Archive For The “Swiss” Category

Q & A with Bombardier’s Rob Dewar

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We had the opportunity to speak with Rob Dewar, Vice President and General Manager, CSeries Program, Bombardier Commercial Aircraft after the initial CSeries operations at London City Airport earlier today.

AirInsight: Thanks for being with us today. Rob, the approach at LCY is quite steep.  What were the requirements that the CSeries needed to demonstrate to gain access to this relatively short 4,900 ft. runway?

Rob Dewar: Basically, London city has a short runway, and more importantly a very steep approach.  Normal approaches are at 3 degrees, and LCY is 5.5 degrees,  We had to demonstrate a 7.5 degree approach to obtain approval for landing at LCY.  Because the CS100 has very low drag, we had to utilize several elements to manage the descent rate. These include going to minimum idle with the engine to generate additional drag.  We also have a special flap setting – flap 5 – and modify the fly-by-wire control laws to enable a larger deflection of the spoilers to further increase drag during a steep descent.

The CS100 is the largest aircraft, with the most capability, to operate out of that airport.  The wingspan limit is 115 feet to provide clearance from infrastructure, mostly the space between gates, which is quite limited.  We also need to do a u-turn on the runway, so the landing gear had to be designed for that during our initial design phase.

We have a pilot selectable steep-approach option that enables a different set of control laws to be employed, as in normal mode an approach that steep would result in the systems requesting corrective action.  Swiss, our launch customer, also requested dual HUDs with runway guidance built-in to assist their pilots in following the proper approach angle.

In addition to the aircraft, all pilots into LCY also require special training and qualification.  The steep approach capabilities are standard on all CS100 models, which are approved for LCY.  There have as yet been no customer requests for the CS300 to be so certified, and there are currently no plans in place, given the large step change in size and range from existing smaller aircraft using LCY to the larger CS100.

AirInsight:  The CSeries was designed with an eye towards city-center airports such as London City, Stockholm Bromma, and Toronto Billy Bishop.  What factors were specifically included in designing the aircraft for these, and other urban airport applications?

Rob Dewar: There are a number of key points we included when designing the aircraft.  The first is having the required performance, since many airports are smaller and more restricted, with obstacles to climb over or mountains. Florence and Aspen are good examples. We performed a worldwide study of challenging airports, including  high altitude airports like Lhasa in Tibet to determine what we would need for take-off and landing performance requirements.

Two keys emerged, one is having a small enough aircraft to fit within the existing infrastructure, and the second the need to have an environmental footprint suitable for a city center operation – noise and emissions needed to be a step change improvement from existing aircraft.  The CSeries has a fourfold decrease in noise, and a lot of the people nearby LCY will also soon begin to appreciate it.

AirInsight:. With CSeries performance exceeding the original specifications, the combination of short-field capability and long-range performance enable the CSeries to do things that no other commercial aircraft is capable of performing.  What other challenging airports and locales would be ideal for the CSeries combination of performance and environmental stewardship?

Rob Dewar: There are many potential airports beyond London City.  Toronto Billy Bishop, Florence, Italy, are challenging short fields and Lhasa in Tibet is a hot, high altitude airport that requires exceptional performance.  The CSeries has the capability to fly Lhasa to Beijing and Shanghai non-stop with a full load, the only aircraft of its size with that capability.  Aspen is also a critical route for high, hot performance.  Because so few aircraft can fly them, many of these routes have exceptionally high yields and can demand a revenue premium.  The CSeries is an ideal solution to optimize traffic and yields.

One unique capability is the ability to fly direct from smaller city center airports for long-range routes, without the need to stop and change aircraft at a major hub.  We’ve already published an improvement to our initial specification on certification, and based on in-service performance that is better than what we published, we will be upgrading our specifications again in the fall, with lower fuel burn and increased range.  There is a lot of good news that we’re seeing from the aircraft already in-service.

AirInsight:  We understand that dispatch reliability is better than expected at both SWISS and airBaltic, and both carriers are pleased with the aircraft.  Is there any feedback on in-service performance you can share?

Rob Dewar: To date, the in-service performance in terms of initial reliability is exceeding expectations. In terms of passenger acceptance, the reception has been quite favorable.  SWISS has done a number of surveys with their Platinum  frequent flyer members, and have received very favorable feedback on the cabin experience, including cabin comfort, the reduced noise level compared to other aircraft, and the large bins to accommodate larger carry-on bags.  We’re pleased with what we’re hearing.

