York Aviation

QUINN ESTATES

AVIATION ISSUES RELATING TO PROPOSED REDEVELOPMENT OF LAND ADJACENT TO NORTH WEALD AIRFIELD

DECEMBER 2018

Originated by: Richard Kaberry

Dated: 13 September 2018

Revised 06 December 2018

York Aviation

QUINN ESTATES

AVIATION ISSUES RELATING TO PROPOSED REDEVELOPMENT OF LAND ADJACENT TO NORTH WEALD AIRFIELD

Contents Page

1 INTRODUCTION ...... 3

2 AVIATION POLICY AND PLANNING CONTEXT ...... 4

3 NORTH WEALD AIRFIELD TODAY ...... 6

4 ISSUES FOR CONSIDERATION IN PLANNING RELATED MATTERS AFFECTING A GENERAL AVIATION AIRFIELD ...... 10

5 THE IMPACT OF THE PROPOSED DEVELOPMENT ...... 12

6 CONCLUSIONS ...... 15

1 INTRODUCTION

York Aviation

1.1 York Aviation was commissioned by Quinn Estates in July 2018 to consider a number of aviation issues relating to the planning application (Ref: EPF/1494/18) for a proposed redevelopment of land adjacent to North Weald Airfield.

1.2 York Aviation is a specialist air transport consultancy focusing on airport planning, demand forecasting, strategy, operation, and management. York Aviation also has wide experience in the field of general aviation (GA), having been commissioned in 2014 by the Department for Transport (DfT) to undertake a study into the economic value of GA in the UK. The study informed the Government's vision for the UK GA sector, which was set out in its General Aviation Strategy published in March 2015. York Aviation has also undertaken studies at several GA airfields around the UK including Gloucestershire Airport, the UK’s busiest GA airfield, and Farnborough Airport, one of the UK’s premier business aviation airports. We have also undertaken work at many other GA airfields in the UK including Elvington, Redhill, Dunsfold, Lee-on-Solent, Bagby, Panshanger, and Peterborough.

1.3 This report supplements and expands on a previous report prepared by Kember Loudon Williams (KLW) for Quinn Estates dated July 2018, which also dealt with aviation-related matters associated with the planning application. We acknowledge the work undertaken by KLW, and it should be noted that our report supplements that previous work rather than superseding it.

1.4 This report does not address any technical noise issues, which is outside our area of expertise, although the KLW report refers to previous work undertaken by the noise consultant for the applicants.

Objectives & Structure of this Report

1.5 This report sets the context for the current policy and planning position in relation to GA airfields in the UK and the position of North Weald Airfield within that context. It also considers the role of the Airfield as it is today and how the proposed development might affect its current and future operations.

1.6 We have organised this report into the following sections:

 Section 2 : Aviation Policy and Planning Context;  Section 3 : North Weald Airfield Today;  Section 4 : Issues for consideration in planning related matters affecting a General Aviation Airfield;  Section 5 : The Impact of the Proposed Development;  Section 6 : Conclusions.

NORTH WEALD AIRFIELD

2 AVIATION POLICY AND PLANNING CONTEXT

National Policy

2.1 The revised National Planning Policy Framework was published on 24 July 2018 and sets out the government’s planning policies for and how these are expected to be applied. This document replaces the previous National Planning Policy Framework published in March 2012. Paragraph 104f of the revised Framework states that planning policies should:

“recognise the importance of maintaining a national network of general aviation airfields, and their need to adapt and change over time – taking into account their economic value in serving business, leisure, training and emergency service needs, and the Government’s General Aviation Strategy.”

