Guernsey Airport Low Visibility Landing Capability v EVS ATR72 · 5.1.Bombardier Dash 8 Q400NG Bombardier DASH 8 Q400 NG can Land in CAT IIIA (200m RVR) and Takeoff in 75m RVR this

1 | P a g e Capt Mervyn Dacey, 1st December 2018

Guernsey Airport Low Visibility Landing Capability v EVS ATR72

An analysis of Guernsey Airport instrument landing capability for low visibility

conditions, including recommendations for improvements. The proposed

purchase of ATR72 aircraft with EVS (Enhanced Vision System) for Aurigny is

also discussed.

Author: Capt Mervyn Dacey (Retd)


Contents 1. Introduction .................................................................................................................................... 3

2. Glossary ........................................................................................................................................... 3

3. Guernsey Airport Today .................................................................................................................. 4

3.1. Guernsey Weather .................................................................................................................. 4

3.2. Guernsey Weather .................................................................................................................. 5

3.3. Landing .................................................................................................................................... 5

4. Today’s Aircraft Fleet ...................................................................................................................... 6

4.1. Aurigny E195 ........................................................................................................................... 6

4.2. Aurigny ATR72 ......................................................................................................................... 7

4.3. Other ATR72s .......................................................................................................................... 7

4.4. Aurigny Dornier 228NG ........................................................................................................... 8

4.5. ATR42 ...................................................................................................................................... 8

5. Potential Aircraft Types................................................................................................................... 9

5.1. Bombardier Dash 8 Q400NG ................................................................................................... 9

5.2. A220-100 ............................................................................................................................... 10

5.3. ATR72 with EVS ..................................................................................................................... 11

5.4. Summary of Aircraft Capabilities .......................................................................................... 12

6. New Airport Technologies Available ............................................................................................. 12

6.1. EMAS (Engineered Materials Arresting System) ................................................................... 12

6.2. Radar reflectors ..................................................................................................................... 13

7. Airport options .............................................................................................................................. 14

7.1. CAT II Airport Capability ........................................................................................................ 14

7.2. CATIIIA/CAT IIIB Airport Capability requires Runway Extension ........................................... 15

7.3. Summary of Airport Upgrade Options .................................................................................. 16

8. Impact of Potential Improvements ............................................................................................... 17

9. Conclusions & Recommendation .................................................................................................. 18

10. About the Author .......................................................................................................................... 19

11. Appendices and References .......................................................................................................... 20

11.1. UK CAA Approach Lighting Guidance ................................................................................ 20

11.2. UK CAA Runway Lighting Guidance ................................................................................... 21

11.3. EMAS overview ................................................................................................................. 22

11.4. Radar Reflectors ................................................................................................................ 27

11.5. EVS Enhanced Visual Systems and Enhanced Flight Visual Systems ................................. 28

11.6. CAT IIIA / CAT IIIB ILS ......................................................................................................... 31

11.7. Data Analysis ..................................................................................................................... 32


1. Introduction

Guernsey Airport is well known for its susceptibility to low visibility conditions, combined with a

relatively poor instrument landing capability. The airport frequently suffers flight cancellations and

delays which inconvenience Islanders, impact businesses and can deter visitors. For any island

economy, an airport is a lifeline and flight disruptions can have severe social and economic

consequences. This report has been written to provide an up to date view of the options available to

the States of Guernsey to improve the flight reliability when Guernsey is affected by fog.

2. Glossary

ILS = Instrument Landing System : An airport radio aid to enable aircraft to land in low visibility.

Visibility is defined in meters along the runway direction and are grouped into four categories.

CAT I = Landing in runway visual range (RVR) 550 m or greater Decision Height 200 feet

CAT II = Landing in runway visual range (RVR) 300 m to 549m Decision Height 100 feet

CAT IIIA = Landing in runway visual range (RVR) 200 m to 299m Decision Height 50-100 feet

CAT IIIB = Landing in runway visual range (RVR) 75 m to 199m Decision Height 0-50 feet

Aircraft and airports are placed into the various categories dependant on their level of equipment

and capability.

EMAS = Engineered Materials Arresting System : An approved retardation bed to bring an aircraft

safely to a stop in a lesser distance than the standard distance required by CAA/EASA regulation in

the event of an aircraft overrunning the end of the tarmac runway. It is approximately 30% of the

normally required distance (RESA), See Appendix 11.3 for more details.

RESA = Runway End Safety Area : Recommended length 300 meters overall. Area beyond the end of

the tarmac runway to be used in the event of an aircraft overrunning the end of the tarmac runway.

CAA = UK Civil Aviation Authority : UK Aviation Regulator, responsible for Aviation Law Enforcement

EASA = European Aviation Safety Authority: Responsible for policy and law on Aviation Regulation in

the EU.

FAA = Federal Aviation Administration : Responsible for USA aviation regulation.

TORA = Takeoff run available : Length of tarmac runway available for takeoff.

TODA = Take off distance available : Length of clear area available for takeoff and initial climb to

50ft height above the airport.

ASDA = Accelerate stop distance available : Length available to accelerate to go/no go takeoff

speed and then stop within the tarmac runway.

LDA = Landing distance available : Length of tarmac runway available for landing

RVR = Runway Visual Range : Visibility along the length of the runway in meters (m).


Decision Height = Height in above the runway by which the pilot must decide if a landing is possible.

Avionics = Radio and Electronic equipment installed in an aircraft.

Radio Altimeter = A device fitted in the aircraft used in fog landings which measures height above

the ground very accurately.

EVS = Enhanced vision system : An Infra Red camera system that has the ability to “see” to a limited

extent through certain types of fog.

HUD = Head Up Display : Displays a view in the pilots eyeline of the infrared camera image.

3. Guernsey Airport Today Guernsey airport is currently equipped with a CAT I ILS and has a runway length of 1583m it has a

displaced threshold, reducing the available landing distance to 1463m. Lighting is generally CAT I

standard except for 15m runway centre line lights which exceed the CAT I requirement.

3.1. Guernsey Weather It is well known that Guernsey Airport suffers frequent disruption due to low visibility. Guernsey fog

is in fact cloud on the surface (hill fog with a large water droplet size) due to the high airport altitude

of 383ft above sea level. Guernsey can also often experience fog and wind simultaneously, which is

an unusual combination for the majority of international and regional airports. The prevailing wind

direction is westerly.

In 2017, Guernsey experienced 37 days below CAT I limits (550m RVR). This resulted in more than 50

days of schedule disruption due to aircraft re-positioning and flight crew rest requirements after

diversions involving overnight stays on the mainland.

Importantly, 25 days ( 67% ) of these days were also below the CAT II limit of 300m RVR.

Typically, Guernsey experiences CAT II conditions only in the brief transition between CAT I and

CAT IIIA / CAT IIIB conditions. It is clear, therefore, that for any substantial improvement in

low-visibility operations, a minimum of CATIIIA / CATIIIB capability will be required.


Figure 1 – Departure board Guernsey Airport 16th Nov 2018 RVR 225m CAT IIIA for most of the day.

Only two passenger flights landed when the RVR increased for a short time to 550m. CAT I

Figure 2 – Check in hall Guernsey Airport 16th Nov 2018 RVR was 225m CAT IIIA for most of the day

3.2. Guernsey Weather The Guernsey runway currently has 15m spacing of runway centreline lights, allowing all current

aircraft to take off in RVR (visibility looking down the runway) of 125m.

Takeoff limitations do not cause a particular problem given Guernsey weather conditions, so this

report will focus on the more problematic landing capabilities.

3.3. Landing The lowest level of visibility that an aircraft can land in, is determined by the least level when

comparing the aircraft category with the airfield category.

For example : AIRPORT CAT I and AIRCRAFT CAT IIIB

= The Lowest Visibility (RVR) limit permitted for landing is CAT I.

Guernsey Airport currently only has CAT l instrument landing capability, meaning that no aircraft can

land below CAT I (RVR 550m) conditions, regardless of the aircraft’s instrument landing capability.


