.html |work={{wipe|The New York Times}} |date=15 June 1987 |access-date=29 January 2019 |archive-url=https://web.archive.org/web/20190129183043/https://www.nytimes.com/1987/06/15/business/a-boeing-overhaul-in-canada-888.html |archive-date=29 January 2019 |url-status=live }}</ref> believing the shared production in Canada would further strengthen their bargaining position with the Canadian government for a new Air Canada order for large intercontinental airliners.{{Citation needed|date=April 2008}} Air Canada was a crown corporation at the time, and both Boeing and [[Company:Airbus|Airbus]] were competing heavily via political channels for the contract. It was eventually won by Airbus, which received an order for 34 A320 aircraft; allegations of secret commissions paid to Prime Minister of Canada Brian Mulroney are today known as the Airbus affair. Following its failure in the competition,{{Citation needed|date=April 2008}} Boeing immediately put de Havilland Canada up for sale. The company was eventually purchased by Bombardier in 1992.<ref name="nytimes1992">{{cite news |last1=Farnsworth |first1=Clyde H. |title=Bombardier Agrees to Buy De Havilland From Boeing |url=https://www.nytimes.com/1992/01/23/business/company-news-bombardier-agrees-to-buy-de-havilland-from-boeing.html |work=The New York Times |date=23 January 1992 |access-date=29 January 2019 |archive-url=https://web.archive.org/web/20180304113220/http://www.nytimes.com/1992/01/23/business/company-news-bombardier-agrees-to-buy-de-havilland-from-boeing.html |archive-date=4 March 2018 |url-status=live }}</ref>

===Q-Series, -400===
[[File:Dash 8 in planform arp rotated 03.jpg|thumb|A Q400 planform view]]
{{multiple image
| align = right
| direction = vertical
| width = 220
| image1 = Dash 8-300 cockpit.jpg
| caption1 = Early 300 cockpit
| image2 = Q400 flight deck.jpg
| caption2 = Modern Q400 cockpit
}}

The market for new aircraft to replace existing turboprops once again grew in the mid-1990s, and DHC responded with the improved "Series 400" design.

All Dash 8s delivered from the second quarter of 1996 (including all Series 400s) include the Active Noise and Vibration System designed to reduce cabin noise and vibration levels to nearly those of jet airliners. To emphasize their "Q"uietness, Bombardier renamed the go-forward production of Dash 8 models as the Q-Series turboprops (Q200, Q300, and Q400).<ref>{{cite journal |url= https://jcaa.caa-aca.ca/index.php/jcaa/article/download/1288/1028 |title= Paassenger Cabin Noise Comfort Evolution of the Dash-8Q |author= Acoustics and Vibration Group |volume= 28 |number= 3 |year= 2000 |journal= Canadian Acoustics |access-date= 2018-11-15 |archive-url= https://web.archive.org/web/20181115153852/https://jcaa.caa-aca.ca/index.php/jcaa/article/download/1288/1028 |archive-date= 2018-11-15 |url-status= live }}</ref>

The last Dash 8-100, a -102, was built in 2005.

In April 2008, Bombardier announced that production of the remaining classic versions (Series Q200 and Q300) would be ended, leaving the Series Q400 as the only Dash 8 still in production. Production of the Q200 and Q300 was to cease in May 2009.<ref>{{cite news |url= http://www.flightglobal.com/news/articles/bombardier-to-discontinue-q200q300-in-2009-222827 |date= April 8, 2008 |title= Bombardier to discontinue Q200/Q300 in 2009 |work= Flight Global |access-date= November 14, 2018 |archive-url= https://web.archive.org/web/20150408045517/http://www.flightglobal.com/news/articles/bombardier-to-discontinue-q200q300-in-2009-222827/ |archive-date= April 8, 2015 |url-status= live }}</ref>

A total of 671 Dash 8 classics were produced; the last one was delivered to Air Nelson in May 2008.<ref>[http://www.airfleets.net/listing/dh8-14.htm "Dash 8: Complete list"]. {{Webarchive|url=https://web.archive.org/web/20081203212415/http://www.airfleets.net/listing/dh8-14.htm |date=2008-12-03 }} ''Airfleets.net''. Retrieved: December 24, 2009.</ref>

Continuing on with the Q400, the 1,000th Dash 8 was delivered in November 2010.<ref>{{cite press release |url= https://www.bombardier.com/en/media/newsList/details.735-bombardier-celebrates-aviation-milestones-1-000th-dash-8-q-series-turboprop-and-400th-global-business-jet.bombardiercom.html |title= Bombardier Celebrates Aviation Milestones: 1,000th Dash 8/Q-Series Turboprop and 400th Global Business Jet |publisher= Bombardier |date= November 12, 2010 |access-date= November 14, 2018 |archive-url= https://web.archive.org/web/20181114224614/https://www.bombardier.com/en/media/newsList/details.735-bombardier-celebrates-aviation-milestones-1-000th-dash-8-q-series-turboprop-and-400th-global-business-jet.bombardiercom.html |archive-date= November 14, 2018 |url-status= live }}</ref>

===Production===

Bombardier aimed to produce the Q400 more economically. A deal with its machinists union in June 2017 allowed the assembly of the wings and cockpit section outside Canada and searches for potential partners commenced.<!--<ref name=Flight13nov2017/>-->
Bombardier expected to produce the cockpit section in its plant in Queretaro, Mexico, outsourcing the wings to China's Shenyang Aircraft Corp, which already builds the Q400's centre fuselage.<ref name=Flight13nov2017>{{cite news |url= https://www.flightglobal.com/news/articles/dubai-bombardier-still-discussing-q400-outsourcing-443196/ |title= Bombardier still discussing Q400 outsourcing |date= 13 Nov 2017 |author= Stephen Trimble |work= Flightglobal |access-date= 13 November 2017 |archive-url= https://web.archive.org/web/20171113081709/https://www.flightglobal.com/news/articles/dubai-bombardier-still-discussing-q400-outsourcing-443196/ |archive-date= 13 November 2017 |url-status= live }}</ref> The Q400 components are [[Chemistry:Chemical milling|chemically milled]] while older variants are assembled from bonded panels and skins.<ref>{{cite news |last1=Ballah |first1=Brett |title=De Havilland owner believes renewed focus will increase Dash 8 market share |url=https://westernaviationnews.com/2019/08/28/de-havilland-owner-believes-renewed-focus-will-increase-dash-8-market-share/ |work=Western Aviation News |date=28 August 2019 |access-date=December 20, 2019 |archive-date=December 19, 2019 |archive-url=https://web.archive.org/web/20191219211954/https://westernaviationnews.com/2019/08/28/de-havilland-owner-believes-renewed-focus-will-increase-dash-8-market-share/ |url-status=dead }}</ref>

The production of the Dash 8 Series 100 stopped in 2005, and that of the Series 200 and 300 in 2009.<ref>{{Cite web |last=Says |first=Dave |title=De Havilland hopes to lead Canadian aerospace with Dash 8-400 & Twin Otter under same corporate banner |url=https://skiesmag.com/news/de-havilland-hopes-lead-canadian-aerospace-dash-8-400-twin-otter-same-corporate-banner/ |access-date=2022-08-18 |website=Skies Mag |date=April 13, 2022 |language=en-US}}</ref>

=== Proposed Q400X stretch ===

Bombardier proposed development of a Q400 stretch with two plug-in segments, called the Q400X project, in 2007.<ref>Masters, Coco. [http://www.time.com/time/magazine/article/0,9171,1655707,00.html?iid=digg_share "Giving Props to the New Turbos"]. {{Webarchive|url=https://web.archive.org/web/20090220194035/http://www.time.com/time/magazine/article/0,9171,1655707,00.html?iid=digg_share |date=2009-02-20 }} ''{{wipe|Time (magazine)}}'', August 23, 2007. Retrieved: February 13, 2009.</ref>
It would compete in the 90-seat market range.<ref>{{cite news |author= Max Kingsley-Jones |url= http://www.flightglobal.com/news/articles/dubai-2007-atr-floats-idea-of-stretched-model-to-tackle-90-seat-sector-219400 |title= Dubai 2007: ATR floats idea of stretched model to tackle 90-seat sector |work= Flight International |date= 11 Nov 2007 |access-date= 14 November 2018 |archive-url= https://web.archive.org/web/20150407225430/http://www.flightglobal.com/news/articles/dubai-2007-atr-floats-idea-of-stretched-model-to-tackle-90-seat-sector-219400/ |archive-date= 7 April 2015 |url-status= live }}</ref>
In response to this project, {{asof|2007|11|lc=y}}, [[Company:ATR (aircraft manufacturer)|ATR]] was studying a 90-seat stretch.<ref>Kingsley-Jones, Max. [http://www.flightglobal.com/articles/2007/11/14/219551/atr-floats-idea-of-stretched-model-to-tackle-90-seat.html "ATR floats idea of stretched model to tackle 90-seat sector".] ''Flight International'', November 14, 2007. Retrieved: February 13, 2009. {{webarchive |url=https://web.archive.org/web/20080316182622/http://www.flightglobal.com/articles/2007/11/14/219551/atr-floats-idea-of-stretched-model-to-tackle-90-seat.html |date=March 16, 2008 }}</ref>

In June 2009, Bombardier commercial aircraft president Gary Scott indicated that the Q400X will be "definitely part of our future" for possible introduction in 2013–14, although he did not detail the size of the proposed version or commit to an introduction date.<ref name="FlightGlobal15Jun09">Kirby, Mary. [http://www.flightglobal.com/articles/2009/06/15/328064/paris-air-show-bombardier-says-q400x-definitely-part-of-our.html "Paris Air Show: Bombardier says Q400X 'definitely part of our future'"]. ''flightglobal.com'', June 2009. Retrieved: June 16, 2009. {{webarchive |url=https://web.archive.org/web/20090618075015/http://www.flightglobal.com/articles/2009/06/15/328064/paris-air-show-bombardier-says-q400x-definitely-part-of-our.html |date=June 18, 2009 }}</ref>

