In Australian Service — BAe 146

The first study which emerged in 1963 was the DH.126, powered by turbofan engines which was basically a scaled up version of the DH.125 executive jet. When de Havilland became a member of the Hawker Siddeley Group, further studies were allocated HS prefixes and were known successively as the HS.136, HS.144 and finally the HS.146. In 1973 the development program cost was estimated at $80 million plus increases caused by inflation. The price per aircraft was estimated at 1.5 million and the market expectations were for 1200 of this class of aircraft over the next 10 to 12 years, with Hawker Siddeley hopeful that its share would be one-third of the overall total.

Two versions were proposed, the 70 seat HS.146-100 and a lengthened 100 seat HS.146-200. The HS.146-100 would feature four 6500lb (29kN) Avco Lycoming 502-H turbofans, a span of 26.37m (86ft 6in), 26.18m (85ft 10in) length, a maximum takeoff weight of 33,290kg (73,400lb) and typical cruising speed of 427kt (790km/h) TAS at 22,000ft (6700m). The expected date of introduction was early in 1977.

As so often happens, the vagaries of the airline business intervened, with a combination of inflation and recession. Work on the project was suspended in October 1974 and then later resumed at a low level. When British Aerospace came into being, the first major decision made by the board was a recommendation to the UK Government on March 22 1978 that a full go-ahead for the FJA (Feeder Jet Aircraft), formerly the HS.146, should proceed and approval was then sought. British Government approval for the full scale development of the aircraft, now known as the BAe 146, was received on July 11 1978.

Following the go-ahead work continued apace and the first aircraft was rolled out on May 20 1981. The first flight took place at Hatfield on September 3 1981 lasting 1hr 35min. On board were chief test pilot Michael Goodfellow, deputy chief test pilot Peter Sedgewick and two observers. The registration of this aircraft was the carefully selected G-SSSH. In the meantime, work continued on the first BAe 146-200 version, G-WISC, which had its first flight on August 1 1982. Ansett, through Ansett WA, was the first Australian BAe 146 operator. Today New Zealand. Pictured are BAe 146-200s. (Dave Fraser & Bill Lines)

An intensive program of flight testing saw the granting of type certification by the British Civil Aviation Authority on February 4 1983. The first BAe 146-100 entered service with Dan Air on May 27 1983, and a few weeks later on June 27 1983, Air Wisconsin put the first 146-200 into service after the receipt of US FAA approval for the 146-200.

The initial versions of the 146 were produced in two sizes with a number of role variations. Both versions are powered by Textron Lycoming ALF 502R-5 engines of 6970lb (31kN) each. The Series 100, with a MTOW of 37,310kg (82,250lb) and a passenger capacity of up to 94 can carry its maximum load from sea level runways of 1200m (4000ft) length. The Series 200 has a fuselage stretch of 2.39m to 28.55m (7ft 10in to 93ft 8in), a MTOW of 40,597kg (89,500lb) with a passenger capacity of 112, and can operate from 1525m (5000ft) runways at sea level.

For an aircraft in its class, the 146 has (in a five abreast configuration) a very roomy cabin with an internal diameter of 3.37m (11ft 1in), headroom of 2.02m (6ft 7.5in), and a cabin length of 15.42m (50ft 7in) in the Series 100 and 17.81m (58ft 5in) in the Series 200.

The 146 manufacturing program is an international collaborative exercise. Some major components are naturally produced at BAe sites, the centre fuselage at Filton, rear fuselage at Manchester, fin and flaps at Brough, and engine pylons and tailplane at Prestwick. The complete wing is manufactured by Textron Aerostructures at Nashville, Tennessee. Saab makes all flying control surfaces and prior to 1990, built the tailplane. Final assembly originally took place at Hatfield, but following the closure of that facility, it is now carried out at Woodford.

Where the BAe 146 has scored in comparison with other airliners has been with its low noise levels. The low noise signature has been achieved by a combination of advanced wing design and the four modern technology, high bypass ratio turbofan engines. The success of this combination has been exemplified by its success in the USA. A famous example of this was the tussle to obtain approval to operate into John Wayne Airport in Orange County, California, with a single 1735m (5700ft) runway, in one of the most notoriously noise sensitive areas of the USA.

