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Land’s End Airport Airspace Change Proposal

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Stakeholder Consultation – Tuesday 18th August 2015 to Friday 16th October 2015

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Contents 1. Foreword 2. Context 3. Executive Summary 4. Runway Operations 5. Existing Approaches 6. Consultation Proposal 7. Runway 07 approaches – For Information Purposes Only 8. Consultation Options 9. Environmental Impacts 10. Consultation Process 11. How Can Stakeholders Respond? 12. Consultation Feedback Form 13. Glossary 14. Technical Summary

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Appendix A Land’s End Transit Corridor Appendix B Air Traffic Zone Appendix C Land’s End Airport UK AIP entry Appendix D Track diagram for arrivals to runways 16 and 34 Appendix E Track diagram for arrivals to runways 07 and 25 Appendix F All four approaches and two new holds Appendix G Agreed proposed RNP approaches runways 07/25 Appendix H Agreed proposed RNP approaches runways 16/34 Appendix I List of Consultees Appendix J Twin Otter - Aircraft Environment Data & Picture Appendix K Islander - Aircraft Environment Data & Picture

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1. Foreword by Robert Goldsmith, Chief Executive, Isles of Scilly Steamship Group

We are very proud of our relationship with local communities and stakeholders, and are committed to being a responsible neighbour. The purpose of this document is to ensure you have an opportunity to participate in this important consultation about the introduction of new navigation procedures at Land’s End Airport. These procedures will have a minimal effect on the way that aircraft approach the airport in reduced visibility weather conditions compared with current procedures, which affects approximately 7% of arriving flights, roughly 334 per year. The owner of Land’s End Airport, the Isles of Scilly Steamship Company (ISSC), has been providing lifeline services between the mainland and the islands for nearly 100 years. Air services from Land’s End Airport are now the most important year-round link between the mainland and the Isles of Scilly. The proposal for the new navigation procedures represents the final stage of a major investment programme to make year-round air services more resilient for the benefit of the island-based community and visitors. The attached proposals are related to improving the reliability of existing services and not about stimulating new traffic over and above what would otherwise use the Airport.

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Your opinions regarding the proposals set out within this document and your general feedback are very important to us, and we encourage you to respond. The stakeholder consultation runs from 18th August – 16th October 2015. Robert Goldsmith Chief Executive

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2. Context Land's End Airport (EGHC) is the most South Westerly airport on the United Kingdom mainland and is owned and operated by the Isles of Scilly Steamship Company (ISSC). Land’s End Airport is one of the UK’s smallest commercial airports in terms of activity levels, ranked 52nd for aircraft movements in 2014 (CAA Annual Airport Statistics*). However, the airport is of great local importance as it provides job security and essential life line air links to the Isles of Scilly. In the local context, the Airport is an important employer with more than 83 jobs on site, many of which are highly skilled professional roles such as pilots, air traffic controllers, fire fighters, aircraft engineers and many others. The only commercial passenger aircraft operator at Land’s End Airport, Isles of Scilly Skybus, is also an ISSC subsidiary. Skybus operates de Havilland (Canada) DHC-6 300 (Twin Otter) aircraft, with 17 seats, and Britten Norman BN2 Islander aircraft, with 8 seats, for scheduled passenger services to St Mary's in the Isles of Scilly from Land’s End and Newquay Airports, with additional seasonal summer services from Exeter Airport. The short runway lengths at Land’s End Airport and St Mary’s Airport mean that it is not feasible to operate larger commercial aircraft types on the route. Pictures of both these aircraft types are shown in Appendices J and K.

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The volume of aircraft movements at Land’s End Airport in 2012, 2013 and 2014 fell well below historical levels due to adverse weather that caused sustained periods of water logging of the former grass runways. Flying activities in 2014 were disrupted by the closure of the Airport in the normally busy month of July for the runway hardening works project. In the 2014 calendar year, Land’s End Airport handled 7,088 total aircraft movements which was slightly lower than in 2013 and 2012 (8,586 and 7,460 aircraft movements respectively). Without the disruption of water logging or closure for project works the Airport expects the number of aircraft movements in 2015 will recover to approximately 9,550 (i.e. 4,775 arrivals and 4,775 departures) which is more in line with historical levels of activity before 2012. Land’s End Airport has seen investment of over £5 million during recent years to transform the quality of the previous inadequate and dated facility. This has included a new terminal building, two of the four grass runway strips (07/25 and 16/34) being replaced by asphalt surfaces and updated airfield lighting. All of these recent investments have been made in order to make the lifeline link air services to the Isles of Scilly more resilient on a year-round basis. Most of this expenditure has been funded by the Isles of Scilly Steamship Company, but the Company gained £1.3 million of match-funding provided by the European Union’s European Regional Development Fund programme towards the airfield upgrade works and a proportion of funding from the European Commissions 7th Framework

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Programme that has contributed towards this GNSS proposal.

