Avigation Inaugural Blog

"Pining for the Fjords..."

Thu, 19 Feb 2026 16:18:21 GMT

" Pining for the Fjords... "

As I was cycling through a very saturated Dorset, I gazed at the waterlogged fields lying in the vale of the surrounding hills - like cycling through the Norwegian fjords , I mused. Okay, I accept that the hills in Dorset are hardly Norwegian mountains, but you get my drift!

Anyway, this got me thinking about all things Norwegian (… stay with me …) and the first thing that came to mind was The Beatles' song “ Norwegian Wood ”. Now, here’s a thing: how many of you knew that that song’s full title is in fact “ Norwegian Wood (This Bird Has Flown) ” … every day is a school day, right?

Image Source: Wikipedia

This got me ruminating further: at least The Beatles’ bird could fly, unlike the Norwegian Blue in the legendary Monty Python Dead Parrot sketch.

Image Source: Wikipedia

This iconic comedy sketch portrays a conflict of opinion between a disgruntled customer - Mr Praline (played by John Cleese) - and a pet shop proprietor (played by Michael Palin); the pair argue whether a recently purchased parrot is in fact dead. Despite being told that the bird is deceased and that it had in fact been nailed to its perch, the proprietor insists that the bird is simply stunned and is - as many who know this sketch will recall - " pining for the fjords ".

Image Source: redbubble

Ta da, pining for the fjords... Norwegian Wood.. . now, we have the Norwegian flavour , but - we hear you ask - where exactly are you going with this…? A just question!

Recently, we became aware of an article entitled " Keeping up with the Norwegians - Six amazing innovations "; the first paragraph is illuminating …

“ The Norwegian Air Ambulance lead the way in Europe for expanding the scope of what helicopters can do in emergency aviation. Through the application of technology, a deep understanding of their aircraft and a full grasp of the regulations, [the Norwegian Air Ambulance] have developed a system the outshines UK HEMS. In this article, we look at six ways they have leaped ahead and how others might catch up. Specifically, this article is aimed at the UK HEMS environment, but many European HEMS agencies are similarly far behind despite being in the same regulatory environment ”.

It is an enlightening article and explains how the Norwegian Air Ambulance have engaged with their Norwegian CAA and the EASA rulemaking team to shape the regulations that now exist, thereby enabling PinS in a very demanding environment. What stands out loud and clear is that the Norwegian CAA has been not only pro-active and pragmatic, but also ready and willing to assist drive forward such an important operational enabler for its HEMS community.

Compare this with our (still ongoing…) experience of what the 5 HEMS operators and their charities and support organisations continue to endure regarding the UK CAA’s snail-paced and hidebound response to implementing GNSS IFPs (PinS) for the UK HEMS community. Those who follow our blogs will be aware that at the behest of the Department for Transport (DfT) and the UK CAA, several HEMS operators started their respective PinS (and CAP1616) journeys some 3 years go! Given the then drive by the DfT/CAA (including demanding an aggressive timeline - all of which were achieved by the individual sponsors) the expectation was that these PinS procedures would be implemented by late 2024 …… but, we really should have known better. We underestimated the UK CAA’s capability for dilatoriness!!

Instead of working together with the 5 UK HEMS sponsors, the CAA has hidden behind process, prevaricated and seemingly, not wanted to think pragmatically to support the implementation. Amongst a plethora of excuses emanating from the CAA for the inexcusable, protracted delay is that the HEMS PinS ACPs are “multi-discipline projects involving several areas across the CAA (such as Airspace Regulation, ATM, Flt Ops and MET), which requires coordinated technical input and sequencing of workstreams”. What, 2 years (and counting…) of internal coordination and duck alignment! News flash: all ACPs are multi-discipline projects and involve several areas across the CAA!

In the absence of anything on this matter emanating from the UK CAA that remotely resembles an unequivocal statement, we can only be left to surmise that HEMS PinS are not considered a high priority by the CAA (see our previous blogs); thus, we continue to languish in an interminable pit of delay! Not quite the epitome of active support to the implementation of operational capability that was espoused by DfT and CAA over 3 years ago…

In our last blog , we had hoped - clearly, naively - that all being well “we will be all hands to the pump to get PinS implemented in early 2026… only 2 years later than we had anticipated when we embarked on this journey”. Hmmm… given the UK CAA’s continued procrastination in assessing and approving the 5 HEMS PinS applications, I wonder what we will be saying in or end of year (2026) blog… Will the bird have flown ... will we still be pining for the fjords ... or will the UK CAA finally extract the digit and get HEMS PinS implemented and operational in the UK as they had so categorically stated in 2023?

Image Source: Wikipedia

To cite another musical reference (as we are wont to do…): REM’s eight studio album “ Automatic for the People ” is often heralded as their finest and one of the greatest albums of all time. In our humble opinion, there isn’t a sub-standard track on the whole album. For us, the stand-out track is “ Ignoreland ”; if you don’t know it, it really is worth a listen.

Ignoreland is an unabashed acerbic political rant and a great rock track. One could cite any of the song's lyrics to support this blog; one refrain is, however, noteworthy:

“…

Someone's got to take the blame

I know that this is vitriol

No solution, spleen-venting

But I feel better having screamed

Don't you?

…”

Unlike REM, we don’t feel better for having screamed, because the 5 HEMS ACP applicants shouldn’t have to. Despite what you might think, dear reader, we take no pleasure in having to continue to write about this topic; there really should be no need for spleen-venting because there is a solution. The Norwegians wood say so…

The Norwegian CAA and air ambulance community are showing us a solution, offering a joined-up and comprehensive approach, delivering a real operational capability enhancement safely and pragmatically with and for Norwegian HEMS.

Over to you, UK CAA!

#AvigationLtd #PildoLabs #Aviation #ATM #Airspace #GNSS #PinS #HEMS #CAP1616 #ACP #CAA #NorwegianBlue #NorwegianWood #REM #Ignoreland #MontyPython #DeadParrot

Forget the 12 days of Christmas… Getting PinS Implemented in the UK Feels Like the 12 Labours of Hercules

Mon, 01 Dec 2025 18:04:45 GMT

Forget the 12 days of Christmas…

Getting HEMS PinS Implemented in the UK Feels Like the 12 Labours of Hercules

Another year ticked off: how quickly they seem to pass… Welcome to Avigation’s 2025 end of year blog, accompanied - as has become customary - by our favourite Santa picture.

Source: Hue 12 Photography

Once again, PinS (or lack thereof) dominates our seasonal offering, with not only musical references but also a little Greek mythology! Well, we thought we would mix it up a little this year.

Last year, our hopeful refrain was “ 2023 … 2024 … 2025 now appears to possibly be shaping up to potentially be the year of PinS for UK HEMS - we hope ”, and it did look to be shaping up that way. As we approach 2026, to quote a previous blog, we and the other GNSS IFP ACP sponsors are still very much “ waiting for the man ”. Scratch HEMS PinS in 2025; our Herculean saga continues.

Source: Disney

So, where we are on this seemingly never-ending journey - one that is taking longer to conclude than the fabled 12 Labours of Hercules? Well, pull up a chair and read on! Christmas quiz for all you Christmas quiz fans out there: what were the 12 Labours of Hercules?

Source: ukposters.co.uk

Every day is a school day, right? Okay, where was I? Oh, yes...

My cycle ride to the office along Dorset’s beautiful country lanes has returned to normal following the disruption associated with a plethora of diversions highlighted in our previous blog. As always, these velocipedic interludes give me time to cogitate on one of my passions - music - and how it can so often relate not only to everyday life, but also to the unremitting frustrations of trying to get PinS implemented in the UK!

One song that seems so apt is “ Nothing Ever Happens ” by another of my favourite groups, Del Amitri (fun fact, for all you Del Amitri fun fact fans out there: I saw them live a couple of times in the early 90s - so so good).

Source: www.discogs.com

This particular song contains the lines “ …nothing ever happens, nothing happens at all, the needle returns to the start of the song, and we all sing along like before ”. Apposite, yes? Sadly, this wonderful song resonates all too well with our HEMS PinS journey: we are going around in circles (very slowly...) and every time we think we are nearly there, another obstacle is thrown in our path - the needle returns to the start of the song etc etc...

The link with Hercules and his Labours? Well, Hercules was originally tasked with 10 Labours to complete, which he duly did. King Eurystheus (Hercules’ taskmaster) refused - for reasons various - to recognise 2 of them, and commanded Hercules to carry out 2 additional tasks before his servitude was complete. Hmm, there is a definite connection with PinS and the UK CAA there!

To compound our situation, having submitted our completed application at the end of March 2024, the CAA declared themselves severely under-resourced and cited the need to prioritise their workload. Critically, this pearl of wisdom was not pushed to ACP sponsors; sponsors had to request this update from CAA. As inexplicable as it might seem, implementing PinS for UK HEMS (and the concomitant benefits for HEMS patients…) was not deemed a priority. While we waited for CAA’s resource challenge to be overcome, time ticked by and HEMS ACP sponsors were left in an information vacuum, not knowing where they stood or when CAA resources might enable the HEMS PinS pipeline to flow. To quote another Del Amitri song title, the HEMS PinS ACP sponsors appear to be “ Always the last to know ”.

Source: www.discogs.com

Despite the foregoing, however, we remain ever the optimists - what else can we do? As the saying goes, it doesn’t hurt to be optimistic, one can always cry later…

As this blog goes to press (so to speak) - and despite our being the last to know - we are led to understand that CAA has finally begun its CAP1616 Stage review of our ACP, although where we are on that 17-week cycle, we have no idea; hopefully, a (positive) decision is in the offing. That being the case and following successful flight validation, we will be all hands to the pump to get PinS implemented in early 2026… only 2 years later than we had anticipated when we embarked on this journey. Another song from my youth comes to mind … " Tired of Waiting for You " by The Kinks (yes, I am that old).

Source: www.discogs.com

Finally...

From all at Avigation, we wish you and those around you the felicitations of the season, a wonderful Christmas and a well-deserved break, and here’s to a successful 2026 (and some HEMS PinS, please, Santa!). See you next year!

P.S. Eat your sprouts.

#AvigationLtd #PildoLabs #Aviation #ATM #Airspace #GNSS #PinS #HEMS #CAP1616 #ACP #CAA #peaceandgoodwill #eatyoursprouts

85 Years on: a Reflection on the Battle of Britain

Sat, 13 Sep 2025 10:52:02 GMT

''...and then we were in the thick of it.''

" There could be no greater inspiration for a rather scared 19 year old than this fleeting scene in the last seconds before battle: what the hell are [they] doing flying over our country! "

" ... and then we were in the thick of it ."

Wg Cdr P P C ("Paddy") Barthropp DFC AFC RAF (Retd)

The Avigation team has had a long association with the Royal Air Force and, in turn, the anniversary of the Battle of Britain. The Battle of Britain plays a significant part in the Royal Air Force’s history, as it does in Britain’s and the histories of many other nations, and the middle of September serves as a timely reminder to all of us to reflect on those pivotal events of 1940 and on those who took part in them. In reflecting on the events of 85 years ago, we remember not only the incredible bravery of “ The Few ” who defended our skies, but also the many men and women whose skill and dedication on the ground made victory possible.

In the summer and autumn of 1940, the Battle of Britain was fought over southern England; some would argue that it was the most crucial battle of World War Two and, indeed, Britain's history. The Luftwaffe’s last heavy daylight attack on London was on 15th September 1940, a turning point in the Battle, when Germany lost 60 aircraft of its attacking force. It is indeed fitting that it is on this date that we commemorate Battle of Britain Day. We hear and read of "The Few", but "The Many" should command an equal amount of our respect and gratitude - hold that thought...

One of the many popular images of the Battle is that of contrails in the sky over St Paul's Cathedral; another, is of fighter pilots running to their Spitfires and Hurricanes. Some might recall the 1969 film " Battle of Britain " when Section Officer Harvey shouted at the Station Warrant Officer "Don't you yell at me, Mr Warwick" and Robert Shaw's Sqn Ldr Skipper working-up a new Spitfire pilot with "DAKA-DAKA-DAKA-DAKA-DAKA-DAKA-DAKA-DAKA-DAKA!"

Unsurprisingly, there are many books relating to the Battle of Britain (between the Avigation team, we have a fair few!), including David Masters' sterling account "The Immortal Record of the RAF". In our humble opinion, however, a much more fascinating read is a book entitled “ …So Few ”, issued to commemorate the 50th anniversary of the Battle. The book is a collection of personal accounts of 25 (then) surviving British Battle of Britain pilots and was commissioned by the RAF Benevolent Fund; the 25 contributors were selected by the Battle of Britain Fighter Association to represent the different services and nations that took part in the Battle. This time of year always draws us back into that book...

With exceptionally detailed artwork, photographs of contributors’ personal effects from the Battle and, most importantly, poignant recollections, the original work was limited to only 401 copies. In 1992, WH Smith produced an open edition of the book, bringing the emotive collection to a wider audience. Rightly, the book bears solid testament to the resilience and courage of the young British and Allied nations’ fighter pilots, and their personal recollections are a fantastic (and often harrowing) read.

Without wishing to transcribe masses of the book here (and risk being cited as a "30 min read"), the stand-out recollection is (still...) that of Gp Capt Brian Kingcombe DSO DFC RAF (Retd) - whose name some might be familiar with.

Writing in 1989, Kingcombe cited "difficulty in remembering what happened a week ago, let alone half a century", but "remembered those days with enormous affection". His recollections are lyrical and humorous, while tinged with sadness. I hope you will forgive our paraphrasing:

"Although I can recall no specific action, what I do remember was a way of life, an atmosphere simmering with excitement, a camaraderie based on the sure knowledge that your colleagues would - & often did - put their lives on the line for you, as you would for them. I also remember a frenetic social life when we were stood down at dusk. When each night could be your last, you didn't want to waste in on sleep. Partying by night and cat-napping by day; a quick whiff of neat oxygen from the cockpit to counter the effects of the night before; the inevitable ring of the telephone ‘92 Squadron, Scramble Scramble’; the voice from ops fading as we sprinted to warmed-up Spitfires; the mud on my flying boots freezing to the pedals in the climb; tension building; a phalanx of enemy aircraft; the sound of our guns tearing calico, as we engaged the bombers; and, then turning to engage the fighter escorts in a vicious aerial brawl.”

In a more reflective tone:

"...and then the curious lull, seeing the sun lift over the horizon from 20,000ft & again after landing on the still darkened earth below. The day only just begun and already behind us a lifetime of emotions: the memory of two sunrises in one morning & thoughts quickly suppressed of friends not yet accounted for. There were intensely sad moments, as well as exciting ones; we lost many friends, and the worst part was watching them die, spiralling down with a smudge of smoke, or breaking up, watching for the parachute to blossom, the relief when it did, the sick feeling when it didn't. I mourn them, but they had counted the cost; they had died with regret, but not without surprise. When I visit Biggin Hill, my old Battle of Britain station, I walk with ghosts, but they are friendly ones".

Copies of “…So Few” are still available, at what can only be described as an absurdly (embarrassingly...) small price... If you can get your hands on a copy, it really is worth reading.

"The Few" are often depicted as the "poster boys" of the Battle of Britain and, perhaps, rightly so. At that particular moment in Britain's history, they offered the nation something very tangible to pin its hopes to, admire and - well - adulate. We must also remember that they were only the "tip of the spear", we must never forget that this was a Herculean national (and Allied/international) effort - on both military and civilian fronts. RAF, Fleet Air Arm and Allied air force pilots were supported - often at greater human cost - by their respective groundcrews, wider Services and the communities around their operating bases, and they were doubtless bolstered by the collective resolves of the Allied nations' populations.

