Remote Runway Operations BAE146
Remote Runway Operations BAE146
Remote Runway Operations BAE146
REGIONAL AIRCRAFT
2 Remote Runway Operations
Contents
INTRODUCTION ADVERSE CLIMATES 20
4 Cold Operations 20
Hot Operations 21
UNDERSTANDING REMOTE RUNWAYS 6
Runway Surface Types 6 HIGH ALTITUDE AIRFIELD OPERATIONS 22
Pavement Strength Classification Methods 6 General Considerations 22
Runway Slope 8 Hot and High Operations 22
Paved Runway Operations with Low Pressure Tyres 8 High Altitude Modifications 23
Operating in Mountainous Regions 23
UNPAVED RUNWAY OPERATIONS 10
Unpaved Runway Surfaces 10 ISLAND OPERATIONS 24
California Bearing Ratio (CBR) 11 Allocating Sufficient Fuel for an Island Operation 24
Unpaved Runway Operations with Low Pressure Tyres 12 Extended Over-water Operations 25
Landing on an Unpaved Runway with Low Pressure Tyres 13
Take-off from an Unpaved Runway with Low Pressure Tyres 13 FUEL CAPACITY IMPROVEMENTS 26
Auxiliary Fuel Tanks 26
NARROW PAVED RUNWAY OPERATIONS 14 Range Extension Performance 27
Landing 14
Ground Handling 14 PERFORMANCE SOFTWARE 28
Take-off 14 Take-off Data calculation Software (ToDc) 28
Pacelab CI OPS Cost Index Software 29
STEEP APPROACH OPERATIONS 16
SUMMARY 30
OPERATING INDEPENDENCE 18
Flyaway Kit Option 18 APPENDIX GLOSSARY 31
Modifications for Operating Independence 19
LIST OF AFM APPENDICES 31
4 Remote Runway Operations
Introduction
The fundamental capabilities of the BAe Many years after the early design stages, The high wing keeps the engines clear of the
146/Avro RJ series of aircraft can be traced Regional Aircraft are still finding new and runway surface helping to mitigate ingestion
back to the original design influences. The exciting roles for the highly capable BAe 146/ of loose gravels, dust or Foreign Object Debris
aircraft was initially intended for short field Avro RJ. The company endeavours to support (FOD). The engines themselves, of modular
operations where it could fully capitalise on its customers in their operations while providing design, are comparatively easy to maintain
remarkable Short Take-Off and Landing (STOL) dynamic solutions and certification to new with singular change times reported to be
abilities on rough or unprepared runways concepts for the aircraft. It is therefore no one tenth of the time expected for a larger
around the World. Such early influences are surprise to see it performing in the kinds of twin engine aircraft. The three engine ferry
distinguishable in the aircrafts characteristic challenging environments it was designed to capability from paved remote runways allows
configuration of high wing, T-tail, four engines, operate in. One might even suspect that as the Operator to ferry the aircraft on three
large Fowler flaps and clam type tail mounted it proves its revenue earning potential in new engines to a maintenance base, significantly
airbrakes. This configuration allows the aircraft markets, more and more customers may opt to reducing the potential for downtime or
to have a relatively low approach speed use the aircraft to support their operations to service disruption. Fast turnaround times,
which when combined with the airbrakes and remote runways, wherever they may be. characteristic of this aircraft type, may also
spoilers, results in the short landing capability. be possible in remote areas with the APU-
The four engines make it ideally suited for As our industries change or develop in the powered systems, waist-high baggage holds
short take-offs where even with one engine most remote of areas in countries far and and optional integral airstairs.
inoperative, the aircraft still retains three wide, customers need a cost and time efficient
quarters of its performance. Such features means to directly place their goods or their In short, this really is the right aircraft for
have allowed the aircraft to perform uniquely services into the right places. The BAe 146 or this role. Augmented by a dedicated support
in its class with years of niche operations Avro RJ can meet this need. team who work to optimise and improve
into London City airport contributing to its operations, the BAe 146/Avro RJ will continue
exemplary service history. The aircraft design itself is well suited to to demonstrate its versatility and adaptability
remote runway operations. Whether it is a for future roles in young and developing
Consequently, the BAe 146 and Avro RJ have cargo or a passenger operation, the aircraft markets. In the sections which follow, the
continued to find commercial success in a exhibits a good balance between capacity and suitability of the aircraft for this developing
variety of diverse operational scenarios while performance. Operators of the aircraft benefit remote operations market is explained along
maintaining the capability to explore some from a combination of impressive short field with recommendations for aircraft modification
less conventional environments or remote and performance and competitive still air range. or application of best practice procedures.
challenging terrain. That success has allowed The steep approach capability, available as a
Operators to cover a uniquely wide range of modification, may also support operations into
markets, perhaps best proven by the global remote airfields where the approach may be
presence of some 222 aircraft reported in restricted by obstacles or high ground.