During a six week test period, a PSA 146-200 was tested to see if it could comply with the Airport’s stringent “Class AA noise level” of 89.5dB. These tests also were applied to an Air Cal Boeing 737-300. To keep within the 89.5 dB limit, the 737’s payload had to be reduced to the extent that with a 100 passenger payload, it only had fuel for a 220nm (410km) range. The 146-200 was able to takeoff with its MTOW of 40,595kg (89,500lb), enabling it to carry the same 100 passengers over a nonstop sector of up to 1300nm (2410km). In another category, in the belief that no jet aircraft could qualify, Orange County set an 86dB limit on commuters seeking unlimited flights from the Airport. The 146-200 stayed below that noise level with the ability to carry its 100 passengers 500nm (925km). The 737-300 was unable to meet this noise limit at all.

After the launch of the two initial versions, several other 146 models have since evolved. The original prototype was extensively modified to become the prototype BAe 146-300, first flying in this form on May 1 1987. The fuselage was extended to 30.99m (101ft 8in) by taking the basic Series 100 fuselage and adding 2.46m (8ft 1in) forward and 2.33m (7ft 8in) aft of the wing. It retains the same wing and engines but gross weight is increased to 44,225kg (97,500lb). Typical passenger accommodation ranges from 103 in a five abreast business class layout to 112 in a high density six abreast configuration. If Type 3 emergency exits (mid cabin) are fitted, 122 passengers can be carried.

Another important variant is the -200 based BAe 146QT (Quiet Trader) freighter, which is converted by Pemco (formerly Hayes International) at Dothan, Alabama. This version carries six standard 2.74m x 2.23m (108in x 88in) pallets with additional space for a half pallet. The maximum load is 10.8 tonnes (11.8 tonnes gross). A cargo door 3.33m (131in) long x 1.93m (76in) high, is located on the port side behind the wing.

The BAe 146QC (Quiet Convertible) takes advantage of the freight door design and combines it with a convertible system which can interchange palletised freight and seating. The first example went into service in New Zealand. It carries passengers by day, and at night carries nine tonnes of freight between Auckland and Christchurch.

The 146 Statesman was intended as a heads of state/VIP transport, three of which were delivered to the Queen’s Flight. The Statesman could be based on any of the basic BAe 146 models and could fly nearly 1800nm (3335km) with a typical load.

The demonstrator BAe 146STA (Sideloading Tactical Airlifter) which could carry 64 paratroops or military freight, casualty evacuation or vehicle transport, appeared in 1988. This aircraft was converted back to a 146-100 and is now flying in Australia with National Jet.

During the 1990s there were some significant changes to the 146 line-up. On August 21 1990, new developments and additions to the 146 family were announced. The new generation BAe 146s were to be powered by Textron Lycoming LF 507 turbofans which have an extra low pressure compressor stage operating at substantially reduced turbine temperatures. The engines are rated at 7000lb (31.1kN) thrust and feature Full Authority Digital Engine Control (FADEC) electronic control to allow for future integration with a digital flight guidance computer. Increases of maximum takeoff weight and zero fuel weight allow payload increases of 28% on the Series 100, 13% on Series 200 and 12% on Series 300. Other changes were a strengthened wing, fuselage and undercarriage, which will permit increases to be made to the aircraft’s design weights across all three versions of the 146.

The first of the new generation, Cat III equipped 146s, G-ISEE, had its maiden flight at Hatfield on March 23 1992. A series 200 aircraft, it was airborne for 4hr 24min and performed faultlessly throughout the flight. This aircraft became the development aircraft for the RJ85 Series and is also noteworthy as the last aircraft to be built at the Hatfield factory.

Lightweight versions were also proposed, based on the BAe 146-100. These were termed the Regional Jets, with the RJ70 intended for the US market, followed later by the RJ80 for European operators. The reduced weight would allow engines to be derated in the interest of engine life.

One interesting proposal was the twin engined 146NRA (New Regional Aircraft) for service entry in the second half of the 1990s. Powered by two CFM56 or IAE V2500 engines derated to about 19,000lb (85kN), the NRA would have cruised faster at Mach 0.82, and had a 4.26m (14ft) fuselage stretch to 36.36m (119.3ft) enabling passenger accommodation to be increased to 139 in conjunction with an additional mid cabin emergency exit. The wing span would have been increased to 29.59m (97.1ft) with a 90.1 sq m (970 sq ft) wing area. MTOW would initially have been 53,615kg (118,200lb) with a later increase to 56,279kg (124,050lb).