* CAA Table 3 1– Air Transport Movements 2014

http://www.caa.co.uk/docs/80/airport_data/2014Annual/Table_03_1_Aircraft_Movements_2014.pdf

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3. Executive Summary Land’s End Airport is proposing to introduce Global Navigation Satellite System (GNSS) procedures for aircraft landing on runways 07, 25, 16 and 34. These will be used in conjunction with the existing visual approach procedures to each runway. The proposed approaches have all been designed by a CAA approved designer in accordance with ICAO Document 8168 and CAA policy guidance and regulation, and are in line with CAA best practices and standards across the UK. The GNSS approach for runway 07 does not form part of this consultation process due to it requiring no changes in flight operations compared with current visual procedures. Information regarding GNSS procedures for runway 07 is included in this document for background information only and Land’s End Airport intends to seek formal CAA approval for its implementation at the earliest opportunity, probably in early 2016. Land’s End Airport will handle approximately, 4,775 (predicted 2015 figure) landings this year. Of these, it is estimated that the four proposed GNSS approaches would take account of 10% of these 4,775 landings. When runway 07 is excluded from these figures, due to there being no change in flight procedures, it is believed that GNSS approaches would represent only approximately 7% (334) of all landings (or less than one per day on average) on the other three runways that are

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relevant to this consultation process. The exact number at any point in time would be dependent upon prevailing weather conditions and the overall level of aircraft movements planned to be using the Airport. The remaining number of aircraft landings (93%) would be operated as they are today, visually. More is explained about visual landings further on in this document. Why the airport is proposing these changes:

• Land’s End Airport is an important life-line link to the Isles of Scilly. Following on from recent Airport improvement works, the Airport is now looking to increase its reliability in reduced visibility weather conditions. This will mean that key services such as mainland medical/hospital appointments, stretcher flights, Royal Mail deliveries, newspapers, magazines as well as the business trips will be better served.

• Land’s End Airport is the closest mainland gateway to the Isles of Scilly and the reliability of its air services help to underpin tourism that makes up 85% of the economy of the islands. The further consolidation of confidence in year-round air links to the Isles from the largest mainland gateway Airport could prevent damage to the longer-term sustainability of the community.

• It is consistent with UK Civil Aviation Authority (CAA) policy regarding the future implementation of new navigation technology. The International Civil Aviation Organisation (the United Nations specialist Aviation Agency) has a General Assembly Resolution to Implement GNSS approaches with Vertical

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Guidance at all runways by 2016 and European States are expected to mandate this capability in 2018.

• The new system will provide an instrument approach that is aligned with the runway centre line. This is optimal for both flight operations and safety.

• It will also provide an opportunity for aircraft to be configured more efficiently as they approach to land, which is likely to have benefits in terms of reducing aircraft noise and emissions.

Why the airport is consulting on this: • Airspace change proposals such as this are handled according to the

standard published process as detailed in CAP 725‘CAA Guidance on the Application of the Airspace Change Process’. The airport is consulting using this framework guidance.

This consultation is concerned exclusively with improving the reliability of current landing operations and is NOT about changes to:

• the routing or height of any departing aircraft • airport operating hours • types of aircraft operating at the airport • runway or airport capacity • controlled airspace around the airport • number of aircraft operating from the Airport

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Land’s End Airport is consulting on two possible options and these are explained in detail in Section 8. These are:

• Option A (preferred option) Introduce the GNSS approaches • Option B Do nothing

Also contained within this consultation document is a ‘For Information Purposes Only’ section regarding introduction of a GNSS approach to runway direction 07. On 7th May 2015, an initial viability discussion was held with the CAA at Gatwick. Following a supporting outcome, the airport commenced engagement with the CAA on 22nd July 2015, to begin a formal ‘Airspace Change Proposal’ (ACP) process. The CAA issue guidance on how airspace changes are undertaken and this can be found at: www.caa.co.uk/docs/33/CAP725.pdf The changes being proposed are consistent with the Airport’s commitment to provide reliable and resilient flying operations, which are essential to ensuring a life-line for the Isles of Scilly. This consultation is primarily aimed at the aviation community, local authorities and environmental organisations. However, the Airport would also welcome comments from individuals and other relevant stakeholders.

