by Shoreham Aerodrome () Consultation Document Page 1
Contents Page 1. Foreword 3 2. Introduction 4 3. Consultation Proposal 5 4. Significant Dates 5 5. Background 6 6. The Current Procedures 8 7. Why the Aerodrome is Proposing a Change 9 8. The Proposed Procedures 10 9. Assessment of the Impact of the Proposed Change 12 10. Consultation Options 14 11. Consultation Process & How to Respond 14 12. Planned Timetable for the 15 Glossary 16 References 17 Appendices Appendix A - Instrument Approach Charts 18 Appendix B - List of Consultees 20 Consultation Feedback Form 21 Page 2
1. Foreword Shoreham Aerodrome is the oldest licensed aerodrome in the UK. Since August 2013 it has been operated by (BCAL), part of the ADR Candelon Group. We endeavour to maintain our good relationships with stakeholders and the local community and are committed to being a responsible neighbour. We welcome the opportunity to show how we are protecting the operation and safety of this valuable and historical local asset in a way that works best for the people of West Sussex. BCAL understands that the aerodrome is very significant to people who live in the local area and to the thousands of people who visit or are employed here. The purpose of this document is to ensure that the community have an opportunity to participate in this important consultation about the introduction of enhanced approach procedures. Your opinions regarding the proposals set out within this document are a very important part of the airspace change process and we encourage you to respond. On behalf of, may I thank you for taking the time to read this document and providing us with your feedback. Any questions you may have please address them via the contact information in Section 11. Jonathan Candelon Director Page 3
2. Introduction. is seeking to improve the method by which aircraft approach the Aerodrome. The changes we are proposing are in fact a requirement of international aviation safety bodies and we are confident that we can implement them without having a negative impact on air quality, noise and visual intrusion from aircraft. The Civil Aviation Authority (CAA) have stated that our proposals constitute an and this process requires BCAL to undertake a consultation 1 exercise with the aviation community, aerodrome stakeholders, local authorities and the general public. We have included a certain amount of technical data in this proposal out of respect for the fact it is important for people to have the facts to judge for themselves. The technical charts that pilots use to fly to Shoreham are shown in Appendix A but for the main body of this document we have used Google Earth images to demonstrate the flight paths. We intend to arrange open events where the aerodrome professionals can explain or discuss the information contained in this document. We hope you find it interesting to learn more about how the aerodrome works and how we plan for the future with care for how we operate at the heart of the community. It is important to note that the proposed changes are only designed for the aircraft types that currently use the aerodrome. Larger aircraft types will not be able to use the aerodrome for landings as these are restricted by the aerodrome s infrastructure, eg. runway dimensions. This consultation exercise is solely concerned with the improvement of current landing operations and is NOT about changes to: Aerodrome operating hours Types of aircraft using the aerodrome Runway or aerodrome capacity Controlled airspace The Aerodrome Traffic Zone Number of aircraft movements 1 - See references, page 17 Page 4
3. Consultation Proposal BCAL is proposing: 1) To improve its satellite navigation instrument approach procedures to the tarmac runways by providing altitude information to the pilot and removing their current reliance on a ground-based radio beacon. These will be used in conjunction with the other existing instrument approach procedures and visual approaches to all runways, and 2) To establish a holding pattern over the English Channel. 4. Significant Dates 30 October 2014 - Cyrrus Ltd. engaged to design new instrument approach procedures. 21 May 2015 - Final Procedure designs submitted to BCAL. 24 August 2016 - Initial viability framework meeting was held with the CAA in London. 13 November 2016 - BCAL commenced formal engagement with the CAA for this Airspace Change Proposal (ACP). 23 Feb-18 May 2017- Public consultation on proposal Page 5
