Ansett and the 146

Hatfield had been working on the design of a jet feeder liner for a number of years, from the De Havilland 126 of 1960 through the Hawker Siddeley 131 of 1964, HS-136 of 1967 and the HS- 144 of 1969. The main stumbling block for the latter designs was the non-availability of a suitable engine. For the design started in April 1971, Hawker Siddeley selected the Avco Lycoming 502 fan engine. This was an untried power plant on the civil scene and had been developed to power the Canadair Challenger business jet. Its T55 turboshaft core however gave a modest thrust of 6,500 lbs which meant that four of these engines would be required to power the new Hawker Siddeley feederliner. As the projected design would be operating from many semi-prepared runways, a high shoulder wing was adopted with the podded engines being slung under the wing on pylons. This served to keep the engines away from the ground and foreign object ingestion.

The new design now known as the Hawker Siddeley 146, was officially launched on August 29, 1973, when the British Government agreed to give financial backing to the project. It was planned that the HS-146 would make its first flight in 1976 and be available to enter airline service the following year. Considerable importance was given to the project as this was the first major British civil airliner for ten years, the last being the BAC 1-11 in 1963. To sell itself to the airlines Hawker Siddeley emphasised that the following five prime conceptual goals had been met: Performance – Simplicity of Design – Fuel Efficiency – Low Noise – Economy. By late 1974 however, the project was already in trouble. Rising costs due to inflation had placed the HS-146 well over budget. With the airlines themselves battling against problems created by the World oil crisis, it was proposed that the HS-146 project be terminated. In October 1974 production work on the aircraft did cease, however, limited Government funding kept the design team together and work continued on design refinement and in wind tunnel testing.

In April 1977 the British Government nationalised the British Aviation Industry and this resulted in the formation of British Aerospace. The Aircraft Group of the new company brought together the British Aircraft Corporation, Hawker Siddeley Aviation, Hawker Siddeley Dynamics and Scottish Aviation.

The following April it was announced by British Aerospace that they had submitted proposals to the British Government for a re-launching of the 146 programme. This support in the way of refundable financial backing was given in July 1978 and production of the aircraft, now known as the British Aerospace 146 – BAe 146 – once again got underway. First flight was planned for late 1980 with airline deliveries to commence in early 1982. Two versions of the aircraft were offered by British Aerospace – the BAe 146-100 seating 82/93 passengers, which would offer outstanding airfield performance and the BAe 146-200 seating 100/111 passengers. This version of the aircraft was for high-density routes where the airfield performance of the series 100 was not required. Both series of the aircraft were to be powered by the ALF502R-3 at 6,700 lbs thrust.

Design work on the aircraft was concentrated at Hatfield where they would also build the cockpit and front fuselage section. Four other British Aerospace plants were also involved in the project – Bristol were to build the centre fuselage while Manchester constructed the rear fuselage, the fin and flaps came from Brough (Humberside), while Prestwick built the engine pylons.

Avco Lycoming at Stratford, Connecticut produced the engines, while Shorts at Belfast built the engine pods. British Aerospace brought two ‘risk sharing’ partners into the 146 programme. SAAB-Scania at Linkoping, Sweden were to produce the tailplane and all control surfaces, while Avco Aerostructures at Nashville, Tennessee were to build the wings.

Final assembly of the aircraft was at Hatfield and all this came together on May 20, 1981 when the first BAe-146 G-SSSH, a series 100, was rolled out of the production hangar. The first flight of the 146 followed on September 3, 1981. The first series 200 aircraft, which was number eight off the line, made its first flight on August 1 , 1982. British type certification for the 146 was granted on February 4, 1983, with FAA certification following shortly afterwards. The BAe 146 entered airline operations on May 27, 1983 when G-BKMN, a series 100 aircraft of DAN-AIR, London, operated a service from London/Gatwick to Berne in Switzerland. This in itself was a notable event as the 146 was the first jetliner able to operate regular services to the Swiss capital, whose airport had a restricted runway length. The series 200 entered airline service on June 27, 1983 when N601AW of Air Wisconsin, with 99 passengers on board, left Fort Wayne, Indiana for Chicago/O’Hare.