service with 63 Operators Worldwide in 2011.1
1
Ascend Online Database, February 2011, as presented at the 2011 Flight Operators Conference
http://www.ascendworldwide.com/
Remote Runway Operations 5
Remote airfields exist all over the World. This might be especially true of operations to
They are remote in the fact that they exist in remote mines, drilling sites or scientific sites.
areas often far from civilisation and hard to Although the list is not exhaustive, Todays
reach by ground based means of transport. In examples can be found in Australia, Canada,
some countries, these kinds of airfields may Africa, South America and Antarctica.
be common due to the nature of movements
between rural towns and cities or the lack
of suitable infrastructure to support a full
air transportation service. In fact, transport
movements to a particular location might
be so infrequent or specific to one group of
individuals that it is just not economically
viable to develop an airport link.
Pavement Classification Number (PCN) Code n The fourth part is a letter which defines
The pavement classification number, used Pavement Class Maximum Tyre Pressure
the maximum allowable tyre pressures that
in conjunction with the Aircraft Classification the pavement can support. The scale W (High) No Pressure Limit
Number, helps to protect an aircraft ramp, ranges from W to Z and is shown opposite.
runway or taxiway from overloading or X (Medium) 1.5MPa (217psi)
excessive wear. PCN is expressed as a 5 part n The fifth and final letter gives an indication
Y (Low) 1.0MPa (145psi)
code as follows: of the evaluation method used to classify
the pavement. The letter T indicates that a Z (Ultra Low) 0.5MPa (72psi)
n The first part of the PCN code is a number specific technical evaluation of the
relating to the assessed strength of the pavement was conducted and that pavement
pavement. behaviour technology was applied as part of
that evaluation. The letter U indicates that
n The second part of the code refers to the
the evaluation is conducted Using Aircraft
pavement type. A rigid (concrete design)
Experience, representing knowledge of a ACN-PCN Method Example
pavement is defined by a letter R.
specific type and mass of aircraft
A Flexible (asphalt design) is defined by a PCN 50/F/B/W/T
satisfactorily being supported under regular
letter F. The above code reports that the runway of flexible
use.
(asphalt) design, and resting on a medium strength
n The third part is a letter from A to D. This subgrade, has been assessed by technical evaluation
letter defines the bearing strength of the to be of PCN 50 and with no tyre pressure limitation.
subgrade soil beneath the pavement. A
letter A defines the strongest subgrade For ACN < 50, the aircraft can operate without weight
material and a letter D defines the weakest restriction.
subgrade. Further information on subgrade For ACN > 50, the aircraft must operate at reduced
category strength is provided in the table weight or agree a dispensation.
below:
3 ICAO Annex 14, Volume I, Aerodrome Design and Operations, Fourth Edition, July 2004, Section 2.6
Runway Slope
Aircraft Classification Number (ACN) Code Load Classification Number (LCN) As stated in the Limitations section of AFM
The Aircraft Classification Number (ACN) is a The Load Classification Number (LCN) method 5.1 (section 2-024-10, page 1), the maximum
number expressing the relative effect of an of evaluating pavement strength was adopted effective runway slope uphill or downhill is
aircraft on a pavement for specified subgrade in 1956 as one of the ICAO standards for 2%. An appendix to the Flight Manual can be
Subgrade
strength. The procedure forFlexible Pavements
calculating Rigid Pavements
rating pavement strength. 6
considered for runway slope greater that 2%.
Strength CBR* Standard CBR* Range Strength Standard Strength Range
ACN is given in the ICAO Aerodrome Design
Category This would be subject to the capability of the
(MN/m3) 3
Manual, Part 3.4 The ACN (%) (%)
value for an aircraft To use the system, must) be
An LCN value(MN/m aircraft to operate from the particular airfield
is calculated
A (High) by taking into
15 account the >13 provided for both 150 the pavement and >120the considering aspects such as runway length,
aircraft Centre of Gravity 10
B (Medium) (CG) location, the 8 to 13 aircraft. The pavement
80
LCN can60 only
to
be
120
elevation and any other pertinent physical
tyre pressure, tyre size and tyre spacing.5 reported if some surface specific information characteristics of the airfield.
