NZFF

HJG/Historic Jetliners Group have just released another brand new "FREEWARE" project in the form of a Great British classic .... the BRITISH AEROSPACE 146 .... an aircraft also later produced under licence by AVRO

This new project features all major production variants of these "wisperliner" jetliners (including some lesser known developmental concepts which, despite having been built and flown, never actually entered production) as follows :-


Avro RJ-70


Avro RJ-85


Avro RJ-100



BAe 146-100


BAe 146-100 STATESMAN (CC2 MK1) .... VIP/military transport


BAe 146-100 STATESMAN (CC2 MK2) .... VIP/military transport


BAe 146-100 STATESMAN (CC2 MK3) .... VIP/military transport


BAe 146-100 QT.... Quiet Trader/freighter


BAe 146-100 STA (MSL) .... Small Tactical Airlifter (developmental Military Side Loader/Tanker)


BAe 146-100 STA (MT) .... Small Tactical Airlifter (developmental Tanker)



BAe 146-200


BAe 146-200 QT .... Quiet Trader/Freighter


BAe 146-200 QC (C3) .... Quick Change military transport/freighter



BAe 146-300


BAe 146-300 QT.... Quiet Trader/freighter



Each of the above aircraft type specific base packs are supported by 15 "NEW" 3D models; "NEW" FDE .... customized for each aircraft version; ARJ and BAe specific panels .... by Mathias LIEBERECHT .... now featuring some minor improvements ....


ARJ panel (featuring a semi-EFIS type flight and navigation instrumentation, AT, and FADEC engine system)



BAe panel (featuring analogue flight and navigation instrumentation)




"NEW" and extremely authentic ARJ and BAe aircraft type specific soundpacks .... by Benoit PLAMONON .... separate FS2004 and FSX audio versions the "quality" of which is "BEYOND IMPRESSIVE" .....


ARJ/BAe soundpack
https://www.youtube.com/watch?v=JZmeht6wG1A


And last but by no means least of all .... a selection of "NEW" and high quality textures representing the identities of both civil and military operators of these aircraft .... past and present .... from around the globe, and since the early 1980's.


ANSETT NEW ZEALAND introduced the type to the New Zealand domestic network during the early 1990's .... first in -200 and -200 QT form .... and which replaced the airlines B737-100's .... then later in the form of the larger BAe 146-300 .... and which replaced all of the airlines original BAe'146's and operated alongside its DHC-8-200's ....
















ANSETT NEW ZEALAND was acquired by QANTAS AIRWAYS during late 2000 .... the New Zealand division being branded QANTAS NEW ZEALAND, but, due to a "financial situation inherited from ANSETT" it suddenly collapsed during mid 2001 .... some 9 months after commencing operations ....









AIR NEW ZEALAND later acquired a small number of the former ANSETT NEW ZEALAND/QANTAS NEW ZEALAND operated aircraft, but, these didn't stay long with the airlines fleet ....









We don't have and ANSETT NEW ZEALAND BAe 146-200's or the -200 QT to offer yet, but, given we now have the necessary 3D models in place .... I'm quietly confident we "may" (possibly") be able to offer these in the very near future.

Hardly aircraft aircraft that ever "filled the skies with noise and smoke" (as HJG's Home Page introductory/welcome garb reads) .... but still .... a very successful, quiet and economic, short range, short field, and environmentally friendly classic from the 1980's, and an aircraft type which is now nearing the end of its in-service life within many parts of the world .... and .... is "a lot of fun" to fly in FS

Available from HJG "now" :-
http://simviation.com/hjg/


HJG ARJ/BAe SIMULATION FS COMPATIBILITIES

- All HJG supplied ARJ and BAe models and FDE are FS2004 native but FSX portable.

- Both HJG supplied ARJ and BAe 2D panels (by Mathias LIEBERECHT .... modified slightly by HJG) are FS2004 native "ONLY" .... these "ARE NOT" FSX compatible at all

- All HJG supplied ARJ and BAe soundpacks are represented by separate FS2004 and FSX specific/native file versions.


Mark C

Off to grab it now always saw them at the top of the download list , but the boeings pulled me away.