As of July 2010, Bombardier's vice president, Phillipe Poutissou, made comments explaining the company was still studying the prospects of designing the Q400X and talking with potential customers.  At the time, Bombardier was not as committed to the Q400X as it had been previously.<ref name="noncommittal-q400x">Ranson, Lori. [http://www.flightglobal.com/news/articles/farnborough-bombardier-noncommittal-on-timing-of-q400x-345084/ "Farnborough: Bombardier noncommittal on timing of Q400X"]. {{Webarchive|url=https://web.archive.org/web/20120315052733/http://www.flightglobal.com/news/articles/farnborough-bombardier-noncommittal-on-timing-of-q400x-345084/ |date=2012-03-15 }} ''Flightglobal''. July 26, 2010. Retrieved: December 8, 2011.</ref> As of May 2011, Bombardier was still strongly committed to the stretch, but envisioned it as more likely as a 2015 or later launch, complicating launch date matters were new powerplants from GE and PWC to be introduced in 2016.<ref>Ranson, Lori. [https://www.flightglobal.com/news/articles/bombardier-sees-post-2015-entry-for-stretched-q400-357192/ "Bombardier sees post-2015 entry for stretched Q400"]. {{Webarchive|url=https://web.archive.org/web/20130407152500/http://www.flightglobal.com/news/articles/bombardier-sees-post-2015-entry-for-stretched-q400-357192/ |date=2013-04-07 }} ''Flight International'',  May 26, 2011; Retrieved: September  29, 2012.</ref> As of February 2012, Bombardier was still studying the issue, but as of 2011, the launch date was no longer targeted for the 2014 range. At least a three-year delay was envisioned.<ref>Trimble, Stephen. [https://www.flightglobal.com/news/articles/in-focus-turboprop-engine-duel-strikes-up-for-90-seater-368727/ "In focus: Turboprop engine duel strikes up for 90-seater"]. {{Webarchive|url=https://web.archive.org/web/20121108131351/http://www.flightglobal.com/news/articles/in-focus-turboprop-engine-duel-strikes-up-for-90-seater-368727/ |date=2012-11-08 }} ''Flight International'', February 27, 2012. Retrieved: September 29, 2012.</ref>

In October 2012, a joint development deal with a government-led {{wipe|South Korea}}n consortium was revealed, to develop a 90-seater turboprop regional airliner, targeting a 2019 launch date. The consortium was to have included Korea Aerospace Industries and Korean Air Lines.<ref>Choi, Kyong-Ae. [https://www.wsj.com/news/articles/SB10000872396390444445904578043694075240544 "South Korea Consortium in Talks With Bombardier About Developing Passenger Plane"] {{Webarchive|url=https://web.archive.org/web/20161201015703/http://www.wsj.com/news/articles/SB10000872396390444445904578043694075240544 |date=2016-12-01 }} ''Wall Street Journal'', October 8, 2012. Retrieved: October 10, 2012.</ref>

===High-density, 90-seat Q400===

At the February 2016 Singapore Airshow, Bombardier announced a high-density, 90-seat layout of the Q400, which should enter service in 2018; keeping the {{convert|28|in|cm|0|abbr=on}} seat pitch of the Nok Air 86-seats, an extra row of seats is allowed by changing the configuration of the front right door and moving back the [[Engineering:Aft pressure bulkhead|aft pressure bulkhead]]. The payload is increased by {{convert|2,000|lb|kg}} and the [[Engineering:Aircraft maintenance checks|aircraft maintenance check]] intervals are increased: 800 hours from 600 for an A-check and 8,000 hours from 6,000 for a C-check.<ref>{{cite news |url= https://www.flightglobal.com/news/articles/singapore-bombardier-to-take-q400-up-to-90-seats-422050/ |title= Singapore: Bombardier to take Q400 up to 90 seats |publisher= flightglobal |date= 17 February 2016 |access-date= 17 February 2016 |archive-url= https://web.archive.org/web/20160218092732/https://www.flightglobal.com/news/articles/singapore-bombardier-to-take-q400-up-to-90-seats-422050/ |archive-date= 18 February 2016 |url-status= live }}</ref>
By August 2018, the 90-seat variant was certified before delivery to launch customer SpiceJet later in the same year.<ref>{{cite news |url= https://www.flightglobal.com/news/articles/canadian-regulators-certify-bombardiers-90-seat-q40-450850/ |title= Canadian regulators certify Bombardier's 90-seat Q400 |date= 2 Aug 2018 |author= Jon Hemmerdinger |work= Flightglobal |access-date= 3 August 2018 |archive-url= https://web.archive.org/web/20180803122302/https://www.flightglobal.com/news/articles/canadian-regulators-certify-bombardiers-90-seat-q40-450850/ |archive-date= 3 August 2018 |url-status= live }}</ref>
In March 2021, EASA certified the 90-seat variant for European operations; DHC believes that there are opportunities with current and prospective European customers.<ref>{{cite news |last1=Perry |first1=Dominic |title=EASA clears 90-seat Dash 8-400 for European operations |date= 25 March 2021 |url=https://www.flightglobal.com/air-transport/easa-clears-90-seat-dash-8-400-for-european-operations/143042.article |work=Flight Global }}</ref>

===Sale to Longview, reviving the De Havilland Canada name===
On November 8, 2018, Canadian company Longview Aviation Capital Corporation, through its subsidiary Viking Air, acquired the entire Dash 8 program and the ''de Havilland'' brand from Bombardier, in a deal that would close by the second half of 2019.<ref name="Longview-20181108">{{cite press release |url= https://www.lvav.ca/sites/lvav.ca/files/docs/longview_dash_8_news_release_november_8_-_final.pdf |title= Longview Aviation Capital Corp. Acquires Dash 8 Program from Bombardier Inc. |publisher= Longview Aviation Capital Corp. |date= 8 November 2018}}</ref>
Viking had already acquired the discontinued de Havilland Canada aircraft model [[Engineering:Type certificate|type certificate]]s in 2006.<ref>{{cite press release |url= http://www.marketwired.com/press-release/viking-acquires-type-certificates-de-havilland-canada-heritage-aircraft-from-bombardier-581493.htm |title= Viking Acquires Type Certificates for de Havilland Canada Heritage Aircraft from Bombardier |date= February 23, 2006 |author= Viking Air Limited |access-date= November 16, 2018 |archive-url= https://web.archive.org/web/20181116131730/http://www.marketwired.com/press-release/viking-acquires-type-certificates-de-havilland-canada-heritage-aircraft-from-bombardier-581493.htm |archive-date= November 16, 2018 |url-status= live }}</ref>

By November 2018, the sales of the higher-performance Q400 were slower than the cheaper aircraft from [[Company:ATR (aircraft manufacturer)|ATR]].<ref>{{cite news |url= https://www.forbes.com/sites/jeremybogaisky/2018/11/08/bombardier-selling-q400-turboprop-line-cutting-5000-jobs-as-it-moves-to-strengthen-balance-sheet/#5ac1b8a91736 |title= Bombardier Sells Aging Q400 Turboprop Line, Cutting 5,000 Jobs As It Sharpens Focus On Business Jets |first= Jeremy |last= Bogaisky |work= Forbes |date= 8 November 2018 |access-date= 8 November 2018 |archive-url= https://web.archive.org/web/20181108170600/https://www.forbes.com/sites/jeremybogaisky/2018/11/08/bombardier-selling-q400-turboprop-line-cutting-5000-jobs-as-it-moves-to-strengthen-balance-sheet/#5ac1b8a91736 |archive-date= 8 November 2018 |url-status= live }}</ref>
Bombardier announced the sale was for $300 million and expects $250 million net.<ref>{{cite news |url= https://www.flightglobal.com/news/articles/bombardier-to-sell-q400-programme-453463/ |title= Bombardier to sell Q400 programme |date= 8 November 2018 |work= Flightglobal |access-date= 8 November 2018 |archive-url= https://web.archive.org/web/20181116060232/https://www.flightglobal.com/news/articles/bombardier-to-sell-q400-programme-453463/ |archive-date= 16 November 2018 |url-status= live }}</ref> The sale was projected by Bombardier to result in $250 million annual savings.<ref>{{cite news |url= https://www.cbc.ca/news/business/bombardier-cutting-5000-jobs-q-series-1.4896753 |title= Bombardier cutting 5,000 jobs, selling Q Series aircraft |work= CBC News |date= 8 November 2018 |access-date= 8 November 2018 |archive-url= https://web.archive.org/web/20181108164233/https://www.cbc.ca/news/business/bombardier-cutting-5000-jobs-q-series-1.4896753 |archive-date= 8 November 2018 |url-status= live }}</ref>

In January 2019, Longview announced that it would establish a new company in Ontario, reviving the de Havilland Aircraft Company of Canada name, to continue production of the Q400 and support the Dash 8 range.<ref name="avweek-20190118">{{cite news |last1=Warwick |first1=Graham |title=Canada's Longview Plans To Continue Q400 Production As De Havilland |url=http://aviationweek.com/awincommercial/canada-s-longview-plans-continue-q400-production-de-havilland |work=Aviation Week |language=en|date= Jan 18, 2019}}</ref>
By February, the program sale was expected to close at the end of September.<ref>{{cite news |url= http://aviationweek.com/commercial-aviation/bombardier-business-aircraft-aerostructures-units-set-grow |title= Bombardier Business Aircraft, Aerostructures Units Set To Grow |date= Feb 14, 2019 |author= Graham Warwick |work= Aviation Week Network}}</ref>

On June 3, 2019, the sale was closed with the newly formed De Havilland Canada (DHC) taking control of the Dash 8 program, including servicing the previous -100, -200, and -300 series. Production of the Q400 was planned to continue at the Downsview, Toronto production facility, under DHC's management.<ref name="DHC2019Sale">{{cite news |title=De Havilland brand preps for takeoff after Bombardier's Dash 8 sale to Longview |url=https://www.theglobeandmail.com/business/article-de-havilland-brand-preps-for-takeoff-after-bombardiers-dash-8-sale-to/ |website=The Globe and Mail |date=3 June 2019 |access-date=3 June 2019 |archive-url=https://web.archive.org/web/20190603230801/https://www.theglobeandmail.com/business/article-de-havilland-brand-preps-for-takeoff-after-bombardiers-dash-8-sale-to/ |archive-date=3 June 2019 |url-status=live }}</ref>
De Havilland is considering a 50-seat shrink, as North American airlines operate 870 ageing 50-seaters, mostly CRJs and Embraer ERJs.<ref>{{cite news |url= https://www.flightglobal.com/news/articles/analysis-de-havilland-eyes-dash-8-resurgence-460454/ |title= De Havilland eyes Dash 8 resurgence |date= 23 Aug 2019 |author= Jon Hemmerdinger |work= Flightglobal}}</ref>

There were 17 Dash 8s scheduled for delivery in 2021, and De Havilland could pause production after those, while the factory lease expires in 2023.<ref>{{cite news |url= https://leehamnews.com/2021/01/12/de-havilland-to-pause-production-this-year-after-backlog-built/ |title= De Havilland to pause production this year after backlog built |author= Scott Hamilton |date= Jan 12, 2021 |work= Leeham News}}</ref>

On February 17, 2021, DHC announced a pause in production, planned for the second half of 2021, due to lack of Dash 8 orders from airlines. The manufacturer planned to vacate its Downsview Toronto facility and lay off 500 employees in the process.<ref>{{cite news |url= https://www.flightglobal.com/airframers/de-havilland-to-halt-dash-8-production-exit-downsview-assembly-site/142466.article |title= De Havilland to halt Dash 8 production, exit Downsview assembly site |author=  Jon Hemmerdinger |date= 17 February 2021 |work= Flightglobal}}</ref><ref name="CA20Feb21">{{cite web|url= https://canadianaviator.com/de-havilland-pause-sparks-relief-demand/|title= De Havilland Pause Sparks Relief Demand|access-date= 20 February 2021|work= Canadian Aviator|date= 20 February 2021|archive-url= https://archive.today/20210220142747/https://canadianaviator.com/de-havilland-pause-sparks-relief-demand/|archive-date= 20 February 2021|url-status= live}}</ref> The lay-off notice resulted in the union representing the workers demanding a government bail-out. The company plans to restart production after the pandemic at a new location.<ref name="CA20Feb21"/>

In July 2022, DHC announced that it would review the Dash 8 programme and supply chain later in the year, and could restart production in the middle of the decade if conditions allow. The Calgary site, where the company produces DHC-6 Twin Otters, was originally envisioned as the venue for Dash 8 production.

