British Aerospace BAe - 146

I

Aircraft manufacturer, had tried for four decades, the elusive DC-3 replacement with different types of engine design, including piston-engine Convair 240/340/440 series and Martin 2-0-2/4-0- 4, the Vickers Viscount turboprop aircraft, Fokker F.27 Friendship, and Hawker Siddeley HS.748. The last attempt had been made the British aerospace industry, where both de Havilland and Hawker Siddeley had conducted a market research and formulated plans for a small capacity,Airplane engines pure short-range actions during 1959 and 1960.

Twin Window Fan

Of the two, was de Havilland, with his former Rapide, Dove and Heron pistonliners had considerable experience of regional aircraft and designed the first jet aircraft in the world was pure in the form of Quad-Comet engine DH.106. A preliminary study for a DC-3 replaced, the DH.123 called, had a length of 60.6 meters, wingspan 81.3 meters, featuring two 1150 shp Gnoni turboprop high-wing,22 100 pounds and a maximum take-off. Configured, it would be 32-40 passengers, or slightly higher than the standard DC-3-21-28 are housed.

De Havilland, Hawker Siddeley, then again, renamed the "de Havilland division," he forcibly interrupted DH.123 design work, because it would have participated closely with Rolls Royce, Hawker Siddeley's Duel powered the Avro 748, of which 44 had fixed . However, the competitive turbopropcoupled with de Havilland convinced that pure-jet technology would gain significant attraction for passengers, led in mid-1960 DH.126 design proposal, which followed the standard configuration of most low-capacity, short-range double-throw as described SE.210 Caravelle, BAC-111 are the DC-9 and mounted swept wing, engines and a T-tail backward. Powered by two 3860 lb thrust jet engine de Havilland PS92, had a length of 60.3 meters to accommodate 30 people and a significant62-meter wingspan.

He introduced several iterations had progressive, although modest life, traction and increases the gross weight of 1964, but further development has been hampered by four fundamental constraints:

Suitable 1-pure jet engine availability.
2 An engine to stop developing promising due to several mergers half of 1960 the British motor manufacturer.
3 Higher costs per seat-mile of the DC-3-like areas, that is for the new design.
The 4Can not use a pure speed jet over relatively short distances.

Hawker Siddeley to believe that the turboprop engine was only an intermediate step technology, also had an all-jet airliner design program of its own, long before the de Havilland began merger, despite its low wing, aft - engine, T-tail configuration is a lot like his former competitors.

Trying to development costs through the use of cockpit, forward fuselage to reduce to a minimum, systems andPassenger cabin just Avro 748 was proposed to HS.131 in 1964, which had similar length of 62.8 meters and 67 meters in wingspan de Havilland DH.126 is also comparable, but the predicted 5,000 lb thrust Rolls Royce engines RB 0.172 had to turn in order to offer a higher, 30,000 pounds of gross weight and a 32-person capacity.

Given the way de Havilland, projected with a motor and inadequacy of non-availability developed iterations Hawker Siddeley engines turn. A radicalTo change the configuration, which was introduced in 1967 had HS.136, for example in a low-wing monoplane with, with two 9730 pounds of thrust Rolls Royce Trent engines with a conventional tail, taking 57 passengers in the next five cars powered off and offers a maximum of £ 54,000 Take Off Weight. Although the arrangement of the tail would be attached, T-tail of the deep tendency to stall and flame-out conditions, and their proximity would have eliminated the ground facilitated passenger aircraftAccess service and maintenance, the potential for foreign object debris (FOD) ingestion of the proposed engine HS.144 had given him two years later, again now standard on the aft-engine configuration has been returned.

Was increased by progressive design and development dimension and thrust temporarily into a plane, its passenger capacity was twice that of the DC-3 is already out, and Rolls-Royce Trent Demolition of development has caused the failure in 1970,DC-3 replaced, was powerless become increasingly elusive.

This low capacity, short-range airliner, had never seen was based on an engine for its existence, and only possible with a small turbofan developed by Avco Lycoming in the United States. Operated on the basis of 7000 pounds of thrust F102, Northrop A-9A, had the engine, derived strangled called civil ALF-502, was in 1969 for the Canadair CL-601 Challenger business jets, and had started for the first racetwo years later. To provide commercial applications, was the design modular.

