Dash 8 Q-400

Review by Marlon Carter. This just in…it is once again very cool to be a turboprop driver.

 

Bigger and better has been the mantra for some time with pilots aspiring to that coveted left seat in a heavy jet.  But suddenly, hauling 70 passengers around with a windmill spinning on each wing is the way to go.  What caused this seismic shift?

 

The Majestic Software Dash 8 Q-400

 

The Bombardier Q-400 is the latest in the evolution of this commercial turboprop.  Just Flight released this model on April 20^th and within a few days, the number of VATSIM online flights using a Q-400 jumped from a daily average of less than 10 to an average of over 200.  I mentioned this to a Just Flight staff member and he said that while exact numbers were proprietary, he could confirm that orders for this model had exceeded any other product release.  Demand was so great the first weekend that the servers became overloaded as too many customers were queuing up to download the Q-400.

 

The reason for this traffic jam was not difficult to understand as when it was my turn to download I found that it was a 390Mb file that took my reasonably fast internet connection 40 minutes to download.  Once installed the product requires 22GB of hangar space on the hard drive.  The final process of the installation consists of an authorization page where one must insert the order number, email address and last name to verify that you have a Just Flight account.

 

When I first loaded the Q-400, I selected one of the 19 liveries with which it is equipped and the screen opened in the cockpit view.  I was surprised to see that the aircraft was rocking from side to side.  A switch to an outside view quickly determined the reason: the airplane did not have landing gear.  While this concerned me, I was also impressed that the model reacted to this fact in such a convincing manner.  This may be due to the fact that this aircraft runs a Flight Dynamics Editor that is completely separate from the FDE in FSX.  The developer states that it allows for much more precise reproduction of the airplane’s flight characteristics. I was intrigued to see what difference this would make in the performance of the airplane.

 

A detour to the Just Flight Support FAQ page found the cause of the missing landing gear to be the need for a Direct X driver update.  Once that was done the airplane was steady on the ground, however, I only took a quick look inside the cockpit before exiting the airplane to do some pre-flight homework as there was a great deal of information to absorb.  As is my mantra with any complex simulation model - it is a must to read the documentation and flight manual before attempting to operate the aircraft. The Q-400 is certainly no exception and I venture to say that anyone who tries to fly it without doing the requisite reading beforehand will not be very successful.

 

Following installation, the aircraft owner is shown the Document Index where a wide variety of information can be found.  These items include:

• Cockpit checklist- to prepare the aircraft for the first flight of the day
• Normal checklist- aircraft operational procedures
• Takeoff/Landing speed cards in metric and imperial
• Sample Flight
• Quick Reference FMS card
• 126 page systems tutorial
• Control Panel guide (not the cockpit controls -full explanation to follow)
• Special Features guide

Let us take a moment to explore in more depth each of the items listed above.

 

Cockpit Checklist and Normal Checklist

 

The Cockpit checklist is used to prepare the aircraft for the first flight of the day and to render the aircraft cold and dark at the conclusion of the flying day.  Both this and the Normal checklist are color-coded. 

 

The Cockpit checklist colors differentiate between the normal checks and the five steps necessary to start the APU (which is needed to power the aircraft if a ground service unit is not available).

 

 

The Normal checklist, for proper operation of each phase of a flight is coded with blue normal procedures, grey first flight of the day actions and green challenge and response items.

 

 

Both checklists are professionally done and make excellent references to be printed for use.

 

Speed Cards

 

This is a two-page reference with takeoff Vr/V2 speeds at three different flap settings and approach/landing speeds for four different flap settings.

 

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While the card provides an explanation of its use, I found some of the instructions to be confusing.  One states, “Check Vr not below 108kts for Flaps5, 104kts for Flaps 10, 100kts for Flaps 15” and the other “Check V1 not below 97kts for Flaps 5, 96kts for Flaps 10 and Flaps 15”.

 

These instructions are clear, however there is no indication of what action to take if the condition described does occur.  For example: the chart shows that at 39,500 lb weight at or below 20°C OAT and at sea level Vr/V2 are 102/116 with Flaps5, 100/111 @ Flaps10 and 98/106 @ Flaps15 all of which are below the instructed minimum Vr speed.  So does that mean the aircraft cannot depart at that weight in those atmospheric conditions? 

 

Moreover, if that were the case, then why would the speed card indicate those speeds instead of blanking out those options?  The fact that it does include the computed speeds for those variables leads me to think that such takeoff would be acceptable despite the admonition in the printed section.  As I said, confusing.

