London City Airport Consultative Committee

Aircraft

Descriptions of the principal types of Aircraft authorised to use London City Airport

 

 

 

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Type Approval
Aircraft currently used for Scheduled Services
Approved Business Aircraft
Other Possible Aircraft - A318

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Type Approval

ALL aircraft using the Airport must be of an approved type. To qualify for approval an aircraft must fit into one of the Airport's Noise Categories and be capable of making an approach at 5.5 degrees or steeper (this compares with 3 degrees at most other airports). Helicopters and other vertical take off and landing (VTOL) aircraft, and aircraft with a single engine, are prohibited and flying for club or leisure purposes is not permitted. Type approval is given by the Airport's Operations and Control Department, telephone: +44 (0)20 7646 0241, fax: +44 (0)20 7511 0248, e-mail: operations@londoncityairport.com

All pilots must hold a Commercial or Air Transport Pilots Licence and have completed at least three approaches at 5.5 degrees or steeper.

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Aircraft currently approved for scheduled services

Here are brief details of the principal types of aircraft currently approved for use at the the Airport to provide scheduled services.   (Note:  The Maximum Take off and Landing Weights of aircraft are not always available at London City Airport).

ATR 42
BAe 146/Avro RJ family
BAe 4100 Jetstream
DHC Dash 7
Bombardier Q Series/DHC Dash 8
Dornier Fairchild 228
Dornier Fairchild Do328

Dornier Fairchild Do328 Jet
Embraer 135
Fokker 50
Fokker 70
Saab 340
Saab 2000
Shorts 360-300

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Air Wales ATR 42Avions de Transport Regional - ATR 42

ATR is a consortium formed in November 1981 when Aerospatiale (now part of EADS) and Aeritalia (now Alenia Aeronautica) merged their two separate, but similar, regional aircraft designs into one single effort. The ATR 42, the first of the ATR family of aircraft, made its first flight on 16 August 1984 and entered service (with Air Littoral) on 9th December 1985.

The ATR 42 was used at London City for a time to provide scheduled services for Air Wales to Cardiff and Swansea.

 

Type

Engines

Wing Span

Length

Max Cruising Speed

Passengers

Number Produced

ATR 42-300
2 x Pratt and Whitney Canada PW 120-2 turboprops of 2000  shp  
80ft 7ins
(24.57 metres)
74ft 4ins
(22.67 metres)
310  mph
(500 Km/Hr)
46-50
644 operated by 120 airlines in 2005 - more on order
 

Aircraft weight data

Type Max Takeoff Weight Max Landing Weight Max Zero Fuel Weight
ATR 42-300 36817lb  16700 kg 36,155 lb  16400kg 33510 lb  15200 kg

More Information on the ATR 42

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British Aerospace 146/Avro International Aerospace  RJ70/85/100 

British Airways BAe 146The  BAe 146 first flew in September 1981.  It was demonstrated at London City Airport in 1988 and, following the lengthening of the runway, commercial services from the Airport using the 146 started in March 1992. It continues in constant daily service to a number of destinations.

The Avro RJ70, RJ85 and RJ 100 types were introduced as replacements for the BAe 146 -100. -200 and -300 series. The main changes included more powerful engines and all-digital avionics.  Avro is a division of BAe Systems.  

 

Type

Engines

Wing Span

Length

Max Cruising Speed

Passengers

Number Produced

BAe 146 -100 4x Textron Lycoming ALF 502-5 turbofans of 6,970 llbs thrust 86ft 5ins
(26.34 metres)
85ft10ins
(26.16 metres)
493 mph
(797 Km/Hr)
70/84 219
BAe 146 -200 93ft 8ins
(28.55 metres)
85/100
BAe 146 -300 101ft 8ins
(30.99 metres)
100/112
Avro RJ 70 4xHoneywell LF507-1F turbofans of 7,000 lbs thrust 86ft 5ins
(26.34 metres)
85ft10ins
(26.16 metres)
493 mph
(797 Km/Hr)
70/82 170  - the last 4  were delivered to Blue1 (KF) in Nov 2003
Avro RJ 85 93ft 8ins
(28.55 metres)
85/100
Avro RJ 100 101ft 8ins
(30.10 metres)
100/112
 

