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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

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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).

 
 

Airbus A318
BAe 146/Avro RJ family
BAe 4100 Jetstream
ATR 42
ATR 72
DHC Dash 7
Bombardier Q Series/DHC Dash 8
Dornier Fairchild 328

Dornier Fairchild Do328 Jet
Embraer 135
Embraer E170
Embraer E190
Fokker 50
Fokker 70
Saab 340
Saab 2000

 
 
Airbus A318

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Airbus A318

In 2009 British Airways launched a twice daily business class-only service from London City Airport to New York using the A318.  There was no need to change or extend the runway for this aircraft and the new aprons were large anough to accommodate an aircraft of this size. Click here to see the Airport's press release about the new service.

 

Type

Engines

Wing Span

Length

Max Cruising Speed

Passengers

Number Produced

Airbus A318
2 x CFM56-5 or PW 6000A 
111 ft. 10 ins
(34.10 metres)
103 ft. 2 ins
(31.45 metres)
Mach 0.78
107 - 117
Note: The aircraft ordered by BA for its London City services will be Business Class only with 32 seats
67 with 16 on order as at January 2009
 


Aircraft weight data

Type
Max Takeoff Weight
Max Landing Weight
Max Zero Fuel Weight
Airbus A318
68 tonnes
150,800 lbs
57.5 tonnes
126,800 lbs
54.5 tonnes
120,000 lbs

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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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Avions de Transport Regional - ATR 42ATR 42-500

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 current production model is the ATR-500.

The ATR 42 -300 was used at London City for a time to provide scheduled services for Air Wales to Cardiff and Swansea. The ATR42-500 is now used by Contact Air to provide services for Lufthansa Regional

 

Type

Engines

Wing Span

Length

Max Cruising Speed

Passengers

Number Produced

ATR 42-300 2 x Pratt and Whitney Canada PW 120-2 turboprops
80ft 7ins
(24.57 metres)
74ft 5ins
(22.67 metres)
270 knots
(500 Km/Hr)
46-50
403 as at December 2008
ATR 42-500 2 x Pratt and Whitney Canada PW 127 turboprops
80ft 7ins
(24.57 metres)
74ft 5ins
(22.67 metres)
300 knots
(555 Km/Hr)
46-50
 

Aircraft weight data

Type
Max Takeoff Weight
Max Landing Weight
Max Zero Fuel Weight
ATR 42-300
36817lbs  16700 kg
36,155 lbs  16400kg
33510 lbs  15200 kg
TR 42-500
41,005 lbs  18,600kg
40,344 lbs  18,300kg
36817lbs  16700 kg

More Information on the ATR 42

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Aer Arran ATR72

Avions de Transport Regional - ATR 72

In February 2009 regional airline Aer Arann today became the first operator of the ATR 72-500 series aircraft into London City Airport. This followed its approval for operations into the Airport following a certification programme involving Aer Arann, ATR, London City Airport and the Civil Aviation Authority

The ATR 72 was developed from the ATR 42 by stretching the fuselage by 4.5 m (14 ft 9 in), increasing the wingspan, adding more powerful engines, and increasing fuel capacity by approximately 10 percent. The 72 was announced in 1986 and made its maiden flight on 27 October 1988. Exactly one year after that Finnair became the first company to put the plane into service.

At least 408 ATR 72s have been delivered worldwide with orders pending on at least 28 more. Aer Arran will use the aircraft for its services to the Isle of Man

 

 

Type

Engines

Wing Span

Length

Max Cruising Speed

Passengers

Number Produced

ATR 72-500 2 x Pratt and Whitney Canada PW127F turboprops
88ft 9ins
(27,050 metres)
89 ft 2 in
(27,166 metres)
276 knots
(511 Km/Hr)
68-74
407 as at December 2008
 

Aircraft weight data

Type
Max Takeoff Weight
Max Landing Weight
Max Zero Fuel Weight
ATR 72-500
49,604 lbs  22,500 kg
49,272 lbs  22,350 kg
45,194 lbs  20,500 kg

More Information on the ATR 72

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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-7 and aircraft with equivalent STOL capabilities. For the first four-and-half years it was the only aircraft providing scheduled services. Nowadays it is not seen at all.