2.2 The Government published its General Aviation Strategy in March 2015, the first time such a specific government strategy relating to the GA sector had been published. The Strategy notes that the Government has issued planning guidance about to planning authorities, with reference to the National Planning Policy Framework, so that the network of these sites is considered within Local Plans and taken into account in future planning decisions. This planning guidance states that:

“Aviation makes a significant contribution to economic growth across the country, including in relation to small and medium sized airports and airfields (aerodromes). An will form part of a larger network. Local planning authorities should have regard to the extent to which an aerodrome contributes to connectivity outside the authority’s own boundaries, working together with other authorities and Local Enterprise Partnerships as required by the National Planning Policy Framework.” 1

2.3 The Strategy also notes that the GA sector has itself produced more detailed guidance for planning authorities and aerodrome owners and operators and this was published by the General Aviation Awareness Council (GAAC) in April 2015 2. This document notes the importance of local planning authorities considering the economic impact of GA aerodromes as well as the extent to which an aerodrome contributes to connectivity outside its own boundaries.

2.4 The GA Strategy was accompanied by the publication of detailed economic research into the value of GA in the UK, undertaken by York Aviation. As part of this research, York Aviation identified a framework of issues for consideration in the context of local aerodrome development or proposed changes of use 3. We refer more specifically to this framework in Section 4 of this report.

2.5 The DfT has commissioned further research into the definition of a strategic network of general aviation aerodromes in the UK. This study is expected shortly but has not yet been published at the time of writing.

1 Planning Practice Guidance Paragraph: 012 Reference ID: 54-012-20150313 (last revised 13 March 2015). 2 Available on the GAAC Website at http://www.gaac.org.uk/ 3 The Economic Value of General Aviation in the UK, York Aviation, February 2015, Table 7.2

2.6 In April 2018 the Government published ‘Beyond the Horizon: The Future of UK Aviation - Next Steps Towards an Aviation Strategy’ and further consultation will follow later in 2018, leading to the publication of a new Aviation Strategy in 2019. The GA sector is recognised in this document as an important component of the wider UK aviation sector and the Government states that it remains committed to supporting and encouraging a dynamic GA sector. 4

Local Policy

2.7 Epping Forest’s original Local Plan was adopted in 1998. Policy RST27 of that plan set out the Council’s intention to:

“continue to promote and enable the use and development of North Weald Airfield…as a major multi-functional recreation and leisure centre and showground; and promote and enable the use of the western part of the airfield…as a working airfield.”

2.8 The Local Plan is currently being updated and has not yet been submitted for examination. However, the latest version of the draft Local Plan recognises the studies that the Council has commissioned to consider the future of the Airfield (to which we refer in the next section of this report) and also indicates general policy support for the Airfield in its Vision statement for :

“Aviation related uses, complemented by a mix of employment and leisure uses will be sought to boost the commercial offer and sustainability of the Airfield.” 5

2.9 It should be noted that the draft Plan allocates an additional 10 hectares of land within the existing employment site (NWB.E4) on the eastern side of the Airfield for further B1/B2/B8 class use (business use/general industrial/storage and warehousing).

Conclusion

2.10 It is clear from the above that there is considerable Government policy support for the general aviation sector in the UK. This is expressed through the National Planning Policy Framework, the Government’s General Aviation Strategy, and the consultation on a new national Aviation Strategy. There is also local policy support for the continued, sustainable use of the Airfield at a local level.

2.11 In the light of this policy support, it is important that any impact that the proposed development might have on the Airfield is evaluated.

4 Next Steps Towards an Aviation Strategy, April 2018, paragraph 3.11 5 Local Plan, Submission Version 2017, paragraph 5.87

NORTH WEALD AIRFIELD

3 NORTH WEALD AIRFIELD TODAY

Location and Activity

3.1 North Weald Airfield has a long history of operational service, having been established during the First World War and having provided a key fighter base during the . There is an aviation museum on site, staffed by volunteers, which details the history of the airfield. There are several historic artefacts within the airfield boundary, including the control tower which has been listed at Grade 2 by English Heritage. North Weald Airfield has been owned and operated by Epping Forest District Council since 1979.

3.2 The Airport is situated in the civil parish of North Weald Bassett in the local authority district of Epping Forest in , to the east of the M11 and around an hour’s drive from Central London. The majority of the airfield site lies within Green Belt. The airfield is one of a number of airports and airfields around central London, as shown in Figure 3.1 below.

