GLASGOW AIRSPACE Proposal for Reclassification of the Glasgow Control Area from Class E to Class D

Transcription

1 33 GLASGOW AIRSPACE Proposal for Reclassification of the Glasgow Control Area from Class E to Class D STAKEHOLDER CONSULTATION Reproduced by permission of CAA and Ordnance Survey Crown copyright All rights reserved NATS, , 2008 Reference: Glasgow Airspace Reclassification Consultation Issue 1 15-Dec-2008

2 Executive Summary This document explains changes proposed by NATS to airspace between Edinburgh and Glasgow. This document and the NATS website ( contain information from which stakeholders identified as consultees in this process can gain an understanding of the proposal and hence give informed feedback. This proposal seeks to change the classification of the controlled airspace between Glasgow and Edinburgh from Class E to Class D, which will enhance safety by establishing the airspace as a known traffic environment where all aircraft are required to be in contact with Air Traffic Control (ATC). There are no changes proposed to the dimensions of the airspace or to the way in which aircraft will fly through it. This consultation on the proposal follows a process agreed by the Civil Aviation Authority (CAA) which gives consideration to the nature of this proposed airspace change. In accordance with the guidance (Ref.1), NATS is consulting with aviation stakeholders including representatives of General Aviation, airlines and the Ministry of Defence. The guidance from the CAA (as referenced in CAP 724 and CAP 725) that consultation with non-aviation stakeholders is not required, has been provided on the basis that NATS advised the CAA at the framework briefing stage on 18 th August 2008 that the change involves no environmental disbenefit. The period of consultation commences on 16th December 2008 and closes on 24th March 2009 (14 weeks). If the proposal is approved by the CAA, implementation of the airspace change will occur at an appropriate opportunity but, in any event, not before September 24 th Please send any comments on the airspace change proposal to: Consultation Co-ordinator NATS, Control Tower Building Glasgow Airport, Campsie Drive, Paisley, Renfrewshire, PA3 2SG Glasgow Airspace Reclassification Consultation Issue 1 Page 2 of 29

3 Table of contents Executive Summary Introduction The purpose of consultation The scope of consultation What happens next? Development objectives Proposed airspace changes in relation to existing Class E airspace Figure 1: Existing airspace Justification Safety rationale for the change Impact on other Airspace Users Design options Environmental effects Next steps References Glossary Appendix A: List of Stakeholders Appendix B: Overview of Structure and Operation of UK Airspace Appendix C: A Brief Outline of Air Traffic Control Principles Appendix D: ICAO Airspace Classification Appendix E: Cabinet Office Code of Practice on Consultation Glasgow Airspace Reclassification Consultation Issue 1 Page 3 of 29

4 1. Introduction 1.1 Air travel is integral to the success of the UK economy and has become an important part of modern life; for business or pleasure, more of us are flying more frequently than ever before. More flights mean busier skies, and how we use and manage our airspace is a matter of great responsibility. The expertly controlled passage of aircraft above us ensures safety and keeps aircraft flowing efficiently. The more efficient we can make it, the more we can reduce its impact on the environment. For these reasons, NATS undertakes regular reviews of existing UK airspace arrangements and, when necessary, recommends changes to how it should be managed. 1.2 Since 1990 passenger numbers at Glasgow Airport have grown substantially. Passengers (million) Passenger figures provided by CAA statistics Despite the recent slowdown in the growth of traffic at Glasgow Airport due to the current economic climate the table below illustrates the range of air passenger number forecasts that the BAA expect to see at Glasgow Airport up to the year (Passengers in millions). Year Low Central High (actual) Growth 2.6% 3.4% 4.1% Figures provided from BAA Glasgow Master Plan 1.3 This consultation document relates to a proposal to change the classification of the Glasgow CTA from Class E to Class D. As the sponsor of this change, NATS is seeking feedback on the proposal before submitting it to the UK airspace regulator, the Civil Aviation Authority (CAA), for consideration. It is the CAA which will decide whether or not the proposed airspace change is introduced. What is NATS? 1.4 NATS provides air traffic control services to aircraft flying through UK airspace, over the eastern part of the North Atlantic, and at 15 UK airports. Our responsibility is for the safe and efficient management of some of the most complex airspace in the world. In 2007 we handled almost 2.5 million flights carrying more than 235 million passengers. 1.5 Air traffic control services for aircraft travelling between airports are known as en route air traffic control services. We provide en route air traffic services under licence to the CAA. This licence requires us to ensure the provision of a safe service, make the most efficient use of airspace and be capable of meeting reasonable levels of demand. Glasgow Airspace Reclassification Consultation Issue 1 Page 4 of 29

