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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.
Last Updated: 07 December 2020
Alternative route presentation:
Community noise monitoring reports:
Updated traffic dispersion
Corrections to previous data
Following a request for Newcastle Airport to provide additional data in support of the ongoing PIR, the opportunity for stakeholders to provide feedback on this new data has been opened until 18 March 2020.
Stakeholders submit these by email to email@example.com
Following the receipt of the PIR data from the change
sponsor, stakeholders have until 0900 27 January 2020
to submit any evidence or views on the data that they want the CAA to
take into account as we carry out the PIR.
are limited to one per individual (verified by email address). We give no
assurance that we will take account of submissions made outside the feedback
Following the publication of updated data and corrections toprevious data a new opportunity for feedback has been opened. Stakeholders have until 0900 4 September 2020 to submit any evidence or views on the updated data and corrections that they want the CAA to take into account.
Stakeholders submit these by email to firstname.lastname@example.orgSubmissions are limited to one per individual (verified by email address). We give no assurance that we will take account of submissions made outside the feedback window.
The CAA has completed the Post Implementation Review (PIR). The CAA concludes that the SIDs at NIAL are performing satisfactorily and achieve the intent of the ACP as submitted to the CAA in April 2014. The data provided shows that they provide a safe method for suitably equipped aircraft to depart from NIAL. The majority of aircraft, presented in the data, flew the SIDs within acceptable tolerances; however, there are examples in the data where an aircraft does not fly a SID as expected in that they are beyond acceptable tolerances. These are mostly Dash 8 aircraft flying the GIRLI 3X SID.
We therefore recommend that NIAL should brief Dash 8 operators, that fly the GIRLI 3X SID, to avoid overflight of Heddon-on-the Wall.
Upon publication of the PIR report (CAP1984), the process in respect of this change is concluded and the change is confirmed.
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