 

Aircraft weight data

Type Max Takeoff Weight Max Landing Weight Max Zero Fuel Weight
BAe 146 -100 84000 lb  38102kg  77500 lb  35153 kg 68500 lb  31071 kg
BAe 146 -200 93000 lb  42184 kg 81000 lb  36741kg 73500 lb 33340 kg
BAe 146 -300 95000 lb  43091kg 83000 lb  37648 kg 78500 lb  35607 kg
Avro RJ 70 (Standard) 84000 lb 38102 kg 83500 lb 37875 kg 71500 lb  32423kg
Avro RJ 85 (Standard) 93000 lb  42185 kg 85000 lb  38556 kg 79000 lb  35834 kg
Avro RJ 100  (Standard) 97500 lb  44226 kg 88500 lb  40143 kg 82500 lb  37422 kg

 

In response to the problems which have severely affected the industry following the events in New York on 11th September 2001, BAe Systems announced in November 2001 that its plans to offer the Avro RJX,  combining the Avro RJ airframe with Honeywell's new AS977-1A engine, had been abandoned.

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Jetstream 41British Aerospace Jetstream 41 (JS41)

This aircraft first flew in September 1991. It is a derivative of the Jetstream 31 with a longer fuselage and a modified wing and tail.  The J41 is operating throughout the world in 29/30 seat commuter and 14-seat corporate shuttle configurations.

The type was used at London City for a time to provide scheduled services to Sheffield.

 

Type

Engines

Wing Span

Length

Max Cruising Speed

Passengers

Number Produced

BAe 41 Jetstream
2 x TPE 331 14GR-805H turboprops of 1650 shp 
60ft 5ins
(18.42 metres)
63ft 2ins
(19.25 metres)
339  mph
(547 Km/Hr)
29 plus 1 or 2 crew
100 when production ceased in 1998
 


Aircraft weight data

Type Max Takeoff Weight Max Landing Weight Max Zero Fuel Weight
BAe 41 Jetstream 24000 lb  10886 kg 23300 lb  10569 kg 21400 lb 9707 kg

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DHC Dash 7De Havilland Canada Dash 7

The Dash 7, which first flew on 27 March 1975, was designed as a STOL (short takeoff and landing) 50 seat regional airliner capable of operating from strips as short as 915m (3000ft) in length.

This aircraft was a major player in the early history of  London City Airport which was conceived originally on the basis that it would be used only by the DHC Dash-7and aircraft with equivalent STOL capabilities. For the first four-and-half years it was the only aircraft providing scheduled services.

Pictured right is a Dash-7 of the former London City Airways.  The other carrier at the Airport at that time was Brymon Airways. They featured very prominently in the Airport's conception and early history.  There are more Dash-7 pictures among the History pages of this site

 

Type

Engines

Wing Span

Length

Max Cruising Speed

Passengers

Number Produced

De Havilland Canada Dash 7 - 100
2 x Pratt and Whitney PT6A-50 turboprops of 1150 shp  
93ft 0ins
(28.35 metres)
80ft 8ins
(24.59 metres)
265 mph
(426 Km/Hr)
50 plus 2 crew
113 delivered when production ceased in 1988.  
 

Aircraft weight data

Type Max Takeoff Weight Max Landing Weight Max Zero Fuel Weight
De Havilland Canada Dash 7 44000 lb   19,958 kg 42000 lb   19051 kg 39000 lb  17690 kg

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Lufthansa Dash 8Bombardier Q Series/De Havilland Dash 8

The first De Havilland Canada Dash 8 flew in June 1983.  The present owners of the company, Bombardier Aerospace, have renamed the Dash 8 family as the Q series (Q for quiet).  