5 1.6 Whilst NATS is responsible for providing a safe and efficient service, we do not control the demand placed upon UK airspace, the numbers of flights or the times of flights. These are determined by the demand for air travel from businesses and the general public within the Government s aviation policy and the airspace policy set out by the Directorate of Airspace Policy at the CAA. 1.7 To find out more about NATS go to: Details of the proposal to reclassify the Glasgow CTA as class D airspace can be found at: Why review the way airspace is managed? 1.8 There are three main reasons for reviewing the way local airspace is managed: Safety. Our overriding priority is to ensure the safe movement of aircraft. As the skies become busier we review the way airspace is managed to maintain or enhance our high safety standards. Efficiency. We recognise the impact of various classification levels of controlled airspace on all aspects of aviation, thus NATS would only propose the most appropriate volume alongside the safest classification. Environment. We recognise the impact of aviation on the environment and a key aim of the airspace change process is to mitigate that impact wherever possible. The reason for the proposed upgrade of classification of the Glasgow CTA to class D airspace is based purely on safety grounds. 2. The purpose of consultation 2.1 The primary purpose of the consultation exercise is to allow stakeholders to consider the proposal and provide NATS with feedback. 2.2 At the end of the consultation NATS must demonstrate to the CAA that the best balance possible has been achieved between conflicting demands and objectives. The CAA requires that changes are made only after consultation, when it is clear that an environmental benefit will accrue or where airspace management considerations and the overriding need for safety allow for no practical alternative (Ref. 1). It is on this basis that the CAA will decide whether or not to approve the proposed change. Our first priority is safety and this proposed change in airspace classification seeks to provide a higher degree of safety assurance within this area of airspace. 2.3 This consultation has been carried out in accordance with guidance provided by the Government and the CAA. (See Section 13 Ref. 1, Ref. 3 and Appendix E.) 2.4 Any matters raised during the consultation period that are deemed not to have been adequately considered during the development of the proposed design may require NATS to make changes to the proposal. Any such changes may require further consultation. Glasgow Airspace Reclassification Consultation Issue 1 Page 5 of 29

6 3. The scope of consultation 3.1 The details of this consultation exercise have been agreed in principle with the CAA and meet the requirements of their airspace change process (Ref 1). This includes the rationale for who should be involved in the consultation for this proposal. 3.2 A full list of all the stakeholders who have been identified as consultees for this proposal is contained in Appendix A. Non Aviation Stakeholders 3.3 The guidance from the CAA (as referenced in CAP 724 and CAP 725) that consultation with non-aviation stakeholders is not required, has been provided on the basis that NATS advised the CAA at the framework briefing stage on 18 th August 2008 that there will be no detriment to the current environmental aspects if the proposal is implemented. Aviation stakeholders 3.4 Groups representing airspace users such as the military, general aviation (such as recreational flyers) and commercial air transport are included in this consultation. 4. What happens next? 4.1 The period of consultation commences on 16th December 2008 and closes on 24 th March 2009 which is a period of 14 weeks. Consultation usually lasts for 12 weeks, however in this case a further two weeks have been added since the consultation spans the Christmas holiday period. 4.2 When responding, consultees must specify the grounds for supporting or objecting to the proposal. Feedback in favour of, or objecting to, the proposal without supporting reasons will be reported to the CAA but NATS will not be in a position to consider the merits of the feedback. NATS will analyse feedback received during the consultation and the feedback will be analysed by NATS and summarised in a post-consultation report which will be made publicly available on In addition to the post-consultation report being made available via the NATS website notification will be sent to the consultees identified in Appendix A. This report will also update stakeholders on subsequent phases of the development process such as any further consultation required, the submission of a formal proposal to the CAA and its consideration of that proposal, all of which will depend on the outcome of this consultation exercise. 4.4 Details of the consultation exercise will form part of the airspace change proposal that NATS will submit to the CAA for its consideration. Copies of all responses will be provided to the CAA, including any personal information contained in them, except where the respondent requests otherwise. If the proposal is approved by the CAA, implementation of the airspace change will take place at an appropriate opportunity but, in any event, no later than Autumn Glasgow Airspace Reclassification Consultation Issue 1 Page 6 of 29

7 4.5 This implementation date may be affected by the following: the length of time taken by the CAA in reaching its decision; the need for any revision of the airspace change proposal identified by the consultation process and any further period of consultation required for such revisions and; operational constraints. 4.6 Responses should be sent to: Consultation Co-ordinator NATS, Control Tower Building Glasgow Airport, Campsie Drive, Paisley, Renfrewshire, PA3 2SG Glasgow Airspace Reclassification Consultation Issue 1 Page 7 of 29