ACNC (Low)
values for the BAe 146 6 or Avro RJ can 4 to 8 is known. For a40 flexible pavement, 25 the
to 60total
be Dfound
(Ultra in the Airplane Characteristics
Low) 3 for <4 pavement thickness 20 is required and<25for a rigid For further information or advice, contact
Airport Planning Manual which can be accessed pavement, the radius of relative stiffness (or Flight Operations Support at:
through iSAPPHIRE. L-Value) is required. [email protected]
If the ACN for an aircraft is lower than or equal LCN of the aircraft is related to tyre pressure,
to the reported PCN for an
Pavement Class
airport pavement,
Maximum Tyre Pressure
contact area, pavement thickness and Reduction in Take-off
Unpaved Runway CBR
the aircraft can operate without weight Equivalent Single Wheel Load (ESWL). If the Distance Available
restriction
W (High)on that pavementNo subject toLimit
Pressure any LCN of the aircraft is less
70
than or equal to the No Reduction
limitations such as maximum allowable tyre LCN of the pavement, then the aircraft can
X (Medium) 1.5MPa (217psi) 60 This method was Reduce by 0.5%
pressure. If the ACN is higher than the PCN, operate on that pavement.
it mayY (Low)
be that the operator can agree
1.0MPa a PCN
(145psi) superseded by the ACN-PCN
50 method in 1983 Reduce by 1.0%
dispensation with the airport0.5MPa
Z (Ultra Low) authority, possibly
(72psi) as the official ICAO pavement rating system.
40 Reduce by 1.5%
with conditions attached relating to airframe
and runway inspections. The operator may also 30 Reduce by 2.0%
reduce the aircraft weight to comply with the Minimum Permitted CDB is 30
PCN limitation.
PCN 50/F/B/W/T
The above code reports that the runway of flexible
(asphalt) design, and resting on a medium strength
subgrade, has been assessed by technical evaluation
to be of PCN 50 and with no tyre pressure limitation.
For ACN < 50, the aircraft can operate without weight
restriction.
For ACN > 50, the aircraft must operate at reduced
weight or agree a dispensation.
Landing on an Unpaved Runway with Low Take-off from an Unpaved Runway with Low
Pressure Tyres Pressure Tyres
Weight Limitations For landing on unpaved runways with low Start Up Area
Depending upon the certifying authority and pressure tyres, there are charts within AFM A start up area is a dedicated paved or
aircraft type, there could be limitations with 5.1 Appendix 29 Part 2 that give a maximum covered surface located adjacent to an
Maximum Ramp Weight, Maximum Take-off landing weight for landing distance available. unpaved runway to allow an aircraft to perform
Weight or Maximum Landing Weight when the These charts are to be used instead of the engine start and run-up procedures. Jet
aircraft is fitted with Low Pressure tyres and charts in chapter 6 of AFM 5.1. blast from the engines can cause significant
operating on an unpaved runway. displacement of the surface materials on
The resulting weights will be less that achieved an unpaved runway, not only degrading the
These weight restrictions are driven by either when landing on a paved runway with standard surface covering of the runway but potentially
structural limitations or tyre rolling speed limits tyres but the weight penalty will be variable causing excessive fatigue to the aircraft
at a given tyre deflection value. Higher tyre dependant on runway length and elevation. fuselage. By performing the spooling up of
deflection values result in a flatter tyre which The landing distances are based upon a flap the engines in a designated start-up area,
in turn causes a greater footprint and a greater setting of 33 degrees. damage to the airframe from debris thrown up
friction requiring higher take-off speeds. The by the jet efflux could be significantly reduced.
deflections of 32% and 35% are generally
used for operation from unpaved runways. Take-off
Take-off from a gravel or unpaved runway
General Operational Points carries with it a penalty of around 10% in
The following points are extracted from AFM comparison to a paved runway of similar
5.1 Appendix 29 Part 2 and apply to unpaved length. AFM 5.1 Appendix 29 Part 2 contains
runway operations with low pressure tyres: a chart that allows equivalent distances for
1. Operation of the aircraft is only permitted Take-off Distance, Take-off Run and Accelerate
from: Stop Distance to be determined which take
account of the penalty.
n Unpaved surfaces, when wet or dry,
without standing water, deep ruts or
These equivalent distances should then be
areas of deep loose gravel deficient in
used to calculate the take off performance
fines
with reference to Chapter 6 of AFM 5.1. The
n Hard, smooth, unpaved surfaces such charts are based upon a CBR of 70 and so
as murrum or laterite, when dry further corrections to runway distances would
n Unpaved surfaces with a minimum need to be made for CBR values less than
California Bearing Ratio (CBR) of 30. 70, down to a recommended minimum value
of 30. Equivalent Take-off Distance, Take-off
2. The anti-skid must be operative and Run and Accelerate Stop Distance should
selected ON. be reduced by 0.5% for each incremental
reduction of CBR = 10 as shown here:
3. Fast taxi speeds and high brake
Reduction in Take-off
temperatures should be avoided where Unpaved Runway CBR
Distance Available
possible because low pressure tyres heat
up more quickly than standard tyres. 70 No Reduction
60 Reduce by 0.5%
4. Brake temperatures at the start of the
50 Reduce by 1.0%
take-off roll must not be above 200C.