Figure 3.1: North Weald Airfield in relation to other Airports and Airfields around Central London

Source: York Aviation and Microsoft Map Point

3.3 The Airfield is open from 0830 to 1900 local time, or sunset plus 30 minutes during winter, whichever is earlier.

3.4 We understand that there are around 35,000 aircraft movements per annum currently taking place at North Weald Airfield 6.

3.5 The Airfield has a hard-surfaced unlicensed (02/20) of 1,881 metres 7 in length, which is relatively long for a GA airfield and which is consequently able to accommodate a number of ex-military aircraft based at the Airfield, including some privately owned ‘warbirds’ and jet aircraft. There is also a shorter ‘crosswind’ runway (12/30) of 835 metres, and a short grass runway (02/20) lying parallel with the main runway. The main runway has a relatively low weight bearing capacity.

3.6 The Airfield lies in relatively close proximity to Stansted Airport, to the north, and Stapleford Airfield, to the south. North Weald Airfield itself is situated in uncontrolled airspace but lies underneath an area of Stansted’s controlled airspace which begins at 1,500 feet above mean sea level. A further area of Stansted’s controlled airspace, which extends from the surface up to 3,500 feet above mean sea level, lies just to the north of the Airfield. Entry into this controlled airspace is subject to approval by Stansted Air Traffic Control.

3.7 Local rules are in place for pilots regarding noise abatement, circuit flying (which normally takes place to the west of the Airfield), and circuit joining procedures 8. These ensure that disturbance is minimised and safety maximised.

3.8 There are various aviation companies based at the Airfield including:

 North Weald Flying Services Ltd - which provides Civil Aviation Authority approved aircraft maintenance and hangarage, as well as fuel and Customs & Immigration facilities. It also owns and operates ‘The Squadron’, which is a flying club that also hosts and organises various events;  North Weald Flight Training – which operates from the ‘Squadron’ building and offers ‘ab initio’ pilot training, albeit not to commercial level; and  Weald Aviation – which provides aircraft maintenance at the Airfield, primary focussed on historic and ex-military aircraft.

3.9 The Essex & Herts Air Ambulance helicopter is based at North Weald Airfield and has operational priority over other aircraft using the Airfield. It is also permitted to operate outside the Airfield’s usual operating hours.

3.10 The National Police Air Service (NPAS) intends to move its base at Lippitts Hill to North Weald Airfield later in 2018. Planning permission from Epping Forest District Council is in place for the construction of a purpose-built airbase and hangar at North Weald. Two police helicopters and a fixed-wing aircraft will ultimately be based at North Weald, primarily serving London and the South East, with support from other NPAS airbases.

3.11 The Airfield is also used for a number of non-aviation activities including a Saturday market, which attracts large numbers of visitors, as well as for various motorsport and road safety training activities. The Airfield regularly hosts air-shows, fairs, charity events, classic car shows, and various other trade events.

6 Taken from ‘North Weald Airfield Proposed NPAS Helicopter Base’, a report by Atkins of July 2017, but we have not been able to independently verify this figure. A ‘movement’ is either a take-off or a landing. 7 This is the Take Off Distance Available (TODA). 8 These are set out in the ‘Pilot’s Self Briefing Pack’ available on the Epping Forest Council website.

NORTH WEALD AIRFIELD

Licensing

3.12 North Weald is currently an unlicensed airfield and is thus guided in its operations by the Civil Aviation Authority Publication CAP793 ‘Safe Operating Practices at Unlicensed Airfields’, rather than by CAP168 ‘Licensing of Aerodromes’, which governs the operation of licensed airfields. We refer to these publications again later in this report when we come to consider how the proposed development might affect the ability of the Airfield to become licensed.

3.13 In accordance with the Air Navigation Order it is a legal requirement for an aerodrome to be licensed if it is used by flights for the commercial or public air transport of passengers in aircraft with a maximum take-off mass of more than 5,700 kgs, or for flying training in aircraft above this weight 9. Activities of this kind do not currently apply to North Weald and so there is no current need for the Airfield to be licensed. Flights for the commercial or public air transport of passengers in aircraft with a maximum take-off mass of less than 5,700 kgs could, in theory, also operate without the need for the Airfield to be licensed. However, if at some time in the future the Airfield were to attract operations by heavier business aviation aircraft, it would have to be licensed. We consider the potential for this below.