The new Q400 was approved for use at London City in October 2001. 

 

Type

Engines

Wing Span

Length

Max Cruising Speed

Passengers

Number Produced

Q100/Dash 8- 100 2 x Pratt and Whitney PW120A turboprops of 2150 shp   85ft
(25.9 metres)
73ft
(22.3 metres)
311 mph
(500 Km/Hr)
37/39 299
Q200/Dash 8-200 2 x Pratt and Whitney PW123D turboprops of 2150 shp   339 mph
(546 Km/Hr)
96 as at August 052 - 1 on order
Q300/Dash 8-300 2 x Pratt and Whitney PW123B turboprops of 2500 shp   90ft
(27.4 metres)
84. 3ins
(25.7 metres)
328 mph
(528 Km/Hr)
50/56 216 as at August 052 - 21 on order
Q400
 2 x Pratt and Whitney PW150A turboprops of 5071 shp (Max Power) 
93ft 5ins
(28.42 metres)
107ft 9 ins
(32.82 metres)
403 mph
(648 Km/Hr)

68/78

103 as at August 052 - 48 on order
 

 

Aircraft weight data

Type Max Takeoff Weight Max Landing Weight Max Zero Fuel Weight
Q100/Dash 8- 100 36300 lb  16466 kg 33900 lb 15377 kg 32000 lb  14515 kg
Q200/Dash 8-200 36300 lb 16466 kg 34500 lb  15649 kg 32400 lb  14696 kg
Q300/Dash 8-300 43000 lb  19505 kg 42000 lb  19051 kg 39500 lb 17917 kg
Q400 (High Gross Weight Version)  64500 lb  29257 kg 61750 lb 28009 kg 57000 lb 25855 kg

More Information on the Dash 8/Bombardier Q series

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Dornier 228Dornier Do228

This aircraft first flew on 28 March 1981and entered airline service in January 1982. It is a tough, short-field aircraft used for passenger service, freight and many surveillance and military applications.  It is still being produced under license in India.  

The Dornier 228 was in use for some time at London City to provide services to Rotterdam.

 

Type

Engines

Wing Span

Length

Max Cruising Speed

Passengers

Number Produced

Fairchild Dornier 228-212
2 x AlliedSignal Garrett TPE331-5-252D turboprops of 776 shp  
55ft 8ins
(16.97 metres)
54ft 4ins
(16.56 metres)
269 mph
(434 Km/Hr)
19 plus 2 crew
240 delivered when production ceased in 1995.  Still in production under licence in India.
 

Aircraft weight data

Type Max Takeoff Weight Max Landing Weight Max Zero Fuel Weight
Fairchild Dornier 228-212 13669 lb  6200 kg 13448 lb  6100 kg 12323 lb  5590 kg

Following the demise of Fairchild Dornier maintenance and support for this aircraft is now offered by Avcraft.

More Information on the Dornier 228

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Do 328Dornier Do328

This aircraft first flew on 6th December 1991.  The first production aircraft was delivered in 1993.  

Scot Airways use this type to provide their services from London City Airport. 

This picture taken at Edinburgh Airport by Joe Curry (2002)

 

Type

Engines

Wing Span

Length

Max Cruising Speed

Passengers

Number Produced

Fairchild Dornier 328-200
2 x Pratt and Whitney PW119B turboprops of 2180 shp  
68ft 10ins
(20.98 metres)
69ft 9ins
21.28 metres)
397 mph
(639 Km/Hr)
30/32
108
 

 

Aircraft weight data

Type Max Takeoff Weight Max Landing Weight Max Zero Fuel Weight
Fairchild Dornier 328-200 30843 lb  13990 kg 29167 lb  13230 kg 27800 lb  12610 kg

More Information of the Dornier 328

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Do328Jet

Dornier Do328J

This aircraft first flew in 1998 with certification and first deliveries in July 1999.  The aircraft is a jet powered derivative of the Dornier 328.

