The British Aerospace BAe-146
I
The aircraft manufacturer had been trying for about four decades, with the elusive DC-3 replacement different Types of engines, including piston engines and Martin Convair 240/340/440 series and the Vickers Viscount turboprop design 2-0-2/4-0-4, Fokker F.27 Friendship, and Hawker Siddeley HS.748. The last attempt was made by the British aerospace industry, where research had both de Havilland and Hawker Siddeley and formulated a draft for small capacity operated short-haul airliner in the pure-engines in 1959 and 1960.
Of the two, de Havilland, pistonliners with its previous Rapide, Dove and Heron, regional aircraft has considerable experience and developed the world's first pure jet aircraft in the form of the quad-motors DH.106 Comet. Replace a preliminary study for a Such a DC-3, the DH.123, had a 60.6-foot length, a wingspan of 81.3 meters, two featured at 1150 shp turboprops Gnon a high-wing, and a 22 100-pound maximum Take Off Weight. Configured, would have accommodated Sun 32-40 passengers, or slightly more than the DC-3 of the standard 21-28.
Accepted De Havilland, Hawker Siddeley and later renamed the "Division de Havilland was to be stopped by force in the shaping DH.123, because it would have to Compete closely with his Rolls Royce's Hawker Siddeley Dart-powered Avro 748, it had placed the 44th However, existing turboprop competition, with de Havilland convinced that pure-jet technology would pair with a major attraction to win for the passengers in the middle of the 1960s DH.126 design proposal, which is adopted by most standard configuration with low capacity resulted element Short-range twin-jets such as the SE.210 Caravelle, the BAC-111 and DC-9 with a swept wing, AFT-mounted engines and a T-tail. Powered by two 3860-pound thrust de Havilland PS92 jet engines, he had a 60.3-foot length for the accommodation of 30 people and a 62-foot chip presented.
had introduced a number of iterations progressive, although modest span, shear, and the gross weight will increase by the year 1964, but further development was hindered by the four fundamental obstacles was:
- Suitable pure engine availability.
- Discontinuation of the promising engine of development for the mid-1960s, several British Engine manufacturer mergers.
- Higher costs per seat-mile to DC-3-like sectors, for which the new design was conceived.
- The inability an all-jet, the speed over relatively short use sectors.
Hawker Siddeley believe the turboprop engine only an interim technology, just had a pure design aircraft family started its own program, long before the merger, de Havilland, although its low-wing, AFT-motors, t-tailed configurations significantly his former rivals have been like.
The experiment, to minimize the development costs through the use of the cockpit, forward fuselage and cabin their own Avro 748, then had the HS.131 in 1964 suggested that the matter was similar to 62.8 meters in length and 67 meters span than comparable DH.126 de Havilland, but had their projected 5000 pounds of thrust engines, Rolls Royce RB.172 enables a higher offer, 30,000-pound Gross, and a 32 capacity for passengers.
Face as de Havilland, with motor and inappropriate non-availability, devised Hawker Siddeley iterations round projection engines. A radical change in the configuration with which Introduction HS.136 of 1967, for example, had a low wing aircraft with two 9730-pound thrust Rolls Royce Trent engines with a conventional tail host 57 people in a five-powered next Directed and cabin offers a 54 000-pound maximum take off weight. Although the arrangement would have eliminated the AFT-mounted T-tail, the tendency to deep-stall and flame-out conditions and its vicinity would have facilitated passenger ground, aircraft maintenance, maintenance and access had to take the potential for foreign object debris (FOD) to motor HS.144 was two years later, once the proposed now return to the standard rear-engine configuration.
Progressive design and development had increased levels and shear force at times in an aircraft that has capacity to carry passengers twice taken place as the DC-3, and the Rolls-Royce Trent end of bankruptcy Development in 1970 to replace the DC-3, was now powerless to let him be more difficult.
These low-capacity, short-range jetliner, had never before, hinged on an engine for its existence, and the only possible was a small turbine, which by Avco Lycoming in the developed, the United States. Thrust on the 7,000-pound-F102, which powered Northrop A-9A, the engine stalled, a civilian derivative was designated ALF-502, launched in 1969 for the Canadair CL-601 Challenger Based Business Jets and had the first season two years later. For your commercial application, it was the modular structure.
