Foreword

Cardiff Airport connects Wales to the world, handling over a million passengers a year with 50 direct

routes available and more than 900 connecting destinations worldwide through hubs including

Amsterdam Schiphol, Dublin and Barcelona. In March 2013, Cardiff Airport was bought by the Welsh

Government and a strategy has been implemented which addressed every aspect of the business

including a number of improvements to enhance the customer experience.

This consultation is part of our commitment to keep the local community informed of advances in

technology which could impact on how aircraft navigate at Cardiff and other airports across the

World.

Area Navigation (RNAV) is at the heart of new technology with the potential to streamline air traffic

procedures, ultimately delivering fuel savings, reduced emissions and an improved noise environment

for people on the ground.

While its full utilisation may be some years in the future we believe that RNAV, which uses satellite-

based navigation systems to ensure more reliable, repeatable and predictable flight paths, is worth

investing in today. This document provides further details on the case for doing so, and explains the

procedures involved.

Thank you for taking an interest in Cardiff Airport, we are committed to listening to all responses as

part of this consultation. Debra Barber, Managing Director

Section 1 Introduction

This document describes the Cardiff Airport proposal to replicate, implement and eventually replace

the current final approach routes into Cardiff Airport with more accurately defined routes utilising the

improved capabilities of modern aircraft.

Section 2 explains what Area Navigation (RNAV) is, how it will be used, and its potential benefits. It

also clarifies the scope of the consultation.

Section 3 explains why this consultation is required and lists the stakeholders with whom we are

consulting.

Section 4 provides an overview of current operations at Cardiff Airport including diagrams illustrating

the tracks taken by aircraft approaching the airfield.

Section 5 sets out the proposed RNAV routes, which are designed to replicate the current tracks as

closely as possible.

Section 6 sets out environmental considerations.

Section 7 sets out how stakeholders should respond to the consultation and explains what will happen

next.

2. Introduction of RNAV at Cardiff Airport

This consultation concerns modernisation of the existing arrival routes to Cardiff Airport. The

existing routes used by aircraft (termed “conventional” routes) rely on 1950s technology of ground

based radio beacons. A well established and much more accurate form of navigation is

aRea NAVigation (RNAV) which uses a combination of satellite and ground-based navigation

technology to permit aircraft to follow a precisely defined path over the ground with far greater

accuracy than is possible with conventional routes. This in turn enables pilots to fly pre-determined,

predictable arrival profiles.

Aircraft today already use RNAV extensively to fly in our airspace, even though the existing

conventional routes have not been specifically designed for its use. Processes are underway at a

European level to make modernisation of the route system a legal requirement for the UK and other

European states by 2020. This will require all member states, including the UK, to upgrade routes to

the RNAV standards. This legislation will be enacted by UK mandates to be introduced by the Civil

Aviation Authority (CAA). The CAA is planning to mandate that all operators will have to be RNAV

1 approved by November 2017, and then require RNAV routes to be introduced by winter 2019.

Modernising our conventional routes is therefore mandatory and inevitable; this consultation concerns

how we intend to achieve this at Cardiff Airport with minimal impact to our stakeholders.

Cardiff Airport and its airline customers have identified an opportunity to introduce RNAV for the

final stages of the approach phase to the airport.

The Cardiff Airport airspace was thoroughly reviewed, redesigned and updated to suit the current and

anticipated future levels of traffic growth in 2006. This process considered the requirements of other

airspace users. Our proposals for the introduction of RNAV are based on updating the later stages of

approach routes through “replication” whereby the existing route alignment is preserved as much as

possible, whilst catering for the greater navigational accuracy of Performance Based Navigation

(PBN).

The use of RNAV across the UK will enhance navigational accuracy and should introduce a number

of key benefits. These include:

a safer and more efficient Air Traffic Control (ATC) system requiring less controller

intervention;

more efficient operations leading to reduced cost, flying time and emissions;

the ability to allow more predictable patterns of over flight as well as stabilised arrivals and

approaches which should generate less noise.

By giving pilots a defined flight path from beginning to end they can plan a descent which avoids

level segments, optimises power settings and speed in the descent, configures the aircraft for

minimum noise, reduces fuel burn and keeps the aircraft higher over the ground for longer. Such

operations are known as Continuous Descent Operations involving unbroken descent from

cruising altitude to the runway.

The introduction of RNAV replications of the current procedures will enable more effective and

reliable use of Continuous Descent Operations.

