Waverley Borough Council

Assessment of the current and future scope to utilise Dunsfold Aerodrome for flying act ivi ties

Final Report

April 2011

Ltd

Contents

1. Introduction ...... 1 1.1 Background ...... 1 1.2 Layout of report ...... 1 1.3 Scope of study...... 1 1.4 Historical background...... 2 1.5 Planning context...... 2

2. Current aviation infrastructure and operations ...... 3 2.1 Runway/taxiway system ...... 3 2.2 Aprons/aircraft parking ...... 4 2.3 Hangars...... 4 2.4 Rescue and fire-fighting services...... 5 2.5 ATC/navigation systems...... 5 2.5.1 ATC control tower...... 5 2.5.2 Navigational aids ...... 5 2.5.3 Flight paths...... 6 2.5.4 Instrument Landing System (ILS)...... 6 2.5.5 ATC constraints ...... 7 2.6 Customs and immigration...... 8 2.7 CAA licence...... 8 2.8 Permitted Development Rights ...... 9 2.9 Surface access...... 10 2.10 Urbanisation ...... 11 2.11 Aircraft movements...... 11 2.12 Airport charges ...... 11

3. Comparison with neighbouring airports/airfields...... 12 3.1 London Gatwick...... 12 3.2 Farnborough...... 12 3.3 Fairoaks ...... 13 3.4 Blackbushe...... 13 3.5 Lasham ...... 14 3.6 Redhill ...... 14 3.7 Shoreham...... 15 3.8 Sywell...... 15 3.9 Biggin Hill ...... 16 3.10 Southend...... 16 3.11 Cambridge...... 17 3.12 Wolverhampton ...... 17 3.13 Others ...... 18

4. Intensification of aviation use ...... 18 4.1 Proposed increase in movement limit ...... 18 4.2 Outline of options...... 19 4.3 Commercial airport ...... 20 4.4 Corporate/business aviation ...... 21 4.5 Aircraft maintenance...... 22 4.6 Specialist freight-only airport ...... 22

4.7 Flight training/private ...... 23 4.8 Implications for continuation of non-aviation use ...... 24 4.9 Implications for non-aviation site development ...... 24

5. Conclusions...... 24

Appendices

Appendix A: Photographs of Dunsfold and other comparable airfields

Appendix B: Study brief

1. Introduction

1.1 Background

This report has been prepared by Alan Stratford and Associates Limited on behalf of Waverley Borough Council. It relates to a study on the potential options for the intensification of aviation use at Dunsfold Aerodrome (often referred to as Dunsfold Park). Waverley Borough Council is the Local Planning Authority with responsibility for Dunsfold Aerodrome.

Dunsfold Aerodrome is situated some 8.5 miles to the SE of Godalming in Surrey. Initially built as an airfield during the Second World War, it was subsequently used by Hawker Siddeley (subsequently British Aerospace) for the development and manufacturer of military aircraft. Following the withdrawal of BAe Systems (the successors to British Aerospace) in 2000, the aerodrome was purchased by the Rutland Group, who formed the airfield operating company, Dunsfold Park Ltd. The existing buildings are now used for a variety of commercial and light industrial purposes. There is some limited use of the aerodrome for flying activities associated with the aerodrome tenants. The site is also used for filming and for special events, including the production of the BBC programme, ‘Top Gear’. A copy of the Study Brief is attached as Appendix B.

1.2 Layout of report

The report comprises an introductory section providing details of the scope of the review, an overview of the historical background to the aerodrome and the planning context for the study. This is followed by a review of the current aviation infrastructure at the aerodrome, including current operational procedures and operations (Section 2), a comparative analysis of neighbouring airfields and airports (Section 3), an evaluation of the options for intensification of aviation use (Section 4). Our conclusions are given in Section 5.

1.3 Scope of study

The study has been undertaken at a strategic level to assess the possible options for expanding aviation at Dunsfold Aerodrome. No detailed site survey of either the site or the existing aerodrome infrastructure has been undertaken. The study has been based on publicly available information and data available about the airfield together with some limited additional information supplied by Dunsfold Park Ltd. It is recognised that, due to the current uncertainty about the future development of the airfield, its owners are reluctant to disclose any detailed plans or financial data concerning the airfield’s operations. Given the lack of available data, the commercial and financial viability of the various development options are assessed on a broad-brush basis only. It should also be noted that, whilst the report provides some comment on the planning and environmental implications of the possible development options, it does not provide a detailed analysis of the planning context or the likely environmental impacts of expanding aviation activity at the airfield. In the latter case, it is likely that an Environmental Impact Assessment would be required for any proposed development

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plan, including intensification of aviation use, as submitted to Waverley Borough Council.

1.4 Historical background

Dunsfold Aerodrome was built by the Canadian Army and civilian contractors in 1942 as a Class A airfield for RAF Bomber Command. In 1942, there was a significant expansion of military aviation in the UK. In southern England, some 36 sites were identified and recommended as possible new airfields, and Dunsfold was one of the first fifteen reconnoitred between 16 th and 24 th April 1942. The site was approved at the end of April, with construction commencing on 11 th May 1942.

The airfield was used by the Royal Canadian Air Force from 1942-1944 and in the latter part of 1994 by the RAF Group Support Unit. After the war, the airfield was used by the RAF to repatriate prisoners of war. Dunsfold was declared inactive by the RAF in 1946 but was used by the air charter company Skyways until 1950. Skyways undertook air freight charters including support for the Berlin Airlift as well as aircraft maintenance and refurbishment at the aerodrome. By 1947, some 1,300 company staff were based at Dunsfold, with a further 350 aircrew based at the airfield. In March 1950, however, Skyways went into voluntary liquidation.

In December 1950, the military aircraft manufacturer, Hawker Siddeley, acquired the lease on the site. Hawker Siddeley initially used the aerodrome for the final assembly and flight testing of the Sea Hawk and Hunter jet fighter aircraft. An aircraft maintenance company, Airworks, also leased two hangars at the aerodrome for aircraft refurbishment.

The aerodrome was subsequently used for final assembly and flight testing of the Hawker P1127 VTOL (Vertical Take-off and Landing) aircraft and for the Hawker Harrier jet, one of the mainstays of the RAF’s fleet in the 1970s through to the 1990s. Other aircraft developed at the airfield included the Folland Gnat and Hawker trainer.

In 1977, Hawker Siddeley became part of British Aerospace. British Aerospace purchased the freehold of the site in 1980. Although aircraft production continued during the 1990s, BAE Systems (the successors to British Aerospace) announced closure of Dunsfold as part of their restructuring programme in 1999, and vacated the site in 2000.

In 2002, BAe Systems sold the aerodrome to the Rutland Group, forming Dunsfold Park Limited.

The historical background to the aerodrome is preserved in its museum which is open once a week.

1.5 Planning context

The existing aerodrome hangars and other ancilliary buildings are currently used for a range of commercial and light industrial purposes, including vehicle parking and storage. A full list of tenants, however, is not available. The site is also used to various filming activities, including the production of the BBC programme, ‘Top Gear’, which uses part of the airport runway/taxiway system as a race track.

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In 2003, Dunsfold Park Ltd were granted planning consent for a maximum of 5,000 annual aircraft movements during its operating hours (0900-1800 hours–Monday- Friday and 0900-1300 hours – Saturday), provided these were associated with the aerodrome’s tenants.

In 2006, Dunsfold Park Ltd proposed the construction of a new ‘eco village’ settlement on the site with 2,600 homes, a school, health services, public transport links to the A281 and an expanded business area. This, however, was refused planning permission by Waverley Borough Council in 2009 and rejected on appeal by the then Secretary of State, John Denham.

In August 2010 1, Dunsfold Park Ltd submitted requests to Waverley Borough Council for a formal screening opinion as to whether an Environmental Impact Assessment (EIA) is required in connection with a proposal to increase the limit of 5,000 to 25,000 aircraft movement per annum, together with an increase in the aerodrome’s operating hours and restriction on weekend flying. The airfield’s operating hours are currently 0730-1930 hours on Monday-Friday (to 2030 hours between 1 st April – 30 September) and 0730-1500 hours on Saturday. The proposal also includes lifting the restriction that no aircraft with an unladen weight of 70 metric tonnes (or more) shall take-off from the site.

In October 2010, a further request for a formal screening opinion for an EIA was made in respect of a new 11,000 sq m warehouse and link road to the A281 for use by Cranleigh Freight Services. Given these developments, it appears that Dunsfold Park Ltd are now focussing on developing both aviation and alternative non-aviation uses of the aerodrome.

2. Current aviation infrastructure

2.1 Runway/taxiway system

Dunsfold’s main Runway 07/25 has overall dimensions of 1880m x 45m. This is equivalent to an Aerodrome Reference Code 4E. For Runway 07, the Take-off Run Available (TORA) is quoted as 1880m, and the Landing Distance Available (LDA) is quoted as 1718m; the shorter LDA distance is due to a displaced threshold (which has been relocated eastwards in recent years) due to obstacles, possibly trees, to the west of the aerodrome. For Runway 25, the TORA is quoted as 1735m and the LDA is quoted as 1695; it is likely that the shorter distances are again due to obstacles to the west of the aerodrome. There is a narrow 250 metres long starter strip serving Runway 25 although it does not seem to be part of the main runway. Parallel to Runway 07/25 there is believed to be a grass strip used for helicopter operations, although this is not shown in Pooley’s Flight Guide

The only limitations to the size of aircraft that could use the runway would be the available runway length for landing and take-off, and the strength of the runway

1 In April 2011 and subsequent to writing this report, Dunsfold Park submitted an application for a Certificate of Lawfulness for unrestricted use of the site for aviation. If granted, this would supersede any application for an increase in permitted movement levels. This subsequent application contained some additional technical details about the aerodrome’s activities which are not shown in this report – although the overall findings on its potential future development remain valid.

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pavement. In the case of Runway 07/25 the runway top coating surface is specified as asphalt with a PCN of 30. Taking both these factors into account, the largest aircraft that could use the runway on a regular basis would be the smaller members of the A320 / B737 aircraft families. From aerial photographs, and because of the use by Top Gear, it is believed that the condition of Runway 07/25 is good, having being resurfaced when British Aerospace sold the site.

Although three runways are available at Dunsfold, only Runway 07/25 is currently in a fit state for aircraft operations, and in the short term it is highly unlikely that the others would be brought back into service for other than parking or taxiing.

