BAe 146-300 Range at Max AUW ?

[Descend to What Height?!?]

We have traded in our beloved Hercules W Mk2 for a high-bred BAe146-300, with the RJX power plants.

We are looking into possible future use of this aircraft, and a vital question springs to mind.

What is the max range (with reserve) of a 146-300 taking off at max all up weight?

We are considering projects outside the UK, and wonder if the new aircraft will have the legs to reach where we want to go, without a costly and time consuming transit via a circuitous route?

We will have extra fuel tanks of 1550 lbs capacity, so that should give us a bit extra over "normal" 146-300's.

Any 146 drivers or operators out there got any realistic figures?

Many thanks in advance for your assistance.
;)

[tech...again]

DTWH,

Have dug out the following info covering the 146-300 and later development RJ100:

Performance

146-300 - Max operating speed Mach 0.73, cruising speed 790km/h (426kt), long range cruising speed 700km/h (377kt). Range with standard fuel 2817km (1520nm), range with max payload 1927km (1040nm). RJ100 - Max operating speed Mach 0.73, cruising speed 763km/h (412kt), long range cruising speed 720km/h (389kt). Range with max fuel 2760km (1490nm), range with max payload 2129km (1150nm).

Weights

146-300 - Operating empty 24,878kg (54,848lb), max takeoff 44,225kg (97,500lb). 146-300QT - Operating empty 23,126kg (50,985lb), max takeoff same. RJ100 - Operating empty 25,600kg (56,438lb), max takeoff initally 44,225kg (97,500lb), later 46,039kg (101,500lb). RJ100QT - Operating empty 23,706kg (52,263lb), max takeoff same as 100. RJ115 - Operating empty 26,156kg (57,665lb), max takeoff as 100.


From experience, I used to work for a company which operated the RJ100 without long range tanks fitted. Hub was LGW and the longest range for a scheduled service was to NCE, but charter flights carrying a load of generally 110 pax (sometimes restricted to 104 or 106 for payload reasons) operated from LGW to DLD (Geilo, Norway) and VDB (Fagernes, Norway) right down as far as NAP (Naples, Italy). I believe that the commercial plan was to have the ability to operate a sector length of LGW-FCO (Rome), but NAP was really pushing it! Faro has also featured but that was a push and not a regular route. Bearing in mind this was operating with an artificially restricted MTOW of 44999kg (46039 actually available) for cheaper Navgational charges and the standard MZFW of 37874, they didn't do badly at all. Add that to engine out performance with 4 donks and you have quite a decent operation potential. Also, contrary to popular belief, the RJ100 or 146-300 variant never actually bulked out luggage-wise in my experience - and many flights were ski charters...

Hope this helps,

Rgds, TA.

[Descend to What Height?!?]

BM
Yes we are getting the AS977 donkeys, along with a few extra bits from the RJX and RJ's.

AJ
Thank you for the performance figs. That is about the ball park we were thinking of. We are going to be almost at Max AUW by the time we fit our scientific kit, then if we are detaching for a major project over seas, we will also have to consider our pack up. Spares for aircraft and science kit, not to mention personall baggage and the up to 20 pob! :eek:

Oh and did I mention, as on Snoopy, we intend to hang all sorts of probes and sensors off the airframe, so that will do wonders for the drag!

The figures we have got back form Woodford indicate a possible max range of 1970 n miles @ 220 kts @FL290.
Does this tie in with ony ones experience of 146's out there?

Many thanks for the input.

:D :D :D

[Descend to What Height?!?]

OOOPS! Finger trouble

Last should have read TA not AJ. Early morning mind fart, and unable to find the edit button on my new browser!

:rolleyes: :confused: :rolleyes:

[FL310]

This is off the books, it is real life.
The 146 has standard around 9400 kgs fuel, your extra 1200 gives a total of 10,600 kgs.
200kgs are taxi...10,400 to fly.

The RJ100 uses approximately 1500 kgs for the first 30 minutes, including climb to FL290 at around 44 to.

Now, 10,600 minus 200 minus 1500 leaves you with 8,900 kgs

At FL290, ISA + 5, M 0.68, the RJ uses around 2150 kgs an hour. This gives you than about 4 hours (excluding the first 30 minutes). After that, you are a glider....

With 0.65 you can gain up to 23 minutes in total...

This is all theorie. Be aware that with 4 engines the possibility of one or more engines using up to 50 kgs/hr more is very likely.

Hope this helps.

[In trim]

CityFlyer operate their RJ100's at an artificially restricted MTOW of 44,999kg to reduce nav/landing fees. (No need for more than this on most of the scheduled network.)

From LGW this means the maximum range, allowing for quite decent headwinds) is Corsica (BIA, FSC, AJA). Anything inside this is not a problem (PMI, ALC, MAH, MJV, etc.) We do a few charters beyond this, including NAP, but with a full load that gets a bit tight sometimes.

As mentioned above, this is based on 44,999kg. If we had the extra 1400-odd kilos to play with it would increase the range a bit.

[Descend to What Height?!?]

FL310, IT
Thanks for the additional info. :)

From what you have said, and info off BAES, I think we may if we are careful, have the legs to reach where we want to go!
I think however, our alternate of Ascension Island is now firmly off the list. :( :(