Biz Jets, Ag Flying, GA etc.The place for discussion of issues related to corporate, Ag and GA aviation. If you're a professional pilot and don't fly for the airlines then try here.
Hearing voices as far as I know, as far as I'm aware there are no plans to operate the 2000 or 200LX into LCY, the aircraft does not have the capabilities to land on the short runway after completing the steep approach.
in order to meet the steep approach AND the go around gradient, The Falcon 2000 EX has to approach with Airbrake 1 and Vref+10 mini, as a consequence the Landing distance has to be factored +12%. Conversely the field length landing weight occurs when available runway length multiplied by 0.89 is equal to the landing distance ( or Landing field lenght as applicable) given by the tables.
This is why for the time being you cannot land with a F2TH in LCY
Way back in about 1994/5 I was fortunate to have a ride in one of the first Falcon 2000's to do some demo flights into and out of LCY. As time somewhat dulls the memory I suspect they probably done for evaluation probably with special permission. I know at the time there were issues with GPWS but I had a feeling that approval was given for operation around 1996/97. Can anyone clarify if this was the case and then later the approval removed or was it never issued? I do note it is not on the current LCY list of approved aircraft. Many Thanks Mike Echo
Thanks for the phots. HS-125. Looks like they had to clear all the other biz jets out from the signature ramp to turn her around, or maybe it was parked where the old fuel station/security gate was.
Of the top of my head some to add, Sovereign, Encore, Challenger 601, Dornier, mustang.
Anyway back to the thread, I thoght there were a lot of similarities with the 900 wing design so whats the problem with the 2000. There are similar weight swept wing twins going in there and the falcon has good brakes is it missed approach gradient issues???
Thanks for the phots. HS-125. Looks like they had to clear all the other biz jets out from the signature ramp to turn her around, or maybe it was parked where the old fuel station/security gate was.
The Jet Centre has not been operated by Signature for years, we never had to move any aircraft at all from the Jet Centre, in fact, we was surprised with the space the aircraft took up, although having more than one at a time could hamper our operation when busy.
Quote:
Of the top of my head some to add, Sovereign, Encore, Challenger 601, Dornier, mustang.
Anyway back to the thread, I thoght there were a lot of similarities with the 900 wing design so whats the problem with the 2000. There are similar weight swept wing twins going in there and the falcon has good brakes is it missed approach gradient issues???
Challenger 601 has not been approved. The 604 (With the modifications) and the 605 have been approved.
I've been told the Falcon does not have the same stopping power as the F900, also the 2000 I've been told has no Slats so has a faster approach speed. I highly doubt you'll ever see the Falcon 2000 operating into LCY, with the amount of companies operating the aircraft in Europe, it would not be financially viable considering the amount of work needed to be done to the design of the aircraft.
The certification for the Falcon 2000 was never issued for London City operations.
Sorry HS-125, I meant Jet Centre. You guys really know how to pack the jets in. Great job. If only you could get the boss of Signature Edinburgh down to spend a few days in LCY to see how you operate, they have 4 times the space and struggle with more than 12 aircraft!!
Second that Mccusker, probably the most capable (Best practised!) group of guys at moving planes around in the country ,very diligent in avoiding ramp rash. Biggest danger to a/c and crew at LCYJC is being mown over by a 30mph Lektro
Did Lee ever leave knew he was planning on doing....
Similar Threads 
Linear Mode