AirInsight:  Thanks for taking the time to be with us on an important milestone day for the program.

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CSeries Completes first flight into London City Airport

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SWISS today completed its first flight from Zurich to London City Airport with the Bombardier CS100 aircraft, which is now the largest and longest-range aircraft to serve this aircraft close to London’s financial district.

The following infographic from Bombardier illustrates the 5.5 degree steep approach to the small 4,900 ft. landing strip at LCY.

“We are proud to see the C Series aircraft in SWISS livery landing at London City Airport for the first time. This new milestone continues the momentum propelling the C Series aircraft program,” said Fred Cromer, President, Bombardier Commercial Aircraft. “The CS100 aircraft has the perfect combination of steep approach and short field capability as well as longer range. These attributes provide airlines with the opportunity to reach new markets from London City Airport and other challenging airports around the globe, generating an increased level of interest in the C Series program.”

“As part of our fleet modernization plan, we are gradually replacing the Avro aircraft with the C Series and today, we start with our CS100 flight operations from Zurich to London City as the world’s first airline. We are excited to offer our guests the benefits of the C Series such as more comfort on this important route,” said Peter Koch, C Series Fleet Chief, SWISS.

The exceptional range of the CSeries is illustrated in this infographic from Bombardier. This enables the CS100 to serve markets that other aircraft simply cannot, opening LCY to more than 115 potential new destinations that are currently not served on a non-stop basis.

As an airport within a city, environmental and noise concerns are critical. The CSeries is the quietest aircraft in its class, and has the lowest carbon emissions in its class as well. The environmental aspects of this aircraft make it ideal for close-in airports, whether in London City, or Stockholm Bromma, or other “downtown” airports.

The Bottom Line:

London City Airport is known as a challenging airport for which special requirements need to be met to qualify for landing. The CS100 easily passed all of those requirements, and SWISS is now exploiting the advantages of operating the largest,longest-range, most efficient, and most environmentally friendly aircraft that can currently serve LCY.

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BAe146/AVRO RJ Celebrates 27 Years of Continuous Operations at Swiss

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It doesn’t seem that long ago that I was quaffing an ale or two with British Aerospace personnel at the Crooked Chimney Pub in Hatfield discussing the forthcoming BAe 146 aircraft, noted for its quiet operations and a tail registration on the prototype of G-SSSH.  Earlier this month, British Aerospace and Swiss celebrated the 27th anniversary of continuous operations of the BAe146/Avro RJ by Swiss and its predecessor companies.

The BAe/AVRO series at Swiss is being phased out, and the final aircraft is scheduled to be replaced by the Bombardier CSeries this August.  Third party lessors have already begun placing leased aircraft with other airlines.

The first operations by Swiss began in 1990 with operations by Crossair, which operated both the -200 and -300 series.  One of the reasons for selecting the aircraft was the ability to fly into noise restricted Lugano airport.

In 1992, Crossair began operations at London City Airport, a route that continues to be operated 25 years later.  Over the years, the Swiss fleet grew to 20 RJ 100s, and this aircraft became the regional backbone of Swiss European operations.

Until recently, the unique runway performance and quiet operations of the aircraft were difficult to duplicate.  The entry into service of the Bombardier CSeries, which is more efficient, quieter, and can also fly into London City airport, will replace these aircraft at major carriers, relegating the 146/Avro RJ to secondary airlines.

The 146 has had a long and successful run, and its unique design remains unmistakeable on the ramp.  Congratulations to BAE Systems on the strong longevity and support for the aircraft, which is expected to continue in operations with secondary and cargo airlines.

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Walking through the SWISS CSeries

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A Flight Ops Challenge – And the case for E-Taxi documented

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E-taxi pioneers Wheeltug just released research (ground operations summary 31 Mar 2016) it undertook monitoring airport operations.  The case for adding e-taxi capabilities to aircraft has tended to focus on saving fuel burn.  But fuel burn is no longer such an important issue in cost terms, though in “green” terms cutting fuel burn is still attractive.  Wheeltug has, for some time now, been focusing on time savings rather than fuel savings.  A generally accepted cost for airline operations is $100 per minute.  More on this shortly. (more…)

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Peter Koch, Fleet Chief and Program Manager at Swiss talks about C Series

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