8 5. Development objectives Safety 5.1 The primary objective for this proposal is to enhance safety. The current airspace design in the vicinity of Glasgow Airport is such that commercial flights using the airport must fly through a segment of Class E airspace. (Currently designated as the Glasgow CTA). Whilst such aircraft are operating within Class E airspace it is not possible to provide a full air traffic control separation service since other traffic flying in the same region may not be in contact with air traffic control and may not even be visible on radar. The risk of a loss of separation is considerably higher when aircraft are operating in an unknown traffic environment, than in a known traffic environment. Due to the volume of commercial traffic now flying through this class E airspace the ATC service provider at Glasgow airport, NATS, is therefore proposing that the Glasgow CTA be reclassified as Class D airspace, so that all aircraft using Glasgow Airport can operate at all times in a known traffic environment. 5.2 For commercial aircraft operating to/from Glasgow Airport this airspace is used during the approach and departure phase of flight where the pilots workload is at its highest. Para 8.10, figures b and c when combined, give an indication or the flight path of aircraft inbound to Glasgow over a 24- hour period which clearly indicates that this airspace is used on a regular basis. Delay 5.3 This change does not seek to improve capacity or reduce delay, and is not expected to have any impact on capacity or delay. Other airspace users 5.4 All potential users of the airspace would be permitted to fly through the airspace, but must be in radio contact with ATC and obtain a clearance before entering the airspace. Airspace efficiency means maximising use of the available airspace for the benefit of the overall community of users. NATS aim in this airspace reclassification has been to secure the most efficient use of airspace and to satisfy the requirements of all airspace users as far as is safe and practical. Environment 5.5 The proposed change will not affect the profiles of flights in the region. Aircraft arriving, departing or over-flying Glasgow will fly the same routes and vertical profiles as today. No change is expected in noise exposure, CO 2 emissions or local air quality. 6. Proposed airspace changes in relation to existing Class E airspace. 6.1 Figure 1 below shows the existing portion of H24 airspace, currently Class E that NATS proposes to reclassify as class D airspace, it is bounded in pink and extending from ft above mean sea level. It is currently designated Glasgow CTA. Glasgow Airspace Reclassification Consultation Issue 1 Page 8 of 29

9 Glasgow Airport EGPF 2. Edinburgh Airport EGPH 3. Cumbernauld Airfield EGPG 4. Thornhill airfield 5. Strathaven airfield 6. Glasgow City Heliport EGEG 7. Campsie/Kilsyth HG sites 5 Figure 1: Existing airspace 6.2 To remove any ambiguity on airspace users charts with respect to the ATC service provider, in September 2008, this segment of Class E airspace was renamed as Glasgow CTA from Scottish TMA. Other portions of class E airspace around the Glasgow CTA and Glasgow CTR remain designated as Scottish TMA, these will remain Class E airspace. 6.3 In late 2007 NATS undertook a number of stakeholder engagement meetings associated with this airspace change proposal to capture the views of those major airspace users whom NATS believed may be concerned about any proposed change in classification. A brief feedback description of all of the aviation stakeholders engaged to date is given below: a) MOD by letter to interested airspace users under guidance from Sqn Ldr Skipp (So2 ATC (Area) Airspace 2) comprising: Glasgow Airspace Reclassification Consultation Issue 1 Page 9 of 29

10 HQ 1 Gp objection, although not extensively used concern over VFR airspace access in bad weather conditions precluding low flying. HQ 22 Gp - no objections, supportive of change. USAF via UK RAF Liaison Officer - objection, concern over VFR airspace access in bad weather conditions precluding low flying. ScATCC Mil no objections. HMS Gannet (during on-site meeting) - no objections, supportive of change. All MOD issues have been resolved, and as of 23 rd April 2008 MUACT is supportive of the need to enhance the safety of the airspace and have given their unanimous backing to the proposed change. b) Cumbernauld Airfield Flying Groups comprising: Cumbernauld Flying School no objections, supportive of change. Leading Edge Flying Centre - no objections, supportive of change. PDG Helicopters - no objections, supportive of change. Cormack Aircraft Services Ltd - no objections, supportive of change. c) Cumbernauld/Thornhill Airfield owner - no objections, supportive of change for both airfields. d) Strathaven Airfield - supportive of change, but objection over SW corner of proposed change re airfield height versus base of Class D with the guidance from CAA re circuit overhead join vertical spacing. Glasgow ATC are actively working with locally-based Strathaven pilots to alleviate these concerns. e) BGA - objection, although not extensively utilised concern over glider access to controlled airspace. It was also recorded by NATS that the BGA representative stated that the area in question was not favourable to their flying conditions/requirements. 7. Justification 7.1 During 2007 a total of 108,315 individual aircraft flew to or from Glasgow Airport. In peak hours in the summer months as many as 17 arriving flights per hour used the airport and future growth in traffic movements is forecast. The majority of flights which operate in and out of Glasgow Airport fly through the Glasgow CTA which is currently classified as class E airspace. The Class E designation allows other aircraft to operate in the airspace under visual flight rules (VFR). These aircraft are not required to contact air traffic control or even to carry radios or be equipped with radar transponders. This means that the consistency of air traffic control service and the safety of operations that can be provided to commercial traffic is restricted compared to Class D Glasgow CTR operations in this region. 7.2 For uncontrolled aircraft carrying a Mode C transponder it is possible for ATC to provide a separation service (the altitude is displayed to the controller on the radar screen). However, because the intent of the Glasgow Airspace Reclassification Consultation Issue 1 Page 10 of 29