Per a property transaction made by Bombardier prior to the 2019 sale to DHC, DHC decommissioned its Downview, Toronto, manufacturing facility in August 2022, and in 2023 confirmed its plans to restart Dash 8 production in Wheatland County, Alberta, outside of Calgary, by no later than 2033.<ref>{{cite web |title=De Havilland Canada confident in location for new manufacturing plant despite concerns |first=Brent |last=Jang |date=2023-08-23 |website=.com |url=https://skiesmag.com/news/de-havilland-canada-confident-location-new-manufacturing-plant-despite-concerns/ |access-date=2024-01-08 |archive-url=https://web.archive.org/web/20231002144155/https://skiesmag.com/news/de-havilland-canada-confident-location-new-manufacturing-plant-despite-concerns/ |archive-date=2023-10-02 |url-status=live}}</ref>

===Hydrogen-electric powertrain===
In December 2021, DHC entered into a partnership with [[Company:ZeroAvia|ZeroAvia]] with a view to offering the ZA-2000 [[Engineering:Hydrogen-powered aircraft|hydrogen-electric propulsion]] as an option for the DHC-8, as a line-fit option for new aircraft and as an approved retrofit for existing aircraft.<ref>{{cite news |last1=Hill |first1=Ed |title=De Havilland Canada and ZeroAvia sign MOU to develop hydrogen-electric engine for Dash 8-400 - Aerospace Manufacturing |url=https://www.aero-mag.com/de-havilland-canada-and-zeroavia-sign-mou-to-develop-hydrogen-electric-engine-for-dash-8-400 |work=aero-mag.com |date=December 15, 2021 |language=en}}</ref><ref>{{cite news |last1=Hemmerdinger |first1=Jon |title=De Havilland reviewing Twin Otter and Dash 8 programmes, considering updates |url=https://www.flightglobal.com/farnborough-2022/de-havilland-reviewing-twin-otter-and-dash-8-programmes-considering-updates/149479.article |work=Flight Global |date=19 July 2022 }}</ref> In May 2023, ZeroAvia unveiled a DHC-8 Q400 donated by Alaska Airlines for use as a testbed aircraft.<ref>{{cite news |last1=Harrington |first1=Tony |title=ZeroAvia receives Q400 regional aircraft from Alaska Airlines for hydrogen-electric retrofit – GreenAir News |url=https://www.greenairnews.com/?p=4372 |work=Green Air |date=May 3, 2023}}</ref>

==Design==
[[File:VH-LQK Bombardier Dash 8-Q402 QantasLink (Sunstate Airlines) (11473432873).jpg|thumb|Four-abreast, 2–2 cabin]]

Distinguishing features of the Dash 8 design are the large [[Engineering:T-tail|T-tail]] intended to keep the tail free of prop wash during takeoff, a very high aspect ratio wing, the elongated engine [[Engineering:Nacelle|nacelle]]s also holding the rearward-folding landing gear, and the pointed nose profile.

The Dash 8 design has better cruise performance than the Dash 7, is less expensive to operate, and is much less expensive to maintain, due largely to having only two engines. It is a little noisier than the Dash 7 and cannot match the STOL performance of its earlier DHC forebears, although it is still able to operate from small airports with runways {{convert|3000|ft|m|-1|abbr=on}} long, compared to the {{convert|2200|ft|m|-1|abbr=on}} required by a fully laden Dash 7.

===Regional jet competition===
The introduction of the [[Engineering:Regional jet|regional jet]] altered the sales picture. Although more expensive than turboprops, regional jets allow airlines to operate passenger services on routes not suitable for turboprops. Turboprop aircraft have lower fuel consumption and can operate from shorter runways than regional jets, but have higher engine maintenance costs, shorter ranges, and slower cruising speeds.<ref>Burgner, Norbert. [https://web.archive.org/web/20060509050321/http://www.flug-revue.rotor.com/FRheft/FRH9705/FR9705a.htm "Dornier 328 Jet: The "Real" regional jet?"] ''Flug Review'', March 30, 1997</ref>

When world oil prices drove up short-haul airfares in 2006, an increasing number of airlines that had bought regional jets began to reassess turboprop regional airliners, which use about 30–60% less fuel than regional jets. Although the market was not as robust as in the 1980s when the first Dash 8s were introduced, 2007 had increased sales of the only two 40+ seat regional turboprops still in western production, Bombardier's Q400 and its competitor, the [[Company:ATR (aircraft manufacturer)|ATR]] series of 50– to 70-seat turboprops. The Q400 has a cruising speed close to that of most regional jets, and its mature engines and systems require less frequent maintenance, reducing its disadvantage.<ref>Masters, Coco. [http://www.time.com/time/magazine/article/0,9171,1655707,00.html "Giving Props to the New Turbos"]. {{Webarchive|url=https://web.archive.org/web/20070826031154/http://www.time.com/time/magazine/article/0,9171,1655707,00.html |date=2007-08-26 }} ''Time'', August 23, 2007.</ref>

==Variants==

The aircraft has been delivered in four series. The Series 100 has a maximum capacity of 39, the Series 200 has the same capacity but offers more powerful engines, the Series 300 is a stretched, 50-seat version, and the Series 400 is further stretched to a maximum of 90<ref>{{Cite news|url=https://airwaysmag.com/manufacturer/bombardier-gains-approval-for-90-seat-q400/|title=Bombardier Gains Approval for 90-Seat Q400 {{!}} Airways Magazine|date=2018-08-02|work=Airways Magazine|access-date=2018-09-02|language=en-US|archive-url=https://web.archive.org/web/20180902225200/https://airwaysmag.com/manufacturer/bombardier-gains-approval-for-90-seat-q400/|archive-date=2018-09-02|url-status=live}}</ref> passengers. Models delivered after 1997 have cabin noise suppression and are designated with the prefix "Q".<ref name="Eden p. 119">Eden 2008, p. 119.</ref> Production of the Series 100 ceased in 2005, followed by the 200 and 300 in 2009, leaving the Q400 as the only series still in production.

===Series 100===
[[File:Air Canada Jazz De Havilland Canada DHC-8-102 Dash 8 C-GANQ 833 (7097889771).jpg|thumb|The -100/200 series have the shortest fuselage]]

The Series 100 was the original 37- to 39-passenger version of the Dash 8 that entered service in 1984. The original engine was the Pratt & Whitney Canada PW120 and later units used the PW121. Rated engine power is 1,800 shp (1,340&nbsp;kW).

;DHC-8-101
:1984 variant powered by either two PW120 or PW120A engines and a 33,000 lb (15,000 kg) takeoff weight.
;{{Visible anchor|DHC-8-102}}
:1986 variant powered by either two PW120A or PW121 engines and a 34,500 lb (15,650 kg) takeoff weight.
;{{Visible anchor|DHC-8-103}}
:1987 variant powered by two PW121 engines and a 34,500 lb (15,650 kg) takeoff weight (can be modified for a 35,200 lb [15,950 kg] take-off weight)
;DHC-8-102A
:1990 variant powered by two PW120A engines with revised ''Heath Tecna'' interior.
;{{Visible anchor|DHC-8-106}}
:1992 variant powered by two PW121 engines and a 36,300 lb (16,450 kg) takeoff weight.
;DHC-8-100PF
:DHC-8-100 converted to a freighter by Voyageur Aviation, with a {{convert|10000|lb|kg|0|abbr=on}} cargo capacity.<ref>{{cite web|url=https://www.skiesmag.com/news/voyageur-unveils-dash-8-100-package-freighter-conversion/|title=Voyageur unveils Dash 8-100 Package Freighter conversion - Skies Mag|website=skiesmag.com|date=April 22, 2017 |access-date=29 November 2018|archive-url=https://web.archive.org/web/20181130071500/https://www.skiesmag.com/news/voyageur-unveils-dash-8-100-package-freighter-conversion/|archive-date=30 November 2018|url-status=live}}</ref>
;DHC-8M-100
:Two aircraft for Maritime Pollution Surveillance, operated by Transport Canada, equipped with the MSS 6000 Surveillance system.<ref name="MSS6000">
[http://www.sscspace.com/mss-6000-for-canada "Three MSS 6000 Systems for Canada"]. {{Webarchive|url=https://web.archive.org/web/20130503202306/http://www.sscspace.com/mss-6000-for-canada |date=2013-05-03 }} ''Swedish Space Corporation'', July 2010. Retrieved: July 29, 2010.
</ref>
;CC-142
:Military transport version for the Canadian Forces in Europe.
;CT-142
:Military navigation training version for the Canadian Forces.  Used to train Canadian and allied nation's ACSOs and AESOPs <ref name="forces">[http://www.rcaf-arc.forces.gc.ca/en/aircraft-current/ct-142.page "CT142 Dash-8"]. {{Webarchive|url=https://web.archive.org/web/20140227180417/http://www.rcaf-arc.forces.gc.ca/en/aircraft-current/ct-142.page |date=2014-02-27 }} ''Department of National Defence'', March 2007. Retrieved: July 29, 2010.</ref>

[[File:E-9 Widget Takeoff Tyndall 03.jpg|thumb|E-9A Widget with [[Engineering:Antenna (radio)|aerials]] underside]]
;E-9A Widget
:A {{wipe|United States Air Force}} range control aircraft that ensures that the overwater military ranges in the Gulf of Mexico are clear of civilian boats and aircraft during live fire tests of air-launched missiles and other hazardous military activities.<ref>Davis, Staff Sgt. Bennie J. III. [http://www.af.mil/news/story.asp?id=123120257 "E-9A crews survey gulf, track missiles"]. USAF. Retrieved: October 22, 2008. {{webarchive |url=https://web.archive.org/web/20121014033936/http://www.af.mil/news/story.asp?id=123120257 |date=October 14, 2012 }}</ref> The E-9A Widget is equipped with AN/APS-143(V)-1 radar that can detect an object in the water as small as a person in a life raft, from up to {{cvt|25|mi|km}} away.<ref>
[http://air.blastmagazine.com/dash-8/ "Air Cache: Dash 8"]. {{Webarchive|url=https://web.archive.org/web/20130606112437/http://air.blastmagazine.com/dash-8/ |date=2013-06-06 }}  ''Blast Magazine''. Retrieved: January 5, 2013.
</ref> Aircraft operate out of {{wipe|Tyndall Air Force Base}}, Florida, with two aircraft assigned to the 82nd Aerial Targets Squadron for the support of training missions.