An aircraft must be certificated as having the appropriate navigation systems and flight crew training

before it can fly RNAV1 procedures. The operation of the Air Traffic Management system beyond

Cardiff will also affect the likely take-up of RNAV procedures in the immediate future. ATC at

Cardiff will still need to interact with arriving aircraft on a flight by flight, tactical basis, creating a

spread of aircraft tracks, similar to that experienced now. This is not predicted to change significantly

in the short term, until new arrival management tools are implemented on a pan-European basis.

However, over time, the new routes will become the primary inbound tracks flown by the majority of

aircraft.

The Civil Aviation Authority (CAA), with support from the Department for Transport (DFT), the

Ministry of Defence (MOD), NATS (the UK’s leading Air Navigation Service provider) and the Irish

Aviation Authority (IAA), has been leading work to develop the Future Airspace Strategy (FAS) for

the period to 2030. The CAA’s primary objective is to develop a “safe, efficient airspace that has the

capacity to meet reasonable demand, balances the needs of all users and mitigates the impact of

aviation on the environment”. This national strategy is aligned with the UK’s commitments under the

Single European Sky (SES) legislation, including implementation of the Single European Sky Air

Traffic Management Research (SESAR) programme.

The aim of this proposed change is to build on these UK and European initiatives, utilising the latest

navigation technology to enable modern aircraft to achieve the benefits mentioned above.

The proposal does not influence or change the number of aircraft able to use the airport and

traffic numbers are not expected to increase as a consequence of the change.

Note: throughout this document altitude or heights of aircraft are expressed as height above mean sea

level unless indicated otherwise.

3. Consultation

The purpose of this consultation is to obtain feedback from stakeholders who may be affected by or

have an interest in this proposal. Cardiff Airport has spoken with the CAA on the consultation process

and they have agreed that provided this airspace change proposal replicates the existing patterns of

aircraft arriving at Cardiff Airport today and does not introduce any additional residents to aircraft

noise or introduce new volumes of traffic, it is appropriate for the consultation process to include:

- The Cardiff Airport Consultative Committee which includes representatives of the local

community and other organisations that have expressed an interest in the activities of the

Airport;

- Local authorities in the neighbourhood of the airport or whose area of responsibility is

overflown by the routes which are to be affected but who are not already represented on

the Cardiff Airport Consultative Committee;

- Bristol City Council

- The Ministry of Defence;

- The airlines operating at Cardiff Airport; and

- Principal airspace users and stakeholders as represented on the National Air Traffic

Management Advisory Committee (NATMAC).

The consultation follows the procedures set out in CAP 725 and the Cabinet Office Code of Practice

on Consultation. This consultation document has been prepared by Cardiff International Airport

Limited with assistance from NATS.

The consultation period begins on 15th December 2014 and will run until 20th

March 2015. Details

of how to respond and the next steps can be found in Section 7.

4. Overview of current operations at Cardiff Airport

The Cardiff Airport runway is aligned south-east / north-west. The north westerly runway is

designated as runway 30 as aircraft landing on or taking off from the runway will be facing a magnetic

compass heading of 300° whilst the south easterly runway is designated runway 12. Aircraft generally

land and take-off into the wind which means that Runway 30 is the predominant runway direction,

being used by around 60% of aircraft movements1.

In 2013 approximately 14860 Instrument Flight Rules (IFR) aircraft arrived at Cardiff Airport. IFR

represents the majority of larger commercial aircraft operating at Cardiff. Of these, 39% (5795

aircraft) landed on runway 12, and 61% (9065 aircraft) landed on runway 30. The distribution of

arrivals by time of day is shown in Figure 1. This covers two months (January and August 2013) and

should be seen as indicative of the winter and summer schedules for Cardiff Airport.

Figure 1: Arrivals by Month and Time of Day

1 Based on total runway movements at Cardiff Airport for the calendar year 2013.

Runway 12 The routes taken by aircraft approaching runway 12 in July 2013 are shown in Figure 2, which uses a

flight path density plot to indicate aircraft tracks (the highest concentrations of aircraft are indicated by

the darker red colour). The heights of descending inbound aircraft along the densest arrival track are

shown indicatively on Figure 3.

These routes are positioned to avoid densely populated areas where possible, with aircraft from the

north routing just to the east of Bridgend and those from the south approaching over water and making

land fall in a sparsely populated area.

