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We aim to publish the full contents of all documents received by us during the change process. Occasionally it will be necessary for us to consider, under our Environmental Information Regulation obligations, whether some information cannot be disclosed or can only be
disclosed in a way which balances the rights of the owners of the information against the public interest in transparency, especially information which is commercially confidential or protected by intellectual property rights.
Last updated: 6 February 2020
The documents referred to will be published as soon as possible after the CAA receives them unless otherwise stated.
Sponsor external consultation document (with associated appendices)
Sponsor's formal airspace change proposal (date received by CAA)
The purpose of the PIR is for the CAA, as the independent regulator, to assess whether the change has delivered the anticipated impacts and benefits set out in the original airspace change proposal and decision, and if not to ascertain why and determine the most appropriate course of action.
PIR data due
Scope and objectives of the review determined and our confirmation of the data requirements issued to the organisation that requested the change.
Advance requirements provided, subject to further confirmation.
Luton advised CAA that:
CAA confirms to Luton Airport that:
Luton Airport is collating feedback on the changes to the replicated departure flight paths introduced in August 2015. Comments on the replicated departure procedure should be sent to Luton airport via their website.
Luton Airport Noise page was designed to help give a better understanding of the various aspects of aircraft noise, not just the RNAV route. LLA postponed an RNAV update anticipated for July 2016, however on the LLA RNAV web page, LLA published details of a community engagement event held on 6 October, which provided
an update on the RNAV SID.
You can view LLA updates on their RNAV development on the Luton Airport
Revised SIDs to be implemented
PIR initiation date
Due 6 months following revised procedure implemented.
We expect the review
of operational data will commence in quarter 2 of 2019, although analysis of
stakeholder feedback has already commenced. We are unable to set a
completion date for the PIR review because it is not unusual that a review will
raise issues and questions that require further CAA investigation and
information/clarification from the sponsor. We will provide a further update as
soon as our work is completed.
As part of the review the CAA has published the data provided by the sponsor in support of the PIR.
London Luton Airport Operations Limited (LLAOL) provided data to the CAA for the first period of operations at Luton between July 2016 and November 2016. The RNAV 1 SID received a minor modification in February 2017, data was collected again from that point until the end of September 2017.
Details of ACP-2012-01 Luton Runway 26 BPK RNAV-1 SIDs are available on this page: Luton Runway 26 BPK RNAV-1 SID
July 2015 and July 2016 gate analysis to show a comparison of lateral and vertical profiles of departing aircraft as they cross the railway line (St Albans to Harpenden) and Sandridge.
Vertical profiles of departures to show a comparison of departures between July 2015 and July 2016.
For the periods of August to November 2014 and the same period in 2016. A comparison of track dispersion plots and track density plots which show the lateral profile of aircraft over the ground.
Track dispersion diagrams portray each aircraft track on a map, based on radar data. Tracks are overlaid upon each other, such that if many tracks are overlaid on top of each other, individual tracks may no longer be visible. They are useful for illustrating the dispersion of the traffic pattern, but are not as useful for determining the density/concentration of tracks.
Track density diagrams portray the concentration of flight tracks using a colour code to indicate differing concentrations of flight tracks. They are sometimes referred to as “heat plot” diagrams. Whilst they can be used to illustrate traffic dispersion, they are most useful for illustrating if traffic is concentrated along a route or over a geographic location. Depending on the key used for portraying track concentration, individual tracks towards the outer limits of the dispersion may not be visible on the diagram.
To show overflight location (February to April only)
At the railway line (St Albans to Harpenden) and Sandridge to show a comparison of lateral and vertical profiles of departures before and after the change.
These plots show the lateral profile of aircraft over the ground.Track dispersion diagrams portray each aircraft track on a map, based on radar data. Tracks are overlaid upon each other, such that if many tracks are overlaid on top of each other, individual tracks may no longer be visible. They are useful for illustrating the dispersion of the traffic pattern, but are not as useful for determining the density/concentration of tracks.Track density diagrams portray the concentration of flight tracks using a colour code to indicate differing concentrations of flight tracks. They are sometimes referred to as “heat plot” diagrams. Whilst they can be used to illustrate traffic dispersion, they are most useful for illustrating if traffic is concentrated along a route or over a geographic location. Depending on the key used for portraying track concentration, individual tracks towards the outer limits of the dispersion may not be visible on the diagram.
These can be compared with vertical profiles provided in July 2015.
To support daily track plots (February to April only).
The CAA gathered feedback on both the impacts of the implemented airspace change and the data provided by the sponsor as part of the PIR process. This was done through a survey through which any stakeholder could provide feedback that it wanted the CAA to consider when carrying out the PIR. The feedback survey closed at 1700 on Monday 2 July 2018. This feedback will be analysed and covered in a section within the PIR final report.
The CAA has completed the Post Implementation Review (PIR). The CAA concludes that following the implementation and operation of the RNAV-1 SIDs via Brookmans Park and a review of the PIR data by the CAA, the impacts of the change are as expected, and as portrayed in the CAA decision of 13 August 2015. The CAA has, however, noted that some radar vectoring is occurring before the St Albans to Harpenden railway line. As a result of this review, the CAA has made two recommendations to the sponsor which are detailed in the report.
In respect of the change proposal to introduce Runway 26 RNAV-1 SIDs via Brookmans Park, the CAA confirms that no modification of the RNAV-1 departure designs is required by LLAOL.
Upon publication of the PIR report (CAP1882), the process in respect of this change is concluded and the change is confirmed.
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