3.14 Licensing would require the Airfield to submit an application to the Civil Aviation Authority (CAA) accompanied by an aerodrome manual describing the aerodrome's services and facilities, all operating procedures, and any restrictions on the availability of the aerodrome. The Airfield must show that it complies with the many and detailed provisions of CAP168 and subject itself to audit by the CAA. There are costs associated with the application for a licence and with ongoing CAA audits.

3.15 European Air Safety Agency (EASA) rules came into force in March 2014 which required aerodromes that fall within their scope to transfer from a UK licence to an EASA certificate by 31st December 2017.

Previous Studies and Future Options

3.16 North Weald Airfield has been the subject of a number of previous studies in recent years.

3.17 In 2011 the Council commissioned a report from Halcrow on the opportunities for aviation intensification at North Weald Airfield. This concluded that it may be possible to attract a commercial operator, but that licensing would be required to enable a commercial operator to run an effective business, and that significant investment, and potentially further land acquisition would be required to bring the runway and surrounding areas up to the necessary standards.

3.18 Ernst & Young (EY) were subsequently appointed to review the Halcrow report and advise the Council how it should proceed, not just in terms of aviation intensification but also non-aviation development. This report 10 noted that although the Airfield returns a profit, this is largely as a result of the Saturday markets and the aviation side of the business would be loss-making as a standalone business.

9 Air Navigation Order 2016, paragraphs 207 and 208. 10 North Weald Airport Review, Ernst & Young, October 2011.

3.19 EY also noted, inter alia, that Halcrow (in accordance with its scope) had only considered aviation-related income and had not undertaken any market testing in relation to the potential for the Airfield to attract a commercial operator. Halcrow had also estimated that £5.6 million of investment would be required, which EY felt was a conservative figure. EY therefore recommended further work be undertaken on these and other issues.

3.20 Drivers Jonas Deloitte were appointed in 2013 to undertake the North Weald Airfield Development Study, which advised on the deliverability of further aviation related development, non-aviation related activity, or a mixture of both. Deloitte considered that it would be likely that removal of all or a large part of the Airfield from the Green Belt would be required to enable significant redevelopment or intensification. It also concluded that the Airfield’s location is a key strength and could enable it to operate as a business aviation airfield, but that considerable investment would be required and that demand from users would be likely to start from a low base with gradual growth that could take considerable time.

3.21 Significant risks associated with expansion were also identified, including the need for the Airfield to be licensed and potentially to acquire additional land, as well as likely airspace restrictions. It was also felt that there would be a mixed response from local residents, with some welcoming increasing aviation uses, but others potentially objecting to increased noise disruption or environmental damage.

3.22 We have not evaluated these studies for the purposes of this report, but we note some of their common conclusions, namely that considerable investment would be required for the Airfield to handle business aviation and that significant financial risks would be associated in pursuing this option.

Conclusion

3.23 North Weald Airfield is currently a thriving general aviation airfield with an important historical legacy and support for the use of a range of historic aircraft, as well as general aviation flying and training. However, it is currently an unlicensed airfield and therefore not able to accommodate passenger carrying business aviation with aircraft above a specified weight. It is worth noting on this point that existing Runway 02/20 already has the required safety clearances to accommodate these types of flights.

3.24 Reports have been commissioned in the past by the local authority, which owns the Airfield, to evaluate how it might be further developed in terms of aviation and non-aviation activity, in a financially sustainable manner. Whilst no definitive decision appears to be have been taken on this, it is clear that intensification of aviation activity through the use of the Airfield by heavier business aviation aircraft would require significant investment and carry some significant financial risk.