Although there is no Instrument Landing System (ILS), approach, threshold and runway edge lighting are installed. At both ends of Runway 07/25 there are turning areas, effectively doubling the runway width at these locations. 2.2 Aprons / Aircraft Parking Areas

There are no clearly defined aircraft parking or apron areas with the exception of a small area ajacent to the stub link taxiway from Runway 07/25 towards the existing buildings complex. The capacity of the apron area would appear to be no more than 3 or 4 small general aviation aircraft. As mentioned in Section 2.1, it would appear that the two disused cross runways are used as general storage area, the largest current piece of equipment stored being a B747 that is used as a film prop. 2.3 Hangars

There are a number of existing hangers, some of which date back to the Second World War. Hanger 1 is an extended Type T2 (Building 57) hanger located west of the fire station. The overall floor area of the hanger is 3,044 sq.metres. Three co-joined Type AI hangers (Building 68, Production Hanger) are located side by side to the east of watch office. The total floor area of the three hangers is 9,192 sq.metres. Adjacent to the A1 hangers is an eight bay aircraft paint shop (Building 67, floor area 1,032 sq.metres) and to the east of the paint shop is a Type T2B hanger (Building 86), with a floor area of 3,692 sq.metres. Blister hangers are located south of Runway 05/27 adjacent to the Control Tower.

Elsewhere on the aerodrome there are numerous other warehouse and industrial units. For example:

•Building 46: 534sq.m, a purpose built single storey semi detached warehouse/industrial unit, with an electrically operated loading door.

•Building 42.1: 214sq.m, a single storey semi-detached warehouse/industrial unit, with one full height electrically operated loading door.

•Building 120: 850sq.m, a modern single storey detached warehouse / industrial unit with extensive yard

•Building 43: 775sq.m, this being a modern single storey semi-detached light industrial / warehouse unit providing clear height production and storage

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accommodation on the ground floor, and with ancillary offices at first floor level. Two full-height electrically operated loading doors to the front and rear.

Dunsfold Park Ltd (the aerodrome owners) submitted, in October 2010, an Environmental Impact Assessment linked to a proposal to construct a new warehouse with a gross floor area of 11,900 sq.metres. It is intended that the proposed warehouse be occupied by Cranleigh Freight Services, an existing occupier at Dunsfold Park since 2003. As a consequence of the proposal, and taking into account other new developments, demolition and change of use, the existing gross floor area of all buildings is expected to increase, from 44,700 sq.metres to 94,500 sq.metres. 2.4 Rescue and Fire Fighting Service (RFFS)

There is little published information on the RFFS equipment although there is a five bay fire station location adjacent to Building 57. The aerodrome operator has stated that cover up to Category 5 is available on request and there are least two fire tenders currently based at the airport, one being a Thornycroft Nubian Fire Tender. Concern has been expressed in the local press that the closure of local civil fire stations may have an impact on Dunsfold aerodrome in terms of providing supplementary emergency cover. 2.5 Air Traffic Control (ATC) / Navigation Systems

2.5.1 ATC Control Tower

The current structure was built approximately 30 years ago, and was designed to withstand the turning moment of a radar head. When British Aerospace left the site, the radar facility was mounted on the roof.

When Dunsfold Park took over the airfield, and anticipated limited use of the flying facilities, they re-equipped the tower. The runway lights were re-engineered, a portable radio was set up, arrester gear dismantled and at a later stage, approach lighting, as well as Precision Approach Path Indicators (PAPI), were returned to service. Most of the facilities can be operated from the tower cab, and the approach lights can be switched on externally.

Although the equipment is somewhat basic and needs supplementing by suitable items such as a barometer and an anemometer, these are relatively cheap and easy to both obtain and install.

In general terms, the building is eminently suitable for any future task, up to the point where a multi console radar facility could be established. It is large enough to accommodate all the normal requirements associated with Air Traffic Management (ATM) systems, although this might mean relocating some of the current (non-ATC) tenants who are co-located in the building – depending on the future Air Traffic unit required. 2.5.2 Navigation Aids

There are currently no navigational aids available on the airfield. There are, however, a number of National Air Traffic Services (NATS) operated, ground-based, navigational

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beacons in the vicinity of Dunsfold that are sufficient for the purpose of any future development of the airfield.

Dunsfold was designated many years ago as part of the Farnborough ATM ‘clutch’ airfields whereby the latter Air Traffic Service Unit (ATSU) provides radar facilities for ‘controlling’ arrivals and departures and feeding them into the National Airspace System (NAS). NATS makes no charge for this facility, as it enables them to operate in a ‘known’ ATC environment to the benefit of all airfields and aircraft operators in the area.

Using the same radar facilities, Farnborough would be able to provide radar coverage (probably for a fee) that would negate the need for Dunsfold to install a discrete system. Radar coverage, already available using the NATS installations for Gatwick, Heathrow, and Farnborough, would need to be evaluated to determine if the required accuracy for an instrument approach is available, but this cost would be relatively insignificant if carried out during normal testing, and would be miniscule in comparison to installing a new radar system at Dunsfold. Depending on the establishment (or otherwise) of ILS, there may be a need to install ground based navigation aids on the airfield.

A more modern approach aid uses satellite based navigation, but this may also need ground based supplemental equipment if low visibility and / or cloud base approaches are seen as necessary. 2.5.3 Flight Paths

With the current runway layout, all circuit traffic will take place to the south of the airfield as Runway 07 is a right hand pattern whilst Runway 25 is a left hand pattern.

Although not specifically currently included (presumably as the airfield is a private one and relatively inactive) in the standard ‘clutch’ procedures, if this were to be re-enabled, then outbound routings would be via one of three points: Compton (just west of Reading), Goodwood (Chichester) or HAZEL (Petersfield). Inbound tracks would be from PEPIS (near Greenham Common) or ODIMI (Odiham) and would not cause any major problem to any of the built-up areas beyond the two nearby conurbations of Haslemere and Cranleigh (Section 2.10)

Because there is no dedicated Dunsfold controlled airspace (the Gatwick CTA is just to the east of the airfield) there would be no formally notified Standard Instrument Departures (SIDs) or Standard Arrival Routes (STARs). The ‘clutch’ procedures mentioned above would be adapted locally so as to avoid over-flights of both Cranleigh and Haslemere, and to avoid any high ground together with Gatwick airspace (see later comment on ATC restrictions).

2.5.4 Instrument Landing System (ILS)

Modern technologies have partially replaced the ILS with the use of satellite systems known as the Global Navigation Satellite System (GNSS), or more commonly known as the Global Positioning System (GPS). However, GPS is not approved in the UK as a sole primary navigation aid. An alternative system, the Microwave Landing System (MLS) was expected to completely supersede ILS due to concerns over interference

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from various sources on the latter, but this has not happened. An MLS installation would enable a curved path to be used, thus ameliorating such limitations.

The ILS is therefore the preferred aid for most pilots, with the only real alternative being a radar let down or other ground based navigation aids that generally require better weather minima than the ILS and are therefore more restrictive. The original ILS installed on Runway 07 was a NATS trial facility but this is no longer in use. There are no physical constraints for a similar facility for Runway 25, but the proximity of the Gatwick CTR will have a limiting impact on the amount of time when it would be useable. The Instrument Approach to Runway 25 when British Aerospace were owners was problematic, in that approval had to be obtained from Gatwick to ensure that no departures from Gatwick Runway 26 were imminent so as to be able to route via the CTR.

One option would be to make an approach using the Runway 07 ILS followed by a visual circuit. However, this would not be a popular procedure for a number of commercial operators, and by its very nature would be less flexible as well as invariably needing better weather conditions for the circuit than the ILS minima would demand.

The theoretical movement rate for an ILS equipped runway depends on a number of factors, including: the availability of radar to sequence aircraft, rather than operating under a procedural service; the airfield infrastructure of taxiways and high speed turnoffs; the aircraft mix and the need for wake vortex separations, along with the number of departures to be integrated within the arrival rate; the category of ILS installed; and the prevailing weather criteria. For example, fog or very low cloud often demands the introduction of Low Visibility Procedures and the associated ground restrictions will dramatically reduce the rate. With all things being equal for maximum arrivals, this could be in the region of 48 aircraft movements an hour, but in a more realistic scenario, it is likely to be around 20 aircraft movements per hour, and further reduced to fifty percent of this if there were no radar. The number of aircraft movements would further to no more than two or three an hour if the Gatwick CTR problem came into play. 2.5.5 ATC Constraints

Therefore, the main constraint to operations is the proximity of Dunsfold to London Gatwick Airport, and its surrounding Controlled Airspace as mentioned above, although this would mainly be during bad weather and when Runway 25 at Dunsfold is in use. The airfield location is known locally as ‘fog hollow’ due to the preponderance of poor visibility or low cloud when meteorological conditions were likely to create fog. The geographical position of the airfield in relation to the North and South Downs, together with the ridge than runs through Haslemere, was always an issue that meant that descents had to be made, either away from these locations, or delayed to later than is desirable.

The consequence of the constraints leads to a conclusion that either an airfield radar, or a facility available on a contractual basis, would be essential for other than general aviation use where people accept that some weather conditions prevent flying. The current airfield infrastructure, for example, where none of the traffic lights are working and unrestricted road vehicles cross the threshold of Runway 25, will need addressing. It is worth noting that Biggin Hill is a British Airways nominated alternative for Boeing 737 aircraft and, bearing in mind that the runway there is 1802 metres, it would seem

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that there is sufficient runway length available at Dunsfold to take these aircraft and the small Airbus equivalents (A319/320/321) if required.

The current planning restrictions on movements and time / days available are a constraining feature for any company or private users wishing to use the site. In terms of any overall limit on the number of annual movements, the bulk of these are likely to be fixed wing and rotary movements by private GA aircraft owners, although in the future it is likely that there could be a significant number of movements for flight training. Given the demand for these movements at weekends, it is unlikely that large numbers of private aircraft owners and possible new flying schools would wish to be based at Dunsfold unless the limits on the numbers of movements and the operating hours were substantially changed. It should, however, be noted that although Dunsfold Park are seeking an increase in the total permitted movements to 25,000 per annum, it is unlikely that the full limit would be required within the next 10-15 years as Dunsfold develops these activities. 2.6 Customs and Immigration

Dunsfold Aerodrome is not a designated Customs Aerodrome. Customs, Immigration and Special Branch clearance must be arranged by notification of the flight and crew / passenger details not less than 24 hours in advance for flights to and from destinations outside the UK mainland. Dunsfold currently has this facility already in place, and unless there is a significant increase in the number of aircraft movements to the point where permanent or semi-permanent attendance of the regulatory officers would be required, this is sufficient for all envisaged operations. 2.7 CAA Licence

Dunsfold is currently an unlicensed aerodrome. This limits flying activities to strictly general aviation and little else. Should future flying activities develop to include public transport operations then the aerodrome will require to be licensed. The CAA recently relaxed its requirement that all aerodromes providing flight training should be licenced.