In September 1984, British Aerospace announced further development plans for its family of 146 regional jetliners. First of these was the series 300, which stretched the series 200 fuselage by a further 10 feet 4 inches. This aircraft would provide standard seating for 120 passengers, or some 130 in high-density tourist configuration. To power the series 300 an uprated version of the ALF502 had been developed. This was the ALF502R-7 which produces 7,500 lbs of thrust. Also proposed were freighter versions of the series 100 and 200. With its very low noise signature, which truly makes it the World’s quietest jet airliner, this aircraft will be ideal for the air cargo industry, who rely so much on the carriage of freight at night.

BAe 146 SALES HISTORY

Bearing in mind the market for which it was designed, British Aerospace expected sales of the 146 to be slow and to come in ones and twos. Orders would mainly come from airlines who were making their initial move to jet equipment from prop or prop jet aircraft. The dominant aircraft on the production line was expected to be the series 100 as this version, with its outstanding short-field performance, had a seat capacity close to the aircraft it was designed to replace. Since then, however, a number of factors have changed this and given British Aerospace a wider marketing philosophy for the 146.

The first airline order was announced in June 1980, when Lineas Aereas Prividas Argentinas – LAP. A. – of Buenos Aires signed a contract for three aircraft, two series 100s and one series 200. Due to financial problems, these aircraft were never delivered. In May 1981, on the roll out of the first BAe 146, British Aerospace announced that two airlines in the United States had placed orders.

Pacific Express of Chico, California signed for six series 200s and took options on a further six. Born from airline deregulation in the United States, Pacific Express operated a fleet of BAC 1-11s on a network of services in the western United States. The 146s ordered were to replace the 1-11s; however due to financial problems, Pacific Express ceased operations in February 1984 before taking delivery of their first 146. The other order British Aerospace received was from Air Wisconsin for four series 200s with an option on a further four.

Air Wisconsin operated a fleet of Metros and DHC-7s from their home base at Appleton, Wisconsin and they too have benefited from airline deregulation in the United States. The Air Wisconsin order has been one of the success stories of the 146 as they have since increased this to seven, with options held on a further four. They put their first aircraft into service in June 1983 and at present have five in operation. During October 1984 these aircraft completed 1,531 flights – a daily average of ten departures for each BAe 146.

On November 12, 1983, the 146 programme moved into the big league when British Aerospace received a $30 million order from Pacific Southwest Airlines of San Diego, Cahforrna. P. S. A. signed for twenty BAe 146-200s and took options on a further twenty-five. P. S. A. Operates an extensive network of services throughout the Western United States with a fleet of B727-200s, DC-9-30s and MD-80s and during 1983 they earned more than eight million passengers. The 6s are operated by P. S. A. in a 1oo-seat single class conf1gurat1on and as they are delivered, the B727-200s that seat 175 passengers are being withdrawn from service.

When P. S. A. started looking for an 8727-200 replacement their initial thinking was to look at a similar-sized aircraft, however for two major reasons they instead selected the smaller BAe 146-200. In the cut-throat competition of the deregulated United States airline industry, frequency of service is of paramount importance. With its excellent economics, the 146 could offer P. S. The frequency they were looking for The other important was the low noise footprint of the 146. P. S. A. operate into a number. of very noise-sensitive airports in southern California and with the 146 in their fleet, they knew this would pacfX the anti-noise lobby and actually allow them to increase their schedules into these airports.

The P. S. A. order opened up a whole new market for the BAe 146. There was an aircraft that had previously been regarded as a short-haul feeder liner now being used by a major United States earner for trunk route operations.

THE BAe 146 AND AUSTRALIA

Over the last few years, British Aerospace with the 146 and Fokker with the F28-4000 have had several battles tor airline reequipment orders in Australia.

The first of these came in 1980 when East West, then an F27 operator, was evaluating jet equipment for themselves and tor Northern Airlines. The two types involved in the final selection were the F28-4000 and the BAe 146-200. In June 1980 East West ordered two F28-4000s and took an option on a further three. At the time, British Aerospace were unable to meet the date set by East West for the introduction of their jet equipment. The following year the F28-4000 won again when Airlines of Western Australia signed the tour with options on a further tour. In actual fact only two of these F28-4000s were ever delivered. At the time rt was stated that Ansett’s Head Office in Melbourne favoured the 146. However, Airlines of Western Australia, being a long-established F28 operator, preferred to stay with the Dutch product. This was the first indication that Ansett was seriously interested in the BAe 146.