 

Sample Flight

 

A sample flight from CYZD (Toronto Downtown) to CYUL (Montreal) is provided and is accompanied by a rather extensive guide that very clearly demonstrates the actions needed to prepare the aircraft, program the FMS and operate the plane to complete the flight.

 

An additional sample flight from CYZD to KEWR has also been made available in the resource section of the Majestic Software site and this tutorial includes comments by a former Q-400 captain along with a more detailed checklist/flow sheet.

 

Quick Reference FMS Card

 

A simple but very useful feature, this card directs the user to the proper inputs for various FMS functions such as; direct to functions, VNAV programming and activation, and waypoint additions and deletions.

 

Systems Tutorial

 

This is the aircraft’s bible.  All of the systems, instrument and display indications and switch and knob functions are fully explained.  For the most part, it is well written with only a few instances of awkward sentence structure to make one speculate that it was not originally produced in English.

 

A nice touch is that at the end of many sections where system operations have been detailed there is a highlighted box that tells the pilot what configuration should be used in order to achieve the best performance.  It takes the theory from the section and puts it in simple terms of “Here‘s what you need to know to make it work“.

 

Control Panel Guide

 

In the Majestic Q-400, the control panel provides an interface to configure the aircraft for computer performance limitations, calibrate the surface and engine controls, and set the load information for passengers, cargo and fuel. 

 

One of the great features of the load manager section is that it computes three variables based on the inputs; Zero Fuel configuration, Takeoff configuration, Landing configuration and displays the computed figures on a graph to indicate where the aircraft as loaded would be situated within the center of gravity envelope.  Thus, the pilot can quickly ascertain if the proper COG position and permissible weight maximums will be present during all stages of the flight.

 

In most aircraft, assigning the engine control functions and then calibrating the controllers are all that is needed to prepare them for use. However, as part of the unique Flight Dynamics Engine built into the Q-400, flight control inputs do not go directly to the aircraft.  Instead, they are read from FSX, a transformation is applied based on coefficients in the mjc84.ini file and the output is then sent to the flight control surfaces of the aircraft.

 

Therefore, calibration of engine control hardware is essential and also a bit more involved than for other aircraft I have encountered. The control panel senses and indicates numerically the input position of the power and condition levers.  The user must move each control into five distinct positions, note the input reading at each and then copy that figure to the output box of each of the five positions.

 

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A similar but slightly less complicated procedure is used to set the neutral position for the flight control surfaces from which the full deflection positions can be computed.

 

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Wheel brakes are set by designating the brakes off position, finding the full pedal deflection input and then entering a ’full on’ brake position just below that number.  This ensures that maximum braking can be achieved without having to resort to a ’pedal to the floor’ position.

 

Unique to this aircraft (in my experience) and most welcome is that nose wheel steering via rudder pedals results in only an 8° wheel movement from center position.  This is sufficient for directional steering during the takeoff roll.  For efficient ground operations, nose wheel steering is accomplished by a steering tiller at the captain’s left side that operates to 70° off center. 

 

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The Control Panel offers three options for use: mouse only, ailerons + mouse and spoiler axis.  I chose to utilize the spoiler axis on my throttle quadrant setting the middle position as centered with forward being left and backward being right.  It takes a bit of experience to keep from reverting to pushing a rudder pedal to steer but is otherwise a very enjoyable way to motor around airports.

 

Special Features Guide

 

This lists some additional features not covered in the systems or Sample Flight tutorials and how to operate them.  These include the mouse control of switches and knobs, seat and sun visor animations, emergency exit hatch operation, gear pins, ground power unit and the very special window mist and ice simulation.

 

Even the guide does not list all of the features so roaming around the flight deck with a mouse cursor until it activates a click spot can reveal a surprise or two.

 

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Enough Already…What is the aircraft like?

 

I promise, we will get to that in just a moment but indulge me for a bit longer.

 

As has become my mantra in the operation of anything beyond the simplest simulation, the first requirement is to Read the Documentation.  A declaration so important that I feel the need to repeat it for every review but judging by some of the questions posted on support forums, this remains an action to which some pilots simply do not adhere and yet it is the key not only to overcoming operational quirks but to gaining an understanding of how the aircraft actually operates. 

 

Pilots of complex aircraft rely heavily on the use of the automation provided to successfully, and properly operate the aircraft.  The electronics do a far better job of monitoring the nagging and tedious minutia of flight, such as maintaining altitude, speed and heading as well as monitoring all the systems for proper operation.  So much so, that in most of the phases of a flight the pilot is a systems manager.

 

Awareness of those systems to be able to manage them and intervene if (when?) they refuse to cooperate requires careful review of the documentation to be able to understand how those systems operate.