Within the United Kingdom there are two types of licence, public use and ordinary. The requirements for each of these licenses are broadly similar. An airport with a public use licence is required to have the hours of availability published in the UK Aeronautical Publication (AIP) and facilities must be available on equal terms and conditions to all persons permitted to use the aerodrome. An appropriate level of rescue and fire fighting service (RFFS) must be available for all landings and take-offs. Any changes in the physical charactreristics of the aerodrome require UK Civil Aviation Authority (CAA) approval. The CAA must also be notified of any changes in the landing area or obstacles. Public rights of way across the aerodrome have to be signposted. If the aerodrome is licensed for night operations, then the appropriate runway and other lighting must be provided.

An aerodrome with an ordinary licence is open for use by the holder of the licence and persons specifically authorised by him. If opening hours are notified then the aerodrome has to be kept open as notified. The aerodrome may be licensed for nght operations or for day use only. Otherwise, the licensing conditions are as for an aerodrome with a public use licence.

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The licence application process is similar for both licences. The application has to be made using form SRG 2002. In addition, a map is required showing the aerodrome location and boundaries (these are the boundaries of the aircraft movement area and including aircraft parking), a copy of the aerodrome manual (refer to CAP 168 Licensing of Aerodromes, Chapter 2), and appropriate survey data (runway profiles, charts, pavement strengths etc.). The applicant is advised to consult with the CAA in advance.

To meet the requirements for grant of licence, the CAA must be satisified that: the physical conditions in and around the aerodrome are acceptable; the scale of equipment and facilities are appropriate for the type of activity; that there is a safety management system in place, together with competant and qualified staff; there are procedures in place related to the erection of new buildings or extension to existing buildings; and that there is an incident reporting process in place. Lastly, the CAA must be notified of any change in the provider of air traffic services. 2.8 Permitted Development Rights

The Town and Country Planning (General Permitted Development) Order 1995 Schedule 2 includes Part 18 which pertains to aviation development. Although the Town and Country Planning order has been revised in recent years, it is believed that no amendments have been made to Part 18. Part 18 is divided into a number of Classes.

Class A refers to development at an airport. Permitted development includes the carrying out on operational land by a relevant airport operator or its agent of development (including the erection or alteration of an operational building) in connection with the provision of services and facilities at a relevant airport.

Development not permitted under Class A includes (a) the construction or extension of a runway; (b) the construction of a passenger terminal the floor space of which would exceed 500 square metres; (c) the extension or alteration of a passenger terminal, where the floor space of the building as existing at 5th December 1988 or, if built after that date, of the building as built, would be exceeded by more than 15%; (d) the erection of a building other than an operational building; and (e) the alteration or reconstruction of a building other than an operational building, where its design or external appearance would be materially affected.

Class B refers to air navigation development at an airport. Permitted development includes the carrying out on operational land within the perimeter of a relevant airport by a relevant airport operator or its agent of development in connection with: (a) the provision of air traffic control services; (b) the navigation of aircraft using the airport, or (c) the monitoring of the movement of aircraft using the airport.

Class C refers to air navigation development near an airport. Permitted development includes the carrying out on operational land outside but within 8 kilometres of the perimeter of a relevant airport, by a relevant airport operator or its agent, of development in connection with: (a) the provision of air traffic control services; (b) the navigation of aircraft using the airport, or (c) the monitoring of the movement of aircraft using the airport. An example of development that would not be permitted would include installation or erection of any radar or radio mast, antenna or other apparatus

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which would exceed 15 metres in height, or, where an existing mast, antenna or apparatus is replaced, the height of that mast, antenna or apparatus, if greater.

Class D refers to the Development by the Civil Aviation Authority within an airport. Permitted development would include the carrying out by the Civil Aviation Authority or its agents, within the perimeter of an airport at which the Authority provides air traffic control services, of development in connection with: (a) the provision of air traffic control services; (b) the navigation of aircraft using the airport, or (c) the monitoring of the movement of aircraft using the airport.

Class E refers to the Development by the Civil Aviation Authority for air traffic control and navigation. Permitted development would include the carrying out on operational land of the Civil Aviation Authority by the Authority or its agents of development in connection with, again: (a) the provision of air traffic control services; (b) the navigation of aircraft using the airport, or (c) the monitoring of the movement of aircraft using the airport. Examples of development that would not be permitted include (a) any building erected would exceed a height of 4 metres; or (b) it would consist of the installation or erection of any radar or radio mast, antenna or other apparatus which would exceed 15 metres in height, or, where an existing mast, antenna or apparatus is replaced, the height of that mast, antenna or apparatus, if greater.

Other Development Classes considered include Class F Development by the Civil Aviation Authority in an emergency; Class G Development by the Civil Aviation Authority for air traffic control etc; Class H, the use of land by or on behalf of the Civil Aviation Authority for the stationing and operation of apparatus in connection with the carrying out of surveys or investigations; and Class I Use of airport buildings managed by relevant airport operators. 2.9 Surface Access

Surface access to the aerodrome is relatively straight forward and well signposted. For example, from the M25 access is via the A3 and the A281, and from the M23 access is via the A264 and, again, the A281. From the A281 access to the aerodrome is via local B roads.

There are two main entrances to the site, Stovolds Hill (where 24 hour security is available) and the Compass Gate (open between 7am and 7pm); the Compass Gate entrance is nearest to the A281. Several of the local roads have low over-hanging trees making access difficult for large vehicles; there are also a number of sharp bends.

Although the Compass Gate entrance is nearest to the A281 and provides the easiest access to the current (and possible future) facilities on the eastern side of the aerodrome, there is no information on the strength of the Compass Gate bridge over Wey and Arun canal. It should be noted that an Environmental Impact Assessment, submitted by Dunsfold Park Limited in October 2010, outlines the proposal for a new link road from the aerodrome to the A281 Alford Bypass including a new bridge over the Wey and Arun Canal, a new security gatehouse and a new junctiuon with the A281. This is linked to the new warehouse development discussed in Section 2.3.

The nearest rail stations are at Godalming and Guildford. For physical reasons, rail access to the site is not a realistic proposition in view of the distance from the nearest track and the terrain through which a rail spur would have to pass.

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2.10 Urbanisation

There are two nearby towns. Haslemere is approximately 7 miles west of the aerodrome boundary and slightly north of the extended centre line of Runway 07/25, whilst Cranleigh is 2 miles north east and again just north of the extended runway centre line. Further away from the aerodrome, to the north-west and north are the towns of Godalming and Guildford, respectively.

Dunsfold is a small village located immediately to the west of the aerodrome and lying five miles south of Godalming, with a population of just over 1,000. The village has a thirteenth century church, a shop (with post office), a village hall, a public house and a fire station. Dunsfold has been inhabited since the Stone Age. The central part of Dunsfold lying along the west side of the Common contains many styles of building from the 17th Century, to more recent times, when wealthy Londoners fled to escape the dangers of the Great Plague. Around the church, a small group of substantial houses were built during this 17th Century period of expansion, including the old rectory and a building which is believed to have been an inn.

To the south of the aerodrome is the hamlet of Alford. In the remainder of the aerodrome hinterland there are mainly isolated farms, country houses and limited ribbon development. 2.11 Aircraft movements

Aircraft movement statistics for Dunsfold are not publicly available and have not been provided by the airport operator. We understand that there are currently approximately 3,000 movements annually, of which about 50% are fixed wing and the remainder rotary, including air ambulance flights.

The majority of movements are made by home-based aircraft. Based on a list provided by Dunsfold Park in March 2011, there were 28 based aircraft, of which 21 are fixed wing and seven are helicopters. The largest aircraft types are a McDonnell Douglas DC3 (x2) and a King Air 200. 2.12 Airport charges

There is a published schedule of charges, covering landing fees, aircraft parking, aircraft support apron charges (eg Ground Power Units, Tugs etc) and fuel surcharges. Hangarage charges are by mutual agreement with Dunsfold Park Ltd.

The standard landing fees (currently £15.00 for private movements and £20.00 for commercial movements for aircraft with an MTOW up to 5 tonnes – with a further £10.00 per tonne or part thereof) and other charges are comparable with most other general aviation airfields.

We have not be provided with a breakdown of revenue by Dunsfold Park Ltd, although it is clear that, given the present level of aircraft movements, the revenue obtained from airport charges and fuel surcharges is currently low (we estimate this to be a maximum of about £150,000 pa).

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3. Comparison with other airports/airfields

This section is designed to provide a review of aerodrome facilities and operations at neighbouring airports / aerodromes to Dunsfold to provide an assessment of its potential competition for different types of aviation. The review also includes certain other UK airports which are not within the Dunsfold’s catchment area – but they can be considered as potential competitors for certain types of activity eg aircraft maintenance.

3.1 London Gatwick

London Gatwick is situated some 16 miles to the east of Dunsfold and is the UK’s second largest commercial airport handing some 30.3 million passengers and 240,500 aircraft movements in 2010. The airport has a single 3,316m runway (08/25) handling all sizes of aircraft (including larger types such as the A380) and two passenger terminals (South Terminal and North Terminal).

Both London Gatwick (and London Heathrow) airports are essentially at capacity at most periods of the day. The primary focus for both airports is for commercial passenger flights, although both airports do have a small number of business jet movements, subject to the availability of slots.

In 2010, Gatwick and Heathrow handled some 1,542 and 1,829 business movements respectively, representing approximately 7% of the corporate market in the SE.

3.2 Farnborough

Farnborough Airport is located 0.8 miles NNW of Farnborough in Hampshire and is 16 miles to the north west of Dunsfold. It is the UK’s premier ‘business only’ airfield and is also home to the bi-annual Farnborough Air Show, one of the world’s major aviation events.

