1.1 General Aviation (GA) with aerial work, covers all civil flying except that carried out by the commercial air transportation (CAT) sector.  GA is the largest aviation operation in the UK, with 7000 conventional aircraft (12,000 if microlights, gliders and balloons are included) compared with about 700 used for CAT.

1.2 GA is generally misunderstood. Most people are aware of the activities of the commercial air transport sector, either because they fly with the airlines and charter companies on their holidays, or because they see and hear their aircraft over and around their homes and places of work.  In many parts of the country people are also aware of military aircraft - especially low flying jets - because GA activities are less obvious they tend to become widely known only when a planning application is made public or when a specific problem arises.  This is despite the fact that in the UK there are more than ten times as many aircraft used for GA as are used by the CAT sector.

1.3 The CAT sector uses 23 UK airports.  GA  operations take place at 140 aerodromes licensed by thee Civil Aviation Authority (CAA) and at about 350 unlicensed aerodromes, airstrips and gliding sites. In addition, many fields and other sites are used on an occasional basis by light aircraft and helicopters under the '28 - day rule'.

1.4 In 1979-80 UK GA flew 655,000 hours, increasing to 1,223,000 in 1989-90, showing a growth in 10 years of about 87%.  Comparable growth will recur after the current recession and suitable facilities will be required.

1.5 Often GA suffers from the stigma of being the province of rich playboys and girls.  This is far from the truth.  GA operations include flying for business; traffic surveillance and control; pipeline, police, pollution and fishery protection patrols; aerial survey; civil search and rescue; medical evacuation; emergency carriage of human organs; aerial prospecting; personal transport; flying training; and for leisure/sporting purposes.  Whereas more than 80% of all passengers flying on airliners are travelling for pleasure purposes, more than 70% of all GA flying has some form of essential/business/safety connotation.

1.6 The biggest single activity is flying training, both for professional and leisure purposes.  Many people who start flying for pleasure decide to become professionals and in 1990 43% of all pilots entering commercial aviation did so via the club and private flying movement.  Most such people train and qualify at their own expense; not only do they provide the airline and charter operators with the crews that they need (in 1990 there was a desperate pilot shortage and this will occur again) but they provide a hidden subsidy for those companies, reducing the cost of everyone's holiday travel.

1.7 Rapid point-to-point contact is important for many local businesses; this fact is now strengthened through the opportunities offered by the Single European Act.  So an aerodrome is of considerable economic benefit to the neighbourhood; this is a point readily appreciated on the continent, especially in France, where an aerodrome's value to the community tends to be more readily understood and where many facilities are provided by local Chambers of Commerce.  There are 594 notified aerodromes in France.  In Britain there are 143 licensed aerodromes.  The pilot population is broadly comparable in each country.

1.8 GA activities, including those at small airstrips, provide many 'spin-off' benefits to the local community through the multiplier effect.  Not only does an aerodrome provide employment, but many new traders such as hotels, shops, petrol stations and others gain substantial business.

1.9 The benefits to an area accruing from GA have been recognised by Inspectors on appeal.  In the case of Glyndwr Soaring Club the Inspector noted, as factors contributing to his decisions to allowing the appeal; "arguments canvassed ... including the creation of new jobs; the benefit which visiting pilots and helpers might bring to the local tourist economy; the amount of investment made ....". (Welsh Office ref. P/14/397)

At the other end of the scale, in the case of London City Airport, the Inspector again recognised that " ... expansion of the airport would be of benefit to the economy of East London and the City.  It would assist in the regeneration of Docklands and in redressing the imbalance between east  and west London," (DoE ref: LRP210/J9510/017)

A sample survey at one of the largest UK GA aerodromes reveals that more than £1m is spent annually by the aerodrome on maintenance work.  It is the  base for 80 aircraft used for GA and aerial work.  Total movements average 60,000 per annum and 40 small companies with offices and maintenance bases on the aerodrome employ 350 people.  Also, a large amount of foreign income is generated by other companies which, while not sited at the aerodrome, base their aircraft there.  Further research into the effects of a GA aerodrome on the local economy is being undertaken now.  We hope that a further paper will be produced as a result of this work.

2.1 Recently several GA aerodromes have been closed, for a wide range of reasons, but usually for commercial development including gravel extraction, business parks and private housing.  Others are under threat of closure or of operating constraints.  Whatever the reason, any loss adds to the requirement for replacement sites to be available.

2.2 As more people fly on their holidays, some airports are concentrating their resources on schedule and charter operations as main revenue earners.  For this reason they may discourage or even virtually ban GA.  This leads to a further requirement for new aerodromes or airstrips, especially for lighter aircraft.

