Falcon 2000 series at London City

[two speed prop 3]

No inboard slats on the 2000. To give you an example at 30000 lbs
F900EX EASy VREF = 112 knots
F2000EX EASy VREF = 120 knots

Cheers,

TSP3

[HS-125]

Thank you all for the kind words, I'll make sure to pass this thread on to the rest of hte guys!

GSPOT, trying to work out who you are - I think I know you somehow . .. ;-)

-S

[Mike Echo]

After a chat with an old friend to confirm my memory
The 2000 received its steep angle approach supplement in 1996 and it did indeed do 3 visits as demos to LCY.
One of these was for a BAUA meeting in which pasengers were taken on demos including the CAA flight inspector. However it never received LCY approval because;
(a) no operator (as far as we know) applied to operate into there privately. And
(b) at the time LCY were tending only to clear types (CAA Politics)that could perform under Public Transport conditions. The 2000 couldn't quite make 1.67 stopping distance when the LDA was still 3999ft. Don't think anyone has looked at it since the runway has been extended, grooved and arrestor-bedded.
As an engineer, and not a pilot there may well have been other factors I was not aware of. I don't know what the situation is with a supplement for the EX/LX.

[CL300]

No inboard slats on the 2000. To give you an example at 30000 lbs
F900EX EASy VREF = 112 knots
F2000EX EASy VREF = 120 knots

Cheers,

TSP3

you cannot compare those values,

the 900EX is on average 2000 Lbs heavier than the F2TH EX (ie 26200 vs24200 ) as BOW.
a 900EX landing in LCY that would carry around 1000 Lbs of Pax and 2500 Lbs of fuel would have a Landing mass of around 29700 Lbs when for the same load the F2TH would land at 27700 Lbs and a Vref of 115 kt...

the LDA JAR OPS under these conditions is 4500 Ft this has to be factored +12% due to AB1 / VREf +10 approach goes to 5040 ft...with a declared LDA of 4324 ft....there is a bit missing.

But people are still thinking of some options.....

[two speed prop]

You can compare those values. What I was demonstrating was not an approach weight into LCY but the performance of the wing. They are essentially the same wing but the lack of inboard slats on the 2000 results in an 8 knot increase in VREF in this case. The difference is as much as 10 knots at higher weights.

If you look at the performance of a 900 in LCY you will see that it is extremely tight even with a reasonable headwind. In addition, Dassault have some how managed to get the aircraft certified with an approach speed of VREF + 5 with AB 1 instead of the 'normal' VREF + 10. They might struggle to do the same on the 2000 due to the missing slats.

Cheers,

TSP3