An ex MoD airfield, Farnborough was purchased by TAG Aviation in 2003 for use for corporate aviation only. It has a 2,440m asphalt runway (06/24) and is equipped with radar and ILS. The airport has a 2,400m concrete/asphalt runway (06/22). Although the take-off and landing distances are reduced due to a displaced threshold (Runway 06 – TORA – 2,000m and LDA – 1,800m – Runway 22 – TORA – 2,063m and LDA 1,800m, this is effectively usable by all but the very largest business jets.

TAG has invested significantly in new airport facilities including a dedicated passenger terminal, new hangars and a new ATC control tower. Aircraft movements at the airfield have grown steadily in the past 10 years and have now reached their permitted limit of 28,000 movements per annum, of which no more than 2,500 are allowed at weekends. Following a Public Inquiry, planning permission was granted in February 2011 to increase this annual limit to 50,000. The increase in movements will be phased to reach 50,000 in 2019.

Airport and hangarage charges at Farnborough are higher than at other airports (except Heathrow and Gatwick), although many of its customers are prepared to pay a premium for the high quality facilities available. Although most of its business

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movements are made on ad-hoc basis, BAe Systems, whose headquarters are adjacent to the airfield, operate a twice daily shuttle service for its employees and visitors to its manufacturing base at Warton aerodrome and other regular services to other bases at Filton and Walney Island.

3.3 Fairoaks

Fairoaks airport is a privately-owned airfield on the edge of the village of Chobham, some 2.3 miles north of Woking in Surrey. Located some 16 miles to the north of Dunsfold, it is its nearest comparable airfield.

The airport has a single asphalt runway (06/24 – 813m) – although the Landing Distance Available (LDA) is reduced for each runway end (06 – 760m and 24 – 800m). The restricts operations to private aviation and smaller corporate aircraft types (up to King Air size). The operating hours are 0800-1800 daily although flights between 0700-0800 and 1800-2200 are possible by arrangement. The total number of fixed wing movements is restricted to 120,000 per annum, although there is no limit on the number of helicopter movements.

The airport has few facilities. There is no ATC, radar or instrument approach and there is limited hangarage and aircraft parking. Landing fees and other charges are, however, relatively low.

There are two flying schools – Synergy Aviation and the London Transport Flying Club, who are responsible for a significant proportion of movements. There is also an ad- hoc charter company.

The airport is the home base of Mann Aviation (part of the Alan Mann Group) which is a major UK helicopter dealership and maintenance company. There are also a number of other aviation-related organisations on the site (it is the headquarters of the European Regional Airlines Association and the British Helicopter Board).

The airport is now owned and operated by the Albemarle Group who also own Shoreham Airport in West Sussex (see Section 4.5 below). Albemarle recently put the northern area of the airport (the commercial area) up for sale but retains ownership of the operational part of the airport.

3.4 Blackbushe

Blackbushe airfield is another general aviation airfield in Surrey situated some 2.4 miles to the west of Camberley in Surrey and some 21 miles north west of Dunsfold. An ex-World War II airfield, Blackbushe became London’s second civil airport in the 1950s, handling wide range of charter and cargo operations before it was eclipsed by Heathrow and Gatwick airports. The original site is now considerably reduced in size and is predominantly used for general aviation and flight training. The airfield is owned by British Car Auctions who hold regular auctions and a Sunday market at the site.

The airfield has a 1,335m runway (07/25) with a reduced TORA (1,237m on both Runway 07 and 25. It has a CAA Ordinary Licence and operates between 0800-1800

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hours (and between 0700-0800 hours and 1800-2200 hours with prior permission). The airfield is equipped with NDB/DME and runway lighting (PAPIs).

The main activity is private aviation (there are two flight training schools – but limited hangarage). There is some corporate aviation although this is limited by the usable length of the runway and by the lack of hangarage and other facilities. Premiair, a fixed wing and helicopter charter and maintenance company have their headquarters at the airfield. Blackbushe is also the base for the Queen’s Helicopter Flight.

3.5 Lasham

Lasham airfield is located 3.8 miles north west of Alton in Hampshire and some 23 miles west of Dunsfold aerodrome. It was constructed as an RAF airfield in 1942 at the same time as Dunsfold and has a similar three runway layout, of which the main runway (1,799m x 45m) is the only one in use.

The airfield is owned by Lasham Gliding Society, the world’s largest gliding club. The airfield is in constant use throughout the year, with approximately 55,000 aircraft movements in 2010, nearly all of which were associated with glider tug launches.

Lasham is home to an aircraft maintenance facility, which was originally established by Dan-Air Engineering and is now let by Lasham Gliding Society to ATC Lasham, an independent aircraft maintenance and overhaul company. ATC Lasham, which also has bases at Southend airport and St Athen airfield near Cardiff, provides scheduled and ad-hoc heavy maintenance on a range of aircraft types. Their facility at Lasham specialises in Boeing 727, 737, 757 and DC8 aircraft. In addition to aircraft maintenance, Lasham also provides storage facilities for repossessed leased aircraft. In 2008, some 26 aircraft, predominately B737 types, were stored on the airfield’s aprons and disused runways.

3.6 Redhill

Redhill aerodrome is situated 1.7 miles south east of Redhill in Surrey in a green belt area. The aerodrome is some 19 miles from Dunsfold. It came into use in the 1930s for private flying when it was used as an alternate airfield to Croydon airport by Imperial Airways. It has three grass runways. (18/36 – 851m, 08R/26L – 897m, 08L/26R – 683m) and an unlicensed asphalt runway (07/25 – 500m).

The airfield, which is owned by Redhill Aerodrome Ventures Ltd (RAVL), is used for private flying and flight training, with an emphasis on helicopter operations. Some 15 years ago, there were proposals to develop the airfield for commercial aviation as a satellite to Gatwick, but this was rejected at Public Inquiry. The latest Redhill Aerodrome Master Plan published in 2010 shows proposals to create a hard surfaced runway to replace the existing grass strips. This would allow year-round operations by smaller business aircraft. The airfield is home to 23 businesses, including Bristow Helicopters, providing more than 300 jobs.

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3.7 Shoreham

Shoreham (Brighton City) airport is situated 1.2 miles west of Shoreham in West Sussex, some 21 miles from Dunsfold. First used in 1910, it is the oldest licensed airfield in the UK. It is owned by Albermarle Shoreham Airport Ltd.

The landing area was entirely grass until an asphalt runway (02/20 – 1,036m) was built in 1981. There are three short grass runways (07/25 – 877m, 13/31 – 408m, 02/20 – 700m). There is also a passenger terminal building built in the 1930s.

In terms of ATC, there is an instrument approach available with ATC but no radar. Shoreham is one of the few airfields in the UK with a GNSS approach.

Although the airport handled scheduled passenger service and charter flights up to 2009, it is now only used by privately owned light aircraft, flying schools and for light aircraft and helicopter maintenance and sales. A number of operators provide sight- seeing and pleasure flights.

A number of aerospace and aviation commercial businesses have offices on the airport site and along the perimeter road. The Sussex Police Air Operations Unit, with an MD Explorer helicopter has been based at the airport since February 2000.

Shoreham airport has a number of parallels with Dunsfold aerodrome. Due to its listed period buildings, including the 1930s passenger terminal, it is used extensively for filming. It also has its own museum (the Shoreham Airport Visitor Centre).

In 2007, the then-owners, the Erinaceous Group, put forward ambitious proposals to develop the airfield, including an expansion of the commercial area and development of the terminal. Planning permission, however, was rejected. The airport was subsequently bought by a related group, Albemarle, who also own Fairoaks Airport in Surrey.

Albemarle Shoreham Airport Limited, which already owns the commercial buildings at Shoreham, bought interest on Tuesday for an undisclosed sum.

3.8 Sywell

Sywell aerodrome is situated some 6 miles NE of Northampton. Whilst it is not in Dunsfold’s immediate catchment area, there are a number of parallels in that has a well-established business park with a wide range of aviation and non-aviation businesses.

Like Dunsfold, Sywell evolved from a World War II facility – although it has a shorter (main) runway as it was built as a fighter rather than a bomber aerodrome. The airfield’s main runway (03L/21R – 1,268m), which was previously a grass runway has recently been resurfaced with all-weather concrete. There are two further grass runways (03R/21L – 671m, 15/33 – 450m and 05/23 – 602m).

The airport is used for general aviation and helicopter operations. A major tenant is Sloane Helicopters who are a main sales distributor for Robinson and Agusta

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helicopters and who also provide helicopter flight training and maintenance. Fixed wing training is provided by the Brooklands Flying Club, who also offers flight experience flights in a Tiger Moth. There are also a number of based general aviation and corporate aircraft. The aerodrome’s operating hours are 0900-1700 in the winter and 0900-1800 in the summer (or sunset, if earlier). There are no weekend or aircraft weight limit restrictions.

The business park utilises the original RAF facilities, with additional newer buildings. It provides just under 500,000 square metres of industrial space split into 44 units. There is also an on-site 56 bedroom ‘Art Deco’ style hotel (‘The Aviation Hotel’) and a 500 seat conference facility (‘Hangar One’).

3.9 Biggin Hill

Biggin Hill airport is located 12 miles south east of London and 26 miles north east of Dunsfold. It served as one of the principal fighter bases during World War II. Today the airfield has a CAA Ordinary Licence and specialises in general aviation covering private aviation through to larger business jets. There are three flight training schools.

The freehold of the airport is owned by the London Borough of Bromley. In 1994, Bromley Council leased the airport to Regional Airports Ltd for 125 years. In 2001, Bromley Council succeeded in an action in the Court of Appeal to prevent Biggin Hill being used for scheduled passenger or charter flights.

The airport has two asphalt runways (09/21 – 1,802m x 45m and 11/29 – 792m x 18m). The longer runway is usable by aircraft up to Boeing 737/Airbus A320 size. Despite the effective ban on scheduled services, the airport is used by a large number of business jet users (Biggin Hill airport has the second largest number of annual business movements after Farnborough). The airport has a passenger terminal with departure lounges, a café/bar and customs and immigration facilities. A new hangar (with some passenger terminal facilities) funded by Rizon has recently been completed.

The area to the south of runway 11/29, known as ‘South Camp’ consists of a number of hangars and a small office park housing a range of aviation businesses including the flying schools and light aircraft maintenance.