Be sure to read the introductory/orientation notes, on the HJG forum, following the website update announcement, and concerning this release .... since the official panels (having been design as a home PC based familiarization tool for ARJ/BAe pilots) are reasonably complex, but, are also supported with extensive and easy to follow documentation too

See the following link ....
http://tonymadgehjg.proboards.com/threa ... -31st-2017

Mark C

Will do so Mark .... carry on the great work

I do have the payware, smooth on frames , that is one that go's back another 15 years, Jon Murchison did a entire aircraft package dating back to the FS2000/2002 and it continued into 2004 when development fizzled away .. the old days of the two dimension panels, Jon did have a rudimentary 3D but back then that was only very Very basic.

What we/HJG have done is a further outgrowth of Jon's original work .... as mentioned in the orientation notes following the website update announcement provided by me within the above link

Jon kindly allowed us access to his original source code during the last quarter of last year.

The 3D models we've produced are "NEW" late 2016/early 2017 productions .... and of course we've extended the ARJ/BAE flightline "even further" using this same source code provided .... and in doing so have also managed to fix a previously known airbrakes/wing spoiler animation bug too.

The FDE we provide is our own though .... and superior to earlier iterations.

The soundpacks are are our own productions also and represent "BRAND NEW" high quality material recorded from "the real Mckoy" .... and which are offered as separate FS2004 and FSX specific versions.

We/HJG started this project last June (2016) and which has representesd some 10 months work.

Mark C

Mark Jon stopped here, cripes 14/15 years back , I'm sure he wanted hit me on the head for my then brand new PC-FS 28" monitor , back in those days they were not heard off .. well they were, the days of luxury when one was working .. but anyway had a great chin wag and FS model check and builds, he was a member here at NZFF but due to a few gave it a miss .. think he has retired from the FS scene , Bloody Pity , A Great Guy.

I met John, here in AKL, during 2007, just after we/HJG first introduced his original FS2004 BAe -146-300.

He had earlier produced the BAe 146-200 for FS2002 and was hoping, at the time, to redevelop this model for FS2004 also .... as well as introducing the BAe 146-100 as well.

Through "no fault of his own" .... Jon suddenly ran into compilations issues with the new models (FS modeling .... like most other things that are well done in FS .... is a complex vocation) which he was unable to resolve and was therefore unable to complete the project .... and that's why the project then lapsed.

Early last year we/HJG decided to have a stab at it ourselves .... and (as I mentioned earlier) Jon kindly co-operated by supplying us his original model source code. We were not only then able .... thanks to the efforts of another guy/HJG team member named Paul HAAK .... to resolve most of the compilation issues Jon ran into (we had to loose the IAS scenery though and which we found to be a contributing factor in regard to the problems Jon experienced), but also, able to modify these models to more specifically represent both ARJ and BAe produced aircraft versions, each of which feature "differences" (most conspicuously one will note our BAe aircraft feature EEC cables as most, but not all, of these aircraft had (I don't think the NZ aircraft were fitted with them though) .... whereas none of the ARJ's, other than the first production aircraft, featured these details) .... and among which also included representing some of lesser known, or rather, more specifically defined, BAe aircraft versions .... like the primarily military operated CC2, STA MSL, STA MT, and C3 type aircraft imaged above. If one looks closely at each of the 3 CC2 images .... one will note the ECM pods, located under the rear fuselage, and which were modified between MK1, MK2, and MK3 versions of these aircraft, and both relocated and reshaped also over the years. Similar applies also in regard to the STA MSL and STA MT aircraft too .... which was a BAe developmental aircraft. Note the fuel boom on the upper forward fuselage of the MT .... which was actually wooden/false and installed just to test it's influence upon the aircrafts aerodynamics. Despite being built, and flown, and then touring the world in anticipation of military orders, the STA MSL/MT otherwise failed to get off the ground (pun unintended .... it's weight, plus certain loading/logistical difficulties associated with its operation, became an unanticipated problem for this particular aircraft version and quickly led to its demise .... the one and only STA ever built was eventually reconfigured to become the BAe 146-100 QT and was eventually operated by AUSTRALIAN AIR EXPRESS). The modified rear loader, intended to resolve the STA MSL's issues, never left the drawing board though.