40 Reduce by 1.5%
5. The maximum and minimum aerodrome 30 Reduce by 2.0%
altitudes for take-off or for landing are
8,000 ft and -1,000 ft respectively. Minimum Permitted CDB is 30
For altitudes above 8,000 ft, contact
Flight Operations Support.
14 Remote Runway Operations
Body text
The Limitations section of AFM 5.1 for the Any such TOR would be airfield and runway
BAe 146/Avro RJ (section 2-024-10, Page 1) specific. The declared airport data would
states the minimum runway width for take-off be required including the runway width. A
and landing is 30 metres (100 ft). Subject to statement of what lies at the sides of the
certain conditions, a Technical Operational runway, such as any ridge at the edge that
Response (TOR) may be issued for operation might damage tyres or wheels if run over,
on a paved narrow runway, stating No Technical would be sought. The TOR would then be
Objection. The TOR would represent a offered with advice and instruction for an
deviation from the Type Design Standard, and operator wishing to use that paved narrow
as such would require the agreement of the runway. In recent times, runway widths down
local Airworthiness Authority. Therefore the to 23 metres have been addressed. The
responsibility for operations from paved narrow following gives examples of the types of advice
runways of width less than 30 metres would which may be offered:
lie with the operator and the approval would lie
with the local authority.
Full Steering Angle (70O) There are currently no known BAe 146/Avro
Normally Allows Aircraft to RJ narrow runway operations onto unpaved
Pivot Around This Point
runways. This would introduce further
considerations and possible performance
Towing Pivot Point penalties. Flight Operations Support should be
with 90O Steering Angle contacted for advice at:
[email protected]
X
Main
Main Wheel
Wheel Turn
Turn Nose
Nose Wheel
Wheel Turn
Turn Minimum
Minimum Runway
Runway
Aircraft
Aircraft Type
Type Radius
Radius X
X (m)
(m) Radius
Radius Y
Y (m)
(m) Width*
Width* (m)
(m)
Y BAe
BAe 146-100
146-100 and
Avro
and
7.594
7.594 11.53
11.53 21.35
21.35
Avro RJ70
RJ70
BAe
BAe 146-200
146-200 and
and 22.35
7.594
7.594 12.55
12.55 22.35
Maximum Avro
Avro RJ85
RJ85
Steering
BAe
BAe 146-300
146-300 and
and 24.45
Angle 70O 8.28
8.28 13.97
13.97 24.45
Avro
Avro RJ100
RJ100
Note:
Note: All
All values
values given
given above
above are
are based
based on
on a
a 70
70 degree
degree left
left steering
steering angle
angle
** Assumption
Assumption isis straight
straight approach
approach and
and 180
180 degree
degree turn
turn
16 Remote Runway Operations
The steep approach capability of the BAe 146/ The feature is applicable to operations onto If the aerodrome is approved for a screen
Avro RJ is one of the fundamental factors runways where the approach may be restricted height of 35 ft, and a PAPI (associated or
contributing to its commercial success. The by obstacles or high ground. Steep approach not to an ILS) is in use, the landing distance
ability to combine its characteristic quiet is available through modification and permits available may be increased by an amount
operation with a steep approach made the glideslopes of up to 6 increased from the depending on the aircraft type and whether
aircraft suitable for niche operations into noise standard 3 where approach aids are available. the runway is wet or dry. This landing distance
regulated inner city airports. The most notable It should be noted that the maximum permitted available may be used to establish the
example of this is the operations into London glideslope depends on the aircraft sub-type permissible landing weight by reference to
City airport involving a short runway and a and certifying authority. the chart entitled Maximum Landing Weight
unique steep approach. for Landing Distance Available - Flap 33 in
AFM 5.1 Appendix 7 contains the approved AFM 5.1 Section 6. It should be noted that in
limitations, information and performance all other cases, the actual distance available
data required when the aircraft is operated must be used.
in a steep approach configuration. Operators
intending to conduct such approaches should Operators should review the appendix in full to
purchase the appendix and the associated determine the approved limits for their aircraft
aircraft modifications. Information on obtaining sub-type.
the appendix is available by contacting the
modifications department at:
[email protected]
Remote Runway Operations 17
Operating Independence
Remote airfields in sparsely populated areas The engineer would be qualified to deal with
may be less likely to have personnel available maintenance problems or could conduct
to carry out standard ground handling tasks. aircraft technical inspections. Even having
Operators may therefore wish to consider deemed a component unserviceable, the
carrying their own ground handling crew engineer could fit spare parts preventing the
possibly consisting of a maintenance engineer costly grounding of the aircraft or the need
and a loadmaster. This would nominally add to send an engineer from the operator home
200kg to the Operating Weight Empty (OWE) base. Spare parts are normally carried in
of the aircraft, which would now include a crew the form of a flyaway kit as described in the
of 4 plus any flight attendants. The carriage of following section.
the ground crew, although adding weight, would
facilitate the capability to carry out tasks that
a standard flight crew of pilots may be unable
or unqualified to conduct.