Perhaps, we should do more to salute "The Many", as we so often do "The Few", as it was the combination of that comprehensive national effort and resolve that helped the "tip of the spear" deliver and see Britain and its Allies prevail in the Battle of Britain against significant odds. In a time when conflict was (perhaps...) less opaque , these individuals and those that supported them were thrown a significant challenge and rose to meet it.

We are sure that the film " Battle of Britain " will be shown on one of the Freeview channels this weekend - if not, we have a contingency - and we always have the appropriate refreshments for the viewing (soft drinks are also available...)!

#AvigationLtd #RoyalAirForce #BattleofBritain #TheFew #PerArdua

Alexa, When Will the UK’s Year of PinS Be…? “There's No Point In Asking [CAA], You'll Get No Reply”

Tue, 17 Dec 2024 18:00:29 GMT

Alexa, When Will the UK’s Year of PinS Be…?

“There's No Point In Asking [CAA], You'll Get No Reply”

Yep, Avigation’s end of year blog returns, accompanied by our favourite Santa picture…

Source: Hue 12 Photography

Believe it or not, this blog began its journey in early summer, when we had hoped not only to tell you about our trip to Pildo Labs in Barcelona, but also to herald the hard-won successful progression and anticipated implementation of a GNSS IFP (“PinS”) ACP to support the operations of one of the UK’s HEMS (air ambulance) operations - you may recall our mentioning this earlier…

2023 … 2024 … 2025 now appears to possibly be shaping up to potentially be the year of PinS for UK HEMS - we hope - as we will elucidate. Contrary to CAA and DfT’s 2022 drive and optimism, the resulting 5 GNSS IFP ACPs have not fared as well as anticipated on Stage 5 contact with the UK’s aviation regulator… (other understatements are available, please contact us for details).

Our delay in getting this news out to you has been a direct result of our requesting and waiting for formal notification of a delay of at least 12 months in the erstwhile aviation regulator’s ability to begin its 17-week Stage 5 (Decide) process for the 5 HEMS GNSS IFP ACPs. Hence, the title for this now our end of year offering to our loyal readership.

Where was I? Oh, yes… Latterly, my cycle rides to the office on many a beautiful, crisp winter’s day have been severely interrupted by a series of ridiculous diversions to accommodate multiple roadworks. One must question those in their ivory towers that make the decisions ( informed, or otherwise… ) that necessitate the simultaneous closure of several roads around a village in rural Dorset causing road users extensive disruption, diversions and detours. It would appear that the planning function in the local council departments might be less than efficient…

Recently, while navigating these many, many detours, my frustrations have led me to start singing “ Pretty Vacant ” that anarchic 1970s song by the Sex Pistols: vacant in this context pertaining to “either having or displaying no intelligence”, i.e. the local authority planners who had overseen these ridiculous local diversions!

Source: Smolensky Gallery

Hold on a minute… “Pretty Vacant” has a direct resonance with where we are in our ongoing GNSS IFP (PinS) ACP application and, as regular readers will know, we do like a music/popular culture reference or two in our blogs...

When we caught up with you last , we were a little more than mildly optimistic that the PinS odyssey was nearing its apogee - its zenith, if you will - and that our air ambulance customer would soon be the proud owner (and, more critically, operator) of a shiny new and CAA-approved IFP at their operating base. We did, however, conclude our last blog with the caveat that “ [We] are very much still waiting for the man - like it or not! ”... To coin a song title from another one of my favourites, the late, great Tom Petty, “ I Should Have Known It ”, which contains the rather apt line “ I should have known it yeah you gonna let me down ”… Apposite? We think so... and all without the aid of a crystal ball!

Source: Spotify

Quite the segue into a sitrep on where we are in our/our customer’s PinS implementation journey and the CAA’s inability to follow its own agreed timeline, resulting in (extensive) delays and ACP sponsors left waiting for the concomitant enhancement to their life-saving operational capability!

So, “what now?” you might well ask (we certainly did…); and how did it come to this?

In our earlier blogs , we set out the pathway and the optimistic and long-awaited assertions of Ministers of Aviation various and CAA’s Director SARG , heralding the GNSS roll-out programme and DfT drive and fiscal support to the same. It was also determined that “[t]he CAA [would] provide specialist knowledge and support on the relevant processes through its Facilitation Team, helping guide sponsors through their project. The Programme has also been extended to included helicopter landing sites for Air Ambulance emergency services”. Fabulous, laudable and just cause for optimism in equal measure, I’m sure we all agree...

After a delayed start (which offered no corresponding movement in the proposed completion date, by the way…), the roll-out programme got underway, an agreed timeline articulated the requirements and commitments of all parties and the CAA provided its GNSS Facilitation Team to support the 5 GNSS IFP ACP sponsors; the Facilitation Team’s sterling support - both direct and indirect - must be acknowledged. The ACP sponsors (and their consultants) were put under pressure by CAA to meet stringent deadlines to satisfy DfT requirements - not CAA and CAP1616 requirements... Responding to this - frankly - unnecessary and unprecedented temporal pressure, all 5 GNSS IFP sponsors presented their respective CAP1616 Stage 4 submissions inside the deadline and waited (beer in hand) for the CAA to do its Stage 5 thing . The sponsors had met their commitments, and it was over to CAA to deliver their side of the bargain - the known and established process.

Avigation’s previous (ACP) experience is that, there is invariably open dialogue between sponsors and ACP account managers to ensure that all is on track for the impending gateway/milestone date; only fair, as any slip in date can have resource implications that could ripple out. Similarly, resource constraints on the CAA side of an ACP are communicated to sponsors expediently to highlight an identified constraint and manage expectations - less than ideal, but courteous nonetheless.

So, the agreed and promulgated GNSS IFP ACPs’ Stage 5 decision date came and went. Tom Petty’s dulcet tones grew ever louder in our ears: we should have known it … We received nothing - radio silence, nada - in the 2 weeks following the CAA’s decision date; it took a query from us to elicit any response. The CAA’s response, however, could be assessed as falling somewhat short of that which had been anticipated.

CAA and its regulator teams knew at least 2 years earlier that Stage 5 dates and associated activities were coming; CAA drove an aggressive timeline for the ACPs and agreed the same (including Stage 5 dates) with sponsors at regular intervals. In so doing, CAA had a clear and unequivocal indication of their forward-load (and resource requirements) for the concomitant Stage 5 (“Decide”) elements of the subject ACPs. Yet, CAA appears to have failed to identify - and communicate to the ACPs’ sponsors - that CAA would not have sufficient resource in place at le moment critique … until 2 weeks after the fact...

The paucity in communications aside, is one really left to surmise that the UK’s aviation regulator lacks the ability to plan and foresee critical pinch points in its regulatory departments to ensure that it can meet the requirements of and agreed commitments to its own regulatory processes? Frankly, we would contend that such a situation is barely comprehensible; however, decorum prohibits any assessment of how acceptable such a situation might be from a national aviation regulator. Discuss …

Thus, the ACPs and the air ambulance charities’ wider (non-CAA) operations must now accept a delay of at least 12 months before the CAA will begin its 17-week Stage 5 process, which translates to at least a 12-month delay in the delivery of this critical operational enabler to support HEMS operations at the subject ACPs’ locations. This seems very much at odds with CAA’s Director SARG’s earlier assertion that “Emergency services [would] benefit from improved flight safety and increased resilience for helicopter services, which will allow landings to take place in severe weather and challenging conditions - potentially saving lives in critical situations”; he went on to offer that CAA “[would] work with applicants to deliver these benefits across the UK and enable the GNSS procedures to be implemented safely and efficiently”.

How efficient are we then led to believe might the forward planning function(s) be within the CAA? One might posit that the outputs from the same activity did not identify - with the requisite efficiency - the need to ensure that adequate resources were in place for the CAA to discharge its regulatory responsibilities? Or, might another assessment be pretty vacant ?

So, what else has been happening in 2024? Notwithstanding the foregoing, from Avigation’s perspective 2024 has been fairly routine. We have, however, a couple of noteworthy observations.

Post-pandemic Traffic Recovery

According to ICAO’s latest data, 2024 will see commercial air traffic movements exceed pre-pandemic levels, which is excellent news for not only the aviation industry, but also all the other industries who support and benefit from the movement of people and cargo by air.

CAP1711b: Airspace Modernisation Strategy 2023-2040 Part 3: Deployment Plan

Some may have noticed that CAA heralded another evolution of its Airspace Modernisation Strategy , which sets out a series of 'delivery elements' that will modernise the design, technology and operations of airspace. Notable absences - you guessed it - any reference to air ambulances, emergency services and the introduction of HEMS GNSS IFPs!

Are we, therefore, to conclude that the drive for HEMS to benefit from the modernisation of the design, technology and operations of airspace for improved flight safety and increased resilience is not to be afforded due consideration in the UK’s Airspace Modernisation Strategy?

Honestly, we often liken the airspace regulator’s modernisation strategy - including its approach to and prioritisation of the multitude of airspace users and their different requirements - to an attempt to rearrange items of furniture on the deck of a stricken maritime vessel...

It has been quite the year! On a more positive note, we did have an excellent trip to Barcelona to see our good friends at Pildo Labs - molt agradable !

And Finally...

From all at Avigation, we wish you and those around you the felicitations of the season, a wonderful Christmas and a well-deserved break, and here’s to a successful 2025 (and some HEMS PinS, please, Santa!). Oh, you know which album “Pretty Vacant” is featured on, don’t you? See you next year!

P.S. Eat your sprouts.

#AvigationLtd #PildoLabs #Aviation #ATM #Airspace #GNSS #PinS #HEMS #CAP1616 #ACP #CAA #peaceandgoodwill #eatyoursprouts

A Reflection on the Battle of Britain

Sun, 15 Sep 2024 05:35:34 GMT

''...and then we were in the thick of it.''

" [T]he sudden sight of wave after wave of enemy aircraft in numbers that we had never seen before, filling our windscreens as we dived headlong towards them. "

" There could be no greater inspiration for a rather scared 19 year old than this fleeting scene in the last seconds before battle: what the hell are [they] doing flying over our country! "

" ... and then we were in the thick of it ."

Wg Cdr P P C ("Paddy") Barthropp DFC AFC RAF (Retd)

One of the many popular images of the Battle is that of contrails in the sky over St Paul's Cathedral; another, is of fighter pilots running to their Spitfires and Hurricanes. Some might also be from the 1969 film "Battle of Britain": Section Officer Harvey shouting "Don't you yell at me, Mr Warwick" and Robert Shaw's Sqn Ldr Skipper training a new Spitfire pilot "DAKA-DAKA-DAKA-DAKA-DAKA-DAKA-DAKA-DAKA-DAKA!"

Unsurprisingly, there are many books relating to the Battle of Britain (between the Avigation team, we have a fair few!), including David Masters' sterling account "The Immortal Record of the RAF". In our humble opinion, however, a much more fascinating read is a book entitled “…So Few”, issued to commemorate the 50th anniversary of the Battle. The book is a collection of personal accounts of 25 (then) surviving British Battle of Britain pilots and was commissioned by the RAF Benevolent Fund; the 25 contributors were selected by the Battle of Britain Fighter Association to represent the different services and nations that took part in the Battle.

Without wishing to transcribe masses of the book here (and risk being cited as a "30 min read"), one of the stand-out recollections is that of Gp Capt Brian Kingcombe DSO DFC RAF (Retd) - whose name might be familiar to some.

In a more reflective tone:

Copies of “…So Few” are still available, at what can only be described as an absurdly (embarrassingly...) small price... If you can get your hands on a copy, it really is worth reading.

#AvigationLtd #RoyalAirForce #BattleofBritain #TheFew #PerArdua

"I'm Waiting for the Man"

Mon, 24 Jun 2024 12:22:04 GMT

"I'm Waiting for the Man"

“I’m waiting for the man” is a song from the late 1960s by a band called The Velvet Underground. Having heard it on the radio just before leaving home, the song was playing in my head as I cycled to work through the beautiful (but somewhat wet…) Dorset countryside on my way to my office. As regular readers of the blog will know, I have highlighted previously how much I like Lou Reed (a founder member of The Velvet Underground), but what does the song have to do with aviation … well, dear reader, read on and all will (hopefully) be revealed…

Image Source: Wikipedia

Some of you will know that Avigation is delighted to be supporting Dorset and Somerset Air Ambulance (DSAA) with the implementation of GNSS IFPs (i.e. a PinS approach and instrument departure) at the DSAA operating base at Henstridge Aerodrome on the Dorset/Somerset border.

Late last year , we highlighted that we were finally off and running on the ACP’s Stage 3 aviation stakeholder engagement; we concluded this Stage 3 in late January 2024. We completed our corresponding stakeholder engagement report and progressed to compiling the requisite Safety Case, before wrapping it all up with the formal ACP Stage 4 submission at the end of March. It was a very rewarding and exciting moment to be part of this (first…?) tranche of applications of the DfT-supported GNSS PinS roll-out programme, but now - and in the immortal words of the titular song - we are very much left waiting for the man. ¹

In our analogy, the "man” is Avigation’s metaphor for the CAA regulatory decision (i.e. the Stage 5 “Decide” phase of the ACP) that will take north of 4 months to be completed… For those of us involved in the airspace change process, this is a seemingly interminable wait (especially, given the relatively small change that is to be effected), but, wait we must! So, while we wait…

At first glance (erm, listen), the song is about someone navigating the gritty world of 1960s New York City to secure the purchase of their recreational pharmaceutical enhancement of choice. But “I’m Waiting For The Man” is much more than that; there are many facets to the song, including describing the feeling of intense frustration and the desperate longing for something more… For those actively involved in trying to get GNSS PinS implemented in the UK over the past number of years and those of us directly involved in this tranche of ACPs, feelings of “frustration” and “desperation” resonate somewhat strongly!!

Unsurprisingly, many songs emerging from the late 1960s, were during the era of Flower Power and Make Love Not War; this was the time of the hippie movement and the so-called counterculture of drugs, psychedelic music and art and social permissiveness (ahem…). Many iconic artists of that period were very much on their individual/collective journeys of discovery. It was also a time of many icons in popular culture, icons like the VW Type 2 Campervan (unashamed shout-out for the classic vee-dub van, as I am the proud owner of one)!

Image Source: https://skinflint.co.uk

These psychedelic influences percolated through to mainstream, even into children's TV programmes - like “ The Magic Roundabout ” - were mooted to contain adult references, and if you are old enough to remember “ Roobarb and Custard ”... you must surely ask what on earth were the writers on when they came up with the storylines!!! And, let’s not forget “ The Banana Splits ” and others from the Hanna-Barbera stable…

Image Source: Wikipedia

Again, you must be asking what this has to do with an aviation blog - well, the connection is that so often when reading aviation regulatory documents, both national and international, I often find myself wondering as to what the authors were on at the time!! Accepting that documents of a technical nature are always challenging to read and decipher, too often it is like wading through treacle trying to understand the proper meaning contained therein.

In the aviation business, one is obliged to delve into regulatory documents in an attempt to understand the associated requirements clearly and get answers - but too often, one is faced with gobbledygook, jargon and legalese (to quote the Plain English Campaign). It is a truism that bad writing is often a barrier to communication; trying to decipher the true meaning of regulatory tomes can be an immensely time-consuming and frustrating exercise; in aviation, confusion constitutes a serious safety risk. Added to this ball of confusion is that, so often, regulatory documents contradict each other regarding regulations and advice… sometimes even in the same document!

