Airspace Update Gatwick Airport Airspace Seminar 2016 Charles Kirwan-Taylor Director of Corporate Affairs and Sustainability 1 Tuesday, 10 May 2016

CAA Post Implementation Review 2

Introduction of R-NAV1 Departures at LGW During 2012 LGW submitted proposals to the CAA, to replicate the existing conventional Standard Instrument Departure (SID) procedures with revised SIDs that utilised the improved navigational capabilities associated with Area Navigation (RNAV-1) technology. The CAA approved the introduction of 9 x RNAV-1 SID procedures in August These SIDs were introduced into operational service on 14 November 2013 and became mandatory on 1 May

4 The requirement to make the amendments to Routes 2, 4 and 5 arises from the Post Implementation Review (PIR), itself part of the normal Airspace Change Process, undertaken by the CAA in relation to the introduction of PRNAV SIDs. In most cases the new SID designs associated with the original Airspace Change Process were considered to have worked effectively. There were, however, a number of designs that were not felt to have adequately fulfilled the replication brief. It is these SIDs that we are now looking to amend as part of the process with the CAA providing prescriptive advice as to what they would consider appropriate remedial action.

Route 4 The CAA approved the introduction of RNAV-1 SID procedures that used a Track-to-Fix (TF) – Track-to-Fix design format to comply with Government Policy on ‘track concentration’ of SID designs) in August The PIR revealed that this design resulted in a focus of concentrated tracks that did not remain within the Noise Preferential Route (NPR). The excursions from the NPR were exacerbated in conditions of strong southerly winds and operational difficulties were also experienced with aircraft Flight Management Systems (FMS) being unable to comply fully with the SID routing and ‘skipping’ waypoints and routing aircraft to the next achievable waypoint. 5

Route 4 6 Aircraft outside of the NPR

Route 4 Solution Route 4 is the most pressing issue that requires resolving. No one solution to Route 4 that will deliver the required outcome for local communities that would be acceptable to airlines and air traffic control alike. Adoption of a ‘Course-to-fix’ design (previously not available to us). Utilising a fly-over waypoint upwind of Runway 26L. Placing a maximum KIAS on the turn of 220 knots. Exploring the feasibility of a separate solution available for times of strong southerly / south-westerly winds with a KIAS limit of 190 knots. 7

Route 4 Solution 8

Implementing the solution Submission made to Aeronautical Information Service on 4 February knot Solution comes into effect 26 May. Engagement with ANS, NERL, CAA and our Airspace Planners continues. Three public drop in sessions conducted. CAA to monitor and assess after 6 month. Public also has the opportunity to feedback. 190 knots design work and airline engagement continues for implementation at a later date. 9

Route 2 10 The PIR stated that the Route 2 SID could be improved by “applying a max 220KIAS speed constraint to KKS08 and 250KIAS to KKS12”, which would “minimise the potential of any ‘ballooning’ in the turn at KKE03”.

Route 2 aircraft tracks 11 Area of ‘ballooning’

Route 2 solution A waypoint south of the turn has been amended to reduce the maximum KIAS from 250 knots to 220 knots to ‘tighten the turn’. The route has been designed and submitted for approval. We have received initial feedback on the design from CAA IFP and our airspace designers are incorporating that into a revised design. Flight Validation will be required in both an Airbus and Boeing Simulator A similar period of observation and approval will be undertaken by the CAA. 12

Route 5 The PIR stated that the Route 5 SID is “is approx. 0.24nm south of the NPR and over Dormansland”. In layman’s terms, the SID track is slightly to the south of the nominal NPR centreline. There is a recommendation to “Delay the first turn by moving the first WP slightly further to the northeast”. Or “investigate if a FO WP in the same position as KKE02 would achieve the roll out onto the NPR”. 13

Route 2 14 Tracks in southern section of NPR

Route 5 Solution The first waypoint within the NPR has been repositioned and renamed. This will result in the aircraft turning and following a track along the centre of the NPR. In order to keep the aircraft centred along the NPR, the next waypoint has also been relocated to prevent the aircraft flying Southerly as it transits the NPR. The route has been designed and submitted for approval. We have received initial feedback on the design from CAA IFP and our airspace designers are incorporating that into a revised design. Flight Validation will be required in both an Airbus and Boeing Simulator A similar period of observation and approval will be undertaken by the CAA. 15

Route 5 Solution 16

Independent Review of Arrivals 17

Background to the Independent Review of Arrivals Gatwick Chairman commissioned this in August Bo Redeborn and Graham Lake appointed by Gatwick Airport Board to lead the Review Team. Extensive engagement with all stakeholders through September 2015 – January Report published 28 th January

Independent Review of Arrivals Gatwick Airport Ltd. Response 19 Of 23 recommendations, one (number 19) required Gatwick to publish its response no later than 31st March Gatwick Airport Action Plan published in response on 31 st March Gatwick accepts, or is minded to accept, all 23 recommendations. A period of community engagement is running between 31 March and 16 May Community engagement event held on Tuesday 26th April. Final Action Plan to be published on 31 st May 2016.

How to feedback By By Post:Gatwick Airport Arrivals Review FREEPOST RTRB-LUUJ-AGBY C/O PPS Group Sky Light City Tower 50 Basinghall Street London EC2V 5DE 20

For further information: Please visit Then click on either: ‘Arrivals Review’ – for updates on the Arrivals Review. ‘Our Blog’ – for updates regarding Routes 2,4 &

Questions 22