NORTH WEALD AIRFIELD

4 ISSUES FOR CONSIDERATION IN PLANNING RELATED MATTERS AFFECTING A GENERAL AVIATION AIRFIELD

4.1 In our report for the Department for Transport which accompanied the publication of the Government’s General Aviation Strategy in March 2015, we set out a potential framework for the analysis of relevant issues when an aerodrome development or change of use is to be considered by a local planning authority.

4.2 Although, in this case, no specific change of use of North Weald Airfield is being contemplated as part of the proposed development, we believe it is still appropriate to evaluate the issues set out in the framework as part of the process of considering whether the proposed development would have a ‘knock on’ impact on the current or future use of the Airfield.

4.3 We have therefore reproduced the framework in the first two columns of Table 4.1 below and commented on each issue as it relates or could relate to North Weald Airfield.

Table 4.1: Framework of Issues for Consideration in the Context of Local Aerodrome Development or Proposed Changes of Use Consultation Comprehensive consultation Although York Aviation was should take place prior to appointed after the planning planning decisions affecting a application was submitted, we local aerodrome and should understand that extensive include the views of the consultation has taken place on aerodrome itself (and any the proposed development. representative organisations) but should also include the local community and local business organisations, as well as the relevant Local Enterprise Partnership (LEP).

The scale of activity The planning system should As North Weald Airfield is owned evaluate the scale and type of by the local authority, it has flying activity and take into extensive knowledge of the account the social and economic activities that take place at the benefit that the aerodrome’s Airfield and the impact of these activity affords its local on the local community. The community, including the direct report by KLW and this report impact of its operations and, in supplement this knowledge base particular if any wider business in terms of how the proposed needs are being served by the development might impact on the aerodrome. Airfield’s use.

The facilities the aerodrome Such facilities may include a We have noted that North Weald offers that are unique to the surfaced runway of significant has a runway of significant length, locality and may not be available length, or aircraft hangars, or albeit unlicensed and in need of elsewhere within a reasonable aerodrome lighting and upgrading before being capable of distance. navigational aids that may offer a use by heavier business aviation unique service to the local area. aircraft.

Alternatives Are equivalent or better The map in Figure 3.1 of this aerodrome facilities available report shows that North Weald is within a reasonable distance? one of a relatively large number of airports and GA airfields around London and lies close to Stansted Airport, which currently accommodates business aviation and Stapleford Airfield, which is a major GA training airfield. However, the particular facilities for historic aircraft at North Weald are unique to the vicinity.

Extent of alternative surface Does the aerodrome provide Being relatively close to the M11 access modes access to local areas that may not and London, surface access to the be well served by other modes of local area is good. surface transport?

The aerodrome’s proximity to Is the aerodrome located within North Weald is one of a number major economic centres proximity of major cities, towns of airports and airfields serving or economic centres generating a the London area. need for air connectivity?

Is the aerodrome licensed? Licensed aerodromes may be North Weald is currently providing opportunities for the unlicensed, which precludes

carriage of passengers in aircraft commercial operations by heavier that may not otherwise be business aviation aircraft. available.

Safety Does the aerodrome provide an North Weald could act as a important diversion airfield for diversion airfield, but there are other GA users? also other airports and airfields in the vicinity that could do the same.

Training Does the aerodrome offer North Weald offers some pilot training for student pilots that training, although not to may not otherwise be available commercial level. within a reasonable distance?

Viability Will the development or The impact of the proposed proposed change of use affect the development on the potential viability of the aerodrome future of the Airfield is addressed operator? Is the proposed in this report, although we have development necessary enabling not considered the financial development to secure the on- viability or sustainability of the going future of the aerodrome? Airfield in detail. Other community services Does the aerodrome also host North Weald Airfield hosts a large non-aeronautical activities that number of non-aviation related are of benefit the local activities, to which we have community? referred in Section 3. Source: York Aviation Analysis

NORTH WEALD AIRFIELD

5 THE IMPACT OF THE PROPOSED DEVELOPMENT

Introduction

5.1 In this section we consider the specific potential impact of the proposed development on the current and potential future use of the Airfield and the consultations we have been able to undertake.