On June 9 1992, BAe unveiled its revamped contenders for the 70 to 120 seat market for the 1990s when it announced its new regional jetliner family — the RJ70, RJ85, RJ100 and RJ115. This expanded product line drew on the experience gained from the RJ85 and RJ100 development aircraft which were already engaged on certification flight testing with firm orders received for deliveries commencing in March 1993. The first flight of the RJ100 took place on May 13 1992 from Woodford, followed by the RJ70 on July 23. The RJ115 is a higher capacity version of the RJ100 with six abreast seating, mid cabin exits, larger air conditioning packs, higher design weights and increased tankage. All the aircraft featured significantly enhanced interiors, a new “Regional Technology” flightdeck and the new 7000lb (31.1kN) thrust Textron Lycoming LF 507 engines.

British Aerospace confirmed the closure of its historic factory at Hatfield in September 1992. This was inevitable as from early in 1992 only nose sections were being built at Hatfield with final assembly at Woodford. Apart from the sadness of the closure of such an historic site, there was also the greater impact of the loss of 3000 jobs. Production at BAe’s Hatfield plant ceased during 1994 and at Easter 1994, Hatfield Aerodrome, which had seen the first flights of a myriad of famous aircraft, closed as an airfield.

Also announced in September 1992 was the signing of a Memorandum of Understanding with the Taiwan Aerospace Corporation to establish a joint venture to assemble the 146 in Taiwan. (left) At its peak Eastwest flew a total of eight 146-300s. These aircraft were incorporated into Ansett Australia’s and Ansett New Zealand’s fleet. (right) BAe 146-200QT VH-JUY in TNT colours at Melbourne in 1993. (Paul Caldwell & Bill Lines) This plan included the establishment of a facility in Taichung, Taiwan to assemble one third of the projected 35 aircraft built per year with Woodford remaining the prime production facility. Included in the announcement was a feasibility study into the RJX 120 seat development of the 146 (previously the NRA). This proposal featured a slightly stretched 146-300 fuselage, a revised higher aspect ratio wing and two 20,000lb (89kN) class turbofans, either BMW Rolls-Royce BR700s, CFM56s or IAE V2500s.

A Letter of Intent for the new joint venture was signed on January 19 1993 and the famous Avro name was resurrected, with the new company becoming Avro International Aerospace. Negotiations continued, but complexities in finalising the agreement saw the joint venture project fall through. BAe however continued with the Avro name.

An important development in the 146 story was BAe’s establishment in late 1992 of the Asset Management Organisation (AMO). AMO became the jet sales and leasing arm of BAe, managing the sale and leasing of the worldwide fleet of 146s in which BAe has a financial interest. The decision arose after BAe took a £1 billion write-off for its regional jet business. British Aerospace had a portfolio of 114 BAe 146s on lease to operators worldwide and AMO was formed to handle this business.

AMO commenced operations in January 1993 with 28 unplaced BAe 146s, and if corrective matters were not taken, this could have increased to 70 aircraft by mid 1993. A large fleet of BAe 146s without work would have impacted on the sales prospects of new RJs. Towards the end of 1993, the number of idle 146s had been reduced to under 20, and revenue of £135 million had been obtained from 57 aircraft transactions comprising three outright sales, 32 lease extensions and 22 new leases. It was an outstanding result. By June 1995 AMO had a portfolio of 112 aircraft. From July this year Asset Management became known as Asset Management-Jets (AMJ).

From January 1 this year, Aero International (Regional) or AI(R) came into being, a joint venture between Aerospatiale, Alenia and British Aerospace (Avro and Jetstream). Although the three partners will continue to develop, manufacture and support current products on an individual basis (the ATR 42/72, Jetstream 41 and the Avro RJs), AI(R) will be responsible for all future product decisions.

Australia has had a significant impact on the fortunes of the 146 family.

On April 13 1984, Ansett Transport Industries announced a $40 million order for two British Aerospace 146-200s plus spares for use by Airlines of Western Australia, plus a further six options, with a delivery planned for January/February 1985. At the Farnborough Airshow in September 1984, the eighth production aircraft, a BAe 146-200 humorously registered G-WAUS, was demonstrated with Air WA titles.

