When an aircraft is first imagined on the drawing board, an ideal mission profile is modeled with city pairs, frequencies and payloads. When the new aircraft enters service, more likely than not the operator identifies a mission profile similar to what the manufacturer had intended.
Occasionally, you see an airline take the ideal mission profile and tear it to shreds. No one fully envisioned a 757 would be flying trans-Atlantic or an A320 trans-continental.
Taking a leap one step further, British Airways has ordered two Airbus A318 in a 32 seat all-business configuration to find its way into an ultra-niche market. The newest (and shortest) member of the A320 family will be put into service between London City Airport in the heart of the financial district and New York City. There has been a raging debate about whether or not this service is a good idea for BA. (See podcast) Either way, this is a bold step forward in responding to the premium trans-Atlantic carriers that are flying 767s out of Stansted.
The aircraft itself will be pushed to its operational limits. With a range of 3,700 nm, the aircraft will be able to make the trip without stopping for fuel on the east-bound leg from New York with the reduced weight. However, a 40 minute fuel stop will be required on the westbound leg. The exact location for the stop has yet to be determined, however Shannon, Ireland appears to be at the top of the list.
British Airways has selected CFM56 engines to power its pair of A318s. Both the CFM56 & PW6000 engine each have 180 minute ETOPS certification, essential for safe and efficient twin engine operations over the Atlantic.
The block times, according to Crankyflyer, a fellow blogger and GWU Alum, clocks in at 7 hours and 10 minutes to London (compare 6:55 - 747-400 JFK-LHR). The return leg is a lengthy 9 hours and 30 minutes (compare 7:10 – 747-400 LHR-JFK) back to the states, which includes the fuel stop.
On the arrival front, Airbus was granted certification by EASA for the A318 for a steep approach landing in March 2006. The certification is required for the A318 to operate into London City airport and safely fly the steeper 5.5 degree glideslope (3 degrees is typical) to the shorter runway at LCY. The A318 will be the largest aircraft to operate from LCY. Flight International detailed the flight profile into LCY in the May 25, 2006 issue:
Chief engineer for the A320 series Pierre-Henri Brousse says the A318’s steep approach system, certificated by the European Aviation Safety Agency in March, consists of a small hardware component, no changes or additions to control surfaces, and the rest done by software modifications to the aircraft’s fly-by-wire (FBW) control system. No changes are required to the engines.The hardware addition is a single button in the flightdeck overhead panel. This primes the FBW system for “steep approach” control laws, and is normally pressed during the top-of-descent briefing before leaving cruising level. The noticeable differences are not triggered, however, until the crew selects full approach configuration with gear down when established on the ILS glideslope.
When full approach configuration is selected – normally with idle thrust set and airspeed at 8kt (15km/h) above the standard for a normal approach – the outer two spoilers of the three on each wing automatically deploy to 30°, providing the required drag with minimum lift loss. At about 120ft above runway level the crew hear a “standby...standby” alert, then at 65ft a “flare” call. Meanwhile, from 80ft the spoilers gradually begin to retract so they reach 8° at touchdown. With wheel spin-up and weight on wheels control laws revert to normal and all six spoilers deploy as lift-dumpers. If the crew decide to abandon the landing, however, the lift-dumpers are retracted automatically within 2s of the pilot selecting full power, because the runway is short. Again primed by the steep approach button, that is quicker than a normal spoiler retraction.
A stop via Shannon? Hmm, back to the future (or past?). DC-6s, Connies--even the 707-120; remember when BOAC introduced the Britannia with the slogan, "No Goose, No Gander"?
A private non-stop flight from LCY (wich is the best located airport in London Financial Distric) I'll take it anyday
With a 15 minute check in its as good as a biz.jet service.
Pity about the re-fuel westbound, but its still faster than conventional services after allowing for travel and check-in times.
A brilliant strategy!
How long will this service last?