Look at the 146/RJ for what it was and not a comparison with modern times; the 146 created many of today’s opportunities.
Post war the 146 concept started as a DC 3 replacement - as did many other aircraft. That changed with foresight, emerging markets, intercity, noise sensitivity, advantages of jet speed / range from difficult airports.
Conventionally the 146 could match short-hall aircraft such as the 1-11, but with added bonus of field performance and some economics.
Performance, short runways, steep approach, opened many new markets. The 146 made LCY what it is today; Lugano, Florence, Aspen, Orange County, were similar firsts.
Air Wisconsin, hub and spoke, ran a bus stop operation - walk on at the front, off at the back; a flexible aircraft. Combi, freighter, VIP, military. Different fuselage lengths considered from the outset. Rough strip, gravel, (grass?) with low pressure tyres.
Flap noise - listen to the lift; the highest CL max of any civil aircraft, still is? Modification reduced the effect, but a full cure would cost the weight of two seats.
Rocker switches also used in the 125; many advantages, a few pitfalls.
The RJ was a digital aircraft, EFIS (some 146), auto throttle, autoland; Cat 3 approval pioneered a new super fail passive category, 150m RVR.
A HUD was evaluated - customer request, but it was no better than the autos and very expensive.
It’s flying characteristics (soft landings spoilt new pilots) added safety with few risks for new world-wide operators or those transitioning from turboprops.
In the landing configuration it went where you pointed it, -3 deg attitude = 3 deg GS. Good view from the flight deck.
Air brakes and independent ground lift dump. Big wheel brakes - reverse not required.
Ahh, places it took me, and some I wish that it had not.