Flew a BAE 146 simulator for the first time the other day. Found the throttles very stiff to operate and quite distracting. Are the throttles in the real aeroplane like that?

Not that I recall, but it was many years ago.

I seem to remember that the 146 made its mark by being the only jet allowed to operate into airfields in the LA area that had a jet ban due to noise.

There is 100% mechanical connection from throttle lever to eng FCU, they are "firm" to use and over time they tends to stiffens. You are talking simutor but in real life they are anot feather light to use.
From levers there is rod down to autothrottle clutches, directly under pedestal on E-bay, from there all the way up to the each engine pylon you will find steel cables and pulleys, from pylon to FCU is teleflex cable. (which needs frequent lubrication with thin oil to avoid extra stiffness)

If my memory serves right, throttles were quite unsophisticated to use. They felt all the time like something is chafing... Not pilot, but had hands on experience when doing eng ground runs.
Don't know how it was in the air if you need to adjust power, but on ground runs if you need to find some exact values for test purposes, moving these throttles requires sometimes few try to find correct position. :)

In the air I found 'Boeing' to be the answer, since engine control was such that one could demand and synchronise temperstures as required, the numbers 717, 727, 737, and 747 from memory giving reasonable results.

Aircraft model shop at Castle Donington produced a replica for their display featuring two big engines and winglets. Such dreamers!

History and nostalgia to aid reminiscence - some large files

146 described
https://www.dropbox.com/s/i1oqswgdzy...ribed.pdf?dl=0

Production list, operators, and historical location, 2012
https://www.dropbox.com/s/53ypihjnhj...J1203.pdf?dl=0

146 Design features, tech sales
https://www.dropbox.com/s/cajqtqsjwu...tures.pdf?dl=0

146 Flightdeck features tech sales
https://www.dropbox.com/s/6c3ii2eim5...on%20.pdf?dl=0

....... with the TMS actuator the very last link between the teleflex and the FCU. I think the throttles could be a bit stiff. The fire handles/fuel shutoff were even worse as they didn't get used so often.

Yes, i forget that because i haven't done almost any real work with 146. Only with RJ, no TMS but FADEC, which is different especially on engine/engine controils area, as everyone here knows. ;)

Think i work once with old 146 which was converted to RJ, that was bit strange bird as it is kind of mixture of both. It was one of the Braathens old birds on last C-check.

No, we all know that was the Shorts Belfast (or "Belslow"!)

414 kts, mach .68 was not to bad as it also could land on a six pence

I have a vague recollection from the early 1960s that what became the 146 originated as a Handley Page concept, but was not proceeded with because of a lack of suitable sized engines. Then the Continentals came along, and the concept was resurrected.

No, it didn't.

A mere 387 examples (!), outstripped by 445 Viscounts...

380 748s, only slightly fewer!

I suggest "UK airliner" could also include the Dove and the Rapide both of which comfortably outsold even the Viscount!

Well if we are throwing the Dove into the mix then its replacement, the DH125, outsold it many times over. ;)

And the Islander? :)

Here we go again ... :O

PPRuNe: Best Selling British Airliner? (2012)

I have a photo somewhere of my father in front of the last Viscount built with a sign saying 444th aircraft. (or maybe the 444th delivered)

Clicked on the link and my anti-virus (AVG) immediately neutralised a threat.