Adverse Climates
Cold Operations
The main challenges associated with Approach and Landing on Contaminated the braking action is medium to poor. This
operations in cold climates may be the Runways should only be done whenever it is safe and
restrictions caused by the environment and If severe icing conditions exist or if residual ice convenient to do so when the aircraft is under
the environments effect on the airframe. is visible on the airframe, the approach should control and the speed is less than 60 knots.
We have already published a substantial be adjusted to cross the threshold at VREF + 7
technical brochure on icing conditions and cold knots. Additionally, if landing with residual ice Brake temperatures should be maintained
operations entitled Think Ice! on the airframe, the maximum landing weight above 50C in cold conditions to prevent
should be reduced in accordance with AFM brakes freezing on. This could occur following
Whilst it is recognised that aircraft operating 5.1. The field lengths required and landing the retraction of the landing gear after take-
in remote areas may not have access to weights achievable on contaminated runways off from a runway where slush or moisture
the ground support for providing full anti- can be obtained for a particular contaminant could be deposited on the brakes. It is
icing or cold environment protection, it is type and depth using AFM 5.1 charts or recommended that brake fans should be
recommended that operators take note of operational performance software. More selected as follows to minimise brake icing:
the points raised in Think Ice! and take the information on the available software may be
necessary steps to follow cold operations Brake Temperature Indicator fitted:
found on page 28 of this publication.
procedures wherever possible. AFM 5.1 n Select brake fans as required to maintain
Limitations section (2 - 024 - 10, Page 2) Taxiing minimum brake temperature of 50C. It
states that the minimum temperature for If icing conditions exist on the ground, engine may be necessary to warm the brakes to
dispatch is either -40C or -50C, depending anti-ice should be selected ON. Wing and 50C with brake applications while taxiing,
on the aircraft sub-type. The minimum tail anti-ice system must not be used during exercising caution when braking on low
temperature for a particular aircraft may be ground operations or for take-off. friction surfaces
found on the flight deck placard. n Select BRK FANS to either auto (if fitted) or
Prolonged engine running at ground idle in ON for take-off and landing
Some key points for various flight phases have icing conditions can result in ice accretion on n After landing, select OFF when brake
been adapted from Appendix I of the Think Ice! the fan, possibly indicated by unusual airframe temperature falls below 200C.
20108 brochure and are summarised here. vibration. The ice can be shed by periodic
increases of thrust which should be timed to Brake Temperature Indicator not fitted:
prevent a heavy build up. An increase of N1 to n If brakes are suspected to be below 50C
60% will usually be sufficient. prior to taxiing for take-off, it is
recommended that the brake fans are
As described in FCOM Volume 3, Part 1 selected OFF. To warm brakes, use
(Chapter 6, Topic 3, page 4) there may be symmetric braking of approximately 500
some advantage in shutting down the outboard psi, sufficient to slow the aircraft from
engines to reduce residual thrust when normal taxi speed on at least three
8 BAE Systems Think Ice! brochure, document reference pwk_0161, September 2010
Remote Runway Operations 21
Hot Operations
occasions, exercising caution when braking When operating in hot climates, the conditions the conditions. The most limiting time for
on low friction surfaces might impose some degradation to aircraft operations in hot climates is likely to be
n performance. Extended periods of high
Select BRK FANS to either auto (if fitted) or during the hottest part of the day, perhaps
ON for take-off and landing. ambient temperatures might also influence between mid-morning and mid-afternoon. The
the conditions of the airfield or the runway. most limiting case in terms of performance
Take-off from Contaminated Runway or Low AFM 5.1 Limitations section (2 024 10, might be where the operator is planning an
Friction Surface Page 2) states that the maximum ambient air operation from a high elevation airfield in a
Take-off weights from contaminated runways temperature for take-off and landing is +50C hot climate. In such instances, the operator
(allowing for the failure of one engine) can be at altitudes below 2525 feet and ISA +40C might wish to plan the operation for early in
calculated using AFM 5.1 charts or operational at altitudes above 2525 feet. The section also the morning or after the hottest part of the
performance software. Particular attention states that the maximum en-route ambient air day. During such times, the more favourable
should be paid to the value of V1 required temperature is ISA +35C. conditions will result in a greater payload
for contaminated surfaces and flexible thrust carrying capability.
should never be used. A flap setting of 30 Aircraft Performance
degrees must be used for take-off and a Air densities will be lower in high elevation Performance software is available to help
rolling take-off is recommended for low friction airfields, in high ambient air temperatures, Operators plan their operations and is
surfaces. Lift Spoilers, airbrakes, anti-skid and combinations of these, commonly known described on page 28 of this publication.