3.10 Southend

London Southend airport is located between Rochford and Southend in Essex and is some 58 miles from Dunsfold. Given its location, it cannot be regarded as its competitor, although it does provide a good example of an airport whose commercial viability to date has been dependent on ancillary businesses on the airport site, including aircraft maintenance.

The airfield was originally constructed as an operational base for the Royal Flying Corps in the First World War. Southend Borough Council took over ownership of the airport in 1935 and traffic levels grew steady up to the 1970s, when it was effectively London’s third airport. In 1993, Southend was taken over by Regional Airports Limited (RAL), who sold the airport in 2008 to Stobart Air, part of the Stobart Freight Group. Stobart Air also own Carlisle Airport in Cumbria.

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The airport offers a mix of scheduled and charter passenger, cargo, corporate and private aviation. The main runway (06/24) is 1,605m, although planning permission has been granted for a 300m extension, increasing the usable length to 1,799m. Stobart Air has embarked on a major programme to improve the airport’s infrastructure. A new ATC control has now been completed and a new passenger terminal and adjacent rail station are under construction. These new facilities will enable the airport to offer a range of domestic and intra-European passenger services.

There are a range of aviation and non-aviation businesses at the site, employed over 1,000 skilled workers. These cover aircraft maintenance, re-spraying, aircraft refurbishment, upgrades to avionics, manufacture of aircraft seats and the installation of new or hush-kitted aircraft.

ATC Lasham, the major aircraft maintenance company at Southend, took over Aviation Traders and Heavylift Engineering who were formerly at the airfield. Other companies include Air Livery (aircraft re-finishing), Avionicare, IAVNA, Inflite Engineering, IPECO/Benson-Lund and JRB Aviation.

The co-location of these aviation and aerospace businesses at Southend provide synergy and provide a significant contribution to the local economy.

3.11 Cambridge

Cambridge airport is located some 3 miles from the city of Cambridge. It holds a CAA Public Use Licence and can accept the operation of public transport aircraft up to Boeing 757 or Airbus 320 size – although it does not currently offer scheduled passenger services. The airport is owned by Marshall Aerospace, a well-established aerospace and maintenance company with a wide range of civil and military contracts.

The airport’s main concrete runway (05/23) is 1,925m. There are two grass runways (05/23 – 899m and 10/28 – 699m). Aviation activities are currently focussed on corporate and general aviation, although there are plans to re-introduce scheduled passenger services to selected domestic and intra-European destinations.

In Autumn 2010, new corporate aviation facilities including a 2,000 sq m hangar were opened. These supplement Marshall Aerospace’s 100,000 sq m hangar space already on the site.

3.12 Wolverhampton

Wolverhampton (Halfpenny Green) airport (sometimes known as Wolverhampton Business Airport) is situated some 8 miles SW of Wolverhampton in the West Midlands. Another ex-RAF airfield, it was previously owned by CityHopper Ltd who wished to develop the airfield for scheduled passenger services. These plans, however, were dropped and the airport was subsequently sold the MAR Properties Ltd, who are focussing developing a range of aviation activities including corporate aviation, helicopters, flight training and private aircraft including microlights.

The airfield has three asphalt runways, (04/22 – 635m, 10/28 – 1,069m and 1,182m)

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Despite the restricted runway length, there is a particular focus on corporate aviation – hence the branding of the airport as Wolverhampton Business Airport. A new corporate aviation terminal / hangar is planned (see Appendix C).

3.13 Others

There are a number of other general aviation airfields and small farm strips within Dunsfold’s immediate catchment area. These include Odiham (an RAF base that is also used by private aircraft), White Waltham and Popham airfields, which specialise in vintage aircraft and Thruxton, which also is the UK’s main recreational parachuting airfield.

4. Intensification of aviation use

4.1 Outline of options

This section provides an assessment of the possible options for intensification of aviation use at Dunsfold Aerodrome. The appraisal covers a range of types of aviation although, in practice, this would certainly be a combination of several types of use. Some options will require significant new infrastructure development and will have substantial environmental impacts. It should be noted that a detailed appraisal of these environmental impacts or the broader planning issues is not provided in this report, although this would be expected to accompany any future planning application for expansion of aviation use.

In August 2010, Dunsfold Park Limited submitted a request to Waverley Borough Council for a formal screening opinion with regard to a change in the conditions of use of the aerodrome. This would increase the limit in the overall number of movements from 5,000 to 25,000 per annum, without any preconditions on the nature of the movement. It was also proposed to remove the constraint on weekend movements and engine ground running (ie movements between 0730 – 1930 on Saturdays and Sundays would be permitted) and to lift the aircraft weight constraint of 70 metric tonnes.

Waverley Borough Council responded to the request by indicating that the increase in movements would have a significant environmental impact and that an Environmental Impact Assessment (EIA) would be required. We understand that some work for this (eg typical noise contours for the airfield at 25,000 movements per annum) has already been undertaken for this. This, however, has not been made available to us and, as such, we do not know the indicative breakdown of traffic envisaged by the aerodrome. To date, a formal planning application and accompanying EIA for the increased movements has not been submitted to Waverley Borough Council.

The options covered in our analysis include development as a commercial airport (ie for scheduled and charter passenger services), intensification of corporate/business aviation, the development of on-site aircraft maintenance and overhaul, use as a specialist air freight airport, use for flight training and the expansion of private aviation. We also assess the implications of these options in terms of other non-aviation uses of

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the airfield including development of parts of the site for residential housing or industrial use. Although we have asked Dunsfold Park Ltd whether they can provide an indication of the possible types of intensification of use they envisage at the aerodrome, including that for the proposed 25,000 annual movement limit. They have indicated that they require more detailed planning guidance before they can respond to this. The company’s Chief Executive, Mr Jim McAllister, did, however, give a list of potential enquiries that they had received as part of his Proof of Evidence submitted at the Public Inquiry in February 2009 for the proposed eco-village on the aerodrome site. We consider the possible merits of these possible expansion options in the section below, although it must be stressed that these were enquiries prior to 2009 and that they should be regarded as general expressions of interest rather than firm commitments.

Dunsfold Park Limited have also submitted a planning application for a new freight distribution centre to be occupied by one of it current tenants, Cranleigh Freight Services . Whilst it is not the purpose of this report to assess this application, it should be noted that, if it is successful, the airfield’s access would be improved and that some hangars would be vacated for potential aviation use.

4.2 Commercial airport

Government policy recognises that there is a significant shortfall of airport capacity in the UK particularly in the South East, although any expansion of aviation must be subject to environmental constraints. In 2011, the new Coalition Government indicated that no new runways would be sanctioned in the South East, although it did not rule out the use of existing runways (including those at general aviation airfields such as Dunsfold).

In 2003, the then Labour Government published a White Paper (‘The Future of Air Transport’) which examined possible locations for new airport capacity in the SE. Whilst a number of general aviation airfields were identified for possible expansion, these did not include Dunsfold.

The key criteria for the development of a commercial airport are:

•Location relative to its potential catchment area and other airports •Ease of surface access (including road and rail links) •Typographical constraints including area of the site available, obstacle clearance issues etc •Air traffic control constraints, including integration into the London Terminal Manoeuvring Area (LTMA) •Environmental constraints (including noise, air quality, ecological and surface water issues) •Planning policy and other considerations

Whilst Dunsfold is comparatively close to both Gatwick and Heathrow airports, there is significant excess demand for traffic demand in the SE and the SW London/Surrey area in particular. It is likely however, that any new commercial airport would focus predominantly on certain types of traffic such as low-cost or European services.

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In terms of surface access, the existing road structure is comparatively poor and would need to be upgraded. The nearest rail station is Godalming (some 7 miles from the aerodrome) and a dedicated rail link, whilst technically feasible, would be prohibitably expensive.

From a typographical standpoint, the area of the site is limited and, although some extension of the western end of the runway is feasible in order to extend it to a commercially viable length (2,000m plus).

A major constraint is the potential airspace conflict with Gatwick traffic, particularly on Westerly approaches into Runway 28. Commercial airport operations would require an ILS on both runway ends and, as indicated in Section 2.5.4, the maximum number of arrivals feasible under current ATC operations is around 2-3 per hour. This is insufficient for commercial airport operations.

Any commercial airport development would involve major environmental constraints and there would be significant noise impacts and planning constraints.

4.3 Corporate/business aviation

Corporate / business aviation is a growth market both in the UK and across the world. Despite the economic recession and continued increased costs, the UK market is forecasted to increase at 5.0% pa, some 1.5% pa higher than the growth in scheduled business travel. The market is difficult to define precisely – although it usually refers to flights made by executive jets with a passenger capacity of at least four seats. In practice, many of the flights made may not strictly be for business purposes and they may be undertaken at weekends. Aircraft may be owned by a single individual or company, or on a shared or fractional ownership basis (eg through Netjets). Other flights may be chartered – normally through one of the UK’s chartering companies such as Gama Aviation or Premiair.

Dunsfold has a small number of based corporate aircraft but, to date, it has not marketed this extensively. As can be seen from Table 4.1, Dunsfold’s runway length is sufficient to cater for most sizes of corporate jet (although mid-size and large jets will be range restricted). The lack of an ILS and night-time facilities (eg special runway lighting) may be an issue for some corporate aviation users – although it may not be crucial in terms of its overall viability.

Table 4.1 Illustrative Corporate Aircraft Types – Runway Take-off Distances Maximum Take-off Take-off distance Type Model Weight (metres) Twin Turboprop KingAir B300 6800 1000 VLJ Phenom 100 4500 900 Light jets Hawker 400XP 7300 1250-1850 Citation Bravo 6700 1100-1700 Midsize Gulfstream 150 11800 1550-2450 Learjet 60 10700 1650-2600 Citation X 17700 1550-2200 Challenger 600 19600 1700-1800 Large Gulfstream G3 31600 1550-2200 Dassault Falcon 7X 31300 1550-1850 NB Dunsfold’s Take-off Distance Available (TODA) – Runway 07 – 1,880m – Runway 25 – 1,735m

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The main factors in the choice of airport for corporate aviation are (i) its proximity to the main population/business centres (particularly London and the Thames valley, (ii) the availability of hangarage/maintenance and terminal facilities, (iii) airport operating hours, including weekend and early morning/evening and (iii) cost including landing fees, hangarage, access time etc. We accept that, from a locational standpoint, road access from central London to Dunsfold is poorer than to Farnborough, Biggin Hill, Northolt, Fairoaks and Blackbushe – although the additional journey times are relatively small. Hangar facilities could, however, be made available, particularly if an existing hangar (possibly one used by Cranleigh Freight Services) is vacated. A separate passenger terminal, incorporating customs and immigration facilities as required, would probably be required, and in the medium to long term, additional apron space, possibly using part of one of the two disused cross-runways would also be necessary.