Consultations

5.2 In the time available to us we have not been able to consult with the management of the Airfield, although we understand that a number of consultations with user groups have previously taken place prior to our involvement. We have, however, spoken with the Chief Pilots of the Essex & Herts Air Ambulance, currently based at North Weald Airfield, and also of NPAS, whose operations are planned to move from Lippitts Hill to North Weald Airfield later in 2018 or early 2019.

5.3 The Chief Pilot of the Essex & Herts Air Ambulance told us he was aware of the development proposals. His view was that Air Ambulance operations are not likely to be hindered by the proposed development but said that the nature of their operations is such that emergency responses from North Weald Airfield could require flight over the development on occasions. It would not be practical under such circumstances to route the helicopter around the development as seconds can count in emergency responses. As the scale and location of demand is by its nature unpredictable, it is difficult to assess how often this might occur although it was estimated there were around 800 Air Ambulance movements in total per year to and from North Weald and they have priority over other aircraft. Only a proportion of these might need to fly over the location of the development.

5.4 The Chief Pilot of NPAS also confirmed he was aware of the proposed development. He told us that NPAS policy is to avoid overflying residential areas where possible and this would continue to be the case if the development went ahead, although it would be impossible to guarantee that no overflying of the development would ever take place. It is the case, however, that most movements are likely to be to and from the south of the Airfield. It was considered that the proposed development would not hinder NPAS operations, but it should be noted that even if departures to the north avoid overflying the development directly, it is inevitable that flying would still be close to the boundary of the proposed development.

Safeguarding and Obstacle Limitation Surfaces

5.5 The proposed development sits abeam the most northern quarter section of the main runway, directly east of Rayley Lane. To ensure the proposed development has no impact on the operation of the airfield it must be assessed in relation to a number of factors including, inter alia, its proximity to the runway and scale in terms of structure heights, impacts on navigational aids, potential to attract wildlife, and potential to cause pilot or ATC distraction with bright light or glare.

5.6 The process of protecting against these things is called safeguarding and is controlled by the Civil Aviation Authority (CAA). Some of these factors require subjective assessment carried out be discipline experts such as ecologists, but the measurable elements are set by the CAA in their publication CAP168 ‘Licensing of Aerodromes’, which is the document that governs aerodrome design for licensed airfields.

5.7 This document sets out the parameters for the Obstacle Limitation Surfaces (OLS). These are invisible surfaces drawn in three dimensions around an airfield with the aim of protecting aircraft from obstacles that would pose a risk to safe flight, such as buildings or other fixed structures.

5.8 The key parameters which must be considered in this instance are the width of the runway strip and the slope of the ‘transitional surface’ which forms part of the OLS. The runway strip is a safety zone that envelops the runway. Its dimensions change depending on the category of runway in question. The outer edges of the runway strip define the lowest edge of the transitional surface which again is a safety zone but one that radiates upwards and outwards at a set gradient from a level equal to the adjacent level of the runway centreline. No obstacle should protrude above the OLS.

5.9 Currently, as the Airfield is unlicensed, there are technically no standards on safety clearances that have to be adhered to, although for obvious reasons the operator must apply sound judgement on the definition of the clearances and separations of aircraft from objects to ensure safe operations can take place. As we noted earlier, the CAA issues guidance on the operation of unlicensed airfields in CAP793 ‘Safe Operating Practices at Unlicensed Aerodromes’.

5.10 It is believed that the runway does not currently have any associated precision approach instrumentation and as such is considered to be a ‘non- instrument’ runway. It is also believed that the existing airfield layout would allow for a 75m runway strip width. This means that the transitional surface would have a slope of 1 in 7. However, as stated above, the Airfield is currently unlicensed, which means these clearances and slopes could be reduced.

5.11 Assuming the 75m runway strip with the existing Airfield layout, it can be seen by modelling the transitional surface that the proposed location and height of buildings on the site of the proposed development do not protrude into the OLS.