11 uncontrolled traffic is not known and the height information displayed to the controllers via the transponder has to be treated with caution (it is unconfirmed altitude), larger vertical separations must be applied. 7.3 For uncontrolled traffic carrying only a Secondary Surveillance Radar (SSR) Mode A transponder (no altitude information), or visible only through a primary track, ATC must seek to achieve both vertical and lateral separations. Because of the unpredictable trajectories of uncontrolled traffic, there is an increased possibility that avoiding action may have to be issued to commercial traffic in order to ensure continued safe separation. This can lead to increased ATC and pilot workload in busy airspace and during a critical phase of flight, reducing airspace efficiency and increasing the margins of safety risk. This can also disrupt operations into the airport. 7.4 Although the provision of separation against unknown traffic detected by Secondary Surveillance Radar (SSR) or primary radar is less robust than providing separation between known traffic, some separation assurance can be achieved. However, a proportion of the traffic operating in the airspace cannot be detected by SSR or primary radar. Pilots therefore rely on see and avoid (i.e. scanning visually for conflicting traffic). Although see and avoid can be effective between pairs of slow moving aircraft, it is less applicable when one aircraft is a fast moving commercial or military jet. This is because closing speeds can be very high, making the available decision time relatively smaller. 7.5 The number of commercial flights in and out of Glasgow International Airport is significant and in NATS view, the current level of traffic is now sufficiently high to justify an urgent upgrade of the proposed Class E Glasgow CTA, to Class D. This would significantly reduce risk with the additional benefit of eliminating the need for avoiding action instructions against unknown traffic. 7.6 The benefits of this proposed airspace change are: Enhancing the safety of the ATS in the vicinity of Glasgow Airport for all airspace users. Significantly reducing the need for ATC to vector known traffic around unknown traffic. Removing the need for all pilots to see and avoid as described in sections 7.3 and 7.4. Class D airspace permits access to all radio-equipped airspace users, and provides a high level of protection while they are transiting the Class D airspace following ATC approval under a VFR or an IFR clearance. 8. Safety rationale for the change 8.1 The proposed changes to the Glasgow CTA are motivated primarily to improve the safety environment but also to maximise the efficiency of the airspace available for all users. 8.2 The Glasgow CTA airspace under proposal for change is a portion of airspace where Glasgow ATC provides a service which is currently class E, which permits VFR flights within the entire region without ATC knowledge. ATC are not always able to ascertain the altitude, nor intention of VFR Glasgow Airspace Reclassification Consultation Issue 1 Page 11 of 29

12 aircraft flying in the region. ATC cannot rely upon the altitude of SSR derived contacts not in communication with a recognised ATC unit. 8.3 Although it is recognised that there is the potential for such aircraft to be legitimately below the base of Glasgow CTA airspace, ATC cannot assume this to be the case. ATC will initiate avoiding action or vectors to avoid unknown aircraft to all flights during high workload critical stages of the flight which are in receipt of an ATC service on all primary radar derived tracks in the area to ensure lateral separation of 5nm or greater. For SSR derived tracks, the avoiding action would be either 5nm in the lateral plane, or 3000ft above or below the unverified Mode C readout. This avoiding action is issued to aircraft during high workload stages of the flight as ATC would initially be vectoring IFR Glasgow arrival aircraft towards achieving ideal approach spacing, and the aircraft cockpit workload would be high as the pilots would be working to ensure that the aircraft was configured and stable towards final approach. Any kind of avoiding action turn will usually entail deviating the aircraft off the standard route which significantly increases ATC co-ordination with adjacent units. These include two sectors at the Scottish Area Control Centre and possibly Edinburgh or Prestwick. Within the Glasgow CTA, the Glasgow inbound traffic is required to be descended below the level of Edinburgh outbound traffic by Glasgow ATC. A deviation from the inbound track can necessitate complex co-ordination between three units, at a time of naturally high workload. 8.4 As can be seen from para 8.10 Figures a, b, and c, this airspace is well used for vectoring aircraft into and out of Glasgow. If either the lateral or vertical dimensions were reduced it would give ATC less flexibility in vectoring aircraft. This would result in more regular holding procedures of aircraft in the LANAK (reporting point) area and longer overall routings for aircraft both inbound and outbound, therefore increasing fuel burn. The vertical dimension of the airspace concerned allows aircraft to pass underneath this airspace without speaking to ATC. Changing the vertical dimensions would impact ATC flexibility to utilise vertical separation and require ATC to stream aircraft off the holding fix rather than provide direct routings utilising vertical separation. Changing the base levels of the proposed Class D Glasgow CTA would require a complete change to the operating practices, SIDs and controlled airspace arrangements between the Scottish Air Traffic Control Centre, Edinburgh ATC and Glasgow ATC. Restricting the vertical profile of the airspace would also impact Glasgow ATC ability to offer continuous descent approaches, where possible, which are the most fuel efficient method of approach preferred by most operators in and out of Glasgow. 8.5 While the airspace is designated as Class E, ATC workload and complexity is increased through the requirement for avoiding action alerts, and precautionary turns. This increases radio communications and can require subsequent rearrangement of the final approach spacing pattern. This disruption can, at times, lead to increased airborne holding which in turn requires telephone co-ordination between the Glasgow Radar Controller, the appropriate Scottish ACC Sector Controller and, in the case of holding at LANAK 1 the Edinburgh Radar Controller. 8.6 It should be noted that (in line with CAP 493 standards) Glasgow ATC does not indicate to flight crews that they are leaving Class A or D airspace and 1 approximately 80% of Glasgow inbound traffic enters the TMA via this point 2 Glasgow Airport Master Plan October 2006 Glasgow Airspace Reclassification Consultation Issue 1 Page 12 of 29