One of our great authors, Dorothy L Sayers (she ¹ of Lord Peter Wimsey fame, amongst others) once said "[a] passage is not plain English - still less is it good English - if we are obliged to read it twice to find out what it means". A salient lesson, perhaps, to our erstwhile regulatory overlords and their document compilers, proofers and approvers! #justsayin

So, there we have it - this blog is a journey that started with the Velvet Underground and the counterculture of the late 1960s, passing through VW Type 2s and children’s TV and ending up with Dorothy L Sayer and plain English. As always, a bit of humour and tongue-in-cheek, but hopefully bringing out a couple of salient points. The first point is that any journey through the UK aviation regulatory process seems unduly protracted, akin to running a ‘process’ marathon. Surely, it is not beyond the wit of man to get these processes more abbreviated - to quote the CAA, “scaled”, even! And the second point: make the regulatory documents consistent and more readily understandable; take a leaf out of Dorothy L Sayers' book (...see what I did there...)!!

Avigation is off to Barcelona next month for a long overdue catch up with Pildo Labs (okay, maybe some tapes and cerveses...). Wait, wasn't there a song about Barcelona...? Stay tuned!

Avigation Can Support You

Avigation has a demonstrable breadth and depth of experience in PinS development and implementation through our long association and close working relationship with Pildo Labs , a UK CAA-approved instrument procedure design organisation with unrivalled experience delivering PinS in mainland Europe.

Additionally, Avigation has first-hand, practical experience in the management and delivery of the UK CAA’s CAP1616 and ACP processes and continues to support its clients through these activities. Avigation is, therefore, ideally placed to support organisations who are considering airspace changes and the design, development and implementation of instrument flight procedures.

#AvigationLtd #PildoLabs #dsairambulance #gamaaviation #airambulance #HEMS #GNSS #PinS #ACP #CAA #CAP1616

1 . Noun: the human individual, as representing the species, with neither reference to, nor favour of a specific gender. Avigation recognises that other non-binary gender identities are available, but the titular song was written in the late 1960s…

Avigation Supports Grantley Hall Hotel’s Successful Planning Appeal

Fri, 05 Jan 2024 09:13:59 GMT

Avigation is delighted to report that its direct support to Grantley Hall Hotel has resulted in the removal of an aviation-related planning enforcement relating to the hotel’s use of its helipad.

Image Source: www.grantleyhall.co.uk

It is always nice to start the year with a piece of good news and, whilst this news arrived in mid-December 2023, we thought we’d let you know about it in January.

Situated in the Yorkshire Dales near Ripon, Grantley Hall is a luxury hotel featuring not only exquisite bedrooms, restaurants and spa, but also a helipad to cater for guests seeking to arrive and depart by air. Grantley Hall’s local borough council, however, had imposed a planning enforcement on the hotel’s use of its helipad.

The main issues of the case were: the impact of the noise and disturbance of helicopter flights to and from the site on the surrounding historic and natural environment and nearby residents; whether benefits of the helipad’s use outweighed any identified impact; and, the helipad’s impact on the setting of Grantley Hall and its gardens - Grade 1 listed.

Grantley Hall identified the need for aviation subject matter expertise and support to review its extant helipad operating procedures and provide: recommendations to develop the management and operation of the helipad and the proposed implementation of prescribed inbound and outbound flight routes that considered local noise sensitivity. Ultimately, Grantley Hall sought to demonstrate updated helipad operating guidance of sufficient rigour to appeal the planning enforcement.

Avigation’s concluding report demonstrated that the hotel’s helipad could be operated safely and efficiently within the provisions of extant UK aviation regulation for the surrounding airspace; moreover, with some supporting recommendations, the operation of the helipad could be not only sympathetic to the hotel’s neighbours’ noise sensitivities, but also monitored and managed proactively.

Avigation is pleased to report that on 14 Dec 23, Grantley Hall Hotel’s corresponding planning appeal was upheld, the previous enforcement notice quashed and permission granted to operate the hotel helipad “ …in full compliance with ‘Avigation’s [Summary Report] Recommendations’… ”.

Brent Day, Avigation Director, offered “ It was a pleasure to work with and provide direct aviation support to Grantley Hall Hotel and partners on a very interesting project and planning appeal. We are extremely pleased to see the appeal upheld, underpinned by our simple, yet comprehensive recommendations, and we wish Grantley Hall Hotel and its team continued success in the future operation of their helipad ”.

Avigation Can Support You

Avigation has a demonstrable experience in supporting organisations (large and small) with - inter alia - the aviation aspects of the UK planning application process(es).

#AvigationLtd #Aviation #ATM #Airspace #GrantleyHall #Planningappeal

2023: "You Wait Ages for a Bus, Then Two Come Along at Once...”

Fri, 15 Dec 2023 14:27:03 GMT

2023: “You Wait Ages for a Bus, Then Two Come Along at Once...”.

Yep, Avigation’s end of year blog is back, accompanied - as has become the norm - by our favourite Santa picture…. As you have all come to expect, there's a veritable mixed bag here: inter alia , distance measuring, London buses, sustainable aviation, post-pandemic recovery and - you guessed it - UK GNSS PinS. Enjoy!

Source: Hue 12 Photography

“Now, that is something you don’t often see around here” I thought to myself as I was cycling to work along the rural lanes of north Dorset - that something being a red, double-decker bus! London being some 120 miles by road from my part of Dorset, it was either very lost, or perhaps on hire for a wedding or other event.

Apropos of nothing, did you know that traditionally road distances to and from London are measured from a central point at Charing Cross (in the City of Westminster), which is marked by a statue of King Charles I, at the junction of the Strand, Whitehall and Cockspur Street, just south of Trafalgar Square. Every day is a school day, right?

Source: https://rodcorp.typepad.com/

Anyway, back to the seemingly random London red bus in rural Dorset. As I started to put together this end of year blog, my thoughts turned once more to buses and the old adage “ you wait ages for a bus, then two come along at once “. That fits rather neatly with our blogs - we had not published one since May then two come along in relatively quick succession.

Image Source: Dan Kitwood/Getty Images ( The Guardian )

As regular readers will know, Avigation is delighted to be supporting Dorset and Somerset Air Ambulance (DSAA) in introducing GNSS IFPs (i.e. a PinS approach and instrument departure) at Henstridge airfield on the Dorset/Somerset border. We are working closely with the ACP sponsor (Specialist Aviation Services) and our IPDO (Pildo Wessex), in progressing the corresponding ACP. Our last blog saw us all waiting (with bated breath…) for the CAA’s confirmation that we could start Stage 3 of the CAP1616 ACP process, the stakeholder engagement phase. After a little to-ing and fro-ing (admittedly, some of our making and some … well, not so much..), the confirmation duly arrived and we are now - finally - off and running on Stage 3 and expect to complete this activity by late January 2024 (a slightly extended timeline to accommodate the upcoming holiday period).

We must acknowledge openly the sterling support of the CAA’s GNSS Facilitation Team, who have joined us "in the trenches" and have certainly "taken some grenades" too [ we did tell you, guys… ].

So, why might this stage of the ACP process have become a little protracted? Well, to understand that we must look first at CAP1616 [ oft mentioned, seldom lauded in our blogs - speak as you find ]; CAP1616 and its somewhat convoluted processes need further unpacking. Firstly, what is CAP1616?

For a variety of reasons, the CAA commissioned an independent review of the previous airspace change process (CAP725) in 2015. As a result of that review, CAP1616 was launched in January 2018 and is the process that CAA uses to make decisions on proposals to change the design of the UK’s airspace; the latest version was published in March 2021. CAP1616 is an evidence-based system that was designed in consultation with stakeholders to be fair, transparent, consistent and proportionate. Just keep those words in mind, good readers…

Simply, the process has specific stages that sponsors must adhere to and various points at which the CAA must sign-off/agree the process; the intention is to give greater certainty that change sponsors are following the airspace change process correctly. The process places emphasis on the importance of engagement with people and organisations (i.e. stakeholders) potentially impacted by airspace changes. So far so good. But, what is the reality?

Well, one observation could be that the ACP process appears weighted in favour of the application’s stakeholders; thus, it can be difficult for sponsors to navigate a process that can be seen to be overly long and convoluted and - at times - like wading through regulatory treacle. Sponsors can often be baffled and frustrated by what can only be described as unnecessarily pedantic (and occasionally, disjointed) requirements and decisions that emanate from regulatory elements of the CAA.

Further, there seems to be an inconsistency in the application of the some of the CAP1616 requirements and, on many occasions, sponsors’ queries on how a decision process has been determined by regulators are often met with replies suggesting little more than individual regulators’ subjective opinions. This is less than satisfactory and somewhat time-consuming for sponsors. Ultimately, one of the most frustrating aspects is that ACP sponsors are left with no recourse to question/discuss a CAA decision - sponsors must simply lump it!

CAA committed to undertaking a review of CAP1616 (and associated processes) in 2021, completed the same and published Edition 5 of CAP1616 in Autumn this year. Edition 5 is “effective from January 2024”… call us bluff old traditionalists, but that seems a little imprecise (#justsayin… we assume this to be 2 January 2024, but - again - that is our interpretation…).

At first glance, Edition 5 certainly seems to achieve one of its stated goals: to simplify the process. Like we said, “at first glance”, we have yet to really get under the hood, as our current ACPs remain under the Edition 4 processes. But - and this is the key bit - no simplification of a process can truly be forthcoming without a corresponding change in mindset within the regulatory cohort that will be administering it in the CAA. This will indeed be the true measure of the effectiveness of the CAP1616 review.

Avigation's 2023 Christmas List

As we step into 2024 with a revised CAP1616, Avigation’s wish list for Santa this year is that we have increased pragmatism from our aviation regulator. We all know the aviation industry is very commercially driven; a more commercially-aware approach from the ACP regulators would not be misplaced. We are the first to acknowledge that regulators must regulate and that safety (rightly) must remain paramount, surely, it is not beyond the wit of man for the aviation regulator to have some consideration of the commercial ramifications of their CAP1616 regulatory decisions.

Some Notable Aviation-related Events of 2023...

Apart of the UK starting its GNSS PinS journey in earnest this year, there were some stand-out events for us.

Virgin's "Flight 100"

On 28 November, Virgin Atlantic undertook the first transatlantic flight by a large passenger aircraft powered solely by alternative fuels, flying from London Heathrow to New York JFK. This was a fantastic achievement and demonstrates clearly that a greener way of flying is possible.

The Last Boeing 747 Leaves the Production Line

Image Source: Getty Images

The last production Boeing 747 emerged from the factory and was handed over to its new operators. It’s the end of an era, and it isn’t. Some of the big birds will fly well past 2030, which means that this iconic aircraft will accumulate more than 60 years in commercial operation. Still, production has ended after 55 years. The 747 was known for comfort, elegance and service, all things that some might posit have left the airline industry. It looks like we will still see the “Queen of the Skies” for some time to come, albeit in cargo configuration.

Post-pandemic Traffic Recovery

IATA reported recently that the statistics show that the passenger demand and traffic levels (domestically and internationally) continue to rise, which “brings the industry ever closer to completing the post-pandemic traffic recovery”. That is indeed great news for not only the aviation industry, but also elements of the industry's supply chains.

And Finally...

It has been an eventful year all round. From all at Avigation, we wish you and those around you a wonderful holiday period and a well-deserved break, and here’s to a successful 2024 for all of us (and for UK PinS...).

P.S. Eat your sprouts.

#AvigationLtd #Aviation #ATM #Airspace #GNSS #PinS #HEMS #peaceandgoodwill #eatyoursprouts

2023 the Year of PinS..?

Mon, 13 Nov 2023 11:13:33 GMT

2023: the Year of PinS. How It Started and How It's Going...

“ Haven’t seen you for ages. How are things going? ” An apt phrase, I thought, as I started writing this latest blog, prompted by a brief catch up with my friend Pete on a recent cycle ride into the office through a very autumnal rural Dorset.

“ Haven’t seen you for ages ”: well, circumstances have been such that we haven’t written a blog for a while (sorry about that). “ How are things going? ”: how often we use that phrase with little real thought to how expansive the answer might be. In Avigation’s case, “things” tend to be PinS! How are they going? Well, read on…

Original Image Source: https://beyouthclothing.com/

As we offered in our last blog, “ Game of PinS: a Tale of Cats & Dragons ”, 2023 is the Vietnamese Year of the Cat; in Vietnam, cats hold unique spiritual meaning, are considered to bring good luck and smooth sailing and are believed to ward off bad spirits. Admittedly, a tad contrived, but our purpose was to highlight that the UK PinS journey is indeed underway and a route (smooth, navigable or otherwise…) is being laid before those who seek to implement such procedures.

What Avigation Are Doing . To set the scene: Avigation and Pildo Wessex are now supporting the Dorset and Somerset Air Ambulance (DSAA) with the introduction of GNSS IFPs (PinS approach and instrument departure) at DSAA’s operating base at Henstridge aerodrome on the Dorset/Somerset border (which I cycle past each morning on my way to the office). In progressing the corresponding ACP, Avigation is working closely with Specialist Aviation Services (DSAA HEMS delivery partner and ACP sponsor) and Pildo Wessex. The project is certainly moving forward, but - as you might imagine - it hasn’t all been smooth sailing (we intimated as much…). That aside, where are we in this process?

So, Where Are We? Let’s spin forward six months and return to this blog’s title, how are things really going? To best explain, we thought we’d coin some oft used phrases that we see on social media: “How it started” and “How it’s going”.

How It Started . Regular readers will know that, earlier this year, CAA announced the 5 successful applicants for the DfT’s GNSS Implementation Programme (Phase 3) and associated funding. The 5 sites (and their sponsors) would have the support of a dedicated team within the CAA - the GNSS Facilitation Team. The Facilitation Team would be separate from the CAA Airspace Regulation Team (i.e. those who manage the ACP process); the theory being that the Facilitation Team would be the conduit to assist sponsors to navigate the ACP process as quickly as practicable. So far, so good ��

How It’s Going . Firstly, some of the 5 sites changed, although this did not materially impact Phase 3 of DfT’s implementation programme. As we offered in our previous blog, “[t]he (surmountable) challenge … is for the CAA to set the pragmatic regulatory route for sponsors to follow for their respective helicopter operations and PinS ACP applications”. Has that really happened..? To a certain extent it has and - generally - sponsors and their respective consultants have been able to follow the regulatory ACP path set out in CAP1616 Part 1c . [1] The devil was always going to be in the detail, and - as we opined last time - there indeed remains a shortfall in some of the detail.

Although now being “worked”, several regulatory challenges should (and could) really have been resolved much earlier (i.e. when the programme was announced, not while the programme is underway). The sponsors' perception is that these challenges are only being addressed by regulators when sponsors meet the issue(s) and/or (rightly) seek clarification ( sub-optimal and time-consuming… ). Addressing the unresolved issues reactively ( vice proactively) continues to contribute to delays to these ACPs, as answers and/or mitigations are only determined while we head down the track...

Source: www.aardman.com

Additionally, recently-highlighted resource constraints within the CAA mean that ACP “stage” milestones have drifted right (there are no official ‘Gateways’ to pass in the Part 1c process). The upshot for sponsors is that they are being delayed at milestones waiting for approval to progress to the next stage.

Notwithstanding the foregoing, we are extremely pleased to report that things are progressing. Despite these bumps in the road, the process is moving along and there is undoubtedly a real determination amongst all stakeholders to see these procedures implemented as early as practicable. Critically, though, the light at the end of the PinS tunnel is not a train!

The Rest of the Journey (“Are We There, Yet..?”) . As I write, we have moved on to Stage 3 of our ACP journey, the Stakeholder Engagement phase, but await a regulatory decision on our Stage 3 submission, before fully embarking on our stakeholder engagement activities. To cover some early ground and give our stakeholders a heads-up, some preparatory engagement has taken place and the reception has been nothing but positive and cordial.