===Series 200===
[[File:Air Iceland Connect - Dash 8-200 - TF FXG (Quintin Soloviev).png|thumb|The -200 features an identical airframe as the -100]]
The Series 200 aircraft maintained the same 37–39 passenger airframe as the original Series 100, but was re-engined for improved performance. The Series 200 used the more powerful Pratt & Whitney Canada PW123 engines rated at 2,150 shp (1,600&nbsp;kW).
;DHC-8-201
:1995 variant powered by two PW123C engines.
;{{Visible anchor|DHC-8-202}}
:1995 variant powered by two PW123D engines.
;Q200
:Version of the DHC-8-200 with the ANVS (Active Noise and Vibration Suppression) system.

In 2000, its unit cost was US$12 million.<ref name=JAWA2005>{{cite book |title= Jane's all the world's aircraft |date= 2005}}</ref>

==={{anchor|DH8C}} Series 300===
<!-- linked from redirect DH8C -->
[[File:C-GTAG landing in Vancouver.jpg|thumb|The -300 has a fuselage {{cvt|3.43|m|ft}} longer than the -100/200]]
The Series 300 introduced a longer airframe that was stretched {{convert|3.43|m|ft}} over the Series 100/200 and has a passenger capacity of 50–56. The Series 300 also used the Pratt & Whitney Canada PW123 engines. Rated engine power is between 2,380 shp (1,774&nbsp;kW) and 2,500 shp (1,864&nbsp;kW). Design service life is 80,000 flight cycles. Under an extended service program launched in 2017, the service life of Dash 8-300 is extended by 50 per cent, or approximately 15 years, to 120,000 flight cycles.<ref>{{cite press release |title=Chorus Aviation Announces the Successful Completion of the World's First Dash 8-300 Aircraft Extended Service Program |url=https://www.newswire.ca/news-releases/chorus-aviation-announces-the-successful-completion-of-the-worlds-first-dash-8-300-aircraft-extended-service-program-629865973.html |access-date=8 December 2023 |work=www.newswire.ca |language=en}}</ref>

;{{visible anchor|DHC-8-301}}
:1989 variant powered by two PW123 engines
;{{Visible anchor|DHC-8-311}}
:1990 variant powered by two PW123A engines with revised ''Heath Tecna'' interior.  In addition, the landing gear design changed to a slightly swept back design intended to prevent tail strikes.{{Citation needed|date=November 2014}}
;{{Visible anchor|DHC-8-314}}
:1992 variant powered by two PW123B engines
;{{Visible anchor|DHC-8-315}}
:1995 variant powered by two PW123E engines
;DHC-8-300A
:Version of the DHC-8-300 with increased payload.
;Q300
:Version of the DHC-8-300 with the ANVS (Active Noise and Vibration Suppression) system.
;DHC-8-300 MSA
:Upgraded variant with L-3 for maritime surveillance platform.
;RO-6A
:United States military designation for the DHC-8-315 for the United States Army as a reconnaissance platform.
;C-147A
:United States military designation for the DHC-8-315 for the United States Army as a jump platform <ref>{{cite web |title=Army Parachute Team welcomes new plane|url=https://www.army.mil/article/231043/army_parachute_team_welcomes_new_plane |website=Army.mil |access-date=12 June 2020 |date=16 December 2019}}</ref>

In 2000, its unit cost was US$14.3 million.<ref name=JAWA2005/>

===Series 400===
[[File:Bombardier Dash 8 Q400 YL-BAQ (19523099489).jpg|thumb|The Q400 is {{cvt|6.83|m|ft}} longer than the -300]]

[[File:多良間空港のボンバルディアDHC8-Q400CC機.jpg|thumb|Q400CC (Ryukyu Air Commuter)]]

[[File:De Havilland Canada DHC-8-400 of Porter Airlines 32.jpg|thumb|right| De Havilland Canada DHC-8-400 of Porter Airlines]]

The Series 400 introduced an even longer airframe that was stretched {{convert|6.83|m|ft}} over the Series 300 ({{convert|10.26|m|ft}} over the Series 100/200), has a larger, stouter T-tail and has a passenger capacity of 68–90. The Series 400 uses Pratt & Whitney Canada PW150A engines rated at 4,850 shp (3,620&nbsp;kW). The aircraft has a cruise speed of 360 knots (667&nbsp;km/h), which is 60–90 knots (111–166&nbsp;km/h) higher than its predecessors. The maximum operating altitude is 25,000&nbsp;ft (7,600 m) for the standard version, although a version with drop-down oxygen masks is offered, which increases maximum operating altitude to 27,000&nbsp;ft (8,200 m).

Between its service entry in 2000 and the 2018 sale to Longview/Viking, 585 had been delivered at a rate of 30-35 per year, leaving a backlog of 65 at the time of the 2018 sale.<ref>{{cite news |url= http://www.aircraftvaluenews.com/dash8-400-values-face-some-uncertainty-as-viking-takes-over/ |title= Dash8-400 Values Face Some Uncertainty as Viking Takes Over |author= Aircraft Value News |date= November 26, 2018 |access-date= November 26, 2018 |archive-url= https://web.archive.org/web/20181126135000/http://www.aircraftvaluenews.com/dash8-400-values-face-some-uncertainty-as-viking-takes-over/ |archive-date= November 26, 2018 |url-status= live }}</ref>

;DHC-8-400
:1999 variant with a maximum of 68 passengers.
;DHC-8-401
:1999 variant with a maximum of 70 passengers.
;{{visible anchor|DHC-8-402}}
:1999 variant with a maximum of 78 passengers.
;Q400
:Stretched and improved 70–78 passenger version that entered service in 2000. All Q400s include the ANVS (Active Noise and Vibration Suppression) system.
;{{visible anchor|Q400NextGen|text=Q400''NextGen''}}
:Version of the Q400 with updated cabins, lighting, windows, overhead bins, landing gear, as well as reduced fuel and maintenance costs.
:In 2013, an Extra Capacity variant was introduced, capable of carrying a maximum of 86 passengers.<ref>{{Cite news |url=https://www.flightglobal.com/news/articles/dubai-thailands-nok-launches-high-capacity-q400-393273/ |title=Thailand's Nok launches high capacity Q400 |last=Taylor |first=Ellis |date=November 19, 2013 |work=Flightglobal.com |access-date=July 2, 2018 |location=DUBAI |archive-url=https://web.archive.org/web/20131129171425/http://www.flightglobal.com/news/articles/dubai-thailands-nok-launches-high-capacity-q400-393273/ |archive-date=November 29, 2013 |url-status=live }}</ref> The Extra Capacity variant was updated in 2016 with more closely spaced seats to carry up to 90 passengers.<ref>{{cite web|url=http://commercialaircraft.bombardier.com/en/q400/Literature.html|title=Q400 – Literature – Commercial Aircraft|publisher=Bombardier|work=bombardier.com|access-date=4 March 2016|archive-url=https://web.archive.org/web/20140713203224/http://commercialaircraft.bombardier.com/en/q400/Literature.html|archive-date=July 13, 2014|url-status=dead}}</ref> The first 90-seat aircraft was delivered to launch customer SpiceJet in September 2018.<ref>{{cite news |last1=Vogelaar |first1=Rob |title=Bombardier Delivers First 90-seat Q400 Aircraft to SpiceJet |url=http://aviationnews.eu/news/2018/09/bombardier-delivers-first-90-seat-q400-aircraft-to-spicejet/ |access-date=24 September 2018 |work=aviationnews.eu |date=21 September 2018 |archive-url=https://web.archive.org/web/20180923094320/http://aviationnews.eu/news/2018/09/bombardier-delivers-first-90-seat-q400-aircraft-to-spicejet/ |archive-date=23 September 2018 |url-status=live }}</ref>
;{{visible anchor|Q400-MR}} (now Q400AT)
:Over sixteen Q400 aircraft have been adapted to the aerial firefighting role as an airtanker. This aircraft is also called the Dash 8-400AT (airtanker only) or Dash 8-400MRE (multi role airtanker). The French Sécurité Civile operate eight multi role airtankers, while Conair Group is currently operating a fleet of airtanker-only variants in Canada, the US, Australia and France. Conair manufactures the airtanker-only variant from their hangars in Abbotsford, Canada.<ref>{{cite web | url=https://aerialfiremag.com/2023/08/11/conair-purchases-seven-dash-8-400-aircraft-to-fight-wildfires/ | title=Conair Purchases Seven Dash 8-400 Aircraft to Fight Wildfires &#124; AerialFire Magazine | date=August 11, 2023 }}</ref><ref>{{cite web | url=https://www.airmedandrescue.com/latest/news/conair-dash-8-400at-airtanker-support-firefighters-france | title=Conair Dash 8-400AT airtanker to support firefighters in France }}</ref> This tanker can carry 2642 US gallons or 10,000 litres of retardant, foam or water and travel at {{convert|340|knot|km/h}}. 
;DHC-8 MPA-D8
:2007 converted for use as a maritime patrol aircraft. PAL Aerospace partnered to offer this variant as DHC-8 MPA P4.<ref>{{cite news |first=Jon |last=Hemmerdinger |title=De Havilland and PAL pitch special-mission 'P-4' Dash 8-400 |date=21 February 2021 |work=FlightGlobal |url=https://www.flightglobal.com/airframers/de-havilland-and-pal-pitch-special-mission-p-4-dash-8-400/142618.article|archive-url= https://web.archive.org/web/20210227103904/https://www.flightglobal.com/airframers/de-havilland-and-pal-pitch-special-mission-p-4-dash-8-400/142618.article|archive-date= 27 February 2021|url-status= live}}</ref>
;DHC-8-402PF
:2008 converted pallet freighter variant with a payload of {{cvt|9000|kg|lb}}.{{Citation needed|date=January 2022}}
;Q400CC
:Cargo combi. Seats 50 passengers plus {{cvt|3720|kg|lb}} of payload. First delivered to launch customer Ryukyu Air Commuter in 2015.

