• Review: QualityWings Ultimate 146 Collection

    British Aerospace BAe 146

    Publisher: QualityWings

    Review Author:
    Meng Yu

    Suggested Price:
    $47.99

    Buy Here

    The British Aerospace BAe 146 was a 4-engined regional aircraft developed by British Aerospace in the 1980s, with production ending in 2002. It utilizes a high high-wing cantilever design with a T-tail. A development of the BAe 146, known as the Avro RJ series began in the 1992. The Avro RJ 70, 85 and 100 are also included in this product, however, we will mainly focus on the BAe 146 models as they are similar to the Avro RJ series, with the Avro RJ 70/85/100 being an improvement for the BAe 146-100/-200/-300, respectively.

    QualityWings BAe 146     QualityWings BAe 146     QualityWings BAe 146

    The main selling point of this aircraft was its quiet operation, being one of the first jet aircraft to be certified to operate into London City airport, which is known for its strict noise abatement restrictions. Achieving this wasn't easy and the engines selected for this were Avco Lycoming ALF 502 turbofans. These are derived, interestingly, from the Avco Lycoming T-55 turboshaft engines used to power the remarkable Chinook helicopter. The high bypass ratio of these turbofans coupled with additional sound dampening devices located in the engines allowed for quieter operations.

    At the time, the decision to use four engines instead of a twin jet configuration was somewhat controversial. However, it was argued that four engines would create additional redundancy in the aircraft, aiding it in short field as well as high-altitude operations. Due to the built-in redundancy, only two of the outboard engines provided electrical power and the engines were of a modular design, for ease of maintenance. However, the engines were not without drawbacks. The ALF 502 did experience a multitude of failures and problems during its operational lifespan. For one, the electrical system within the engine could overheat, leading to an automatic shutdown of the engine, without the option for an inflight restart. Additionally, the ALF 502 had some trouble with its cabin pressurization and bleed air system as well, leading to potential aero-toxic syndrome for those on board, possible due to tricresyl phosphate (TCP) in jet fuel. More information about the engines can be found here.

    Some notable incidents of the BAe 146 include the unfortunate hijacking of Pacific Southwest Airlines flight 1771 by a disgruntled USAir employee. An AirBC BAe 146 also experienced a loss of power to three of its four engines at FL290 in April 2000, which prompted a reduction in the jet's operational ceiling.

    Pilots generally enjoyed the airliner. Some comments included a sensible avionics layout, an ability to make rapid descents due to the tail mounted airbrake but being low and slow. However, the last point allowed for quicker and more direct routes between airports as lower routes are rarely used, thus allowing for quicker travel times, to both the passengers' and pilots' delight.

    Representation In FSX

    In Flight Simulator X, QualityWings has done a commendable effort in recreating the BAe 146. The exterior model Is extremely frame rate friendly whilst still maintaining a very presentable and accurate representation of the aircraft.

    QualityWings BAe 146     QualityWings BAe 146

    The product initially only comes with the QualityWings house colors on the aircraft. However, more repaints can be downloaded, free of charge, from the QualityWings official site. For ease of access, you can simply click here. These liveries are in HD and are extremely detailed. In the example shown above, we are using the British Airways skin, direct from QualityWings and installed using the provided "Livery Manager".

    Here's another picture of the aircraft in its "dirty" state, with full flaps and landing gear deployed:

    QualityWings BAe 146

    And with the unique butterfly spoilers deployed as well:

    QualityWings BAe 146

    In addition to the remarkable repaints, the product also offers several unique aircraft views, both on the interior and the exterior:

    QualityWings BAe 146     QualityWings BAe 146     QualityWings BAe 146


    5 Comments
    1. aarbee's Avatar
      aarbee -
      2241 views and no comment?

      Then let me start.
      I consider this a very nice package, especially given the price.
      Once you take the hurdle flying the BAE 146-300, with the temp, you can nearly B737 conditions.
      The RJ however, is a completely different animal.

      What you describe about being to high, I have found out, by numerous testing with FSX, PFPX etc, that the planner is many cases the culprit.

      Except for that, there are many strange things.
      Like last night, I flew from LFSB to LEMG.
      The takeoff, was a nightmare.
      Mid in the turn, started the plane to Stall. On HDG and Thrust only.
      I had done 5-6 take-offs. All bad, until I had decided to do the t/o by hand, and made the first turn by hand.
      About 10nm, did I set the descend alt for Malaga.
      Over BLN, started the plane to descend.
      Instantly nose up, and pulling back the throttles.
      The plane stalled while flying 220 knots. 3 minutes later the speed was 70knots and and crashed at 14.000 f/m in to the Sierra Nevada.
      The point is, that I am looking for over a year into getting a grip on these small but interupting items.
      Help from their forum... well it is there, but not a definitve solution.