Once the Stage 3 phase is complete, the formal ACP application can be compiled (in a very compressed and short order) and lodged with the CAA for the latter’s deliberation and decision. All being well and following regulatory approval, the corresponding IFPs can be subjected to flight validation, AIS promulgation and be introduced at Henstridge in late 2024.

Good Omens . Rather neatly, this brings us back to our previous blog, when we hoped that “[in 2024] we won’t still be trying to move heaven and earth to get PinS successfully implemented in the UK”. Well, a little (manageable) heaven and earth moving aside, it appears that 2024 will indeed be the Year of GNSS IFPs (PinS) in the UK. Moreover, the introduction of Phase 3 of the DfT’s GNSS Roll-out Programme will undoubtedly be the catalyst for future GNSS IFP implementation in the UK - hopefully, all parties will take the opportunity to draw upon and learn from the lessons identified from the Phase 3 journeys.

In the Vietnamese calendar, 2025 will be the year of the snake; while snakes can appear dangerous, in Vietnam they signify luck and prosperity. Surely, a good omen for UK PinS and for those considering embarking on the PinS journey.

Source: www.cbs.com

As always, we will keep you posted. Be sure to look out for our Christmas Blog.

Avigation Can Support You

#AvigationLtd #PildoLabs #GNSS #PinS #HEMS #ACP #CAA #CAP1616

[1] . “ Airspace Change Process for RNP Instrument Approach Procedures (IAPs) without an Approach Control Service ”

Why Not Support the Dorset & Somerset Air Ambulance

Mon, 21 Aug 2023 10:22:08 GMT

#Avigation #dsairambulance #HEMS #PurePunjabi

"Game of PinS: a Tale of Cats & Dragons"

Fri, 19 May 2023 09:22:45 GMT

Could 2023 finally be the “Year of PinS” in the UK..?

Our last blog concluded "Could 2023 finally be the year of PinS in the UK? According to the Vietnamese calendar, 2023 is the Year of the Cat… wasn’t that a song by Al Stewart in the 1970s… could be the theme for a future blog …”. Well, dear reader, that “future blog” is here!

Original Image Source: https://beyouthclothing.com/

Based on that title, introduction and Garfield graphic, you’d be forgiven for wondering where we are going with this blog… do not despair, all will be revealed.

In Vietnam, cats hold unique spiritual and practical meaning; cats are considered to bring good luck and smooth sailing and their presence is believed to help ward off bad spirits. Well, the cats’ luck is certainly working its magic and there can be no doubt that 2023 is the “Year of the PinS” in the UK, as the CAA announced the first 5 sites to undertake the process of implementation as part of the DfT’s GNSS Implementation Programme (Phase 3). “Smooth sailing”... well, you be the judge(s)…

As regular readers will know, the UK’s road to implementing PinS has been long, frustrating and contained its fair share of bumps and potholes. As we offered in some of our blogs last year, there have indeed been significant moves afoot to smooth that road; DfT’s grant towards sponsors’ design and implementation costs, the establishment of a dedicated GNSS/PinS facilitation team within the CAA and the promise of a shiny, new PinS CAP document all provided tangible cause optimism. Things have started to crystallise and, whilst DfT funding may not be as plentiful as first mooted and the PinS CAP ( CAP2520 ) isn’t quite the panacea we had hoped for, implementation of PinS (for some) in the UK appears set for take-off!

Image: helicopter: Susan Reed; weather vane © brankica | VectorStock ; clouds: © nd700 | Adobe Stock

Our blog last Christmas intimated that “ significant refinements ” to the PinS ACP process were in the offing, and the CAA offered that sponsors would be guided through “… a streamlined Airspace Change process …”. Alas; however, hope did not necessarily spring eternal. As we understand it, the CAA’s overarching process instrument remains CAP1616, Part1c [1] (ably supported by a raft of other CAPs). Yes, Part 1c offers a truncated ACP process ( laudable …), but - unamended - it continues to fall short on the detail that the 5 UK PinS sponsors need! Unsurprisingly, we still anticipate bumps and potholes in the road, but there is a clear desire from PinS sponsors (HEMS operators) and - dare we say it - CAA to make this work.

CAP2520 states that “… the first stage is to only accept applications to licensed aerodromes with the exception for “Blue Light” services operating to/from unlicensed landing sites and FATO ”; CAA will review this stance after this tranche of the 5 selected sites. CAP2520, however, raises many questions and (in some instances) contradicts itself, cutting across elements of CAP1616 (in its current form…). PinS sponsors must receive unequivocal guidance on a number of key issues before their respective journeys (and “smooth sailing”) can begin in earnest.

Of particular note: CAP2520’s direction that “ PinS to unlicensed [sic] landing sites will be strictly limited to the concept of “proceed VFR” for both departure and arrival ” might place an undue constraint on HEMS operations at an autonomous FATO or unlicenced aerodrome, where “proceed visually ” offers greater operational flexibility (and is a capability some HEMS operators have today without PinS…). This anomaly appears at odds with CAA’s earlier assertion that “[t]he potential benefits [of PinS] are even greater as it will enable air ambulances to land safely in weather that they would not previously be able to”… discuss ! Additionally, CAP2520 offers very confusing (in some cases, completely impracticable...) direction on who should own the PinS procedure(s). There are many more observations (upon which sponsors must receive clarification), but time and decorum prohibit…

Notwithstanding the foregoing, readers can be confident that the UK PinS journey is indeed underway and a navigable route is being laid before us. For a car journey, satnav offers different routes to the same destination, each offering trade-offs (time, speed, complexity…) and the driver selects their preferred route. So, the PinS destinations (i.e. the 5 selected locations) are set, but sponsors want (and need) an optimum route for their respective ACPs (local airspace/ATM complexities aside). The (surmountable) challenge, therefore, is for the CAA to set the pragmatic regulatory route for sponsors to follow for their respective helicopter operations and PinS ACP applications.

Earlier, we mentioned the cats, but what about the dragons? In the Vietnamese calendar, 2024 is the Year of the Dragon; the dragon represents the power of heaven and earth! Hopefully, next year we won’t still be trying to move heaven and earth to get PinS successfully implemented in the UK!!

Image Credit: © HBO

To quote Daenerys Stormborn of House Targaryen, the Mother of Dragons, the Breaker of Chains etc etc :

“ It's not easy to see something that's never been before… ”.

Wise words, indeed!

So, there you have it; Avigation’s “ Game of PinS - a Tale of Cats & Dragons ”.

We will be sure to keep you posted.

Avigation Can Support You

Why not contact us on info@avigation.co.uk .

#AvigationLtd #PildoLabs #GNSS #PinS #HEMS #ACP #CAA #CAP1616

[1] . “ Airspace Change Process for RNP Instrument Approach Procedures (IAPs) without an Approach Control Service ”

Avigation to Support Dorset & Somerset Air Ambulance HEMS Operations

Fri, 12 May 2023 10:11:23 GMT

Avigation has been selected to support Dorset and Somerset Air Ambulance (DSAA) in delivering a key enabler for their helicopter emergency medical services (HEMS) operational capability.

Following its selection as a successful applicant for Phase 3 of the Department for Transport’s Global Navigation Satellite System (GNSS) Roll-out Programme (and associated funding support), the Dorset and Somerset Air Ambulance (DSAA) is embarked on its journey to implement instrument flight procedures (IFPs) at their operating base at Henstridge Aerodrome, on the Dorset/Somerset border.

Avigation is extremely pleased to announce that it has been selected to support DSAA in delivering this key enhancement to their helicopter emergency medical services (HEMS) operational capability.

HEMS are the mainstay of air ambulance operations in the UK and allow specialist medical teams to be despatched rapidly to an incident, or critically ill patient, to deliver essential prehospital treatment. DSAA is a key part of the emergency services network in the South West. The DSAA helicopter is operated by Specialist Aviation Services Ltd.

At Henstridge, the DSAA helicopter operates in Class G airspace and without approach control services, 365 days a year and between the between the hours of 0700 and 0200. Recoveries to the aerodrome can only be undertaken in visual meteorological conditions (VMC). IFPs can, therefore, enhance operating capability in marginal weather conditions.

Introducing GNSS IFPs to support the DSAA operation at Henstridge will allow the operation of the DSAA helicopter (particularly its recovery) in instrument meteorological conditions (IMC), offering significant safety benefits over Visual Flight Rules (VFR) flight in marginal VMC conditions, in turn, delivering vital continuity of this critical care service.

Avigation’s role in this activity will be to manage and deliver the corresponding airspace change proposal (ACP), under the UK CAA’s CAP1616 Part 1c. In progressing the ACP, Avigation is working closely with Specialist Aviation Services and Pildo Wessex (our instrument procedure design organisation partner).

Avigation Chairman, Brent Day, said:

Avigation recognises the critical role that DSAA crews (HEMS and Critical Care Cars) undertake to deliver essential prehospital treatment in the Dorset and Somerset counties (and frequently beyond), and Avigation is extremely proud to support DSAA in implementing GNSS IFPs to support DSAA HEMS operations at Henstridge Aerodrome.

In delivering this ACP and its associated GNSS IFPs, Avigation is looking forward to working with the DSAA, its HEMS delivery partner, Specialist Aviation Services and Pildo Wessex. Avigation brings extensive experience of the UK CAA’s airspace change process(es) and is ready to engage the application’s stakeholders and the CAA to ensure that the corresponding flight procedures can implemented as soon as practicable, thereby enhancing their DSAA HEMS operating capability at Henstridge Aerodrome.

Avigation Can Support You

Avigation has a demonstrable breadth and depth of experience in GNSS IFP/PinS development and implementation through our long association and close working relationship with Pildo Labs , a UK CAA-approved instrument procedure design organisation with unrivalled experience delivering GNSS IFP/PinS in mainland Europe.

#AvigationLtd #dsairambulance #sas-aviation #HEMS #PildoLabs #GNSS #PinS #ACP

Armed Forces Covenant - Avigation Limited

Fri, 03 Mar 2023 11:21:27 GMT

The Armed Forces Covenant is a promise from the nation that those who serve or have served, and their families, are treated fairly

On 1 Mar 23, Avigation became the latest in a growing number of companies and organisations (large and small) to sign the Armed Forces Covenant.

The Covenant's twin underlying principles are that: members of the Armed Forces community should face no disadvantage compared with other citizens in the provision of public and commercial services; and, in some cases, special consideration is appropriate, especially for those who have given the most such as the injured or the bereaved.

Avigation Directors, Brent Day and Mark Van Vogt, offered the following:

" Those who know us will know our respective backgrounds and affiliation with the Royal Air Force and its sister UK Services. We have a large network of current serving personnel and veterans with whom we speak regularly - on both personal and professional levels. In those conversations - especially with veterans - we share our experiences and knowledge about our respective transitions from Service life and some of the challenges we faced in securing employment.

Signing the Armed Forces Covenant is more than a public affirmation of how we do business as a company and individuals; like many other companies, being a signatory to the Covenant is a clear indication that Avigation is committed to supporting the UK Armed Forces community.

Can't think why we didn't sign up sooner ."

The Covenant supports serving personnel, service leavers, veterans and their families, and is fulfilled by the different groups that have committed to making a difference. For more about the Armed Forces Covenant, visit https://www.armedforcescovenant.gov.uk/

For more about Avigation, why not get in touch with us at info@avigation.co.uk

#AvigationLtd #ArmedForcesCovenant #Veterans #Support

Avigation Gains JOSCAR Supplier Accreditation

Tue, 28 Feb 2023 11:05:57 GMT

Avigation Attains JOSCAR Supplier Accreditation

Avigation is pleased to announce that it has attained accreditation to the Joint Supply Chain Accreditation Register (JOSCAR). JOSCAR accreditation enables Avigation to further extend and develop its relationships with clients and customers in - inter alia - aerospace, defence, security and space business sectors.

JOSCAR is a collaborative tool used by the aerospace, defence and security industry to act as a single repository for pre-qualification and compliance information. Using JOSCAR can determine if a supplier is “fit for business”. Holding common supplier data in a central system allows that information to be accessed by all participating buying organisations.

By reducing duplication and having one source of validated data available to all buyers, JOSCAR reduces the compliance workload for both suppliers and buyers, alike.

Avigation joins a growing supplier community that supplies organisations such as Babcock International, BAE Systems, QinetiQ, and Leonardo.

2022: “The Whole World's Going to Pot...”

Fri, 16 Dec 2022 12:36:16 GMT

2022: “The Whole World's Going to Pot, But the Roses Are Just Blooming Like Crazy”

As many of you will know from our previous blogs - and as is often my wont - I enjoy (endure) my daily electric bike ride to work. On a crisp December morning in the wonderful North Dorset countryside, my thoughts turn to music (a passion of mine) and how songs and their lyrics can be linked to what is going on in the world in general and in Avigation’s professional life in particular.

Source: Hue 12 Photography

This link came to mind when I thought of the title of this blog, which is from Jerry Chesnut, an American country music songwriter. The quote inspired Jerry to write a country music classic, made famous by George Jones in 1970 and a decade later by pop renaissance man Elvis Costello - “A Good Year For the Roses”. What on earth does this have to do with aviation, you might ask?? Well, stay with me and I will elucidate ….

Two years ago, Avigation’s Christmas wish was to get the “[UK] CAA’s support … in the implementation of GNSS PinS procedures … [that] would go a long way to help open the industry and enable safer operations all round, particularly in the HEMS environment”. Our Christmas wish was echoed last year and there was cause for optimism; things were looking up. This year, lo and behold, our optimism seems to have been well-placed! So, what has really happened …?

As we offered in September, as part of their commitment to supporting the growth of General Aviation here in the UK, the CAA and Department for Transport (DfT) announced the expansion of its Global Navigation Satellite System (GNSS) Programme ( anyone notice the initial roll-out… anyone..? Moving on ). The purpose of the programme was to “[support UK] airfields and helicopter landing sites … to implement GNSS approach procedures, through grant funding from the DfT, as well as access … expert advice and assistance from the CAA”. The CAA/DfT announcement was a tad light on the whats and the hows and we had some reservations about whether this was finally the real deal!

So, it seems that our concerns might have been unfounded, and PinS (and GNSS) implementation in the UK seems to have gained a following wind! In particular, the DfT grant funding has been a big incentive and has been gratefully received; but funding is just one aspect. The fact that the CAA has established a dedicated GNSS Facilitation Team and reportedly made “significant refinements” to the UK ACP process has given would-be PinS sponsors the confidence to embark on the process - confidence that there might actually be a satisfactory conclusion … PinS implementation! Whilst we still await confirmation of what an ‘abbreviated’ CAP1616 process entails, we remain optimistic!

One of the ongoing issues surrounding the UK’s development and implementation of PinS has been the thorny subject of how such procedures would be publicised and how GA and other airspace users would be made aware of the location(s) of PinS procedures in Class G airspace. One such method has been expanded recently in Switzerland; previously, VFR pilots in Switzerland had been made aware of the existence and location of PinS procedures by The Federal Office of Civil Aviation (FOCA) publishing individual NOTAMs for each PinS, which was a somewhat unwieldy process. This has recently changed and, to streamline the process, FOCA has now replaced all the individual PinS NOTAMs with a single NOTAM - this NOTAM details that the location of Swiss PinS procedures can be found on a chart on the nationally available Skyguide website “ Skybriefing” LFN PinS Chart (CH) - skybriefing . FOCA will no longer publish NOTAMs for single PinS and it will be the responsibility of the VFR pilot to be aware of the PinS locations and operate accordingly. Whether this would work, or indeed be sanctioned, in the UK is up for debate but if it is successful, it offers a way forward.