5. Background Shoreham Aerodrome is located in uncontrolled airspace (known as Class G) which means that aircraft may fly without communicating with any air traffic service provided that they comply with the Rules of the Air (RoA) and are responsible for their own separation against other aircraft. If they are in contact with and receiving an air traffic service the obligation to comply with the RoA and apply their own separation still exists. The aerodrome has a volume of airspace called the Aerodrome Traffic Zone (ATZ) which is a column of airspace of 2 nautical miles radius, 2000 feet high, centred on the mid-point of the tarmac runway strip. Pilots must request and receive a clearance to enter this airspace and comply with air traffic control instructions. It is in place to protect aircraft flying the visual circuits and provide a known traffic environment so controllers can assist pilots in avoiding each other. Shoreham ATZ Google Earth Pilots fly aircraft under two types of rules: i) Visual Flight Rules (VFR) - Navigate and land by visual reference to the ground and landmarks. ii) Instrument Flight Rules (IFR) - Navigate by use of cockpit instruments tuned in to radio beacons and the Global Navigation Satellite System (GNSS). These aircraft require instrument procedures that enable the aircraft to approach and land at an aerodrome. Page 6
Shoreham aerodrome already has instrument approach procedures to the tarmac runways. They are designed using radio beacons situated on the aerodrome. The missed approach procedure and holding pattern above the aerodrome are flown by tuning into a beacon, known as a NDB, located on the centre of the airfield. These can be seen on the approach charts in Appendix A as a dotted line and an elongated oval. The vast majority of aircraft movements (landing and departing) at Shoreham do so under VFR. This can be seen by the graph below: 80000 70000 60000 50000 40000 30000 20000 10000 0 Shoreham Aerodrome Annual Movements 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 Movements IFR The number of IFR movements is approximately 5% of the total. Page 7
6. The Current Procedures Shoreham Aerodrome has instrument approach procedures using the GNSS for the tarmac runways 02 & 20. They are known as RNAV approaches and provide information of position, but not altitude, for pilots flying IFR. Pilots navigate their own way to the start point of these procedures, known as Initial Approach Fix (IAF), follow the route marked to the runway descending to altitudes stated on the approach chart to their Minimum Descent Altitude (MDA). If the pilot is not in in visual contact with the runway then he/she initiates a Missed Approach Procedure and returns to the holding pattern in order to have another attempt. These RNAV approaches are programmed into the aircraft s flight management software and do not give the pilot any vertical guidance to maintain a steady descent profile. They are also referred to as non-precision approaches. The current charts for an RNAV approach to runways 02 & 20 are shown in Appendix A (The Missed Approach Procedures are indicated by the dotted line and described in the box showing the Profile). Runway 02: If an aircraft is inbound, eg. from the east, then it flies to the IAF GODOT then RIPIL, turns onto the final approach track to the Missed Approach Point MAPt RWY02. At this point if a landing is not possible, the aircraft should climb to the north up the Adur valley and turn back to overhead the aerodrome (NDB holding pattern). Dependent on the aircraft type, this climb may take the aircraft over Upper Beeding, Bramber and Steyning. Google Earth image showing the current RNAV approach RWY 02 with Missed Approach Procedure (white) Google Earth Page 8
Runway 20: An aircraft inbound, eg. from the west, flies to IAF BITLI then ADURI, turns onto the final approach track to the Missed Approach Point MAPt RWY20. The missed approach procedure RWY 20 requires aircraft to maintain the runway heading, climbing out over the sea before returning to the NDB holding pattern. Google Earth image showing the current RNAV approach RWY 20 with Missed Approach Procedure (white) Google Earth 7. Why the Aerodrome is Proposing a Change (i) (ii) To comply with the international requirements 2,3, and Approaches with vertical guidance are less workload for the pilot as he/she is not continuously monitoring the descent rate and trying to ensure that the aircraft is at a particular altitude at a certain range. As it is easier to fly an approach there is less likelihood of having to change engine settings to maintain the glidepath reducing fuel burn and emissions. 2,3 - See references, Page 17 Page 9