 

Thus, the first step toward flight is reading the manuals even before entering the cockpit and getting settled in.

 

In the case of the Q-400, such preparation serves to familiarize the pilot with some features that may be different from previous aircraft.  Examples include:

 

• FMS programming- the Q-400 uses a procedure that differs from both the Airbus and Boeing approaches to loading a flight plan. The product ships with an initial Navigraph database installed for the FMS along with instructions on obtaining or subscribing for updates.
• Throttle and condition lever operation-while reminiscent of the Airbus procedure is unique to this aircraft and not exactly intuitive

 

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After having studied the manual, tutorial, control panel guide and special features guide (call it ground school) it was finally time to enter the flight deck and get flying (see, I told you we would get there).

 

The first order of business was to go into the FMS>Data>Services and request that the ground power unit be brought out and hooked up.  No need to run the batteries down while negotiating the learning curve to waking up this craft and getting it to know where it is going.

 

I then went to the Control Panel Weight & Balance page to set the parameters for the flight.  There are four zones in the passenger compartment for placing the paying customers and there is a definite change in the center of gravity position on the aircraft dependent on what seats are filled and how the baggage is divided between the front and rear compartments.  Once payload and fuel have been specified, the system calculates the result. It can take a bit of moving passengers and baggage around to arrive at load points that all fall within the acceptable center of gravity limits.

 

The remainder of the pre-departure procedures is to use the checklist to configure the aircraft and prepare the FMS by initializing it and then entering the flight plan.  As I mentioned earlier, the FMS does not utilize the same methods as employed in other flight management systems and it does take a bit of adjustment if one is familiar with the Airbus/Boeing/Embraer ways of doing things. 

 

The Bombardier FMS follows a more methodical approach to building a flight plan and makes use of dropdown menus within sections to make selections to be added to the plan.

 

For example, if utilizing a SID on departure-one would go to the FPL page and enter the departure airport name.  Then a push of the MENU button brings up a list of options-DEPART being one of them.  Clicking on that brings up a list of runways.  Following runway selection, a choice of SIDs is presented followed by a choice of transitions.

 

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Once those are completed a tap of the RETURN select key brings you back to the flight plan and airway/waypoint entries can be made with the arrival airport being the last waypoint entry.  If a STAR is desired then it is entered using the same procedure of MENU>ARRIVE to input the requisite data.

 

Once the aircraft is ready for departure the FMS offers pushback procedures to be initiated.  Using this method instead of the FSX pushback offers a tradeoff of being able to control the direction of pushback through the entire sequence against the visual loss of the tug actually pushing.  Personally, I prefer the greater control of the push to the eye candy.

 

Starting of engine #2 is permitted during pushback and other than moving the condition lever to the Start/Feather position; it is automatic after selecting the engine and pushing the start button on the overhead panel. I was quite underwhelmed by the initial engine start up sound.  It seemed to be generic FSX.  Then the turbine caught and began to spin up the propeller blades…what a difference.  And when the condition levers are pushed up beyond the idle setting, there is no question that there is some power under those engine nacelles.

 

The takeoff characteristics are very well modeled.  The aircraft requires a considerable amount of runway to get up to flying speed but once it does, taking to the air requires only a steady, easy pull on the yoke. 

 

The flight controls are very responsive and the airplane is quite stable.  Manual control is enjoyable and the power levers are very sensitive providing a wide range of small adjustments to be made.  Airspeed changes are almost instantaneous and I found it challenging on approach to keep the speed from fluctuating. 

 

This is not an easy airplane to land smoothly.  Jet procedures of pulling the throttles to idle and letting the aircraft bleed off airspeed until it touches down will not work here. The tall, stiff main landing gear struts are not as forgiving of less than stellar pilot performance and a bit of power needs to be kept up until the mains hit so as not to drop in hard.

 

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Once on the ground and with the power levers in reverse, the spoilers come up and the airplane slows in a hurry.

 

However, landings only occupy a minute or so at the end of a flight and the time before them is an absolute delight. 

 

The flight deck is beautifully rendered with all switches and buttons clearly labeled and nearly all of them functional as well.  The FMS works quite smoothly once engaged and offers great functionality.  Attention to detail in the instrument panels and surrounding area is to be commended.

 

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There are adjustable sun visors for both pilots, and a variety of lighting options for panels and display brightness.

 

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There is even a reading light over the observer’s seat-a fun feature that I doubt anyone would have noticed the lack of had it not been included.