Her Majesty, Queen Elizabeth II - the Elizabethan Age of Flight [1]

It would be remiss of us not to mention the sad passing of HQ Queen Elizabeth II. Over the past 96 years, the life of the Queen was intertwined with the development and advances in aviation and aerospace, which enabled her to build links with the Commonwealth and undoubtedly helped make her the most popular British monarch - not only in the UK, but also around the world.

The Queen Travelling on Concorde (Image Credit British Airways)

The Queen witnessed the post-World War II transformation of aviation and aerospace, from biplanes to jet engines and from Sputnik to man landing on the Moon. As Head of State, the Queen was frequently among the first to experience new modes of air travel, whether it was jet airliners, Concorde or helicopters.

Arguably, the Queen’s use of air transport played a critical role in the success of the Commonwealth; not only did air transport allow the monarch to visit these countries personally, but it also allowed her to forge and maintain strong links across the globe and increased her popularity overseas. The wider Commonwealth and the Queen’s role in its success, through personal face-to-face connections, can be linked directly to the post-war development of aviation and air transport.

In an era of societal change, technological advances and geopolitical uncertainty, which have all impacted aviation, the Queen was an enduring stability for many of us and a seemingly constant presence. Like Concorde, on which she travelled many times, the Queen was a global icon and symbolised the modern jet age, bringing the whole world together and making it feel smaller through face-to-face contact and air travel.

Prior to the pandemic, millions of foreign tourists would visit Britain hoping for a glimpse of the Queen - the ultimate global celebrity. Some of us in Britain may have been baffled by this appeal, but similar to the way that the pandemic grounded air travel and constrained much of the aviation industry, it is only when something is taken away, that we realise how much it means to us.

Rest in peace, ma’am.

Squadron Leader George Leonard "Johnny" Johnson, MBE, DFM

"Johnny" Johnson was the last surviving member of the legendary “Dambusters" (617 Squadron) and of Operation CHASTISE, the raids on the Eder, Sorpe and Mohne dams during World War II. From the Dambusters Blog :

“ Like many of the generation which came of age during the war years, Johnny Johnson always said that he was simply doing his job. The fact that by doing this job he was risking his life, defending liberty against those who sought to bring tyranny to these shores, is immaterial. The qualities by which he lived his life were those of honesty, discipline, respect and loyalty. ”

Per ardua…

Now, what was that link with Jerry Chesnut’s song that I mentioned? Well, in our garden in Dorset, 2022 was indeed a good year for the roses! And 2022 seems to have turned out to be a good year for PinS!! Yes, I know it’s a tenuous but author’s licence and all that… Could 2023 finally be the year of PinS in the UK? According to the Vietnamese calendar, 2023 is the year of the cat… wasn’t that a song by Al Stewart in the 1970s… could be the theme for a future blog … just throwing that out there…

Anyway, from all at Avigation, we wish you and those around you a wonderful Christmas and a well-deserved break, and here’s to a successful 2023.

P.S. E at your sprouts!

#AvigationLtd #Aviation #ATM #GNSS #PinS #HEMS #peaceandgoodwill #eatyoursprouts

[1] . Drawn in large part from The Royal Aeronautical Society (2022), “The Elizabethan Age of Flight” ( online ).

A Reflection on the Battle of Britain

Thu, 15 Sep 2022 06:30:00 GMT

''...and then we were in the thick of it.''

" [T]he sudden sight of wave after wave of enemy aircraft in numbers that we had never seen before, filling our windscreens as we dived headlong towards them. "

" There could be no greater inspiration for a rather scared 19 year old than this fleeting scene in the last seconds before battle: what the hell are [they] doing flying over our country! "

" ... and then we were in the thick of it ."

Wg Cdr P P C ("Paddy") Barthropp DFC AFC RAF (Retd)

One of the many popular images of the Battle is that of contrails in the sky over St Paul's Cathedral; another, is of fighter pilots running to their Spitfires and Hurricanes. Some might also be from the 1969 film "Battle of Britain": Section Officer Harvey shouting "Don't you yell at me, Mr Warwick" and Robert Shaw's Sqn Ldr Skipper training a new Spitfire pilot "DAKA-DAKA-DAKA-DAKA-DAKA-DAKA-DAKA-DAKA-DAKA!"

Unsurprisingly, there are many books relating to the Battle of Britain (between the Avigation team, we have a fair few!), including David Masters' sterling account "The Immortal Record of the RAF". In our humble opinion, however, a much more fascinating read is a book entitled “…So Few”, issued to commemorate the 50th anniversary of the Battle. The book is a collection of personal accounts of 25 (then) surviving British Battle of Britain pilots and was commissioned by the RAF Benevolent Fund; the 25 contributors were selected by the Battle of Britain Fighter Association to represent the different services and nations that took part in the Battle.

In a more reflective tone:

Copies of “…So Few” are still available, at what can only be described as an absurdly (embarrassingly...) small price... If you can get your hands on a copy, it really is worth reading.

#AvigationLtd #RoyalAirForce #BattleofBritain #TheFew #PerArdua

The Light at the End of the (PinS) Tunnel May Not In Fact Be a Train…

Fri, 09 Sep 2022 10:56:28 GMT

The UK CAA's latest announcement on the expansion of the roll-out of the UK GNSS programme appears to be a step in the right direction for PinS...

Image: helicopter: Susan Reed; weather vane © brankica | VectorStock ; clouds: © nd700 | Adobe Stock

From our previous blogs, you could be forgiven for thinking that Avigation might not be the most ardent of supporter of the UK CAA, the latest CAA announcement on the expansion of the roll-out of the UK GNSS programme, partnered with the UK Department for Transport (DfT), however, appears to be a step in the right direction for PinS. There's a fair bit to unpack and consider in the announcement, but - for the most part - this is extremely positive and could well be seen as a game-changer, especially for the HEMS community.

DfT funding is available to support the development and implantation of GNSS and PinS procedures. The key point to note for anyone considering GNSS and PinS is the deadline: “…those eligible to participate in the programme [are encouraged] to register their interest before 30 September 2022”. That’s just 3 weeks away…

The Headlines - Who’s Said What, Then?

Minister for Aviation, Robert Courts , said "[b]y helping more airfields to harness the latest satellite innovations and procedures, this programme will both improve flight safety across the UK and expand the type of flights they can operate”.

Rob Bishton, Group Director of Safety and Airspace Regulation at the UK Civil Aviation Authority , said “[t]he DfT considers Phase 3 of the GNSS Programme as a priority activity for us here at the CAA. The support that the UK government is providing through its financial assistance, and the expertise available through the CAA’s Facilitation Team, will provide a fantastic opportunity to those interested in implementing GNSS procedures within the UK, resulting in increased safety…”

The Headlines - GNSS Programme Benefits

Improved Flight Safety . ”Introducing an authorised GNSS approach will enable pilots to recover to airfields and HLS, enabling increased safety … in poorer weather.”

Provide Increased Resilience for HEMS . IFR operational enabler for HEMS where current operations are limited to VFR only.

Financial Support to Sponsor . Between 50% and 75% of eligible costs incurred by sponsors can be recovered; exemplar costs that qualify for funding:

Development of safety case.
Airspace design work (CAA has also offered a list of approved IFP design organisations).
Procedure validation work.
External consultants’ costs to support the detailed activities associated with the airspace change process.

Dedicated CAA Team to Support Sponsors . The CAA has established a dedicated GNSS Facilitation Team and has reportedly made significant refinements to the ACP process.

“Strike While the Iron is Hot”

As we highlighted on LinkedIn last week, the stand-out here could be the DEADLINE - “before 30 September 2022”, which in our book means no later than 29 September 2022 [ Ed: language and interpretation are so very important... ]. The apparent immediacy, however, might be softened by the fact that this ( as we understand it ) is only for sponsors to register their interest in being considered in this tranche of the programme. At this stage, we don’t know if and/or when future tranches of the programme (and, by association, DfT funding) might become available.

If your INTENT , therefore, is that you MIGHT want to establish a GNSS PinS procedure for your operation, then NOW is the time to register your interest with the CAA. “ Don't think, just do "... where have we heard that recently...?

Image: Rob Inglis Photography

Avigation Can Support You

Why not contact us on info@avigation.co.uk .

#AvigationLtd #PildoLabs #CAA #GNSS #PinS #HEMS

2021: Surely, it's Not Beyond the Wit of Man...

Wed, 22 Dec 2021 15:21:02 GMT

2021: Surely, it's Not Beyond the Wit of Man.. [1]

Throughout his life (and especially during my childhood), one of my father’s favourite expressions was “it’s not beyond the wit of man”. Okay, where’s he going with this then, I hear you ask; well, indulge me and read on.

Source: Hue 12 Photography

While enjoying/enduring my daily (electric) bike ride to work through the beautiful Dorset countryside, my father’s favoured and oft-used expression (it was one of many, I assure you) popped into my head. The Dorset morning was wet and miserable and it seemed that, as the year had gone on, nothing had really changed in the world.

With neither bias nor agenda… COVID-19 and its growing variants were still very much with us and influencing our daily routines; our (UK) political construct still seemed to be bumbling their way through their political (and our everyday) lives; inflation is on the up (to be fair, we haven’t seen for a while); another COP26 summit produced a raft of carbon-reducing initiatives for us to consider and inciting a little “green” fervour (that noise died away very quickly, didn’t it…); and, a new resident in the White House (a welcome change for some…). Like I said, what had really changed?

To remove myself from an existential conundrum and ready myself for the working day ahead (quite right, too), my thoughts turned to the aviation industry - a fundamental part of my father’s working life and “the apple doesn’t fall far from the tree”: had much really changed in the aviation industry since our blog reflecting on a tumultuous 2020?

I acknowledge that what follows will read very much from an air traffic and airspace management perspective (it’s what Avigation does); but I will let you draw parallels where you feel that you can.

Picking up where we left off, the (then) prospect of a bright, shiny and new year ahead (i.e. 2021) provided the perfect opportunity for optimism (as does each 31 December… no change). Were we right to be optimistic, or is the aviation industry still waiting for good news and hope for the future? Were aviation’s “downturn” and the concomitant downtime the sector endured capitalised upon?

An automotive engineer does not dismantle and rebuild a sports car when it’s travelling at 70mph (erm, 120km/h for non-UK readers…) in the outside lane of a motorway; no, the engineer conducts that activity in a benign environment where there is much less risk. It was, therefore, not beyond the wit of man (thanks, dad!) to recognise the opportunity that the pandemic afforded the aviation industry. So, was the opportunity seized to rethink, reshape and modernise airspace, or to test and evaluate the introduction of new aviation technologies in the closest thing to a “blank canvas” that the industry had ever seen. Hmmm, what had really changed…?

As we approached 2021, we had high hopes that not only would our COVID-19-impacted lives general improve, but also that the aviation industry would see a recovery. Whilst there were some encouraging signs, the reality is that the aviation world remains in a turbulent state with many across every facet of the industry holding on by their fingertips - some with more success than others. Government(s) seem oblivious to the damage caused by continual ‘volta-face’ on travel regulations, which - in turn - ripples across the whole industry (and to other supporting industries). Thus, there seems to be little room for optimism - for a while at least; but hold that thought...

As some of you will be aware, the UK CAA’s regulatory guidance on changing airspace design and the redistribution of air traffic is CAP1616, which was first published in December 2017. Since then, 3 administrative updates have followed and a fourth edition was published in March 2021. When CAP1616 was first published, the CAA committed to undertake a review of the related process(es) in 2021 (its Paragraph 36 refers). The CAA has started this review activity and expects to complete the process in winter 2022.

The CAA intend to align their review “to CAP1616 principles on engagement and consultation [… and ...] it will involve initial stakeholder engagement at a representative level followed by a formal consultation process”. This process will include internal and external workshops, public engagement (the associated survey is now closed) and a consultation process in Spring/Summer 2022 that will be “run via the citizen space platform and […] provide an alternative method of response for those stakeholders who are unable to respond using online methods”. So, there we are, there might be some change afoot: CAP 1616 is being “reviewed”.

Like many, we are delighted that the behemoth that is CAP1616 is being subjected to such (overdue) scrutiny; one could posit, however, that it is strange to review a process, whose requirements have facilitated so few (we believe only one) applications to successful conclusion.

On completion of the review and CAA’s publication of an updated CAP1616 in the winter of 2022, we can but keep our fingers crossed that it offers a more realistic approach to the requirements, financial capability and resources of the aviation stakeholders that seek to employ it and benefit from it. Oh, and let’s hope that the revised process addresses the design and implementation of Point-in-Space (PinS) procedures for the helicopter community in a pragmatic manner! [Segues nicely into PinS…I thank you]

For those who have been following our previous blogs, you will know that PinS is subject VERY dear to our hearts!

Last year, top of our (aviation) Christmas list to Santa was for the UK CAA to move away from what is seen by many as an unswerving dedication to process and to start applying a modicum of pragmatism and common-sense to support PinS to benefit the rotary wing community (HEMS in particular). So has that happened? How much has changed in the intervening period…? Well, maybe the light at the end of the tunnel is not in fact a (CAP1616) train … maybe … and the UK CAA may in fact have experienced a “road to Damascus” moment on the issue of PinS… Clearly, it may not have been beyond the wit of man (or aviation regulator)…

There is no doubt that the light bulb has come on within elements of the UK’s aviation regulatory body!

The UK’s helicopter community continue to advocate that the CAA actively support the implementation of GNSS PinS procedures to enable safer operations all round. Our European neighbours seem to have overcome the issues and are facilitating PinS throughout the continental Europe. The EUROCONTROL PinS operation and generic safety case document [2] is deemed perfectly acceptable for European facilitation, why not in the UK? Well, whisper it very quietly, there appears to be a more pragmatic mindset building in the CAA and one recognises that they cannot keep pushing this topic to the right. We live in hope and it genuinely seems that UK PinS are moving forward - finally. As such, there are reasonable grounds for optimism that the UK’s aviation regulator can align with many European aviation regulators and pave the way for widespread PinS implementation! Time (2022, it seems) will tell.

Cause for related optimism… I think so.

Before we go, for us, there were 2 notable aviation related events this year (among a great number, we know).

Image: Daily Mail

In April this year, we bade a sad farewell to HRH Prince Phillip, Duke of Edinburgh who, throughout his life, was a passionate advocate for all things flying and aviation. He gained his Royal Air Force “wings” in 1953 and his Private Pilots’ Licence in 1959; during his flying career, Prince Philip logged 5,986 flying hours in over 60 different aircraft, including Concorde, and maintained an abiding interest in aerospace engineering. Among his many aviation-related patronages, he became the Royal Aeronautical Society’s Honorary President in 1966, an Honorary Life Member of the Royal Aero Club and Grand Master of the Guild of Air Pilots and Air Navigators (now the Honourable Company of Air Pilots).

Image: Rolls Royce

In November, in the skies above Wiltshire, an electric aircraft built by UK-based aero-engine firm, Rolls-Royce, is believed to have set a world record, flying at a speed of 387.4 mph (623 km/h). The aircraft “Spirit of Innovation” is thought to have set new World Records over three different distances; the figures have been submitted to the World Air Sports Federation for verification. Spirit of innovation, indeed.

So, dear readers, another tumultuous year, but glimmers of hope and - yes - still room for optimism.

We hope you all can enjoy a well-earned break over the coming holiday period, and our very best wishes to you all for 2022.

Finally: Santa, no change to our list of last year, love and kisses, Avigation…

P.S. Eat your sprouts!

[1] Noun: the human individual, as representing the species, with neither reference, nor favour to gender (binary, or non-binary)…

[2] Helicopter Point in Space Operations in Controlled and Uncontrolled Airspace | Generic Safety Case, pins-apr-and-dep-safety_case-18122019.pdf (eurocontrol.int) .