Since the nature of the 6500 pounds of thrust for the vote was the last aircraft design, inadequate HS.146 of 1971, and since it was not suitable for other engine in development, was the last DC-3 was replaced with the force developed in the fourth round, not two, engines and features, not the norm, in the rear-mounted engine, wing T-tail or alternatively mounted configuration.Instead, there are two high, moderate sport swept wings on which the four pylon mounted turbofan would. Accommodation 88 passengers, or three times the DC-3 plane, with a length of 86.2 meters and 84.10 meters wingspan, had a gross weight of 70 000 pounds and 700-nautical-mile range.

However, the HS.146 offered several advantages over the previous standard configuration de Havilland and Hawker Siddeley design studios. A short field performance, fully complies with theTurboprops to replace it, had been achieved through its thrust to weight ratio and the wing, which accounts for 78 percent coverage of the trailing edge flaps with Fowler, the need for major equipment, and simplifying and reducing weight are also been achieved with the elimination of the thrust reverser. The T-tail, which had been withheld from earlier drafts, to avoid turbulence, interference engine and wing.

The four engine nacelles, which wereinterchangeable, modular cores housed in the basic disciplines, the accessory gearbox, the producer / gas compression, combustion and turbine sections built.

A trunk diameter of 11.8 meters had an internal, six seats abreast coach, who has twice the DC-3 is allowed.

Path to the needs of others, offering a Hawker Siddeley HS-first 88-people-146 to 100, and a taut, 102-passenger HS.146-200 version, both inMaximum density of six abreast, though with different classes of capacity could, distance between the seats, and regulations are now reduced.

Fully as an all-jet counterpart of the Viscount turbo-prop, and HS.748 F.27 HS.146 determined that it had been for several days, high frequency, short-haul sector optimize short and unprepared airstrips and gravel to Top up to 15 percent lower operating costs that directly affect these planes. Slow, controlled approach speed of just over 100 knots have been achievedits trunk rear petal brake valves and 40 degrees of flap output board allows the operation of 5,000 meters of takeoff and landing strips.

Hawker Siddeley had estimated a market of 1,500 aircraft of this type until 1982.

HS.146 to start the program, on a 40 million pounds of government support and investment of the manufacturer was based on August 29 occurred in 1973, and the first flight, a short-fuselage HS.146 100, was targeted for December of this year, after certificationFebruary 1977, while elongated HS.146-200, coinciding with the seventh cell, had taken for certification in August 1978 to target. A wooden staircase mock-up was partly built in Hatfield.

Like many British commercial projects, he stopped his sudden trip a little 'more than a year after he started. Rising fuel prices, resulting from the Arab-Israeli Yom Kippur War, the changing economic conditions and a general recession, combined with thepending nationalization of British aviation, the program had not economically feasible HS.146 until October 1974. Consequently, they were stopped, although smaller, had continued and the aircraft engineering drawings, tooling and equipment have been maintained.

Three years later, March 15, 1977, British Aerospace has had with the merger of Hawker Siddeley and British Aircraft Corporation was formed, and the design, renamed BAe-146 has been raised. Wasbefore making the new mix next year, July 10, 1978.

For the first time three years after the laminates 20 May 1981 in Hatfield, was the aircraft, registered G-Sssh, the first new project since the British BAC-111 was delivered 18 years earlier.

The aircraft, in its original form BAe-146 to 100, present in the press, semi-monocoque aluminum alloy / copper hull, the inner hole of the aircraft fuselage frames bending loads, and its exterior,notched ring was pure spending, a construction technique that eliminates about 5,000 stringer / frame studs. His 11.8 meters in diameter and provides five or six abreast seats in coach, he made sure that passengers enjoy the same comfort to the kind of local access roads, as the wide-bodied aircraft, operating system , long-haul sectors in which they are often offered transferred.

Single-class capacity of 71 dates in five different 33-inch configuration to 82 in six steps, 33-inchArrangement and a final 93 in six steps, 29-inch density. Forward with a total capacity of 12 seats, first class cabin on a four-step configuration.

The plane had a 85-foot, 11 ½ inches in overall length.