Figure 2: Density Plot of Current Runway 12 Arrival Tracks

Figure 3: Indicative Descent Heights for Current Runway 12 Arrivals

Runway 30

A similar plot of routes taken for aircraft approaching runway 30 during July 2013 is shown in Figure

4. These routes are over the Severn estuary and away from populated areas. The heights of the

descending inbound aircraft along the densest arrival track are shown indicatively in Figure 5.

The arrival routes from both the North and South are predominantly over water, with the route from

the north passing to the east of Flat Holm island and passing over Steep Holm island.

Figure 4: Density Plot of Current Runway 30 Arrival Tracks

Figure 5: Indicative Descent Heights for Current Runway 30 Arrivals

Missed Approach Procedures

A missed approach is a procedure followed by a pilot when an approach to an airport cannot be

completed to a landing and is often referred to as ‘going around’. The instructions for the missed

approach may be assigned by ATC prior to the clearance for the approach. If ATC has not issued

specific instructions prior to the approach and a ‘go around’ is executed, the pilot must follow the

(default) missed approach procedure specified for that runway.

.

Instrument approaches are designed with a specified missed approach procedure which includes a

height to climb to, a magnetic heading to fly and then a route to follow. At Cardiff the formal missed

approach procedures are designed so that an aircraft will climb straight ahead on the runway heading

to an altitude of 3000 feet and then turn to the north and continue in a loop back to the airport. Once

overhead the airport the aircraft will enter the airport holding pattern and await further instructions

from Air Traffic Control.

Illustrations of these procedures for both runways are given in

Figure 6 and Figure 7. It should be noted that these tracks are not fixed and are illustrative only, as the turn for

each procedure is initiated at 3000ft and this will occur at a different point for each aircraft depending upon how

quickly it climbs and reaches that altitude.

The default missed approach procedure is used vary rarely at Cardiff as a result of interaction between

the aircraft which is going around and other aircraft operating near to the airport. This means that Air

Traffic Controllers issue individual headings and heights to separate the aircraft carrying out the

missed approach from the other aircraft before positioning them for another second approach. As a

consequence of this ATC intervention, aircraft tracks for missed approaches over the ground rarely

follow the same route.

As an indicator of how infrequently aircraft go around at Cardiff airport, in 2013 there were a total of

33 missed approaches by IFR aircraft. This equates to 0.2% of the total IFR movements.

Figure 6: Conventional Missed Approach Runway 12

Figure 7: Conventional Missed Approach Runway 30

5. Proposed RNAV Routes

The proposed RNAV approaches have been designed to replicate the current aircraft tracks as closely

as possible in order to reduce additional impact to local residents. The proposed approaches are shown

in broad context in Figure 8 and then overlaid on the existing aircraft tracks in Figure 9. These

approaches are defined by a series of waypoints; those identified as the Initial Approach Fix (IAF) and

the Intermediate Fix (IF) being ‘fly-by’ points and the Final Approach Fix (FAF) being ‘fly-over’

points.

Aircraft will fly directly overhead a ‘fly-over’ point but will generally turn inside a fly-by way point,

using it as a reference about which to make a turn.

Figure 8: Proposed RNAV Routes

Figure 9: Proposed RNAV Routes Overlaid on Existing Aircraft Tracks

Runway 12 RNAV Approach The Proposed RNAV route for runway 12 is shown in more detail in Figure 10. The route has been

designed to take the tracks to the east of Bridgend and west of Pencoed to the North, and to remain

over water as much as possible to the south. This route represents no change to the areas of

concentrated traffic over the routes flown today.

The descent profile for aircraft following this route is indicated in Figure 11 and is designed to match

the current aircraft’s altitude as closely as possible, within the constraints imposed by complying with

RNAV procedures. It is expected therefore that noise profiles, (which are already low for approaching

aircraft) should differ very little from today.

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Figure 10: Runway 12 RNAV Track

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Figure 11: Runway 12 RNAV Descent Profile

Runway 12 RNAV Missed Approach

The proposed runway 12 missed approach design is shown in Figure 12 with the missed approach

climb profile shown at Figure 13.

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Figure 12: Runway 12 RNAV Missed Approach

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Figure 13: Runway 12 RNAV Missed Approach with Climb Indicators

It is expected that the RNAV missed approach for runway 12 will be utilised less than the

conventional missed approach (which itself is rarely used) as not all aircraft are RNAV equipped. The

uptake will increase over time as the number of RNAV equipped aircraft increases, however the total

number of aircraft executing a missed approach is not expected to rise as a consequence of this

proposal.