Whilst Dunsfold would undoubtedly face competition from Farnborough and other general aviation airfields in its catchment area handling corporate aviation, we believe that there are good prospects for expansion of this area of aviation activity, particularly if a specialist corporate charter company could be attracted to the airport. The ‘fall back’ plan given in Mr Jim McAllister’s Proof of Evidence at the recent Public Inquiry (see above) indicates that ‘ a number of charter aircraft and helicopter companies have expressed a desire to locate themselves at Dunsfold both for business and maintenance’ He further states that ‘the Marquis of Milford Haven wanted to base his Challenger 600 at Dunsfold in Hangar 132’

The evidence suggests that, with relatively low investment costs, it should be possible to provide suitable facilities for a range of corporate aviation activities – although it is crucial that the operating hours are extended over the weekend – and that there is an option for some early morning and evening flights. This is discussed further in Section 5.

4.4 Aircraft maintenance

Potentially the existing hangar facilities at Dunsfold suggest that there are opportunities to attract aircraft maintenance businesses to the aerodrome. It is important, however, to look at the nature of the aircraft maintenance market.

In the UK, most of the main scheduled airlines (and some of the charter airlines) have their own maintenance facilities, although some work is contracted out to third party suppliers in the UK and overseas. The main providers in the UK are SR Technics, Jet Aviation, ATC Lasham, Marshalls of Cambridge, H&S Engineering and Inflite Engineering. These companies are however well established at existing airport bases and there is unlikely to be any immediate opportunities to move to Dunsfold. Furthermore, the limited length of Dunsfold runway is likely to rule out the maintenance of larger commercial aircraft (eg B767 upwards). There are a number of maintenance providers specialising in smaller aircraft types, although most of these are established at airfields with a larger number of home-based aircraft, thus providing an immediate market

Although there are a range of hangars potentially available at Dunsfold, these were built for the assembly of military aircraft such as the Hawker Harrier jet and, as such the size of the hangars and the hangar doors are too small for the majority of commercial aircraft. In the discussion of the ‘fall back’ position for expansion of

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aviation at Dunsfold, Mr Jim McAllister mentioned that he has received enquiries from a number of aircraft maintenance organisations interested in relocating to Dunsfold. These included (i) ‘ a major aircraft maintenance company who wanted to take a long term lease of hangar 87, the specialist aircraft paint shop for the painting, refurbishing and refitting of jet aircraft and helicopters up to and just below Boeing 737 size , (ii) ‘a new-start aircraft maintenance company who wanted to take hangar 86 for private jet maintenance up to Challenger 600 size’ and (iii) ‘a major aircraft maintenance and repair company who had held serious discussions to construct a new 9,200 sq m hangar and a new 4,600 sq m parts warehouse for B737 and B757 aircraft’.

We acknowledge that there has been this interest, although we are doubtful as to whether hangar 87 (or any other existing hangar) could be used for B737 aircraft as it is too small and the associated apron manoeuvring area is insufficient. We are also slightly surprised by the interest from a major maintenance and repair company in building a new hangar for B737 and B757 aircraft as there are suitable vacant hangars available at other airports and a new hangar build in the UK may be difficult to justify in the current economic climate.

That said, we believe that there are niche opportunities for establishing aircraft maintenance businesses at Dunsfold, which will in themselves, attract more home- based aircraft. The overall number of aircraft movements generated by aircraft maintenance is comparatively low and potential returns from rentals (or the lease of land) are relatively high.

4.5 Specialist air freight-only airport

A number of airports in the UK specialise in ‘freight-only’ operations using dedicated freighter aircraft. These include East Midlands Airport (which also has significant passenger operations), Southend, Coventry and Manston Airport in Kent.

Whilst these airports do have sizeable freight operations, a high proportion of all air cargo is transferred through the major airport hubs. Of the four airports above, only Southend and Coventry have comparable runway lengths to Dunsfold. Manston Airport has the longest civil runway in the UK whilst East Midland Airport recently extended its runway to 2,893m enabling it to offer flights by all aircraft types.

It should be noted that, whilst there is a limited market for cargo operations by smaller aircraft types that could be used at Dunsfold (eg modified version of the RJ146, ATR42 and Shorts 330/360), this is usually associated with certain types of cargo (eg night- time mail or the express delivery of individual items). Whilst suitable freight storage and distribution facilities might be made available either by adapting an existing hangar or a new build, we believe that the overall size of this particular sub-section of the air cargo market is such that this would not be financially viable.

4.6 Flight training/private

For most general aviation airfields, flight training and private aviation by smaller aircraft types, including both fixed wing and rotary, represent the majority of aircraft movements. Flight training schools are often combined with flying clubs and usually offer both training courses and aircraft hire. Courses typically cover NPL (National

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Pilots Licence), PPL (Private Pilots Licence) and CPL (Commercial Pilots Licence) with further courses in aerobatics, vintage aircraft flying etc. There are often opportunities to have trial flights.

Dunsfold has approximately 20-25 home-based privately-owned light aircraft (predominately stored in hangar 86 or in ‘blister’ hangars on the southern side of the aerodrome). This, however, is relatively low in comparison with many general aviation airfields. There is clearly scope for expansion – although new apron space may be needed in the medium to long term. A drawback is that there are currently no aircraft maintenance facilities although this, in itself, is partially dependent on the number of home-based aircraft.

Although there are currently no flying schools at the aerodrome, it would theoretically be possible to provide a hangar for training aircraft and suitable buildings for offices, classrooms etc. There are several flying schools at neighbouring airfields including Fairoaks and Blackbushe. These are generally well-established and we would not anticipate that they would wish to relocate to Dunsfold unless there was a particular reason to do so eg a major increase in rental charges or possibly closure of the airfield. It is feasible however that the airfield might attract a new start-up flying school or possibly a branch of an existing flying school at another airfield, and we understand from Dunsfold Park that there has been some interest from a number of flying schools in providing up both helicopter and fixed wing instruction from the airfield.

It should be noted that any increase in private / flying school activity would require extension of the operating hours over the weekend.

4.7 Other aviation uses

There are a number of other possible ancillary uses of the site involving the aviation or aerospace sectors. These include use for the storage of redundant commercial aircraft (eg from leasing companies), use as a home for historic or vintage aircraft and various possible uses for aerospace businesses including as a base for aircraft or helicopter sales or for the manufacture / assembly of small light aircraft. All of these would potentially require some aviation use (ie flight activity). There are, of course, further possible uses of the existing hangars (or new buildings on the site) for aerospace businesses which would not involve any flight activity. Assessment of this, however, is beyond the scope of this report.

Due to the current recession, there is currently a surplus of redundant commercial aircraft owned primarily by leasing companies. These include aircraft used by the charter airlines during the summer period only and older aircraft which are towards the end of their useful life, but are not worth scrapping at this point in time. Such aircraft are stored at several UK airfields and at various other locations worldwide including the Nevada Desert. In the UK, Lasham Airfield (see above) is used extensively for aircraft storage. In 2008, there were 20 commercial aircraft stored on aprons or disused runways at Lasham. From a technical standpoint, there are several suitable areas for aircraft storage at Dunsfold (eg on the disused cross runways). It is understood that Dunsfold Park have received a number of enquiries for this type of use, although none has so far come to fruition.

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4.8 Implications for continuation of non-aviation use

As indicated in Section 1, Dunsfold has a wide range of current non-aviation uses including the letting of commercial space, vehicle storage, filming and other special events. It is likely that these uses can broadly be accommodated eg with a mix of growth in aircraft maintenance businesses, corporate aviation and flying school/private aviation. Any growth in aviation activity will increase both airborne and ground noise (eg engine running). This may potentially impact some tenants, although it is not known whether some commercial premises are sound-proofed.

One exception may be the continuation of the filming of the BBC Programme ‘Top Gear’ in view of the use of the runway/taxiway system as a race circuit. We believe that this is likely to be incompatible with any significant growth in corporate aviation (or flight training). We understand, however that the BBC does not have a long-term contract with Dunsfold Park and that other airfields have been used for filming the programme in the past.

4.9 Implications for non-aviation site development

Continuation and growth of aviation use would effectively rule out any significant future residential development at the site. It is possible that some small-scale residential development at the boundary of the site might be technically compatible – although this may be ruled out due to noise, third party risk or other planning constraints.

It is possible that new industrial units could be developed on the site – subject to the relevant criteria (eg obstacle limitation surfaces, noise, planning regulations etc). It is interesting to note that the proposed new warehouse and distribution centre for Cranleigh Freight Services has similar parallels with another proposed freight distribution centre for the Stobart Group at Carlisle airport. Stobart own both Carlisle and Southend airport – although it is not known whether they intend to move into the air (rather than road) freight sector.

5. Conclusions

Dunsfold’s infrastructure is suitable for some expansion of aviation activities, although there is competition with other neighbouring airfields, particularly for the more profitable area of corporate aviation. Although technically Dunsfold’s main runway could be extended to the east, the potential ATC conflict with Gatwick traffic on an ILS approach on westerly approaches (Runway 25), would make it unsuitable for development as a commercial airport. Any expansion of aviation needs to be confined to corporate (business aviation), aircraft maintenance and private aviation (including flight training). This potential expansion of aviation needs to be balanced against the environmental impacts, particularly aircraft noise as operating hours would need to be extended during the weekend.

In terms of corporate aviation, we understand that there has been some interest expressed by some owners in basing aircraft at Dunsfold. The airport’s marketing in this area has been limited – largely due to the operating hour restriction. Wealthy owners of corporate aircraft expect airfield facilities to be available at all possible times.

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In the short-term, we believe that some aircraft could be accommodated in existing hangars (eg hangar 86) – although in the longer term, a purpose built corporate aviation hangar / passenger terminal would probably be necessary, together with associated apron space. Similar corporate aviation facilities have been built at Farnborough and Biggin Hill and are planned at Wolverhampton Business Airport.