4. Today’s Aircraft Fleet Many of the aircraft currently being operated into Guernsey Airport today have a CAT II or higher

capability, they are capable of operating in visibility down to 300m or lower if the airport equipment

is upgraded to CAT IIIA / CAT IIIB.

4.1. Aurigny Embraer E195

This aircraft is currently capable of CAT II operations (RVR 300m) but, with an avionics upgrade,

could Land in CAT IIIA conditions (RVR 200m) and Takeoff in 75m RVR. This aircraft operates the

lifeline Guernsey – London Gatwick route.

It is a relatively recent purchase and will not need replacement for at least 15 years.

Figure 3 – Aurigny E195


4.2. Aurigny ATR72

The ATR72s currently operated by Aurigny are capable of CAT II operations (RVR 300m). This is a

relatively young fleet with an average age of around 10 years. Replacement is not expected for at

least 10 years. The life of these aircraft is in the order of 30 years which compares with large jet

transport aircraft. In comparison British Airways and Virgin Airlines B747-400 aircraft are over 30

years old and remain in service.

The ATR72 aircraft do not need replacement because of their age.

Figure 4 – Aurigny ATR72

4.3. Other ATR72s

ATR 72s operated by other carriers are capable of a mix of CAT I (RVR 550m) and CAT II (RVR 300m)

operations. This is dependent on the level of avionics fitted and the age of the aircraft.


4.4. Aurigny Dornier 228NG

The Aurigny Dornier 228 used for flights to and from Alderney is capable only of CAT I operations (RVR

550m). Due to the short runway at Alderney, few aircraft types are available to operate this route and

none have a better instrument landing capability than CAT I. Reliability of the Alderney route cannot

therefore be improved by any of the suggestions in this report.

Figure 5 – Aurigny Dornier 228

4.5. ATR42

Some operations use ATR42 aircraft which are normally only CAT I capable. These are ageing aircraft

and replacement would be expected within the next few years. They have not been included in the

data analysis.


5. Potential Aircraft Types

The aircraft listed below are aircraft that are also suitable to operate services to Guernsey.

5.1. Bombardier Dash 8 Q400NG

Bombardier DASH 8 Q400 NG can Land in CAT IIIA (200m RVR) and Takeoff in 75m RVR this new version

has advanced avionics.

Figure 6 Bombardier Dash 8 Q400NG

Note the Flybe DASH 8 Q400 aircraft are operated to CAT II by airline choice. The Flybe DASH 8 Q400

aircraft are capable of CAT II only (300m RVR)


5.2. A220-100

The Airbus A220-100 regional jet (previous name Bombardier CS100 ) it has CAT IIIB (full autoland)

capability and so can land in the lowest visibility conditions 75m RVR. It can also takeoff in 75m RVR

due to additional equipment fitted to that aircraft. The A220-100 is similar in size to the Aurigny

operated Embraer E195.

Figure 7 – Airbus A220-100


5.3. ATR72 with EVS

The experimental ATR 72 with EVS (Enhanced Vision System) infrared camera in the nose displays a

runway view to the pilot to improve landing capability in low visibility conditions. It is not yet approved

by aviation authorities such as EASA and the FAA. If certified, it would enable equipped aircraft to

operate to CAT II limits (300m RVR) at a CAT I airport, which is an exception to the normal regulations..

However, Aurigny would be the first operator using this aircraft, it will take possibly some years to

achieve that EVS 300m RVR CAT II capability. It will not receive certification to 300m RVR when

initially put in service by Aurigny and it should be noted that the current Aurigny ATR72 fleet is

already CAT II (RVR 300m) capable, subject to the airport being improved.

EVS as proposed on this ATR 72 aircraft will never be able to operate below CAT II.

EVS uses an infrared spectrum camera system and does not work when the fog contains large water

droplets often present in hill fog, please see the Appendix 11.5 for an accompanying technical paper

for an explanation

Guernsey is equipped with low energy LED runway lights which do not get hot like conventional

filament runway lights. This is a problem for EVS, basically an infrared camera based system, the

camera can only see heat sources. They are absent or greatly reduced with LED runway lights which

are cold when on.

The EVS system is a high risk for Aurigny. It is a small airline and will be the first customer for this

technology. Maintenance costs for the EVS system are unknown, certainly the visor type of head up

display worn on the pilot’s head as demonstrated recently by ATR has never been used on a civilian

aircraft before and is likely to be too delicate and unreliable for every day airline service.

It may not deliver the promised performance on a regular basis in the Guernsey fog environment.

Figure 8 – Experimental ATR72 with EVS


5.4. Summary of Aircraft Capabilities

CAT I RVR 550m

CAT II RVR 300m

CAT IIIA RVR 200m

CAT IIIB RVR 75m

E195 jet Yes Yes Yes (if upgraded) No ATR72 Yes Yes No No Dornier 228NG Yes No No No ATR72 with EVS Yes Yes (if approved) No No Dash 8 Q400NG Yes Yes Yes No Airbus A220-100 jet

Yes Yes Yes Yes

Table 1 – Summary of aircraft capabilities

6. New Airport Technologies Available

Guernsey has been a CAT I airport for many years and past studies have concluded that improvements

are not possible without re-drawing the airport boundary and/or carrying out major ground works,

both at considerable cost. New technologies, however, are now available that would allow Guernsey

airport to improve the instrument landing capability without changes to the airport boundary and at

lower cost than has previously been assumed. These technologies are presented below.

6.1. EMAS (Engineered Materials Arresting System)

This is a specially constructed bed of aggregate which stops the aircraft should it overrun the end of

the tarmac runway. It enables the normal grass RESA (overrun) length to be reduced by 60%. This in

turn allows a runway extension without going outside the current airport boundaries.

The runway extension within the current boundaries of the airport, facilitated by the use of EMAS,

would enable the Aurigny E195 to autoland at Guernsey. Autoland is required for CAT IIIA landings on

this aircraft. The E195 aircraft would require more runway length when autolanding than is currently

available on the existing Guernsey runway.

A new design of EMAS is now available with greatly reduced maintenance costs, see Appendix 11.3

and Fig 9 and hyperlink videos.

It must be noted that given the valleys, ditches and roadways close to the ends of the existing

runway at Guernsey Airport installing an EMAS system regardless of any other operational


improvements in respect to fog would be a great improvement in aircraft and passenger survivability

in the event of an aircraft overrun of the tarmac runway in Guernsey.

Figure 9 – “Runway Safe” EMAS installed at Zurich airport

6.2. Radar reflectors

To safely perform an instrument landing in CAT II and CAT IIIA / CAT IIIB low visibility conditions,

aircraft have Radio Altimeters installed on board. The equipment transmits radio altimeter signals to

bounce signals off the ground from the aircraft. This aircraft system needs an approximately level

surface on the approach area short of the runway to be accurate. It does not work well where there

is a valley just off the end of the runway as at the eastern end of the runway in Guernsey. This situation

is also the case in Geneva, Switzerland, were a solution was found using radio altimeter signal

reflectors.

Previous Guernsey Airport studies have concluded that the valley at the eastern end of the runway

would need to be filled with earth for satisfactory Radio Altimeter performance during an instrument

approach. However, the problem can also be solved by installing radio altimeter signal reflectors

attached to parts of the runway approach lights, achieving an apparent level surface for the aircraft

equipment.

Fig 10 shows the system in Geneva which enables CATIIIA / CATIIIB and CAT II approaches.


Figure 10 – Radar reflectors at Geneva airport

7. Airport options

7.1. CAT II Airport Capability

The following airport upgrades would be required to achieve CAT II capability:

• Install Cat II ILS (Instrument Landing System)

• Upgrade runway lighting according to CAA guidance (Appendix 11.2)

• Upgrade Approach lighting according to CAA guidance (Appendix 11.1)

• Install Radio altimeter reflectors at the eastern approach end of the runway

All of these changes can take place within the existing airport boundary and current approach lighting

fixtures.