2.3 The needs of GA are now being recognised more fully by central government, with supporting advice embodied in planning guidance documents.  Paragraphs 5.32 - 5.36 of PPG 13 (Transport) recognise the need for GA to be accommodated... It is acknowledged also in paragraphs 6.35 - 6.40 of RPG9 (Regional Planning Guidance for the South East) which states, inter alia:

The Government recognises the benefits that can flow from business and light aviation, both for the local and the national economy, and wishes to encourage the provision of adequate facilities for General Aviation"

At a more local level, need was acknowledged in the context of an appeal relating to a proposed grass airstrip at Sorbie Field.  The Inspector acknowledged correspondence which "... drew attention to the growing requirement for separate facilities for light aviation for people who need or wish to use their aircraft, thus removing them from airports and larger aerodromes where congestion is increasing."  (Scottish Office ref. P/PPA/FC/198)

The difficulties in meeting need (in this Instance for gliding) were summarised in the context of an appeal for Wormingford where the inspector concluded that "... A gliding club can only realistically operated from a rural location, and suitable sites are had to find."  (DoE ref. T/APP/C/90/A1530/6&7/P6 etc) Part B of this guidance document also refers.

2.4 The growth of GA between 1979-80 and 1989-90 caused congestion at many aerodromes, leading to movement constraints, seriously affecting pilot training. So the demand is threefold:

i) to compensate for closure of some aerodromes;

ii) to compensate for the limitations imposed by (or on) other aerodromes; and

iii) to cope with increased activity.

2.5 The national trend toward a larger number of smaller, less-intensively used aerodromes and airstrips should be encouraged, as this reduces the demand for long road journeys and spreads the air traffic load more evenly, removing the 'honeypot' problem and encouraging sustainability.  Also people learning to fly in their spare time should be able to do so within reasonable reach of their homes or work places.

2.6 Airports can be expensive places, with high overheads, causing economic problems for small operators (such as flying schools or clubs) and for light business/private aircraft owners.  Often a viable operation is possible only from a small unsophisticated aerodrome or airstrip.  Applications for the latter are commonplace today and their existence can be beneficial for all concerned.

2.7 Schedule services operate over routes and at times chosen by the airlines and not by the users.  Many centres of commerce and industry are not covered by these services, yet the Single European Act creates opportunities for business that may call for rapid point-to-point contact.  Often this can bee conducted from a local aerodrome or airstrip in a light business or private aircraft. 

2.8 To be practicable, aerodromes for general use need to be relatively close to population/business centres, yet where possible, away from heavily built up areas. Usually a compromise must be reached.

2.9 Pilot training is the core around which all flying exists.  Provision must be made for this, including a reasonable amount of circuit training, which is essential for attaining safe standards and maintaining those standards.  Pilots do not go round and round, overflying the same points, just for pleasure or to annoy others, but in given wind conditions tracks over the ground tend to be repetitive.  This is a sign of accurate (and therefore safe) flying.  Despite fears that pilots are looking into houses or at people sunbathing in gardens, it is impossible to do either even from a low level, let alone from standard circuit height of 800 - 1000 feet above the ground.

2.10 Although GA includes a wide range of activities, with people flying for an equally wide range of reasons, it is important not to overlook the leisure/sporting angle.  Every locality has its football grounds, golf courses, swimming pools and other facilities and for any town or neighbourhood to lack these would be unthinkable.  Yet many areas of the UK are devoid of  aerodromes available for use by local residents.  The need for GA related facilities was accepted by an Inspector on an Appeal in respect of parachuting at Abbotsley, when he stated "It is widely acknowledged that the demand for leisure facilities is steadily rising and parachuting is one of the sports which is attracting more and more participants and supporters..." DoE ref: T/APP/C/88/H0520/5P6 etc)

People who fly are normal, working, tax-paying individuals, many of whom give up life's luxuries to be able to afford to fly.  Their need should be met.

3.1 A local authority is unlikely to be faced with a planning application for a major international airport.  If such a situation should arise, it is outside the scope of this guidance document, although advice is available on request.  The information in this publication relates generally to small aerodromes, airstrips, gliding sites, microlight sites and, in some parts, to helicopter pads.

3.2  There is no rigid dividing line between the terms 'aerodrome' and 'airstrip', although generally the latter is used to describe a small area of farmland that may be used both for limited flying and grazing.  Sheep and light aircraft are wholly compatible.

3.3 The main division is between a licensed and an unlicensed aerodrome.  For flying training and certain other activities a site must be licensed by the CAA. This calls for obstruction free approaches to runways, marking of areas used for aircraft maneuvering and so on.  Full details are contained in Civil Air Publication (CAP) 168 - The Licensing of Aerodromes.

