J32EP Experiences and Impressions
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J32EP Experiences and Impressions
Hi everyone,
I'm doing a feasibility of using the J32EP (I have access to a few of them on favourable terms) for a 150 NM pax run from a sea level 1,600m runway to a 1,600m strip at 5,000ft ISA + 15 , however my initial impressions are the J32EP is a runway hog and anything from BAE (other than the HS-748) is a bit fragile and spares are a problem.
Has anyone had experience with the J32EP ? What were the major weakpoints and items that put the aircraft AOG.
Personally I think a B1900 would be ideal but for the moment I'd like to get some feedback on the J32EP before discarding it.
I'm doing a feasibility of using the J32EP (I have access to a few of them on favourable terms) for a 150 NM pax run from a sea level 1,600m runway to a 1,600m strip at 5,000ft ISA + 15 , however my initial impressions are the J32EP is a runway hog and anything from BAE (other than the HS-748) is a bit fragile and spares are a problem.
Has anyone had experience with the J32EP ? What were the major weakpoints and items that put the aircraft AOG.
Personally I think a B1900 would be ideal but for the moment I'd like to get some feedback on the J32EP before discarding it.
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O'Connor's went broke operating Jetstreams!
Tasair operate a J32 (not sure about EP)
www(dot)tasair(dot)com(dot)au
DIVOSH!
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There was an EP Phase 1 and an EP Phase 4 mod which gave the aircraft much better landing and take off performance of 1,200 to 1,300m.
I think Aeropelican still operate them also.
I think Aeropelican still operate them also.
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The 32 EP isn't a bad machine and will burn less fuel than the B1900.
With any high elevation performance will be limited but as long as there are no 2nd 3rd or 4th segment gradient limits the 32EP should be OK. if you contact the owners of the machines you have access to they should be able to run you off the charts.
As to reliability the 331 is a good engine and the airframe is solid but needs engineers that know how to look after Jetstreams. Not dissimilar to the B1900 that has a few of its own issues.
Anything can put you AOG but given current leases prices you could probably get three J32EP's for the price of one B1900 - AOG problem solved.
One thing to remember is that with a short sector the J32 has a better way of managing fuel with the magna sticks under the wings giving a very accurate reading for fuel on board. Thats something many a B200 /B1900 driver would have loved to have.
If your looking to operate them here in Aus make sure they are the right 32's and are shown on the CASA TAC, otherwise you might be up for a first of type.
With any high elevation performance will be limited but as long as there are no 2nd 3rd or 4th segment gradient limits the 32EP should be OK. if you contact the owners of the machines you have access to they should be able to run you off the charts.
As to reliability the 331 is a good engine and the airframe is solid but needs engineers that know how to look after Jetstreams. Not dissimilar to the B1900 that has a few of its own issues.
Anything can put you AOG but given current leases prices you could probably get three J32EP's for the price of one B1900 - AOG problem solved.
One thing to remember is that with a short sector the J32 has a better way of managing fuel with the magna sticks under the wings giving a very accurate reading for fuel on board. Thats something many a B200 /B1900 driver would have loved to have.
If your looking to operate them here in Aus make sure they are the right 32's and are shown on the CASA TAC, otherwise you might be up for a first of type.
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Parts for the HS748 are not a problem, its finding an aircraft that's the hard part!
Tasair operate a J31 bird, I would be strong enough to say stay away from the J31 types.
The BAe 32EP's are lovely birds and they stack up financially, especially when a B1900D goes for around US$40k and a BAe 32 US$20k you could always have a spare if one goes tits up. Spare parts are not a problem and the main thing is pax quite like the BAe32's
I've got access to performance manuals for the 32's... PM me if you need a helping hand....
Tasair operate a J31 bird, I would be strong enough to say stay away from the J31 types.
The BAe 32EP's are lovely birds and they stack up financially, especially when a B1900D goes for around US$40k and a BAe 32 US$20k you could always have a spare if one goes tits up. Spare parts are not a problem and the main thing is pax quite like the BAe32's
I've got access to performance manuals for the 32's... PM me if you need a helping hand....
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Have a look at the charts but you may find the performance mtow for the higher elevation strip quite limiting depending on the payload you were considering uplifting in a J32EP.
Nice machine to fly though
Nice machine to fly though
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Hi Asean,
Is there fuel available at the 5,000' strip? and how much payload do you want to lift?
A sector length pairing of 150NM each way, isn't very far and depending on fuel availability, landing surface, obstacles, etc, an elevated 1,600M strip might be capable of accepting a wide variety of 19 to 38 seat aircraft.
A bit more information would be nice!!
The Oracle
Is there fuel available at the 5,000' strip? and how much payload do you want to lift?
A sector length pairing of 150NM each way, isn't very far and depending on fuel availability, landing surface, obstacles, etc, an elevated 1,600M strip might be capable of accepting a wide variety of 19 to 38 seat aircraft.
A bit more information would be nice!!
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Another consideration is the J32 is not certified by BAe for gravel strip ops. This may or may not be a significant factor in your operation. J31's are however approved for gravel ops if fitted with gravel kits, the -10 in the J31 is 200hp less than the J32's -12 engines, however the water meth in the J31 is provides a good boost for high and hot operations.
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Strip is 1650m bitumen at 5,400ft ISA +15 deg C , no fuel .
They are landing 737-200 and 300 cargo aircraft there with 8 and 13 tonne loads , when the 737s taxi in u can smell the brakes still cooking. The 737s are on the limit going in there and I don't think the ops are by the book.
We run an ATP cargo aircraft in there no problem , when I looked at the specs for the earlier J32s I was surprised at how much runway they needed , the J32EP looks like it will be ok so I'll look at this more seriously.
Thanks for the inputs so far.
They are landing 737-200 and 300 cargo aircraft there with 8 and 13 tonne loads , when the 737s taxi in u can smell the brakes still cooking. The 737s are on the limit going in there and I don't think the ops are by the book.
We run an ATP cargo aircraft in there no problem , when I looked at the specs for the earlier J32s I was surprised at how much runway they needed , the J32EP looks like it will be ok so I'll look at this more seriously.
Thanks for the inputs so far.
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It's a strong aircraft, as with many British aircraft of the era it's over-built. You won't have any problems with the airframe. Some avionics items can fail, also SRL/TTL computers. The 331s are good engines, generally robust and give better economy than a PT6 of equivalent power. It's worth getting them with autopilots if you can as they are a bit sensitive in pitch (but a bit sluggish in roll). They are a bit of a runway hog, but if you are operating at less than max gross it won't be a problem, particularly with the EP/water meth option.
I flew them with three different airlines, and over 10 airframes reliability was very high, dispatch rates were over 99.6%. Nice machine.
I flew them with three different airlines, and over 10 airframes reliability was very high, dispatch rates were over 99.6%. Nice machine.