The difference in costs of a CAT II as compared to a CAT IIIA / CAT IIIB ILS installation are not significant.

Approach and Runway lighting for CAT II and CAT IIIA / CAT IIIB are the same.

The following aircraft in the current Aurigny fleet can already operate in CAT II conditions, given a CAT

II airport. No aircraft upgrades would be necessary.

• E195

• ATR72


7.2. CATIIIA/CAT IIIB Airport Capability requires Runway Extension

The Embraer E195 requires a runway extension to operate in CAT IIIA conditions because autoland

equipment is then mandatory to land the aircraft and it then requires a longer landing distance (LDA)

than is currently available in Guernsey.

The following airport upgrades would be required:

• Install CAT IIIA/ IIIB ILS (Instrument Landing System)

• Upgrade runway lighting according to CAA guidance (Appendix 11.2)

• Upgrade Approach lighting according to CAA guidance (Appendix 11.1)

• Reset displaced threshold at Eastern end of runway to its original position (Fig 11)

• Install EMAS at both ends of runway (Fig 11 and Fig 12)

• Install Radio altimeter reflectors at the eastern approach end of the runway

A runway extension, subject to detailed design consideration and planning, can be achieved within

the existing airport boundary. The available runway length would be increased to approximately

1750m, taking advantage of the shorter RESA needed if an EMAS arresting system is employed.

The current Aurigny E195, assuming an upgraded avionics suite, could autoland in CAT IIIA visibility

(200m)

The current Aurigny ATR72 fleet would operate to CAT II visibility limits (RVR 300m).

Other aircraft types could be considered to fully leverage the enhanced airport capability:

• A220-100 CAT IIIB (75m RVR)

• Dash 8 Q400 NG CAT IIIA (200m RVR)

Figure 11 – EMAS proposal for Eastern end of runway . Threshold is moved to the beginning of the existing tarmac


Figure 12 – EMAS proposal and extension for Western end of runway

7.3. Summary of Airport Upgrade Options

Table 2 summarises the options for airport upgrade.

Today (CAT I) CAT II CAT IIIA/IIIB & runway extension

Move threshold

No No Yes

EMAS No No Both ends Runway lights No change Barrettes

Touchdown Zone

Barrettes Touchdown

Zone Approach lights

No change CAT IIIA/IIIB ******

CAT IIIA/IIIB

ILS equipment No change CAT II CAT IIIA/IIIB Radar Altimeter reflectors

No Eastern end Eastern end

Runway extension

No No Yes

Table 2 – Summary of Airport upgrade options

****** CAT II approach and runway lighting required is the same standard as CAT IIIA / CAT IIIB


8. Impact of Potential Improvements

A numerate analysis has been performed using weather data from the Guernsey Met Office for the

whole of 2017, and operator timetable data (Dornier 228 flights to and from Alderney & Dinard are

not included). Full details of the analysis can be found in Appendix 11.7 and all data files can be

provided by the author on request. This section summarises the results.

Upgrade options available for airport and Upgrade options available for aircraft

No. of flights unable to land (2017)

% reduction in disruption rate

Current CAT I airport capability, current aircraft fleet

262 0%

Airport CAT II, current aircraft fleet equipped and operating at CAT II*

136 -48%

Airport CAT IIIA/CAT IIIB, current aircraft fleet equipped and operating at CATII* plus Aurigny E195 upgraded to CAT IIIA

121 -53% #####

Airport CATIIIA/CATIIIB, Q400 (CATIIIA) replaces the ATR72 and Aurigny E195 upgraded to CAT IIIA

37 -85%

Airport CATIIIA/CATIIIB, Q400 (CATIIIA) replaces the ATR72 and A220 (CATIIIB) replaces E195

34 -87%

Current CAT I airport capability, EVS ATR72 replaces Aurigny ATR72 fleet **

226 -14%

* assumes all operators CAT II capable aircraft and crews

** if EASA approved

Table 3 – Analysed disruption rate for various options

##### RECOMMENDED OPTION

Results for other combinations of airport and aircraft capabilities are available on request, please

contact the author.

This analysis looks only at the schedule / weather combination and takes no account of schedule

disruption caused by a single flight delay, cancellation or diversion. These knock-on effects will result

in significantly higher disruption rates.

It can seen in the table the EVS ATR72 proposal to replace the existing Aurigny ATR72 fleet will be

limited to CAT II operations (if approved) and offers minimal improvement, and only for the flights

operated by the EVS aircraft. The E195 jet would still be a CAT I aircraft and subject to disruption,

no EVS is available on that type.


9. Conclusions & Recommendation

Retaining the airport at CAT I level and replacing the current ATR72 fleet with New EVS ATR72

aircraft would result in a only 14% reduction in disruption rate (assuming EASA certification is

successful to CAT II).

The Aurigny ATR72 fleet and E195 are already capable of landing in CAT II conditions (E195 CAT IIIA

subject to upgrade) provided the airport is upgraded.

New technologies are available that would enable Guernsey Airport instrument landing capability

to be substantially improved without the need to redraw the airport boundary or undertake major

earth filling works.

An airport upgrade to CAT IIIA/CAT IIIB plus runway extension is recommended. For 2017 weather

data, with the current in service ATR72 CAT II aircraft this would result in a 53% reduction in

disruption rate (assuming the Aurigny E195 was also upgraded to CAT IIIA).

Upgraded airport capability would encourage operators to renew their ageing fleets with more

capable aircraft such as the Dash 8 Q400NG (CAT IIIA) and the Airbus A220 (CAT IIIB), resulting in

further improvements that could see disruption rate reduced by 87% compared to today.

This report shows that the potential benefits of an airport upgrade using new technologies are

greater than any improvement in flight reliability that could be obtained by replacing the Aurigny

ATR72 fleet with EVS equipped aircraft alone.

The purchase price of 3 EVS ATR aircraft is in the order of $60 million (£47 million). The costs of an

upgraded CAT IIIA / CAT IIIB airport will be far lower.

Before any decision to purchase EVS equipped ATR72s is taken, the States of Guernsey should carry

out a fully costed evaluation of airport upgrade options to CAT II, and CAT IIIA/B with a runway

extension, taking full consideration of the new technologies available. This evaluation should be

included in the PWC final report.

The 3 new EVS equipped and commercially unusual ATR72 aircraft will have a low resale value due

to the EVS modifications. To purchase or guarantee a loan for such a small potential reduction in

flight disruption would be a bad decision.

Given the technical risks involved for Aurigny a small airline, it would offer poor value to the

taxpayer. Government funds could be better spent elsewhere.

The airport improvement option is a better choice.


10. About the Author

Capt Mervyn Dacey has 32 years’ experience as a pilot in British Airways, flying the Hawker-Siddeley

TRIDENT (the first aircraft in the world to autoland in 75m visibility) in the 1970s and 80s, and

subsequently Boeing 747 and Boeing 777, all CAT IIIB aircraft.

After retiring from British Airways, Mervyn flew the Boeing 777 for Emirates Airlines for 10 years,

finally retiring from all airline service in 2016 with over 20,000 hrs operating experience.

Mervyn participated in flight trials with the FAA and CAA to test microwave radio landing equipment

to enable landing of airline-type transport aircraft in fog. He has carried out over 100 landings in CAT

IIIB fog conditions in either trials or regular airline passenger service. He also participated in setting

the worldwide design common standards for signage and lighting for airports to operate in 75m

visibility (CAT IIIB) fog conditions.

Retaining his flying licence, remaining an active pilot, and a Guernsey resident, Mervyn is well versed

in the issues pertaining to Guernsey Airport.