13 transiting Class E (unlike traffic leaving controlled airspace and entering uncontrolled airspace (Class G), which is a disadvantage of the current operating arrangements. Were such an additional radio transmission to be made to each IFR flight or VFR flight in receipt of an ATC service, radio loading/controller workload would be increased to an unsustainable level under current arrangements. Therefore, there is reliance on crews to have such awareness and subsequently increase their visual scan outside of the flight deck, at a time of high workload and head down time by flight crews. Within the proposed Class D Glasgow CTA operating arrangements, all aircraft within the airspace will be known and operating under an appropriate ATC clearance thereby overcoming all of these current concerns. 8.7 Whilst Glasgow ATC are highly proactive in their method of ensuring the safety of commercial flights by avoiding contacts seen in the Glasgow CTA Class E region, this cannot be guaranteed to be fully effective from purely radar derived information. It is considered that there are three layers of safety information which Glasgow ATC radar controller can utilise: Radar derived primary return only, Mode A, Radar derived Mode A/C combined. There are certain types of small aircraft which are less visible, or not visible, to primary radar. Thus there could be aircraft at altitudes of up to 6000ft, within the Glasgow CTA Class E region, that ATC are not aware of when vectoring commercial flights during daylight hours, and general aviation flights using the radar service provided by Glasgow ATC. 8.8 There have been no loss of separation events to date due to the proactive approach of NATS Glasgow ATC in avoiding all unknown radar tracks within the region. On a busy day this can lead to around one in fifty flights a day being vectored off their initial route or avoiding action being instigated to aircraft at critical phases of flight. 8.9 Glasgow ATC believe that the current levels of traffic and interactions make it no longer reasonable for the Glasgow CTA change as proposed to remain as Class E. Traffic at Glasgow is currently forecast to grow on average by 2.5% per annum and by 2015 the airport will be handling between 12 and 15 million passengers a year 2, so the pressures on the airspace will increase The diagram below is taken from BAA Glasgow s track-keeping system and shows the actual tracks (in pink) flown by all arriving traffic to Runway 23 during the month of July It also displays the amount of commercial traffic inbound to Glasgow on a busy summer day, split into day and night movements. This clearly illustrates that the airspace is well used during the daylight hours when VFR traffic is likely to be operating as unknown traffic in this airspace. The black lines illustrate where the section of Class E airspace is in relation to the recorded tracks. A numerical breakdown of traffic is shown in the two subsequent tables. Glasgow Airspace Reclassification Consultation Issue 1 Page 13 of 29

14 Figure 2 Figure 3 Plot of arrivals to Glasgow runway 23 (all July 2008) Typical summer daylight hour traffic - 28th June 2008 Glasgow Airspace Reclassification Consultation Issue 1 Page 14 of 29

15 Figure 4 Typical summer night traffic - 28 th June Table 1 below illustrates the volume of Glasgow Airport commercial flights from 1988 to These are further broken down for 2007 as illustrated at section 8.12 Table 2 Yea Total annual movements r (000`s) Table 1 Numbers of aircraft movements (000`s) at Glasgow Airport (data from the CAA website) Glasgow Airspace Reclassification Consultation Issue 1 Page 15 of 29

16 8.12 Table 2 below illustrates the runway utilisation at Glasgow Airport for ARR 05 DEP 23 ARR 23 DEP Total RWY ARR %ARR on RWY23 January % February % March % April % May % June % July % August % September % October % November % December % Totals % Table 2 Runway utilisation at Glasgow Airport Table 3 demonstrates runway movements for typically busy day at Glasgow Airport. This is taken from a Friday in October 2008 and is broken down into hourly runway movements. The table outlines movements during the day, when there is an increased risk of utilising class E airspace because this is when VFR local traffic is likely to utilise the airspace. Friday 10 th October 2008 (06:00 23:00 hours) Hour (UTC) 23 ARRIVALS 23 DEPARTURES TOTAL 06:00-06: :00-07: :00-08: :00-09: :00-10: :00-11: :00-12: :00-13: :00-14: :00-15: :00-16: :00-17: :00-18: :00-19: :00-20: :00-21: :00 22: Table 3 Hourly movement rate, Glasgow Airport, 10 th October Pilots with whom NATS Glasgow has carried out informal briefing and consultation (particularly those based at Cumbernauld) stated unanimous support for the airspace classification change proposal of the Glasgow CTA Glasgow Airspace Reclassification Consultation Issue 1 Page 16 of 29

17 segment from Class E to D on the grounds of improved safety for their operations with no operational disbenefits. 9 Impact on other Airspace Users. 9.1 The change to the controlled airspace structure being sought by this airspace development is described in Table 4 below. 9.2 This information is aimed specifically at aviation stakeholders and therefore introduces technical language where necessary to describe the proposed classification and procedural arrangements for the airspace. 9.3 No new holds are proposed by this airspace change. Holding arrangements will remain as per current operations. There are no changes proposed to any SID s or STAR s 9.4 Glasgow Airport ATC would remain the controlling authority for the changed Class D airspace. 9.5 Glasgow ATC are fully committed to providing the best possible ATC service provision regardless of airspace user or type of aircraft wishing to enter the proposed Class D segment of the Glasgow CTA. Glasgow ATC is currently undergoing a review of their approach method of operation to equalise workload between controllers to help ensure as much freedom of access to this airspace is attained for all users. Glasgow Airspace Reclassification Consultation Issue 1 Page 17 of 29