#AvigationLtd #PinS #HEMS #peaceandgoodwill #eatyoursprouts

The UK's Unrequited "Satellite of Love"...

Thu, 22 Jul 2021 08:53:58 GMT

“Satellite's Gone Up to the Skies; Things Like That Drive Me Out of My Mind”

Image: alamy.com

How many of you are old enough to remember those lyrics from “ Satellite of Love ”, the well-known track from Lou Reed’s early 1970s album " Transformer " . A classic and iconic album, it is regularly placed in the top 50 albums of all time (for some, it was a mainstay of many teenage years)! Currently, UK aviation is in a place of unrequited love with EU satellites. What on Earth are we talking about..?

You will doubtless be aware of GPS approaches (in the UK, technically known as RNP approaches). Regrettably, last month (on 25th June to be precise), GPS approaches changed in the UK for the foreseeable future - and certainly not for the best. Why, I hear you ask? The UK has decided (in its infinite wisdom) to discontinue its membership of the European Galileo and European Geostationary Navigation Overlay Service (EGNOS) programmes following the UK’s departure from the EU.

GPS Augmentation Service Areas (Pre-BREXIT) [Image: CAA]

As many will know, EGNOS is Europe’s regional satellite-based augmentation system (SBAS) that enhances the performance of global navigation satellite systems (GNSS), such as GPS and Galileo. EGNOS has been deployed to provide safety of life navigation services to aviation, maritime and land-based users over most of continental Europe. For general navigation, most aircraft (and indeed, there rest of us ground-based mortals) use the US worldwide satellite system (i.e. GPS); however, for the precision necessary to conduct instrument approaches, GPS needs a “bit of a boost”, which is where augmentation and Europe’s EGNOS come in. EGNOS provides corrections to give even better lateral and vertical position accuracy (down to less than three metres) for safety-critical applications, such as instrument approach procedures to lower minima, navigation services to aviation, maritime and land-based users over most of Europe. There are other SBAS systems across the globe (e.g. WAAS in the US), but (obviously) these are not configured for UK users.

Revised EGNOS Service Area (Post-BREXIT) [Image: EUSPA]

So, why has the UK come out of EGNOS - or, as the graphic depicts, been carved out of EGNOS? Cited in an online article , the UK Transport Secretary, Rt Hon Grant Shapps MP, in a letter to the aviation industry earlier this year, confirmed that the UK Government could not agree terms with the EU for continuing to use EGNOS, and that “[he recognised] that it nevertheless [remained] a disappointing outcome”… Really …? One could proffer that this is a bit of an understatement - especially so, for the helicopter, HEMS and GA communities!

The Transport Secretary went on to state that “[t]he Government recognises that, after this date, airspace users will not be able to benefit from localiser performance with vertical guidance procedures and instead, where possible, rely on lateral navigation procedures. The UK Government did seek to retain the use of EGNOS and, throughout the negotiation period, we continued to discuss the matter with our European counterparts. However, after carefully considering the terms that were offered to us, including the new levels of associated costs, it was not possible to reach a satisfactory settlement with the EU in the 24 December 2020 agreement ... my officials subsequently reviewed the issue with their colleagues from across Government to consider the possibility of continuing these discussions. Unfortunately, it was accepted that for the immediate future at least, there is little prospect of renewing negotiations with the European Commission on the matter.” One could posit that an EU/EC account of part of said negotiations could be viewed as somewhat different (you be the judge…).

The Transport Secretary has confirmed that the UK Government recognises that the immediate loss of EGNOS was clearly an important issue for airspace users and that the Government had begun work on exploring alternative options for providing a commensurate navigation system, including discussions with the UK Space Agency for a dedicated UK replacement service. However, even he acknowledges that this is going to take some time and considerable investment to implement - no surprises there, then... In the interim, the UK is now the only G10 member state without an SBAS: food for thought… [ 1 ]

Clearly, the Transport Secretary is also a fan of Lou Reed’s Transformer album, another of the album’s stellar tracks, Perfect Day : at the end of the chorus … “ You just keep me hanging on ”, which appears to be all the Transport Secretary is offering those who had (until 25 June) benefited from the use of EGNOS.

Unfortunately, there was no means of quantifying the scale of the fiscal challenge of the post-BREXIT UK continuing to benefit from EGNOS; however, one struggles with the premise that the cost of remaining in the EGNOS consortium truly outweighed that of the UK funding, designing, launching and providing its own functional SBAS… Perhaps, the UK remaining a member of the EGNOS capability was seen as too big a post-BREXIT political compromise for the EU..? So, has the UK’s aviation community just been left to “suck it up”, as there were bigger BREXIT fish to fry? [ Pun very much intended …]

So where does this leave us? SBAS-enabled (i.e. EGNOS) LPV approaches enabled aircraft using approved onboard equipment (rather than ground-based navigation aids, such as an ILS) to descend to lower procedure minima (e.g. 200ft), before deciding whether to either continue visually to land or go-around. Without EGNOS, the minimum descent heights for such procedures will increase to 400ft or higher. Whilst still beneficial during adverse weather, this can be seen as a significant penalty.

Explaining the changes and implications, the CAA released the latest in their regular ‘Clued Up’ series entitled ‘ Clued Up Update: GPS Approaches ’. CAA state that “NOTAMs have been issued to notify pilots that LPV lines of minima on the RNP IAPs are not available for use from the 25 June 2021 until further notice”. Whilst CAA have rightly (yes, you read that correctly…) clarified what the loss of EGNOS means, they do not ( cannot? ) offer any indication of when this debacle might be resolved.

CAA have also said that they understand that the signal-in-space would still be received by avionics equipment. CAA are not expecting pilots to disable EGNOS within the equipment and indeed, on some models such an action may not be straight forward. CAA are content to let the avionics box select the highest integrity approach mode available, any approach should only be flight-planned and flown to the LNAV minima. [ 2 ] Thus, pilots will need to make use of the other elements of the RNP instrument approaches, LNAV and LNAV/VNAV(BaroVNAV) or alternative instrument approach procedures where available, and plan flights taking account of the loss of LPV operating minima at affected airfields.

So, dear reader, that is where we are today and for the foreseeable future. Disappointing does not cover it; however (and it is a big however), it is important that the drive towards GNSS implementation continues. If we just throw up our hands and say it is just not worth it, then we lose the benefits of what the system brings, even if these benefits are not as good as they could be.

For many operations, 400-500ft approach procedure minima could still deliver a significant operational advantage (particularly in the HEMS space) and enable those operations to be conducted in marginal weather conditions where that might not currently be the case. In addition, although new GNSS procedures would have to be designed to LNAV minima, such procedures can (and should) be produced with a future augmentation system in mind and be ready for when a lower LPV minima might become available again.

Ultimately, the UK aviation community must apply pressure on the UK Government to sort out this mess, either directly, through your local MPs ( especially if you are in the Welwyn Hatfield constituency ) or through the CAA. Another way is to ensure that GNSS implementation continues apace and that operations are ready and available for a future augmentation system, which can show that the demand will indeed be there.

We opened with lyrics from Satellite of Love and those who stayed with it (hopefully) saw the connection. In closing, and still with Lou Reed’s seminal album, the refrain at the close of the track Perfect Day offers a salutary portent for our erstwhile Transport Secretary: “ You’re going to reap just what you sow " (repeat to fade) ...

Avigation can assist aerodromes and aircraft operators in all aspects of their development of GNSS and other instrument approaches, including instrument flight procedure design, airspace development and change proposals, safety case development, procedure validation and associated liaison and engagement with the CAA.

To discuss your aerodrome’s procedure design needs, why not contact us on info@avigation.co.uk .

#AvigationLtd #Airspace #CAA #APPG #GNSS #PinS #HEMS

[1] https://www.aopa.co.uk/... aopa-and-the-loss-of-access-to-egnos-sbas-for-lpv-approaches-in-the-uk .

[2] www.flyer.co.uk/no-deal-will-mean-no-lpv-approaches/ .

The UK CAA Has Not Failed In Its Approach to GNSS PinS Implementation...

Wed, 05 May 2021 16:28:45 GMT

CAA has, however, identified what processes won’t work. [1] Surely, this is something upon which to build...?

Image: https://www.cityairportandheliport.com/

We know it has been a while since our last blog , but we have been busy in other areas and hope to be able to update you on PinS implementation very soon. In the meantime, we thought we would discuss a topic similar to PinS - GNSS approaches into aerodromes with no approach control service. This topic has been bouncing around for several years and we have been actively involved in trying to progress both the issue and these approaches.

Some might remember the 2014 launch of CAP1122 (Application for Instrument Approach Procedures to Aerodromes without an Instrument Runway and/or Approach Control), by Grant Shapps MP (a keen pilot and now Transport Secretary). At the launch, it was acknowledged that these approaches to smaller aerodromes would allow for greater accuracy and safety, particularly in adverse weather conditions where visibility may be poor. The announcement generated great excitement in the GA community and several small aerodromes were quick to seize the opportunity of implementing such safety enhancements. CAP1122 was also seen as providing a real commercial opportunity (more operations in inclement weather could offer more revenue).

At the same time, the GSA (the European EGNOS Association) opened a grant competition that enabled aerodromes to take advantage of available funds to assist in the development and implementation of GNSS operations throughout Europe, heavily targeted at the smaller aerodromes (i.e. PinS etc). Thus, throughout Europe, CAP1122 was seen as a real trailblazer and highly regarded as a genuine regulatory catalyst for the GA and smaller aerodromes communities.

Unsurprisingly, there was a sizeable uptake from smaller aerodromes in the UK, and both small aerodrome and PinS projects were facilitated. For a while, all looked good. Then, the projects and the whole implementation process hit a brick wall: why?

The problems centred around the response of the CAA. Firstly, the sheer number of applications overwhelmed CAA resources and a large backlog resulted. This backlog impacted not only on the small applicant aerodromes, but also all the other airspace applications that were ongoing at the time. CAA acknowledged that the backlog continued to build faster than the completion rate. In addition, it appeared that elements within the CAA had major concerns that there was a requirement for the provision of ATC for instrument approaches as was then mandated in the ANO. The ATC regulatory side of the CAA could not see a safety solution to removing that requirement. Part of the issue might have been that UK has traditionally felt obliged to provide variable levels of separation/information in uncontrolled airspace (Class G).

For whatever reasons - whether to stop the pressure of an increasing number of applications, or for genuine safety concerns, the CAA withdrew CAP1122 (and with it the process) in 2018. There was widespread anger among applicants.

Grant Shapps MP (then-Chair of the All-Party Parliamentary Group on General Aviation (APPG)) stated that “it’s four years since ministers asked the [CAA] to expand GPS technology to enhance flight safety at smaller aerodromes. That request was made to the then-Chief Executive of the [CAA] and it beggars belief that so little has happened in the intervening time. […T]he GA Unit of the CAA has led the world in recent years, but this seems to be a blind spot and it cannot be right that numerous airfields have shelled out tens-of-thousands of pounds to try to navigate a GPS application process that the CAA now acknowledge was not fit for purpose”.[ 2 ] Indeed, CAA’s then-Director of Airspace Regulation, acknowledged that the 4-year delay in approving GNSS approaches at UK aerodromes UK “hasn’t been [the CAA’s] finest hour”.[ 3 ]

The APPG expressed serious concern that the UK lagged a long way behind countries such as France, Germany and the USA when it comes to embracing technology that could improve flight safety. In the CAA’s defence, they were keen to see greater use of technology in the GA sector; their issue was/is how . Things went quiet.

Image: Ewoud Van der Cruyssen

In the 2019 Amendment to The Civil Aviation Authority (Air Navigation) Directions 2017, the Transport Secretary directed the CAA to develop and publish a procedure for considering proposals involving the implementation of an RNP approach to an aerodrome without an approach control (WAC) service. In response, the CAA developed a further process for the implementation of GNSS approaches to aerodromes without approach control services, which was published last year: CAP1961. Originally seen as a “supplement to CAP1616”, it has subsequently been subsumed into the CAP1616 document, and “details a proportionate process that applies to proposals for the introduction of GNSS Instrument Approach Procedures to an aerodrome without an Approach Control Service”. In other words, it aims to simplify the introduction of GNSS IAPs at smaller UK aerodromes by scaling down the lengthy (and costly) CAP1616 process. [ There’s that “scaling” word again… ]

In our previous blogs, we have outlined the extended timelines and high costs of following a CAP1616 application; however, there could be some encouraging news. Whilst timelines remain ‘how long is a piece of string’, to help offset the costs, DfT have announced that - with support from the CAA - they will expand the rollout of the GNSS Programme within the UK to introduce GNSS approaches to licensed airfields outside of controlled airspace with no approach control. We understand that DfT aims to fund up to 10 applications in the coming year with more to follow. The Transport Secretary has directed that airfields involved in the GNSS Programme can receive financial assistance to cover up to 50% of the costs incurred in developing their associated proposals. So, we can keep our fingers crossed that definite progress is being made.

What future, however, is there for any drive to promote and implement GNSS procedures in the UK when the UK will cease to be a participant in the EGNOS Working Agreement (EWA) on 25 June 2021…

CAA: please discuss…

Image: Heino Elnionis

Avigation can assist aerodromes in all aspects of their development of GNSS and other instrument approaches, including instrument flight procedure design, airspace development and change proposals, safety case development, procedure validation and associated liaison and engagement with the CAA.

To discuss your aerodrome’s procedure design needs, why not contact us on info@avigation.co.uk .

#AvigationLtd #Airspace #CAA #APPG #GNSS #PinS #HEMS

[1] With profound apologies to those who might recognise Thomas Edison’s reflections on developing the filament light bulb…

[2] All-Party Parliamentary Group on General Aviation (2018), “ Failure to approve GPS approaches “hasn’t been our finest hour”, says CAA’s Director of Airspace Regulation” , https://generalaviationappg.uk/failure-to-approve-gps-approaches ... / . Accessed 30 Apr 21.

[3] ibid .

PinS and the CAA Needles (Verb or Noun, You Be the Judge...)!

Fri, 29 Jan 2021 17:37:56 GMT

If only there were procedures that could enable HEMS operations in adverse weather conditions...

Looking out of my lounge windows on this cold, overcast day with low clouds scudding along, I see the local HEMS 169 AW as it flies over my house - obviously returning from an emergency call-out and now en route back to its base at the small GA airfield just a couple of miles north of where I live. Certainly not a great day for flying and, as the weather deteriorates and evening approaches, it becomes obvious that it will not be long before the local HEMS operations will be suspended for the day[1]. This must be very frustrating for a service dedicated to responding rapidly to serious trauma emergencies, providing much-needed rapid transfer to the 'right' facility, so critical to a patient's survival and recovery rate. If only there were procedures that could enable HEMS operations in adverse weather conditions, in turn, enabling the delivery of life-saving treatment in the so-called 'golden hour' (i.e. the hour immediately following a serious injury)... hang on a minute...

Of course, those that follow our blogs will know that such procedures do exist! Known as Point in Space procedures (PinS), they are already widely deployed throughout Europe, yet are all but absent in the UK. Why the imbalance? Several of our readers have asked us to offer further detail on the reasons why UK HEMS operations are being constrained by weather when this is not the case in other countries; we have alluded to some of the reasons in previous blogs , so please humour us as we discuss PinS again.

To recap briefly: PinS are GNSS-based procedures designed for helicopters only and can be a key enabler for the delivery of helicopter-borne patients to critical care facilities in adverse conditions. The operational feasibility of PinS has been proven and they offer clear (aviation) safety and community/societal benefits. An important issue is that the procedures relate to/from a specified point in space (hence, PinS) and not necessarily directly to/from a heliport. Flying IFR to that specified point in space, helicopters then fly a VFR segment to the intended landing site (subject to VFR minima) - the reverse would be true for departures.

