C Series at EGLC
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C Series at EGLC
https://youtu.be/FW-9MJB1tq0
MONTREAL, March 24 (Reuters) - Bombardier Inc said its CSeries will soon become the largest commercial aircraft capable of landing at London City Airport, a feat the Canadian planemaker expects will whet buyer interest at a time of sluggish market demand for new jets.
Bombardier, which this week completed a series of dedicated flight trials, expects to receive "steep approach" certification in the second quarter so that airlines can land the 110-seat CS100 variant at the urban airport, which has the challenge of a shorter runway, spokesman Bryan Tucker said.
The certification would allow CSeries customer Swiss Airlines to operate at London City, which is a four-mile drive from the capital's main financial district.
"We expect this to generate interest from other operators as the aircraft demonstrates its capabilities," Tucker said.
MONTREAL, March 24 (Reuters) - Bombardier Inc said its CSeries will soon become the largest commercial aircraft capable of landing at London City Airport, a feat the Canadian planemaker expects will whet buyer interest at a time of sluggish market demand for new jets.
Bombardier, which this week completed a series of dedicated flight trials, expects to receive "steep approach" certification in the second quarter so that airlines can land the 110-seat CS100 variant at the urban airport, which has the challenge of a shorter runway, spokesman Bryan Tucker said.
The certification would allow CSeries customer Swiss Airlines to operate at London City, which is a four-mile drive from the capital's main financial district.
"We expect this to generate interest from other operators as the aircraft demonstrates its capabilities," Tucker said.
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By comparison using published numbers from Janes.
You might want to reconsider your remarks.
A318 MTOW 150,000 PAX 72 (1 class) Range 3100 nm Max. Alt. 41,000 ft.
190 EJet MTOW 114,200 lbs PAX 114 Range 2450 nm Max. Alt. 41,000 ft.
RJ100 MTOW 93,000 lbs. PAX 112 Range 1570 nm Max. Alt. 31,000 ft.
CS100 MTOW. 134,000 lbs. PAX 125-130 Range 3100 nm Max. Alt. 41,000 ft.
I believe London City has a runway weight limit of 115,000 lbs. it's also worth pointing out Swiss pitched the RJ100 in favour of the CS100.
I'm sure operational considerations go beyond a single airport such as LCY.
Willie
You might want to reconsider your remarks.
A318 MTOW 150,000 PAX 72 (1 class) Range 3100 nm Max. Alt. 41,000 ft.
190 EJet MTOW 114,200 lbs PAX 114 Range 2450 nm Max. Alt. 41,000 ft.
RJ100 MTOW 93,000 lbs. PAX 112 Range 1570 nm Max. Alt. 31,000 ft.
CS100 MTOW. 134,000 lbs. PAX 125-130 Range 3100 nm Max. Alt. 41,000 ft.
I believe London City has a runway weight limit of 115,000 lbs. it's also worth pointing out Swiss pitched the RJ100 in favour of the CS100.
I'm sure operational considerations go beyond a single airport such as LCY.
Willie
Last edited by Willie Everlearn; 26th Mar 2017 at 17:19.
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Scary how time flies..... I can still recall watching the 1982 DHC-7 test flights into Heron Quay and the Summer '87 BAe-146 test flights at the present site.
Nostalgia link attached...
https://isleofdogslife.wordpress.com...on-quays-1982/
Nostalgia link attached...
https://isleofdogslife.wordpress.com...on-quays-1982/
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And I was present for the Dash 7 flights into Pemberton BC to try to establish the feasibility of an IFR approach close to Whistler.
Ahh yes... the good old days of Canadian aviation
Ahh yes... the good old days of Canadian aviation
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FTV2 did a total of 8 approaches to London City, nailed all the ground handling tests (which are actually tougher to pass) and finally took off with 9 pax & flew non-stop direct to New York. That should make Swiss very happy. Congratulations to all the team!
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"Bombardier capped a series of CS100 tests at London City Airport (LCY) with a nonstop transatlantic flight to New York JFK on March 25, demonstrating the range capability of the smallest CSeries airliner from the airport closest to central London.
CS100 flight-test aircraft FTV2 completed eight flights from LCY over two days on March 22-23, to validate the aircraft’s ability to operate into the airport, with its steep approach and short runway.
The flights, some with Transport Canada and European Aviation Safety Agency pilots on board, followed “hundreds” of landings in tests at Wichita and Salina, Kansas, Bombardier CSeries-VP and GM Rob Dewar said.
“We designed the aircraft specifically to operate from London City, and we made sure it has the wing area and thrust to get the required payload/range out of there,” Dewar said. “In all-economy and dual-class configuration it has twice the range of any aircraft that is viable for LCY.”
The CS100 also has transatlantic range from London City to New York, in all-business-class configuration with around 40 passengers, and the validation testing shows “we have a little bit more payload/range than we advertise,” he said.
Bombardier developed a special control law for the fly-by-wire CS100 for the 5.5-degree approach to LCY, which compares with the standard 3 degrees. This is pilot-selectable and commands lower engine thrust, increased spoiler deployment and a special flap setting.
Canadian and European authorities are expected to take six-eight weeks to validate compliance with the regulations for LCY operations, after which Swiss International Air Lines will seek operating approval from Swiss civil aviation authority FOCA and train its crews, which Dewar said requires eight flights per pilot.
Steep-approach certification will clear the CS100 to operate at multiple airports around the world with approaches steeper than 3 degrees, including several under development in China, and Dewar said Bombardier is in “advanced negotiations” with two customers that specifically require the ability to operate into LCY.
Bombardier is also certifying Category 3B autoland capability for the CSeries, with testing using CS100 test aircraft FTV3 about 50% complete. Swiss requires Cat 3 approval to operate into Zurich in fog season, and Korean Air requires Cat 3 for its larger CS300s, deliveries of which begin later this year.