Runway 30 RNAV Approach

Runway 30 is shown in more detail in Figure 14. The route has been designed to follow the centre of

the densest area of concentration of traffic to ensure that the current tracks over the ‘ground’ are

replicated as closely as possible. The approach from the North and South are both over water until the

very late stages of approach.

The descent profile for aircraft following this route is indicated in Figure 15 and is designed to

introduce as little change from the current aircrafts altitude as possible, within the constraints imposed

by complying with RNAV procedures. It is expected therefore that noise profiles (already low for

approaching aircraft) will differ very little from today.

The RNAV approach has been designed to route between the islands of Steep Holm and Flat Holm

thus avoiding overflying, as much as possible, this wildlife sanctuary.

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Figure 14: Runway 30 RNAV Track

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Figure 15: Runway 30 RNAV Descent Profile

Runway 30 RNAV Missed Approach

The runway 30 RNAV missed Approach design is shown in Figure 16 with the missed approach climb

profile shown at Figure 17.

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Figure 16: Runway 30 RNAV Missed Approach

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Figure 17: Runway 30 RNAV Missed Approach with Climb Indicators

It is expected that the RNAV missed approach for runway 30 will be utilised less than the

conventional missed approach (which is rarely used) as not all aircraft are RNAV equipped. The

uptake will increase over time as the number of RNAV equipped aircraft increases, however the total

number of aircraft executing a missed approach is not expected to rise as a consequence of this

proposal.

Likely use of RNAV Routes

The majority of the larger aircraft (twin engine commercial jets and above) operating at Cardiff

Airport are equipped with the technology and crew training to make use of the proposed RNAV

routes. There is also a drive from industry, the airspace regulator and the Government to increase the

use of RNAV. Both the UK FAS and SESAR projects are encouraging the widespread introduction of

RNAV based navigation across the UK and Europe for partial implementation in the period to 2020.

However, uncertainty around the exact arrival times of traffic means that Cardiff ATC will still need

to intervene tactically in the routing of individual flights in order to achieve a safe, orderly and

expeditious flow of traffic. The result is likely to be a spread of inbound tracks, in line with those of

today. As the proportion of aircraft suitably equipped for RNAV increases, the opportunity will be

taken to move increasing numbers of aircraft onto the RNAV routes. This should deliver the safety,

resilience, noise, and emissions benefits referred to earlier, in increasing quantities.

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6. Environmental Considerations

This proposal is to replicate existing conventional routes with RNAV alternatives in line with

upcoming European Legislative requirements. In accordance with the CAA policy for RNAV

replication, Cardiff Airport is not required to undertake assessment of local air quality or CO2

emissions (Ref 7). This is because the effect associated with these potential impacts is expected to be

small as a consequence of the objective to replicate rather than change the existing routes.

The previous sections provide pictorial comparisons of today’s flight paths and the expected location

of flight paths as a consequence of the replications.

Accurate Track Keeping

Aircraft using RNAV are often said to be on ‘rails in the sky’, i.e. they can follow a defined route

accurately and repeatedly. This proposal is based upon the principal that the proposed RNAV routes

will be designed to follow current aircraft tracks as closely as possible. This will avoid additional

noise for areas not already subject to aircraft noise.

The use of RNAV technology enabling aircraft to fly routes more accurately does mean that over time

as an increasing number of aircraft use the RNAV routes there will be an increased concentration of

aircraft over certain core tracks, replacing the spread that is seen today.

The use of RNAV technology will allow an improvement of the positioning of aircraft to minimise

track variation currently seen today. This increased track conformity, is in line with DFT guidance on

environmental objectives. (Aviation Policy Framework, Section 3.31 (Ref 5)) which embodies the

Government guidance that it is desirable to concentrate aircraft along the fewest possible number of

specified routes in the vicinity of airports. Typically locations either side of the routes will be

overflown less and will be exposed to less aircraft noise, while locations close to the route centreline

will be overflown more, and hence will be exposed to more aircraft noise.