Email: [email protected]

Phone Number +447867780093


11. Appendices and References

11.1. UK CAA Approach Lighting Guidance

https://www.ivao.aero/training/documentation/books/PP_ADC_Aerodrome_Lighting_System.pdf

(retrieved on 28th Nov 2018)



11.2. UK CAA Runway Lighting Guidance


(retrieved on 28th Nov 2018)



11.3. EMAS overview





The “GLASOPOR” EMAS system is now known as “RunwaySafe” and is the most effective solution

for Guernsey Airport.

https://www.faa.gov/news/fact_sheets/news_story.cfm?newsId=13754

https://www.youtube.com/watch?v=3jH8g-qJK3w

https://www.youtube.com/watch?v=IoKNvP_VHoA

https://www.youtube.com/watch?v=BGeajtWAqKE

https://www.youtube.com/watch?v=6DWtaItu4pw

https://www.youtube.com/watch?v=7O5nLQr0u5Y

(video hyperlinks created 28th November 2018)

https://www.faa.gov/news/fact_sheets/news_story.cfm?newsId=13754

https://www.youtube.com/watch?v=3jH8g-qJK3w

https://www.youtube.com/watch?v=IoKNvP_VHoA

https://www.youtube.com/watch?v=BGeajtWAqKE

https://www.youtube.com/watch?v=6DWtaItu4pw

https://www.youtube.com/watch?v=7O5nLQr0u5Y


11.4. Radar Reflectors

http://www.radarreflector.com/products

http://www.radar-reflector.com/products

http://www.radar-reflector.com/products


11.5. EVS Enhanced Visual Systems and Enhanced Flight Visual

Systems

EVS: Enhanced Vision System. A stand-alone thermal imaging camera that sees infrared

energy emitting, or radiating, from objects and forms a real-time video image that is

displayed on an MFD or dedicated video display screen. The system’s primary benefit is

improving situational awareness. At night, an EVS eliminates the visual effects of

darkness, turning it into day on the display, and enabling the pilot to see and avoid

clouds at night. During the day, the system enables the pilot to see through smoke, haze

and smog.

EFVS: Enhanced Flight Vision System. A thermal imaging camera that sees infrared

energy radiating from objects coupled with and displayed on a HUD (Head Up Display)

flight guidance system. The primary benefits of this more sophisticated arrangement is

its approval for primary flight guidance in flight, and it can provide lower minimums.

And it, too, enhances the pilot’s situational awareness.

Today’s EFVSs are expensive — roughly $800,000+ — components in avionics suites but

a welcome investment when you need an extra 100-ft. descent on the published Decision

Height — particularly if it’s at the end of a transoceanic flight, or there’s a high-value

perishable, or chief of state, in back.

To better understand the practical performance expectations of current EVS technology

and to appreciate the net operational improvements of future generation systems, it’s

helpful to have a basic understanding of how infrared (IR) imaging works and the

limitations that physics imposes on imaging with this energy source.

To begin, thermal imaging works differently than visible light imaging — that is, the way

we see.

Take a look at the accompanying illustration. This shows what portion of the

electromagnetic (EM) spectrum our eyes register and the relationship of the other

frequencies to each other. Yes, light waves are part of the spectrum, which also includes

lower frequency radio and television waves, microwaves and radar, infrared (IR), visible

and ultraviolet “light,” on up through X-rays, then gamma rays and, finally, cosmic rays.


Think of your eyes as mini-radar systems, tuned to this small “visible” portion of the

electro-magnetic frequency spectrum (EM), registering and resolving into an image the

streaming photons (visible light) reflecting off objects in the world. The frequency we call

the visible portion of the EM spectrum reflects off most of the stuff on this planet — stuff

we need to see to avoid, to survive and to thrive — everything from the Alps to airport

runways. Accordingly, humans and other animals evolved eyes that “see” that portion of

the spectrum.

But unlike radar, human eyes do not generate and project the energy that reflects back to

create the image you see — our eyes rely on an outside source, such as the sun, landing

lights and moon light.

When something like a closing door or light switch “turns off” the stream of reflected

photons or blocks or scatters it, as does a window shade or FOG, we can no longer see

objects clearly because all light is absent, or the images are blocked, or because the

existing light gets scattered on the way to our eyes by haze, smoke or the fog’s tightly

clustered water molecules.

By contrast, infrared energy, which occupies another portion of the EM spectrum, does

not reflect off most stuff. Rather, it is absorbed by matter and then slowly radiates out

from it. So, when the sun goes down and the infrared energy it continuously generates

stops raining down on the now darkened area of earth, that energy absorbed in the rocks,

trees, concrete, grass, cars and buildings and runways radiates out, albeit at a different

rate, according to the material’s temperature, density and molecular structure.

An infrared camera sees the energy difference of each surface and converts the minute

temperature variance from the object’s various surfaces into an image. Different

temperatures are usually depicted in shades of grey, representing rates of infrared ( IR)

radiation emitted from the substances in the camera’s view.

Infrared energy is blocked by glass, so the Infrared energy generated by a glowing

tungsten filament in an incandescent light is blocked by the glass bulb enclosing the

filament. Sometimes, if runway lights have been on long enough for their heat to migrate

to the light’s assembly, that hot metal base will show up on a EVS display as a glowing

light. The new light-emitting diode (LED) arrays now being installed at many airports

emit visible light with almost no “heat,” so they are virtually invisible to EVS sensors.


No standard infrared cameras will see, register or receive visible light. However EVS

infrared cameras can be “stretched” to see a little into the visible band but then become

subject to “blooming,” a term describing an incursion into the field of view by a

significantly stronger source of energy that causes the image to wash out details. You can

liken it to the impact on your vision after a camera flash in your face.

Blooming occurs in a daytime approach through fog where the solar light backscatter

conflicts with the sensor, or when a bright light suddenly comes into the field of view and

the EVS image processing software struggles to balance the exposure. The software is

improving steadily, but image detail can be compromised by blooming on short final,

when you need it the most.

http://aviationweek.com/site-files/aviationweek.com/files/uploads/2015/07/ThermalVision-chart.jpg




A drawback problem with today’s EFVS is that, while it can reduce decision

altitudes (DH), it does not eliminate missed approaches entirely. Sometimes

(maybe more than sometimes) the fog is just too thick for the EFVS to pick

up the runway. This performance issue, coupled with the burgeoning switch

among airports (especially in Europe) from incandescent to energy-

efficient, long-lasting LED lighting, threatens to further degrade the

dependability of EFVS.

For years, some airframe and sensor manufacturers invested in the current technology

have lobbied the FAA lighting committee to include a thermal generator in the

specifications for new runway LED installations because of this problem. There’s been

resistance to the idea since “stuffing an electric hair dryer” in an LED array is at odds

with the new lights’ economic and environmental benefits.

Lou Churchville | Business & Commercial Aviation extract

Also see hyperlink

http://code7700.com/efvs.htm

11.6. CAT IIIA / CAT IIIB ILS

The “INDRA “ CAT I ILS currently installed at Guernsey Airport has elements of CAT IIIB equipment

http://awin.aviationweek.com/OrganizationProfiles.aspx?orgId=31159

http://code7700.com/efvs.htm


11.7. Data Analysis

A data analysis tool has been written to model delays and disruptions for various scenarios of airport

and aircraft capability using 2017 visibility data and flight timetables. The data analysis tool makes the

following assumptions in its assessment:

• Only passenger flights using published timetables are included.

• All flights are assumed to operate according to the published timetable

• Each flight has a 10 minute “window” to land. If the visibility is below limits during this

window, the flight will be disrupted.

• No account is taken for knock-on effects where a flight disruption then compromises an

operator’s timetable.

• Flights to/from Alderney and Dinard using the Dornier 228 have been excluded from the

analysis. This is a CAT I aircraft only and will be unaffected by any change in Guernsey airport

capabilities.

• Any flights operated using an Aurigny ATR 42 have been excluded. This concerns primarily the

London City route which has now been cancelled and the aircraft is to be retired.

• The Blue Islands mixed fleet of CAT I and CAT II aircraft poses a difficulty for the analysis. For

simplicity, the analysis has assumed all Blue Islands aircraft are CAT II capable. The CAT I

aircraft are 20 years plus in age and it is reasonable to assume they will be replaced with CAT

II aircraft within the next few years.