3.4 Aerodromes or airstrips used solely for private purposes need not be licensed - and usually are not.  This does not mean that they are unsafe.  Far from it.  The CAA provides advice in CAP 428 - Safety standards at unlicensed aerodromes.  These are advisory guidelines only and in some cases airstrip owners are unable to abide by all the points mentioned, yet they can operate without compromising the safety aspects.  The British Gliding Association and British Microlight Aircraft Association have produced their own guidelines.

3.5 The required size and layout of a site depends on the types of aircraft to be used e.g. single or twin engined, gliders, microlights, helicopters etc.  A site owner may seek permission to have more than one strip from which to operate.  this is not an indication of greater intensity of use, but is to enable pilots to take off and especially to land as nearly as possible into the direction of the wind.  An aeroplane on the ground acts like a weathervane and seeks to head into the wind, so a secondary strip on a different heading provides an added operating safety factor.

3.6 A small grass airstrip is just that.  Often fears are expressed that the site will be used for large commercial aircraft (jumbos and even Concorde have been mentioned in some cases) but only light types can operate from grass and almost always physical as well as financial limitations prevent expansion.  A grass field may cost very little to prepare for flying use, but a hard runway long enough for commercial use runs into the expenditure of millions of pounds.  Also, the majority of strip owners/users are where they are because they wish (or need) to move away from airports or larger aerodromes.  Fears of excessive development are wholly unfounded and there is no case on recent record of a strip being expanded (or its owner seeking to expand) into a major commercial airport-style operation.

4.1 Some people object to the idea of a nearby aerodrome or airstrip, frequently through fears based on misunderstanding.  Often, when proper explanations are provided, most objections disappear.  Sometimes local residents who begin as objectors become supporters when they realise the minimal disturbance  caused by small flying compared with possible alternative land uses.  Examples of this are on pages 3 and 4 or the enclosed leaflet 'Your Local Aerodrome'.

4.2 Taking off and landing is a land use and therefore movement limitation can be protected by planning conditions.  However, it is essential that these are realistic and workable; they should be based on annual or monthly figures.  Largely for weather reasons, generally, daily limitations are not practicable.  Planning conditions are examined more fully in Section B.

4.3 Noise abatement procedures can be applied, e.g. agreeing areas not to be overflown, but these should be planned carefully.  Although in itself flight safety is not a planning consideration (Hansard, 16 July 1990) excessive variations  from accepted operating procedures can lead to lowered safety standards for all concerned.  For this reason professional advice should be sought.  GAAC can help here.

4.4 Further to 4.3, care needs to be taken regarding proposed aircraft routing in flight, as this is not a land use and therefore not a planning consideration.  However, usually any such problem can be resolved through discussion and agreement.  Again, misunderstandings can be avoided with professional guidance.  References should be made to of circular 1/85 Appendix B para. 13.

4.5 A local airport, a nearby military airfield or even the Ministry of Defence, may call for an operating agreement with the owner/operator of a new flying site.  The planning authority may require this as an integral part of planning permission.  However, sometimes such demands are spurious, e.g. the proposed site is underneath free airspace which is outside the jurisdiction of the party claiming the right to require the agreement.  In other instances an agreed operating procedure may be desirable or even essential.  However, independent professional advice should be sought.

4.6 Sometimes proposals for noise constraint are put forward by local authorities without a full understanding of the practical or safety elements.  As an example, a requirement was laid down for engine ground-running to be carried out in a sound-insulated building.  For safety reasons (especially fire risk) ground running is undertaken out-of-doors and this is covered in para. 4.2 of the CAA's CAP 520 (light Aircraft Maintenance).

A local Authority's technical credibility could be enhanced if professional advice is sought and obtained beforehand. Such help is readily available.

4.7 A Highway Authority may express concern about disturbance to drivers caused by aircraft taking off and suddenly appearing at a very low height over a road at the end of an airstrip.  Sometimes these fears are based on the assumption that an aeroplane uses the whole strip for take-off and then climbs at the 1 in 20 protection angle shown in CAP 168 (see 3.3) and CAP 428 (3.4) This is not so.

Although lengths of runs on the ground vary with aircraft type, wind strength and other factors, most light aeroplanes are in the air by half way along an average strip, which means they start climbing well before reaching the boundary.  Even a low performance aircraft climbs more steeply than 1 in 20, so any fears will be ill-founded.  Most microlights can operate from shorter strips than most conventional light aircraft, but some heavier types have excellent short-filed performance, so this is a guideline only and not an irrefutable statement of fact.

