More EGLC/A318 Pics
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- Charlie Bravo
- Concorde
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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:
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:
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- Vulcan
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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
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
"Sir!!! Yellow nosed b******s, twelve o'clock high!!!"
"Break formation, break!!!"
"Break formation, break!!!"
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
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- Garry Russell
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- Charlie Bravo
- Concorde
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