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The consultation period has been agreed with the CAA to be eight weeks in duration. Land’s End Airport has conducted pre-engagement briefings with key stakeholders, in order to update them on the proposed airspace change and this consultation.

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4. Runway Operations

Land’s End Airport is a four runway strip airfield. Two are a grass surface and two have recently been upgraded to hard asphalt surface. Each runway strip is operated in two directions for landing and take off and is primarily governed by the wind direction at the airfield. For performance and efficiency reasons, flights usually depart and land into wind. It is important to note that the wind conditions can change at various times throughout the day, and so the direction of take off and landing can also vary. The four primary asphalt runway directions have been selected as being appropriate for the GNSS approaches; runways 25, 07, 16 and 34. These have been chosen to ensure aircraft can nominate a runway that is most closely aligned to the wind at the time. All aircraft have a ‘cross-wind’ (the wind that blows across the runway) limit and this limit is much lower for small aircraft such as those used at Land’s End Airport compared with larger commercial aircraft. This is an important consideration since it creates a significant additional benefit in terms of operating safety and resilience of having GNSS approach capability on multiple runways and directions.

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Runway Directions Runway 07 is currently used for roughly 24% of aircraft movements when the wind is coming from the East and aircraft approach from the West (over the sea) and depart to the East. Runway 25 is used approximately 21% of the time when the wind is coming from the West and aircraft approach from the East and depart to the West. Runway 16 is currently used for 24% of movements when the wind is coming from the South and South-West and aircraft approach from the North and depart to the South. Runway 34 is used for around 31% of aircraft movements when the wind is coming from the North and North-West and aircraft approach from the South and depart to the North. The runway configuration is illustrated on the diagram in Appendix C.

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5. Existing Approaches Visual Approach Aircraft landing at Land’s End Airport use a ‘visual approach’. This is where pilots position the aircraft to land by using a visual reference to the airfield. The pilot will manually fly a circuit pattern around the airfield and will align with the runway using a combination of visual referencing and various lighting systems that are on the ground at the airport. A visual approach can only be flown when visibility is good and when the clouds are above a certain height. The flight path over the ground for a visual approach can vary slightly.

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6. Consultation Proposal Land’s End Airport is proposing to introduce Global Navigation Satellite System (GNSS) instrument approaches to runways 25, 07, 16 and 34. These will be used in conjunction with the existing visual approaches to all runways. The proposed GNSS approach will involve aircrew following Global Positioning Satellite (GPS) waypoints that are programmed into the flight management computer on board the aircraft. They work in the same concept as a car “sat-nav”, but provide vertical as well as horizontal guidance. GNSS approaches do not rely on ground based infrastructure. The two main characteristics of this type of approach are:

a) the approach will be a “straight-in” instrument approach. In other words, the approach will follow an extended centre-line of the landing runway as compared to a proportion of visual approaches that involve the aircraft positioning within the visual circuit. This ‘straight-in’ design is optimal for both flight operations and safety and is established preferred practice as set out in CAA policy. CAA document CAP 1122, Appendix 1, clearly states that approach designs should be kept as simple and standard as possible, eg, whenever possible no off-set approaches (approaches to be kept to the centre line of the runway).

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b) aircraft will follow a precise track over the ground, leading to greater consistency of flight paths. The CAA document CAP 785, Chapter 3 states that for environmental purposes, the DFT and CAA policy is to contain rather than spread flight tracks and noise.

The Airport has estimated that approximately 478 GNSS approaches per year will be flown for all runway directions. Further information on the approaches for runways 25, 16 and 34 are detailed below. The approach to Runway 07 remains unchanged from current practice and is excluded from this consultation – this is discussed further in Section 7. Runway 25 Depending on the routing of the aircraft, there may be a slight change to where aircraft currently fly during the initial segment of the runway 25 proposed approach. Aircraft on this initial segment will (only when joining from a Northerly direction) cross the North coastline at a point between ‘Zennor’ and ‘The Carracks’ until intersecting the extended centre-line of runway 25. This would be flown at an altitude of at least 2,000ft amsl. It is believed that there would be approximately 100 landings using this runway (21% of total GNSSS landings), or one every 3.7 days on average throughout the year. Appendix G shows the proposed flight paths for aircraft approaching runway 25.