8. The Proposed Change BCAL commissioned a CAA approved company (Cyrrus Ltd.) to design new GNSS approaches that include vertical guidance (GNSS RNAV LPV) which comply with the design parameters set out by ICAO. These designs no longer require a dependence on the NDB radio beacon for the missed approach procedure and holding pattern. The Missed Approach Procedures are more clearly defined and a new holding pattern (in addition to the current one) would be established over the sea south of Littlehampton/Rustington. It is these changes that have initiated this consultation process. The charts for the proposed instrument approach procedures can also be found in Appendix A alongside the current charts for comparison. Runway 02: Aircraft inbound from, eg. the west, fly to IAF ADPOD (if required, the holding pattern) then RIPIL to the MAPt RWY02. If unable to land, instead of turning towards Upper Beeding the aircraft now climbs straight ahead until it reaches 2,200 feet. It maintains this level as it follows the routing shown around to the north of Henfield then back over Worthing to ADPOD. Google Earth image of proposed GNSS RNAV LPV approach RWY 02 with Missed Approach Procedure. Google Earth Page 10
Runway 20: This procedure is shaped slightly differently and has its IAFs in different locations to the current procedure. To prevent errors and aircraft flight management software having incorrect co-ordinates for BITLI, ADURI and NITEN programmed in to them, the IAFs are given new designators IAWP4, KA20I and IAWP6. Once an aircraft reaches MAPt RWY20, it continues ahead towards RIPIL but turns just short towards ADPOD. It either takes up a holding pattern or flies back to an IAF for another attempt. Google Earth image of proposed GNSS RNAV LPV approach RWY 20 with Missed Approach Procedure Google Earth Page 11
9. Assessment of the Impact of the Proposed Change. has considered the environmental impact of this proposed change in relation to the following points: Noise Emissions / air quality Visual intrusion It is worth re-iterating at this point that there will be no change to the types of aircraft that currently use the aerodrome and its instrument approach procedures. Aircraft will continue to choose their own flight routings to the IAFs. The numbers of aircraft are not envisaged to change as those aircraft that currently use a GNSS approach will continue to do so. Noise: The CAA require the aerodrome to consider noise impacts up to 7,000ft. 5,500 to 7,000ft: This is controlled airspace which requires a specific clearance to enter and is controlled by NATS Swanwick. Shoreham has no influence over the routings used by these controllers. Our proposals have no effect on this airspace. 3,500 to 5,500ft: There are no changes to traffic patterns between these altitudes. Below 3,500ft: Noise impacts due to the proposed changes are considered below. The South Downs National Park is situated on the northern side of the aerodrome and part of it lies within the Shoreham ATZ. This park already sees flights operating in and out of Shoreham as well as transiting flights and flights by other aircraft not associated with Shoreham. The proposed instrument approach procedures will not create any additional routes. The proposed GNSS RNAV LPV Runway 20 approach will follow the existing final approach track over the National Park. Its missed approach will take aircraft over the sea to climb to 2,200ft before turning to the hold overhead the aerodrome or the hold at the ADPOD. If a steep approach to RWY20 is approved (subject to separate CAA approval and not part of this consultation) with the airspace change then aircraft will remain higher for longer on the approach lessening the noise footprint further. The proposed GNSS RNAV LPV Runway 02 missed approach procedure will put aircraft on a defined track avoiding Upper Beeding, Bramber and Steyning. Climbing straight ahead until 2,200ft, then maintain level flight routing north of Henfield, avoiding built-up areas and flying over open land, and over Worthing to the hold pattern at ADPOD. Aircraft are already flying over Worthing and the surrounding area to the north and west inbound to the aerodrome, VFR aircraft between 1,100-2,000ft and IFR aircraft to the NDB hold at 2,200ft. As the aircraft types and quantities are not going to change, BCAL consider that the noise is not going to differ to the current situation. The new proposed hold at ADPOD (minimum 2,200ft, however if another aircraft is flying the instrument approach procedure then this level would be increased to 3,200ft) has been situated over the sea. IFR aircraft are already routing to this point approximately 7 km south of the Page 12