Flight testing to obtain 180-min. extended-operations approval is also under way using CS300 test aircraft FTV8. Certification is expected in the third quarter, Dewar said."
- Aviation Week
This aircraft should appeal to Middle Eastern VIP flight departments. I suspect LCY would be preferred over EGGW or EGSS.
Willie
CS100 flight-test aircraft FTV2 completed eight flights from LCY over two days on March 22-23, to validate the aircraft’s ability to operate into the airport, with its steep approach and short runway.
The flights, some with Transport Canada and European Aviation Safety Agency pilots on board, followed “hundreds” of landings in tests at Wichita and Salina, Kansas, Bombardier CSeries-VP and GM Rob Dewar said.
“We designed the aircraft specifically to operate from London City, and we made sure it has the wing area and thrust to get the required payload/range out of there,” Dewar said. “In all-economy and dual-class configuration it has twice the range of any aircraft that is viable for LCY.”
The CS100 also has transatlantic range from London City to New York, in all-business-class configuration with around 40 passengers, and the validation testing shows “we have a little bit more payload/range than we advertise,” he said.
Bombardier developed a special control law for the fly-by-wire CS100 for the 5.5-degree approach to LCY, which compares with the standard 3 degrees. This is pilot-selectable and commands lower engine thrust, increased spoiler deployment and a special flap setting.
Canadian and European authorities are expected to take six-eight weeks to validate compliance with the regulations for LCY operations, after which Swiss International Air Lines will seek operating approval from Swiss civil aviation authority FOCA and train its crews, which Dewar said requires eight flights per pilot.
Steep-approach certification will clear the CS100 to operate at multiple airports around the world with approaches steeper than 3 degrees, including several under development in China, and Dewar said Bombardier is in “advanced negotiations” with two customers that specifically require the ability to operate into LCY.
Bombardier is also certifying Category 3B autoland capability for the CSeries, with testing using CS100 test aircraft FTV3 about 50% complete. Swiss requires Cat 3 approval to operate into Zurich in fog season, and Korean Air requires Cat 3 for its larger CS300s, deliveries of which begin later this year.
Flight testing to obtain 180-min. extended-operations approval is also under way using CS300 test aircraft FTV8. Certification is expected in the third quarter, Dewar said."
- Aviation Week
This aircraft should appeal to Middle Eastern VIP flight departments. I suspect LCY would be preferred over EGGW or EGSS.
Willie
Yes and no, depending on where in London is your destination. Not much better than Luton if headed to the West End. Especially when you consider I doubt private ops for CS100 sized planes will be authorized. It's hard enough for Globals.
GF
GF
It's not well known that LCY would not have happened without the involvement of DHC and the Dash 7.
The Dash 7 was, of course, the first transport aircraft certificated to FAR 25 with Special Conditions for steep approaches, up to 7.5 degrees. The British CAA bought into the idea, made a useful contribution to the regs and validated the TC and FAA certification.
Brymon Airways was the British launch customer, using the Dash 7 initially on oil support contracts for services to Unst airfield (Runway: 12/30 - 640meters/2099feet - asphalt) in the Shetland Isles. Brymon started service with the two Dash 7's operating from Aberdeen around 1981, for Chevron. With that experience behind them and with two Dash 7's operating from their home base of Plymouth, to LHR, their sights turned to the London Docklands STOLport opportunity which had just been proposed.
Unfortunately, a serious recession arrived in the UK around 1983, along with a drop in the pound which hurt Brymon very badly, with their revenue in GBP and the aircraft debt in CAD$! DHC quietly bought the shares for a nominal sum (with the acquiescence of the CAA) installed new management and ran the airline until selling it eventually to British Airways in 1986.
Without Brymon's experience of successful operations into Unst and without the financial 'bridge' of the DHC involvement to carry them through the recession, arguably the development of LCY might not have proceeded.
Funny how the world works!
The Dash 7 was, of course, the first transport aircraft certificated to FAR 25 with Special Conditions for steep approaches, up to 7.5 degrees. The British CAA bought into the idea, made a useful contribution to the regs and validated the TC and FAA certification.
Brymon Airways was the British launch customer, using the Dash 7 initially on oil support contracts for services to Unst airfield (Runway: 12/30 - 640meters/2099feet - asphalt) in the Shetland Isles. Brymon started service with the two Dash 7's operating from Aberdeen around 1981, for Chevron. With that experience behind them and with two Dash 7's operating from their home base of Plymouth, to LHR, their sights turned to the London Docklands STOLport opportunity which had just been proposed.
Unfortunately, a serious recession arrived in the UK around 1983, along with a drop in the pound which hurt Brymon very badly, with their revenue in GBP and the aircraft debt in CAD$! DHC quietly bought the shares for a nominal sum (with the acquiescence of the CAA) installed new management and ran the airline until selling it eventually to British Airways in 1986.
Without Brymon's experience of successful operations into Unst and without the financial 'bridge' of the DHC involvement to carry them through the recession, arguably the development of LCY might not have proceeded.
Funny how the world works!
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Nostalgia . . .
Ever watch the Rotterdam Flexair Dornier-228 circuit training?
There was no simulator for the aircraft in those days.
Enjoyed every bit of it . . .
Kind regards, learner . . .
Ever watch the Rotterdam Flexair Dornier-228 circuit training?
There was no simulator for the aircraft in those days.
Enjoyed every bit of it . . .
Kind regards, learner . . .
That was my point, Mike Echo, there's only one Global-sized spot on the Jet Centre ramp, as I recall. A private C-Series would have to park somewhere else, the only "else" is the terminal and that ain't happening.
GF
GF