Image: Rob Inglis Photography

This brings up a potentially thorny question: who develops (and, by association, pays for) and owns the procedures. PinS procedures can be owned by either the helipad or heliport owner/operator, or they could be owned by a helicopter operator. There are both advantages and disadvantages, depending on where one sits in relation to ownership, but what is important is that the costs of implementation for HEMS use need to be kept as low as possible - air ambulance services are generally non-profit making charities with limited cash reserves. The costs of implementation are, therefore, the nub of the issue …. but why is implementation such a potentially costly process?

The basic costs of deploying PinS are not that daunting. The fundamental process involves an obstacle survey, procedure design, flight validation and safety case development - okay, there are a few extras maybe, but none of this is difficult. The real (and potentially costly) issue comes from another quarter: the insistence of the UK CAA that all PinS projects (and associated ACPs) must adhere to the requirements of CAP1616. Why is this an issue: well, we need an understanding of the CAP1616 process and how/why PinS is included therein.

CAP1616 was first published in December 2017 and is now on its 3 ^rd edition (Jan 2020), which superseded a much lighter document with less restrictions (CAP725). CAP1616 was designed to give comprehensive “[g]uidance on the regulatory process for changing the notified airspace design and planned and permanent redistribution of air traffic, and on providing airspace information ” [2] . This was intended to ensure that there were no legal loopholes or ‘get outs’ when introducing an airspace change; the CAA had had their fingers burnt on some airspace changes and their fear of ‘Judicial Review’ of their decisions became all-pervasive. To an extent, this could be understood; however, for an airspace change sponsor, the CAP1616 process is incredibly cumbersome, time-consuming and, therefore, expensive. For an airspace change that CAA determines requires their approval, the CAA requires the change sponsor to follow the formal airspace change process (seven stages, some of which have more than one sub-step). There are ‘gateways’ at four points in the process. At each gateway, the change sponsor must satisfy the CAA that the sponsor has followed the process correctly before the application can move to the next stage in the process. This has proved cumbersome, which is highly influenced by the CAA’s fear of ‘Judicial Review’. Clearly, the process can become prolonged and, therefore, expensive; moreover, whilst not spelt out in so many words, it is implicit in the document that it is directed towards aerodromes and regulated airspace, i.e. airspace where the changes will be published and included in the UK AIP.

To reiterate, PinS relate to a point, after which a visual/VFR segment is conducted. Generally, HEMS PinS will be in uncontrolled (i.e. Class G) airspace and the procedures will not be published. Why, therefore, are PinS procedures being subjected to the strictures of CAP1616? The answer could be simple: because the CAA has decided so. Surely, the logical supplementary question must be: why?

GNSS procedure implementation has become widespread over the last few years, and most commercial licensed airports (UK and globally) have been enthusiastic in deploying them; however, the capability and benefits of GNSS are most certainly not confined to this sector alone . The CAA acknowledged this and developed a policy for the promulgation of GNSS IAPs at unlicensed aerodromes, which was detailed in CAP1122 [3] . Several smaller aerodromes that had hitherto been unable to offer instrument procedures suddenly saw a great opportunity for operational benefit and commercial expansion, which resulted in a number of these aerodromes sponsoring CAP1122 projects. Unfortunately, CAP1122 gave scant direct reference to PinS, but at least it provided a framework that could be adopted to enable PinS implementation. Sadly, the CAA got ‘cold feet’ with the CAP. There were many stories as to why CAA backtracked, but it was never satisfactorily explained and CAP1122 was subsequently withdrawn in 2018. The GNSS implementation cause (including PinS) suffered a near-fatal blow. The clamour for PinS has not abated, however, and there remains a strong desire among rotary operators for the CAA to produce clear PinS guidance and a pragmatic way forward.

Image: Rob Inglis Photography

The CAA promised that such guidance would be forthcoming (offering that a PinS CAP would be published in Nov 2019), but the wheels of that machine ground slowly; we still await such guidance. In the interim, the CAA decided that, if procedures were to be in the UK AIP or other promulgated aeronautical documents, then the corresponding application must go through the full CAP 1616 process [4] . Thus, it could be deduced - very logically - that if the PinS procedure were not published (i.e. like most HEMS procedures), then PinS need not be subject to the full CAP 1616 process; however, the CAA have never confirmed this (and, yes, we have asked (several times)). The CAA merely offer the acknowledgement that airspace changes can vary hugely in size, scale and complexity; consequently, the CAA can “scale the process appropriately ”. CAA go on to state that such scaling “ensures that change sponsors are not deterred by unduly onerous process or information requirements from bringing forward airspace changes which benefit or have a neutral effect on all stakeholders”. Welcome words, but there is no indication what the reduction in the CAP1616 requirements for PinS is and, more anecdotally, the scaling could be too subjective. The advent of a dedicated PinS CAP (or appendix to the extant CAP1616…) would bring welcome clarity for those seeking to sponsor, implement and utilise PinS (and other GNSS procedure applications).

In the meantime, the helicopter community (particularly HEMS) cannot simply sit on their hands.

By delivering life-saving treatment and services, HEMS frequently offer patients the best chance of survival, and the speed at which such patients can be treated and transferred to critical care facilities has demonstrable benefit. At present, this service is dependent on the vagaries of the weather. PinS is a very real solution that can ameliorate the effects of poor weather and enable more flights to be undertaken, but implementation of that solution could be seen to be constrained by regulatory bureaucracy. All stakeholders have a part to play in getting PinS procedures implemented - in particular, the CAA need to prioritise an affordable and practical route to enable PinS deployment and HEMS operators must bring pressure to bear on the regulators to see this through. All parties acknowledge and accept that flight procedure verification and safety and implementation guidance are essential, but a dogmatic adherence to a process that is neither designed for nor applicable to the operation is denying the delivery of a simple and effective enhancement to operational capability.

Aviation and - surely, more importantly - societal needs can only be met by a more pragmatic and proactive engagement from our regulators. We have said it before: the ball is firmly in CAA’s court. I think I know what you mean, but who is applying pressure now (and how)? and to whom…?

If you would like to discuss GNSS PinS operations (or another aviation-related challenge), please feel free to contact us at info@avigation.co.uk .

#AvigationLtd #HEMS #Helimeds #PinS #GNSS

[1]. A recent HEMS-related article illustrates starkly how HEMS operations are impacted by adverse weather.

[ 2] . CAP1616, Title Page.

[ 3] . CAP1122, Application for Instrument Approach Procedures to Aerodromes without an Instrument Runway and/or Approach Control.

[4]. Cited in the record of a related CAA/helicopter operator meeting.

2020: the Ugly, the Good and the Bad..?

Mon, 21 Dec 2020 11:12:56 GMT

2020: the Ugly, the Good and the Bad..?

Given the ongoing challenges we are all facing, contemplating some sort of retrospective on 2020 has been a daunting prospect. The global pandemic has hit all industries and sectors - aviation is no exception; and let us not forget the many individuals and families who have felt the impacts of COVID-19 at quarters far too close. It is all too easy to consider the downturn, economic and employment impacts and cite a plethora of gloom-ridden data - one needs only to look to the skies or consult FlightRadar24 to see the decline in air traffic levels. Instead, we would like to consider other aspects of the current situation and - hopefully - tease out some positives (oh, and offer an obligatory list for Santa!).

Source: Hue 12 Photography

The aviation sector is no stranger to shock events - 9/11, the financial crash and the eruption of Eyjafjallajökull (the Icelandic volcano, people…). Such events cause upheaval and prompt the industry to rethink certain facets of its business, but the industry always recovers. Admittedly, 2020 has seen the most extensive and prolonged disruption to global aviation (which looks set to stay for a while), but one would hope that the industry can prepare itself for the inevitable recovery.

One could argue that history and our collective experiences do not necessarily promote such optimism - history has shown us that the aviation industry tends to be reactive, vice pro-active. Many of us will remember “rollercoaster rides” of organisations shedding experienced personnel when times get hard, only for the same organisations to play a seemingly never-ending game of catch-up when things start to ramp up again! Without being dismissive of the associated financial challenges, the aviation sector could indeed have a once-in-a-generation opportunity to ensure its thorough preparedness for a strong recovery.

Such preparation must cover many facets and, as an industry, we must - surely - take the golden opportunity afforded us by the drop in both traffic and subsequent airspace usage to reassess and regroup to redevelop in a more sustainable form. For example, there is a growing recognition within the industry that looking after people's wellbeing has demonstrable positive impacts on safety, efficiency and individual commitment. EASA are creating and rolling-out guidance materials that support companies and individuals in recognising and dealing with mental and physical wellbeing - both at and away from the work environment. Avigation is very proud to be contributing to this valuable effort, through its membership of the T-C Alliance - a key EASA partner in this area.

In addition, we simply cannot ignore aviation's environmental impact, and we (individually and collectively) must strive to reduce that impact; this must be a/the central theme to a long-term and more sustainable recovery. Rightly, there has been a growing voice extolling the “positive” of the last 9 months - the significant reduction in transport noise and associated pollution; aviation is very much in that mix. Academia, technology and the aviation industry are making significant strides in developing solutions in this area. The aviation sector and industry, however, have a fantastic opportunity to embrace this ‘positive’ and redouble efforts to reduce its environmental impact: developing more fuel-efficient engines and pursuing advancements in alternate propulsion systems are but 2 examples of continuing achievements.

Furthermore, the airspace and ATM systems have their parts to play. Many of us have thought about how great it would be to have a "blank sheet of paper" to redesign airspace and procedures, which - hitherto - had developed organically and in the pursuit of greater capacity. One could argue that, with the current paucity in air traffic (globally), now is the opportune time for major innovations in airspace design - when do we really anticipate needing more capacity? Should/Could we not use this opportunity to better shape the airspace construct?

Any airspace ‘innovation’ must actively embrace and integrate eVTOLs and UAVs (drones - call them what you will ) ; these technologies are developing at a fantastic rate and they are very much part of our lives - UK’s DfT predicts that, by 2030, eVTOLs and UAVs could be the major airspace vehicles! Much work is being conducted in the development of these vehicles and their propulsion systems. Whil e (shorter..?) strides are being made in developing the associated airspace requirements and regulations, concern is being expressed by many stakeholders (in both the legacy and future aviation sectors) that airspace development is trailing that of eVTOL/UAV technological capabilities. Again, surely now is the time for accelerating this work, lest a real opportunity be misse d.

We all acknowledge that the industry will look quite different when we emerge from the COVID-19 crisis, but the opportunity is there to shape the industry for the better. At Avigation, we believe that there indeed rema ins room for optimism; actively, we will continue to support positive change and continue to be at the heart of driving those changes.

Having considered briefly the future of aviation, it is perhaps apposite and poignant to reflect on the passing of 2 aviation icons during 2020.

Source: Ben Suskind | Airline Geeks

Many airlines retired their passenger carrying B747s, and British Airways was no exception; the final BA pair departed Heathrow in October. Many of us can remember the excitement of the introduction of the Jumbo into service and remember seeing the first BOAC B747 in heritage livery at Heathrow in the early 1970s. The retirement from BA service of this iconic aircraft, that has been part of many of our lives, was scheduled for 2023, but the impact of COVID-19 accelerated that retirement. The final 2 BA B747s have been spared the ignominy of being broken up for scrap; both will be preserved as heritage pieces. We also bade farewell to Chuck Yeager, the man credited with being the first to fly supersonic; he went on to break several other speed and altitude records, helping to pave the way for the US space programme. Yeager was a true pioneer of the jet and space eras and leaves a n untouchable legacy.

Source: Getty Images

And, finally, our list for Santa...

In an earlier blog , we highlighted how the implementation of PinS in the UK lags far behind that of Europe and other areas around the world; one of the major inhibitors is the number of regulatory hoops that UK PinS sponsors must jump through. UK CAA’s insistence on PinS adherence to the strictures of UK CAP1616 prolongs the implementation process and adds unnecessary costs, more often than not for those who do not have the resources to commit to such a course of action (despite a clear need for the operational benefits - for example, HEMS).

So, top of our (aviation) list to Santa is that the UK CAA: recognise the prevailing unprecedented situation; move away from what is seen by many as an unswerving dedication to process; and start applying a modicum of pragmatism and common-sense to support this operational benefit to the UK rotary wing community. CAA’s support (like their EU mainland regulatory colleagues) in the implementation of GNSS PinS procedures would go a long way to help open the industry and enable safer operations all round, particularly in the HEMS environment. Come on Santa (and CAA)!

As 2020 limps to the finish line, we know that Christmas will be different, but it will still be Christmas. Moreover, a new year is just around the corner, which is the perfect opportunity for optimism (be that continued or renewed - you decide).

Avigation wishes you all a very safe and happy Christmas and all the very best for 2021. Last one: eat your sprouts!

Avigation to Support Manchester NHS Trust Helipad

Mon, 30 Nov 2020 09:39:20 GMT

Avigation is delighted to announce that it has been selected to support AVISU and ADB Safegate’s collaboration to develop obstruction clearance data, aviation lighting and related environmental and noise assessments for the new helicopter landing site (HLS) at the Manchester University NHS Foundation Trust (MFT)’s hospitals in Central Manchester.

The MFT’s new HLS is anticipated to be operational in the New Year and is situated on the Grafton Street car park; this location allows speedier transfer of helicopter-borne patients to the emergency departments of the adjacent Manchester Royal Infirmary (MRI), Royal Manchester Children’s Hospital (RMCH), St Mary’s and the Royal Eye Hospital. The HLS’s proximity to these hospitals will expedite the delivery of patients to life-saving treatment centres in the so-called “golden hour” - the hour immediately following a serious injury.

Avigation will support operational activities determining the obstacle clearance lighting requirements, design and installation for the HLS. This lighting will assist aircrews’ safe approach, landing and departure manoeuvres at night and/or during periods of low visibility; the planning and installation of such lighting will be developed in accordance with the operational requirements of the HLS. Similarly, noise and environmental assessments will support the MFT’s wider stakeholder engagement.

In supporting these activities, Avigation will also investigate the implementation of GNSS Point in Space (PinS) procedures, which could further enhance airborne emergency services’ ability to operate to and from the HLS in adverse weather conditions.

Avigation's Chairman, Brent Day, said: " Avigation is extremely proud to be able to support the Manchester University NHS Foundation Trust in bringing this critical infrastructure into operation, which will see the Trust’s life-saving staff, treatment centres and services being able to receive helicopter-borne patients much quicker than is currently the case ."

If you would like to discuss HLS or GNSS PinS operations (or another aviation-related challenge), please contact us at info@avigation.co.uk .

#AvigationLtd #AVISU #ADBSafegate #HEMS #Helimeds #MFTNHS

Forget BREXIT, is Europe Leaving the UK Behind on “PinS”?

Fri, 27 Nov 2020 13:29:32 GMT

With BREXIT only a matter of weeks away, we consider how our European aviation neighbours are taking a different approach to PinS from that of the UK.

Our previous blog we discussed UK Point in Space (PinS) procedure implementation and some of the challenges facing procedure owners and sponsors engaging in the associated airspace change proposals (ACPs). UK CAA have developed a further process for the implementation of GNSS approaches to aerodromes without approach control services: CAP196 1. Although welcome, CAP1961 still falls short of clear guidance for PinS implementation in the UK. Turning our gaze towards (mainland) Europe, we can see a quite different approach (to PinS, at least), one that better recognises the wider benefits of PinS - particularly for HEMS.