On April 26 1985, the BAe 146-200 VH-JJP arrived at Perth at the end of its delivery flight. The intended introduction on May 13 did not occur due to a flight attendants’ industrial dispute and the first service eventually took place on June 28 from Perth to Kalgoorlie. The second aircraft to arrive was VH-JJQ, which arrived at Perth on June 26 1985, and entered service on July 9. Although the -200s have a usual passenger capacity of 100, these aircraft were configured with a spacious five abreast seating arrangement for 75.

Ansett WA was justifiably proud of its new airliner and emphasised the improvements in standards of comfort in brochures distributed to coincide with the introduction into service. It decided on the seating configuration to give itself a competitive advantage over both East-West and Skywest. It was an ironic twist that a decade later the future Eastwest BAe 146-300s would be serving in WA under the Ansett livery, when Eastwest had been absorbed into Ansett.

When TNT/News Corporation purchased East-West Airlines in July 1987, the rearrangement of the East-West route network saw many changes. The withdrawal from Western Australian routes on April 30 1988 saw Perth, Port Hedland and Karratha dropped from the network. This paved the way for three more Ansett WA orders for BAe 146-200s, two for delivery in June 1988 and one in December 1988. It also enabled some of Ansett WA’s F28s to be eventually transferred to East-West to fit in with the latter’s revised needs in other states. In addition, during 1990, the two remaining Ansett WA F28-1000s, VH-FKC and VH-FKE, were advertised for sale. The fit of East-West in the Ansett group worked well, giving considerable flexibility to rearrange aircraft fleet mixes as needs arose. Surplus capacity with Ansett WA could be directed to the benefit of East-West with transfers of aircraft.

Coupled with the fresh order for the three BAe 146-200s was the positive outlook in Australia for air transport in 1988. The buoyant mood of the travelling public, spurred on by both the 1988 Australian Bicentennial celebrations and the World Expo 88 conducted over six months in Brisbane created a significant upsurge in traffic demand nationally.

By the end of 1988, Ansett WA had received four BAe 146-200s. In company with the existing Fokker F28 fleet, the airline offered a high standard of comfort to the far reaching network it serviced. In March 1989 it received a fifth BAe 146, VH-JJW. The substantial distances in the Ansett WA network led to some impressive achievements. A milestone was achieved by VH-JJQ in the last week of March 1992, when it became the first BAe 146 to notch up 20,000 flying hours (15,750 cycles). It was a quirk of scheduling that saw VH-JJQ beat the first delivered VH-JJP to the 20,000 hour mark. In fact, VH-JJP was the next aircraft on a worldwide basis to achieve 20,000 hours.

The vast areas covered by these BAe 146s was the reason for the rapid attainment of these levels of utilisation. They operated tourist routes from Perth up through the north west resorts to Darwin, on through Gove and Groote Eylandt to Cairns, where the aircraft either returned over the same route or flew across through Alice Springs and Yulara back to Perth. The return flight from Perth to Cairns with intermediate stops at Broome, Derby, Darwin another BAe 146-200 joined Ansett WA in August 1992, when the ex Ansett New Zealand ZK-NZB arrived in Melbourne to be repainted in Ansett WA livery as VH-JJX. Its release from the Ansett New Zealand fleet was facilitated by the arrival in New Zealand of the ex Eastwest 146-300 VH-EWK.

The merging of Ansett WA’s aircraft and route network into Ansett Australia saw Ansett WA cease operations in July 1993 and its aircraft adopting Ansett Australia colours. The first aircraft to be repainted was VH-JJW, when it was flown to Brisbane for maintenance in July 1993. In March 1995, the ex Ansett New Zealand BAe 146-200 ZK-NZA was flown from Christchurch to Brisbane. It became VH-JJU and commenced operations with Ansett Australia on May 27 1995 on the Cairns/Ayers Rock/Perth service.

From September 1 1993 Ansett 146-200s commenced a twice weekly service to Cocos Island and Christmas Island, operating Perth/Learmonth/Christmas Island/Cocos Island/Perth.

Ansett Australia flies a total fleet of 14 BAe 146s on networks from Sydney and Perth. The Sydney based 146s operate services to Brisbane, the Gold Coast, Tasmania, Coffs Harbour and Norfolk Island. In Western Australia they fly from Perth to Karratha, Newman and Darwin.