A total of 111 were built including the prototype converted from a 328 turboprop.

 

Type

Engines

Wing Span

Length

Max Cruising Speed

Passengers

Number Produced

Fairchild Dornier 328Jet
2 x Pratt and Whitney PW306B turbfans, each 6.050 lbs thrust 
68ft 10ins
(20.98 metres)
69ft 9ins
(21.28 metres)
405 knots
(750 Km/Hr)
32/34
111
 

 

Aircraft weight data

Type Max Takeoff Weight Max Landing Weight Max Zero Fuel Weight
Fairchild Dornier 328 Jet 33510 lb  15200 kg 31724 lb  14390 kg 28814 lb  13070 kg

More Information of the Dornier 328

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Embraer ERJ 135

This 37 seat aircraft first flew in July 1998.  It is a derivative of the larger  50 seat ERJ 145 with which it shares more than 90% of its parts. The engines, main systems, cockpit, wing, tail and fuselage cross section are all the same but it is 11.7 feet (3.6m) shorter. It entered airline serrice in August 1999.

The type was given JAA approval to useLondon City in October 2003.  The Irish airline JetMagic used the aircraft for a time to provide services to Cork. Luxair are now using it for its service between London City and Luxembourg replacing the Fokker 50.

 

Type

Engines

Wing Span

Length

Max Cruising Speed

Passengers

Number Produced

Embraer ERJ 135
2 xAE 3007A1/3 Rolls-Royce turbofans with 7,201 lb
65 ft 9 in
(20.04 metres)
86 ft 5 in
(26.33 metres)
450 kts
(833 Km/Hr)
37
128 on order in August 03
 

Aircraft weight data

Type Max Takeoff Weight Max Landing Weight Max Zero Fuel Weight
Embraer ERJ 135 44092 lb  20000 kg 40785 lb  18500 kg 35273 lb 16000 kg

More information on the Embraer ERJ 135

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Fokker 50

This aircraft first flew in December 1985.  It is very little different from the Fokker F27-500 from which it is derived. The main enhancement over the F-27 was more powerful engines, delivering higher cruising speeds, greater fuel economy and range. Other improvements included updated avionics to decrease flight crew workload and small winglets to enhance efficiency.  Production of the aircraft came to an end in March 1995.  The type is in constant daily use at London City with VLM.

 

Type

Engines

Wing Span

Length

Max Cruising Speed

Passengers

Number Produced

Fokker 50
2 x Pratt and Whitney PW125B turboprops of 2500 shp  
95ft 2ins
(29 metres)
82ft 10ins
(25.25 metres)
332  mph
(535 Km/Hr)
46/58
190 + 
 

Aircraft weight data

Type Max Takeoff Weight Max Landing Weight Max Zero Fuel Weight
Fokker 50 43980 lb  19950 kg 42990 lb  19500 kg 41000 lb 18600 kg

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  Fokker 70

Fokker 70

This aircraft first flew in April 1993. The Fokker 70 is a shortened development of the popular 100 seat class Fokker 100. Production ceased after Fokker was put into liquidation early in 1997.  

The type was in daily use at London City with Austrian..  

 

Type

Engines

Wing Span

Length

Max Cruising Speed

Passengers

Number Produced

Fokker 70
2 x Rolls Royce Tay 620 Turbofans of 13,850lb st (61.6kN)  
92ft 11ins
(28.08 metres)
101ft 5ins
(30.91 metres)
531 mph
(854  Km/Hr)
80 plus two crew
309 
 

Aircraft weight data

Type Max Takeoff Weight Max Landing Weight Max Zero Fuel Weight
Fokker 70 81000lb  36740 kg 75000lb  34020 kg  71000lb 31975 kg

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Saab 340Saab 340B

The Saab 340B first flew in April 1989.  It is similar to the Saab 340A but has an extended-span tail plane and more powerful engines. 