In 1982 East West changed hands and the new management again examined the choice of Jet equipment. Though British Aerospace evidently made a very favourable offer, it was Fokker who again won the day. Tied in with the order for two F28-4000s was the fact that they gave the new owners of East West a buy-back deal on their current F27 fleet and would replace them with the new F27-500s. At that stage East West also felt that the continuation of the BAe 146 programme could not be guaranteed and that they may be left with an orphan aircraft in the South Pacific.

In November 1983 Skywest Airlines, who are one of Australia s largest third-level operators, received permission from the Western Australian Government to compete on certain intrastate routes with Airlines of Western Australia. Skywest ordered the BAe Jetstream 31 to operate services between Perth and Kalgoorlie and Perth and Geraldton. For the routes from Perth to Karratha and Port Hedland, Skywest were authorised to port larger jet equipment. The two types selected for evaluation were the BAe 146-200 and the F28-4000. In effect, Skywest officially made a choice between the two types, as in the interim they took over East-West Airlines. With two F28-4000s in service and places reserved on the production line for a further two, It was no surprise when Skywest decided to stick with the F28 for their new Jet services.

Elsewhere ii the South Pacific the BAe 146 has been mentioned on numerous occasions as a possible replacement for the HS-748s of Mount Cook Airlines, though to date no order has been forthcoming. In 1980 British Aerospace held a letter of from Air Niugini for the purchase of five BAe 146s though this was never followed up with an order.

The breakthrough for British Aerospace and the 146 finally came in April 1984 when Ansett placed an order for two BAe 146- 200s and took an option on a further six.

ANSETT TRANSPORT INDUSTRIES AND THE BAe 146

In April 1984 Ansett Transport Industries announced that they had signed a contract with British Aerospace for two BAe 146- 200 aircraft, with options being taken for a further six. The two 146s were to be operated by the then Airlines of Western were seen as a key requirement in their forthcoming battle with East-West Airlines on the routes from Perth to the Pilbara.

The order came as a surprise to many in the Australian Air Transport Industry as this was a major watershed in Australian regional aviation. Since 1959 Fokker have dominated this sector of the market firstly with the F27 and then with the F28. Airlines of Western Australia have themselves operated the F28 since 1969 so why the change to the British Aerospace jet?

Over the last three years the F28 and the BAe 146 have battled tor several airline orders in Australia, with the F28 emerging victorious on each occasion. A. T. I. placed their last order for the F28 in 1981 and on reading press reports of the time, it would seem that the BAe 146 came very close to being selected.

Apparently Ansett Head Office were very impressed with the 146 and were in favour of ordering it. However at the time, Ansett were immersed in bringing on line the Boeing 737, Boeing 767 and the Boeing 727LR, so the F28, which was firmly established in the A. T. I. fleet, won the day. On that occasion Ansett ordered four F28-4000s and took options on a further four.

The first of these, VH-FKI was delivered to Airlines of Western Australia in July 1982 with the second, VH-FKJ, arriving the following December. The third and fourth aircraft in this order were to be delivered in the second half of 1983 but they and the options were never taken up. This time around the choice was more clear cut, Mr. John Bibo, Ansett’s Director of Engineering told Australian Aviation. With the current competitive situation in Western Australia, the BAe 146-200 was seen as the aircraft that could best meet the challenge from East West Airlines.

When the $40 million order for the BAe 146s was signed in April 1984, the two aircraft were planned for delivery in late January 1985 and the following March. However, due to industrial problems at the British Aerospace plant at Filton where the centre fuselage section is built, production of the 146 has fallen behind schedule.

Ansett now expect the first aircraft to be in Australia by mid-April and to enter service in early May. The second will follow in mid-May and enter service early in June.

The two aircraft will be registered VH-JJP, serial number 2037, and VH-JJQ, serial number 2038, the JJ in the registration standing tor Junior Jumbo to signify the wide-bodied appeal of the 146 to passengers on regional routes. To further enhance this, Ansett W. A. will operate their 146s in a one-class 75-seat 5 abreast configuration. The two other operators of the 146-200, Air Wisconsin and P. S. A. , both have their aircraft in a 100-seat configuration with breast seating. As well as having a wider seats, the seat pitch on the Ansett aircraft will be 33 and 34 inches. Both aircraft will be fitted out in the U. K. before departing on delivery to Perth. The seats in the aircraft will be manufactured by Flight Equipment and Engineering in the U. K. and they will be the same as those fitted in economy class in the rest of the Ansett jet fleet. The 146s will also have Atlas galleys, which are used on Ansett’s Boeing fleet and this will ensure a hot meal service for all passengers.