Given the nature of the 6500 kg thrust was guest for the latest aircraft design is inadequate, the HS.146 of 1971, and because no other suitable engine was developing, had the last DC-3 was designed by force fourth Round, not two, engines replaced, and it featured neither the standard, rear engine, t-tailed nor alternative wing-mounted configuration. Instead, it would sport two large, modest swept wing, the pylon would fit the four turbochargers. Accommodating offer offer 88 passengers, or three times as many as the DC-3, the plane with a 86.2-foot length and 84.10 m span, had a 70,000-pound gross weight and 700-nautical mile range.
Nevertheless, several advantages offered to the HS.146 the old standard arrangement de Havilland and Hawker Siddeley design studies. to replace the short-field performance, equivalent to the full extent of the turboprops they had their thrust to weight ratio and the wings of the 78-percent coverage with its rear end with Fowler flaps, which had been achieved to avoid the need for larger equipment, and streamlining and further weight reduction with the elimination of reverse thrust achieved. The T-tail, remaining from the earlier drafts had managed to avoid turbulence, Engine and wing interference.
The four machine houses were interchangeable, since housed a modular core of the fundamental issues Accessories and equipment, the gas producer / compressor and combustion turbine sections.
A 11.8-foot diameter trunk had an internal, six-seat coach plan Date, which is twice was permissible for the DC-3.
To service the diverse needs of a first course Hawker Siddeley, 88 passengers and a HS 146-100 stretched, 102-passenger version HS.146-200, both at maximum, six-date densities, although with different capacity could class, seat pitch can be reduced and arrangements to be informed.
Complete optimized as a counterpart to the jet turbo-prop Viscount, HS.748 and had to F.27, the HS.146 been for several days, high frequency, short-range sectors of the short runways and unprepared and gravel, but reached 15 percent lower operating costs than the direct aircraft. Slow, controlled approach speeds of just over 100 knots, was accessible from the rear fuselage, petal brake valves and 40 degrees of trailing edge flap, for the operation of 5,000-foot take-off and Runway.
Hawker Siddeley had a market of 1,500 aircraft of this type estimated to 1982.
HS.146 to start the program on a 40 million sterling support from the government and the manufacturer's own investment was based on 29 August 1973, and the first flight, which occurred in the short fuselage HS.146-100 was in December of this year, with certification in February 1977 specifically designed, while the elongated HS.146-200, the seventh time that the cell was responsible for the certification was held in August 1978. A comprehensive wood mock-up was built, with interruptions to Hatfield.
Like so many British commercial projects had its dynamics was suddenly a little over a year after they had opened arrested. Escalating fuel prices, resulting from the Arab-Israeli Yom Kippur war, changing economic conditions and a general recession in the expectation that the nationalization of the British aviation industry is coupled, had the program not economically HS.146 reasonably reproduced by October 1974. As a result, they had been stopped, although small, continued engineering and had maintained the aircraft drawings, tools and equipment.
Three years later, on 15 formed in March 1977, British Aerospace had with the merger of Hawker Siddeley and British Aircraft Corporation, was the design and renamed BAe-146, has been relaunched. It was the first of the new conglomerate conducted in the following year, on 10 July 1978.
for the first time three years later, on 20 May 1981 rolled in Hatfield, G-SSSH the aircraft, the first new British design was registered since the BAC-111 had flown 18 years earlier.
The aircraft, in its original BAe-146 form 100 Featured notched a pressurized, semi-monocoque aluminum-copper hull, the inner bore of the aircraft fuselage frames bending load and the external, carried out Rings of the sheer load, a design that eliminated about 5,000 Stringer / frame cleats. The 11.8-meter diameter allows, five-or six-Coach-date seating, had it ensured that the passengers were the same comfort of the typical kinds will enjoy, such as the Shuttle offered long-distance wide-body aircraft operating areas where to transport them often.
Single-class capacity of 71 in five side-by-33-inch configuration on six to 82 parallel, 33-inch arrangement varies and an ultimate 93 in six pages-by-29-inch density. Total capacity was associated with a forward, 12-seater, first-class cabin configuration in a four-date.
The aircraft had a 85-foot, 11 ½-inch overall length.
The wings, with a 86-foot wingspan and 832 square feet, had a 15-degree sweep and three degrees anhedral front of their Edges presented. Because the plane is brief, 150 nautical miles sectors cruise at speeds exceeding Mach 0.7 is optimized to its not necessary and therefore the need greater momentum. Low-speed, had a short performance can be avoided in the field, has been achieved through its single-section, tabbed, trailing Fowler flaps, the large span with a 210 square meter area, 78 percent had collected and hydraulically operated actuators Dowty ROTOL. Roll control was operated by hand fitted, Trim and servo-tab ailerons, which was operated in conjunction with the condition that all external wing of the hydraulically actuated roll spoilers. Three other inboard spoiler was like a lift dumpers after touch.