In 2017, its unit cost was US$32.2 million.<ref>{{cite web |url= http://commercialaircraft.bombardier.com/en/media/list-prices---commercial-aircraft---bombardier.html |title= List Prices - Commercial Aircraft |publisher= Bombardier Aerospace |date= January 2017 |access-date= 2016-06-01 |archive-url= https://web.archive.org/web/20170815115853/http://commercialaircraft.bombardier.com/en/media/list-prices---commercial-aircraft---bombardier.html |archive-date= 2017-08-15 |url-status= live }}</ref>

==Operators==
[[File:AirCanadaExpressDash8-Q400C-GIJZ YYJAugust2019.jpg|thumb| Air Canada Express Q400]]

By 2017, the Q400 aircraft had logged 7 million flight hours with 60 operators and transported over 400 million passengers with a dispatch reliability over 99.5%.<ref>{{cite web |url= https://commercialaircraft.bombardier.com/themes/bca/pdf/Bombardier_Q_Series_Brochure.pdf |title= Q series |publisher= Bombardier |date= 2017 |access-date= 2018-11-14 |archive-url= https://web.archive.org/web/20181115030528/https://commercialaircraft.bombardier.com/themes/bca/pdf/Bombardier_Q_Series_Brochure.pdf |archive-date= November 15, 2018 |url-status= dead }}</ref>

By July 2018, {{#expr:143+42+151+508}} Dash 8s were in airline service: 143 Series 100 with 35 operators, 42 Series 200 with 16 operators, 151 Series 300 with 32 operators and 508 Q400s.<ref>{{Cite web |url= https://www.flightglobal.com/asset/24536 |title= World Airline Census 2018 |work= Flightglobal |access-date= 2018-11-14 |archive-url= https://web.archive.org/web/20181106212640/https://www.flightglobal.com/asset/24536 |archive-date= 2018-11-06 |url-status= live }}</ref>
By then, 56 orders were in backlog.<ref>{{Cite web |url= https://www.bombardier.com/content/dam/Websites/bombardiercom/supporting-documents/BA/BCA-20180630-Q-Series-Program-Status-en.pdf |title= Program Status Report - Q Series |date= June 30, 2018 |access-date= August 26, 2018 |archive-url= https://web.archive.org/web/20180827075356/https://www.bombardier.com/content/dam/Websites/bombardiercom/supporting-documents/BA/BCA-20180630-Q-Series-Program-Status-en.pdf |archive-date= August 27, 2018 |url-status= live }}</ref>{{needs update|date=January 2024}}

==Orders and deliveries==

{| style="text-align: center" class="wikitable"
|+ As of March 31, 2019<ref name="statusreport">{{Cite web |url= https://www.bombardier.com/content/dam/Websites/bombardiercom/supporting-documents/BA/BCA-20190331-Q-Series-Program-Status-en.pdf |title= Program Status Report - Q Series aircraft |date= 31 December 2018 |publisher= Bombardier Aerospace |access-date= 14 May 2019 |archive-url= https://web.archive.org/web/20190514182010/https://www.bombardier.com/content/dam/Websites/bombardiercom/supporting-documents/BA/BCA-20190331-Q-Series-Program-Status-en.pdf |archive-date= 14 May 2019 |url-status=dead }}</ref>
|-
!Model Series
!Orders
!Deliveries
!Unfilled
|-
|Series 100 || 299 || 299 || –
|-
|Series 200 || 105 || 105 || –
|-
|Series 300 || 267 || 267 || –
|-
|Series 400 || 645 || 587 || 58
|-
! Total
!1,316
!1,258
!58
|}

==Accidents and incidents==

The DHC-8 has been involved in 80 [[Engineering:Aviation accidents and incidents|aviation accidents and incidents]] including 31 hull losses.<ref>{{cite web |url= https://aviation-safety.net/database/types/de-Havilland-Canada-DHC-8-series/index |title= de Havilland Canada DHC-8 |publisher= Flight Safety Foundation |date= 11 May 2019 |access-date= 12 May 2019 |archive-url= https://web.archive.org/web/20190512075246/https://aviation-safety.net/database/types/de-Havilland-Canada-DHC-8-series/index |archive-date= 12 May 2019 |url-status= live }}</ref>
Those resulted in {{#expr:51+49+1+38+28+4+4+4+1}} fatalities.<ref name=ASNstats>{{cite web |url= https://aviation-safety.net/database/types/de-Havilland-Canada-DHC-8-series/statistics |title= DHC-8-400 Statistics |publisher= Flight Safety Foundation |date= 11 May 2019 |access-date= 12 May 2019 |archive-url= https://web.archive.org/web/20180313092633/https://aviation-safety.net/database/types/de-Havilland-Canada-DHC-8-series/statistics |archive-date= 13 March 2018 |url-status= live }}</ref>

===Accidents with fatalities===
{| class="wikitable sortable"
|+ Accidents with fatalities<ref>{{cite web |url= https://aviation-safety.net/database/dblist.php?sorteer=casualties,datekey&kind=%&cat=%&page=1&field=typecode&var=184% |title= DHC-8 Statistics > Aviation Safety Database |work= Aviation Safety Network}}</ref>
|-
! scope="col" style="width: 8%;" data-sort-type=date | Date
! scope="col" style="width: 5%;" | Type
! scope="col" style="width: 17%;" | Flight
! scope="col" style="width: 5%;" data-sort-type=number| {{abbr|Fat.|Fatalities}}
! scope="col" style="width: 5%;" data-sort-type=number| {{abbr|Surv.|Survivors}}
! scope="col" style="width: 15%;" | Location
! scope="col" style="width: 45%;" | Circumstances
|-
| {{Date|1990-11-21|MDY}} || -100 || Bangkok Airways Flight 125 || 38 || 0 || Koh Samui, Thailand || Crashed while attempting to land in heavy rain and high winds.<ref>{{cite news |url= https://aviation-safety.net/database/record.php?id=19901121-0 |title= Aircraft accident de Havilland Canada DHC-8-103 HS-SKI Koh Samui Airport (USM) |work= Aviation Safety Network |access-date= 2019-05-12 |archive-url= https://web.archive.org/web/20170205100048/https://aviation-safety.net/database/record.php?id=19901121-0 |archive-date= 2017-02-05 |url-status= live }}</ref>
|-
| {{Date|1993-01-06|MDY}} || -300 || Lufthansa Cityline Flight 5634 || 4 || 19 || Paris Charles de Gaulle Airport, France || Crashed short of the runway.<ref>{{cite news |url= http://aviation-safety.net/database/record.php?id=19930106-0 |title= Accident Report: de Havilland Canada DHC-8-3110, January 6, 1993 |work= Aviation Safety Network |access-date= July 17, 2011 |archive-url= https://web.archive.org/web/20110625023650/http://aviation-safety.net/database/record.php?id=19930106-0 |archive-date= June 25, 2011 |url-status= live }}</ref>
|-
| {{Date|1995-06-09|MDY}} || -100 || Ansett New Zealand Flight 703 || 4 || 17 || Near Palmerston North Airport, New Zealand || Crashed on the western slopes of the Tararua Ranges due to pilot error while rectifying a landing gear malfunction.
|-
| {{Date|2009-02-12|MDY}} || -400 || Colgan Air Flight 3407 || 49 + 1 || 0 || Clarence Center, New York, United States || While approaching Buffalo Niagara Airport, the aircraft stalled and crashed into a house due to pilot error. One person killed on ground.<ref>{{cite news |url=https://www.ntsb.gov/investigations/AccidentReports/Reports/AAR1001.pdf |title=National Transportation Safety Board NTSB/AAR-10/01 Loss of Control on Approach Colgan Air, Inc. Operating as Continental Connection Flight 3407 Bombardier DHC-8-400, N200WQ Clarence Center, New York February 12, 2009 |publisher=National Transportation Safety Board |date=February 2, 2010 |access-date=July 5, 2017 |archive-url=https://web.archive.org/web/20170430003253/https://www.ntsb.gov/investigations/AccidentReports/Reports/AAR1001.pdf |archive-date=April 30, 2017 |url-status=live }}</ref>
|-
| {{Date|2011-10-13|MDY}} || -100 || Airlines PNG Flight 1600 || 28 || 4 || Near Madang Airport, Papua New Guinea || Crashed and subsequently ignited, due to pilot error.<ref>{{cite news |url= https://aviation-safety.net/database/record.php?id=20111013-0 |title= Aircraft accident de Havilland Canada DHC-8-102 P2-MCJ Madang Airport (MAG) |work= Aviation Safety Network |access-date= 2019-05-12 |archive-url= https://web.archive.org/web/20180822145848/http://aviation-safety.net/database/record.php?id=20111013-0 |archive-date= 2018-08-22 |url-status= live }}</ref>
|-
| {{Date|2013-10-05|MDY}} || -200 || USAF patrol flight || 4 || 2 || Near Acandí, Colombia || A military surveillance plane crashed while being operated on a maritime counter-drug patrol mission<ref>{{cite news |url= https://aviation-safety.net/database/record.php?id=20131005-0 |work= Aviation Safety Network |title=Aircraft Accident de Havilland Canada DHC-8-202 N356PH Acandí, Chocó Province |access-date=2019-05-12 |archive-url= https://web.archive.org/web/20190225223549/https://aviation-safety.net/database/record.php?id=20131005-0 |archive-date=2019-02-25 |url-status= live }}</ref>
|-
| {{Date|2018-03-12|MDY}} || -400 ||US-Bangla Airlines Flight 211|| 51 || 20 || Kathmandu Airport, Nepal || Crashed on landing due to pilot error. Deadliest Dash 8 crash to date.<ref>{{cite news |url= https://aviation-safety.net/database/record.php?id=20180312-0 |title= Aircraft accident de Havilland Canada DHC-8-402Q Dash 8 S2-AGU Kathmandu-Tribhuvan Airport (KTM) |work= Aviation Safety Network |access-date= 2019-05-12 |archive-url= https://web.archive.org/web/20190115231331/https://aviation-safety.net/database/record.php?id=20180312-0 |archive-date= 2019-01-15 |url-status= live }}</ref><ref>{{Cite web |url=http://tourism.gov.np//files/publication_files/284.pdf |title=Final Report on The Aircraft Accident Investigation of US Bangla Airlines, Bombardier (UBG-211), DHC-8-402, S2-AGU, at Tribhuvan International Airport, Kathmandu, Nepal on 12 March 2018 |date=2019-01-27 |publisher=Aircraft Accident Investigation Commission 2018 |access-date=2019-07-18 }}</ref>
|-
| {{Date|2018-08-10|MDY}} || -400 || 2018 Horizon Air Q400 incident|| 1 || 0 || Ketron Island, Washington, United States || No passengers on board; stolen from Seattle–Tacoma Airport by a ground employee who deliberately crashed, killing himself.<ref>{{Cite web |url=https://aviation-safety.net/database/record.php?id=20180810-0 |title=Aircraft accident de Havilland Canada DHC-8-402Q Dash 8 N449QX Ketron Island, Washington |work=Aviation Safety Network |access-date=2019-05-12 |archive-url=https://web.archive.org/web/20180811105136/https://aviation-safety.net/database/record.php?id=20180810-0 |archive-date=2018-08-11 |url-status=live }}</ref>
|-
| {{Date|2024-01-02|MDY}} || -300 || 2024 Haneda Airport runway collision || 5 || 1 || Tokyo Haneda Airport, Japan || Japanese Coast Guard aircraft collided with Japan Airlines Flight 516, an [[Engineering:Airbus A350|Airbus A350]] that was landing; currently under investigation.<ref>{{Cite web |date=January 2, 2024 |title=Plane catches fire on a runway in Japan after a collision; passengers reportedly safe |url=https://www.npr.org/2024/01/02/1222442383/japan-plane-runway-fire |url-status=live |archive-url=https://web.archive.org/web/20240102120819/https://www.npr.org/2024/01/02/1222442383/japan-plane-runway-fire |archive-date=January 2, 2024 |access-date=January 2, 2024 |website=npr}}</ref>
|}