It should be noted that location is a key aspect in the choice of airfield for corporate users. Access times from Dunsfold to central London (I hour 38 mines)2 are less good that from Biggin Hill (1 hour 7 mines) or Farnborough (1 hour 15 mines) Dunsfold. Furthermore, the runway length and current lack of an ILS would place Dunsfold at some disadvantage to its near neighbour, Farnborough. – although we do not regard this as critical as some owners would not wish to pay the premium charges at this airfield.

There are some limited opportunities to attract aircraft maintenance businesses to Dunsfold. In general, we do not believe that the existing hangars are suitable for the maintenance (or refinishing) of most medium and larger sized commercial aircraft (ie B737/A320 family upwards. There may be some scope to build a new dedicated hangar for this – although, given that most businesses in this marker sector are well- established at other UK airfields, we do not feel that this would be commercially viable. We do feel that there is opportunity for smaller aircraft maintenance companies – servicing smaller piston-engine aircraft (eg Cessna 152, Piper PA28 Cherokee etc) and smaller corporate aircraft types – particularly if the number of home-based aircraft expands. Indeed, given that it is a catalyst in attracting home-based aircraft, it may be appropriate for the airport operator to give some financial incentives to such maintenance companies wishing to locate at Dunsfold.

It is likely that, under any expansion of aviation activity, the majority of aircraft movements will be by smaller privately owned piston aircraft or helicopters, including those used for flight training. We believe that there is likely to be sufficient interest for at least one flying school for both fixed wing and helicopter operations. It would be essential, however, to extend the operating hours over the weekend.

Any expansion of aviation will, of course, have some detrimental environmental impacts, particularly for aircraft noise. In general, the immediate catchment area surrounding the airfield is relatively sparsely populated,. The village of Cranleigh, some 2 miles to the NE, is on the main flight path (eg landings on Runway 25 or take- offs on Runway 07), but most of its residential development is likely to be within the 57 dab Lea noise contour defined as the onset of noise disturbance.

It might be argued that the increase to 25,000 movements pa is perhaps too generous for the likely immediate level of demand. The current level of movements is low in comparison to other general aviation aerodromes and that a figure of 15,000 or 20,000 movements pa may be more acceptable as Dunsfold develops its aviation activities. Some weekend flying, however, is essential for any reasonable level of expansion of aviation activity, including establishing a flight training school. This may be opposed by local residents, although it might be possible to agree an annual limit on weekend movements.

2 Based on average journey times to central London (Trafalgar Square) using AA Route Planner

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We do not believe that the lifting of the aircraft weight limit is strictly necessary. This would apply to aircraft of Boeing 767 size upwards and, in our view, there is unlikely to be any significant demand for such movements at Dunsfold, even for aircraft storage or maintenance.

Should an increase in aircraft movements be permitted, we would recommend that Waverley Borough Council draw up a Section 106 (S106) Agreement with Dunsfold Park Ltd. These are typically attached as a condition of planning consent in the UK to control the operation of airports and airfields and might cover the key environmental constraints including maximum annual movement limits (often by weight or noise category of aircraft), airfield operating hours, noise preferential routings (NPRs), noise reporting and complaints procedures and the establishment of a local Airfield Consultative Committee.

The precise terms of a S106 or similar operating agreement would need to be discussed with Dunsfold Park in consultation with local residents. Typically, we would expect that the airport’s operating hours would need to be extended over the full weekend (say 0730-1800 hours (1900 hours in Summer) on Saturdays and 0900-1800 hours (1900 hours in Summer) on Sundays. The noise preferential routings would need to be examined in detail and different routings may apply for fixed wing, rotary and circuits (eg for flight training). We would also recommend that formal systems of recording aircraft movements by flight track and reporting aircraft noise complaints is established. This data should be analysed (eg type of complaint, action taken by airport operator etc) and made publicly available. These types of operating agreements are now recognised as best practice at most UK airports and aerodromes and provide some protection to local residents without necessarily stifling some development of aviation activity.

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Appendix A

Photographs of Dunsfold and other comparable airfields

DUNSFOLD

Image 1 – Dunsfold Aerodrome’s operational runway 07/25 with adjacent taxi ways, aprons and facilities.

Image 2 - Overhead view of the airfield. The disused runway with the 747, various small hangars and storage areas are visible. The main aprons, fire and office facilities are visible to the north of the airfield.

Image 3 – This retired 747 is used in film and TV productions.

Image 4 – Surrey Air Ambulance service operating from Dunsfold.

Image 5 – The Top Gear test track featured on the hit TV program. FARNBOROUGH

Image 6 – A corporate jet hangar at Farnborough Image 7 – Terminal and business facilities

Image 8 – Private jet charter facilities Image 9 – Hangars and maintenance facilities

SYWELL

Image 10 - Sywell in Northamptonshire is perfectly positioned for middle England. With the new runway 03/21 at 1,000 x 30 m suitable for general and corporate aviation.

Image 11 - The Art-Deco style aviator hotel is a big attraction for pilots

Image 12 Figure 12 / 13 – Sywell offers maintenance and engineering services plus aircraft hire

WOLVERHAMPTON

Image 14 - Originally built as an aerodrome for the Royal Air Force in 1939, the airport now provides a thriving base for a number of general aviation operators and maintenance providers including: aircraft and helicopter flying schools, police helicopter unit, several private aircraft operators and various non-aviation based tenants.

Image 16/17 - The planned Aviation Park will redefine the function and future of Wolverhampton Halfpenny Green Airport, providing modern hangars with quick and easy access to adjacent car-parking and three runways. A vibrant aviation centre with stunning bespoke business space will combine form and function in surroundings which are both stunning and special. The first phase of the new development will include new hangars, lounges and space for flying clubs/schools.

BIGGIN HILL

Image 17 - London Biggin Hill Airport is situated in South East London and just 12 miles from the heart of the Capital. The Airport is both a quick and convenient gateway to London and a cluster of high value businesses engaged in aviation and technology.

Image 18 - The Airport provides service centres for Business Aviation and General Aviation. Owners and operators alike value the location and range of owners’ facilities available. The Airport handles a wide variety of aircraft – from a single engine Piper up to jets of various sizes.

Image 19 - Maintenance and support facilities are excellent and the many fuel facilities are competitively priced. Secure hangars and aircraft parking is available and opening hours are convenient and practical.

FAIROAKS

Image 20 – Fairoaks Airport is a private airfield on the edge of the village of Chobham, north of Woking, Surrey

Image 21 - The facility is used as a maintenance base but also hosts many light aircraft, some of which are operated by its two training schools - Synergy Aviation and London Transport Flying Club. Its business centre is substantially dedicated to aviation-related enterprises, including the headquarters of national organisations such as the European Regions Airline Association and the British Helicopter Advisory Board.

SHOREHAM

Image 22 - Shoreham Airport is at the forefront of general aviation in the UK, and a major base for flying activities on the South Coast. The City of Brighton & Hove and the town of Worthing are both within easy travelling distance from the Airport and the Shoreham by Sea railway station provides the means to get you to Gatwick, London and beyond.

Image 23- Terminal facilities Image 24 – The airfield runway layout

With its friendly stress-free atmosphere, Shoreham Airport offers all the requirements for modern aviation including executive and business travel, flight instruction and pleasure flights, as well as excellent conference and meetin g facilities.

Image 25 – Control Tower

BLACKBUSHE

Image 26 - Located on the border of Hampshire and Surrey, Blackbushe Airport provides some of the finest executive and private aviation facilities anywhere in the UK.

Image 27 – Airport Flight Training Image 28 – PremiAir Private Jet Charter services

Blackbushe is conveniently situated 3 miles from Camberley on the A30 London - Southampton road with access to the M3 motorway at junction 4a just 5 minutes away.

With its good weather record, minimum delays and location within a rapidly expanding business and industrial area, Blackbushe is an increasingly popular airport for the business executive. Aldershot, Camberley, Farnborough, Bracknell, Reading and Basingstoke are all within easy travelling distance, whilst excellent rail connections to London are available at Fleet and Farnborough mainline Stations.

CAMBRIDGE

Image 29 – Cambridge Airport is close to London and offers the personal approach of a regional airport, supported by a variety of services for aircraft owners and operators.

Cambridge Airport has no airport slot restrictions and flexible opening hours, and can provide aircraft operators a complete package including flight planning facilities and weather services, together with the assistance and support of our experienced Operations & Handling team. This experienced team can also organise catering, valeting, refuelling, and long-term accommodation and onward travel requirements. The airport also benefits from the support of Marshall´s

established aircraft maintenance facility (part of the Marshall Business Aviation Centre) as well as design engineering expertise on site.

Image 30 - The Marshall Business Aviation Centre comprises impressive VIP lounges, alongside a state-of- the-art executive board room - both of which enjoy exceptional hospitality and catering facilities, and business services including wireless Interne t connectivity. A unique feature of these suites is the outstanding view across the airfield and the Cambridgeshire countryside beyond, as well as an elevated view into the aircraft maintenance facility.

Image 31 - At Cambridge, Marshall Business Aviation’s newly extended maintenance facility is capable of significant avionics repair and installation programmes, major inspection and structural modifications, scheduled phase inspections and annual checks, interior refurbishment and completions, and warranty and pro- parts provisioning.

A

Appendix B

Study brief

PROJECT BRIEF

ASSESSMENT OF THE CURRENT AND FUTURE SCOPE TO UTILISE DUNSFOLD AERODROME FOR FLYING ACTIVITIES

Introduction

The Council is currently considering the future role of Dunsfold Aerodrome. The drivers for this are: 1. The Council is preparing its Local Development Framework (LDF) Core Strategy and as part of this is considering the planning policy approach to the future use of this site; and 2. The Council has received or is expecting to receive further planning applications for development at the site.

One key factor concerns the current and future potential of the site for aviation activity. The Council needs to have a clear picture of the site’s aviation potential not just in terms of dealing with any aviation-related planning applications, but also to have regard to the “fall-back position” in the event that the Council is considering other land uses at the site.

Background

Dunsfold Aerodrome, known as “Dunsfold Park” is located in a rural setting between Dunsfold and Alfold villages in the south west of the borough. Guildford is 17.7km to the north, Godalming is 15.1km to the north-west, Cranleigh is 6.9km to the north- east and Horsham is 18.2km to the south.

It covers some 214 ha with over 44,000sqm of commercial buildings and is one of the largest sites in single ownership in the borough. 86% of the site is Previously Developed Land due to operational land associated with the airfield.

