FAQs

Some common questions are listed below. Latest FAQs are added to the foot of the page.

What is a P-RNAV route?
Aircraft can follow a P-RNAV designed route more accurately than a conventionally designed route. This means departing aircraft which are below 4,000ft may be more concentrated along the centre of a route.
Will any planes be flying over my house?
The best way to find out is to go to the How This Affects You section of this site where there is a post code search facility.
How long is this consultation period?
The consultation period started on 21 February 2008 and runs for 17 weeks closing on 19 June. All feedback on the proposed change must be received by 19 June 2008.
Why was I not consulted with?
NATS has invested in a comprehensive suite of consultation media to highlight the proposed changes to airspace in the region and this has been endorsed by the Civil Aviation Authority as complying with the Civil Aviation Publication (CAP) 725. This includes an interactive website, a comprehensive 420 page consultation document which has been sent to MPs, county and district councils and main libraries throughout the region. In addition we have sent a DVD, which includes an introductory film about airspace change, the proposals as they affect different parts of the region and the consultation document to parish councils. There has been a comprehensive media release and 750,000 leaflets have been distributed highlighting the proposed change.
Why are members of the public not being consulted with?
People have the opportunity to provide feedback on the plans through their elected representatives on local authorities, through a feedback form on the website or by using printed forms that are available at main libraries.
What financial benefit is NATS receiving from this airspace change?
NATS (En Route) plc, which is undertaking this airspace change proposal, operates under licence from the CAA and is subject to economic regulation by the CAA, which imposes a cap on revenues that the company is allowed to earn. Airspace developments such as this do not generate any increase in revenues for the company. They are predicated on improvement to safety and to air traffic management effectiveness, not on profit. The revenue allowance set by the CAA is based on the CAA’s assessment of efficient levels of operating costs and investment necessary for the company to fulfil its obligations under its licence, and on the CAA’s assessment of forecast demand. We do not anticipate demand increasing above the level indicated in our submission document.
Will you extend the consultation period?
The consultation period would only be extended if changes are proposed to the design that was originally consulted on and following direction from the Civil Aviation Authority.
How long will this airspace change last?
The airspace change has no defined life cycle. If changes are required in the future they would follow the airspace change and consultation process.
Why are you changing the airspace?
The proposed changes are the first fundamental overhaul in several decades for this region of airspace and are designed to reduce delay while maintaining safety and improving environmental performance.
Are you directed by the Government?
No. NATS operates under a licence from the Civil Aviation Authority and is required to provide sufficient capacity to meet overall demand. NATS proposes change to airspace only when it is necessary.
What happens after the consultation?
NATS will compile the feedback received and assess all the comments that have been made. If necessary we will revise the design once those comments have been analysed. NATS will produce a feedback report, post it on the website and the proposal will be forwarded to the CAA which will decide whether the proposal should be approved.
Why can't the route avoid my house/ village/ town?
This proposal represents four years of development and communication with local representative authorities. It provides what we believe is the best design solution given the competing demands of safety, efficiency and the environment across the whole region.
Will P-RNAV mean a concentration of aircraft, and therefore noise, over a route?
Aircraft can follow a P-RNAV route more accurately than a conventional one and so will be more concentrated along the centre of the route. Aircraft may have to be taken off the centre line for reasons of safety and efficiency. P-RNAV allows airspace designers to be more flexible about where routes are positioned and therefore there is potential for routes to avoid some towns and villages.
If P-RNAV routes are being established, why are the swathes so wide?
Air Traffic Control requires flexibility to move aircraft across the sky in order to ensure safety, the separation between aircraft, avoidance of bad weather and to improve efficiency. That also provides an opportunity to reduce the environmental effects by reducing the distance flown and resultant engine emissions.
How many more planes will there be in the whole area and the regions as a result of this proposal?
NATS has no control over the growth in aviation, this is determined by the airlines, the airports and government policy on aviation growth. NATS is responsible for ensuring that those aircraft that do fly through the region do so safely with minimal delay. Current growth is approximately four per cent per annum and this is expected to continue. See Appendix D of the document for more details.
Why aren't you holding public meetings/exhibitions? Are you really consulting with the public?
It is not possible to adequately cover a population of approximately 12.6 million people with public meetings. NATS has invested heavily in other consultation media to ensure that the complex nature of Air Traffic Control and aircraft flight paths can be understood by the public.
Do the airlines support this change?
They are being consulted just like every other stakeholder.
Why do you need three holds for Luton and Stansted instead of the two?
The two current holds are shared between Luton and Stansted arrivals. This means aircraft for one airport can be held up waiting for aircraft below destined for the other airport to land. The new proposal creates a dedicated hold for Luton and two for Stansted and this means greater efficiency and reduced environmental impact compared to the current arrangement.
What happens if the proposal is unsuccessful in gaining approval?
The current airspace will remain in use.