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Runway 16 For approaches to runway 16, St Just will be overflown at approximately 500 feet. This will be at a height similar to traffic that currently joins from a navigation point known as Pendeen Watch onto final approach. St Just is also positioned within the Aerodrome Traffic Zone (ATZ) and is currently overflown by other aircraft in the zone. To mitigate overflying St. Just, the Airport would prioritise landings on runway 07 whenever conditions allow resulting in an estimated 18% of total GNSS landings still using runway 16. This would mean there would be approximately 86 landings per year (or one every 4.2 days on average) using this runway. Appendix H shows the proposed flight paths for aircraft approaching runway 16. Runway 34 Under GNSS procedures there would be around 148 landings on runway 34 (31% of total GNSS landings) per year (or one every 2.5 days on average). Instrument Approach Procedures for runway 34 will follow the current routing of traffic that joins from the South of the airfield on a long final. Appendix H shows the proposed flight paths for aircraft approaching runway 34. If you would like further information on GNSS approaches please visit: http://www.caa.co.uk/default.aspx?catid=1340&pageid=13338

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7. Runway 07 GNSS approach introduction – For Information Purposes Only This consultation document is an opportunity for Land’s End Airport to engage with its stakeholders to attain or confirm views and opinions about the impact of this ACP, and it is to this end that the Airport is seeking views for two proposed options with the introduction of GNSS approaches to runway directions 25, 16 and 34. This is because in some cases there will be a slight change to where aircraft will fly using the new approach procedures, and there will be impacts. The Airport believes these will be minimal (see Appendix F which gives technical details of the proposed new approach procedures). However, for runway direction 07, GNSS approaches will not change any aircraft flight tracks over the ground or the heights of these aircraft compared to what currently takes place ‘today’. Therefore, the Airport proposes to progress the introduction of GNSS approaches to runway direction 07 expeditiously and outside the scope of this consultation. If GNSS procedures are implemented for all four runways it would become a priority to use 07 whenever conditions allow. The Airport expects to use 07 in favourable and light wind conditions as much as possible which could take its use up to 30% of overall GNSS landings. Based on 478 GNSS landings per year at the airport there will be around 143 landings per year using GNSS on this runway (or

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one every 2.6 days on average). Appendix E shows actual tracks of aircraft approaching runway 07. Further technical details are available within Section 14 of this document and is written using technical language associated with the aviation industry.

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8. Consultation Options Option A – the Airport’s preferred option

• Implement GNSS approaches to runway directions 25, 16 and 34 which will provide significant enhancements to transport service resilience between the mainland and the Isles of Scilly (economic, social, tourism, customer service, medical, freight and mail).

Option B

• Do nothing.

If the Airport ‘does nothing’, i.e. does not introduce any GNSS approaches and continues to use visual approaches only, the lifeline services to the Isles of Scilly for tourism, job security, day to day essentials and emergency supplies and services will continue to be adversely affected by unpredictable weather conditions, and in extreme cases the airfield cannot operate. This is an even worse scenario for the 2,250 residents of the Isles of Scilly in winter when there is no ferry service and only very limited flight schedule available to Newquay Airport as the only other transport link to the mainland. There is a particularly serious detrimental impact on the resident population in terms of missed or cancelled hospital treatment or appointments on the mainland. However, there

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is a general economic and social impact with associated costs related to the inability to travel to and from the mainland at any point in the year when adverse visibility affects air operations. The failure to implement the proposed GNSS upgrade would perpetuate a negative impact on the all-important tourism economy on the Isles of Scilly and prevent significant incremental benefits in terms of reliability and convenience being realised. This is not our preferred option for the above reasons.

Discounted Alternatives and Mitigations Below are alternatives and mitigations the Airport has considered as part of the airspace change design.

1. Establish aircraft holds to the East and West of the Airport in addition to those to the North and South in this proposal.