The type has seen service at London City but it is not currently in use for scheduled services

 

Type

Engines

Wing Span

Length

Max Cruising Speed

Passengers

Number Produced

Saab 340B
2 x General Electric CT7-9B turboprops of 1870 shp  
70ft 4ins
(21.44 metres)
84ft 9ins
(19.73 metres)
421  mph
(678 Km/Hr)
30-37 plus two crew
430 - production wound up in 1998. 
 

Aircraft weight data

Type Max Takeoff Weight Max Landing Weight Max Zero Fuel Weight
Saab 340B 29000 lb  13155 kg 28500 lb   12930 kg 26500 lb   12020 kg

More Information of the Saab 340

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Saab 2000Saab 2000

This aircraft first flew in March 1992. It entered service in 1994 offering jet-like performance to give regional airlines greater productivity and operational flexibility. Among the Saab 2000's features is its ability to fly long- range regional routes of up to 1,000 miles. It is similar to the Saab 340 but with a much longer fuselage. 

This aircraft has seen service at London City with Crossair (now Swiss).

 

Type

Engines

Wing Span

Length

Max Cruising Speed

Passengers

Number Produced

Saab 2000
2 x Allison AE2100A turboprops of 3095 shp  
81ft 3ins
(24.76 metres)
89ft 6ins
(27.28 metres)
421  mph
(678 Km/Hr)
50
59 - production ceased in 1998
 

Aircraft weight data

Type Max Takeoff Weight Max Landing Weight Max Zero Fuel Weight
Saab 2000 50265 lb  22800 kg 48500 lb  22000 kg 43430 lb  19700 kg

More Information on the Saab 2000

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Shorts 360Shorts 360-300

This aircraft first flew in June 1981. Developed by Short Brothers of Belfast the Shorts 360 has gained a reputation as a reliable, economical aeroplane which well suited to short-haul regional operations. The wide, spacious cabin gives the aircraft great passenger appeal, whilst the square cabin cross-section, large forward door, and low cabin floor height also make it a favourite with freight customers.  The type has not been used for scheduled services at London City

 

Type

Engines

Wing Span

Length

Max Cruising Speed

Passengers

Number Produced

Shorts 360-300
2 x Pratt and Whitney PT6A-67R turboprops of 1424 shp  
74ft 10ins
(22.81 metres)
70ft 10ins
(21.59 metres)
242  mph
(390 Km/Hr)
39 plus 2 crew
164 when production ceased in 1991
 

Aircraft weight data

Type Max Takeoff Weight Max Landing Weight Max Empty Weight
Shorts 360-300 27100 lb  12292 kg 26500 lb  12020 kg 17350 lb  7870 kg

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Approved Business Aircraft

Here is a list of other approved aircraft as at February 2008 - check with Operations (telephone: +44 (0)20 7646 0241, fax: +44 (0)20 7511 0248, e-mail: operations@londoncityairport.com) for any changes.  

 
 

BE20 Beechcraft 200

BE9L Beechcraft 900

BE58 PA Beechcraft Baron

C90/C90A Beechcraft

B300 Beechcraft

Beech 400A

Hawker 800 XP

C510 (Citation Mustang)

C550 (II) (Citation II)

C560 (Citation V)

C525 CJ1 (Citation Jet 1)

C525 CJ2 (Citation Jet 2)

C525 CJ3 (Citation Jet 3)

C550 (Citation Bravo)

C56X (Citation Excel)

EMB 135BJ (Legacy)

FA900B (subject to individual ability to complete public transport factored landing distances)

FA10 (Falcon 10)

FA50 (Falcon 50)

F7X (Falcon 7X)

F900EX (Falcon 900EX)

Bombardier Challenger 605 (CL60)

Learjet 45 (LJ45)

PA34 (Seneca)

PA31 (Navajo)

P180 (Piaggio Avanti)

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Cessna Citation Bravo  
  Dassualt Falcon  
 

 

 

 

 

 
 
 

