WITH increasing regulatory control coming from the EU in so many aspects of aviation, currently we have a say in the use of airspace. Representatives from the many air activities are fighting to retain a place in the control of standards and access to the
WITH increasing regulatory control coming from the EU in so many aspects of aviation, currently we have a say in the use of airspace. Representatives from the many air activities are fighting to retain a place in the control of standards and access to the skies
The main losers in the changed holding patterns will be the many licensed private airfields (air strips etc). A maximum operation height will be imposed on any airfield operating within the designated area, and no doubt these stakeholders will have made serious representations to NATS on their interests.
For many of us, should the proposals come to fruition, life will go on, and in fact many will be unaware of any change. Many of us lived with an active Alconbury and Wyton. Limited activity has of course returned to the latter.
Luton by design has a problem that causes delay. The airport does not have the parallel taxiway from the terminal to the ends of the runway to access to remote parts of the airport for testing following maintenance. The single taxiway, dividing to give access/exit points to the runway near its mid-point, means the runway is not available to a second aircraft while a plane for take-off taxis on the runway to reach the turnaround point at whichever end of the runway is in use for operations, or a landing plane backtracks to the runway exit.
Stansted has the parallel taxiway, which is more efficient in operation. Two planes arriving at Luton in quick succession would need one to hold until the runway is clear, a lengthier process than at most airports.
Civil aircraft in European skies are subject to far more rigorous noise and emission controls, with quieter fuel-efficient engines in service meeting these requirements.