Despite being operationally desirable, this option was rejected, as the two additional holds would create further new flight paths. In particular, the Eastern hold would overfly the town of Penzance and also be in close proximity to

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airspace used by RNAS Culdrose. The Western hold, though over the sea, would be in close proximity to Isles of Scilly airspace. The proposed North and South holds are both over the sea. 2. Rationalisation and removal of certain initial approach segment legs that are not essential. Again, despite being operationally desirable, the Southern initial approach leg to runway 25 and the Eastern initial approach leg to runway 34 have been discarded from this final proposal. Removal of these two legs not only reduces new flight path tracks but also reduces potential flights in the Penzance vicinity and the proximity to RNAS Culdrose airspace.

3. Contraction and Consolidation of the four approach procedures. The Airport has commissioned the designs to be suitable for only Category A and B aircraft (small aircraft types). As a result, and in conjunction with the procedure designer, the Airport has been able to reduce the three approach segments of all four approaches from the standard 5 nm each to 4 nm, 2.8 nm and 4.2 nm respectively. This has reduced each approach by 4 nm track miles – making both environmental and operational savings as well as reducing the areas overflown.

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4. Flights over St Just

The Airport has seriously considered throughout the design process, trying to offset the approach by a few degrees to avoid overflying the town of St Just but this was rejected due to safety concerns with the final approach, terrain and CAA Regulatory requirements.

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9. Environmental Impacts The Airport has considered the environmental impact of this proposed change in relation to the following four areas:

• Air Quality • Tranquility and Visual Intrusion • CO2 Emissions • Noise

Analysis of each area reflects the fact that GNSS approaches will only apply to 10% of all arrivals into Land’s End Airport. Land’s End Airport’s fleet mix of aircraft types is made up predominantly of some of the most efficient aircraft in terms of noise, emissions, fuel consumption and CO2. This is demonstrated in Appendices J and K, which show aircraft type environment data. Air Quality The airport has considered the effects the proposed change may have on local air quality and in particular the effect on local air quality in the area surrounding the airport below 1,000 ft.

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The number of individual aircraft movements under the new GNSS proposals by small and efficient aircraft is so small in absolute terms that the impact is believed to be negligible. There are no increased aircraft movements expected as a direct result of this proposal. The proposed approaches have longer track miles, but the current proportion of failed attempts to land involve further track miles in order to conduct missed approach procedures or diversions to an alternative airport, ie, Newquay Airport which would involve at least an additional 36 nm track miles. Therefore, the Airport has concluded that there is no net change in air quality from this proposal.

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Tranquility and Visual Intrusion The area in which the GNSS approach will be introduced is within the Land’s End Transit Corridor (LETC) designated primarily for aircraft flying into or out of Land’s End and St Mary’s Airports. This existing airspace is illustrated in Appendix A. Air Traffic Controllers use the LETC on a daily basis to manoeuvre aircraft that are arriving or departing from both airports. The height and location at which aircraft fly is tactically managed by Air Traffic Control and will depend on a number of factors such as whether the aircraft is arriving or departing, the runway in use at each airport, other air traffic in the vicinity, and the height of the LETC. It is important to note that the area in which the proposed GNSS approaches are contained is located within an area of uncontrolled airspace. Aircraft operating within uncontrolled airspace are not required to communicate with Air Traffic Controllers, and as such are not required to follow set routes. Land’s End Airport does not have any control authority over these aircraft unless they are operating within the Airport’s Aerodrome Traffic Zone (ATZ), which is a 2 nautical mile (nm) radius from the Airport, see Appendix B. However, the aircraft pilot is still required

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to operate within the guidelines of the Air Navigation Order (ANO) in relation to heights and aircraft separation. As there will be no net gain or loss of flying activity, the airport does not believe that there will be any significant positive or negative impact on tranquility and visual intrusion as a result of the proposal. The height of aircraft arriving onto runways 25, 07, 16 and 34 will not change as the GNSS approaches are aligned with the current visual approaches. Appendix F shows the flight paths and heights (above mean sea level) of the GNSS approaches in relation to local features on the ground. It is important to note that the West Penwith Area of Outstanding Natural Beauty (AONB) is located close to the airport. The airfield is a well established feature within this AONB. Therefore, as explained above, this area already sees flights into and out of Land’s End Airport, as well as transiting flights to or from other airports and over flights. The proposed GNSS approach routes will not create any additional routes, except for the initial approach segment for runway 25, which will be flown at 2,000 feet or above.

