In October 2018 the Government decided to introduce a wholly new category of airspace change, on which it directed the CAA to have a decision-making role.
This category is for air traffic control operational procedure changes which alter the way the airspace is used within an existing airspace design.
The Secretary of State amended the Air Navigation Directions 2017 to require the CAA to develop and publish procedures, and guidance on such procedures, for the development, consideration and determination of certain types of these proposals. Consequently, from 1 February 2020, an air navigation service provider must assess whether an intended change to air traffic control operational procedures might lead to a planned and permanent redistribution of air traffic that would require CAA approval, known as a 'relevant PPR' for short.
The third edition of CAP 1616 introduces the decision-making process for PPR proposals. The process is a shortened version of that used for changes in airspace design. The expectation is that few PPR proposals will be submitted each year relative to the number of proposed changes in airspace design.
The CAA must provide a report to the Secretary of State annually outlining, for each proposal for a relevant PPR referred to it under these procedures, the specific type of the relevant PPR, the relevant airport, and whether it was approved.
Why was the new PPR process needed?
The Government noted that whereas changes to airspace design were subject to the airspace change process and consulted on, air traffic control procedure changes could be implemented without consultation, even where the noise impacts were similar to those of a change in airspace design. In other words, because changes to procedures alone formed part of an existing, unchanged airspace design, they were outside the airspace change process. The new PPR process rectifies this and ensures that the impacts of a change in air traffic control operational procedure are assessed, consulted on where appropriate, and are subject to a CAA decision.
Where can I view PPR proposals?
In due course the CAA will modify the airspace change portal to accommodate PPR proposals so that they can be viewed in the same way as proposed changes in airspace design. In the meantime we are publishing any applications on a dedicated webpage.
What types of change are in scope of the PPR process?
This is explained in CAP 1616. To be in scope (known as a 'relevant PPR') the proposal must
- fall within scope of one or more of Types 1, 2 or 3
- 1 Lateral shift in flight track of more than a specified distance
- 2 Redistribution between Standard Instrument Departure routes
- 3 Change to Instrument Landing System joining point (on approach)
and
- relate to an airport which has a Category C or D (or both) approach landing procedure, and/or established Standard Instrument Departure routes published in the UK Aeronautical Information Publication.
As at January 2019 the following UK airports are in scope of the second criterion:
- Aberdeen
- Belfast City
- Belfast International
- Benbecula
- Biggin Hill
- Birmingham
- Blackpool
- Bournemouth
- Bristol
- Cambridge
- Campbeltown
- Cardiff
- Carlisle
|
- City of Derry
- Cranfield
- Doncaster Sheffield
- Dundee
- Durham Tees Valley
- East Midlands
- Edinburgh
- Exeter
- Farnborough
- Glasgow
- Gloucestershire
- Hawarden
|
- Humberside
- Inverness
- Islay
- Kirkwall
- Leeds Bradford
- Liverpool
- London City
- London Gatwick
- London Heathrow
- London Luton
- London Southend
- London Stansted
|
- Lydd
- Manchester
- Newcastle
- Newquay
- Norwich
- Oxford
- Prestwick
- Scatsta
- Southampton
- Stornoway
- Sumburgh
- Wick
|
Notes:
If an airport is not listed, then the PPR process cannot apply to it. However, the list could change over time (the above information was compiled in January 2019).
Although Northolt does have a published SID, it is excluded on the basis that a change proposed by or on behalf of the Ministry of Defence is specifically excluded from the scope of a relevant PPR.