Power Textron Lycoming ALF 502R four-5 turbofans, each rated 6,970 GBP thrust had made available, and these had lower thrust version, which provides 6700-pound ALF 502Hs initially for the design. Avco Lycoming been "Textron Lycoming."
A total of 3098 U.S. gallons Fuel could be two wings, and wore an integral central tank, the latter located in the passenger cabin and equipped with a well-ventilated and drained sealing diaphragm. The Single-point pressure refueling was on the right wing, who has been outboard engine number four.
The solid horizontal stabilizer, mounted on top of the rudder had not the standard variable incidence geometry necessary because of the lack of wing leading edge devices, eliminating the scale-out requirements in the rule with the pitch changes connected. Status, provided, the prevention and wings in wind direction shear interference, the largest lever arm, whereby the required size and weight. The elevators were manually while the tail of the rudder was operated hydraulically.
Key to the BAe-146 design was the 40-square-foot, are hydraulically actuated brake petal flaps are an integral part of the aerodynamic tailcone at the far end of the hull and deployable a maximum 60-degree position. Strengthening the slow, controlled, increased price falls, they had the plane, so that you activate at 7,000 fpm and 4,000 fpm 10,000 feet below, dismount, to facilitate the short runway operations and eliminate the need for reversing.
The aircraft is operated hydraulically, had tricycle landing gear consisted of a steerable roll mounted telescopic shock absorbers, up to the front nose wheel and two outboard engines displaced most important units, tucked inside the blister-type panels on the hull of the pages. All featured Dunlop wheels, while the main gear transmission multi-disc carbon brakes previously employed only Concorde.
Two 3,000-psi Hydraulic powered rear doors, the air brake petal, the chassis and the wheel brakes. Garrett A AiResearch GTCP 36-100M Auxiliary Power Unit had cabin air conditioning and Start the engine power and functioning were provided up to 20,000 meters.
With a 84 000-pound maximum takeoff weight off weight had the BAe-146-A of 880 to 100 nautical mile range with its maximum load capacity and 1,620 nautical mile range with its maximum fuel.
On the first flight on 3 September 1981, approximately an hour, 35 minutes fight in a 64,000-pound takeoff weight, the BAe 146-100 was as remarkable is very stable, very responsive and wonderfully peaceful "by his Test pilot received Civil Aviation Authority (CAA) are fourth on approval February 1983. FAA certification followed three months later on 20 May
Dan Air Services Ltd, Nature of the launch customers had two firm orders and two optioned in September last year and unveiled it at the service primarily in March 1983, equipped with an intermittent Aircraft from British Aerospace, on the London / Gatwick-Bern, Switzerland route before he used his own aircraft on the way to 27 May, the BAe 146 was the only all-jet, the suitable been short runway had to Bern.
The larger, featured BAe-146 to 200, stretch with a five-frame, a new, 93.10 meters length All 100 passengers and could result in six current configuration on a 33-inch legroom, or a maximum recording of 112 on a 29-inch pitch, but otherwise kept the BAe-146 to 100 of the span. The plane, with a 93 000-pound maximum take off weight had a 1130-nautical mile range with full payload or a 1570-nautical mile range fully Tank.
First, the first of August to fly in 1982 and G-WISC had explained the nature, came into service officially opened the following year, on 27 June, Air Wisconsin, placed an order for the four companies and had an option of four aircraft, configured for 100, 20 May 1981, on the same day that the shorter variant rolled hull first. On a fleet of Fairchild Swearingen Metro IIs and de Havilland Canada DHC-7 turboprops were by the BAe-146 to 200, on average, in use, 127-mile route sectors, rarely climb higher than 17,000 feet, and in the spring of 1984, it was serving 16 mid-western cities, open daily 14 sectors per day. It replaces the end Turboprops.
had the largest single order for 20 firm and 25 options, only one other U.S. regional carrier, Pacific Southwest Airlines (PSA) while other U.S. companies had Air-Pac the Aleutian Islands in Alaska, Aspen Airways, Air Cal, American Airlines, Discovery Airways of Hawaii, Presidential Airways, Royal West, USAir and Westair supplies Commuter.
The BAe-146 was the first all-jet was to have certified, from London City STOLport, in the Docklands are active, because of its steep approach capability, short Runway performance and low noise.