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CO2 emissions Following engagement with the Airport’s key aviation stakeholders, (i.e. pilots, air traffic controllers, other airspace users and airport operations staff) there is a consensus that this type of approach will allow aircraft to fly an optimal approach. The current approach that is used for arrivals onto runways requires pilots to follow a visual approach into the airport as previously explained in Section 5. Once the pilot has the Airport in sight, they will be required to make a turn to align with the runway. When an aircraft begins to turn, a higher engine setting maybe required to maintain airspeed and thus increase CO2 emissions, fuel burn and noise. The GNSS approach proposed will allow aircraft to fly on a straight line over the ground to land with minimal alterations to their direction of travel and engine settings. This type of approach will allow pilots to configure the aircraft more efficiently and potentially minimise fuel burn, CO2 and noise during the approach. The Airport is confident that CO2 emissions, fuel burn and noise will not increase as a result from the implementation of this proposed airspace change.

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Noise As there are no extra movements or change in aircraft types should this proposal be implemented, the Airport and its key aviation stakeholders believe there will be no net increase in noise from aircraft operations. However, noise may now be distributed differently when the Instrument Approaches are used (for each Instrument Approach flown, there will be less noise on the corresponding visual approach track and additional noise on the Instrument Approach track). This has been addressed in the detailed noise study below. The Airport has conducted a noise study using typical aircraft that will be using the new procedures. These aircraft were a ‘De-Havilland Twin-Otter’ and a ‘Britten-Norman Islander’ operated by the airline, Isles of Scilly Skybus Limited. The aircraft were configured in their ‘approach configuration’, as they would be on the new approaches, to give representative values. Both aircraft types then made a pass over the airfield at 500ft, 750ft and 1000ft (above ground level) and maximum readings (dBA) during the pass were recorded. In all cases, these peak levels lasted for no more than 1 second and the ‘noise window’ (any noise above background levels) of the aircraft passing lasted between 31 seconds and 46 seconds. The noise readings were taken on a Digital Data Logging Sound Noise Level Meter that meets the requirements of safety sound engineers and for use in airport environments.

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The Twin-Otter readings were taken in the morning when the surface wind was 010 degrees at 6 knots. An average background noise reading of 42dBA was recorded. The Islander readings were taken in the afternoon when the surface wind was 180 degrees at 2 knots. An average background noise reading of 45dBA was recorded. The results were: 500ft Pass 750ft Pass 1,000ft Pass Twin-Otter 68.0 dBA 65.6 dBA 61.7 dBA Islander 66.4 dBA 63.6 dBA 61.4 dBA To put these results in to context, a noise reading was also taken in St Just Town Square on this date. This was a ten minute reading (10:49 to 10:59) which resulted in an average reading of 61.0 dBA and a peak of 68.0 dBA (large lorry passing). It should be noted that the large lorry passing had an identical value to the highest reading recorded on the aircraft study. Further comparisons can be made in that 68 dBA is a similar sound to a dishwasher (63-66 dBA) or standing near a road (70 dBA). *Ref 1 Both Skybus aircraft also have an ‘A’ rating for environmental noise within their class – this is detailed in Appendices J and K.

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St. Just is the largest settlement that aircraft on the proposed approaches will overfly. It should be noted that aircraft will be at 500 feet at this location. As explained in Section 6, to conform with CAA guidance and best practice, the approaches are aligned with the runway centre-lines. This guidance made it unfeasible to design an approach for runway 16 that avoided overflying St. Just . To assist in mitigating any noise intrusion, the airport will only use runway 16 when the surface wind is such that all other runways are unavailable (due to cross wind limits). This would reduce the number of estimated approaches on runway 16 from 115 to 86 per year. St. Just is already regularly overflown at similar heights by aircraft approaching to land from the North and East as they join for a long approach from the Visual Reporting Point, Pendeen Watch. St. Just is also within the protected airport Aerodrome Traffic Zone (ATZ) where aircraft regularly manoeuvre. *Ref 1: http://chchearing.org/noise/common-environmental-noise-levels/ and http://www.nonoise.org/library/household/ “