What's represented .... along these lines ... are among the authenticities we like to try to produce, and offer, at HJG.

As I mentioned earlier also .... the FDE's for each version are customized/compiled to represent different weights .... in accordance with real world ARJ and BAe specifications.

It's thanks entirely to Jon MURCHISON, Paul HAAK, Mike MONCE, and Benoit PLAMONDON that HJG is now able to offer this representation of the major production members of the ARJ and BAe family.

I might try'n post a few more images later .... further hiliting some of the diferences between each aircraft version as briefed above .... see how I go for time

Mark C
AKL/NZ

I did check out the STA MT back in 1988 in Australia, course then the Ansett aircraft here in New Zealand, helped out when parking it at Wanaka at 1994 airshow .. quite interesting to see its use of the runway, then my final epic flight being a tour guide on a return after a International , just happened to know the cabin crew on the day, whole different story there.

I think the -100's (and by implication the STA also) had the ability to service "unpathed"/unimproved strips .... whereas the -200's and -300's couldn't.

A particular problem though with the STA was that its empty weight was apparently too high .... or so it's been explained to me .... and .... there was also some problem (with special loading/unloading ramps or something) associated with its ability to be able to unload quickly (as quickly as the military would favor) through its rear fuselage side doors .... and which is how a later advance of the same design, but, as a rear-end loader eventually evolved "on paper", but, never became a reality through being scrapped by BAe due to the British government lack of enthusiasm to fund it.

Politics and aeroplanes (sometimes) aren't a good combination ... politicians don't understand aviation

One would have though though that BAe would, on the basis of "all due diligence" having first been undertaken, have anticipated/considered all of the potential issues that ultimately led to the STA becoming "a flop (a good idea, perhaps, but still, "a flop") before the design ever became a reality.

Although the British government screwed around with, and delayed funding/development for, what became the BAe 146 .... the aircraft, from when it was eventually launched into service, during 1983, became one of, if not the most, popular/successful/widely sold "jetliners" produced in the UK .... seconded only perhaps by the BAC ONE-ELEVEN.

The BAe 146 would have sold even better .... had it been given the go ahead during the mid to late 1970's as was the companies original/preferred intent.

Mark C
AKL

Typical of the British during the 1960 and 1970's and all the concepts they had, with the very 'Ooo toddle pip' attitude only for the rich and famous and the upper class and not thinking outside , or least were America was already thinking .. an PAX aircraft is designed to get the number from point one to point two .. I still remember the original HS-141 concept , then in saying that the ARJ/BAe in its day did have its time and day in the US in mass pop city areas, then it all fizzled quickly with new engines and the no noise do da ... nothing like the noise and the roar and smoke of an old JT engines and other of there type.

Here's those few more images I mentioned possibly posting .... found/made "time" to do this

Starting with the "jumbolino" or baby of the bunch .... in the form of the BAe 146-100 and AVRO RJ-70. A number of US airlines operated the BAe 146 .... including PSA .... who's aircraft, due to their quiet performance along the airlines US west coast route network, actually got to go night flying ....


BAe 146-100


BAe 146-100 QT


RJ-70



Note the different shaped and located lower rear fuselage ECM pods on these next ones and which varied bit of the years. Each RAF operated CC2 MK01, MK-2, and MK-3 aircraft .... essentially BAe 146-100's fulfilling military/VIP transport roles and .... and which also served the RAF Queens Flight ....


BAe 146-100 CC2 MK-1


BAe 146-100 CC2 MK-2


BAe 146-100 CC2 MK-3



The STA (Small Tatical Aircraft) was conceived to fulfil both military logistics/freighter as well as tanker rolls. Only 1 aircraft and which, during 1988/89, became the BAe demostrator for both configurations, but which, despite having been being bulit, flown, and promoted around the world .... "failed to take off". It was eventually reconfigured as a BAe 146-100 QT and later operated by AUSTRALIAN AIR EXPRESS as VH-NJV ....


