Is your airport ready to adapt to the proposed Airspace Change Regulations?
Airports benefit from thought provoking presentations on emerging UK Airspace Policy and Airspace Change Regulations; is your airport ready to adapt to the proposed changes?
Cyrrus has invested a great deal of time into understanding the impact of emerging Department for Transport UK Airspace Policy and the soon to be revised CAA ACP process (captured in CAP725). Although this policy is still under consultation, it is expected that much of it will emerge in early 2018 intact and that the CAA will duly expect Change Sponsors to meet the new and more demanding requirements.
Last week, representatives from Doncaster Sheffield, Humberside and Chester Hawarden Airports attended a 2-day workshop at Cyrrus House at which 3 presentations were delivered generating a great deal of intelligent discussion. The presentations covered; an insight into ‘Industry Best Practice’ on Public Consultation, a detailed look at the proposed Department for Transport’s Airspace Policy Document and Air Navigation Document, CAP1498 ‘Definition of Overflight’ and finally a review of how future ACPs will need to be conducted to comply with the proposed CAP725. The immediate feedback was very positive and those who attended went away with a much greater understanding of the proposals and the significant impact they will have. If you have concerns about the impact of these changes on your operation, contact Cyrrus; we have the expertise and experience to guide you through these uncertain times.
Cyrrus IFP Team help Gatwick with their Noise Preferential Route
Figure 1 – Aircraft Tracks Prior to Modification of Route 4 RNAV 1 SID
On April 7th 2017, the Civil Aviation Authority (CAA) released CAP1531, “CAA conclusions in respect of modification requirements relating to Route 4 RNAV 1 SIDs and correction requirements relating to Route 4 Conventional SIDs”.
Cyrrus Instrument Flight Procedure (IFP) designers were responsible for redesigning the Route 4 RNAV 1 SIDs (LAM 2X, BIG 2X, CLN 4X and ADMAG 2X) to more closely adhere to the Noise Preferential Route (NPR). Route 4 is a heavily used departure route at Gatwick, accounting for approximately 40% of westerly departures.
The report states: “The CAA has decided the modified Route 4 RNAV 1 SIDs (SID chart attached at Annex A) achieve a satisfactory replication of the nominal track of the corrected conventional SID. The CAA has therefore decided to confirm the RNAV 1 SID designs currently published in the UK AIP as permanent.”
Figure 2 – Aircraft Tracks After Modification of Route 4 RNAV 1 SID
Technical Safeguarding in Turkey
Cyrrus was recently engaged to provide safeguarding expertise for a large building project in the city of Eskisehir, in north western Turkey. The commission required the technical analysis of possible effects on Communications, Navigation and Surveillance equipment at the nearby Eskisehir Anadolu Airport. Following a detailed analysis, the Cyrrus Head of Safeguarding presented the findings at a high-profile meeting of the Turkish aviation authorities and Airport representatives in Ankara. The presentation was very favourably received and provoked lively discussion on the finer points of ICAO’s guidance document on managing building in restricted areas. As a direct follow-on to this work, Cyrrus has since undertaken similar technical safeguarding analysis of the Radar facility at Eskisehir military air base and look forward to continuing this successful relationship.
London Biggin Hill Airport – Airspace Change
London Biggin Hill Airport (LBHA) requested that Cyrrus undertake an airspace change proposal that would permit the introduction of an RNAV Instrument Approach Procedures (IAP) to Runway 03 to improve the safety and regularity of aircraft operations to sustain all weather operations. The close proximity of LBHA to the complex and busy route structure of the London TMA created a number of technical challenges; in particular, safe and effective integration of the proposed IAP with the existing route structure serving the major London Airports.
A study was undertaken to determine the extent of the ‘flight procedure interactions’ with the 2 major London airports and potential interactions with several Standard Instrument Departure (SID) procedures from London Gatwick and London Heathrow were evaluated. The number of interactions with the London Gatwick routes was extensive and it was concluded that it was not possible to integrate the initial design of the proposed new LBHA IAP safely; consequently, a different solution was proposed which removed the interaction from the airspace used routinely by London Gatwick departures. Subsequently, a technical and statistical analysis of the London Heathrow Runway 09 Conventional SIDs was undertaken to consider potential mitigation measures that may facilitate the safe introduction of the revised RNAV IAP to LBHA Runway 03.
Twenty-one months of London Heathrow SID data (spanning all seasons) was provided as a meaningful and representative set of flight procedures to be evaluated. The minimum lateral separation between the procedures was established with the ANSP requirements based on Performance Based Navigation (PBN) criteria and an assessment technique which assesses the safe spacing between PBN routes in a tactically controlled airspace environment. Using the PHX design software and the Cyrrus MAXFLO process, it was possible to promote a solution to revise the airspace arrangements which resolved the technical erosion of safe separation between the affected SID and the new IAP. Furthermore, the minor adjustment to the promulgated SID would not be detrimental to any airline operator.
The affected aviation stakeholders agreed to the proposed solution and, as a consequence, LBHA had the confidence to engage all interested parties in the UK airspace change process to make the proposal a reality.
Cyrrus releases Safeguarding Guide
Today Cyrrus released our new Safeguarding Guide, exploring the various services Cyrrus provide to address physical and technical safeguarding issues. Cyrrus can help ensure the safety and efficiency of air operations in and around airports, by identification, assessment and mitigation recommendations for new and existing developments. Cyrrus employ a tried and tested approach to address the critical areas of:
- Physical safeguarding of the Obstacle Limitation Surface (OLS) in and around the airfield, to monitor and mitigate development;
- Physical safeguarding of the Instrument Flight Procedures that have their own unique set of surfaces separate to the OLS;
- Technical safeguarding to protect an airports Communications, Navigation and Surveillance facilities from interference or disruption by development.
Visit our animated web page at http://www.cyrrus.co.uk/safeguarding-infographic/ to download this free guide or get in touch directly to talk about your specific needs.
Cyrrus supports Gatwick Airport’s environmental policy
As part of the CAA’s Post Implementation Review of the RNAV-1 SIDs at Gatwick Airport (CAP 1346) it was noted that the new RNAV SIDs did not achieve adequate replication of the existing conventional SIDs on Route 4. This particular departure presented unique challenges due its wraparound nature and requirement to follow the existing NPR. Cyrrus designers were able to use innovative development coupled with manipulation of ARINC Path-Terminators to design a new RNAV SID that provides a degree of track dispersion whilst remaining within the NPR in normal meteorological conditions.
More information can be found on the Gatwick Airport website: