More EGLC/A318 Pics

crisso · Post by **crisso** » 15 May 2006, 17:10

Thanks 'Charlie Bravo' for the correction on the 'Reverse Thrust' status at London City. (I must have been thinking about the BAE 146 since, wasn't that the first jet to use it? and thought it had set the 'benchmark' for jets landing there.)

Also, thanks to Chris for the video footage of the A318.

Jetset · Post by **Jetset** » 16 May 2006, 08:16

Nice one matey, you really are a one man production company! Glad I didn't come with you, Esso snack and shop is too rich for my blood!

Charlie Bravo · Post by **Charlie Bravo** » 16 May 2006, 11:02

Mate, theres a burger van next to Esso, I could have dropped you off there

TobyV · Post by **TobyV** » 16 May 2006, 11:32

Crisso... not sure whether I have read your post right, but the 146 doesnt have reverse thrust. It decelerates using the large overwing spoilers and the tailcone spoiler.

Re the P&W 6000 series, it looks like a baby RB211 / IAE V2500 mainly because it has a common nozzle for the hot and cold streams, the purpose of which is to reduce noise by mixing the two flows prior to them entering the environment. There was some delay and problems with the engine as, IIRC, management dictated that they should build hte compressor with 5 stages rather than 6 that the engineers wanted to go for. Obviously 5 is simpler and cheaper to build and maintain and saves weight, but the fewer stages you have, the greater pressure ratio (and therefore stage loading) across each and the lower the efficiency is likely to be. I dont think it was meeting promised efficiency with the lower number of stages and I'm not sure how they got around it!? :think:

britishtourer · Post by **britishtourer** » 16 May 2006, 12:05

I remember flying into London City on my first ever trip to London in a British European (A couple of years before it became fly BE) BAe 146 that the Captain came on the PA system to say that we were on a very steep approach for noise abatement.

I can also remember seeing aircraft approaching with the tailcone spoilers deployed before they were actually on the ground!!!

Anyway, it turned out to be the second best landing of all the flights I've been on. The only better one was on an Ansett Australia (Now bust) B737 at Maroochydore airport, Queensland. It was so good my mother slept right through it. Spoke to the pilot too. Nice chap.

Oh and speaking of London City, I found this at Avsim: london_city__scenery_161480.zip

TobyV · Post by **TobyV** » 16 May 2006, 12:41

BT, the approach into EGLC/LCY in a 146/RJ is 5.5 degrees (as opp. to the usual 3 degrees to somwhere like LHR or LGW) I think it used to be a collosal 7.5 degrees on the DHC Dash 7! Yes the 146 does open its tailcone prior to landing, I think the power is kept on till quite late though to balance this (need to check :think: ). Main reason for the steep approach as I understood it was for obstacle clearance, especially on the Rwy 10 approach. Equally though I suppose noise abatement (and the lower power required to decend at a steeper angle) would certainly be of benefit to those working in the tops of the towers in Docklands!

Charlie Bravo · Post by **Charlie Bravo** » 16 May 2006, 12:53

Indeed they do keep the power on till late. I've also seen some very heavy landings at LCY by 146's and a couple of stonkers by Fk50's as well.

Post by **Garry Russell** » 16 May 2006, 13:13

BT

The tailcone airbrakes opening before they are on the ground is not unusual in the 146

In fact it's quite normal at some airports perhaps most and F.28 Fellowships were the same.

Garry

tonymadge · Post by **tonymadge** » 16 May 2006, 13:31

Great vids CB many thanks for that I do like the look of the 318. Re the 146 tail cones yep I concur they are often deployed just prior to landing.

Charlie Bravo · Post by **Charlie Bravo** » 16 May 2006, 13:38

Cheers Tony. Hows things with you.... PC running ok?