Impact on the Potential Future Use of the Airfield

5.12 If, in the future, there was a desire for the Airfield to accommodate heavier business aviation aircraft, the Airfield would have to be licensed in accordance with CAP168 and the runway would almost certainly require some form of precision instrumentation for flight approach navigation. This factor, in the context of the runway dimensions, would drive the requirement for a wider runway strip of 150m. This would in turn drive the need to expand the Airfield boundary outward to accommodate the wider strip. Outside of the strip it would be prudent to allow for a further 10m to position a perimeter road and buffer zone inside of an airside boundary fence, as an absolute minimum.

5.13 It could be argued that the existing parallel taxiway would not need relocating further west at the northern end of the runway as runway movement rates would allow for aircraft to ‘back track’ along the runway to access the main Airfield areas.

5.14 The 150m runway strip alignment sits in places outside the existing boundary of the Airfield and as such would require public road realignment and land/property purchases. This move would then also impact on the proposed development as currently planned. To accommodate the wider strip the development would need to move back in line with the road realignment and move the buildings eastward to ensure they stay below the transitional surface.

NORTH WEALD AIRFIELD

5.15 We understand that the applicant is modifying the proposed development by safeguarding the land and restricting building heights to reflect the most onerous Obstacle Limitation Surface as set out in CAP168 in relation to the above mentioned 150m runway strip.

5.16 Please refer to the most recent Airfield Sections plan by BDB Design that demonstrates the above described safeguarding. It is important to note that the transitional surface levels relate to the adjacent runway centreline level at any point along its length. Therefore, the contours shown are not considered level as they relate to a height above adjacent runway level.

5.17 It is worth noting that should the above stated expansion of the airfield take place, it is believed that the proposed development would not negatively impact on the siting of future navigational aids or interfere with their operation.

5.18 Furthermore, on the subject of aerodrome safeguarding it should be noted here that the provision of a sterile area or green space to act as a buffer between the development and airfield needs to be considered with wildlife attraction in mind. Specialist input by others may be required at a further design stage on the grass, plant, tree selection etc.

5.19 Lastly the developer and their designers have been made aware that their proposal must be sensitive to the concept of pilot distraction through overly bright lighting and glazing or other sources of glare.

Conclusions

5.20 We have evaluated the impact of the proposed development on the current and potential future operations of the Airfield. We consider that the proposed development would not adversely affect the safe operation of the Airfield given its current usage and unlicensed status. This was also the conclusion of the KLW report. Furthermore, any future upgrade to the Runway that might require the widest of runway strips and most onerous OLS, has been safeguarded against in the design and location of the structures on the development.

6 CONCLUSIONS

6.1 We have noted the considerable Government policy support for the general aviation sector in the UK and the local policy support for the continued, sustainable use of North Weald Airfield. In the light of this policy support, it is important that any impact that the proposed development might have on the Airfield is evaluated.

6.2 North Weald Airfield is currently a thriving general aviation airfield with an important historical legacy and support for the use of a range of historic aircraft, as well as general aviation flying and training. However, it is currently an unlicensed airfield and therefore not able to accommodate passenger carrying business aviation with aircraft above a specified weight.

6.3 Reports commissioned in the past by the local authority have noted that the use of the Airfield by heavier business aviation aircraft would require significant investment and carry some significant financial risk. Nevertheless, if the appropriate investment were to be made, it is possible that the Airfield could be used for such commercial operations at some point in the future.

6.4 We have evaluated the position of North Weald Airfield against the criteria in the framework for the analysis of relevant issues when an aerodrome development or change of use is to be considered by a local planning authority, which was set out in the report for the Department for Transport that accompanied the publication of the General Aviation Strategy in March 2015.

6.5 We have also evaluated the impact of the proposed development on the current and potential future operations of the Airfield. We consider that the proposed development would not adversely affect the safe operation of the Airfield given its current usage and unlicensed status. This was also the conclusion of the KLW report.

6.6 Furthermore, if the Airfield were to be licensed with an instrument runway, which is likely to be required for use by heavier business aviation operations, then the proposed development, as currently planned, safeguards the Obstacle Limitations Surfaces required for the safe operation of an instrument runway, as set out in the CAA’s CAP168.