and all wheel brakes must be serviceable. as hot and/or high airfields. This results in
Continuous ignition should be selected ON for poorer engine performance and poorer wing lift Flight Deck Boost Air
the duration of the take-off if standing water, characteristics. The fundamental expression For operations to remote runways in climates
slush, ice or snow is present on the runway. of an aircrafts performance capability is given of high humidity, the flight crew might
Engine bleed air is not to be used for cabin air by the WAT chart for the given flap setting. be exposed to extended periods of high
conditioning during take-off if slush, snow or The Weight Altitude and Temperature (WAT) temperatures. In the most remote of areas,
water is present on the runway in significant charts, available in AFM 5.1 Section 6, allow the airfield might simply consist of a purpose
quantities. the operator to determine operating weights built runway, with no normal airfield facilities
based on altitude and temperature. These are or buildings. Consequently, the crew might
particularly important in climates where the be constrained to the aircraft while they plan
operating temperatures might limit the aircraft their re-departure on a warm flight deck. The
performance and potentially lessen the climb Flight Deck Boost Air modification allows the
gradients achievable by the aircraft. flight crew to work in a more comfortable
environment. The modification provides
If an operator is limited by the field length, increased airflow to the flight deck which is
the operation may need to be tailored around selectable while the aircraft is on the ground.
22 Remote Runway Operations
Island Operations
There are few efficient ways of placing goods Either due to limitations in their operating
and services into remote islands. In fact, the envelope or lack of ability to operate to
transportation of payload to remote islands short unprepared runways, there may be few
may only be carried out by aircraft or by ship. aircraft able to access remote islands. The
Delivery of goods by ship may be slow and capabilities of the BAe 146/Avro RJ series
would require additional local ferrying of may be exploited by operators wishing to reach
the goods if suitable docking facilities are these areas. Such operators may wish to
unavailable. The advantage of accessing consider the following points relevant to such
remote islands by air is that it may allow operations:
the placement of payload exactly where it is
needed, in a quick and efficient manner, and
at a frequency which may be unrivalled by any
other means of transport.
9 Official Journal of the European Union (20.9.2008); Commission Regulation (EC) No 859/2008
Remote Runway Operations 25
Point of
No Return
Aircraft operations may be limited by the Once installed and operational on the
Fuel Tank Applicability Additional Fuel Additio
amount of fuel that the aircraft can carry. aircraft, these solutions may unlock the Configuration Load (kg) Load
Based on fuel policy and planning, some revenue earning potential of some previously
operations of interest might become unexplored routes whilst preventing the Standard All 0
unfeasible if the required range is over and wasted downtime associated with refuelling
above that possible with the fuel load on stops. Some of the solutions for fuel capacity Standard +
Pannier All 936 11
board. Remote operations might also mean improvements are described in more detail in
that en-route aerodromes with refuelling this section. 146-100 &
Standard + 2615 32
opportunities are sparse or even non-existent. Avro RJ70
In such instances, fuel capacity improvements Pannier Tanks Pannier +
Rear Bay 146-200, 300 &
may provide an ideal means to extend range 3047 38
Avro RJ85, 100
and allow for non-stop operations. Engineering
solutions may be available on request which Standard +
Pannier + 146-200, 300 &
may be tailored to an operators requirements 4342 54
Rear Bay + Avro RJ85, 100
and specifications. Front Bay
Front Bay Tanks Rear Bay Tanks
Structural
Fuel Tank Type Applicability
Weight (kg)
Remote Runway Operations 27
ks
s BAe 146-100 Avro RJ70