 

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Majestic Software is a part of Atlantic Simulators, a producer of simulators and fixed based cockpit displays for the aviation/airline training industry.  Given that background, it is not surprising that the instrumentation and flight dynamics are of such high quality.

 

The flight deck is only available in Virtual Cockpit view and I find VC views generally to be difficult to work with unless using TrackIR to pan and zoom.  But this Q-400 was easily controlled even without such a 3^rd party aid.  My only complaint would be that it can be tricky to find a view setting on approach that encompasses the needed instrument references without panning back so far as to lose the perspective out the windscreen for short final.  The solution would be a Head Up Display but apparently, to obtain this feature, one would have to purchase the very high-end version of this sim.

 

Majestic states that they offer the Pilot version for flight simulation enthusiasts, a Pro version for advanced and airline training with the Head up Guidance System in a shared cockpit concept, and the Training version, which offers highly technical airline procedural training.

 

While flying I could not help but notice how outside conditions affected the instrument displays.  Sunlight passing through a window will wash out a display and a faint reflection of clouds can be seen on the display faces when viewed at a slight angle.  It is an immersive and appreciated detail that contributes to a great flight experience.

 

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The slight haze on the display faces is reflected light

 

The attention to detail on this aircraft is superb.  Initially, I was rather unimpressed by the exterior; at first, it seemed adequate but nothing special.  But zooming in closer, I saw that the rendering of surfaces is actually very well done; perhaps not the best I have ever seen but certainly of good quality.  Frankly, I do not worry all that much about the externals as my time is spent in the cockpit.  And the flight deck of this aircraft is truly exceptional.

 

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I am continually amazed at the comprehensive presentation and amount of features available.  The lettering on the panels is practically a work of art in terms of clarity and presentation.  The various cockpit display and area lighting choices-eight different light sources, many of which are fully adjustable in intensity- are sure to satisfy anyone.  And if for some reasons the displays are not clear enough (although I did not find this to be the case during my flights), the PFD and MFD can be made into pop up displays.

 

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Exterior lighting is also provided in a variety of options with the most impressive feature being that the logo light is actually controlled by the cockpit switch which is a first in my experience.

 

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And speaking of firsts, as mentioned briefly earlier, this aircraft will actually begin to accrue ice if atmospheric conditions are conducive to its formation.  The ice detection system will alert the pilot to the sensed formation and pilot activation of the anti-ice systems for the wings, propeller spinners and windscreen will be necessary in order to alleviate the situation.  A truly realistic feature and when that I am not aware is so dynamically simulated on any other aircraft model.

 

Updates

 

Just Flight contacts purchasers of the Majestic Q-400 to notify them of updates to the release.  Users can then log on to their Just Flight account and download these updates at no charge.  At the time of this review two updates, v 1.006 (370 Mb) and v 1.007 (372 Mb) had been issued a month apart to implement software updates to the FDE and various systems and displays.

 

The second update also provides the option of a VC with or without wing views; the difference being the latter provides slightly better frame rates.

 

Nice touches

 

At the end of a flight, the FMS provides a summary of flight time and fuel used.  Just the thing if one needs to enter information to a virtual airline flight report.

 

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I made reference at the beginning of this review about an issue with the landing gear not being included when I initially installed the aircraft but that the defect was corrected by installing a new Direct X driver.  Well, in subsequent sim runs I found that the aircraft does not take well to having the livery changed while the aircraft is active.  In one instance the engines quit when the airplane came out of the pause for the livery change. 

 

However, more curious is that when parked on the ground a livery change will result in the airplane appearing for a few moments without landing gear.

 

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The airplane begins to sink before the gear is drawn a few seconds later and all is stable. However, during the time that it is sinking, the flight crew can be observed to lean forward and grab the sides of their heads in anticipation of the bump the airplane gives when the gear stops the fall.

 

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After that, all is peaceful once again.

 

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Summary

 

Simply stated, in over 18 years of flight simulation this is one of the best I have flown.  The year is only half over but I have no doubt this Q-400 will be an award winner. At $59.99, it is not cheap but for what you get, it is not overly expensive either. 

 

As far as I am concerned, this is the perfect airplane for flying online. It has sufficient range to be able to get out of the immediate neighborhood but does not lock one into long hours in front of the computer watching endless expanses of water pass by underneath.  

 

The aircraft is also a bit challenging to master. It is not simply one where you can activate the autopilot and then sit back until landing. An outstanding effort that will have you proud to say, “I fly a turboprop” and saying it often.

 

What I like about the Q400

• just about everything
• the independent FDE offers outstanding flight control

 

What I don’t like about the Q400

• there are not enough hours in the day to fly this airplane as often as I would like

 

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