Improved Descent Planning

When flying RNAV approaches, pilots have more certainty regarding the distance left to run before

reaching key points in the approach. This enables them to plan their descent such that they are able to

stay higher longer and to execute smooth continuous descents. This can save fuel, reduce CO2

emissions, and reduce noise impact. However these benefits are small and not easily quantified. The

proposed change is not justified on the basis of these benefits and hence no analysis is required (see

Ref. 7).

Noise

Due to the nature of replication there is no requirement to undertake noise modelling for this proposal.

This is in line with the Future Airspace Strategy and CAA Policy requirements for replication (Refs. 6

& 7).

The governments overall policy on aviation nose, as established in the Aviation Policy Framework, is

to limit, and where possible, reduce, the number of people in the UK significantly affected by aircraft

noise. Consistent with this policy, the Government believes that in most circumstances, it is desirable

to concentrate aircraft along the fewest possible number of specified routes in the vicinity of airports

and that these routes should avoid densely populated areas as far as possible.

The latest available noise contours for Cardiff Airport (2007) are shown in Figure 18 whilst the outer

extremities of the 57dB LAeq contours2, along the runway centreline, are shown over laid on the

current aircraft tracks in Figure 19. Aircraft using the RNAV approaches are following straight line

portions which are identical to the conventional procedure tracks (aligned with the extended centre-

line of the runways). Hence there will be no change to the noise contours as a result of the

2 LAeq 16 hours is the preferred method to measure the aggregated exposure to repeated noise events throughout

the day. The resulting value takes into account the total sound energy over the period of time interest. – In this

case 16 hours from 7AM to 11PM.

introduction of RNAV replications. For this reason new contours have not been produced for this

consultation.

Figure 18: 2007 Noise Contours

Figure 19: Traffic Density Plots with 57dBLA Markers

Air Quality Management Area (AQMA)

There is no AQMA established at Cardiff Airport and as this proposal will lead to largely unchanged

traffic patterns and aircraft behaviour it is assumed that there will be no adverse impact upon Local

Air Quality as a result of this proposal.

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7. How to respond to this consultation

Consultation on the proposals detailed in this document will run from 15th December 2014 until 27

th

March 2015 following which all responses will be considered before a formal submission is made to

the CAA.

The approach taken to consultation is outlined in Section 3, and the stakeholders listed are requested to

respond whether or not they have an objection to the proposal. A full list of consultees is provided in

Appendix A.

Email is the preferred response mechanism, although postal responses will be accepted and processed

in the same way.

All responses should be titled RNAV Consultation and should state clearly in the first line on whose

behalf the response is being made.

Responses must also state whether or not the respondent agrees to personal details being passed to the

CAA, by amending the following text as appropriate:

I/We agree/do not agree that personal details contained within this response may be sent to the CAA

as part of the Airspace Change Proposal.

Responses should also include one of the three statements below:

I/We support the proposal for implementation of RNAV replications of approach routes at Cardiff

Airport.

I/We object to the proposal for implementation of RNAV replications of approach routes at Cardiff

Airport.

I/We have no objection to the proposal for implementation of RNAV replications of approach routes

at Cardiff Airport.

Subsequent text should then substantiate the reasons for support or objection.

Please include contact details for use in the event of any queries relating to your response. The CAA

requires all consultation material to be included in any formal submission. If you do not want your

name and address details to be passed to the CAA, please ensure you opt out using the wording

provided above.

Apart from providing details to the CAA, Cardiff Airport undertakes that personal details or content of

responses and submission will not be disclosed to any third parties without prior permission.

This document can be viewed online in English

http://www.cardiff-airport.com/cardiff-airport-rnav-consultation-document/

Or in Welsh

http://www.maesawyr-caerdydd.com/dogfen-ymgynghori-maes-awyr-caerdydd-rnav/

Email responses should be sent to:

consultation@cwl.aero

Postal responses should be sent to:

RNAV consultation

Head of Airfield Ops

Cardiff Airport

CF62 3BD

A report summarising responses to this consultation will be published on the Cardiff Airport web site

shortly after the closing date. Respondents will be sent a link to a copy of this report using the contact

details provided.

Taking all responses into consideration, Cardiff Airport will then submit a formal proposal for the

implementation of RNAV approach replications including full details of all consultation responses and

any related correspondence. The CAA will then review the proposal (which can take up to 17 weeks)

and reach a regulatory decision.

If the proposal is approved, the implementation process could take a further 12 weeks.