ks
age
yyage Bay Tanks
Tanks
Bay
Tanks
Tanks Tanks
age Bay Tanks
12000 12000
12000 12000
12000 12000
12000 12000
12000
12000 12000 12000
10000 10000
10000 10000
10000 MTOW: MTOW:kg
MTOW: 38,102
38,102
MTOW: 38,102 kg
kg
38,102 kg 10000 10000
10000 10000
10000 MTOW: 38,102
MTOW:kg38,102 kg 10000 10000
MZFW: kg
31,071 kg
kg
(kg)
MZFW: 31,071
(kg)
(kg)
(kg)
MZFW: 31,071
(kg)
(kg)
MZFW: 31,071
31,071 kg
(kg)
(kg)
MZFW: MZFW:kg
Payload(kg)
Payload(kg)
31,071 kg
Payload(kg)
Payload(kg)
8000
8000 8000
8000 8000 OWE: 23,500 kg 8000 8000
8000 8000
8000 OWE: 23,500
OWE:
OWE: 23,500
OWE: 23,500 kg
23,500
23,500 kg
kg
OWE: kg kg 8000 8000
Payload
Payload
MTOW:kg
MTOW: 43,091 43,091 kg
kg
Payload
Payload
6000 6000 6000 MTOW:
6000 6000
Payload
Payload
Payload
Payload
6000 6000 MTOW: 43,091
6000 6000 6000
6000 6000 MTOW:
MZFW:
43,091
43,091
33,794
kg
MTOW:kg43,091 kg
MZFW: kg
33,794 kg
kg
nks
ks MZFW: MZFW:
MZFW: 33,794
33,794 33,794
kg
MZFW:kg33,794 kg
nks 4000 4000 4000 OWE:
4000 4000
4000 4000
4000 4000 4000
4000 4000 OWE: OWE: kg
OWE: 24,000
24,000
OWE:
24,000
24,000 kg
kg
24,000
OWE: kg
kg
24,000 kg
gage
ay
gage
ay Bay Tanks
Tanks
Bay
Tanks
y Tanks Tanks 2000
2000 2000 2000
2000 2000
gage Bay Tanks 2000
2000 2000 2000
2000 2000
0
00 00
0 0400
0
00 00
0 0400
00 400
800 800
1200 1200
1600 2000
1600 2000
2400 2400
2800 2800 800 1200 2000 2800
0 00400
400 400
800
800
400 1200 1200
800
1200
800 1600
1200 2000 2000
1600 1600
2000
1600 2400
2000 2800 2800
2400 2400
2800
2400 2800 00
0 00400 400
400 400
800
800 800
800
400
1200
1200
800
1600
1200 1200
1600
1200
2000
1600
2000
1600
2400
2000 2000
1600 1600 2400
2000
2400
2800
2800 2800
2400 2400
2800
2400 2800
Range Range
(nm)
Range
Range (nm)
Range (nm)
(nm)
(nm) (nm) Range Range
(nm)
Range Range (nm)
(nm) (nm)
Range Range (nm)
Range (nm)
(kg)
(kg)
(kg)
(kg)
(kg)
(kg)
Payload(kg)
Payload(kg)
Payload(kg)
Payload(kg)
8000
8000 8000
8000 8000 8000
8000 8000
8000
8000 8000 8000
MTOW: MTOW:kg
42,184 42,184 kg
kg
Payload
Payload
Payload
MTOW:kg43,999 kg
kg
Payload
6000 6000
6000 MTOW: 43,999
43,999 kg
6000 6000
6000
Payload
Payload
MTOW: 42,184
Payload
Payload
6000 MTOW: 42,184
42,184 kg 6000 MTOW: 43,999
6000 6000 MTOW:
MZFW:
MTOW:kg42,184 kg
MZFW: kg
34,745 34,745 kg
kg
6000 MTOW:
6000MTOW:
MZFW:
43,999
MTOW:kg43,999 kg
MZFW: kg
35,834 35,834 kg
kg
MZFW: MZFW:
MZFW: 34,745
34,745 34,745
kg
MZFW:kg34,745 kg MZFW:
MZFW: 35,834
MZFW: 35,834 35,834
kg
4000 OWE:
4000 4000 4000 MZFW:kg35,834 kg
4000
4000 OWE: kg
OWE: 24,500
24,500
OWE: 24,500 kg
kg
24,500 kg 4000
4000 4000
4000 4000OWE: OWE: OWE:
25,000 25,000
kg kg
4000 OWE: 24,500
OWE: kg24,500 kg OWE:
OWE: 25,000
25,000 25,000
25,000 kg
kg
OWE: kg kg
2000
2000 2000
2000 2000 2000
2000 2000
2000
2000 2000 2000
0
00 00
0 0400
0
00 00
0 0400
0 400
800 800 800
1200 1200
1600 2000
1600 2000 2400
2800
2400 2400 2800 1200 2000 2800
00 00400 400
400 800
800
400 1200 1200
1200
800 1600
1200 2000 2000
1600 1600
2000
1600 2400
2400
2000 2800 2800
2800
2400 2800 00
0 00400 400
400 400
800
800 800
800
400
800
1200
1200
800
1600
1200 1200
1600
1200
2000
1600
2000
1600
2400
2000 2000
1600 1600 2400
2000
2400
2800
2800 2800
2400 2400
2800
2400 2800
Range Range
(nm)
Range Range
Range (nm)
(nm) (nm)
(nm) Range Range
(nm)
Range Range (nm)
(nm) (nm)
Range (nm) Range (nm)
Range (nm)
(kg)
(kg)
(kg)
(kg)
Payload(kg)
Payload(kg)
Payload(kg)
Payload(kg)
8000
8000 8000
8000 8000
8000 8000
8000 8000
8000
8000 8000
Payload
Payload
MTOW:kg44,225 kg
kg
Payload
MTOW: 44,225
44,225 kg
Payload
6000 6000
6000
Payload
Payload
Payload
Payload
Payload (kg)
Pannier
(OWE) of the aircraft andTanks
thus slightly reduces
and worldwide airfield data. assuming the highest typical Maximum Take-
Pannier Tanks
Off Weight (MTOW) and a typical Operating the maximum payload. This
+ Rear Baggage isBay
clear in the
Tanks
The software has the capability to provide the Weight Empty (OWE) for each aircraft sub-type. charts by the difference in payload between
Pannier Tanks
fuel, distance, time and payload for any route Other operational assumptions are given below each of the lines +
forForward
a given aircraft
and Rear sub-type.
