British Civil Aviation manufacture in 2005

[Bernard Woolley]

British Civil Aviation manufacture in 2005

Introduction
The story of British civil aviation manufacture post-1945 is one of never quite living up to its promise. Or at least the perception of that being the case. For example, Britain’s aviation companies could never quite manage the volume of its American counterparts, perhaps understandably. As of 2005, the most produced British airliner was the Vickers Vanguard, with 445. However, the BAe 146/RJ/RJX family was close behind – 221 of the 146 variant having been built, followed by 221 RJ. When combined with the 100 RJX either flying, being built, or on order, the BAe 146 will soon overtake the Vanguard at the top spot.
With one major exception, it is intended in this fact file to only deal with aircraft that were assembled in British factories. Therefore, production of components for Airbus and Bombardier aircraft will not be covered.


BAE Systems Regional Aircraft
The last high-volume manufacturer of jet passenger aircraft in the UK, BAES Regional Aircraft constructed the following aircraft:

Avro RJX
The latest iteration of the versatile and rugged BAe 146 ‘Whisper jet’, the RJX was assembled at Woodford. At one time there had been twin production lines at Hatfield (where the first 146s were built) and Woodford. However, after financial difficulties in the early 1990s, BAES concentrated production at Woodford. Although, production of some RJX components continued at Hatfield. The RJ variant of the aircraft added advanced avionics, including an EFIS cockpit, an improved cabin and more fuel efficient LF 507 engines (replacing the ALF 502). The RJX added further improvements, including using the Honeywell AS977 turbofan. Which was significantly more fuel efficient and quieter than the Avco Lycoming engines it replaced. As of 2005, the following variants were in production:
RJX70: The smallest of the family, designed to carry between 70-94 passengers, depending on configuration.
RJX85: The ‘middle child’ of the family, designed to carry up to 112 passengers.
RJX100: The largest member of the family, while generally it carried 116 passengers as standard, it could carry up to up to a maximum of 128 in a high-density layout.
Quiet Trader and Quick Change: The cargo variants of the 146 family, the 146QT was a pure freighter variant, while the Quick Change was a convertible passenger/freight version, which sacrificed some cargo capacity to fulfil both roles. As of 2005, no new QT and QC variants were being built. Instead, as existing operators upgraded from 146 and RJ variants to the RJX, many redundant aircraft were converted to QT and QC configurations. While the initial conversions were carried out at BAE Hatfield, BAES sub-contracted subsequent work to Marshall of Cambridge. A number of other manufacturers outside the UK, including in the USA, Canada and Australia, carried out local conversions under sub-contract to BAES. Beyond the obvious changes, including a forward cargo door, as of 2005 cargo conversions were upgraded with the electronics of the RJX and AS977 turbofan engines. Many older cargo variants have also been given similar upgrades.
Statesman: The name given to the VVIP variant of the 146/RJ/RJX, based on the 146-100 / Avro RJ70. Most of the aircraft built are operated by air forces and governments, such as the RAF’s CC.2. BAES continued in 2005 to market a Statesman variant based on the RJX70, as well as offering to upgrade existing aircraft.
Military variants: BAES continued to market military derivatives of the aircraft, though, generally air forces used either VVIP variants of the aircraft, or QT/QC aircraft with minimum modifications. The 146STA, despite showing some promise, never progressed beyond a demonstrator. In 2005 the BAe 146M was being marketed, using ex-civilian BAe 146-200 and -300, as the basis of the variant. No buyers have yet been found, although the RAF procured four second-hand BAe.146QC aircraft in 2003.
Future variants: With sales of the RJX fairly healthy, though around half have been to existing 146/RJ operators, BAES continued to explore what would come next. As most regional jets are now twin-engined, it became harder to convince airlines to buy an aircraft with four engines. No matter how efficient and cheap they were to operate. Therefore, BAES revived studies of twin-engine derivatives of the aircraft. The 146/RJ NRA design, for an enlarged aircraft with two turbofans was dusted off. However, that design would be in direct competition with aircraft like the Airbus A318 and 737, rather than regional jets. Moreover, with the regional jet market becoming increasingly crowded, it may be that BAES decide not to spend the large amount of money needed to develop a twin engine RJX derivative.


Jetstream
Two variants of the small turboprop feeder-liner remain in production at BAE Prestwick.
Jetstream 51: A 49 – 59 seat variant, powered by two PW300 engines. Most of the aircraft built have been sold to existing Jetstream operators to replace older variants. The RAF used a military derivative of the variant, the Jetstream E.4, in the electronic calibration role. Future military training variants will replace older Jetstreams in RAF and RN service.
Jetstream 71: A 70 – 89 seat variant, powered by the same engines as its smaller sibling. Was not as successful sales wise as the 51, as it fell into the bottom end of regional jets market, including competing with the RJX. Most airlines preferred turbofan powered aircraft in that size over turboprops.


Other aircraft
BAES continued to lease aircraft and provide support, spares, and training for the legacy Jetstream, BAe.146/RJ, BAe.748 and the Advanced Turbo Prop / Jetstream 61.


Raytheon Aircraft

Hawker 800
While final assembly of the derivative of the BAe. 125 had been relocated to Wichita, Kansas after the then BAe sold its Business Jets Division to Raytheon in 1993, components for the various variants of the jet are still made at BAE Broughton. BAES had also maintained the right to build and market military derivatives of the 125/Hawker 800 in Europe and the Middle East. These included four BAe.125-800 converted to Dominie E.3 standard in 2003 for the RAF. The Hawker continued in production in 2005, with no sign that its popularity was waning. In terms of numbers built, the BAe.125 and its derivatives have been the most successful British designed civil jet aircraft.


Britten-Norman
Aircraft manufacture is not normally something associated with the Isle of Wight, but the B-N Group had, by 2005, been quietly building aircraft on the island for some decades. In 2005 the following aircraft models were in production:

BN-2 Islander
A small twin piston-engined aircraft designed to be flown by a single pilot, while carrying 9 passengers. However, there was also the BN-2T, which was powered by turboprops. As a cheap to operate, rugged aircraft, capable of STOL operations, the Islander has proven popular in a number of roles, including short-haul flights to small islands, parachuting, aerial surveillance, firefighting, charter flights and air ambulance. While primarily a civilian design, the Islander has been adopted by a number of military air arms and government operators. A military derivative, based on the BN-2T, named the Defender, is in production alongside the Islander. With over a thousand Islanders and Defenders built, and counting, the BN-2 has been a very successful programme.

[Bernard Woolley]

Accompanying Pictures