British Midland experience with the BaeATP
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British Midland experience with the BaeATP
I know BD was the launch customer yet why did British Midland keep the ATP for such a short time? what routes did it fly and what, if any, were the criticisms of the aircraft?
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BMA operated the ATP for eight years -hardly a short period of time.
They were transferred within the British Regional group (A subsidiary of the bishop empire) to Loganair and Manx and subsequently to operate as a BA franchise.
Finally they went with the first sale by Bishop to BA being merged with BA Regional operations.
During their tenure at BMA two operated from EMA to LHR AMS BRU and the Channel Isles, and one from BHX to LHR and BRU
They were transferred within the British Regional group (A subsidiary of the bishop empire) to Loganair and Manx and subsequently to operate as a BA franchise.
Finally they went with the first sale by Bishop to BA being merged with BA Regional operations.
During their tenure at BMA two operated from EMA to LHR AMS BRU and the Channel Isles, and one from BHX to LHR and BRU
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A regular visitor to BFS also.
Rekindled a question I always wanted to ask..why did some ATPs have longer nose gear legs than others??
Rekindled a question I always wanted to ask..why did some ATPs have longer nose gear legs than others??
Last edited by BELHold; 23rd Feb 2013 at 14:40.
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Original ATPs were delivered with extended nosegear length to allow non airstair standard jetway gate boarding etc, but steep downward gradient in the cabin and holds were met with complaints and a standard shorter nose wheel was later offered
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BMA may never have use the airbridge for the ATP, but United did at least once.
Photos: British Aerospace ATP Aircraft Pictures | Airliners.net
Photos: British Aerospace ATP Aircraft Pictures | Airliners.net
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They did get a couple more after G-BMYK/L/M had gone on to Manx/Loganair. One flew LBA-GLA for a time.
Why did they not keep them longer? They were terribly unreliable as BA soon found out too. ATP= "Another Technical Problem"
Why did they not keep them longer? They were terribly unreliable as BA soon found out too. ATP= "Another Technical Problem"
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As well as another technical problem it was also known as "Avro's taking the p***
Also during the production period they sacked the production manager and replaced him with another Bae manager, just so happens it was the canteen manager, I kid you not. After that it was nicknamed "Advanced tater pie" !
Also during the production period they sacked the production manager and replaced him with another Bae manager, just so happens it was the canteen manager, I kid you not. After that it was nicknamed "Advanced tater pie" !
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Flew quite a number of BMA ATP sectors between Oct 88 and Nov 1991. I knew of its reputation but I was lucky and never experienced any technical delays or cancellations. The only (2 hour) delay I recorded was due to ATC restrictions that day on an BHX-BRU sector. My vague recollection was that I didn't find it particularly comfortable to fly in.
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Got a feeling an ATP went into a tug at JER and the driver got out just in time
-found the report
http://www.aaib.gov.uk/cms_resources...pdf_501609.pdf
-found the report
http://www.aaib.gov.uk/cms_resources...pdf_501609.pdf
Last edited by macuser; 24th Feb 2013 at 13:29. Reason: Update
The real reason for the long nose leg: The flightdeck cup holders were initially not level and that was the fix which BAe provided.
Last edited by ZeBedie; 23rd Feb 2013 at 22:45.
Got a feeling an ATP went into a tug at JER and the driver got out just in time
Paxing All Over The World
I paxed on them numerous times LTN~IOM and found them to be fine and never a tech canx, IIRC. However, I do recall reading in one of these forums the opinion that the wing was misplaced and that subsequently, balance for departure was keen.
Also that it provided a real flying experience for the drivers - this was seen as a positive, albeit a bit of a sideswipe, as they meant that you had to keep on top of it.
I sit to be corrected.
Also that it provided a real flying experience for the drivers - this was seen as a positive, albeit a bit of a sideswipe, as they meant that you had to keep on top of it.
I sit to be corrected.
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I worked at flight sheds at Woodford, I remember the first flight of the ATP, the test pilot, Robbie Robinson, addressed the press after landing and made the famous statement. "Tell that designer chappie, we have a winner here"..
How wrong could he be!
How wrong could he be!
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One of the USP's claimed initially by BAe was that the ATP didn't need a push back, but could reverse using it's own power from a stand.
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Indeed, 'powerback and taxi' was SOP for years at Ronaldsway until H&S reared its head. The J41 did the same.
I flew the ATP, both left and right hand seats, over a couple of years and, despite the aircrafts' reputation for tech problems, I was fortunate never to have experienced anything 'major'. Electrical glitches were no more or less than on any other type I've flown. Of course, there were some noteable gear problems and yes, there were some nasty incidents with the nose-wheel hydraulics and tugs.
The cognoscenti often said it was typically British and over-engineered. It was a 'heavy' aircraft in terms of handling but rock solid and was built like the proverbial but was underpowered and 50 kts too slow in comparison to the opposition appearing at the time. Luton to Kerry into a 100kt westerly was an early introduction to long-haul.
On the other end of the radio, I was a controller at Midland Radar (RAF area radar sited at North Luffenham, Leicestershire) during the period when the ATP was being test flown from Woodford. A call to console to take a handover from Woodford on an ATP test flight in the Licolnshire MTA was something else to be dreaded!
I flew the ATP, both left and right hand seats, over a couple of years and, despite the aircrafts' reputation for tech problems, I was fortunate never to have experienced anything 'major'. Electrical glitches were no more or less than on any other type I've flown. Of course, there were some noteable gear problems and yes, there were some nasty incidents with the nose-wheel hydraulics and tugs.
The cognoscenti often said it was typically British and over-engineered. It was a 'heavy' aircraft in terms of handling but rock solid and was built like the proverbial but was underpowered and 50 kts too slow in comparison to the opposition appearing at the time. Luton to Kerry into a 100kt westerly was an early introduction to long-haul.
On the other end of the radio, I was a controller at Midland Radar (RAF area radar sited at North Luffenham, Leicestershire) during the period when the ATP was being test flown from Woodford. A call to console to take a handover from Woodford on an ATP test flight in the Licolnshire MTA was something else to be dreaded!
Last edited by revik; 24th Feb 2013 at 11:36.