Initially the 146s will be used on the Perth/Karratha and Perth/ Port Hedland routes, as it is on these sectors that they will be competing with the F28-4000s of East West Airlines. The 146 can operate into any airfield presently served by the Ansett F28 fleet.

Ansett W. A. will also spend about $4m upgrading its F28 fleet (refer Airline Affairs) to meet the challenge of competition in the West. The first F28-1000 VH-FKD and F28-4000 VH-KKJ are already on line and the rest of the fleet will be refurbished consecutively. The F28s have been fitted with new seating, overhead bins and Atlas galleys. The F28-1000 is having its seating reduced from 65 to 55 with seat pitch being 33 and 36 inches. The F28-4000 is having its seating reduced from 75 to 69 with seat pitch being 33 and 34 inches.

The purchase of the two BAe 146s by A. T. I. is a straight buy from British Aerospace and no F28s will be traded in on the deal. No doubt being the first operator in the Pacific Basin will mean they have received a very favourable financial deal from British Aerospace. The two aircraft are additional units to the fleet and once they have settled into service, consideration will be given to the six options that A. T. I. hold on the production line.

The original concept of the BAe 146 was that of a short-haul feederliner, however in contrast Ansett W. A. will use their aircraft on routes that are longer than was originally envisaged. Air Wisconsin’s average stage length is 127 miles, while P. S. A. are using their aircraft for hourly sectors. Perth to Port Hedland is 714 nm and this will mean a block time for the 146 of slightly over two hours. With the aircraft carrying 75 passengers instead of the designed 100 there should be no operational problems. No doubt many airlines will watch with interest as to how the BAe 146 performs with Ansett W. A. as they open up a new operational area for this aircraft. Ansett W. A. will take up the option of extra fuel in a wing fillet tank, and this will increase the maximum fuel uplift to 2,840 Imp. gals. Modifications incorporating the automatic release of oxygen masks in the cabin in case of emergency will allow the aircraft to be flown at 31,000 feet. Though this is not standard among BAe 146 operators, Ansett feel that it will increase the operational flexibility of the aircraft and bring it into line with the other jets in their fleet.

Mr. John Bibo also said that discussions were taking place with the Department as to whether the aircraft could be flown as a three-engined feel sorry, should problems occur away from main base. Though British Aerospace had been pushing the fact that the -‘. ‘LF502 engine was of modular construction and could be serviced on the wing, Ansett themselves would not use this fac1lrty. If there was a problem, the whole engine would be pulled. Where the modular capability would be a definite asset would be in the workshop. The Ansett W. A. aircraft will be powered by four ALF502R-5 engines of 6,970 lbs thrust.

When the 14s. were ordered in April 1984, they were to be operated? by A1rlrnes of Western Australia and first artist 1mpress1ons of the aircraft showed them carrying their attractive red/green colours. At the Farnborough Air Show last September, British Aerospace had the prototype BAe 146-200 painted in Ansett’s Southern Cross colour scheme with AIR W. A. on the forward fuselage. Now it has been decided that will consolidate the marketing operations of its regional airlines and closer identify them with the parent company. Regional aircraft will be painted in the Southern Cross colour scheme with the Ansett name and appropriate State – Ansett W. A.

Besides operating to Karratha and Port Hed/and it is also expected that Ansett W. A. will use the 146 on the weekly charter they operate for QANTAS between Port Hedland and Denpasar. One advantage the BAe 146 has over the F28 is its four-engined overwater capability. Other routes that could follow are the Perth to Cocos and Island weekly charter for the Department _ of External Territories. On the other side of Australia there is Brisbane to Norfolk Island and the services that Ansett operate for Air Vanuatu.

Ansett no doubt are also looking at the freighter version of the 146 as here is a jet aircraft that is quieter than the F27s and Argosys that at present operate after curfew.

Ansett WA are therefore looking forward to putting their new Jet to and would seem they have a very formidable tool in their battle with East West. The BAe 146-200 could turn out to be. a very versatile aircraft in the Ansett fleet and many other operators in the Pac1f1c Basin will be watching with interest to see how this new British jet performs.