The wings, with a wingspan of 86 meters, 832-square meter area, was at 15 degrees sweep and three degrees of anhedral present on their front edges. Precisely because of the aircraft, 150 nautical miles sectors, higher cruise speed of Mach 0.7, its not as optimizednecessary and was therefore the need for more sweeping accounts. At low speed, short-field performance has been achieved through its single section, tabs, trailing edge flaps Fowler with a large 210-square meter area, 78 percent of the span had been covered and hydraulic actuators ROTOL Dowty. Roll control was by hand-operated, trim tab and servo-equipped wings, which is associated with each external wing hydraulically operated roller providedSpoiler. Three other inner plate silos served as a spoiler for the touchdown.

Power was rated with four Textron Lycoming ALF 502R-5 turbofans, each push to 6970 pounds, and had replaced the bottom drawer, 6,700 pounds ALF 502Hs original design. Avco Lycoming was "Textron Lycoming."

A total of 3098 gallons of fuel in the United States could be in two integral wing tanks and a central part, the latter are carried out under the front passenger brought the firstCab with a membrane seal ventilated and drained. The single point pressure refueling was located on the right wing, outboard of engine number four.

The fixed horizontal tail fin mounted on top, not the standard variable geometry incidence was necessary because the lack of wing edge devices, the balance-out requirements changes were usually eliminated by the step was. Its location, wing downwash and avoid cuttingDisorders, provided that the greatest moment arm, which required surface area and weight. His works have been operated manually, while the vertical tail rudder was hydraulically operated.

The key to the design of the BAe-146-40-square was large, petal flaps hydraulic brakes and an integral part of the aerodynamic tailcone is at the bottom of the trunk and use up to 60 th position. A strengthening of the slow, controlled descent rates increased, theyallowed the aircraft to 7,000 fpm and 4,000 fpm at 10,000 feet up in their midst, facilitating short takeoff and landing and eliminate the need for thrust reversers.

The aircraft has hydraulically operated, tricycle landing gear had a steer, telescopic columns mounted in the nose wheel to the future disappearance and two outboard units displaced were mostly retracted into the interior in a blister-type panels on the sides of the fuselage. All these Dunlop tires, while the main gear of theMulti-disc brakes carbon had only previously used by Concorde.

Two 3,000-psi hydraulic systems driven trailing edge flaps, the flaps of the brake petal, landing gear and wheel brakes. A 36-100M CDP AiResearch Garrett Auxiliary Power Unit had the air-conditioned cabin and the engine is started and the power was working up to 20,000 feet.

With a 000-pound maximum takeoff weight of 84, had the BAe 146-100, a 880-nautical mile range with a maximum payload and a1620-nautical mile range with its maximum fuel.

First flight September 3, 1981, just one hour, 35 minutes in a fight 64,000 pounds of takeoff weight, which was BAe 146-100 as "very stable, very responsive and nice and quiet" was strong and his test pilot had the Civil Aviation Authority (CAA) approval on 4 Awarded in February 1983. FAA certification followed three months later, on May 20

Dan-Air Services, Ltd., the type of launch customers, had placed twoCompany optioned and two orders in September last year, and opened to service on 1 March 1983 line, with a temporarily deployed aircraft from British Aerospace, the London / Gatwick-Bern, Switzerland path before it is used on the path of the aircraft as May 27 The BAe-146 jet aircraft was the only pure, which was operating system capable of short takeoff and landing strip of Bern.

The largest, BAe-146 to 200, with five-section frames, characterized by a new, overall length 93.10 meters100 passengers and six were side by side configuration on a 33-inch seat pitch, or host a maximum of 112 on a 29-inch range, but is otherwise the BAe-146 to 100 of the span. The aircraft with maximum takeoff weight of 93,000 pounds, had a 1130-nautical mile range at full load, or a 1570-nautical mile range with full tank.

First flight on 1 August 1982 and registered G-WISC had the boy in the service was inaugurated the following year, on June 27 by Air Wisconsin,had a job for four aircraft and four fixed optioned, configured for 100, 20 May 1981, the day was the shorter version first rolled off the fuselage. Participate in a fleet of Fairchild Swearingen Metro IIs and de Havilland DHC-7 of Canada turboprop, the BAe 146-200 had on average 127-mile route sectors in use, they rarely climb higher than 17,000 feet, and in the spring of 1984, Central West had 16 cities served daily operation 14 sectors a day. At the end is replacedturboprop.