18 10. Design options 10.1 Since the proposed change is simply a reclassification of existing airspace, no alternative new design options are presented. Hence there are only three options: Do nothing - keep the airspace as Class E, Consider lateral and or vertical dimension changes to controlled airspace. Reclassify the airspace to Class D The do nothing option was considered and rejected because reclassifying the airspace would bring a real and worthwhile improvement in safety, (for the reasons given in sections 7 and 8) Following NATS consideration, the rationale for rejecting options to change to the dimensions to the lateral and/ or vertical dimensions of the airspace are outlined in sections 8.4 and 8.5. Description of change Reclassification of the Glasgow CTA Class E airspace to Class D. NATS justification Create a known traffic environment for flights approaching, departing and transiting Glasgow Airport. This will reduce the risk of AIRPROX and improve safety as described in sections 7 and 8, and will also reduce the safety risks associated with the current Class E airspace. Impact on airspace users not controlled by NATS In accordance with the regulations governing Class D airspace, aircraft will be required to be in two-way radio communication with Glasgow ATC, and receive a clearance before being permitted to enter the Class D airspace. VFR flight will be permitted once clearance is given. Aircraft using the airspace will be required to be equipped appropriately with two way radios. Aircraft not equipped with two-way radios will have to keep clear of the airspace. Transponders are not mandatory for operation in Class D airspace however their operations are encouraged. TABLE 4: SUMMARY OF PROPOSED CHANGE Glasgow Airspace Reclassification Consultation Issue 1 Page 18 of 29

19 11. Environmental effects 11.1 This change is purely a reclassification of the class of airspace. No new routes are proposed. There will be no changes to where aircraft are flying as a result of the proposed change i.e. no change to routes, flight paths, concentration or dispersal of aircraft. People living and working beneath the airspace will not experience any difference in the over-flying air traffic. Exhaust emissions and fuel burn 11.2 This proposal is not an airspace redesign, but a proposed reclassification of the airspace which does not change the usual trajectories of flights using the airspace. The only impact on aircraft trajectories will be a reduction in the use of avoiding action and vectoring around unknown traffic and the subsequent disruption to approach sequencing as described in paragraph 8.3. This may result in a small reduction of CO 2 emissions. Noise, Tranquillity, Visual Intrusion, Local Air Quality 11.3 The proposed reclassification of the airspace does not change the usual trajectories of commercial flights using the airspace NATS proposed to the CAA and it was agreed at the 18 th August 2008 framework briefing that it was not possible to predict the types or numbers of aircraft that may wish to route below the redesignated Glasgow CTA without an ATC clearance. Thus analysis of noise impact, tranquillity, visual intrusion, and local air quality has not been undertaken. Glasgow Airspace Reclassification Consultation Issue 1 Page 19 of 29

20 12. Next steps 12.1 We request that aviation stakeholders consider the proposal and provide a written response to us. In accordance with the CAA airspace change process (Ref 1), a period of 14 weeks has been allowed for this stakeholder consultation. Where possible an early response to this proposal would be appreciated so that any issues arising may be addressed as soon as possible. The closing date for replies associated with consultation issues is 24 th March We request that you reply to this consultation even if you have no objection to the proposal Responses to this consultation will be collated and a summary will be circulated to the CAA and participating stakeholders once the consultation has closed. Any matters raised during the consultation period that have not been adequately considered during the development of the proposed design may require NATS to make changes to the proposal. Any such changes may require further consultation as determined by the CAA Having considered the consultation responses, once NATS is satisfied that the proposal achieves the appropriate balance between all the stakeholder requirements, a formal airspace change proposal will be submitted to the CAA for consideration as per the airspace change process (Ref 1). This will include a full record of all feedback from this consultation Responses and feedback should be sent to the address below: Consultation Co-ordinator NATS, Control Tower Building Glasgow Airport, Campsie Drive, Paisley, Renfrewshire, PA3 2SG 12.6 Comments regarding NATS compliance with the consultation process as set out in the CAA s guidelines for airspace change process (Ref 1) should be directed to the CAA at: Head of Business Management Directorate of Airspace Policy CAA House Kingsway London WC2B 6TE businessmanagement@dap.caa.co.uk Glasgow Airspace Reclassification Consultation Issue 1 Page 20 of 29

21 13. References 1. CAP 725, CAA Guidance On The Application Of The Airspace Change Process, March 2007, CAA Directorate of Airspace Policy 2. Glasgow Airport Master Plan: LA_Masterplan_oct06.pdf 3. CAP 724, CAA Airspace Charter which defines the authorities, responsibilities and principles by which the CAA Director of Airspace policy conducts the planning or airspace and related arrangements in the UK Glossary AIRPROX A situation in which, in the opinion of a pilot or a controller, the distance between aircraft as well as their relative positions and speeds have been such that the safety of the aircraft involved was or may have been compromised. ATC Air Traffic Control ATS Air Traffic Control service BAA BAA plc CAA Civil Aviation Authority CTA Control Area CTR Control Zone DAP Directorate of Airspace Policy (the department of the CAA responsible for airspace matters) FIR Flight Information Region IFR Instrument Flight Rules ScACC Scottish Area Control Centre SID Standard Instrument Departure Squawk Transponder code SSR Secondary Surveillance Radar (radar giving additional information from the aircraft s transponder) TMA Terminal Manoeuvring Area Transponder A device on the aircraft which transmits information (an identifying code, and usually altitude) which is displayed on the Air Traffic Controller s radar screen. VFR Visual Flight Rules Glasgow Airspace Reclassification Consultation Issue 1 Page 21 of 29

