Showing 81 to 90 of 133 results
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SIP20 Independent Reviewer Report (March 2020) (PDF)
Safety improvement actions on Infringements remain a priority with NATS continuing to support the extended use of Electronic Conspicuity to enhance safety for all. 4.
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CAP2312A (PDF)
Airspace Change Masterplan Iteration 2: Co-sponsor assessment and CAA acceptance decision CAP 2312a Process now superseded by the UKACS (CAP 3220) Published by the Civil Aviation Authority, 2022 Civil Aviation Authority Aviation House Beehive Ring Road Crawley West Sussex RH6 0YR First published 2022 First edition Enquiries regarding the content of this publication should be addressed to: airspace.modernisation@caa.co.uk The latest version of this document is available in electronic format at: www.caa.co.uk/cap2312a Process now superseded by the UKACS (CAP 3220) mailto:airspace.modernisation@caa.co.uk CAP 2312a Contents January 2022 Page 3 Contents Contents 3 Executive summary 4 Chapter 1 Introduction 6 Chapter 2 Purpose of a masterplan assessment 10 Assessment methodology 10 Expected content of Iteration 2 12 Legal framework for assessment and acceptance 14 Chapter
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CAP1430 (PDF)
(CAA) CAP 1430 Definitions 30 September 2025 Page 26 E Electronic Conspicuity An umbrella term for a range of technologies that can help airspace users to be more aware of other aircraft in the same airspace.
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CAP1123 (PDF)
We will ensure that the needs and benefits of a co-operative environment are communicated as part of the outcome of the Airspace and Safety Initiative Electronic Conspicuity Working Group investigations.
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CAP3141 (PDF)
The analysis showed a need to implement Electronic Conspicuity (EC) (or similar capabilities) especially for helicopter operations when used for special events, and other high density traffic scenarios, due to the volume and workload of each of the stakeholders involved.
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CAP2312B (PDF)
Describes how airspace changes can improve access for other airspace users by reducing the net volume of controlled airspace and enabling integration, in conjunction with the widespread adoption of electronic conspicuity technology.
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NERL RP3 Business Plan Appendices REDACTED 261018 (PDF)
Electronic conspicuity NERL’s vision for implementation, including landscape, challenges, benefits (safety and capacity) and costs.
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CAP1349P9 (PDF)
However, whilst more detailed hazard analysis work is yet to be completed, it is worthy of note that existing mitigations including the carriage of ACAS and electronic conspicuity will remain extant, irrespective of any amendment to or clarification of airspace containment policy.
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CAP 632 (PDF)
rationale for exceeding the airspace speed limit, proposed speeds and altitudes c) Airspace considerations: classes of airspace likely to be used and permissions sought, consideration of known areas of high traffic density; and making use of relevant secondary surveillance radar transponder codes, eg 7004 for aerobatic manoeuvring d) Coordination with air traffic services (ATS): assessment of availability of ATS to provide a surveillance-based service that will give warning of traffic to other airspace users e) Terrain clearance: sufficient height to maintain SERA compliance and terrain avoidance given environmental conditions f) Visual signature of aircraft: the likelihood of being visually spotted by other airspace users, and steps to increase visual signature g) Aircrew training and experience: in conducting these activities including taking actions to avoid collisions, as well as managing pilot workload h) If the aircraft is equipped with collision warning or electronic
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Cap1616f V1 1 (PDF)
• where segregation is necessary, it is proportionate (for example, in terms of volume, duration and time of day/year) • where segregation is necessary, mitigations are put in place to reduce impacts (for example, danger area crossing service for a proposed danger area) • facilitates the planning and ongoing demand for airspace (including utilising information available from flight intent/plan data), improving predictability for airspace users • enables an electronically interoperable environment (for example, adoption of electronic conspicuity to enable integration) • manages airspace in a flexible, near real-time operation (for example, maximises the amount of time that access is possible in airspace that at some point requires segregation) • allows for operators to achieve their desired business trajectory • greater integration of air traffic without adding undue complexity to the design of the airspace (that is, routing and procedures).