The largest single order for 20 firm and 25 options taken by another U.S. regional airline, Pacific Southwest Airlines (PSA) together, while other U.S. carriers Air-Pac had taken from the Aleutian Islands, Alaska, Aspen Airways Air Cal, American Airlines, Hawaiian Airlines discovering, Presidential Airways, Royal West, USAir, and Commuter Westar.

The BAe-146 was the first all-jet was to have received certification from London City Stolport work in whichport area because of its ability to steep approach, short takeoff and landing performance and low noise.

In order to further expand its product line, a higher passenger capacity and a lot more to offer sufficient competition with its advanced Fokker, British Aerospace F.100 long offered a second track on his original BAe-146 to 100, the result from 8.1 meters, was 7.8 feet front and rear fuselage plugs compared to the BAe-146-200 The resulting version, the so-BAe 146-300 with itsstrengthened the central section of the fuselage and a new 100-meter, 8 ¼ inches overall length, but otherwise occupied, and its duration ALF-502R-5 turbofans. A single-class, five adjacent capacity, with a 31-inch seat pitch, were 103, but 128 high density of passengers can be accommodated in a 29-inch seat pitch, with the addition of type III exits installed in the center section fuselage. The version with 97 500 pounds 1040-nautical mile range with full load of 1520 and nauticalMile range with full tank, had initially flown first in May 1987 after the BAe 146-100 prototype (G-Sssh) had been converted to this standard and newly registered G-LUXE.

Air Wisconsin, re-launch customer for the issue, had their first long-fuselage BAe 146-300 10 December 1988, had taken one of five that included his previous order for-200.

A freighter version, the BAe-146-QT-Quiet Trader, was available in all three versions. Including aupward-opening, hydraulically operated, 10.11 foot-by-6.4 port on its rear, left side, a floor and a reinforced system of charging the plane without a passenger window and structures, could ninth-LD 3 containers or six 108 - to-88-inch pallets up to 6,000 pounds and a 53-by-88 inch half. The prototype had a BAe 146-200 converted by Hayes International Corporation, first flew on 20 March 1986 and had put on the market was opened TNT InternationalAir transport services in the following year, May 5 The operator then had acquired a considerable number of them.

II

A representative of BAE 146-200 aircraft from Air Zimbabwe to Hwange Kariba to operate was made in September 1994.

Founded in 1967 as Air Rhodesia Rhodesian routes from the Central African Airways, to operate the institution, constantly changing due to an increase in black majority rule was redesignated Air Rhodesia-Zimbabwe in 1979 and simplyAir Zimbabwe the following year after the country gained independence. The transitional period fraught with political instability, the structure had never realignment path, which had included only triggered South Africa.

If the internal situation was finally stabilized, the network has gradually recovered, again with links between Zimbabwe and many African states and regional ones in Europe. In 1982, Air Zimbabwe had operated eightVisconti, three and three 707-720Bs 320Bs, although further 707 had replaced the next 720s.

Deregulation brought competition, had little to support their efforts to remain competitive with improved passenger service and a modern fleet of three types, an increase that was included BAe-146 to 200, three 767-200ER 737-200 and two serving five destinations national from Bulawayo Zimbabwe, Harare, Hwange, Kariba, Victoria Falls, the 11 African internationalObjectives of the Dar-es-Salaam, Durban, Gaborone, Johannesburg, Lilongwe, Lusaka, Manzini, Maputo, Mauritius, Nairobi and Windhoek, and the three European destinations Intercontinental Frankfurt, Larnaca, and London.

In June 1983 he had improved on a "Customer Care Program" for the service and the introduction of a new Executive Business Class on its two wide-bodied aircraft to begin to compete with larger, international airlines, which had operated between Europe andAfrica.

He had dragged three slogans: "A tradition of care", in 1989, "Above all, we are interested" in 1992, and "Experience our commitment to excellence" in 1994.

His self-defined goal, "the airline that best contribute to the needs of customers in order to operate profitably, and Zimbabwe to develop the skills and talents of a dedicated staff." Was

It was the BAe 146-200 operating the flight today, Z-WPD and registered the name "Jungwe" configuredwith 91 single-class seats, six abreast and was equipped with a passenger-audio system. Routed from Victoria Falls, Hwange, Kariba and Harare with the flight number "UM 229," has three operated fields in 30 minutes, 1 hour and 45 minutes.