===Hull losses===
<!-- PLEASE DO NOT ADD ANY MORE DETAILS TO EXISTING ACCIDENTS/INCIDENTS, ESPECIALLY RUMORS, TO THIS SECTION. DETAILS CITED FROM RELIABLE SOURCE SHOULD BE PLACED IN THE LINKED ARTICLES. SEE BELOW FOR LANDING GEAR INCIDENT NOTES-->
* April 15, 1988: Horizon Air Flight 2658, operated by DHC-8-102 N819PH suffered an engine fire on climb-out from Seattle/Tacoma International Airport. An emergency landing was made but the aircraft struck equipment on the ground before crashing into two jetways. N819PH was destroyed by fire; there were no fatalities.<ref name=ASN880415>[http://aviation-safety.net/database/record.php?id=19880415-0 "N819PH Accident description"]. {{Webarchive|url=https://web.archive.org/web/20140808053607/http://aviation-safety.net/database/record.php?id=19880415-0 |date=2014-08-08 }} ''Aviation Safety Network''. Retrieved: July 30, 2014.</ref>
* November 23, 2009: a DHC-8-200, being operated on behalf of United States Africa Command, made an emergency landing at Tarakigné, Mali, and was substantially damaged when the undercarriage collapsed and the starboard wing was ripped off. The accident was caused by the aircraft running out of fuel 29 seconds before the crash. The captain had opted not to refuel at the previous departure airport.<ref name=ASN101109>[http://aviation-safety.net/database/record.php?id=20091119-1 "Accident description: de Havilland Canada DHC-8-200, November 23, 2009"]. {{Webarchive|url=https://web.archive.org/web/20160808154240/http://aviation-safety.net/database/record.php?id=20091119-1 |date=August 8, 2016 }} ''Aviation Safety Network''. Retrieved: November 26, 2009.</ref>
* April 9, 2012: Air Tanzania Dash 8 5H-MWG was written off at Kigoma Airport, Tanzania, in an aborted take off. All 39 people on board survived.<ref name=AH44dcb5ab>Hradecky, Simon. [http://avherald.com/h?article=44dbc5ab&opt=1 "Accident: Tanzania DH8C at Kigoma on Apr 9th 2012, runway excursion on rejected takeof"]. {{Webarchive|url=https://web.archive.org/web/20160107052430/http://avherald.com/h?article=44dbc5ab&opt=1 |date=2016-01-07 }} ''avherald.com''. April 9, 2012. Retrieved: April 11, 2012.</ref>
* September 30, 2015: Luxair Flight 9562 experienced an aborted takeoff accident at Saarbrücken Airport in Germany. The Bombardier Q400 LX-LGH was damaged beyond repair when it settled back onto the runway after the gear was raised prematurely. The aircraft slid 2,400 feet and came to a stop with more than 1,100 feet remaining of the 6,562 foot paved runway. None of the 20 occupants were injured.<ref name=RTL715507>{{cite web |url=http://aviation-safety.net/database/record.php?id=20150930-0 |title=ASN Aircraft accident de Havilland Canada DHC-8-402Q |publisher=Aviation Safety Network |language=en |access-date=19 February 2016 |archive-url=https://web.archive.org/web/20151204122051/http://aviation-safety.net/database/record.php?id=20150930-0 |archive-date=4 December 2015 |url-status=live }}</ref><ref>{{cite web |url=http://www.bfu-web.de/EN/Publications/Investigation%20Report/2015/Report_15-1354-AX_DHC8_Saarbrucken.pdf?__blob=publicationFile |title=Investigation Report BFU 15-1354-AX |publisher=Bundesstelle für Flugunfalluntersuchung |language=en |access-date=7 December 2016 |archive-url=https://web.archive.org/web/20161220232024/http://www.bfu-web.de/EN/Publications/Investigation%20Report/2015/Report_15-1354-AX_DHC8_Saarbrucken.pdf?__blob=publicationFile |archive-date=20 December 2016 |url-status=live }}</ref>
* May 8, 2019: Biman Bangladesh Airlines Flight 60, a Dash-8 Q400 slid off Runway 21 at Yangon International Airport, Burma, and broke into three pieces as it performed a go-around on landing. The flight originated in Dhaka, Bangladesh. Poor weather was cited as a contributing factor. At least 17 people were injured.<ref>[https://dcamyanmar.com/dcadca/images/page/Biman%20%20Runway%20Excursion%20Accident%20%20Final%20report.pdf Myanmar AAIB Final Report], Myanmar Department of Civil Aviation</ref>
<!--PLEASE DO NOT ADD ANY MORE DETAILS TO EXISTING ENTRIES.  DETAILS CITED FROM A RELIABLE SOURCE SHOULD BE PLACED IN THE LINKED ARTICLES. New entries must be notable and referenced.  See WP:AIRCRASH for project guidelines for inclusion. -->

===Major landing gear accidents===
[[File:Dash 8 2007-3-13 Kochi Airport.jpg|thumb|An All Nippon Airways Dash-8 after landing at Kōchi Ryōma Airport on March 13, 2007, when the front landing gear failed to extend]]
<!-- Please only list the THREE major landing gear (LG) incidents here. All notable minor LG-related incidents should be covered in linked article -->

In September 2007, two separate accidents of similar landing gear failures occurred within four days of each other on Scandinavian Airlines (SAS) Dash 8-Q400 aircraft. A third accident occurred in October 2007, leading to the withdrawal of the type from the airline's fleet.

On September 9, 2007, the crew of SAS Flight 1209, en route from [[Place:Copenhagen|Copenhagen]] to Aalborg, reported problems with the locking mechanism of the right side landing gear, and Aalborg Airport was prepared for an emergency landing. Shortly after touchdown the right main gear collapsed and the airliner skidded off the runway while fragments of the right propeller shot against the cabin and the right engine caught fire. Of 69 passengers and four crew on board, 11 were sent to hospital, five with minor injuries.<ref>[http://politiken.dk/indland/article377278.ece "SAS-fly forulykket under landing"]. {{in lang|da}} {{Webarchive|url=https://web.archive.org/web/20070912182532/http://politiken.dk/indland/article377278.ece |date=2007-09-12 }} ''politiken.dk.'' Retrieved: December 24, 2009.</ref><ref>[http://nyhederne.tv2.dk/article.php/id-8216610.html?forside Dansk fly nødlandet med 76 om bord] {{Webarchive|url=https://web.archive.org/web/20071016144343/http://nyhederne.tv2.dk/article.php/id-8216610.html?forside |date=2007-10-16 }} (Danish)</ref><ref>
[http://www.sas.no/en/About-SAS-Norway/Presse/51322/ "Regarding Scandinavian Airlines flight SK1209"]. {{Webarchive|url=https://web.archive.org/web/20140222131457/http://www.sas.no/en/About-SAS-Norway/Presse/51322/ |date=2014-02-22 }} ''Scandinavian Airlines release,  Scandinavian Airlines'', September 9, 2007. Retrieved: September 9, 2007.
</ref> The accident was filmed by a local news channel (TV2-Nord) and broadcast live on national television.
[[File:SAS Dash-8-400 after crash-landing in Vilnius airport.JPG|thumb|SAS Dash 8 (LN-RDS) after crash-landing at Vilnius airport]]
Three days later, on September 12, Scandinavian Airlines Flight 2748 from Copenhagen to Palanga had a similar problem with the landing gear, forcing the aircraft to land in Vilnius International Airport (Lithuania). No passengers or crew were injured.<ref>[http://wpy.observer.se/wpyfs/00/00/00/00/00/0A/91/50/wkr0001.pdf "Regarding Scandinavian Airlines flight SK2748"]. {{Webarchive|url=https://web.archive.org/web/20160204172540/http://wpy.observer.se/wpyfs/00/00/00/00/00/0A/91/50/wkr0001.pdf |date=2016-02-04 }} ''SAS Group'', September 12, 2007. Retrieved: April 11, 2009.</ref> Immediately after this accident SAS grounded all 33 Q400 airliners in its fleet and, a few hours later, Bombardier recommended that all Q400s with more than 10,000 flights be grounded until further notice.<ref>[http://www.bombardier.com/index.jsp?id=3_0&lang=en&file=/en/3_0/pressrelease.jsp%3Fgroup%3D3_0%26lan%3Den%26action%3Dview%26mode%3Dlist%26year%3Dnull%26id%3D7364%26sCateg%3D3_0 "Bombardier Makes Recommendations Following recent Q400 aircraft right main landing gear incidents"]. {{Webarchive|url=https://web.archive.org/web/20120208094143/http://www.bombardier.com/index.jsp?id=3_0&lang=en&file=%2Fen%2F3_0%2Fpressrelease.jsp%3Fgroup%3D3_0&lan=en&action=view&mode=list&year=null&id=7364&sCateg=3_0 |date=2012-02-08 }} ''bombardier.com''. Retrieved: December 24, 2009.</ref> This affected about 60 aircraft, out of 140 Q400s then in service.

