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Name BAe-146-300
Body Narrow
Wing Fixed Wing
Position High wing
Tail T-tail
WTC Medium
Type code L4J
Engine Jet
Engine count Multi
Position Underwing mounted
Landing gear Tricycle retractable
Mass group 4

Manufacturered as:





Stretched development of the BAe-146-200. First delivery in 1988. Total of 71 aircraft were built. Later replaced by Avro RJ 100. The B463 is member of the BAe 146 family of aircraft.

Technical Data

Wing span 26.21 m85.991 ft <br />
Length 30.99 m101.673 ft <br />
Height 8.59 m28.182 ft <br />
Powerplant 4 x 31kN Honeywell ALF 502R-5 turbofans.
Engine model Honeywell ALF502

Performance Data

Take-Off Initial Climb
(to 5000 ft)
Initial Climb
(to FL150)
Initial Climb
(to FL240)
MACH Climb Cruise Initial Descent
(to FL240)
(to FL100)
Descent (FL100
& below)
V2 (IAS) 125 kts IAS 155 kts IAS 250 kts IAS 250 kts MACH 0.65 TAS 426 kts MACH 0.68 IAS 250 kts IAS kts Vapp (IAS) 125 kts
Distance 1509 m ROC 1500 ft/min ROC 2000 ft/min ROC 1200 ft/min ROC 500 ft/min MACH 0.65 ROD 800 ft/min ROD 3000 ft/min MCS 200 kts Distance 1228 m
MTOW 4422544,225 kg <br />44.225 tonnes <br /> kg Ceiling FL310 ROD ft/min APC C
WTC M Range 18001,800 nm <br />3,333,600 m <br />3,333.6 km <br />10,937,007.882 ft <br /> NM

Accidents & Serious Incidents involving B463

  • B463 / PA38 Birmingham UK, 1999 (On 28 April 1999, a BAe 146-300 departing Birmingham began its daylight take off from Runway 33 without ATC clearance just prior to the touchdown of a PA38 on the intersecting runway 06. Collision was very narrowly avoided after the Controller intervened and the BAe 146 rejected its take off, just missing the PA38 which had stopped just off the runway 33 centreline. The Investigation noted the 146 pilots belief that a take off clearance had been issued but also that no attempt appeared to have been made to read it back or confirm it with the First Officer.)
  • B463, Khark Island Iran, 2016 (On 19 June 2016, a BAe 146-300 landed long at Khark Island and overran the end of the runway at speed with the aircraft only stopping because the nose landing gear collapsed on encountering uneven ground. The Investigation attributed the accident - which caused enough structural damage for the aircraft to be declared a hull loss - entirely to the decisions and actions of the aircraft commander who failed to go around from an unstabilised approach, landed long and then did not ensure maximum deceleration was achieved. The monitoring role of the low experience First Officer was ineffective.)
  • B463, en-route, South of Frankfurt Germany, 2005 (On 12 March 2005, the crew of a BAe 146-300 climbing out of Frankfurt lost elevator control authority and an un-commanded descent at up to 4500 fpm in a nose high pitch attitude occurred before descent was arrested and control regained. After landing using elevator trim to control pitch, significant amounts of de/anti-icing fluid residues were found frozen in the elevator/stabilizer and aileron/rudder gaps. The Investigation confirmed that an accumulation of hygroscopic polymer residues from successive applications of thickened de/anti ice fluid had expanded by re-hydration and then expanded further by freezing thus obstructing the flight controls.)