4.8 The heading of a runway or a grass strip is a planning, an aviation and a practical operating consideration:

i) Clearly a direction that leads to aircraft climbing over existing built up areas should be avoided if possible and a variation of only 10 degrees may make a considerable difference.

ii) Aircraft should take off and especially land as near into the wind as possible.  This eases directional control on the ground and enables steeper approach and climb paths over the surrounding areas.  The prevailing wind in most parts of the UK is south-westerly, so this is the preferred heading when not overruled by other, unavoidable factors.

iii) In conjunction with (ii) the layout of the available land may dictate the best heading with regard to several factors, e.g. the direction that provides the longest run, the positions of off site and irremovable obstructions such  as power lines or trees with preservation orders.  Where possible these should not be in the approach or climb-out paths.

iv) If an applicant seeks to have a secondary runway or strip on a different heading, this should be encouraged, as it enables pilots to operate more frequently into the wind (see (ii)) and has the environmental advantage of distributing the traffic load over the neighbourhood.

(Here readers may wish to know how runway/strip headings are defined.  Firstly, take the 360degrees of the compass, making an easterly heading 090degrees and a westerly heading 270degrees.  For runways, just the first two figures are used, so a runway running east/west will be called 09/27. 09 is facing east from the western end.  Facing west from the eastern and is 09/27.  So a north-east/south-west runway will be 04/22, described as 'zero four/two two').

4.9 Planning permissions granted for houses, old peoples homes, schools etc. under existing circuit patterns, especially approach/climb out paths can cause problems for all (see PPG13 and PPG24). In some cases, new buildings have been allowed very close to aerodromes that have been active for many years, leading to complaints from the new occupiers against a long-established, essential and accepted aviation operation.  (At one Public Inquiry the local authority's advocate complained about aircraft overflying an old people's home, yet the aerodrome had been in existence for 62 years and the home had been in use for only three.  The Inspector dismissed the complaint).

4.10 Whilst some operating constraints are both understandable and practicable, it is important to realise that a light aeroplane is just a car with wings.  Few people would accept bans on driving from home before 9.00am or on arriving back home by car late in the evening.  For aircraft ownership to be an asset, use of an aeroplane must be flexible, bearing in mind that weather considerations create additional timing and safety problems, e.g.  it may be advisable to depart early in order to be back safely before the weather is forecast to deteriorate, or to await a weather clearance causing a late departure and late return.  A light aeroplane returning to base and landing causes very little noise.  Flexible operation is a safe operation.

4.11 Sometimes planning considerations (or suggested S.106 agreements)  include bans on certain types or classes of aircraft.  For example in their early days microlights deservedly earned a bad reputation for excessive noise, but now no such machine can be cleared to fly unless it carries a noise certificate issued by the CAA.  Yet reputations take a long time to die.  So, again technical advise could avoid problems.

4.12 Inherently, aircraft are very safe. In the unlikely (but possible) event of engine failure, an aeroplane remains fully controllable and the pilot can glide down to a selected landing space.  Fears of an aeroplane "dropping out of the sky" have no place in real life.

4.13 Although there are a few inconsiderate pilots who fail to abide by sensible operating practices - just as there are some badly behaved motorists - an aerodrome or airstrip owner is able to lay down and publish certain rules and to insist that they are obeyed.  A pilot who deliberately flouts these conditions can be suspended or even permanently banned from using the site.  This helps to ensure that there is no unnecessary disturbance to the neighbouring community and protects the interests of the majority of pilots who behave well.

4.14 Although generally speaking a consultative committee is neither necessary nor workable for a small low-use private airstrip, such a body can be established for a larger base and this provides a forum for communication and an understanding between the various parties concerned.  It provides a forum for communication and understanding between the various parties concerned.  It provides a balance by encouraging the site owner to control any errant pilot and keeps a check on any local resident who may complain persistently for no just reason.

4.15 General Aviation is here to stay.  Although in the early 1900s many people objected to the introduction of the motor car, only a short time passed before road travel became universally accepted.  To some, the motor vehicle may have outstripped its welcome, so operating constraints (e.g. traffic calming) are being introduced, but although GA will grow - and provision for that growth should be provided - there is no fear that it will expand dramatically.  Already GA is years ahead of motoring, as certain operating limitations have been the norm for a considerable period of time - since long before traffic calming was ever introduced.

THESE NOTES ARE NOT EXHAUSTIVE

They are intended to provide sufficient guidance to enable officers and elected Members to appreciate the significance of General Aviation.

Remember: Further help is available on written request.

Report Section B: Planning

Education