Primarily for general aviation discussion, but other aviation topics are also welcome.
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By rohmer
FLYER Club Member  FLYER Club Member
#1580436
The last version of the Exeter ACP design (with a copyright caveat), to which comments were invited locally, is viewable in the Devon Strut's response in early October http://www.devonstrut.co.uk/safety/4539777984 and shows additional sectors, of which CTA-6 has its base raised from 3000ft to 3900ft giving greater headspace for Dunkeswell but also making the design more complex and inviting busts (sic)! We were advised that this was unlikely to be the final version as more discussions were anticipated with the MOD and NATS. We've heard that the final design has now been submitted to the CAA but their acceptance of it has not yet been logged on their website https://www.caa.co.uk/Commercial-indust ... -airspace/
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By FlarePath
#1580443
Assuming all arrivals are catered for at Dunkeswell, ie: subject to parachuting overhead joins are permitted, With CTA-4 based at 3000' a standard OHJ at 2000' would be 2839' AMSL not a lot of room left to the base of CAS then only a margin of 161'.
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By rohmer
FLYER Club Member  FLYER Club Member
#1580456
The base of CTA-6 has been raised to 3900ft so a std OHJ at dunks from 2000ft would have a margin of just over 1000ft. However, the northern edge of CTA-3, with a base of 1700ft, abuts the Dunks ATZ and has been extended out as far as the Stockland mast. Dunkeswell's concerns are spelled out in the DSFT response, linked on the same Devon Strut page.
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By Peter Gristwood
FLYER Club Member  FLYER Club Member
#1580460
Rohmer

Just looking at the new diagram, CTA5 to the north is narrower that Dunkeswell's ATZ diameter, probably no more than 3 miles wide, as is CTA4 to the south. So by the time you realise you've entered it, you're out of it

Some good strategic thinking by Osprey :lol:
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By FlarePath
#1580461
Unless the diagram in this thread has changed CTA-6 is not relevant to my point. This only would affect arrivals from the south. Coming from the east CTA-4 is the problem, and also for all, irrespective of direction, arriving at an airfield 840' AMSL with an admitted not many times OHJ due to 'chuting, but, it should catered for and a 161' margin is a bit tight.
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By rohmer
FLYER Club Member  FLYER Club Member
#1580470
FlarePath, CTA-6 has indeed changed and is the block that now sits overhead and to the east & west of Dunkeswell. Check the link I posted above.
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By Rich T
#1605722
Some interesting points in regard to the other ACPs going through at the moment. Para 13 is especially interesting from a GA perspective, as it should presumably be a defence against the Fboro ACP, and probably Oxford/Brize too (note it’s about numbers; no mention that CAT or commercial GA takes preference over light GA).

From chapter 2:

12. The CAA is required to secure the most efficient use of the airspace consistent with the safe operation of aircraft and the expeditious flow of air traffic.

13. The CAA considers that the most efficient use of airspace is defined as ‘secures the greatest number of movements of aircraft through a specific volume of airspace over a period of time so that the best use is made of the limited resource of UK airspace'.

14. The CAA considers the expeditious flow of air traffic to involve each aircraft taking the shortest amount of time for its flight. It is concerned with individual flights.
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By James Chan
FLYER Club Member  FLYER Club Member
#1605730
as it should presumably be a defence against the Fboro ACP


Doubt it though. The Exeter rejection came back quicker than Farnborough which is stIll being decided.

I suspect Exeter will just rework what they’ve missed and resubmit.
Last edited by James Chan on Wed Apr 18, 2018 10:14 pm, edited 1 time in total.
By oakworth
#1605732
Nothing new here, regardless of what people may think, the case has to be made and the CAA have always been a fairly strict task master in that respect. Bear in mind that any resubmit from Exeter will have to go through the new ACP process.
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