coastline to fly the current GNSS instrument approach procedure and VFR transit traffic are following the coastline at different altitudes between the hold and the population areas so it is considered that there is no additional noise. The aircraft will follow a precise track over the ground leading to a concentration of flights as aircraft achieve a greater consistency of flight paths. Locations beneath these routes will be directly overflown more often than those further away. CAA and DfT policy is to contain rather than spread flight tracks and noise. Emissions / Air Quality: There is no change to the type of aircraft able to land at Shoreham. A GNSS RNAV LPV approach and associated missed approach procedure is designed so that aircraft fly in straight lines with minimal alterations to their direction of travel and engine settings. This allows the pilots to configure the aircraft more efficiently and potentially minimise fuel burn, emissions and noise. The operators may also have greater confidence in effecting a landing rather than expecting to make a missed approach and a diversion with the subsequent extra track miles and fuel consumption. The aerodrome is confident that emissions will not increase as a result of the implementation of these new GNSS RNAV LPV approach procedures. Visual Intrusion: The size of aircraft to use these new approaches will not increase nor are they flying lower than currently to the aerodrome. Their visual impact will be imperceptible especially when holding over the sea as they will likely be 3200ft or above. The southeast of England, especially on good weather days, is an area of intense aviation activity. Using as an example a summer s day when the aerodrome s movements were high, 29 th August 2016, the aerodrome had 354 take-off and landings, of which 3 were IFR. The aerodrome also receives aircraft from other aerodromes which fly the instrument approach procedures as part of their IFR training but many of these return to their home bases without landing at Shoreham. In the local area there would be many other aircraft that are operating without communicating with Shoreham Air Traffic Services contributing to visual intrusion, emissions and noise. The number of IFR aircraft that use the aerodrome annually is approx. 5% of the total. The aerodrome does not envisage this percentage to change significantly if approval for the new instrument approach procedures is obtained. It is acknowledged by BCAL that having these more accurate procedures in place may encourage aircraft operators to land at Shoreham rather than looking further afield when planning their flights. If the possibility of an operator establishing a scheduled service (assuming four flights per day) is added then BCAL estimates that the percentage of IFR flights will increase to 8-9%. Page 13
10. Consultation Options BCAL is consulting on two possible options: Option A (preferred) Introduce the new GNSS RNAV LPV approach procedures to enable aircraft to approach the aerodrome with a greater degree of accuracy. Comply with internationally agreed requirements. Option B Do nothing. Continue with the current approved instrument approach procedures. Non-compliant with ICAO resolution 2 or EASA NPA 3. 11. Consultation Process & How to Respond The purpose of this consultation is to provide stakeholders and members of the public an opportunity to express their opinion, comment on the and for BCAL to share information with them. The Change sponsor is and is responsible for the proposal and consultation process, whilst the CAA Safety & Airspace Regulation Group (SARG) is responsible for the Airspace Change Process. Any complaints regarding BCAL s adherence to the airspace change process should be made to the CAA below. Any other responses will be referred back to BCAL. Airspace Regulator (Coordination) Airspace, ATM and Aerodromes Safety and Airspace Regulation Group CAA House 45-59 Kingsway London WC2B 6TE This proposal will be subject to a 12-week stakeholder consultation commencing 23/02/2017 and finishing 18/05/2017. All information regarding the airspace change proposal can be found on the aerodrome s website www. flybrighton.com/gnssconsultation. If you would like a hard copy of this document then please contact BCAL using any of the methods shown on page 15. All feedback will be given appropriate consideration and included in the aerodrome s consultation summary report to be published (on the website) before the formal proposal is submitted to the CAA (see Planned Timetable, Sect 12). All feedback received will be submitted to the CAA. If you do not want your personal information to be passed to the CAA then please ensure that this is clearly shown/stated in your feedback. 2,3 See references, page 17 Page 14
Responses to this proposal may be submitted via the following methods: Email: gnssconsultation@flybrighton.com Post: Deputy Senior Air Traffic Controller (DSATCO) Main Terminal Building Shoreham Airport Shoreham-by-Sea West Sussex BN43 5FF A feedback form is included at the end of this document. 12. Planned timetable for the (ACP): February 2017 February 2017 May 2017 May 2017 June 2017 October 2017 December 2017 Stakeholders notified of proposal Consultation period commences Consultation period ends Consultation Summary Report issued ACP submitted to the CAA CAA Regulatory decision Implementation of GNSS RNAV LPV Approach Procedures Page 15