Visibility data has been provided by the Guernsey meteorology office, for the years 2016 and 2017.

Operator timetables have been taken from their respective websites.

For access to the analysis tool and data files, please contact the author.

Guernsey Airport CAT I (current situation) data 2017

Aircraft equipped to: E195 CAT II ATR72 CAT II (current situation)

DASH8-Q400 CAT II (current situation)

262 Diversions / Disruptions

Date Route A/cType Mvmt Time minRVR Result

Jan17.xls 29th LGW to GSY E195 CAT I Arr 20:50 550 Divert

Jan17.xls 29th MAN to GSY ATR72 CAT I Arr 20:50 550 Divert

Jan17.xls 29th SOU to GSY ATR72 CAT I Arr 20:45 550 Divert


Jan17.xls 30th LGW to GSY ATR72 CAT I Arr 11:15 550 Divert

Jan17.xls 30th MAN to GSY ATR72 CAT I Arr 10:15 550 Divert

Jan17.xls 30th EXT to GSY Q400 CAT I Arr 07:50 550 Divert

Jan17.xls 30th BHX to GSY Q400 CAT I Arr 09:40 550 Divert


Jan17.xls 30th JSY to GSY ATR72 CAT I Arr 07:50 550 Divert


Jan17.xls 31st LGW to GSY E195 CAT I Arr 13:05 550 Divert

Jan17.xls 31st LGW to GSY ATR72 CAT I Arr 11:15 550 Divert


Jan17.xls 31st EXT to GSY Q400 CAT I Arr 16:15 550 Divert

Jan17.xls 31st BHX to GSY Q400 CAT I Arr 15:50 550 Divert

Jan17.xls 31st SOU to GSY ATR72 CAT I Arr 15:10 550 Divert

Jan17.xls 31st JSY to GSY ATR72 CAT I Arr 13:30 550 Divert

Jan17.xls 31st BRS to GSY ATR72 CAT I Arr 13:15 550 Divert

Jan17.xls 31st EMA to GSY ATR72 CAT I Arr 15:00 550 Divert

Feb17.xls 16th LGW to GSY E195 CAT I Arr 20:50 550 Divert

Feb17.xls 16th LGW to GSY ATR72 CAT I Arr 19:20 550 Divert

Feb17.xls 16th STN to GSY ATR72 CAT I Arr 16:40 550 Divert

Feb17.xls 16th MAN to GSY ATR72 CAT I Arr 20:50 550 Divert

Feb17.xls 16th SOU to GSY ATR72 CAT I Arr 18:15 550 Divert


Feb17.xls 16th JSY to GSY ATR72 CAT I Arr 13:30 550 Divert




Feb17.xls 16th EMA to GSY ATR72 CAT I Arr 15:00 550 Divert

Feb17.xls 17th GSY to LGW E195 CAT I Dep 10:20 125 Divert





Feb17.xls 17th EXT to GSY Q400 CAT I Arr 07:50 550 Divert

Feb17.xls 17th BHX to GSY Q400 CAT I Arr 09:40 550 Divert


Feb17.xls 17th GSY to JSY ATR72 CAT I Dep 09:30 125 Divert





Feb17.xls 17th BRS to GSY ATR72 CAT I Arr 13:15 550 Divert










Feb17.xls 20th STN to GSY ATR72 CAT I Arr 16:40 550 Divert
















Feb17.xls 20th BRS to GSY ATR72 CAT I Arr 13:15 550 Divert

Feb17.xls 20th EMA to GSY ATR72 CAT I Arr 15:00 550 Divert

Feb17.xls 21st LGW to GSY E195 CAT I Arr 09:45 550 Divert

Feb17.xls 21st EXT to GSY Q400 CAT I Arr 07:50 550 Divert

Feb17.xls 21st BHX to GSY Q400 CAT I Arr 09:40 550 Divert

Feb17.xls 21st SOU to GSY ATR72 CAT I Arr 09:15 550 Divert

Feb17.xls 21st JSY to GSY ATR72 CAT I Arr 07:50 550 Divert




Mar17.xls 1st MAN to GSY ATR72 CAT I Arr 10:15 550 Divert

Mar17.xls 7th LGW to GSY E195 CAT I Arr 20:50 550 Divert

Mar17.xls 7th MAN to GSY ATR72 CAT I Arr 20:50 550 Divert

Mar17.xls 7th SOU to GSY ATR72 CAT I Arr 20:45 550 Divert




Mar17.xls 8th LGW to GSY ATR72 CAT I Arr 11:15 550 Divert


Mar17.xls 8th STN to GSY ATR72 CAT I Arr 16:40 550 Divert


Mar17.xls 8th EXT to GSY Q400 CAT I Arr 16:15 550 Divert

Mar17.xls 8th BHX to GSY Q400 CAT I Arr 09:40 550 Divert





Mar17.xls 8th JSY to GSY ATR72 CAT I Arr 08:50 550 Divert






Mar17.xls 8th BRS to GSY ATR72 CAT I Arr 13:15 550 Divert

Mar17.xls 8th EMA to GSY ATR72 CAT I Arr 15:00 550 Divert






































































Apr17.xls 3rd LGW to GSY E195 CAT I Arr 09:45 550 Divert

Apr17.xls 3rd MAN to GSY ATR72 CAT I Arr 10:15 550 Divert

Apr17.xls 3rd EXT to GSY Q400 CAT I Arr 07:50 550 Divert

Apr17.xls 3rd BHX to GSY Q400 CAT I Arr 09:40 550 Divert

Apr17.xls 3rd SOU to GSY ATR72 CAT I Arr 09:15 550 Divert

Apr17.xls 3rd JSY to GSY ATR72 CAT I Arr 07:50 550 Divert



May17.xls 17th LGW to GSY E195 CAT I Arr 17:35 550 Divert

May17.xls 17th LGW to GSY ATR72 CAT I Arr 19:20 550 Divert

May17.xls 17th EXT to GSY Q400 CAT I Arr 16:15 550 Divert

May17.xls 17th BHX to GSY Q400 CAT I Arr 15:50 550 Divert

May17.xls 17th SOU to GSY ATR72 CAT I Arr 18:15 550 Divert

May17.xls 17th JSY to GSY ATR72 CAT I Arr 16:55 550 Divert





May17.xls 29th LGW to GSY ATR72 CAT I Arr 11:15 550 Divert

May17.xls 29th MAN to GSY ATR72 CAT I Arr 10:15 550 Divert








May17.xls 29th BRS to GSY ATR72 CAT I Arr 13:15 550 Divert

Jun17.xls 11th MAN to GSY ATR72 CAT I Arr 10:15 550 Divert

Jun17.xls 11th BHX to GSY Q400 CAT I Arr 09:40 550 Divert

Jun17.xls 11th SOU to GSY ATR72 CAT I Arr 09:15 550 Divert

Jun17.xls 11th JSY to GSY ATR72 CAT I Arr 08:50 550 Divert


Jun17.xls 21st LGW to GSY ATR72 CAT I Arr 19:20 550 Divert



July17.xls 11th LGW to GSY ATR72 CAT I Arr 19:20 550 Divert


July17.xls 11th SOU to GSY ATR72 CAT I Arr 18:15 550 Divert

July17.xls 11th JSY to GSY ATR72 CAT I Arr 18:20 550 Divert

July17.xls 16th LGW to GSY ATR72 CAT I Arr 19:20 550 Divert

July17.xls 16th EXT to GSY Q400 CAT I Arr 07:50 550 Divert


July17.xls 26th LGW to GSY E195 CAT I Arr 09:45 550 Divert


July17.xls 26th MAN to GSY ATR72 CAT I Arr 10:15 550 Divert


July17.xls 26th BHX to GSY Q400 CAT I Arr 09:40 550 Divert







July17.xls 26th BRS to GSY ATR72 CAT I Arr 13:15 550 Divert

July17.xls 26th EMA to GSY ATR72 CAT I Arr 15:00 550 Divert

Aug17.xls 12th EXT to GSY Q400 CAT I Arr 07:50 550 Divert

Aug17.xls 12th JSY to GSY ATR72 CAT I Arr 07:50 550 Divert

Aug17.xls 21st EXT to GSY Q400 CAT I Arr 07:50 550 Divert

Aug17.xls 21st JSY to GSY ATR72 CAT I Arr 07:50 550 Divert

Sep17.xls 24th LGW to GSY E195 CAT I Arr 20:50 550 Divert

Sep17.xls 24th MAN to GSY ATR72 CAT I Arr 20:50 550 Divert

Sep17.xls 24th SOU to GSY ATR72 CAT I Arr 20:45 550 Divert

Oct17.xls 1st LGW to GSY E195 CAT I Arr 09:45 550 Divert


Oct17.xls 1st LGW to GSY ATR72 CAT I Arr 11:15 550 Divert

Oct17.xls 1st MAN to GSY ATR72 CAT I Arr 10:15 550 Divert

Oct17.xls 1st BHX to GSY Q400 CAT I Arr 09:40 550 Divert

Oct17.xls 1st SOU to GSY ATR72 CAT I Arr 09:15 550 Divert

Oct17.xls 1st JSY to GSY ATR72 CAT I Arr 09:10 550 Divert


Oct17.xls 1st BRS to GSY ATR72 CAT I Arr 13:15 550 Divert

Oct17.xls 12th SOU to GSY ATR72 CAT I Arr 18:15 550 Divert

Oct17.xls 23rd LGW to GSY ATR72 CAT I Arr 19:20 550 Divert

Oct17.xls 23rd JSY to GSY ATR72 CAT I Arr 13:30 550 Divert

Oct17.xls 23rd BRS to GSY ATR72 CAT I Arr 13:15 550 Divert

Oct17.xls 23rd EMA to GSY ATR72 CAT I Arr 15:00 550 Divert

Oct17.xls 25th LGW to GSY E195 CAT I Arr 13:05 550 Divert

Oct17.xls 25th LGW to GSY ATR72 CAT I Arr 11:15 550 Divert

Oct17.xls 25th BHX to GSY Q400 CAT I Arr 15:50 550 Divert

Oct17.xls 25th JSY to GSY ATR72 CAT I Arr 13:30 550 Divert


Oct17.xls 26th BRS to GSY ATR72 CAT I Arr 13:15 550 Divert

Dec17.xls 21st EXT to GSY Q400 CAT I Arr 07:50 550 Divert

Dec17.xls 21st JSY to GSY ATR72 CAT I Arr 07:50 550 Divert

Dec17.xls 22nd LGW to GSY E195 CAT I Arr 13:05 550 Divert

Dec17.xls 22nd LGW to GSY ATR72 CAT I Arr 11:15 550 Divert

Dec17.xls 22nd MAN to GSY ATR72 CAT I Arr 10:15 550 Divert

Dec17.xls 22nd SOU to GSY ATR72 CAT I Arr 15:10 550 Divert

Dec17.xls 22nd JSY to GSY ATR72 CAT I Arr 13:30 550 Divert

Dec17.xls 22nd BRS to GSY ATR72 CAT I Arr 13:15 550 Divert

Dec17.xls 22nd EMA to GSY ATR72 CAT I Arr 15:00 550 Divert


Guernsey Airport CAT I ( current situation) data 2017

Aurigny ATR72 aircraft replaced with EVS ATR72 Operating CAT II

into a CAT I airport

Aircraft equipped to: E195 CAT II ATR72 CAT II DASH8-Q400

CAT II (current situation)






