If all goes well, the ATR MAY be replaced with an ER3 next Summer, but there are still a number of issues to be resolved.
Although the ER3 has been certified for LCY ops, as soon as the temp increases above 10°C and/or the runway is declared as wet, the performance takes a serious hit, especially landing performance – 99% of the time an ER3 would have to divert. It looks as if there are a number of solutions, which could resolve the performance issues. The company is currently working with the CAA, EASA and Embraer on these solutions.
On a side note the ATR is getting a very interesting bmi livery, it will be advertising the new bmi Carribean routes.
Do the Embraers that they operate have thrust reversers?
I would have to say that it wouldn’t be landing performance that would take the hit but the takeoff performance. I’ve had fully loaded 145’s down and stopped in less than 3000′ when needed (probably closer to 2500′). The early ERJ’s have smaller disks in their brake system which can hinder quick turn arounds due to high brake temperatures as well as slightly longer landing distances (but not excessive). With turns greater than 46-60 minutes on the ground they are cool enough not to require a takeoff penalty.
Older 135/145ER’s and their European equivilant would suffer greatly off such short runways when full due to their engines. If they were upgraded to the newer RR/Allison engines I’m sure they would do fine.
I’ll be curious what modifications will be required to meet the needs of this airports.
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