What next at London City Airport?

Speculation is rife that an announcement by BA CityFlyer Ltd for new aircraft is about to happen, with a confirmation at the Paris Airshow in June.  The airline has denied that the recent 15-plane order from Embraer “for an unannounced customer” was theirs.

Malcolm Ginsberg, TNU’s Editor-in-Chief, writes.

The very successful British Airways offshoot, which has its own AOC, is clearly ready to step into the future with larger, quieter, less emissions and longer-range aircraft than its current 20 strong fleet of aging Embraer 190s, now all on extended leases. 

The airline represents over half London City Airport (LCY) operations, and with 40 European destinations, more than either Gatwick or Heathrow.

The choice is not just important for BA, but the airport too.  Even with the same fleet size the bigger aircraft means potentially more passengers, and the possibility of destinations such as Cairo, Istanbul and Tel Aviv.  If the airport is to get anywhere near the 9m user mark suggested by Chief Executive Robert Sinclair for 2030 the correct aircraft selection is vital.  

There are two contenders.  

The latest development of the Embraer E series, the E195 ER, which is expected to be certificated for LCY in the summer, and the Airbus A220-100 (née Bombardier C series).

With its 2+2 layout and a full Economy Class service, the Embraer is very popular with BA travellers even it if does not offer such niceties as USB connectors, back of seat screens or any form of wi-fi.  Any future aircraft has the potential to have these enhancements fitted.  With fuel burn savings said into double digit over the earlier models, and 10% more passengers (110 v 100) it would clearly be a money maker for the airline, even without potential new routes.  About 70% of LCY operations are now Embraer.  Early delivery would probably be no problem.  

The A220-100 already operates into LCY with Swiss using a 2+3 two-class layout offering 125 seats.  In terms of range it has longer legs than the Embraer, which can reach Tel Aviv, but not Doha, easily capable for the Airbus.  

It also has the potential to make non-stop Kennedy (JFK), Chicago (ORD) and Washington Reagan (DCA) with an all Business Class configuration of around 40 seats. The former British Airways A318 service, withdrawn at the time of Covid, via Shannon, was popular with users.  The concept was proven as far back as March 2017 with a direct test flight.  www.btnews.co.uk/article/11555

For each of any long-haul route four specially converted aircraft would be needed to give frequency, with the potential to add, or indeed withdraw and reconfigure if required.  The aircraft would be assembled at Montreal, the original Bombardier facility, Airbus Mobile Alabama plant far too busy with a massive Delta order.

As for cost, this is never announced with an aircraft order but the Airbus has a list price of €81m and the Embraer €78m.  These figures are there for the public to see and bear no relation to how any deal is financed and the price actually paid

LCY would be delighted for a coming back of the New York service, best with BA, but potentially others.  Delta boss Ed Bastian has said “no interest”, but why not sister company Virgin Atlantic for a high-profile return to LCY, with Canary Wharf on its doorstep? Something for CEO Shai Weiss to consider.  JetBlue, a A220 operator, could be a potential LCY airline, CEO Robin Hayes, a New York-based Brit, never scared to consider more unusual opportunities.  www.btnews.co.uk/article/5361

Airport Director Robert Sinclair is now more positive regarding a Elizabeth Line station  according to The Telegraph but it is more a question of "when", rather than the previous "if".  See the December Travel News Update.

www.londoncityairport.com    

www.airbus.com     https://embraer.com

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