What noise analysis have you done for TC N?
Comprehensive noise analysis has been conducted to support the TC N proposal and this has been provided by independent consultants. A separate SEL report is available on the website.
Why are there five areas in TC N?
So that the overall region can be broken down into manageable consultation areas that may be better understood by the consultees.
What does this mean for the holds for Heathrow?
There are no plans for changing the holding arrangements for Heathrow,.
Are these proposals associated with proposed changes at Heathrow Airport?
No. The TCN proposals are designed to accommodate forecast growth in air traffic, including general airport expansion as supported by Government policy. They are not designed to support the expansion plans of any individual airport. NATS' TCN consultation is not associated with the Government's recent consultation on how Heathrow airport could be developed over the next 20 years or more. Introduction of Mixed-Mode traffic or a third runway requires a change in Government policy and it is this on which the Government was consulting. Once the Government decides, NATS will then consider any airspace change proposal that may be required to support it, in line with our licence obligations and CAA consultation guidelines. Any proposal will then be subject to separate consultation.
Why can't I see all the Noise Preferential Routes (NPRs) from the various airports, not just those that are changing?
We have now made available all current and proposed NPRs, together with population counts, for Heathrow, Stansted and Luton and 'assumed' NPRs for London City and Northolt and these can be viewed as an addendum within the consultation document
Why can't I see all the flights paths over my postcode, not just those that are changing?
The consultation document contains more than 420 pages that focus on those routes that are subject to change under these proposals. There are hundreds of routes that criss-cross the TCN region and the document and the process would have become unmanageable if this additional information had been included. We are required to consult on those areas where changes are proposed and we have endeavoured to provide this information in an accessible format using print, a dedicated website and a DVD.
Why can't the holds be placed over the sea?
Holds need to be positioned an optimal distance from the runway to enable air traffic control to integrate the flow of aircraft in an orderly manner so as to maximise the runway capacity. This reduces delays and therefore emissions. There are a number of reasons why holds within the TCN proposal cannot be positioned over the sea, for example the distance from the runway, other flight paths and MOD training or danger areas. Further details of the positioning of proposed holds can be found within the consultation document.
Where do I find the list of libraries where I can read the consultation document?
There is a list on the Libraries page which can be found through the Accessibility link at the bottom of each page on the site.
How can I obtain my own copy of the consultation document?
The consultation document is available to view and download online and is available at 673 libraries throughout the region for those who wish to see a hard copy or who are unable to print it off. The consultation document is also held by county, borough and district councils and, via a DVD, by parish councils. The document is more than 400 pages long and the detrimental environmental impact of producing further copies to cover a region of more than 12 million people is not justifiable when the document is easily accessible publicly and on the internet. The website is designed to offer a user-friendly and accessible way of understanding the complex nature of the airspace change proposal. It offers a postcode search facility, and an introductory video which explains how airspace works and why NATS is proposing this change.
What is the reason for the "dogleg" in the westerly arrival route into Stansted. Why can't it just go straight from the hold to the airport?
A: There are a number of reasons for the “dogleg” in the westerly arrival route to Stansted but above all, this route is part of the bigger TCN picture where we have to interweave many different air routes and allow for holds, all of which must be sufficiently spaced to ensure safety. Whilst it may appear that an individual route could be routed differently, you need to bear in mind all the other routes around it and their position relative to towns and AONBs in the region.
Government guidance advises that departing traffic should be concentrated along the least possible number of specified routes (see Page D4 para 3.1). NATS has applied this guidance to both departure and arrival routes at Stansted; if you look at the westerly arrival map (Page G25) in association with the easterly arrival map (Page G29) you will note that both share the same route until a point roughly above the River Stour.
The “dogleg” also provides flexibility for controllers to shorten the distance flown if circumstances permit, whilst ensuring that aircraft joining final approach from both westerly and easterly holds are spaced safely and efficiently. Arrivals from both holds must be interwoven with requisite distances between them and the “dogleg” enables aircraft to turn either early or late in order to achieve this. This route design is similarly applied at most major airports and is often referred to as “tromboning” where the doglegs are even more pronounced.
Will I be entitled to compensation if I am disadvantaged as a result of this airspace change proposal being implemented?
These proposals have been drawn up in the context of Government policy and our obligations under our licence from the CAA. NATS is not liable to compensate those who feel they have been disadvantaged by the decision of the CAA. The driver for the airspace change proposal is the improvement of the use of the TCN airspace, with regard to safety, efficiency and the reduction of overall environmental impact. The CAA is responsible for airspace policy and will decide whether the changes go ahead taking account of all relevant considerations including the anticipated impact on safety, efficiency and the environment.
I don't want to use your feedback form. Who can I write to?
We would encourage everyone to use the feedback forms. However you can write to lodge your feedback to: TCN Consultation, NATS, Freepost NAT22750, Reading, RG1 4BR.