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Traffic Level and Airport Capacity From January-December 2014, Land’s End Airport handled 7,088 total aircraft movements. This is slightly lower than 2013 and 2012 figures, which were 8,586 and 7,460 total aircraft movements respectively. As has been explained earlier, both years recorded lower traffic than the historical norm mainly due to water logging of the (then) grass runways and airport closures for major runway works. The Airport expects 2015 air transport movements to have recovered to around 9,550 (or 4,775 landings). The small relative scale of the Airport’s operations were explained earlier in the document. Aircraft movements at Land’s End Airport in 2014 were considerably lower (79%) of the level recorded in 2011 and less than all of the preceding three years. It is expected that there may be a modest annual increase in aircraft movements in the coming years if the economy continues to improve. However, the GNSS procedures will not be the driver of new traffic and will only improve the reliability of the operations already scheduled to operate.

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10. Consultation Process The purpose of this consultation is to provide you with the chance to express your opinion and to comment on the airspace change proposal, and for the airport to share information with you. The ‘change sponsor’ for this proposal is Land’s End Airport and this requires the airport to be responsible for the proposal, including the consultation process, whilst the CAA’s Safety & Airspace Regulation Group (SARG) is responsible for the process. This proposal and stakeholder consultation has been developed in line with the CAA’s ‘Guidance on the Application of the Airspace Change Proposal’ document, ‘CAP725’. Our proposal will be subject to an 8-week stakeholder consultation commencing on the 18th August and finishing on 16th October 2015. All feedback received will be given appropriate consideration and included in the airport’s consultation summary report to be published before the formal proposal

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is prepared for submission to the CAA, which is likely to take place in November 2015. A full list of consultees to this proposal can be found in Appendix I. Planned ACP Timetable Date Action 29th July 2015 Operational stakeholders notified of

proposed ACP 18th August 2015 Commencement of consultation period 07th September 2015 Airport ‘drop-in’ session 16th October 2015 End of consultation period 23rd October 2015 Issue of Consultation Summary Report 4th November 2015 Submission of full ACP to CAA January 2016 CAA Regulatory Decision All information regarding the airspace change proposal can be found on Land’s End Airport’s website: www.landsendairport.com/consult.asp and a hard copy of the consultation document is available at St Just Library, Market Street, St Just, TR19 7HX.

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If you would like to request a hard copy of this consultation document, please contact the airport using any of the options below: Email: airportmanager@islesofscilly-travel.co.uk Telephone: 01736 788771 Letter: Airport Manager Airspace Change Proposal Land’s End Airport Kelynack St Just Penzance Cornwall TR19 7RL

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11. How Can Stakeholders Respond? Land’s End Airport welcomes all comments about the airspace change proposal and would like to invite you to submit your feedback by any of the following methods: Email: airportmanager@islesofscilly-travel.co.uk Letter: Airport Manager Airspace Change Proposal Land’s End Airport Kelynack St Just Penzance Cornwall TR19 7RL Via our website: www.landsendairport.co.uk/consult.asp All feedback received will be analysed and be part of the Airport’s considerations. A summary report will be made publicly available on the Airport’s website, www.landsendairport.co.uk/consult.asp as well as in St Just library. All feedback received will be subject to public record and will therefore be submitted to the CAA. If you do not wish your personal information to be shared

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with the CAA, please ensure you notify us. If you would like to make any comments regarding the CAA’s guidelines for airspace change proposal (CAP725), please write to: CAA Business Coordinator, Safety & Airspace Regulation Group, CAA House, 45-49 Kingsway, London WC2B 6TE or email: airspacepolicy@caa.co.uk

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12. Consultation Feedback Form Please complete this form and return to the airport, using any of the following methods: Email: airportmanager@islesofscilly-travel.co.uk Letter: Airport Manager Airspace Change Proposal Land’s End Airport Kelynack St Just Penzance, Cornwall, TR19 7RL Name: ………………………………………………………………………………………………. Address: ………………………………………………………………………………………………..

……………………………………………………………………………………………….. ………………………………………………………………………………………………..