In June 1988, Ansett Air Freight placed an order for two BAe 146-200QT freighters, VH-JJY and VH-JJZ, for delivery in May and June 1989. Due to be introduced into service during July 1989 they were to replace Fokker F27s VH-FNO and VH-FNQ then in use on the Queensland coast. The first BAe 146 freighter, VH-JJY, arrived in Perth on May 8 1989 carrying TNT colours to be operated by Ansett Air Freight/TNT. It was introduced into service on June 13 1989 on the Queensland coast. This saw the Ansett BAe 146 freighters on a route linking Melbourne, Sydney, Brisbane, Mackay, Townsville and Cairns on a nightly crossover basis. This was later extended to a network extending from Mackay to Hobart via the major east coast cities.

During January 1994, both 146 freighters were repainted in the livery of Ansett Air Freight. By 1995, the route had been varied with the two -200QTs operating a freight service from Adelaide to Cairns via Melbourne, Sydney and Brisbane. These ports can be varied with additional stops if dictated by freight considerations.

East-West ordered eight BAe 146-300s in August 1989 with deliveries to commence in July 1990, plus options on a further four aircraft. This order made the combined Ansett/TNT group the largest single customer for members of the BAe 146 family with total commitments of 72 aircraft, for their Australian and European networks. With an option to operate the aircraft in a roomy 96 seat five abreast configuration it would place East-West in a strong marketing position after deregulation came into effect on October 31 1990.

The first two aircraft, VH-EWI and VH-EWJ, arrived in Tamworth on August 29 1990 in the livery of the new corporate identity of Eastwest Airlines. Eastwest’s first BAe 146 service took place on September 5 when VH-EWI operated Flight EW146 from Sydney to Coolangatta. In addition to the usual leisure destinations, on November 4 Eastwest commenced flights on the prime Sydney/Melbourne route with its fourth aircraft, VH-EWL, which was delivered a few days earlier to Tamworth on November 1. Further adjustments to the Eastwest network took place when its 146s were placed on routes more suited to the traffic loads on specific routes. This saw the transfer of Melbourne/Hobart flights from Ansett Australia to Eastwest on February 1 1993 with five BAe 146-300 return flights daily.

Deliveries continued, and on July 4 1991 Eastwest’s eighth and final BAe 146-300, VH-EWS, arrived on delivery at Tamworth. The delivery of the sizable BAe 146 fleet enabled Eastwest to retire its Fokker F28-4000s which then were transferred to Ansett Express.

When the Boeing 727 VH-ANE was transferred from Ansett Australia to join the Eastwest fleet on January 18 1992, 146 VH-EWN was withdrawn from Eastwest service on the same day. It was then repainted in Ansett New Zealand colours as ZK-NZK and left Melbourne on January 26 on its delivery flight to Christchurch. It was later joined in New Zealand by the ex Eastwest BAe 146s VH-EWK in July 1992, and VH-EWJ in February 1995, which also became members of the Ansett New Zealand fleet. 146s form an integral part of Australia’s air freight system. (right) National Jet operated Australian air Express 146-100QC VH-NJV used to be the 146STA demonstrator and is pictured here at Hobart. (right) Ansett Air Freight 146-200QT in Ansett’s current livery. (Rob Finlayson & Richard Hall)

On November 4 1992 BAe 146-300 VH-EWR was withdrawn from service to be configured with a 94 seat interior and repainted in Ansett Australia livery. Similarly on January 1 1993 VH-EWS was also changed to Ansett Australia livery. The remaining four Eastwest BAe 146-300s, VH-EWI, VH-EWJ, VH-EWL and VH-EWM were withdrawn from service and transferred to Ansett Australia. They were repainted during May and June 1993 in their new liveries with one modification, an “Eastwest” notation painted on the fuselage near the front passenger door.

A far reaching development for the future of the 146 in Australia was the importation by National Jet Systems/Sherrard Aviation of a BAe 146-100A, VH-NJC, in a 71 seat configuration to operate on a five year Santos contract. It arrived at Adelaide on June 28 1990 and commenced services on July 2. The BAe 146 was used to operate services between Adelaide and Moomba with eight return flights per week and a weekly service between Brisbane and Jackson in the Cooper Basin. In addition to this work, VH-NJC also commenced services on July 4 1990 under a contract to Australian Cargo, flying each night from Monday to Thursday, operating Adelaide/Melbourne/Sydney/Melbourne/Adelaide. Since then, National Jet Systems has expanded so significantly in size that by the end of 1995 it had 13 BAe 146s on lease from AMO, elevating it to the rank of AMO’s largest single customer.