On October 27, 2007, Scandinavian Airlines Flight 2867 en route from [[Place:Bergen|Bergen]] to Copenhagen had severe problems with the landing gear during landing in Kastrup Airport. The right wing gear did not deploy properly (or partially), and the aircraft skidded off the runway in a controlled emergency landing. The Q400 was carrying 38 passengers, two infants and four crew members on board. No injuries were reported.<ref name=SAS10078/><ref>[http://politiken.dk/indland/article407463.ece "Dash 8-fly forulykket i Kastrup"]. {{Webarchive|url=https://web.archive.org/web/20071028125713/http://politiken.dk/indland/article407463.ece |date=2007-10-28 }} ''Politiken''. Retrieved: December 24, 2009.</ref> The next day, SAS permanently removed its entire Dash 8 Q400 fleet from service.<ref name="sas_20071028"/> In a press release on October 28, 2007, the company's president said: "Confidence in the Q400 has diminished considerably and our customers are becoming increasingly doubtful about flying in this type of aircraft. Accordingly, with the Board of Directors' approval, I have decided to immediately remove Dash 8 Q400 aircraft from service."<ref name=SAS10078>
[http://se.yhp.waymaker.net/sasgroup/release.asp?id=155742 "Regarding Scandinavian Airlines flight SK 2867"]. {{Webarchive|url=https://web.archive.org/web/20071031003507/http://se.yhp.waymaker.net/sasgroup/release.asp?id=155742 |date=2007-10-31 }}  ''yhp.waymaker.net.'' Retrieved: August 10, 2010.
</ref><ref name=sas_20071028>{{cite web|url=http://se.yhp.waymaker.net/sasgroup/release.asp?id=155746|title=SAS removes Dash 8 Q400 from service permanently.|url-status=dead|archive-url=https://web.archive.org/web/20141102112035/http://se.yhp.waymaker.net/sasgroup/release.asp?id=155746|archive-date=2014-11-02}}</ref><ref>Moody, Elyse. [http://news.bbc.co.uk/2/hi/business/7067532.stm "SAS Permanently Grounds Q400s After Third Incident"]. {{Webarchive|url=https://web.archive.org/web/20140222130359/http://news.bbc.co.uk/2/hi/business/7067532.stm |date=2014-02-22 }}</ref> The preliminary Danish investigation determined the latest Q400 incident was unrelated to the airline's earlier corrosion problems, in this particular case caused by a misplaced [[O-ring]] found blocking the orifice in the restrictor [[Engineering:Valve|valve]].<ref>
[http://www.hcl.dk/graphics/Synkron-Library/hcl/dokumenter/Redegorelser/2007/510-000449%20LN-RDI%20Preliminary%20Report%20UK_03112007.pdf "Havarikommissionen, LN-RDI – Preliminary Report"].{{Dead link|date=February 2019 |bot=InternetArchiveBot |fix-attempted=yes }} 'http://www.hcl.dk {{Webarchive|url=https://web.archive.org/web/20031229164308/http://www.hcl.dk/ |date=2003-12-29 }}, November 3, 2007. Retrieved: November 15, 2007.</ref>
<!-- Please only list the THREE major landing gear (LG) incidents here. All notable minor LG-related incidents should be covered in linked article -->

In all, eight Q400s had landing gear failures while landing during 2007: four in Denmark, one in Germany, one in Japan, one in Lithuania and one in {{wipe|South Korea}}. In November 2007, it was revealed that the Swedish Civil Aviation Administration  had begun an investigation and found Scandinavian Airlines System culpable of cutting corners in its maintenance department. The airline reportedly made 2,300 flights in which safety equipment was not up to standard.<ref name="cph1">[https://web.archive.org/web/20071118205709/http://www.cphpost.dk/get/103436.html "Plane crash disaster narrowly avoided"]. ''The Copenhagen Post'', September 10, 2007. Retrieved: September 10, 2015.</ref> On March 10, 2008, SAS ordered 27 more aircraft from Bombardier in a compensation deal: 14 Q400 NextGen turboprops and 13 CRJ900 jets.<ref name="CompensationFromSAS">{{cite news |work=CBC News |title=Bombardier settles claim with SAS over Q400 turboprops |department=Business |url=https://www.cbc.ca/news/business/bombardier-settles-claim-with-sas-over-q400-turboprops-1.730784 |date=March 10, 2008 |url-status=live |archive-date=August 15, 2014 |archive-url=https://web.archive.org/web/20140815233820/http://www.cbc.ca/news/business/bombardier-settles-claim-with-sas-over-q400-turboprops-1.730784}}</ref>

On February 23, 2017, a Flybe Q400 suffered a right hand gear collapse while landing at Amsterdam Schiphol Airport. There were no injuries. The cause was identified as a deformed righthand main landing gear brace, which had been installed the night before. It is not known when the deformation had occurred.<ref>{{Cite web|url=https://www.flightglobal.com/fleets/gear-collapse-flybe-q400-crew-had-false-lock-indication/128331.article|title=Gear-collapse Flybe Q400 crew had false lock indication|first=David|last=Kaminski-Morrow|date=2018-06-01|website=Flight Global|url-access=registration}}</ref><ref>{{Cite web|url=https://aviation-safety.net/database/record.php?id=20170223-0|title=ASN Aircraft accident de Havilland Canada DHC-8-402Q Dash 8 G-JECP Amsterdam-Schiphol International Airport (AMS)|first=Harro|last=Ranter|website=aviation-safety.net}}</ref>

On November 10, 2017, a Flybe flight BE331, operated by a Q400, was scheduled to fly from George Best Belfast City Airport to Inverness Airport. The plane reported a technical problem shortly after takeoff and was diverted to Belfast International Airport, where it landed on its nose with the front gear retracted. One minor injury was reported.<ref>{{cite news|date=10 November 2017|title=Flybe plane crash-lands at Belfast airport|work={{wipe|The Guardian}}|url=https://www.theguardian.com/uk-news/2017/nov/10/plane-crashes-at-belfast-airport-after-emergency-landing-flybe-inverness|url-status=live|access-date=10 November 2017|archive-url=https://web.archive.org/web/20171110152855/https://www.theguardian.com/uk-news/2017/nov/10/plane-crashes-at-belfast-airport-after-emergency-landing-flybe-inverness|archive-date=10 November 2017}}</ref>

On August 19, 2018, a Q400-200 of LC Perú on a flight from [[Place:Lima|Lima]] to Ayacucho had to return to Lima airport and make an emergency landing due to a nose gear that could not be lowered. The aircraft landed without the nose gear down.<ref>{{cite news |last1=Uphoff |first1=Rainer |title=LC Peru Q400 involved in gear collapse in Lima |url=https://www.flightglobal.com/safety/picture-lc-peru-q400-involved-in-gear-collapse-in-lima/129314.article |work=Flight Global |date=22 August 2018 |language=en}}</ref>

On November 15, 2018, a Q300-315 belonging to PAL Airlines was unable to lower its nose gear while trying to land at Deer Lake, Newfoundland, and diverted to Stephenville, Newfoundland, performing a nose gear up landing.<ref>{{cite web|url=https://www.cbc.ca/news/canada/newfoundland-labrador/plane-crash-stephenville-1.4906941|title=Plane with landing gear issue makes emergency landing in N.L. town, no one hurt|work=CBC News|access-date=15 November 2018|archive-url=https://web.archive.org/web/20181115183925/https://www.cbc.ca/news/canada/newfoundland-labrador/plane-crash-stephenville-1.4906941|archive-date=15 November 2018|url-status=live}}</ref><ref>{{cite news |title=Nose gear of PAL Airlines Dash 8 collapses in Newfoundland |url=https://www.flightglobal.com/news/articles/nose-gear-of-pal-airlines-dash-8-collapses-in-newfou-453698/ |access-date=16 November 2018 |work=Flightglobal.com |date=15 November 2018 |archive-url=https://web.archive.org/web/20181116131531/https://www.flightglobal.com/news/articles/nose-gear-of-pal-airlines-dash-8-collapses-in-newfou-453698/ |archive-date=16 November 2018 |url-status=live }}</ref>

On 18 January 2024, the left main landing gear on a Q400 belonging to Ethiopian Airlines collapsed on landing at Mekelle Airport.<ref>[https://avherald.com/h?article=513d3d26 Accident: Ethiopian DH8D at Makale on Jan 18th 2024, gear problem and runway excursion], The Aviation Herald, Jan. 18, 2024</ref><ref>[https://aviationsourcenews.com/incident/ethiopian-dash-8-suffers-substantial-damage-during-landing-at-mekele/ Ethiopian Dash 8 suffers substantial damage during landing at Mekele], Aviation Source News, Jan. 18, 2024</ref>