E-mail: ……………………………………………………………………………………………….. Consultation Options - (please tick which option you support)

Option A Implementation of GNSS Approaches ☐ Option B Do Nothing ☐

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Additional Comments: ………………………………………………………………………………………………………………………… ………………………………………………………………………………………………………………………… ………………………………………………………………………………………………………………………... ………………………………………………………………………………………………………………………... ………………………………………………………………………………………………………………………... ………………………………………………………………………………………………………………………... ………………………………………………………………………………………………………………………... ………………………………………………………………………………………………………………………... ………………………………………………………………………………………………………………………... Please tick this box if you do NOT want to share your personal information

with the CAA

☐

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13. Glossary ACP Airspace Change Proposal AIP Aeronautical Information Publication ANO Air Navigation Order ATCU Air Traffic Control Unit ATZ Air Traffic Zone CAA Civil Aviation Authority CAP 725 Airspace Change Process Guidance Document GNSS Global Navigation Satellite System GPS Global Positioning Satellite ICAO International Civil Aviation Organisation

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LETC Land’s End Transit Corridor NATMAC National Air Traffic Management Advisory Committee Nm Nautical mile RNAS Royal Navy Air Support

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14. Technical Summary Existing Approaches and Airspace At present, there are no instrument approaches promulgated for Land’s End/ St Just airport. Aircraft arriving at and departing from Land’s End/St Just operate within the Land’s End Transit Corridor, centred on the direct track from Penzance to Scilly Isles/St Mary’s, from the surface to 4000 ft. Proposed RNP APCH RNP approaches have been designed for all runway ends. The approaches to RWY 07 and 16 follow the T-bar concept whereas the approaches to RWY 25 and 34 are based on a truncated L-bar and a reversal procedure within the hold. Holds have been located at the RWY 34 intermediate fix (IF) and the RWY 16 IF. The aim is to keep within the designated airspace as far as possible, while still enabling direct approaches from St Mary’s. Terminal Arrival Altitudes (TAA) have been included to allow direct routing to the initial approach fixes (IAF). Following consultation with the ATC, the missed approach design comprises a turn back to hold at the IF or an IAF of the active runway. Following a meeting with UK CAA on 21July it was decided to reduce the length of the initial approach segments on the T/L bars to 4NM. The airspace in the vicinity of EGHC is categorised as Class G airspace and the AIP entry for EGHC clearly states that all instrument flight approaches are established outside controlled airspace. In all the proposed RNP approaches, the final approach segments lie within the “Land’s End corridor” although the initial approach segments for RWYs 16 and 34 are outside the corridor. These are shown in Appendices F, G and H.

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Holding For each approach it was initially considered that a CAT A/B hold up to 4000ft would be assessed at the IAF/IF aligned with the intermediate track. Following discussion with the local ATC it was decided to only consider two holds, located at the IF/IAF of RWYs 16 and 34 respectively. Approaches to RWYs 07 and 25 would have transitions from and missed approaches to the RWY 16 hold. This would have the least impact on EGHE and Culdrose AIAA operations. These are shown in Appendix F. If you require further technical information, please do not hesitate to contact airportmanager@islesofscilly-travel.co.uk

Appendix A Land’s

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Land’s End Transit Corridor

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Appendix B Air Traffic Zone

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Appendix C Land’s End Airport UK AIP Entry

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Appendix D Track diagram for arrivals to runway directions 16 and 34

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Appendix E Track diagram for arrivals to runway directions 07 and 25

Appendix F The Proposed Four Approaches and T

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Proposed Four Approaches and Two Holds

olds

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Appendix G Proposed RNP approaches runways 07/25

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Appendix H Proposed RNP approaches runways 16/34

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Appendix I List of Consultees NATIONAL AIR TRAFFIC MANAGEMENT ADVISORY COMMITTEE (NATMAC)

AOA AOPA UK AEF BA BAA BAE SYSTEMS BALPA BATA BBAC BBGA BGA BHPA BMAA BMFA BPA BHA easyJet Euro UAV Systems

Centre GAPAN GASCo GATCO HCG Heavy Airlines LAA Light Airlines Low Fare Airlines NATS (NERL) NATS PPL/IR UKAB UKFSC

RNAS Culdrose ATCU

Newquay ATCU

St Mary’s ATCU

Skybus

Cornwall Council

St Just Town Council

Trinity House

National Trust

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Natural England

Penwith Heritage Coast

Environment Agency

Duchy of Cornwall

Council for the Protection of Rural England

Council of Isles of Scilly

Health Watch

NHS Cornwall

Island Partnership

Derek Thomas MP

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Appendix J Aircraft type environment data – Twin Otter

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Appendix K Aircraft type environment data – Islander