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About Houghton11

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  1. We've got lots in Canada...replacing many -200s... We're a bit behind the times hahahh
  2. Have ya tried throwing in some of your company's waypoints in the NGX SD? Just curious.
  3. On a RNP side note: I've been playing around with RNP approaches into Canadian airports (which unlike US, some are publicly available). For giggles, I thought I'd just input the waypoint names into the FMS one day and low and behold...they appear to be in the navigraph database. For example: Throw any of the LWxxx waypoints in the FMS and they appear to be accurate. Granted, you don't get the fancy specific arcs and other RNP accoutrements, but it allows you to fly a reasonable representation of an RNP approach. It is a little tedious to input each waypoint in manually to the FMS, but it will make building these approaches correctly a lot easier...one does not have to guess waypoint positions.
  4. On the real aircraft the airstair can be extended/retracted from the outside with or without ground power. On the NGX though, it appears you need some sort of external or ship's power to get it to work.
  5. I like the non-winglet'd version. Kinda has the 757 look to it. Until we get a decent one of those this looks great!
  6. Anyone willing to take a stab at this one? Pretty simple actually. If someone could point me to a good tutorial it may even be a good aircraft to get started repainting on... C-GDEJ - Ex- Easyjet G-EZKF (I think).
  7. It's a funky fixed wing twin piston composite pipe-dream in my opinion. Tecnam is a Spanish-influenced American manufacturer of LSA aircraft.
  8. The Q400, the largest 'variant', isn't quite up to the 90 seat mark. The standard configuration is 68 passengers, seated four abreast. Other configurations have 62, 72, 74, 76 or 78 seats available at different pitches. Squeezing 90 seats out of a Dash would start to encroach on Bombardier's CRJ-900 and -1000 variants. That and the upcoming C-Series which is already vying for a spot in a increasingly crowded 100ish seat market.
  9. There's some regulatory issues with 2-class configurations and only 1 flight attendant. You could operate the flight with 2 FA's but that costs $$$. Having said that, unless it's a limited STC, the -200 series is only approved for 2 configurations, 39 and 37 seat configurations. Many operators do have specific ops-specs and LSTC's though. Below is the 39 seat config. For the standard 37 seat config, remove the rear-facing front seats and install a galley. You would have a very hard time getting 39 people in a two class configuration in the Dash-8 100/200. First of all, any 'first-class' seats wouldn't fit in the aircraft, and I'm not aware of any first class seat ever made for the Dash-8 series. The seat track and aisle width restrictions make things very restrictive. Emergency exit access would also prevent the addition of a dividing bulkhead between the 'classes'. The -100 series is much more flexible in it's configurations, allowing the bulkhead to be placed in a bunch of positions, and even features this slick config...no STC required!
  10. My favourite: "STABILIZER MOTION"
  11. Well I'm sure a repaint can be made for that classic Dehavilland paint job. As for the aircraft specific prototype instrumentation and such...who knows. Dehavilland had a habit of destroying the majority of it's early S/N aircraft as part of the destructive testing programme. Even the early production-S/N Dash's are a bit wonky. I think (not sure) that the first production S/N DHC-8 is actually S/N 7. Early S/N Twin Otters also have really specific life-cycle limitations for lots of the structural components. I've just been browsing and i've come across some interesting info...apparently the prototype -300 was actually the -100 prototype lengthened and converted...interesting. May have to bring out the de Havilland books out.
  12. Initial serial number aircraft are always as mess. Look at any IPC or mod index and you'll see all sorts of caveats and differences between the first 50 or so airframes and the rest. Boeings are not immune from this either. The A380 has it's honeymoon. It started getting some cycles, maintenance had to be done, and things were noticed. SDR's are filed (or whatever your regulatory body's equivilant) and the process starts. No different from any other aircraft. Regulators, operators, and the manufacturer all get together and figure it out. The whole 'delay our orders' things is just media BS. Airbus approaches a customer and says "look, we want to incorporate this, this, and this to bring your deliveries up to this mod status. If you really object we can build the a/c to the original option and you may have to incorporate the differences at your expense at a later date." Of course the operator is going to lay off the delivery expectations for a while. The media won't pick up on that; "QATAR STOPS ALL A380 DELIVERIES" makes much better headlines on flightglobal or whatever.
  13. I'm not sure what you mean by the "001" Dash and "not the 100 or 200" The initial visualization of the Dash 8 was a bit different, lacking a T-tail and retaining a relatively low aspect ration wing, but it never went beyond a couple drawings. The -100 is the initial variant of the aircraft, followed by some mods, uprated engines in the 103, 106..etc etc. -200 is basically a -100 with 123's and some new interior options (depending on S/N) and is a beauty. -300 is probably the variant most of familiar with. 50 seat stretch. The -400 is a whole different ball-game. I think you may be confusing aircraft with electro/mechanical insturments vs. Glass equipped aircraft. Really there is not much different in the operation of these two cockpits. Maintenance a little different in the pointy end but not much else.
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