This consultation is being conducted by Cardiff Airport but is overseen by the CAA’s Safety and

Airspace Regulation Group (SARG) to ensure compliance with the process set out in CAP 725

(see section 3). If you have any comments on the way in which this consultation is being

conducted, please contact:

Head of Business Management

Safety & Airspace Regulation Group

CAA House

45-49 Kingsway

London

WC2B 6TE

Please note that this address should only be used for concerns relating to

non-adherence to the consultation process. Correspondence on details of the consultation should

be addressed to Cardiff Airport.

Referenced documents

List of documents referenced in this publication:

(1) CAP 725, CAA Guidance On The Application Of The Airspace Change Process, March 2007,

CAA Directorate of Airspace Policy

http://www.caa.co.uk/docs/33/CAP725.PDF

(2) CAP 724, CAA Airspace Charter which defines the authorities, responsibilities and principles

by which the CAA Director of Airspace policy conducts the planning or airspace and related

arrangements in the UK.

http://www.caa.co.uk/docs/33/CAP724.PDF

(3) Cabinet Office Code of Practice on Consultation

https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/255180/Consultation-

Principles-Oct-2013.pdf

(4) Guidance to the Civil Aviation Authority on Environmental Objectives Relating to the

Exercise of its Air Navigation Functions

https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/269527/air-navigation-

guidance.pdf

(5) HM Government – Aviation Policy Framework, 2013

https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/2739/draft-aviation-

policy-framework.pdf

(6) Civil Aviation Authority, Future Airspace Strategy for the United Kingdom 2011 to 2030

www.caa.co.uk/FAS

(7) Civil Aviation Authority, Policy Statement, Guidance On PBN SID Replication For

Conventional SID Replacement, August 2013.

(8) Policy for the Application of Performance Based Navigation in UK/Irish Airspace 2011

http://www.caa.co.uk/docs

Appendix A

Cardiff Airport Consultative Committee

Bridgend County Council

Cardiff Airport

Cardiff Council

Llancarfan Community Council

Regal Travel – ABTA & Advantage

Vale of Glamorgan Council

Local Authorities

Bristol City Council

Rhondda Cynon Taff County Council

MOD

MOD ST Athan

DAATM

Cardiff Airlines

British Airways

CityJet

KLM

Links Air

Thomson

Thomas Cook

RyanAir

Vueling

Other Airlines / Operators

Aeros

EasyJet

FlyBe

Virgin

NATMAC

Aviation Environment Federation (AEF) Civil Aviation Authority (CAA)

Airport Operators Association (AOA) General Aviation Safety Council (GASCo)

Aircraft Owners & Pilots Association (AOPA UK) Guild of Air Traffic Control Officers (GATCO)

British Airways (BA) Helicopter Club of Great Britain (HCGB)

British Aerospace Systems (BAE Systems) Heathrow Airport Ltd

British Airline Pilots Association (BALPA) Heavy Airlines

British Air Transport Association (BATA) Light Aircraft Association (LAA)

British Balloon & Airship Club (BBAC) Light Airlines

British Business & General Aviation Assc (BBGA) Low Fares Airlines (LFA)

British Gliding Association (BGA) Ministry of Defence (MoD)

British Hang Gliding & Paragliding Assc (BHPA) National Air Traffic Services (NATS)

British Microlight Aircraft Association (BMAA) PPL/IR (Private Pilots Licence/Instrument Rating)

British Model Flying Association (BMFA) Unmanned Aerial Vehicles Assc (UAVA)

British Parachute Association (BPA) UK Flight Safety Committee (UKFSC)

British Helicopter Association (BHA)

Appendix B

A

APF Aviation Policy Framework

AQMA Air Quality Management Area

ATC Air Traffic Control

C

CAA Civil Aviation Authority

CACC Cardiff Airport Consultative Committee

CAP Civil Aviation Publication

CDO Continuous Descent Operations

CO2 Carbon Dioxide

D

DFT Department for Transport

F

FAF Final Approach Fix

FAS Future Airspace Strategy

I

IAA Irish Aviation Authority

IF Intermediate Fix

IAF Initial Approach Fix

IFR Instrument Flight Rules

M

MOD Ministry of Defence

N

NATMAC National Air Traffic Management Advisory Committee

P

PBN Performance Based Navigation

R

RNAV Area Navigation

S

SARG Safety and Regulation Group

SES Single European Skies

SESAR Single European Skies Air Traffic Research

T

TOD Top of Descent

U

UK United Kingdom