Jan17.xls 30th LGW to GSY ATR72 CAT II Arr 11:15 300 Divert

Jan17.xls 30th MAN to GSY ATR72 CAT II Arr 10:15 300 Divert

Jan17.xls 30th EXT to GSY Q400 CAT I Arr 07:50 550 Divert

Jan17.xls 30th BHX to GSY Q400 CAT I Arr 09:40 550 Divert




Jan17.xls 31st LGW to GSY E195 CAT I Arr 13:05 550 Divert

Jan17.xls 31st EXT to GSY Q400 CAT I Arr 16:15 550 Divert

Jan17.xls 31st BHX to GSY Q400 CAT I Arr 15:50 550 Divert

Jan17.xls 31st SOU to GSY ATR72 CAT I Arr 15:10 550 Divert

Jan17.xls 31st JSY to GSY ATR72 CAT I Arr 13:30 550 Divert

Jan17.xls 31st BRS to GSY ATR72 CAT II Arr 13:15 300 Divert

Jan17.xls 31st EMA to GSY ATR72 CAT II Arr 15:00 300 Divert


Feb17.xls 16th MAN to GSY ATR72 CAT II Arr 20:50 300 Divert







Feb17.xls 17th GSY to LGW E195 CAT I Dep 10:20 125 Divert



Feb17.xls 17th LGW to GSY ATR72 CAT II Arr 11:15 300 Divert





Feb17.xls 17th GSY to JSY ATR72 CAT I Dep 09:30 125 Divert





Feb17.xls 17th BRS to GSY ATR72 CAT II Arr 13:15 300 Divert








Feb17.xls 20th STN to GSY ATR72 CAT II Arr 16:40 300 Divert















Feb17.xls 21st LGW to GSY E195 CAT I Arr 09:45 550 Divert

Feb17.xls 21st EXT to GSY Q400 CAT I Arr 07:50 550 Divert

Feb17.xls 21st BHX to GSY Q400 CAT I Arr 09:40 550 Divert

Feb17.xls 21st SOU to GSY ATR72 CAT I Arr 09:15 550 Divert





Mar17.xls 7th MAN to GSY ATR72 CAT II Arr 20:50 300 Divert





Mar17.xls 8th LGW to GSY ATR72 CAT II Arr 11:15 300 Divert


Mar17.xls 8th STN to GSY ATR72 CAT II Arr 16:40 300 Divert














Mar17.xls 8th EMA to GSY ATR72 CAT II Arr 15:00 300 Divert

































Mar17.xls 10th BRS to GSY ATR72 CAT II Arr 13:15 300 Divert



























Apr17.xls 3rd LGW to GSY E195 CAT I Arr 09:45 550 Divert

Apr17.xls 3rd EXT to GSY Q400 CAT I Arr 07:50 550 Divert

Apr17.xls 3rd BHX to GSY Q400 CAT I Arr 09:40 550 Divert

Apr17.xls 3rd SOU to GSY ATR72 CAT I Arr 09:15 550 Divert





May17.xls 17th LGW to GSY ATR72 CAT II Arr 19:20 300 Divert










May17.xls 29th MAN to GSY ATR72 CAT II Arr 10:15 300 Divert








May17.xls 29th BRS to GSY ATR72 CAT II Arr 13:15 300 Divert

Jun17.xls 11th BHX to GSY Q400 CAT I Arr 09:40 550 Divert





Jun17.xls 21st LGW to GSY ATR72 CAT II Arr 19:20 300 Divert










July17.xls 26th BHX to GSY Q400 CAT I Arr 09:40 550 Divert







July17.xls 26th BRS to GSY ATR72 CAT II Arr 13:15 300 Divert

July17.xls 26th EMA to GSY ATR72 CAT II Arr 15:00 300 Divert

Aug17.xls 12th EXT to GSY Q400 CAT I Arr 07:50 550 Divert

Aug17.xls 12th JSY to GSY ATR72 CAT I Arr 07:50 550 Divert

Aug17.xls 21st EXT to GSY Q400 CAT I Arr 07:50 550 Divert

Aug17.xls 21st JSY to GSY ATR72 CAT I Arr 07:50 550 Divert

Sep17.xls 24th LGW to GSY E195 CAT I Arr 20:50 550 Divert

Sep17.xls 24th MAN to GSY ATR72 CAT II Arr 20:50 300 Divert

Sep17.xls 24th SOU to GSY ATR72 CAT I Arr 20:45 550 Divert



Oct17.xls 1st LGW to GSY ATR72 CAT II Arr 11:15 300 Divert

Oct17.xls 1st BHX to GSY Q400 CAT I Arr 09:40 550 Divert

Oct17.xls 1st SOU to GSY ATR72 CAT I Arr 09:15 550 Divert



Oct17.xls 12th SOU to GSY ATR72 CAT I Arr 18:15 550 Divert

Oct17.xls 23rd JSY to GSY ATR72 CAT I Arr 13:30 550 Divert

Oct17.xls 25th LGW to GSY E195 CAT I Arr 13:05 550 Divert

Oct17.xls 25th BHX to GSY Q400 CAT I Arr 15:50 550 Divert



Dec17.xls 21st EXT to GSY Q400 CAT I Arr 07:50 550 Divert

Dec17.xls 21st JSY to GSY ATR72 CAT I Arr 07:50 550 Divert

Dec17.xls 22nd LGW to GSY E195 CAT I Arr 13:05 550 Divert

Dec17.xls 22nd MAN to GSY ATR72 CAT II Arr 10:15 300 Divert

Dec17.xls 22nd SOU to GSY ATR72 CAT I Arr 15:10 550 Divert

Dec17.xls 22nd JSY to GSY ATR72 CAT I Arr 13:30 550 Divert

Dec17.xls 22nd BRS to GSY ATR72 CAT II Arr 13:15 300 Divert

Dec17.xls 22nd EMA to GSY ATR72 CAT II Arr 15:00 300 Divert


Guernsey Airport CAT II (upgraded) data 2017

Aircraft equipped to: E195 CAT II ATR72 CAT II DASH8-Q400

CAT II (current situation)



Jan17.xls 30th LGW to GSY E195 CAT II Arr 09:45 300 Divert



Jan17.xls 30th EXT to GSY Q400 CAT II Arr 07:50 300 Divert

Jan17.xls 30th JSY to GSY ATR72 CAT II Arr 07:50 300 Divert

Jan17.xls 31st LGW to GSY E195 CAT II Arr 13:05 300 Divert

Jan17.xls 31st EXT to GSY Q400 CAT II Arr 16:15 300 Divert