22 Appendix A: List of Stakeholders Local Aviation Stakeholders Edinburgh Airport Glasgow Airport Cumbernauld Airfield Thornhill Airfield Strathaven Airfield Glasgow City Heliport Lanarkshire & Lothian Soaring Club Loch Lomond Seaplane SECC Heliport Prestwick Airport Glasgow University Air Squadron Ardgowan Airfield Scotia Helicopters PDG Helicopters Lothian Helicopters Skyway Helicopters Ltd Portmoak Gliding Association Prestwick Flying Club Prestwick Flight Centre Glasgow Flying club Glasgow Flight Training Fife Flying Club Cumbernauld Flying School Leading Edge Flying Club Microlights Scotland The Scottish Gliding Centre Edinburgh Air Centre Edinburgh Flying Club Air Charter Scotland Tayflight Ltd Hebridean Air Services Scottish Area Control Centre NATMAC (National Air Traffic Management Advisory Committee) Airport Operators Association (AOA) AOPA UK British Airways BAe Systems British Airline Pilots Association (BALPA) British Air Transport Association (BATA) British Balloon & Airship Club (BBAC) British Business & General Aviation Association (BBGA) British Gliding Association (BGA) British Hang Gliding & Paragliding Association (BHPA) British Microlight Aircraft Association (BMAA) British Parachute Association (BPA) British Airports Authority (BAA) British Gliding Association (BGA) British Helicopter Advisory Board (BHAB) MOD ATC Flying MOD DASC NATMAC (National Air Traffic Management Advisory Committee) contd. European UAV Systems Centre Ltd Guild of Air Pilots & Air Navigators (GAPAN) General Aviation Safety Council (GASCo) Guild of Air Traffic Control Officers (GATCO) Helicopter Club of Great Britain (HCGB) Heavy Airlines HQ 3AF, RAF Mildenhall HQ DAAvn Light Airlines Popular Flying Association (PFA) PPL/IR Europe Royal Aero Club (RAeC) RAF HQ AIR (Chairman MUACT) UK Airprox Board (UKAB) UKFSC Airlines British Airways BMI Continental Airways Easyjet Emirates Eurojet First Choice Flybe Globespan Jet2 KLM Loganair Pakistan Airlines Ryanair Thomas Cook US Airways Virgin Airways Westminster Members of Parliament Consituencies & Unitary Authorities (For information only) Airdrie and Shotts Coatbridge, Chryston and Bellshill Cumbernauld, Kilsyth and Kirkintilloch East East Kilbride, Strathaven and Lesmahagow Falkirk Glasgow East Lanark and Hamilton East Motherwell and Wishaw Ochil and South Perthshire Rutherglen and Hamilton West Stirling Unitary Authority Clackmannanshire Unitary Authority East Dunbartonshire Unitary Authority North Lanarkshire Unitary Authority South Lanarkshire Unitary Authority Glasgow City Unitary Authority Glasgow Airspace Reclassification Consultation Issue 1 Page 22 of 29

23 Appendix B: Overview of Structure and Operation of UK Airspace 2 The airspace over the UK is a national asset and finite resource. The safe and efficient utilisation of our airspace is vital to both the UK economy and national defence. Accordingly, it is essential that UK airspace be provided, as far as possible, for the benefit of all users. In simple terms, UK airspace, from ground level to approximately 66,000ft, is categorised as being either Controlled Airspace or Uncontrolled Airspace : Controlled airspace is established for the protection of aircraft during the various phases of flight and to facilitate a safe and expeditious flow of air traffic. Any aircraft operating within controlled airspace require an air traffic control (ATC) clearance and must comply with the instructions issued. Controlled airspace is therefore, in most cases, a known environment, i.e. all traffic is known to the ATC system. Commercial, passenger-carrying aircraft operate almost exclusively inside controlled airspace. Controlled airspace can be divided into 5 main types: Control Zones, which extend from ground level and surrounding major airports Control Areas, which do not extend down to the ground but have base levels above the ground Airways, which are corridors of controlled airspace that form the main routes connecting major airports and are a form of Control Area Terminal Control Areas, which are larger Control Areas established around groups of airports where several airways converge Upper Airspace that comprises all UK airspace from FL245 (24,500ft) upwards. Whilst within controlled airspace standard routes are published as a template for planning purposes, air traffic controllers may use the full lateral and vertical extent of this protective airspace. In fact, the ability for controllers to tactically position aircraft is essential in ensuring the most effective flow of traffic, placing the safe separation and sequencing of aircraft above all other considerations. Consequently, aircraft will not necessarily follow exactly the same flight paths. However, the closer aircraft are to the airport of arrival or departure the less flexibility exists to adapt their flight profiles. For example, an aircraft five miles from touchdown needs to be aligned with the runway and therefore is likely to be in exactly the same piece of sky that the aircraft ahead occupied. The further from touchdown, the more variation in positioning is likely to exist because of the requirement to achieve the safe separation in the sequencing of arriving aircraft. Only the controlled airspace established in the immediate vicinity of major airports extends down to the ground. As indicated previously, most areas of controlled airspace have base levels of several thousand feet above the surface. Detailed maps and charts depicting the UK s airspace structure can be purchased from several commercial outlets. Uncontrolled airspace: the airspace outside controlled airspace extends from ground level to 19,500ft or to the base of controlled airspace where this is lower. 2 Text from Directorate of Airspace Policy Environmental Information Sheet Number 3 web address - Glasgow Airspace Reclassification Consultation Issue 1 Page 23 of 29