Bae 146-100 STA MSL


Bae 146-100 STA MSL


Bae 146-100 STA MT


Bae 146-100 STA MT



The BAe 146-200 represented a slight fuselage stretch at the loss of being able to operated from unpathed strips. This was the version which first serviced New Zealand domestic air routes with ANSETT NEW ZEALAND during the early to mid 1990's. It was also license produced by AVRO in the form of the RJ-85. A number of ex civil aircraft were later converted to pure feight configuration and served with major overnight air fraight companies .... as the BAe 146-200 QT .... including one such example which was operated by ANSETT NEW ZEALAND (ZK-NZC) prior to 1997 in a combi PAX/freighter or pure freighter role .... as a BAe 146-200 QC .... prior to 1997 ....


BAe 146-200


BAe 146-200 QT


RJ-85



If I recall my history correctly .... the following BAe 146-200 is one which made the rare conversion from civil to military uniform .... and which served the RAF as the C3. Note the ECM pods under the rear fuselage .... different again from those fitted to the CC2's. This particular aircraft recently saw service in Afghanistan ....


BAe 146-200 QC / C3



The final, and largest, member of the ARJ/BAe produced "wisperliner" family was the BAe 146-300 .... also licence produced as the AVRO RJ-100 .... and which succeded ANSETT NEW ZEALAND's BAe 146-200's from around the mid 1990's, and also briefly saw service with both QANTAS NEW ZEALAND (between 2000 and 2001) and AIR NEW ZEALAND (between 2002 and 2003). A number of these aircraft also eventually found their way into air cargo rolls after conversion from PAX haulers to pure air freighters

BAe 146-300


BAe 146-300 QT


RJ-100



Mark C
AKL

The pilot I knew Graham Taylor, he was one of the BAe-146 for NZ Ansett, one thing he did point out it had a wider wheel base than the C-130, weird to think I lived with his sister , Graham a chief pilot and his younger brother Colin a ramp agent , then to finish it off all the Ansett girls I got to know, crikey, those were the fun years playing indoor netball

nothing like the noise and the roar and smoke of an old JT engines

You want "NOISE" .... and .... "SMOKE" .... aulde son ?

I can arrange that .... "EASILY"

OOOOOOOH .... I'm "REAL GOOD" at arranging that sort of stuff .... like one of DELTA AIR LINES early coal burning DC-8 's .... water wagons as they were really named due to their water/methanol injection system used, on T/O, to increase the density of air going through the engines, thus augmenting engine thrust, and which resulted in a power boost of around 7% more thrust per engine .... until the solution was exhausted after around 3 minutes ....





THEN .... the blasted "NIMBY's" .... and 'WHINERS" whom have no understanding nor appreciation of decent aviation got in on the "NOISE" act .... which , by the 1970's forced curfews and noise regulations, then, STAGE 1/2/3 compliance thriough the 1980's and 90's .... and that resulted in the conversion of some 110 DC-8 SUPER 61/s, SUPER 62's, and SUPER 63's from fanjet, to quieter, cleaner, and more fuel efficient turbofan power from 1983 ....





but .... which had the sad effect of ultimately "RUINING EVERYTHING" and ":EVERYONES ENJOYMENT" of what this class of aircraft once were

Mark C
AKL

Arrrrr the smell off burnt aeroplane jet fuel

the smell off burnt aeroplane jet fuel

I never knew you had any inclination towards solvent abuse/smelling I an

N----O----W .... the "TRUTH" comes out

Mark C
AKL

Mark .. Twas so lucky as a kid with the introduction off the DC-8, the QANTAS V-Jet and course the Classic 737-200 on a North West day then add my hard yards of lawn mowing mixed in and great summer temps .. I was in hog heaven ! SNIFF .. really brings back memories .. Course add that sweat sound of the aircraft and to finish us off , the USAF with their C-141 A and still metal ... those were the years

Oh yes .... standing downwind of anything burning kero was magic

Splitpin wrote:Oh yes .... standing downwind of anything burning kero was magic

See Mark .. Marty may have only feet or meters away simply doing the same Sniffffffff ...... hey marn

standing downwind of anything burning kero was magic

Marty may have only feet or meters away simply doing the same Sniffffffff

God Almighty .... another solvent abuser/sniffer

hey marn

YEAH marn .... "real grooooooooooooooooooooooooooooooooooooovy ..... cooooooooooooooooooooooooooooooooool aye"

Mark C
AKL/