Jan17.xls 31st SOU to GSY ATR72 CAT II Arr 15:10 300 Divert

Jan17.xls 31st JSY to GSY ATR72 CAT II Arr 13:30 300 Divert



Feb17.xls 16th LGW to GSY E195 CAT II Arr 20:50 300 Divert


Feb17.xls 16th SOU to GSY ATR72 CAT II Arr 18:15 300 Divert


Feb17.xls 16th JSY to GSY ATR72 CAT II Arr 13:30 300 Divert



Feb17.xls 17th GSY to LGW E195 CAT II Dep 10:20 125 Divert





Feb17.xls 17th EXT to GSY Q400 CAT II Arr 07:50 300 Divert

Feb17.xls 17th BHX to GSY Q400 CAT II Arr 09:40 300 Divert


Feb17.xls 17th GSY to JSY ATR72 CAT II Dep 09:30 125 Divert

















Mar17.xls 7th LGW to GSY E195 CAT II Arr 20:50 300 Divert


Mar17.xls 7th SOU to GSY ATR72 CAT II Arr 20:45 300 Divert







Mar17.xls 8th EXT to GSY Q400 CAT II Arr 16:15 300 Divert

Mar17.xls 8th BHX to GSY Q400 CAT II Arr 09:40 300 Divert



Mar17.xls 8th JSY to GSY ATR72 CAT II Arr 13:30 300 Divert































Apr17.xls 3rd LGW to GSY E195 CAT II Arr 09:45 300 Divert

Apr17.xls 3rd EXT to GSY Q400 CAT II Arr 07:50 300 Divert

Apr17.xls 3rd BHX to GSY Q400 CAT II Arr 09:40 300 Divert

Apr17.xls 3rd SOU to GSY ATR72 CAT II Arr 09:15 300 Divert

Apr17.xls 3rd JSY to GSY ATR72 CAT II Arr 07:50 300 Divert



May17.xls 17th LGW to GSY E195 CAT II Arr 17:35 300 Divert


May17.xls 17th EXT to GSY Q400 CAT II Arr 16:15 300 Divert

May17.xls 17th JSY to GSY ATR72 CAT II Arr 16:55 300 Divert


May17.xls 29th LGW to GSY E195 CAT II Arr 13:05 300 Divert



May17.xls 29th BHX to GSY Q400 CAT II Arr 09:40 300 Divert

May17.xls 29th SOU to GSY ATR72 CAT II Arr 09:15 300 Divert





Jun17.xls 11th SOU to GSY ATR72 CAT II Arr 09:15 300 Divert

Jun17.xls 11th JSY to GSY ATR72 CAT II Arr 09:10 300 Divert




July17.xls 16th EXT to GSY Q400 CAT II Arr 07:50 300 Divert

July17.xls 16th JSY to GSY ATR72 CAT II Arr 07:50 300 Divert

July17.xls 26th LGW to GSY E195 CAT II Arr 09:45 300 Divert

July17.xls 26th BHX to GSY Q400 CAT II Arr 09:40 300 Divert


July17.xls 26th SOU to GSY ATR72 CAT II Arr 09:15 300 Divert







Sep17.xls 24th LGW to GSY E195 CAT II Arr 20:50 300 Divert


Oct17.xls 1st LGW to GSY E195 CAT II Arr 09:45 300 Divert


Oct17.xls 1st BHX to GSY Q400 CAT II Arr 09:40 300 Divert

Oct17.xls 1st JSY to GSY ATR72 CAT II Arr 13:30 300 Divert

Oct17.xls 26th JSY to GSY ATR72 CAT II Arr 13:30 300 Divert

Dec17.xls 22nd LGW to GSY E195 CAT II Arr 13:05 300 Divert


Dec17.xls 22nd SOU to GSY ATR72 CAT II Arr 15:10 300 Divert

Dec17.xls 22nd JSY to GSY ATR72 CAT II Arr 13:30 300 Divert




Guernsey Airport CAT IIIA /CAT IIIB (upgraded) data 2017

Aircraft equipped to………. E195 CAT IIIA (upgraded)

ATR72 CAT II DASH 8 Q400 CAT II (current situation)





Jan17.xls 30th EXT to GSY Q400 CAT II Arr 7:50 300 Divert

Jan17.xls 30th JSY to GSY ATR72 CAT II Arr 7:50 300 Divert

Jan17.xls 31st EXT to GSY Q400 CAT II Arr 16:15 300 Divert

Jan17.xls 31st SOU to GSY ATR72 CAT II Arr 15:10 300 Divert

Jan17.xls 31st JSY to GSY ATR72 CAT II Arr 13:30 300 Divert



Feb17.xls 16th LGW to GSY E195 CAT IIIA Arr 20:50 200 Divert













Feb17.xls 17th GSY to JSY ATR72 CAT II Dep 9:30 125 Divert





































Mar17.xls 10th LGW to GSY E195 CAT IIIA Arr 9:45 200 Divert



















Apr17.xls 3rd LGW to GSY E195 CAT IIIA Arr 9:45 200 Divert

Apr17.xls 3rd EXT to GSY Q400 CAT II Arr 7:50 300 Divert

Apr17.xls 3rd BHX to GSY Q400 CAT II Arr 9:40 300 Divert

Apr17.xls 3rd SOU to GSY ATR72 CAT II Arr 9:15 300 Divert





May17.xls 17th EXT to GSY Q400 CAT II Arr 16:15 300 Divert





May17.xls 29th BHX to GSY Q400 CAT II Arr 9:40 300 Divert


May17.xls 29th SOU to GSY ATR72 CAT II Arr 9:15 300 Divert










July17.xls 16th EXT to GSY Q400 CAT II Arr 7:50 300 Divert


July17.xls 26th BHX to GSY Q400 CAT II Arr 9:40 300 Divert










Oct17.xls 1st BHX to GSY Q400 CAT II Arr 9:40 300 Divert

Oct17.xls 1st JSY to GSY ATR72 CAT II Arr 13:30 300 Divert

Oct17.xls 26th JSY to GSY ATR72 CAT II Arr 13:30 300 Divert


Dec17.xls 22nd SOU to GSY ATR72 CAT II Arr 15:10 300 Divert

Dec17.xls 22nd JSY to GSY ATR72 CAT II Arr 13:30 300 Divert




Guernsey Airport CAT IIIA / CAT IIIB (upgraded) data 2017

Aircraft equipped to E195 CAT IIIA (upgraded)