24 Although uncontrolled, pilots can request a range of Air Traffic Services (ATS) within such airspace from a variety of civil and military ATS providers. These services range from the mere provision of information to a radar service in which controllers provide sequencing and separation instructions. Uncontrolled airspace is airspace within which receipt of an ATS, whilst often available, is not an absolute requirement. Pilots can operate without talking to ATC and without a specific air traffic clearance. They therefore fly on a see and avoid basis such that they can determine their routes according to their own requirements. Such activity is subject to compliance with the basic Rules of the Air Regulations and any weather, airspace, pilot or aircraft licensing limitation. The majority of military, instructional and recreational flying takes place in uncontrolled airspace. ATC Organisation: Responsibility for the provision of ATC services in the UK lies with both civil and military service providers that provide a service to both civil and military aircraft within their areas of responsibilities. For the most part and in very general terms, activity inside controlled airspace is managed by NATS (Enroute) plc, whose operation is regulated by the Civil Aviation Authority. Much of NATS activity is conducted from three control centres: NATS Swanwick (Area Control and Terminal Control): from where the flow of traffic in UK airspace south of 55 degrees North (over England and Wales) in the Upper Airspace, along the Airways system and within the high levels of Control Areas is managed; also from where the flow of traffic inbound to and outbound from the major airports in the South East of England is managed. Scottish and Oceanic Area Control Centre (ScOACC) Prestwick: from where the flow of traffic in UK airspace north of 55 degrees North (over Scotland) in the Upper Airspace, along the Airways system and within the high levels of Control Areas is managed Manchester Area Control Centre (MACC) Manchester: from where the flow of traffic bound to and outbound from the major airports in the Manchester region is managed Glasgow Airspace Reclassification Consultation Issue 1 Page 24 of 29

25 Appendix C: A Brief Outline of Air Traffic Control Principles Introduction The UK contains many large airports each of which generates significant volumes of air traffic. As a result the UK is recognised as having some of the most complex airspace structures and procedures in order to ensure the safe passage of aircraft flying through its airspace. Air Traffic Control (ATC) is a service provided to afford a safe, orderly and expeditious flow of air traffic. The vast majority of commercial airliners and other large aircraft plan their routes along Air Traffic Service (ATS) routes. These routes are protected by volumes of controlled airspace in which the position, height and intentions of aircraft are both known and controlled by ATC. The details of each flight s proposed route form an individual Flight Plan that is used by aircraft operators to advise ATC of the proposed route to be flown between departure and destination airports. Controlled Airspace and ATS Routes Further out from an airfield aircraft are generally at higher altitudes or levels whilst they climb to, or descend from, their cruising flight levels. This permits the controlled airspace to be arranged in steps thereby allowing other (typically non-commercial) aircraft that are not in receipt of an ATC service to operate freely in uncontrolled airspace below or laterally clear of the ATS route. ATS routes are themselves surrounded by volumes of controlled airspace which must extend a minimum of 5 nautical miles either side of the route centreline. These are established to protect aircraft during the en-route phase of flight. Large Control Areas are established in certain areas that contain many ATS routes. Aircraft wishing to operate within controlled airspace must submit a flight plan and gain a clearance to enter from an ATC unit. On entering controlled airspace aircraft must obey all ATC instructions and maintain radio contact. An aircraft flying within controlled airspace will therefore be operating within a known environment in which the Air Traffic Controller can safely separate it from all other aircraft operating within the controlled airspace. So long as an aircraft is flying within controlled airspace, it will also remain safely separated from aircraft flying freely outside of the controlled airspace environment. Uncontrolled Airspace Controlled airspace is delineated by a specified boundary and outside of this boundary the airspace is known as uncontrolled airspace. Within uncontrolled airspace aircraft operate with relative freedom without being in receipt of any Air Traffic Control Service and therefore are operating in what is sometimes referred to as an Unknown environment, i.e. the intended flight profile of aircraft is unknown. Aircraft routinely operating within uncontrolled airspace include light general aviation aircraft, military aircraft, helicopters, hot air balloons and gliders. Wherever possible, commercial passenger aircraft operate within the confines of controlled airspace for the protection that this environment affords compared to operating within an uncontrolled and unknown environment. However, some airports, due to the small volumes of commercial air traffic operating from them, are not protected by controlled airspace. Glasgow Airspace Reclassification Consultation Issue 1 Page 25 of 29