Bae146
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Bae146
Can a Bae146 combi make it to a landing strip of 5000Ft with temperatures at or below +40°C with flying time from origin is 40mins around 150nm origin runway is 11000ft only up and down sector fuel with reserves will be taken from origin as destination has negative fuel facilities
How well do you recommend the induction of this aircraft with given flight details. And what is its line maintenance cost?
How well do you recommend the induction of this aircraft with given flight details. And what is its line maintenance cost?
It will certainly depart an 11000 foot sea level runway at 40 deg C with a reasonable load, and should be able to land on 5000 feet - if that is what you are asking.
Its landing performance is way better than its take-off performance. But at 40 deg C it won't have ANY return payload out of a 5000 feet long runway (in fact may not even be able to take off at all if there are obstacles!), or at 5000 feet elevation, unless the runway is a million miles long.
You also need to look at whether 40 deg C is exceeding ISA +35 at the field elevation. At 5000 feet elevation 40 degrees hits that limit.
Line maintenance dunno, but figure about $10,000 an hour all-up for a typical low utilisation program. That should cover everything including lease and crewing. Given good maintenance and proper crew training, it is not a bad aircraft, but by today's standards it is very fuel inefficient. Providing the runways will take it, a 737 classic can be operated for the same dollars and give you near double the payload.
Its landing performance is way better than its take-off performance. But at 40 deg C it won't have ANY return payload out of a 5000 feet long runway (in fact may not even be able to take off at all if there are obstacles!), or at 5000 feet elevation, unless the runway is a million miles long.
You also need to look at whether 40 deg C is exceeding ISA +35 at the field elevation. At 5000 feet elevation 40 degrees hits that limit.
Line maintenance dunno, but figure about $10,000 an hour all-up for a typical low utilisation program. That should cover everything including lease and crewing. Given good maintenance and proper crew training, it is not a bad aircraft, but by today's standards it is very fuel inefficient. Providing the runways will take it, a 737 classic can be operated for the same dollars and give you near double the payload.
For those sectors, most jets will also be landing weight limited.
Of course, if the destination runway is gravel, the 146 is the the only game in town if you must have a jet.
However the baby of the fleet, the 100 series, is probably the optimum for the operation you describe, especially with such high ambient temperatures. There is no point in having 85 seats if you can only carry 65.
The 200 is a bit of a dog and the 300 with 502 engines is useless in the heat.
Of course, if the destination runway is gravel, the 146 is the the only game in town if you must have a jet.
However the baby of the fleet, the 100 series, is probably the optimum for the operation you describe, especially with such high ambient temperatures. There is no point in having 85 seats if you can only carry 65.
The 200 is a bit of a dog and the 300 with 502 engines is useless in the heat.
Combis are sometimes useful, but the empty weight imposes a payload penalty in whichever configuration you choose, compared with all pax or all freight.
Again, dunno exact numbers, but figure at least 1500 kg heavier.
Not too many true Combis out there that I know of. A QC is not the same animal, but the same comment re weight applies.
Again, dunno exact numbers, but figure at least 1500 kg heavier.
Not too many true Combis out there that I know of. A QC is not the same animal, but the same comment re weight applies.
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We used to operate a -100 and to be brutally honest, despite being a delight to fly (it is a pilots' forum after all) it was a parts magnet even 10 years ago. Getting parts is not easy and parts that actually work another matter!
I can't imagine there being any -100s converted to QC or freighter as this was usually done to a -200. For a more reliable option even the RJ series are getting on. An RJ70 would do the job far better.
Poor old things are worthless now for a reason. The 737 is more capable but even the early NGs are very tired and coming to the end of their useful lives.
If you can get hold of a tidy -600w on a cheap lease and get the engines chipped up you might have a platform to work with?
As said, if you're serious this is not the place. Speak to the manufacturers!
I can't imagine there being any -100s converted to QC or freighter as this was usually done to a -200. For a more reliable option even the RJ series are getting on. An RJ70 would do the job far better.
Poor old things are worthless now for a reason. The 737 is more capable but even the early NGs are very tired and coming to the end of their useful lives.
If you can get hold of a tidy -600w on a cheap lease and get the engines chipped up you might have a platform to work with?
As said, if you're serious this is not the place. Speak to the manufacturers!
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Yes I spoke to falco but they say they have all for sale I even offered them to wet lease but none. My airline is looking for a BAE146QC due to fuel prices declining and somewhat stable this airplane is attracting us.
There have been freight only versions of all three 146 series. Not sure about QC - only ones I have seen were 200s. I do know of an Australian company that recently acquired two -200 QC s and would probably dry lease, trade in your whatever, or sell because wheeling and dealing is what they seem to do. Google it or PM me.
Wet leasing with Australian crews is not such a good idea, because our motto is " we may be rough, but at least we are expensive".
I am unaware of an STC to do a QC conversion of the RJ series, but why not ask BAE direct about that?
Wet leasing with Australian crews is not such a good idea, because our motto is " we may be rough, but at least we are expensive".
I am unaware of an STC to do a QC conversion of the RJ series, but why not ask BAE direct about that?