and DASH 8 Q400NG CAT IIIA ( NG = new generation) operated

instead of ATR72




Feb17.xls 16th MAN to GSY Q400 CAT IIIA Arr 20:50 200 Divert Feb17.xls 16th SOU to GSY Q400 CAT IIIA Arr 20:45 200 Divert Feb17.xls 16th JSY to GSY Q400 CAT IIIA Arr 13:30 200 Divert Feb17.xls 17th LGW to GSY E195 CAT IIIA Arr 9:45 200 Divert Feb17.xls 17th LGW to GSY Q400 CAT IIIA Arr 11:15 200 Divert Feb17.xls 17th MAN to GSY Q400 CAT IIIA Arr 10:15 200 Divert Feb17.xls 17th EXT to GSY Q400 CAT IIIA Arr 7:50 200 Divert Feb17.xls 17th BHX to GSY Q400 CAT IIIA Arr 9:40 200 Divert Feb17.xls 17th SOU to GSY Q400 CAT IIIA Arr 9:15 200 Divert Feb17.xls 17th GSY to JSY Q400 CAT IIIA Dep 9:30 75 Divert Feb17.xls 17th JSY to GSY Q400 CAT IIIA Arr 7:50 200 Divert Feb17.xls 17th JSY to GSY Q400 CAT IIIA Arr 8:50 200 Divert Feb17.xls 17th JSY to GSY Q400 CAT IIIA Arr 9:10 200 Divert Mar17.xls 9th EXT to GSY Q400 CAT IIIA Arr 7:50 200 Divert Mar17.xls 9th JSY to GSY Q400 CAT IIIA Arr 7:50 200 Divert Mar17.xls 10th LGW to GSY E195 CAT IIIA Arr 9:45 200 Divert Mar17.xls 10th LGW to GSY Q400 CAT IIIA Arr 11:15 200 Divert Mar17.xls 10th MAN to GSY Q400 CAT IIIA Arr 10:15 200 Divert Mar17.xls 10th BHX to GSY Q400 CAT IIIA Arr 9:40 200 Divert Mar17.xls 10th JSY to GSY Q400 CAT IIIA Arr 13:30 200 Divert Mar17.xls 10th BRS to GSY Q400 CAT IIIA Arr 13:15 200 Divert Mar17.xls 16th SOU to GSY Q400 CAT IIIA Arr 9:15 200 Divert Mar17.xls 16th JSY to GSY Q400 CAT IIIA Arr 9:10 200 Divert Apr17.xls 3rd LGW to GSY E195 CAT IIIA Arr 9:45 200 Divert Apr17.xls 3rd EXT to GSY Q400 CAT IIIA Arr 7:50 200 Divert Apr17.xls 3rd BHX to GSY Q400 CAT IIIA Arr 9:40 200 Divert Apr17.xls 3rd SOU to GSY Q400 CAT IIIA Arr 9:15 200 Divert Apr17.xls 3rd JSY to GSY Q400 CAT IIIA Arr 7:50 200 Divert Apr17.xls 3rd JSY to GSY Q400 CAT IIIA Arr 8:50 200 Divert Apr17.xls 3rd JSY to GSY Q400 CAT IIIA Arr 9:10 200 Divert May17.xls 29th MAN to GSY Q400 CAT IIIA Arr 10:15 200 Divert Jun17.xls 21st LGW to GSY Q400 CAT IIIA Arr 19:20 200 Divert July17.xls 26th SOU to GSY Q400 CAT IIIA Arr 9:15 200 Divert July17.xls 26th JSY to GSY Q400 CAT IIIA Arr 9:10 200 Divert July17.xls 26th JSY to GSY Q400 CAT IIIA Arr 13:30 200 Divert Oct17.xls 26th JSY to GSY Q400 CAT IIIA Arr 13:30 200 Divert


Guernsey Airport CAT IIIA / CAT IIIB (Upgraded) data 2017

Aircraft equipped to DASH 8 Q400NG (NG = New Generation)

CAT IIIA operated instead of ATR72

and A220-100 jet CAT IIIB operated instead of E195



Feb17.xls 16th MAN to GSY Q400 CAT IIIA Arr 20:50 200 Divert

Feb17.xls 16th SOU to GSY Q400 CAT IIIA Arr 20:45 200 Divert

Feb17.xls 16th JSY to GSY Q400 CAT IIIA Arr 13:30 200 Divert

Feb17.xls 17th LGW to GSY A220 CAT IIIB Arr 09:45 75 Divert

Feb17.xls 17th LGW to GSY Q400 CAT IIIA Arr 11:15 200 Divert

Feb17.xls 17th MAN to GSY Q400 CAT IIIA Arr 10:15 200 Divert

Feb17.xls 17th EXT to GSY Q400 CAT IIIA Arr 07:50 200 Divert

Feb17.xls 17th BHX to GSY Q400 CAT IIIA Arr 09:40 200 Divert

Feb17.xls 17th SOU to GSY Q400 CAT IIIA Arr 09:15 200 Divert

Feb17.xls 17th GSY to JSY Q400 CAT IIIA Dep 09:30 75 Divert




Mar17.xls 9th EXT to GSY Q400 CAT IIIA Arr 07:50 200 Divert

Mar17.xls 9th JSY to GSY Q400 CAT IIIA Arr 07:50 200 Divert

Mar17.xls 10th LGW to GSY Q400 CAT IIIA Arr 11:15 200 Divert

Mar17.xls 10th MAN to GSY Q400 CAT IIIA Arr 10:15 200 Divert

Mar17.xls 10th BHX to GSY Q400 CAT IIIA Arr 09:40 200 Divert


Mar17.xls 10th BRS to GSY Q400 CAT IIIA Arr 13:15 200 Divert

Mar17.xls 16th SOU to GSY Q400 CAT IIIA Arr 09:15 200 Divert


Apr17.xls 3rd EXT to GSY Q400 CAT IIIA Arr 07:50 200 Divert

Apr17.xls 3rd BHX to GSY Q400 CAT IIIA Arr 09:40 200 Divert

Apr17.xls 3rd SOU to GSY Q400 CAT IIIA Arr 09:15 200 Divert

Apr17.xls 3rd JSY to GSY Q400 CAT IIIA Arr 07:50 200 Divert



May17.xls 29th MAN to GSY Q400 CAT IIIA Arr 10:15 200 Divert

Jun17.xls 21st LGW to GSY Q400 CAT IIIA Arr 19:20 200 Divert

July17.xls 26th SOU to GSY Q400 CAT IIIA Arr 09:15 200 Divert

July17.xls 26th JSY to GSY Q400 CAT IIIA Arr 09:10 200 Divert

July17.xls 26th JSY to GSY Q400 CAT IIIA Arr 13:30 200 Divert

Oct17.xls 26th JSY to GSY Q400 CAT IIIA Arr 13:30 200 Divert

Documents

Guernsey Airport Low Visibility Landing Capability v EVS ATR72 · 5.1.Bombardier Dash 8 Q400NG Bombardier DASH 8 Q400 NG can Land in CAT IIIA (200m RVR) and Takeoff in 75m RVR this