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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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 use London 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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Embraer E170Embraer E170

In December 2008 British Airways announced that it had placed firm orders with Embraer for a fleet of 11 new generation fuel efficient aircraft which beginning in September 2009 have flown from London City Airport on routes to Scotland, Ireland and Europe. Included in the order were six Embraer 170s an aircraft type which gained approval for use at LCY in 2007. The remainder were E190s - see below.

As they are delivered the new aircraft are replacing BA CityFlyer's fleet of 10 Avro RJ100 and two RJ85 aircraft . The new aircraf are considered to be greener and more fuel efficient with significantly lower carbon dioxide emissions. This was said to be a key consideration placing in the order.

 

Type

Engines

Wing Span

Length

Max Cruising Speed

Passengers

Number Produced

Embraer E170 2×GE CF34-8E turbofans with 13,800lbs thrust each
85 ft 4 in
(26.00 metres)
98 ft 1 in
(29.90 metres)
0.8 mach (870Km/Hr)
70 - 80 The aircraft ordered by BA for use at London City will have 76 seats
148 with 45 on order as at 31/12/08
 

Aircraft weight data

Type
Max Takeoff Weight
Max Landing Weight
Max Zero Fuel Weight

Embraer E170 STD
Embraer E170 LR
Embraer E170 AR

79,344lb  35,990kg
82,011lb  37,200kg
85,098b  38,600kg
72,310lb  32,800 kg
72,310 lb  32,800 kg
73,414 lb  33,300 kg
66,447 lb 30,140 kg
66,447 lb 30,140 kg
68,123 lb 30,900 kg

More information on the Embraer E170

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Embraer E190

As already mentioned British Airways in December 2008 announced that it had has placed firm orders with Embraer for a fleet of 11 new generation fuel efficient aircraft which beginning in September 2009 have flown exclusively from London City Airport on routes to Scotland, Ireland and Europe. Included in the order were six Embraer 170s - see above - an aircraft type which gained approval for use at LCY in 2007. The remainder are E190s.

The new aircraft replaced the current fleet of 10 Avro RJ100 and two RJ85 aircraft operated by BA CityFlyer. The new aircraft will be greener and more fuel efficient with significantly lower carbon dioxide emissions. This was said to be a key consideration in the order.

 

Type

Engines

Wing Span

Length

Max Cruising Speed

Passengers

Number Produced

Embraer E190 2×GE´s CF34-10E turbofans with 18,500 lbs thrust each
94ft 3in
(28.72 metres)
118ft 11in
(36.24 metres)
0.8 mach (870Km/Hr)
98 to 114. The aircraft ordered by BA for use at London City will have 98 seats
201 with 237 on order as at 31/12/08
 

Aircraft weight data

Type
Max Takeoff Weight
Max Landing Weight
Max Zero Fuel Weight

Embraer E190 STD
Embraer E190 LR
Embraer E190 AR

105,358 lb  47,790kg
110,892 lb  50,300kg
114,199 lb  51,800kg
4,798lb  43,000 kg
94,798 lb  43,000 kg
97,003l lb  44,000 kg
89,948 lb 40,800 kg
89,948 lb 40,800 kg
90,169 lb 40,900 kg

More information on the Embraer E190

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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. Nowadays it is seldom seen at London City Airport. 

 

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). Nowadays it is seldom seen at London City Airport.

 

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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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

BE300 Beechcraft

Beech 400XP

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)

C680 (Citation Sovereign)

EMB 135BJ (Legacy)

FA10 (Falcon 10)

FA50 (Falcon 50)

F7X (Falcon 7X)

F900EX (Falcon 900EX)

Falcon 2000

Bombardier Challenger 605 (CL60)

Learjet 45 (LJ45)

PA34 (Seneca)

P180 (Piaggio Avanti)

G150 (Gulfstream 150)

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Cessna Citation Bravo  
  Dassualt Falcon  
 

 

 

 

 

 
 
 

 

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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: 11 April 2012