Image Source: https://nwaa.net/

The introduction of GNSS instrument approach procedures (IAPs) without an approach control service (WAC) will be progressed as a "scaled" Level 1 ACP in accordance with CAP1616 , using CAA form DAP1916 (The Statement of Need). In accordance with the underlying policy for any proposed ACP to the UK airspace, the introduction of an IAP is subject to the CAA’s assessment that the procedure will be to the overall benefit of the UK aviation community. This assessment will consider the type and level of activity at an aerodrome and the needs of other airspace users and neighbouring aerodromes. The CAA will consider the establishment of GNSS IAPs (WAC) at EASA certificated/UK licensed aerodromes where an ATC service is provided but no approach control service is available.

In reality (and in CAA’s own words), CAP1961 is considered a “supplement to CAP1616” and “details a proportionate process that applies to proposals for the introduction of GNSS Instrument Approach Procedures to an aerodrome without an Approach Control Service”. Consequently, whilst CAP1961 aims to simplify GNSS IAPs introduction to ‘smaller’ aerodromes within the aviation community by scaling down the lengthy (and costly) CAP1616 process, it still does not address the unique capabilities and associated issues surrounding PinS, as PinS approaches do not need to be “tied” to an aerodrome, but to a defined point in space.

We understand that CAA are currently working on specific SARG PinS guidance. This document is still being drafted, so it is not possible to comment in any depth on its contents; however, it seems that it will direct sponsors to follow the CAP1616 process, scaled “as appropriate” - we have yet to understand fully what that means! Currently, however, the reality is that there are no PinS procedures in operation in the UK, which sees us lagging behind our European neighbours…

Throughout (mainland) Europe there are over 120 PinS procedures either in service or nearing implementation in France, Italy, Norway, Spain, Austria, Sweden, the Czech Republic and Switzerland; further PinS procedures are in the planning stage. This is not only quite an achievement, but also a welcome enhancement of operational capability, especially in areas that are prone to less than clement weather. In addition, a European generic safety case has been developed under the umbrella of the Five Lives Advisory Group (FLAG), a helicopter group created as an advisory group for the 5-Lives H2020 project co-funded by the European GNSS Agency.

The FLAG is supported by GSA, EUROCONTROL and EASA; the Group now comprises several European helicopter operators, ANSPs, national aviation regulatory authorities and industry partners to harmonise the implementation of GNSS operations for rotorcraft in (…mainland…) Europe. This level of cooperation has been instrumental in driving PinS implementation and, when challenges arise, there is a coordinated response to developing mitigation solutions. European aviation regulators are taking a practical, operational approach to facilitating PinS and not subjecting them to the level of ‘public consultation’ and planning that the UK CAA demands through CAP1616.

Most importantly, mainland European aviation regulators’ engagement illustrates their understanding that introducing PinS for HEMS operations could literally be a matter of life and death and expedite the transfer of critically ill patients to life-saving treatment. The same regulators also understand that procedure safety and validation is of the essence, and, where possible, work with owners/sponsors and designers to facilitate implementation. Moreover, working collaboratively, all parties benefit from identifying lessons that can be shared and applied to subsequent PinS implementation, promoting design, safety, operational and commercial efficiencies.

The COVID-19 crisis has shown us that individual national medical regulators have adapted their responses in the development and assurance of safe vaccines; thus, we have seen that regulators can adapt and do so robustly to a changing set of circumstances. This demonstrates clearly that agility and pragmatism can be applied without compromising safety, assurance and/or regulatory integrity.

Image Source: https://nwaa.net/

In the UK, many HEMS operations operate from bespoke, autonomous bases. Moreover, HEMS operations to and from hospital landing pads/areas (HLS) are often conducted without surveillance-based ATC support; thus, the ability to fly IFR to a particular point in space then continue visually to the HLS could bring tangible benefit to helicopter-borne patients. Many in the UK HEMS community see PinS procedures as a critical enabler that could allow helicopter-borne patients to be received by life-saving staff, treatment centres and services quicker than is currently the case. There must, therefore, be lessons that the UK can learn to better tailor UK airspace change proposal mechanisms to support PinS implementation.

In our next PinS blog, we consider the costly, lengthy/protracted CAP1616 process from the perspective of smaller operators/operations and the some of challenges associated with exploring alternative solutions.

If you would like to discuss GNSS PinS operations (or another aviation-related challenge), please feel free to contact us at info@avigation.co.uk .

#AvigationLtd #HEMS #Helimeds #PinS #GNSS

In This Blog, We Talk "PinS"...

Fri, 11 Sep 2020 15:59:25 GMT

There are many different meanings of the word “pins”, but we must add another one: “Point in Space” (PinS). You may well ask, what is/are " PinS " ? Read on…

(…and, no, Avigation is not doing a side-line in haberdashery!)

ICAO defines a PinS approach as a procedure based on GNSS and designed for helicopters only. A PinS (approach) is aligned with a reference point to permit subsequent flight manoeuvring or approach and landing using visual manoeuvring in sufficient visual conditions to see and avoid obstacles. PinS approaches will be to a point in space where the pilot can either acquire sufficient visual references to continue visually or under VFR and land at the intended site or initiate a missed approach and divert. Most importantly, a PinS approach need not be linked to an airfield approach, nor does it require the same visual references as those required by fixed-wing/helicopters at the Missed Approach Point (MAPt) to enable the approach to continue to land at an aerodrome.

By design, helicopters can use conventional and non-conventional operating sites. Moving passengers or freight, helicopters offer significant advantages over fixed-wing aircraft and can operate away from conventional aerodromes into and from ad hoc sites or specially designed heliports. PinS procedures can enable helicopter operations to lower weather minima. Thus, PinS are a game-changer for rotary operations - or at least should be. So, why are PinS not more widespread in everyday helicopter operations?

PinS offer potential safety and operational benefits for appropriately equipped helicopters and appropriately trained pilots, for example, helicopter emergency medical services (HEMS) operations. GNSS technology enhanced by SBAS systems (i.e. without the need of ground-based navigation infrastructure) permits the design of specific helicopter IFR approach/departure procedures and the introduction of helicopter low-level (LL) IFR routes (LLRs) in obstacle-rich environments, thereby reducing exposure to flights at higher altitudes, which could result in airframe icing. PinS and the associated LLRs could allow rotary operators to expand their operations and enhance their capabilities.

In the HEMS space, emergency services could operate in poorer weather conditions than is currently the case, allowing helicopter-borne paramedics get to more patients, enabling the delivery of life-saving treatment in the so-called 'golden hour' - the hour immediately following a serious injury. Delays in critical medical intervention before a patient’s arrival at hospital can adversely impact outcomes; therefore, this period is not only critical to patient survival, but also post-recovery quality of life. Likewise, Search and Rescue (SAR) helicopter operations could operate in less clement conditions.

Increasing IFR capabilities to commercial helicopter operators would significantly increase revenue to these operators in everyday and regular scenarios, e.g. having the ability to operate IFR flights to maintain off-shore wind infrastructure - such an ability would doubtless enhance the through-life maintenance of this infrastructure.

The benefits of PinS could be both humanitarian and commercial - saving lives, extending environmental operations and increasing the commercial viability of UK helicopter operations. So, what is preventing widespread implementation of PinS and LLRs? Instrument Flight Procedure design is not an issue; operators' requirements (avionics installation approval/upgrade/supplemental type certificates, operational approval and pilot training and upgrading flight manuals) can all be implemented; signal-in-space performance assessment and monitoring is sufficiently robust; and safety case development and the determination of any visual segment requirements has reached an acceptable point of maturity. One issue could be cost and ownership of the procedures.

UK’s CAA have deliberated over PinS for over 5 years but have yet to produce any associated regulatory requirements for this niche area. CAA have now determined that PinS approaches be subject to the requirements of CAP1616 [1] . This is a relatively new document (introduced in Nov 17 and revised in Nov 18) and replaced previous airspace change proposal (ACP) documentation.

CAP1616 ACP processes are geared towards larger commercial aerodromes within or with their own regulated airspace. PinS, however, are designed to enable operations into helipads or smaller operating sites - HEMS and SAR operations (hospitals, air ambulance bases, etc) would be a case in point. The CAP1616 ACP process is a lengthy, complex and hugely expensive one to go through and with no guarantee of approval. After implementation, there are also ongoing management and maintenance costs for PinS procedures. Arguably, the large commercial operations could recover these costs through a small levy to existing charges and fees, but the smaller non-commercial operations who would benefit directly from PinS (i.e. autonomous HEMS and SAR operations) may struggle to recoup such costs.

CAP1616 states that it can be scaled to suit this smaller type of operation/application, but there is neither guidance nor clarity on how this might translate in practice. Until CAP1616 processes can be tailored properly and implementation costs reduced to a realistic level, most operators that could realise the tangible safety and operational benefits from PinS might simply be unable to justify the time and expense of developing such procedures.

There are, however, pragmatic solutions that could overcome some of the CAP1616 PinS implementation and ongoing management issues. From operational and regulatory perspectives, Avigation has been exploring a collaborative solution that could address these challenges, and we have discussed with several operators how this might best be achieved. So, there might be a light at the end of the tunnel…

PinS offer clear safety, environmental and community benefits and their operational feasibility has been proven. The real barriers to PinS implementation appear to be regulatory and, for smaller operations, financial; these barriers must be addressed, but they are not insurmountable. Were CAA and industry to agree a mutually acceptable, pragmatic path through CAP1616 on this issue, the full potential of PinS could indeed be realised.

If you would like to discuss GNSS PinS operations (or another aviation-related challenge), please feel free to contact us at info@avigation.co.uk .

#AvigationLtd #HEMS #Helimeds #PinS #GNSS

[1] . CAA, CAP1616, “Guidance on the regulatory process for changing the notified airspace design and planned and planned and permanent redistribution of air traffic, and on providing airspace information”, Edition 3 (3 Jan 20), https://publicapps.caa.co.uk/docs/33/CAP1616_...pdf .

Our Business Cards Have Arrived!

Thu, 20 Aug 2020 13:59:32 GMT

Our New Business Cards Have Arrived!

The new business cards are in!

No sooner were they in the door, they were repackaged and sent out to the rest of the team, who will have to wait a day or so for theirs. This was another fantastic job from the team at Spire Printing, Salisbury (first class work, guys; thank you).

#AvigationLtd

#SpirePrinting

#supportlocalbusiness

Avigation: the handling and guidance of aircraft in the air

Tue, 04 Aug 2020 09:55:40 GMT

Avigation

av′ə·gā′shən , noun: the handling and guidance of aircraft in the air

Welcome to our first blog; the first of what we hope will be a regular feature.

Although, a short profile of each of us is available on our website ( www.avigation.co.uk ), we thought that we would use our first blog to offer a bit more information and explain how Avigation came to be.

Brent Day joined the RAF in 1976 and graduated as an air traffic control officer the same year. He has been involved in ATC and ATM for over 40 years, in a career that has seen him undertake numerous ATC operational, training, management and project management appointments in military, civil and joint military/civil ATC organisations in the UK, Europe and globally (Australia and Belize); this included him being the Senior Air Traffic Controller Officer (SATCO) at a busy, multi-faceted, fast jet base in Scotland. It was during his time in the RAF that he and another of Avigation’s Directors, Mark Van Vogt (Mav), became friends and colleagues while serving at the same station. They worked together closely when reviewing a complex international aircraft accident inquiry; their analyses and subsequent major accident investigation reports were accepted and used in the final national and international investigations and proceedings.

From 2002, Brent worked as a consultant at EUROCONTROL, managing the project implementing TCAS II into European airspace, including determining the associated ATC and operational requirements. He then managed the development and implementation of optimal efficiency procedures (Continuous Descent Operations (CDO) and Continuous Climb Operations (CCO)). In 2014, Brent joined Pildo Labs (one of our partners) spending 2 wonderful years in Barcelona, before becoming Director for their UK arm, Pildo Labs Wessex; during this time, he became heavily involved in the implementation of GNSS operations for fixed-wing, rotary and UAVs throughout Europe, including the facilitation and implementation of helicopter satellite instrument flight procedures (Point in Space (PINS)). While maintaining close links with Pildo, since 2018, Brent has worked as an independent consultant covering all aspects of ATM requirements and UAV/e-VTOL integration measures. In the same year, he founded Avigation Ltd with James Wylie.

A rugby devotee and real ale enthusiast, Brent set up his own rugby-themed micro-brewery; unfortunately, whilst the beer was savoured and distributed (and consumed) widely, other issues interfered and, with great reluctance, Brent sold his brewery equipment (although, he continues to remain abreast of this particular market’s outputs…) He and his wife also delight in travelling the country in their restored 1973 VW campervan.

Mav joined the RAF in 1986, completing his ATCO training in 1988. He undertook a variety of airfield, instructor and area radar appointments and was SATCO at one of the RAF’s busiest flying stations, maintaining currency as an ATCO, supervisor and examiner - it was here that he met Brent. Mav undertook a couple of HQ and staff roles, including airspace management appointments in Iraq and Afghanistan, before attending the UK Defence Academy. After what he calls “an interesting year in the Balkans”, Mav commanded the military ATC centre at Swanwick.

On leaving the RAF, Mav took a career break, qualified as an electrician and a plumber, completed a series of home improvement projects and generally got under his wife's feet! Returning to reality, he joined Babcock, undertaking a variety of roles, including Principal Aviation Consultant and Lead Integration Engineer and Requirements Manager. In 2016, Mav joined Think Research Ltd as a Senior Airports & ATM Consultant; among many successful projects, he was an integral member of the teams that delivered future airspace and ATM development support to national aviation authorities in the Far East and Middle East. During this time, Mav and Brent would meet regularly, trying to identify a suitable opportunity to work together. Mav left Think in 2020, to become a Director and Principal Consultant at Avigation.

Mav is a keen (strictly, fair weather) golfer, enthusiastic squash player, passable calligrapher, Telegraph crossword devotee and, latterly, would-be website designer - who knew, eh? He’s also considering adding “Shepherd (small flocks only)” to his CV - yep, there’s a story there.

James started his aviation career 25 years ago in the airlines, initially in reservations then as cabin crew. James then saw the light and converted to ATC and, after gaining his Aerodrome rating, went to Kirkwall in the stunning Orkney Islands, where he added Procedural Approach rating to his licence. He created an airside driver R/T training programme, which he rolled-out to all the airport and stakeholder staff. A move to Prestwick Airport followed, where he added his Radar Rating to his licence. After forming the Local Runway Safety Team, one of the first in the UK, James became heavily involved in developing the strategy for mitigating the effects of wind turbines on ATC radar, which included him sitting on the CAA’s working group that produced national guidance and policy for airports and windfarm developers. He was also an integral member of Prestwick’s senior management team with responsibility for the development and maintenance of the departmental Safety Management System and the oversight of the ATC team.

After 12 years at Prestwick, James moved to Newcastle Airport, as Manager ATC, where he was directly involved in the installation of the new primary radar and windfarm mitigation radar, as well as overseeing the final stages of the installation of the Electronic Flight Progress Strip equipment. It was while at Newcastle that James first met Brent, who was part of the consultancy team working on the Newcastle Airspace Change Proposal. After a year, James decided to move back home to Glasgow and set up as a consultant. James and Brent continued to work closely together, developing the idea for a joint enterprise (that would, ultimately, become Avigation). James then joined Leeds Bradford Airport, as Head of Air Traffic Services, to support their Airspace Change Proposal and review and refresh their Safety Management System. During his 18 months at Leeds, James continued to support other projects that he and Brent were undertaking, such as the introduction of PINS and the licencing of the Tresco and Penzance heliports.

James is a Boxer dog daddy and enjoys a nice gin after a long walk with the dog.

Brent had known Mark for many years and introduced him to James, following Mark’s departure from his former company; it was an obvious opportunity to add Mark’s experience and unique skillset to the team. Thus, Avigation was reinvigorated.

We look forward to the future with optimism and excitement.