Airstairs after obtaining from the single terminal from its forward, left, rolling the British high-wing, four-engine regional jet, sporting his colorful, black, red, yellow and green striped livery, was performed in a taxi alongthe concrete runway on two sides by dry, Hwange National Park is like the brown grass and scrub flanking ranges, interspersed at regular intervals by feeding herds of impala.

Completion of their "before takeoff" checklist, and expanded its trailing edge Fowler flaps, their 24 ° position, the aircraft was strangled in his rolling acceleration, his four ALF-502R-5 turbofans pushes from its 35 500 kg mass with their 6970 pounds of pro-life movement that generate rates. I also use rotating at 112Node with its horizontal stabilizer hinged lift, has led to the BAe-146 in warm African V2 speeds of 118-knot, pulling back his tricycle landing gear and accelerate through a node-171 VFTO speed toward the gray, dark ceiling.

Leaning on the right bank of the length brown and beige in Africa at 4,200 feet, retracted the flaps from their BAe-146 of 24 - to 0 ° position and its closed list "After take-off." Rising through 7600 meters, whereTime, a 291-knot ground speed were recorded, will receive a 1,800 fpm rate of climb. Its NAV showed 135.4 miles away in Kariba.

Immersing the dark dirt mat 15 780 feet, 229 Fight triumphed over white, apparently cumulous mountains, now free from the pure blue bullet afternoon illustriously 18 640 feet.

Jog the gas was again a moment later, the British liner region in its level of 21,000 feet to a plateau354-knot ground speed of 97.7 miles remaining to your destination.

The cabin service for the domestic sector had an hour of the sample selection of soft drinks, mineral water, orange juice and lemonade and a snack of potato chips and peanuts.

The speed was 411 knots ground pinnacles.

Descent began with 54 miles remaining in the flight plan was on the telephone number at 5,500 feet in the cockpit of the "ALT SEL" autopilot was reached, resulting in a 2,000 fpm descentRate.

Surrendered back to the dense, reference-loss darkness of the clouds, the plane dropped from 10,000 feet at 260 knots, with 21 miles still to Kariba, is expanding its brake petal to 7,000 meters, which produces a very controlled, but induced drag profile. Altitude of 4,500 meters was chosen in part '"ALT SEL" window.

Emerging from the fog blanket over the baby blue of Lake Kariba, which was tan with her dry, and outlinedCoastal brown stain, the captain consulted his table corresponds to a landing flap 34 to 500 pounds.

Expanded its Fowler flaps, the 18-degree position to 3,600 meters, was left at that point 6.4 miles on the flight plan caused the landing gear of the plane with 162 knots on the ground and presses her high-lift The devices in the 24 degree position, while the strings in a left bank of the dry expanse of the desert. Black mountain silhouettes in the eyes rolled up in front of the cockpitWindows.

Descending through 2,600 feet in a 161-knot ground speed, the BAe-146 to 200, the now 33 degrees of flap output board, will receive a position of 270 degrees, start and runway, plowed under, apparently between straw brown, visible through the windshield.

Expanded its brake petal on the position of 60 degrees, the plane is at a negligible rate of descent, passed over the runway threshold 27 to 120 knots, delaying the gas flaring and the main landing gear in contact with the heat sizzilinglyConcrete. Braking with brake material, and inserted with its already on the spoiler handle "Plrs LIFT" position, the thrust reverser freely used quad-jet of the center line with his front wheel until it reaches another threshold, and was 180 degree turn to run.

Taxiing to the ramp terminals in the middle of the sweltering 94-degree heat, the high wing, T-tail jet, although usually near a small widebody intercontinental air, called the shadow of the United StatesAir PA-23 Aztec, and the private collection of pistons hours parked around it.

The BAe 146-had, as evidenced in this area, served by a road linking Zimbabwe's cities that are often disconnected.

III

Although the British Aerospace BAe-146 has sold only 219 copies of all its variants in 45 World Airlines, but they had the basis for his later, more advanced, and Textron Lycoming LF507-powered Avro RJ70, RJ85 and RJ100 derivatives format.