A major expansion for the services of National Jet Systems came in June 1991 with the announcement of the use of three BAe 146-100s to be operated on behalf of Australian Airlines on Queensland and Northern Territory routes. It was later announced that Australian Airlink would commence services on August 3 1991 on a number of Australian Airlines routes using three BAe 146-100s wet leased from National Jet Systems. To operate this new important venture, two BAe 146-100s were obtained after refurbishment by British Aerospace in the UK. These became VH-NJY and VH-NJZ, while the third aircraft to be used was the existing National Jet VH-NJC repainted in the Australian Airlines’ livery after refurbishment. To replace VH-NJC, National Jet took delivery of a BAe 146-200QC VH-NJQ, which was delivered to Adelaide during July 1991 and placed into service on July 27.

The establishment of Australian Airlink by Australian Airlines was an innovative move, the catalyst for which was the deregulation of the Australian airline industry in October 1990. Australian Airlink’s aircraft, crews and maintenance services were provided by National Jet Systems under a commercial lease agreement. Services were concentrated on routes linking Brisbane to coastal ports in Queensland and thence to Gove and Darwin. Other services were to link Cairns with Alice Springs and Ayers Rock, and Perth. The value to Australian Airlines lay in an aircraft more appropriately sized to the traffic needs of specific routes than the Boeing 737s then in service. For the airline, despite an increase in frequency of flights, actual capacity was reduced which effectively increased load factor and eventual yield. Passengers benefited through the provision of an extremely comfortable BAe 146 with a generous five abreast arrangement 58 seat economy section, plus six business class seats in four abreast configuration.

On July 7 1991, the first Australian Airlink 146-100, VH-NJZ, arrived in Adelaide at the end of its delivery flight, followed by VH-NJY on July 29. The livery carried by these aircraft featured Australian Airlines colours with Australian Airlink titles. These two aircraft were joined by VH-NJC to inaugurate Australian Airlink services on August 2 1991. The first revenue service was flown by VH-NJC from Brisbane to Mackay. By the end of February 1992 these three aircraft had achieved high load factors coupled with a despatch reliability of over 99.5%. An expansion of the route structure to include Canberra, Mt Isa and Proserpine from March 29 1992 created the need for an additional aircraft which led to the delivery of BAe 146-100 VH-NJR on February 23. Poor loadings on the Brisbane to Mt Isa service led to the withdrawal from this route some months later on October 11 1992.

The adoption of the basic elements of the Qantas livery (the so called milk bottle scheme) by its regional airlines led to the repainting of VH-NJC in August 1993 in Adelaide, in conjunction with an overhaul. Over time, other Airlink 146s were similarly repainted.

Another facet of National Jet Systems’ operations was the wet lease of two BAe 146s to Australian air Express. The air freight division of Australian Airlines, previously known as Australian Cargo, changed its name to Australian air Express in August 1992 when it became a new joint venture operation with Australia Post: Qantas retained the separate Australian air Express corporate identity, even though Australian Airlines was fully absorbed into its operations. Part of the Australian air Express fleet were two BAe 146 freighters, the BAe 146-200QC VH-NJQ and BAe 146-300QT VH-NJF. VH-NJQ, in National Jet livery, was placed on a four times a week return flight basis linking Adelaide, Melbourne and Sydney. The other BAe 146, VH-NJF, in Australian air Express livery, also operated four return flights weekly, between Brisbane, Sydney and Melbourne. When Australian air Express received its Boeing 737-300 VH-NJE in April 1994, the BAe 146-300QT VH-NJF had its operating base relocated from Brisbane to Cairns. It still flew four return flights a week but over a different route. The southbound flight linking Cairns to Sydney operates via Townsville and Brisbane, while the return journey has stops at Brisbane, Mackay and Townsville.

On September 16 1994 VH-NJQ was withdrawn from use and returned to National Jet Systems. However, other aircraft have since joined Australian air Express. On September 3 1995 VH-NJV, a BAe 146-100QC, arrived in Adelaide to be leased to Australian air Express followed by the BAe 146-300QT VH-NJM in November.

Another new venture was signalled by the arrival of the BAe 146-100 VH-JSF on November 28 1995 to National Jet Systems. This aircraft was required by National Jet Systems to operate a newly awarded RPT service on Indian Ocean routes linking Broome, Christmas Island, Denpasar, Singapore and Surabaya from January 1996, in addition to flying on the Adelaide/Moomba Santos contract. It was initially used in December 1995 on the Perth to Telfer resources contract, and in January 1996 was re-registered VH-NJD prior to commencing its new international service later that month.