To further expand its product range and offers increased capacity for passenger services, and accordingly developed in competition with British Aerospace Fokker F.100 even stretched a second line offered beyond its original BAe-146 to 100, after the 8.1-and 7.8-foot front foot aft fuselage plug placed in relation to the BAe-146-200 had. The resulting version of the BAe 146-300, featured a strengthened fuselage and a central new 100-foot, 8 ¼-inch length, but otherwise uses the same span and ALF-502R-5 turbofans. Single-class, five each other's ability, at a 31-inch seat pitch, had been 103, although 128 High-Density-passengers could be installed on a 29-inch seat pitch, with the addition of Type III exits is the center fuselage section. The 97 500-pound version with A 1040 nautical miles Mile range with full payload and a 1520-nautical mile range with full tank, originally on 1 May 1987, flown by BAe 146-100 prototype (G-SSSH had) to this standard and has been re-registered G-LUXE converted.
Air Wisconsin, re-launch customer for the version had its first longer fuselage BAe-146 300, 10 December 1988, one of the five had made its previous order for-200.
A freighter version, the BAe-146 QT-Quiet Trader, was in all three versions. The inclusion of an open top, hydraulically actuated, 10.11-by-6.4 foot door on its rear, left side, an increase in bulk, and a charging system, the aircraft without passenger window and facilities, was nine or six LD-3 containers 108-88 inch pallets up to 6,000 pounds and accommodate a 53-inch by 88, half pallets. The prototype had a BAe-146 to 200 of Hayes International Corporation converted for the first time on 20 March 1986 and was flown on TNT International Aviation Services located in the following year opened on 5 May The operator could then a significant number of them were acquired.
II
A representative of BAe 146-200 aircraft operated by Air Zimbabwe from Hwange, Kariba, had met in September 1994 been.
Founded in 1967 as Rhodesia Rhodesian Air routes of Central African Airways, the airline is to operate continuously changing as a result of the increased black majority rule was Air Zimbabwe Rhodesia in 1979, renamed, and, quite simply, Air Zimbabwe the following year, after the country gained independence. The transitional provisions Time was full of political instability triggered constantly Route structural realignment that had taken up only in South Africa.
If the internal situation was finally restabilized, the route system was gradually done over and over again provide links between Zimbabwe and many African states and regional ones in Europe. In 1982, Air Zimbabwe had operated Viscounts eight, three-720BS machines machines and three 707-320Bs, although additional 707 had replaced the later 720s.
Due to the deregulation of the competition had the small carrier to stay competitive advantage with improved efforts spawned passenger service and a more modern, three-type fleet, which has included increased BAe 146-200, 737-200 and served two three 767-200ER, the five domestic destinations from Bulawayo in Zimbabwe, Harare, Hwange, Kariba, Victoria Falls and The 11 international destinations in Africa from Dar-es-Salaam, Durban, Gaborone, Johannesburg, Lilongwe, Lusaka, Manzini, Maputo, Mauritius, Nairobi and Windhoek, and the three European Destinations Frankfurt, Larnaca, and London.
In June 1983, they had to improve on a "Customer Care Program" at the service and the introduction of a new Executive Business Class on its two large aircraft deal to provide competition with the larger, international airlines, which had operated between, Europe and Africa.
It had three slogans: "A Tradition of Caring" held in 1989, "above all, We Care," in 1992, and "Experience Our Commitment to Excellence "in 1994.
His goal was even declared "to the airline, to best meet the needs of customers to profitable business and help development of Zimbabwe on the skills and talents to a committed workforce. "
The BAe 146-200 operating system The flight of the day was registered, Z-WPD and the name "Jungwe was configured with 91 single-class, six seats next to each other and had a passenger audio system. Routed from Victoria Falls to Hwange, Kariba and Harare in flight "UM 229," it operated three sectors spanning 30 minutes, one hour and 45 minutes.
airstair after boarding the single terminal through the forward, left, the high-wing, black quad-engine British Regional Jet, sporting their bright colors, red, yellow and green striped livery, executed a slow roll on the concrete runway taxi flanked on both sides of the Hwange National Park's dry, brown grass and scrub Wide, interspersed at regular intervals by feeding herds of impala.
The completion of the "Before Take Off Checklist and expansion Fowler throttled their concluding her 24-degree position, roll the aircraft in its acceleration, pushing its four ALF-502R-5 turbofans its 35 500-kg mass, with its 6970 pounds thrust into life generating rate. Lever in even rotation at 112 knots, with its horizontal stabilizer lift battered showed the BAe-146 even the hot African atmosphere at a 118-node Speed V2 retract tricycle landing gear and accelerate through a 171-node VFTO towards gray, black top speed.
