Consultation Document - Shorehamflybrighton.com/wp-content/uploads/2017/02/GNSS-Consultation-Document.pdf · BCAL commissioned a CAA approved company (Cyrrus Ltd.) to design new GNSS

Brighton City Airport Ltd Airspace Change Proposal

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Airspace Change Proposal by

Shoreham Aerodrome

(Brighton City Airport Ltd)

Consultation Document


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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 Airspace Change Proposal 15

Glossary 16

References 17

Appendices

Appendix A - Instrument Approach Charts 18

Appendix B - List of Consultees 20

Consultation Feedback Form 21


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1. Foreword

Shoreham Aerodrome is the oldest licensed aerodrome in the UK. Since August 2013 it has been

operated by Brighton City Airport Ltd (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 Brighton City Airport Ltd, 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

Brighton City Airport Ltd


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2. Introduction

Brighton City Airport Ltd. 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 Airspace Change Proposal and this process requires BCAL to undertake a

consultation1 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


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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


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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.


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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:

The number of IFR movements is approximately 5% of the total.

0

10000

20000

30000

40000

50000

60000

70000

80000

2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016

Shoreham Aerodrome Annual Movements

Movements IFR


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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


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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) To comply with the international requirements2,3, and

(ii) 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


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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


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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


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9. Assessment of the Impact of the Proposed Change

Brighton City Airport Ltd. 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


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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, 29th 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%.


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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 resolution2 or EASA NPA3.

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 Airspace Change Proposal and for BCAL to

share information with them.

The ‘Change sponsor’ is Brighton City Airport Ltd 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


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Responses to this proposal may be submitted via the following methods:

Email: [email protected]

Post: Deputy Senior Air Traffic Controller (DSATCO)

Airspace Change Proposal

Brighton City Airport Ltd

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 Airspace Change Proposal (ACP):

February 2017 Stakeholders notified of proposal

February 2017 Consultation period commences

May 2017 Consultation period ends

May 2017 Consultation Summary Report issued

June 2017 ACP submitted to the CAA

October 2017 CAA Regulatory decision

December 2017 Implementation of GNSS RNAV LPV Approach Procedures

mailto:[email protected]


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Glossary

ACP Airspace Change Process

amsl Above Mean Sea Level

APV Approach with Vertical Guidance

ATZ Aerodrome Traffic Zone

BCAL Brighton City Airport Ltd

CAA Civil Aviation Authority (UK)

DME Distance Measuring Equipment

EASA European Aviation Safety Agency

EGKA ICAO designator for Shoreham Aerodrome (used by ATC and aircraft operators)

GNSS Global Navigation Satellite System

IAF Initial Approach Fix

ICAO International Civil Aviation Organisation

IFR Instrument Flight Rules

LPV Localiser Performance with Vertical Guidance (using GNSS)

NATS National Air Traffic Services

NDB Non-Directional Beacon

PBN Performance Based Navigation

RNAV Area Navigation (aircraft may fly any route between two points using GNSS)

RWY Runway

VFR Visual Flight Rules


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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.


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Appendices

Appendix A - Instrument Approach Charts

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Pro

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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)


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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: [email protected]

Post: Deputy Senior Air Traffic Controller (DSATCO) Airspace Change Proposal Brighton City Airport Ltd 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:

mailto:[email protected]


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Comments (continued):

Documents

Consultation Document - Shorehamflybrighton.com/wp-content/uploads/2017/02/GNSS-Consultation-Document.pdf · BCAL commissioned a CAA approved company (Cyrrus Ltd.) to design new GNSS