Glossary ACP amsl APV ATZ BCAL CAA DME EASA EGKA GNSS IAF ICAO IFR LPV NATS NDB PBN RNAV RWY VFR Airspace Change Process Above Mean Sea Level Approach with Vertical Guidance Aerodrome Traffic Zone Civil Aviation Authority (UK) Distance Measuring Equipment European Aviation Safety Agency ICAO designator for Shoreham Aerodrome (used by ATC and aircraft operators) Global Navigation Satellite System Initial Approach Fix International Civil Aviation Organisation Instrument Flight Rules Localiser Performance with Vertical Guidance (using GNSS) National Air Traffic Services Non-Directional Beacon Performance Based Navigation Area Navigation (aircraft may fly any route between two points using GNSS) Runway Visual Flight Rules Page 16
References 1 CAP725 CAA Guidance on the Application of the Airspace Change Process 2 International Civil Aviation Organisation: Resolution 37-11. 3 EASA Notice of Proposed Amendment (NPA) 2015-01 Performance-Based Navigation (PBN) Implementation in the European Air Traffic Management Network (EATMN), RMT.0639 19.01.2015. This NPA requires Air Traffic Service Providers to implement approaches with vertical guidance by January 2025. Page 17
Current RNAV approach RWY 02 Proposed RNAV LPV approach RWY 02 Appendices Appendix A - Instrument Approach Charts Page 18
Current RNAV approach RWY 20 Proposed RNAV LPV approach RWY 20 Page 19
Appendix B - List of Consultees Shoreham Airport Consultative Committee Shoreham Aerodrome based aircraft operators (Clubs, Flight Training Organisations and private owners) Local Councils - Brighton & Hove City Council - Adur District Council - Worthing Borough Council - Arun District Council - Mid-Sussex District Council - West Sussex County Council - East Sussex County Council - Lancing Parish Council - Henfield Parish Council - Storrington & Sullington Parish Council - Ferring Parish Council - Rustington Parish Council South Downs National Park Authority Members of Parliament - East Worthing and Shoreham - Worthing West - Mid-Sussex - Arundel & South Downs - Bognor Regis & Littlehampton - Horsham - Lewes - Hove - Brighton Kemptown - Brighton Pavilion Chichester/Goodwood Air Traffic Services Air Navigation Solutions (Gatwick) Maritime & Coastguard Agency (Solent) Aeronautical Rescue Co-ordination Centre National Air Traffic Management Advisory Committee (NATMAC) - Aviation Environment Federation (AEF) - Airport Operators Assoc. (AOA) - Aircraft Owners and Pilots Assoc. (AOPA) - British Airways plc (BA) - British Business & Gen. Aviation (BBGA) - British Airline Pilots Assoc. (BALPA) - Business Aircraft Users Assoc. (BAUA) - British Balloon and Airship Club (BBAC) - British Gliding Assoc. (BGA) - British Air Transport Assoc. (BATA) - British Microlight Aircraft Assoc. (BMAA) - British Hanggliding & Paragliding Assoc. (BHPA) - British Parachute Assoc. (BPA) - British Model Flyers Assoc. (BMFA) - British Helicopter Assoc. (BHA) - CAA Safety and Regulation Group (SARG) - BAE Systems - Defence Airspace & Air Traffic Management (DAATM) - Future Airspace Strategy VFR Implementation Group (FASVIG) - Honorable Company of Air Pilots - General Aviation Safety Council (GASCo) - Guild of Air Traffic Control Officers (GATCO) - Gulf Aviation Academy (GAA) - Heavy Airlines Group - Helicopter Club of Great Britain (HCGB) - Light Airlines - Light Aircraft Assoc. (LAA) - Low Fares Airlines Group - Navy Command HQ - National Air Traffic Services Ltd (NATS) - UK Airprox Board (UKAB) - UK Flight Safety Committee (UKFSC) - 3 AF-UK/A3 (military) - Unmanned Aerial Vehicle Systems Assoc. (UAVS) - PPL/IR (Europe) General Public (via local newspapers, aerodrome website & a displayed notice inside terminal building) Page 20
Consultation Feedback Form Please complete this form and return to BCAL using any of the methods below: Responses must be received by 18/05/2017 Email: gnssconsultation@flybrighton.com Post: Deputy Senior Air Traffic Controller (DSATCO) Main Terminal Building Shoreham Airport Shoreham-by-Sea West Sussex BN43 5FF Name:................................................................. Address:................................................................................................................................................................................................................................................................ Email:................................................................ If you do NOT wish for your personal information (contact details) to be shared with the CAA, please tick the box Consultation Options Please tick which option you support Option A Implementation of the GNSS RNAV LPV Approach Procedures Option B Do nothing Comments: Page 21
Comments (continued): Page 22