Leaning into a right bank of the brown TAN and African distance at 4,200 feet, retracted the BAe-146's flap from the 24 – to 0-degree position, the completion of its "After take-off" checklist. Rising over 7,600 meters, where time was a 291-knot speed over ground was registered argued it was a 1800 fpm climb rate. The NAV declared 135.4 miles away to Kariba.
Immersion through the dirty opaque darkness at 15 780 m, 229 Fight unhindered won over white, mountainous appearing Luz, now through the Blue balls illustriously afternoon purity 18 640 meters.
Tap the throttle back a moment later the British in their regional liner 21,000 feet level off-plateau at a 354-knot ground speed was 97.7 miles with the rest to its destination.
Cabin service was the one-hour domestic sector included, had a selection of tastes soft drinks, mineral water, orange juice and lemonade and a snack of potato chips and peanuts.
The speed was above ground at 411 knots peak.
Descent, with 54 miles remaining on the schedule, according to the number in 5500 was walking into the cockpit of the ALT SEL "autopilot been reached, which launched at a 2000-FPM rate of descent.
Surrendering back the thick, dark-Reference lose the clouds, the plane crashed 10 000 feet with a 260-knot speed of 21 miles or Kariba, builds its petal brakes at 7,000 feet, producing a very controlled, but drag-induced profile. At an altitude of 4,500 meters, was temporarily in the "ALT SEL selected window.
Emerging from the ceiling above the fog baby blue of Lake Kariba, the bushes by his dry, beige and brown coast, the captain consulted his flap corresponding table has had a 34 500-pound weight outlined.
Expansion of their Fowler, the 18-degree position at 3,600 meters, had stayed at which time 6.4 miles on the flight schedule released, the airplane landing gear with a 162-Node Ground speed and run their high-lift devices in 24-degree position, while the arches in a left bank of the dry expanses of the desert. Black Mountain Silhouettes rolled into view from the cockpit window.
The descent through the 2,600 meters with a 161-knot ground speed, which manages BAe-146 to 200, which is now 33 degrees plowed back edge of the flap, a 270-degree position, runway, appears to be between brown, straw visible through the windshield.
Expansion of their petal Brakes on the 60-degree position, the airplane, at a negligible sedimentation rate, 27 pass over the runway threshold at 120 knots, its retarding throttle and flaring in contact with the main landing gear sizzilingly hot concrete. in delaying significant brakes, and with his handle spoiler already on the "LIFT SPLR "position used without thrust reversers used quad-jet of the center line with its nose wheel until it reaches its threshold and the other could run a 180-degree rotation.
Roles for each ramp terminal in the scorching heat, 94 degree heat, the high-wing, t-tailed airliner, although usually only a tiny intercontinental Widebody dwarfed by United Air PA-23 Aztec and private collection of pistons now parked around it.
The BAe 146 was shown in the sector, served as a link between the often unconnected Zimbabwe Street cities and towns.
III
Although the British Aerospace BAe-146 only 219 copies were sold worldwide from all its variations 45 airlines, it was his later formed the foundation for more advanced, Textron Lycoming LF507-powered Avro RJ70, RJ85 RJ100 and derivatives.
About the Author
A graduate of Long Island University-C.W. Post Campus with a summa-cum-laude BA Degree in Comparative Languages and Journalism, I have subsequently earned the Continuing Community Education Teaching Certificate from the Nassau Association for Continuing Community Education (NACCE) at Molloy College, the Travel Career Development Certificate from the Institute of Certified Travel Agents (ICTA) at LIU, and the AAS Degree in Aerospace Technology at the State University of New York – College of Technology at Farmingdale. Having amassed almost three decades in the airline industry, I managed the New York-JFK and Washington-Dulles stations at Austrian Airlines, created the North American Station Training Program, served as an Aviation Advisor to Farmingdale State University of New York, and created and taught the Airline Management Certificate Program at the Long Island Educational Opportunity Center. A freelance author, I have written some 70 books of the short story, novel, nonfiction, essay, poetry, article, log, curriculum, training manual, and textbook genre in English, German, and Spanish, having principally focused on aviation and travel, and I have been published in book, magazine, newsletter, and electronic Web site form. I am a writer for Cole Palen’s Old Rhinebeck Aerodrome in New York.
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