Embraer Legacy for LCY

There is an ASDA store at London City Airport?

There is an ASDA store at London City Airport?

As a rule of thumb i know that VLM usually take Southend as their divert, and ScotAirways take Biggin Hill for the 328

As a rule of thumb i know that VLM usually take Southend as their divert, and ScotAirways take Biggin Hill for the 328

A note on maintenance facilities at LCY. There are open parking areas at both ends of the terminal building which are being enlarged. Not very practical surrounded by the Thames and in Winter! Most aircraft seem to depart before the Saturday noon curfew and fly back on Sunday afternoon.
Regarding diversions, Biggin Hill is very near and Thames Radar control both approaches. Also Southend has taken diversions.
mmitch.

A note on maintenance facilities at LCY. There are open parking areas at both ends of the terminal building which are being enlarged. Not very practical surrounded by the Thames and in Winter! Most aircraft seem to depart before the Saturday noon curfew and fly back on Sunday afternoon.
Regarding diversions, Biggin Hill is very near and Thames Radar control both approaches. Also Southend has taken diversions.
mmitch.

EI-ORK was a 135ER now with Regional Air Lines in Morroco as CN-RLG

EI-ORK was a 135ER now with Regional Air Lines in Morroco as CN-RLG

I didn’t see it listed here:

http://www.aerohobby.net/03_145.htm

I didn’t see it listed here:

http://www.aerohobby.net/03_145.htm

They currently have 9 ERJ145EPs, and 2 ERJ135ERs I believe currently in service, so i presume with just the one 135 on the horizon it will end up being a 135ER mod.

Out of intestest does anybody know what EI-ORK was? As a new delivery from EMB it may point us towards what the next 135 model will be?

They currently have 9 ERJ145EPs, and 2 ERJ135ERs I believe currently in service, so i presume with just the one 135 on the horizon it will end up being a 135ER mod.

Out of intestest does anybody know what EI-ORK was? As a new delivery from EMB it may point us towards what the next 135 model will be?

What models of the ER3’s will be used?

What models of the ER3’s will be used?

The Portugalia 145 (CS-TPJ) had the thrust reversers locked out when we had the aircraft on dry lease. For a short period (approx 6 weeks) prior to the UK authorities approving the dry lease, we operated TPJ as a wet lease with Portugalia crews. During this 6 week period the thrust reversers were still operative.

As for deliveries, the only one currently on the horizon is an ER3, which I understand was originally destined for Jetmagic. Although a ‘new’ aircraft it has been sitting at Embraer for quite a while, and requires a number of mods to bring it upto the current production standard. Delivery date is still TBC, but at the last update there was talk of it being delivered early next year (Jan/Feb).

If LCY ops did eventually start for our ER3’s I guess XJ and XK will be modified accordingly to give us a bit more flexibility. There are still a few hurdles to clear before we get to that stage.

Re the Jetmagic ER3’s, I don’t know if they were already modified prior to delivery or not. I can’t remember if Jetmagic had ER3’s in service prior to Embraer getting the ER3 approved for LCY ops.

The Portugalia 145 (CS-TPJ) had the thrust reversers locked out when we had the aircraft on dry lease. For a short period (approx 6 weeks) prior to the UK authorities approving the dry lease, we operated TPJ as a wet lease with Portugalia crews. During this 6 week period the thrust reversers were still operative.

As for deliveries, the only one currently on the horizon is an ER3, which I understand was originally destined for Jetmagic. Although a ‘new’ aircraft it has been sitting at Embraer for quite a while, and requires a number of mods to bring it upto the current production standard. Delivery date is still TBC, but at the last update there was talk of it being delivered early next year (Jan/Feb).

If LCY ops did eventually start for our ER3’s I guess XJ and XK will be modified accordingly to give us a bit more flexibility. There are still a few hurdles to clear before we get to that stage.

Re the Jetmagic ER3’s, I don’t know if they were already modified prior to delivery or not. I can’t remember if Jetmagic had ER3’s in service prior to Embraer getting the ER3 approved for LCY ops.

Darren, bmi have used E145 aircraft on lease with reverse thrust operations (the Portugalia springs to mind here), and this was after the deliveries of all current Embraer family models, with both an E135 and 145 due in the first half of next year are these examples going to differ from the current fleet in being Reverse thrust equipped? Would this not cause operational problems during maintainance periods?

Also on the question front, was the E135 of Jetmagic that i believe eventually gained LCY approval modified by Embraer prior to delivery as i understood this was a new build factory model when Jetmagic took it?

MANAIRPORTMAD, didn’t mean to be cocky, but the answer was in the previous postings.

Darren, bmi have used E145 aircraft on lease with reverse thrust operations (the Portugalia springs to mind here), and this was after the deliveries of all current Embraer family models, with both an E135 and 145 due in the first half of next year are these examples going to differ from the current fleet in being Reverse thrust equipped? Would this not cause operational problems during maintainance periods?

Also on the question front, was the E135 of Jetmagic that i believe eventually gained LCY approval modified by Embraer prior to delivery as i understood this was a new build factory model when Jetmagic took it?

MANAIRPORTMAD, didn’t mean to be cocky, but the answer was in the previous postings.

WD,

To operate ex LCY, an ER3 will require thrust reversers, A1/3 engines and the steep approach mod.

I’ve sent you a pm with some of the current performance numbers. The ongoing work is with regards to such items as ‘grooved’ runway performance for takeoff/landing, restriced CG for takeoff and landing screen height (steep approach to a 35ft screen height instead of 50ft).

Even with the above, the landing performance will still be worse than take-off performance. Worst case would be a max-landing weight that would allow 30 pax, yet max take-off weight would allow 37 pax under the same conditions.

I understand what you say regarding take-off performance and generally that is what causes problems for us, especially when operating 1000nm+ sectors from runways that are under 2000m (6600ft) long.

WD,

To operate ex LCY, an ER3 will require thrust reversers, A1/3 engines and the steep approach mod.

I’ve sent you a pm with some of the current performance numbers. The ongoing work is with regards to such items as ‘grooved’ runway performance for takeoff/landing, restriced CG for takeoff and landing screen height (steep approach to a 35ft screen height instead of 50ft).

Even with the above, the landing performance will still be worse than take-off performance. Worst case would be a max-landing weight that would allow 30 pax, yet max take-off weight would allow 37 pax under the same conditions.

I understand what you say regarding take-off performance and generally that is what causes problems for us, especially when operating 1000nm+ sectors from runways that are under 2000m (6600ft) long.