Baggage Bay Tanks
and uses fuel burn data extracted from FCOM and the legend for the charts is shown on the
Volume 2 (Performance). The user can also right:
select from a number of operating conditions
such as temperature and flap setting. n ISA, Still Air
Operators wishing to use such software to n Long Range Flight Technique
understand the feasibility of routes of interest
n Sea Level Airfields
should contact Flight Operations Support at:
[email protected] n Fuel Tank Structural Weights as shown
Payload (kg)
opposite
n Fuel Loads as shown opposite.
Performance Software
Summary
This publication is intended to outline If you intend to conduct a remote operation, For additional information on any of the
the suitability of the BAe 146/Avro RJ for you should consider the following points: subjects described in this publication, please
remote runway operations. The capabilities do not hesitate to contact us:
described in each of the sections may
n Check your AFM 5.1 for the appropriate
be realised either through Flight Manual Flight Operations Support Service
appendices to conduct procedures outside
amendments, appendices, FCOM information, [email protected]
the flight manual. Appendices may be
or other approved means. Such capabilities,
obtained by contacting the modifications
contributing to the versatility of the aircraft, Customer Engineering
department
are summarised here. [email protected]
n Ensure your aircraft is fitted with the
appropriate modifications in accordance Modifications Department
with the relevant appendices [email protected]
n Understand the environment you are
Technical Publications
intending to operate in and how it may
[email protected]
alter your standard procedures
n Ensure your operations are approved by the
relevant local Airworthiness Authority
n Consider aircraft fuel capacity
improvements for longer range operations
n Use the latest performance software to
plan your operations and consider using an
Electronic Flight Bag solution.
Remote Runway Operations 31
Appendix Glossary
ACN Aircraft Classification Number List of AFM 5.1 Appendices
ACSL Altocumulus Standing Lenticular
AFM Aircraft Flight Manual AFM 5.1 Appendix 2 Ferry Flight with Landing Gear Retraction Mechanism
Unserviceable or with One, or Both, Main Gear Doors Removed
AMM Aircraft Maintenance Manual
APM Airport Planning Manual AFM 5.1 Appendix 3 Ferry Flight in which Flaps are Inoperative and Retracted Before
APU Auxiliary Power Unit Start of Take-off
BRK FANS Brake Fans
AFM 5.1 Appendix 4 Ferry Flight in Which One Engine is Inoperative Before Start of
CBR California Bearing Ratio
Take-off
CCSL Cirrocumulus Standing Lenticular
CG Centre of Gravity AFM 5.1 Appendix 5 Operations from Contaminated Runways
EASA European Aviation Safety Agency AFM 5.1 Appendix 7 Steep Approaches
EFB Electronic Flight Bag
ELT Emergency Locator Transmitter AFM 5.1 Appendix 12 Use of 33 Flap for Take-off
ESWL Equivalent Single Wheel Load AFM 5.1 Appendix 16 Operation Through La Paz Airport, Bolivia
EU European Union
FAA Federal Aviation Administration AFM 5.1 Appendix 18 High Altitude Net Take-off Flight Path Data
FAR Federal Aviation Regulations AFM 5.1 Appendix 29 Operation with Low Pressure Tyres on Paved or Unpaved
Runways
FCOM Flight Crew Operations Manual AFM 5.1 Appendix 36 Operations between 8,000 ft and 14,000 ft Airfield Pressure
FOD Foreign Object Damage Altitude
GPU Ground Power Unit
HF High Frequency
IAS Indicated Airspeed
ICAO International Civil Aviation Organisation
ISA International Standard Atmosphere
LCN Load Classification Number
LDA Landing Distance Available
OWE Operating Weight Empty
PSI Pounds per Square Inch
MPH Miles Per Hour
MTOW Maximum Take-Off Weight
NWS Nose Wheel Steering
PCN Pavement Classification Number
PNR Point of No Return
RJ Regional Jet
SB Service Bulletin
SG Specific Gravity
STOL Short Take-Off and Landing
TAS True Airspeed
ToDC Take-off Data Calculation
TOR Technical Operational Response
V1 Take-Off Decision Speed
VR Take-Off Rotate Speed
VREF Threshold Airspeed
BAESystemsRegional Aircraft
Prestwick International Airport
Ayrshire
KA9 2RW
United Kingdom
Telephone +44 (0)1292 675225
Fax +44 (0)1292 675432
E-mail: [email protected]
Web: www.regional-services.com