News & Views

/News & Views
1501, 2018

Cyrrus supports Glasgow Airport in the launch of a Stakeholder Consultation on Airspace Modernisation

Glasgow Airport has today (Monday 15 January 2018) launched a 13-week public consultation seeking feedback on proposals to modernise the airspace currently used by aircraft to fly to and from the Airport.  The proposals, developed over the last two years align with an industry-wide initiative, driven by the Civil Aviation Authority (CAA), known as the Future Airspace Strategy (FAS).  Mark Johnston, Operations Director at Glasgow Airport, said: “The flight paths used at Glasgow Airport have not changed for many years and, as is the case with the wider UK airspace infrastructure, they are simply no longer fit for purpose. We now need to ensure the way we manage our airspace matches the advancements that have been made in aircraft technology.”  Of Cyrrus, he said, “The professional help and guidance provided by Cyrrus in the development of the flight procedures and in the change process has been outstanding and, we are pleased to have them assist us in this major airspace change

Further information on the airspace consultation, which will run until Friday 13 April 2018, can be found at

2009, 2017

Cyrrus supports Durham Tees Valley Airport with Airspace Change

Cyrrus is proud to support the modernisation of flight procedures at Durham Tees Valley Airport. The team will undertake the airspace change for the introduction of satellite-based aRea Navigation (RNAV) Instrument Approach Procedures (IAPs) at the Airport.

The UK Future Airspace Strategy (FAS), championed by the CAA, advocates the introduction of such Performance-Based Navigation (PBN) procedures to complement and ultimately replace the conventional procedures which rely on older, ground-based, navigation installations. Due to the evolving nature of the UK’s navigation infrastructure, and the age of some of the associated equipment, the proposed RNAV IAPs at Durham Tees Valley Airport will provide a welcome redundancy.

The introduction of these procedures comes at an exciting time for the Airport as it recently announced the introduction of a new airline, Loganair, which will be operating flights to Aberdeen and Norwich from October this year.  There is also significant investment ongoing in enhancing the terminal facilities.

Speaking about the project, Rob Cooke, Operations Director at Durham Tees Valley Airport said;

“Having worked with Cyrrus on a number of projects before, we know that they can and will deliver a most professional and cost-effective solution for the introduction of these procedures. We look forward to working with the Cyrrus Team to deliver a successful outcome to this project.”

Please contact us to see how Cyrrus can help with any airspace requirements you may have.

805, 2017

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.

1104, 2017

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

2303, 2017

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.

2802, 2017

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.