London City Airport
I think most of us on this thread are a little more professional than spotters ! Any more jibes like that and I'll write about all those go-arounds this morning that came over my house !
Back to AAR, hear that BA (through codeshare Sun Air) have decided not to do Copenhagen from next month after all, leaving things clear for SAS. Would have been a bit silly to have two operators start the same thing together.
Back to AAR, hear that BA (through codeshare Sun Air) have decided not to do Copenhagen from next month after all, leaving things clear for SAS. Would have been a bit silly to have two operators start the same thing together.
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How long is the planned journey from CPH-LCY on the SAS DHC8Q-400 (which I presume is the aircraft type selected for the flight)?
Seems a fair distance on a prop altho' I presume a lot of people will realise the benefits of flying into LCY rather than LHR
FC
Seems a fair distance on a prop altho' I presume a lot of people will realise the benefits of flying into LCY rather than LHR
FC
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LCY DIVERTS -
Due to WIP on RWY28 ILS - the performance criteria changes dramatically due the nature of the approach patterns and surrounding terrain. Radar can decend the aircraft to 1800 feet but pilots must have the PAPI's visual before any futher decent. This means the weather minima is 1700 ft ceiling and a visibility of 7kms. The weather and wind direction were issues today which meant trying to land on rwy 10 with a tailwind which is great for a Fokker 50 but not good for a full RJ100!!
Due to WIP on RWY28 ILS - the performance criteria changes dramatically due the nature of the approach patterns and surrounding terrain. Radar can decend the aircraft to 1800 feet but pilots must have the PAPI's visual before any futher decent. This means the weather minima is 1700 ft ceiling and a visibility of 7kms. The weather and wind direction were issues today which meant trying to land on rwy 10 with a tailwind which is great for a Fokker 50 but not good for a full RJ100!!
Copenhagen is 513 nm from City. SAS are showing 2h15m for the Copenhagen flights, compared to 1h50m for their jet service to Heathrow.
If both flights left together the jet would get well ahead as far as the London TMA, then would enter the infinite Lambourne hold and after a while you would get a good view from the right hand side of the Dash8 landing at LCY
Malmo Aviation used to do Malmo from LCY some years ago with a 146, which was one of the longer 146 flights as well. Malmo is no further from Copenhagen than LCY is from Heathrow.
If both flights left together the jet would get well ahead as far as the London TMA, then would enter the infinite Lambourne hold and after a while you would get a good view from the right hand side of the Dash8 landing at LCY
Malmo Aviation used to do Malmo from LCY some years ago with a 146, which was one of the longer 146 flights as well. Malmo is no further from Copenhagen than LCY is from Heathrow.
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The longest turboprop route from LCY is MUC at 566nm. In the past, it was done in a Q400 but after Augsburg Airways' withdrawal, the route was resumed by Cirrus with one of their FD 328-110. Must be quite a ride in a 30seat turboprop...
I have been wondering for a while why they have not changed the route from the turboprop to their new FD328-300 jets. They seem to use them only on ad hoc charter flights.
One question that remains is whether or not the FD328-300 is already certified for LCY. I seem to remember that the need for a separate certification was an issue a couple of years back when it was discussed whether the jet would be an option for Scot Airways. I was surprised to hear the BA/Sun Air announcement without any prior news of a successful certification.
I have been wondering for a while why they have not changed the route from the turboprop to their new FD328-300 jets. They seem to use them only on ad hoc charter flights.
One question that remains is whether or not the FD328-300 is already certified for LCY. I seem to remember that the need for a separate certification was an issue a couple of years back when it was discussed whether the jet would be an option for Scot Airways. I was surprised to hear the BA/Sun Air announcement without any prior news of a successful certification.
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The 328 jet did come in just before Fairchild-Dornier folded.
It spent a couple of days doing circuits, but I am unaware of whether it flew through the necessary hoops.
On a similar note, does anyone know if the larger Jungle Jet which was in about 6 months ago got the go-ahead for city. It has gone very quiet on that front.
It spent a couple of days doing circuits, but I am unaware of whether it flew through the necessary hoops.
On a similar note, does anyone know if the larger Jungle Jet which was in about 6 months ago got the go-ahead for city. It has gone very quiet on that front.
VLM announced today a new route from LCY to Isle of Man starting in 2 weeks time (1 November). A challenge for Euromanx.
The timings are an 0900 departure from LCY and a 1700 return from the island, which means it will either sit there all day or that VLM have something else lined up for it.
Not quite the business hour timings of Euromanx, but possibly more reliable.
The timings are an 0900 departure from LCY and a 1700 return from the island, which means it will either sit there all day or that VLM have something else lined up for it.
Not quite the business hour timings of Euromanx, but possibly more reliable.