Other Possible Aircraft

Airbus A318

Saturday 14th May 2006

Among the aircraft currently under consideration for use on routes serving London City Airport is the Airbus A318. This aircraft paid a visit to the Airport for compatibilty tests on Saturday 14th May 2006 and here are some pictures taken at the time - click the thumbnails to see a larger version:

Airbus 318 at LCY - May 2006
Airbus 318 at LCY - May 2006
Airbus 318 at LCY - May 2006
Aribus 318 at LCY - May 2006
Airbus 318 at LCY - May 2006
Air 318 at LCY - May 2006

In a press release issued to mark the visit Airbus said the A318 offers twice the range of existing aircraft serving Airport and will allow commercial operators to offer new, longer distance routes to new markets such as Rome, Madrid and Eastern Europe. The A318 Elite corporate jet version could operate even further afield.

The visit follows three years of evaluation by Airbus, London City Airport and airworthiness authorities. In March 2006 authorities granted the A318 a Steep Approach Certification which enabled the compatibility tests to take place. "With its ultra low noise characteristics" says the press release "the A318 makes an extremely good neighbour for downtown airports".

The smallest in the Airbus family, the A318 entered service in July 2003. It has a range of up to 3,250 nm/6,000 km, and typically accommodates 107 passengers in a two-class layout and up to 132 passengers in a single-class layout.

Saturday 29 October 2006

The A318 again visited the Airport to perform a series of compatibility tests. The aircrft was crewed by Captain Ed Strongman, Airbus Experimental Test Pilot and pilots from the European Aviation Safety Agency (EASA), with Stéphane Vaux as Airbus Flight Test Engineer.

London City is constrained by obstacles and tough noise-rules.  The Airport believes that in successfully demonstrating steep approaches – an approach path at an angle of 5.5 degrees instead of the 3 degrees typical at most airports – the Airbus A318 has shown that it can meet these constraints, confirming its ability to be an extremely good neighbour at city sites.  The aircraft undertook a number of landings, including several missed approaches and ground manoeuvring exercises, including turning on the runway.

Here are some pictures taken from across the Dock by a group from the Beckton Community Forum (click the thumbnails to see a larger version):

Airbus 318 at LCY - October 2006
Airbus 318 at LCY - October 2006
Airbus 318 at LCY - October 2006

Here is the Group's reaction:

"I was with Debbie (Member of Aviation Environmental Federation AEF) and we went along to listen and photograph the new Airbus 318 and make a lot of noise if it was too noisy;  but the engine noise was no big deal for a larger aircraft - It took off into a steep climb and certainly no louder than the usual Jets and much quieter than -the exec jets and the short haul propeller (turbo props),  also bearing in mind - it took off without passengers or freight.

"Our verdict was  - the engineers and designers have successfully developed an aircraft that has more powerful engines, takes more passenger further is therefore bigger and quieter.  On our way back we called in to the local corner shop (approx 1000yds away) and asked the owners and customers about the new aircraft noise and they said - what noise? 

"As a visitor to this area Debbie was impressed with the representation and shared information we have with the local airport

The aircraft used on 29th October was fitted with the latest technology engines and carried 56 tonnes, representative of the load it would take from London City under normal operations. With this in mind the Airport commented that it would not expect the aircraft to be noiser when carrying passengers and freight.

On 1st February 2008 British Airways announced that in 2009 it would be launching a twice daily business class-only service from London City Airport to New York using the A318. It is understood that regulatory approval to use LCY is now being pursued by the manufacturer and the operator.  BA have placed an order for the aircraft and they expect to launch the service in 2009 - they will announce the exact start date nearer the time.  There is no need to change or extend the runway for this aircraft but some apron work may be needed. Click here to see the Airport's press release.

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An independent Consultative Committee established by London City Airport pursuant to Section 35 of the Civil Aviation Act 1982
Chairman:
John Adshead     Secretary: Stuart Innes
E-Mail

Page last modified: 14th October 2008