      Another stupid thing is, that the plane is nice on the descend in the ILS beam.
      Right on track, and suddenly the plane, starts to climb like hell. Or simply pulls the throttle backwards, and you are still 1500 feet high and right on the glidepath. Resulting in a stall.

      Odd and weird.
    1. davona's Avatar
      davona -
      Would be nice if they now brought out a QT version for the 146?
    1. piet06273's Avatar
      piet06273 -
      Cannot believe that the reviewer has actually flown the BAE 146 part of the package. I have the product for 4 years now and fly the FS2004 version. I also have the book : Ian Allan : From the Flightdeck 3:
      "BAE 146 in Europe" still available on Ebay . This book describes 10 flights in 24 hours flown by
      DanAir (London) BAE 146-100 between Glasgow - New Castle - Bergen - Stavanger - Palma Mallorca -
      Teesside - Luton . All procedures are described in full detail in the book , every movement of a switch , lever or button is described. BAE 146 is my favourite plane ( From Flight1 Eurowings Commuter Airlines days) Eurowings did no longer work in WIN7 so I upgraded to Quality Wings BAE 146. If you have the book to compare you will find that the QW product is a 100% exact reproduction of the real plane, both visually, external , the Flightdeck and flying caracteristics . BAE and RJ are 2 complete different planes.
      RJ is glass cockpit and Boeing style flightdeck and AP. BAE is completely authentic , nothing to compare it with . To name just one : No VS scale or dial in AP just sort of flippers you have to keep pushing up or down untill the required vertical rate is reached. I found it a real challenge to control the aircraft manually , it took me about 10 learning flights to succesfully complete my first short range flight from Gatwick to Teesside . The BAE part is challanging and very rewarding but not at all easy , the RJ is one of the most realistic and detailed Simulations of a plane that I know off. On par or sometimes better than PMDG . regards Peter
    1. sith's Avatar
      sith -
      I bought this airplane the moment it came off!! from the beginning I was thrilled on how good it was and was happy that by the time a serious developer was making addons for FS2004... sadly after making this amazing airplane they just stopped...
    1. billdebaze's Avatar
      billdebaze -
      AUTOPILOT BASICS
      Let me give a short lesson on general autopilot use. Modern autopilots are very efficient in reducing the workload for the pilot but can, if not operated properly, make what is supposed to be a lot easier in fact much harder.
      If you have not done so, it is essential that you read the autopilot section of this manual to familiarize yourself with the various autoflight modes. I am mostly trying to explain overall operating technique here and not how each mode works.
      When dealing with AP modes we have two axis we are mostly concerned about : Pitch and Roll. Yaw is handled automatically by the Yaw Damper and therefore I won't go into detail on that.
      During takeoff the FD auto flight guidance is in the Takeoff mode. Therefore we will need to select a lateral and vertical mode after takeoff to begin to manage the flight.
      The first mode selected will be the lateral mode. This will usually be HDG if radar vectors or LNAV if flying an RNAV departure procedure immediately after liftoff. Once heading direct to a fix on a departure use LNAV for lateral tracking. You will need to look at your flightplan legs to see what the departure has you flying. If it's "runway heading climb and maintain 5,000" then select HDG. If you will follow a lateral course then select LNAV. The lateral mode should be selected at 500' AGL.
      Once we have a lateral mode engaged we must decide on a vertical mode. There are three basic choices:
      LVL CHG, VNAV or V/S. If we select no vertical mode then by default we will get SPD and V/S. This is not desirable as the speed will be whatever is in the MCP...lets say a V2 of 132 kts. The AP will snapshot 132kts and whatever rate of climb we are currently doing, in this case let's say 2400fpm.
      It is very important to understand one thing...THERE IS NO SPEED PROTECTION IN V/S!
      The A/T will try whatever it can do to maintain 132kts and 2400fpm. If there is not sufficient thrust available, even at max thrust, THE AIRPLANE WILL STALL!
      Therefore, LVL CHG or VNAV should be selected at acceleration altitude, which we know from the Takeoff lesson is 1000' or 1500'. Normally use VNAV if your departure procedure includes altitude restrictions.
      LVL CHG will not honor altitude constraints, only what is set in the MCP alt window. LVL CHG may be used if you have no altitude constraints in your departure procedure.
      Once you have a lateral and vertical mode selected.....fly the airplane close to the FD command bars and engage the autopilot.
      Never engage the AP in an un-stabilized situation or in extreme pitch or bank angles.
      One final note. The most important part about AP use is to monitor the mode annunciations (green and white icons on the PFD). They will tell you what the AP is doing, not what you have selected on the MCP.
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