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The British Aerospace 146 family of aircraft, also known as the Avro RJ,
was the most successful jet airliner ever produced by Britain with just shy of 400 built.
This rare example of a four-engined regional airliner first flew in 1981,
with three variants designated the BAe 146-100, -200, and -300. The 146-100 could seat between
70 and 82 passengers, 85 to 100 for the -200 model, and 100 to 112 for the -300.
Marketed as the “Whisperjet”, it was designed with short-field performance in mind,
and uses four low-powered turbofans making it exceptionally quiet.
With its steep approach capability and these low-noise characteristics
it served a niche operating into airports like London City.
In 1992, an improved version, known as the Avro RJ replaced the BAe 146,
with newer engines and a modernized flight deck.
The 146 uses four Lycoming, now Honeywell ALF 502 engines,
while the RJ uses slightly more powerful LF 507s.
The RJ70 replaced the 146-100 model, the RJ85 replaced the -200, and the RJ100
replaced the -300. Eventually, around 220 BAe 146s were made along with 160 or so Avro RJs.
Additional efforts to revitalize the type were made in 2000 with the formal launch of
the further-improved Avro RJX. This program though, was ultimately cancelled in 2001,
and the last of the RJs were delivered to customers in 2003.
In recent years, these unique aircraft have been progressively retired from major airlines, like
the RJ100 fleet at Swiss in 2017, and from CityJet and Braathens Regional Airlines just last year.
However, some of those aircraft did go to new homes across the Atlantic,
and the type has found a niche for itself with a few operators in Canada.
According to the Canadian Civil Aircraft Register, as of December 2021 there are 14 BAe 146 or Avro
RJ aircraft registered in the country. 2 are Avro RJ100s registered to North Cariboo Air,
3 are Avro RJ85s with Conair Aerial Firefighting, another two are BAe 146-200s with Air Spray,
and another 6 are with Summit Air, having 2 RJ85s and 4 RJ100s on the register.
There is also one more registered to Prince Edward Island-based Tronosjet Maintenance,
an aircraft maintenance organization which “owns or manages on behalf of third parties,
a fleet of approximately 20 BAe 146 aircraft”.
North Cariboo Air is a Western Canadian operator that mainly uses their two
RJ100s on charter flights. These are configured in a 100-passenger layout,
and are often seen flying on various contracts out of Calgary, Edmonton, or Vancouver.
Conair Aerial Firefighting, as the name would suggest, operates 3 RJ85 Airtanker
aircraft for use in fighting fires throughout British Columbia, or wherever they’re needed.
Air Spray’s aircraft, as you would expect, are also intended to be used for firefighting,
but these two planes seem to have gone to Air Spray’s American division in California.
They also have another 3 BAe 146-200s with American registrations.
Of these five aircraft, at least two have been converted to air tankers.
For aerial firefighting, the 146 and RJ are quite useful,
and can carry 3,000 gallons of water or fire retardant. Not only can they get to a fire
at jet speeds, but the RJ’s high performance and steep approach capabilities are quite advantageous
especially when fighting fires in valleys. According to BAe Systems,
the aircraft’s good low airspeed maneuverability, the availability of spare parts, and original
equipment manufacturer support all make the aircraft the “next generation Air Tanker”.
Finally, Summit Air of Yellowknife, Northwest Territories - the largest operator of the
type in the country. Their uses for the aircraft though are a little bit different.
Northern Canada is home to a multitude of small communities,
but also a considerable number of mines, of which the only way to get workers in or out
is by air. The vast majority, if not all of these sites have gravel runways,
and because of that, only certain aircraft types can safely use them.
One type that’s done so for decades is the Boeing 737-200,
but only because its smaller, older engines allow for a gravel kit to be fitted,
which prevents any loose gravel from entering and damaging the engines.
However, the 737-200 is a much older design from the 1960s,
and is still around today, but ultimately is in need of replacement.
Very few civilian jet aircraft are able to use unpaved runways,
but thanks to arguably some overengineering by the British, the 146/RJ is one of those types.
Because of that, Summit Air saw an opportunity. In 2014, they added a 90-seat Avro RJ85 to
their fleet as part of a partnership to serve the Diavik Diamond Mine in the Northwest Territories.
They also entered into a partnership with First Air,
using the RJ85 on some of First Air’s scheduled flights out of Edmonton.
In 2015, Summit Air completed a lengthy and expensive gravel runway certification program
for the Avro RJ, obtaining a Supplemental Type Certificate for those operations.
That same year, a second RJ85 was added to the fleet, as the aircraft’s lower operating costs
and unique capabilities drew considerable interest from the mining and energy sectors.
The Avro RJ’s gravel kit is not quite as distinctive as the 737-200’s,
but one way you can tell is by looking for a guard behind the nose wheel.
According to BAE Systems, the BAe 146 or Avro RJ unpaved runway kit can consist of:
Nose and main gear stone guards, undercarriage component guards,
antennae protection, improved paint protection, mesh protection for the anti-collision light,
low pressure tires and wheels, and additional protection for electric or hydraulic lines.
As for the engines, well, thanks to the high wing design, they’re kept well clear of the
runway surface, which mitigates the possibility of ingesting loose gravel.
Other components of the airplane such as the built-in stairs and APU make it virtually
self-sufficient, reducing the need for any ground handling infrastructure at these remote airstrips.
Plus, if need be, the aircraft is capable of being ferried on just three engines.
Also, I think it’s fair to say that having four engines in these remote areas of Canada
may very well be another selling point for Summit.
In 2017, Summit Air added its first RJ100, configured to carry 111 passengers, and opened up
even more possibilities. A second RJ100 was added in 2018, and a third one joined the fleet in 2021.
In January of this year, Summit also bought two more RJ100s from Braathens Regional Airlines,
and although one of those is on the Canadian Register,
as far as I can tell, both are still parked in the UK for now.
Summit Air’s fleet of Avros were all built in the mid-to-late 1990s, and they describe the RJ as
being “the only next generation gravel-capable jet aircraft” and that it has an “in-service
airframe life remaining for [at least another 10-15 years]” [THIS BROCHURE IS FROM 2014].
Despite the draw-down and retirement of these 4-engined aircraft around the world,
it’s safe to say that these small quad-jets have found a niche in Canada.
Having these very different operators flying the aircraft is a testament to just how useful this
unique British airplane can be, and as long as there’s a need for them in this country,
it’s safe to say that the Avro RJ will be around in Canada for a long time to come.
So, if you’re an aviation enthusiast or plane spotter, you’d probably want to know the next
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Thank you so much for watching this video, to JetTip for sponsoring,
and to my friend Brandon for those Conair photos. See you next time!