Performance Based Aerodrome Operating Minima

DRAFT 2

A New Approach to Lands End Airport

Ken Ashton With thanks to The Isles of Scilly Steamship Group

ICAO SANIS Montreal

14 December 2017

Lands End Airport

The Operation The Isles of Scilly Steamship Group (ISSG): • Exists to provide lifeline passenger and

freight services to the Isles of Scilly. • ISSG comprises:

– Lands End Airport. – Isles of Scilly Skybus. – Maritime passenger and freight vessels.

• Passenger services March-November.

Isles of Scilly. • 28 Miles South West of Lands End. • Archipelago 55 islands, 5 inhabited. • Population approx. 2000. (Winter) • Mildest climate in UK.

– Tourism and cut flowers are major contributors to the economy of the islands.

St Mary’s Airport implementing LPV to all Runways in 2018.

• IOS Skybus Aircraft: – 4 DHC6-300. (Twin Otter)

• Garmin GTN 750/650.

– 4 BN2 (Islander) • Dual GTN 650.

– All aircraft equipped with ADS B.

• Skybus also operate services from Newquay and Exeter (Seasonal)

• Lands End 2016 statistics – Total Movements 11,189. – Commercial Transport 9,023. – Private 1,023. – Freight 71 Tonnes. – Mail 198 Tonnes.

Lands End Airport 2012 (LEQ-EGHC) • Grass runways. • Aerodrome ATC (Visual) within the ATZ. • Portable low intensity Aerodrome lighting. • Cliff-top location 422’ AMSL, exposed to Atlantic storms. • Increasing problems with water-logged runways that closed the

Aerodrome for extended periods in winters 12/13 &13/14. • Lands End Operation had not significantly changed in 75 Years. • Customers now have increased expectation for airport facilities

and reliability of services.

Major Infrastructure Upgrades • 2013 New Terminal and Tower. • 2014 Aerodrome drainage and

Asphalt runways and taxiways. • Compliant aerodrome lighting:

– High Intensity edge, Stop and Threshold wing Bars.

– APAPI. – Strobe Runway Threshold

Indicators.

• 2016 RNP APCH to 4 runway ends. – Estimated to reduce days impacted

by Poor visibility or cloud-base by 50%.

– Facilitated by CAA Publication 1122.

CAA Publication CAP 1122 • “A more progressive policy requires a change in

regulatory approach from one based upon standards to one based on risk.”

• CAP 1122 “approvals are exceptions to the normal standard.“ – IAPs have a minimum DH of 500’

• Process: – Assess deficiencies from existing standards – Eliminate or reduce the deficiencies wherever possible. – Assess residual deficiencies and mitigate to the

maximum extent practical.

• Document the mitigations and risk assessments in a comprehensive Safety Case.

• Demonstrating that Accidents through: – CFIT, – Runway Excursion – Runway Collision, Mid Air Collision – Loss of Control – or through IAP introduction and through life operation

“Are Acceptably Low”

Lands End RNP APCH Procedures Developed in full compliance with ICAO 8168 (PANS-OPS) • LNAV and LPV • Limited to Category A Aircraft.

– Limited by Runway length. – Allows a compact procedure.

• R/w 07, 16, 25; 3.5° Path Angle • R/w 25; 4.5° Path Angle (Terrain)

– VPA harmonised with APAPI. – Aircraft performance assessed

for 4.5° approach.

• IAPs designed to minimise conflicts with operations at St Mary’s and Culdrose. – Oversea Holds at 16 and 34 IF. – R/w 25 and 34 limited Initial

segments.

Runway Protection Improvements Strip width requirements 30m (Non Instrument) 75m (Non-Precision Instrument): • Runway 07/25 Strip width Increased.

– 40 m strip width obtained and Frangibility and conspicuity of boundary fences improved.

• Runway 16/34 Strip width increased – 75 m strip width obtained by “Land Swap” with neighbour. – Runway End Safety Areas identified

• Treatment of Transitional Surface penetrations: – Relocation of Anemometer, reduced height of car park lighting towers,

lighting of ‘tractor-shed,’ improved frangibility of fence posts.

Airspace Limitations and Mitigations Limitations • IAPs implemented in Class G Airspace. • No Approach Control. Mitigations • Surrounding Airspace has low traffic density and low complexity. • Lands End airport and use of the IAPs is strictly PPR.

– De-confliction by allocation of timed slot as part of PPR assures only one aircraft on approach at any time. Aircraft held on ground if necessary.

– Confirmation that IAP briefing material on Lands End airport web site understood.

• Newquay and Culdrose have radar coverage. – SSR conspicuity code assigned to aircraft participating in the IAP.

• Letters of Agreement for procedures in the Lands End Transit Corridor and with RNAS Culdrose.

• Lands End ATC upgraded to Aerodrome Instrument ratings to allow integration of Instrument and Visual traffic.

• Feathered Arrows included on VFR Charts to warn GA pilots of the IAPs.

Further Opportunities

• CAP 1122 limits the MDA or DA to 500’. – Is appropriate for GA operations. – Is a significant limitation to Commercial Air Transport

operations, particularly on Runways 16 and 34. – 16/34 now compliant with Non-Precision Instrument

requirements • with minor transitional surface penetration.

– LPV OCH defined by obstacle environment: • Runway 16; 327’ Runway 34; 250’ • Reconsideration of DA limitation for Commercial Air

Transport operations would provide significant operational benefit.

– DH in the 300-350’ range likely to provide a positive ‘Business Case’ for improved Approach Lighting.

DH89 Dragon Rapide G-AHAG

Operated by Scillonia Airways, Lands End - St Mary’s 1965-1969

Thank You For Your Attention