==Specifications==

{| class=wikitable style="text-align: center;"
|-
! Model
! Q200<ref>{{cite web |url= https://www2.bombardier.com/Used_Aircraft/pdf/Q200_EN.pdf |title= Q200 |date= 2006 |publisher= Bombardier |access-date= 2016-10-04 |archive-url= https://web.archive.org/web/20161005085725/https://www2.bombardier.com/Used_Aircraft/pdf/Q200_EN.pdf |archive-date= 2016-10-05 |url-status= live }}</ref>(-100)
! Q300<ref>{{cite web |url= https://www2.bombardier.com/Used_Aircraft/pdf/Q300_EN.pdf |title= Q300 |date= 2006 |publisher= Bombardier |access-date= 2016-10-04 |archive-url= https://web.archive.org/web/20161005085657/https://www2.bombardier.com/Used_Aircraft/pdf/Q300_EN.pdf |archive-date= 2016-10-05 |url-status= live }}</ref>
! Q400<ref>{{cite web |url= http://commercialaircraft.bombardier.com/content/dam/Websites/bombardiercom/supporting-documents/BA/Bombardier_Q%20Series_Final.pdf |title= Q Series |date= 2017 |publisher= Bombardier |access-date= 2017-06-20 |archive-url= https://web.archive.org/web/20180416074022/https://commercialaircraft.bombardier.com/content/dam/Websites/bombardiercom/supporting-documents/BA/Bombardier_Q%20Series_Final.pdf |archive-date= 2018-04-16 |url-status= dead }}</ref>
|-
! Cockpit crew
| colspan=3 | Two 
|-
! Passengers, typical
| 37
| 50@30–33"<ref>{{cite web |url= https://www.airnewzealand.co.nz/seat-map-bombardier-q300 |title= Bombardier Q300 Seating configuration |publisher= Air New Zealand |access-date= 2017-06-20 |archive-url= https://web.archive.org/web/20170606170640/https://www.airnewzealand.co.nz/seat-map-bombardier-q300 |archive-date= 2017-06-06 |url-status= live }}</ref>
| 82@30"
|-
! Max capacity<ref>{{cite web |url= http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/12b0fd5fe83cb0c68625812b00520322/$FILE/A13NM_Rev_21.pdf |title= Type Certificate Data Sheet No. A13NM |date= May 24, 2017 |publisher= FAA |access-date= June 20, 2017 |archive-url= https://web.archive.org/web/20180416012503/http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/12b0fd5fe83cb0c68625812b00520322/$FILE/A13NM_Rev_21.pdf |archive-date= April 16, 2018 |url-status= live }}</ref>
| 40 || 56 || 90@28"
|-
! Length
| 73&nbsp;ft (22.25&nbsp;m)
| 84&nbsp;ft 3&nbsp;in (25.7&nbsp;m)
| 107&nbsp;ft 9&nbsp;in (32.8&nbsp;m)
|-
! Height
| colspan=2 | 24&nbsp;ft 7&nbsp;in (7.49&nbsp;m)
| 27&nbsp;ft 5&nbsp;in (8.4&nbsp;m)
|-
! Wingspan
| 85&nbsp;ft (25.89&nbsp;m)
| 90&nbsp;ft (27.4&nbsp;m)
| 93&nbsp;ft 3&nbsp;in (28.4&nbsp;m)
|-
! Wing area
| 585&nbsp;sq&nbsp;ft (54.4&nbsp;m<sup>2</sup>)
| 605&nbsp;sq&nbsp;ft (56.2&nbsp;m<sup>2</sup>)
| 689&nbsp;sq&nbsp;ft (64&nbsp;m<sup>2</sup>)
|-
! Aspect ratio
| {{#expr:25.89*25.89/54.40round2}}
| {{#expr:27.40*27.40/56.20round2}}
| {{#expr:28.40*28.40/64round2}}
|-
! Width
| colspan=3 | Fuselage 8&nbsp;ft 10&nbsp;in (2.69&nbsp;m), cabin 8&nbsp;ft 3&nbsp;in (2.52&nbsp;m)
|-
! Cabin length
| 30&nbsp;ft 1&nbsp;in (9.16&nbsp;m)
| 41&nbsp;ft 6&nbsp;in (12.60&nbsp;m)
| 61&nbsp;ft 8&nbsp;in (18.80&nbsp;m)
|-
! Max takeoff weight
| 36,300&nbsp;lb (16,466&nbsp;kg)<br />-100: {{cvt|34,500|lb}}<ref name=BAeSystems>{{Cite web|date=2021|title=Dash 8 Specifications - BAE Systems|url=https://www.baesystems.com/en/heritage/de-havilland-canada-dhc-8-dash-8|website=BAE systems}}</ref>
| 43,000&nbsp;lb (19,505&nbsp;kg)
| 67,200&nbsp;lb (30,481&nbsp;kg)
|-
! Operating empty
| 23,098&nbsp;lb (10,477&nbsp;kg)
| 26,000&nbsp;lb (11,793&nbsp;kg)
| {{#expr:58000-18716}} lb ({{#expr:26308-8489}} kg)<!-- OEW = MZFW - max PL --><ref>{{cite web |url= http://commercialaircraft.bombardier.com/content/dam/Websites/bca/literature/q400/BCA_5446_03_Q400_Factsheet_Update_EN_vF.pdf |title= Q400 |date= 2014 |publisher= Bombardier |access-date= 2016-10-04 |archive-url= https://web.archive.org/web/20160304093244/http://commercialaircraft.bombardier.com/content/dam/Websites/bca/literature/q400/BCA_5446_03_Q400_Factsheet_Update_EN_vF.pdf |archive-date= 2016-03-04 |url-status= dead }}</ref>
|-
! Max payload
|  8,921&nbsp;lb (4,047&nbsp;kg)
| 13,500&nbsp;lb (6,124&nbsp;kg)
| 18,716&nbsp;lb (8,489&nbsp;kg)
|-
! Max fuel
| colspan=2 | 835&nbsp;U.S.&nbsp;gal (3,160&nbsp;L)
| 1,724&nbsp;U.S.&nbsp;gal (6,526&nbsp;L)<ref>{{cite web |url= http://www2.bombardier.com/q400/en/specifications.jsp |archive-url= https://web.archive.org/web/20161006005926/http://www2.bombardier.com/q400/en/specifications.jsp |url-status= dead |archive-date= 2016-10-06 |title= Q400 specifications |publisher= Bombardier}}</ref>
|-
! Engines (2×)
| PW123C/D<br />-100: PW120<ref name=BAeSystems/>
| PW123/B/E
| PW150
|-
! Unit power
| {{cvt|2150|hp}}<br />-100: {{cvt|1800|hp}}<ref name=BAeSystems/> 
| {{cvt|2380–2500|hp}}
| 5,071&nbsp;hp (3,781&nbsp;kW)
|-
! High speed cruise
| 289&nbsp;kn (535&nbsp;km/h; {{Cvt|289|kn|mph|disp=output only}})<br />-100: {{Cvt|310|mph|kn|disp=output only}} ({{Cvt|310|mph|km/h|disp=output only}}; 310&nbsp;mph)<ref name=BAeSystems/>
| 287&nbsp;kn (532&nbsp;km/h; {{Cvt|289|kn|mph|disp=output only}})
| 300–360&nbsp;kn (556–667&nbsp;km/h; {{Cvt|300–360|kn|mph|disp=output only}})
|-
! Ceiling
| colspan= 2 | 25,000&nbsp;ft (7,620&nbsp;m)
| 27,000&nbsp;ft (8,229&nbsp;m)
|-
! Range
| 1,125&nbsp;nmi (2,084&nbsp;km; {{Cvt|1125|nmi|mi|disp=output only}})<br />-100: {{cvt|1,174|mi|nmi km mi|order=out}}<ref name=BAeSystems/>
|   924&nbsp;nmi (1,711&nbsp;km; {{Cvt|924|nmi|mi|disp=output only}})
| 1,100&nbsp;nmi (2,040&nbsp;km; {{Cvt|1100|nmi|mi|disp=output only}})
|-
! Takeoff (MTOW, SL, ISA)
| 3,280&nbsp;ft (1,000&nbsp;m)
| 3,870&nbsp;ft (1,180&nbsp;m)
| 4,675&nbsp;ft (1,425&nbsp;m)
|-
! Landing (MLW, SL)
| 2,560&nbsp;ft (780&nbsp;m)
| 3,415&nbsp;ft (1,040&nbsp;m)
| 4,230&nbsp;ft (1,289&nbsp;m)
|}

==See also==
{{aircontent
|related=
* [[Engineering:De Havilland Canada Dash 7|de Havilland Canada Dash 7]]
|similar aircraft=
* 29–34 seats
** [[Engineering:British Aerospace Jetstream 41|British Aerospace Jetstream 41]]
** [[Engineering:Dornier 328|Dornier 328]]
** [[Engineering:Embraer EMB 120 Brasilia|Embraer EMB 120 Brasilia]]
** [[Engineering:Saab 340|Saab 340]]
* 42–60 seats
** [[Engineering:Antonov An-140|Antonov An-140]]
** [[Engineering:ATR 42|ATR 42]]
** [[Engineering:Fokker 50|Fokker 50]]
** [[Engineering:Saab 2000|Saab 2000]]
** Xian MA60
* 64–78 seats
** [[Engineering:ATR 72|ATR 72]]
** [[Engineering:British Aerospace ATP|British Aerospace ATP]]
** [[Engineering:Ilyushin Il-114|Ilyushin Il-114]]
|lists=
* List of airliners
|see also=
}}

==References==

===Notes===
{{Reflist}}

===Bibliography===
{{Refbegin}}
* Eden, Paul E. ''Civil Aircraft Today: The World's Most Successful Commercial Aircraft.'' London: Amber Books, 2008. {{ISBN|978-1-90570-486-6}}.
* Hotson, Fred W. ''The De Havilland Canada Story.'' Toronto: Canav Books, 1983. {{ISBN|978-0-96907-032-0}}.
* Kinsey, I. "Dash 8 is Born". ''Canadian Aviation Magazine'', June 1983.
* Winchester, Jim. "De Havilland Canada DHC-8 Dash 8". ''Civil Aircraft'' (The Aviation Factfile). London: Grange Books plc, 2004. {{ISBN|978-0-83686-903-3}}.
{{Refend}}

==External links==
{{Commons and category|De Havilland Canada DHC-8}}
* {{cite web |url= https://www.easa.europa.eu/sites/default/files/dfu/EASA%20TCDS_DHC-8_Iss%2012.pdf |date= 3 February 2017 |publisher= European Aviation Safety Agency |title= Bombardier DHC-8 Type Certificate data sheet IM.A.191 |access-date= November 15, 2018 |archive-date= September 29, 2018 |archive-url= https://web.archive.org/web/20180929022019/https://www.easa.europa.eu/sites/default/files/dfu/EASA%20TCDS_DHC-8_Iss%2012.pdf |url-status= dead }}
* {{cite web |url= http://wwwapps.tc.gc.ca/saf-sec-sur/2/nico-celn/c_d.aspx?lang=eng&aprv_num=A-142&ISU_NUM=40&START_DATE=2018-08-03&AUTH_DESC=&DESC=&FRGN_NUM=&id_num=1146&aprv_type=TA&PARTS_NUM=  |title= Type Certificate data sheet A-142 |date= August 3, 2018 |publisher= Transport Canada}}
* {{cite magazine |url= https://www.flightglobal.com/pdfarchive/view/1998/1998%20-%202509.html |title= Turboprop - and proud of it |author= Graham Warwick |date= 9 September 1998 |magazine= Flight International |quote= The Q400 embodies technology which Bombardier hopes will revolutionise the embattled regional turboprop market }}
* {{cite magazine |url=https://www.flightglobal.com/news/articles/poor-marks-139681/ |title= Poor marks - In-service report |author=Max Kingsley-Jones |author2=Andrew Doyle |date= 4 December 2001 |magazine=Flight International |quote= Despite the Q400 high-speed turboprop's superior economics, efforts to challenge regional jets have been hampered by a troublesome introduction}}
* {{cite web |url= https://www.forecastinternational.com/archive/disp_pdf.cfm?DACH_RECNO=55 |title= Bombardier Q Series Multimission |publisher= Forecast International |date= July 2009}}
* {{cite web |url= https://eservices.aero.bombardier.com/wps/wcm/connect/eServices/b87d2033-612e-4007-8611-123d1bcb45ca/D8400-APM.pdf?MOD=AJPERES&CVID=lGQR6nV |title= Dash 8 Series 400 Airport Planning Manual |date= Dec 5, 2014 |publisher= Bombardier}}

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