A notable arrival in Adelaide on December 8 1995 was the first member of the Avro RJ family to be registered in Australia. The RJ70 VH-NJT (ex the marvellously registered G-OLXX) was specifically obtained by National Jet Systems for a contract to operate for Newcrest Mining between Perth and Telfer located in the middle of the Great Sandy Desert. It was flown to Australia by Warren Seymour, Executive Chairman of National Jet Systems, who had recently completed his training on the type at Avro’s Woodford training centre. Services commenced on December 18 on the Perth to Telford route. Configured with 83 seats in a six abreast new wide look “Spaceliner” cabin, the two hour flight by the RJ70 provides a vital link to this remote location. Following the RJ70’s arrival, VH-NJQ departed on January 8 1996 at the end of its lease from AMO, to take up its new identity of G-BWLG.

A substantial increase in the Australian Airlink BAe 146 fleet was announced in mid 1994, with the lease of three BAe 146-200s and two BAe 146-300s from National Jet Systems. As with the earlier aircraft, these were configured in a generous seating configuration, the -200s with 68 economy and eight business, while the -300s accommodated 79 economy and eight business. The shortened Airlink name became a reality on September 3 1994 when the three BAe 146-200s entered service with the revised title and full Qantas style livery.

Also announced during that month was the expansion of services to Western Australia to provide intrastate services commencing on November 14 1994 from Perth to Broome, Kalgoorlie, Karratha and Port Hedland. This venture was noteworthy as a determination by Qantas to enter into competition with Ansett in a region where Ansett had long been the sole operator. This area of Airlink business proved so successful that traffic growth prompted the need for a fourth BAe 146-100, which led to VH-NJZ rejoining the Airlink fleet in 1995. A combination of tourism and resource development are factors which hold promise for Airlink’s prospects in WA.

By the middle of 1995, the Airlink BAe 146 fleet had increased to nine aircraft. The two BAe 146-300s were based in Cairns and operated to Ayers Rock (Yulara), Alice Springs, Gove, Darwin and Perth. The three BAe 146-200s, based in Brisbane, service the ports of Rockhampton, Mackay, Proserpine and Canberra. The Perth based BAe 146-100s are used to operate to the widespread Western Australian destinations of Karratha, Port Hedland, Broome, Kalgoorlie, and continue to Adelaide and Darwin.

The Airlink network has continued to expand. On February 9 1996, Airlink announced it would begin regular services to Paraburdoo (with a coach connection to Tom Price) on March 31. Twice daily services are flown on weekdays with one service on Saturday and Sunday. In addition, two flights a week operate between Paraburdoo and Karratha. Because of this new service, arrangements were made for another BAe 146-100, ex G-BTXO, to join the fleet in May 1996, increasing the number of Perth based Airlink BAe 146-100s to five.

Apart from the networks in eastern Australia and Western Australia another long distance Airlink route is a daily return flight operating Perth/Alice Springs/Cairns. The use of BAe 146s on such a long and yet non trunk flight is a classic use of the BAe 146, which was designed for the traffic density on such a route. Airlink currently operates to 17 destinations in a far flung network around and across Australia.

Airlink’s 146 fleet continues to grow. In late June 146-100 VH-NJE entered service from Perth flying on intra WA services. Two further 146s (both -200s) are due to join the Airlink/National Jet fleet in September and will be used on services in WA and central Australia.

Another Qantas subsidiary, Southern Australia Airlines, is due to become Australia’s latest 146 operator. The first 146-200 will enter service in October for service between Melbourne and Launceston, a second will arrive in December for twice daily Sydney/Launceston services. Both aircraft will be based in Launceston and will be leased from BAe.

With a fleet total approaching 30, the BAe 146/RJ family is assured of a long future in Australia. The well established environmentally friendly aspects of their operations, coupled with the generous seating configuration on the passenger versions, has placed them in high regard with both operators and passengers. With increasing emphasis being placed by communities on low noise aircraft operations into sensitive airports such as Sydney, the BAe 146 family is well placed for further sales in Australia.

Aircraft reviewed in AA in recent months are treated in greater detail in the second volume of Airliners which also includes the full tabulated history of each aircraft’s operation in Australian Service.