The site is close to the A281 although access to the site is either from the main entrance at the northern end of the site off Stovolds Hill or from Compasses Bridge at the southern end. The Wey and Arun Canal runs north east to south west on the eastern boundary of the site.

British Aerospace was Waverley’s single largest employer until its closure employing approximately 890 people. There are now more than 80 companies on the site with over 600 employees and 44,498 sqm of commercial floorspace (at time of 2009 appeal). Therefore Dunsfold Park is still the largest employment site in the borough.

Many of the buildings and parts of the open space have been leased for a wide range of industrial, commercial, distribution and storage activities. Other activities include police driver training and filming. The airfield is still operational being used by the Surrey Air Ambulance and for an annual air show. While there are some aviation uses at Dunsfold Park, it is no longer the predominant use.

Planning History

Dunsfold Aerodrome has a complex planning history with a large number of planning applications and permissions.

The site has been in continuous use as an aerodrome and for aircraft-related repair, maintenance and testing purposes since its construction as a wartime aerodrome in 1942. Hawker Aircraft and then BAe Systems owned and operated the site until the 2000.

WS Atkins prepared a report in 2000 on the implications of the BAe closure. Dunsfold Park Ltd (a joint venture between the Rutland Group and RBS) purchased the site in 2002 and operate the site as Dunsfold Park.

There are a wide range of permanent and temporary planning permissions on the site.

The long term aim of Dunsfold Park Ltd is to develop the site as a new settlement. In 2008, Dunsfold Park submitted an application for the redevelopment of the site as an “Eco-Village”, under WA/2008/0788, providing 2601 dwellings, industrial and commercial development. The application was dismissed on appeal by the Secretary of State following a four week public inquiry. The key reasons for dismissing the appeal were:

• Unsustainable location • Prematurity

Permanent Planning Permissions

WA/1998/1013 • Production, repair and upgrading of aircraft on a permanent basis • The maximum number of employees who can work on the site is 1,350. WA/1999/1913 • No longer any requirement, upon the cessation of use, to WA/1999/1915 remove all buildings and to reinstate the site to agricultural WA/1999/1924 use. WA/1999/1925 • Removes restrictive user clause, thus allowing use of the site by parties other than British Aerospace. • Limit of 5000 aircraft movements WA/2002/1864 Specified B1 use of building no. 56 WA/2006/2567 B1/B2/B8 use of building no. 106 WA/2007/0184 B1(c), B8 uses of building no. 132

The conditions attached to these permissions for production, repair and flight testing of aircraft:

• The buildings, structures and uses are permitted on a permanent basis. • There is no longer any requirement, upon the cessation of use, to remove all buildings and to reinstate the site to agricultural use. • There is no longer a restrictive user clause, thus allowing use of the site by parties other than British Aerospace. • Aircraft movements are limited to 5,000 in any one calendar year – of which no more than 2,500 are to be associated with the repair, assembly and flight testing; and no more than 2,500 are to be associated with the movement of staff, executives and customers. • Only aircraft with an unladen weight of 70 metric tonnes or less can use the aerodrome. • Except in emergency, flying hours are restricted to 0730 to 1930 from 1st October to 31st March and to 0730 to 2030 from 1st April to 30th September, with no flights between 1500 hours on Saturdays to 0730 hours on Mondays. • Ground running of engines (in addition to essential testing prior to take-off) is permitted for up to two hours per day, subject to the time restrictions above. • The maximum number of employees who can work on the site is 1,350. • There are no restrictions on the number of vehicle movements to and from the site. • There are no restrictions on the noise generated by aircraft.

Temporary Planning Permissions

WA/2007/0372, (Duplicate Change of use of most buildings and land on the site WA/2007/0373 & for open B1, B2 and B8 uses; plus outdoor storage APP/R3650/A/07/2045619 and car parking - to 2018 WA/2009/1307 Buildings 21&22 – Special Needs School to 2018 WA/2008/1708 Building 139 - Crèche to 2018 Building 156 and outdoors – Police Driving Training to 2018 WA/2007/0656 Emergency air ambulance services to 2018 WA/2007/0930 Testing plant for bioethanol production – Erection of a building exceeding 1,000 sqm to provide a Class B1 (light industrial/research) use to 2018 WA/2008/1164&5 Use of part of runway for vehicle parking (Cranleigh Freight) to 5/11/18 WA/2009/0513 Use of part of runway for Saturday market (12 months from first implementation) WA/2009/1891 Use of land at Dunsfold aerodrome for filming for a temporary period to co-exist with previous existing permanent and temporary permissions for the site. WA/2009/1753 Driver Training for Mercedes McLaren – to 30/4/18 WA/2009/1754 Use of perimeter track and runway for evaluation, testing and filming of motor vehicles to 30/4/18 WA/2010/0496 Use of part of runway for driving events to 30/4/18 WA/2010/0368 Outdoor Storage of Bagged Compost – 5.1ha to 30/4/18 WA/2010/0994 Variation to WA/2007/0657 to allow Air Ambulance to attend emergencies on 24 hour basis

Flying Activity at Dunsfold Aerodrome

WA/1998/1013, subsequently amended by planning permissions WA/1999/1913, WA/1999/1915, WA/1999/1924, WA/2004/0880 and WA/2007/0373 restrict aviation use at Dunsfold Park.

Condition 1 of WA/1999/1913 limits aircraft movements to 5,000 in any one calendar year – of which no more than 2,500 are to be associated with the repair, assembly and flight testing; and no more than 2,500 are to be associated with the movement of staff, executives and customers of tenants and occupiers of Dunsfold Aerodrome. An aircraft movement is a take-off or a landing. In addition, only aircraft with an unladen weight of 70 metric tonnes or less can use the aerodrome.

Condition 7 of WA/1999/1913 states that except in emergency, flying hours are restricted between the hours of 0730 to 1930 from 1st October to 31st March and between the hours of 0730 to 2030 from 1st April to 30th September, with no flights between 1500 hours on Saturdays to 0730 hours on Mondays. Except in the case of emergency, there should be no ground running of engines, unless for essential testing prior to take-off between 1830 and 0730 nor between 1500 on Saturdays and 0730 on Mondays.

Condition 8 of WA/1999/1913 restricts ground running of engines to two hours per day, with the exception of ground running in connection with essential testing and manoeuvring of aircraft immediately prior to or following a flying operation.

WA/1999/1924 removes the restriction of use of the site to British Aerospace. WA/2004/0880 allows B1, B2 and B8 uses until 2010. WA/2007/0373 allows the temporary use of the buildings until 2018.

The reason for imposing the 5000 limit was stated as “to control the number of aircraft movements to that which has historically taken place in the interests of protecting the amenities of local communities”.

The Surrey Air Ambulance flights are included within the 5000 limit (WA/2007/0656).

There are no restrictions on the number of vehicle movements to and from the site with regard to the use of the site for repair, assembly and flight testing.

There are no restrictions on the noise levels generated by aircraft.

There is a fuel farm with 275,000 litres of aviation fuel capacity.

Dunsfold Park lies beneath the LTMA and close to the Gatwick flight path and therefore there may be restrictions over a substantial increase in flight movements. Dunsfold is virtually lined up with Gatwick's main runways for take-off and landing, known as 26 Left and 08 Right. A fair proportion of landings and take-offs go over Dunsfold. Planes landing towards the east have to go over Dunsfold to land on 08Right, and this flightpath cannot be changed because planes coming in for landing have to stay in a straight line. The prevailing wind is from the west, so most of the take-offs from Gatwick head in the Dunsfold direction.

In 2008, the aerodrome was registered as an airport, under the Airports Act 1986, with the Civil Aviation Authority (CAA). This gives the site PD rights under Part 18 of the Town and Country Planning (General Permitted Development) Order 1995. Examples of permitted development include: the erection of operational buildings; air traffic services development; use of buildings for air transport services or other flying activities.

An Aviation Survey was submitted as part of the Environmental Statement for the new settlement planning application in 2008.

A Screening Opinion was submitted in August 2010 by the owners of Dunsfold Park seeking an increase in the number of flight movements from 5,000 to 25,000 per annum, along with revisions to flight times to allow flying on a Sunday and removal of maximum aircraft weight.

Copies of the relevant documents, where they are not available on the Council’s website, are available upon request.

Project Brief

The Council would like the appointed consultant to consider:-

1. Setting aside planning controls and considerations, what are the technical limitations that may affect the current and future use of the site for aviation activity. In particular:

• Airspace considerations, taking account of the proximity to other airports and flight paths etc.

• Physical limitations in terms of existing aviation infrastructure at the site, including the length of the runway.

• The economic, technical, market and environmental case for existing and expanded aviation activity at the site eg.:

1. Development as a commercial airport for passenger (and freight) services 2. Development as a freight only airport 3. Expansion of existing uses (eg. for aircraft maintenance and other ancillary aviation uses) 4. Development of aerodrome for recreational flying and flight training 5. Development of the aerodrome for corporate / business aviation 6. Use as a helicopter base only (for emergency services – HEMS and/or other private/commercial helicopters)

• Compatibility of continued or expanded aviation activities against its current permitted uses (eg. filming location, driver training, Saturday market)

• Extent to which parts of the aerodrome might potentially be developed in the event of continued or expanded aviation use (eg. in terms of obstacle clearance issues, aircraft noise, safety risk)

• Implications if aerodrome were to become licensed by the CAA

2. Environmental limitations and impacts, including the types of environmental issues the applicant, the planning authority and other regulatory agencies would need to address.

The appointed consultant should consult with the CAA during the production of the report. Consultation with other relevant stakeholders and external authorities would be encouraged.

A site survey to assess the condition of the infrastructure (runway, taxiways, apron, aviation related buildings etc) is not required at this stage.

Please note that no contact with the site owner or occupiers of Dunsfold Park should be made without the prior agreement of Waverley Borough Council.

Project Outcomes

The Council expects the report to assess the issues outlined above and produce a report which enables the Council to properly assess the scope for aviation activity within current limits and the technical and economic considerations that will influence the extent to which the scope and amount of aviation activity could be increased in future.

Two hard copies of the report should be produced together with an electronic copy.

Project Timescale

21 st Jan 2011 Deadline for submission of quotes 28 th Jan 2011 Appoint Consultant 25th Feb 2011 Draft report completed 4th March 2011 LPA to feedback comments 18 th March 2011 Final Report

Delta House 175-177 Borough High Street London SE1 1HR

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