lichfield wind turbine planning application aviation report

7/30/2019 Lichfield WInd Turbine Planning Application Aviation Report

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JandSBostock Page1of31 RJC

AviationSafetyAspects

ofaWindTurbine

NearHamstallRidware,Staffs

Compiledby: RJCommanderCommanderAviationServices

For: JandSBostock

Dated: 13February2012 Amended:19March2012

[email protected] +44(0)1342718879 +44(0)7767834780

www.commanderaviationservices.com

RJC

LookingtowardsNeedwoodForestGlidingsitefromtheproposedturbine


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NotesontheDocument

Copyright

ThisdocumentiscopyrightCommanderAviationServicesLtd CASFebruary2012

SomephotographshavebeenusedwhichappearonGooglePanoramio.Asthesephotographsarealreadyinthepublicdomain,theyarereproduced

here.Iftherearesubsequentobjectionstotheiruse,theywillberemoved.

Thedocumentmaybereproducedasawholeforthepurposesoftheplanningapplicationasreferredtointhecontent.Inthiscontext,thedocument

mustnotbealteredinanywaywithoutthepermissionofCAS.ItispreferredthatthedocumentisreproducedinPDFformat.

Extractsmaybemadefromthedocumentbutanacknowledgementofthesourcematerialshouldbeincludedwithanyfurtherreproduction.

UseoftheDocument

ThisdocumentisintendedtobereadonacomputerasaWorddocument.ItisproducedinDOCXformat,whichcanbeconvertedforearlierversionsof

Word.ThehyperlinkstootherwebsitesworkinDOCX.TheWordDocumentalsohasaclickableTableofContents.

TheWordformatislessstablefortransmissionthanPDFandthismayresultinthecorruptionofsomediagramsparticularlywhenprinting,sothe

DocumentisalsopresentedinPDFformat.HyperlinksmaynotworkinPDFformat,buttheDocumentisgenerallyeasiertoreadandshouldreproduce

accuratelyelectronicallyandashardcopy.


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TableofContents

NotesontheDocument.................................................................................................................................................................................................................................................................2

Copyright.................................................................................................................................................................................................................................................................................................2

UseoftheDocument...........................................................................................................................................................................................................................................................................2

TableofContents...........................................................................................................................................................................................3

AviationSafetyAspectsofaWindTurbinenearHamstallRidware,Staffs.............................. .................................... ................................... ..4

Introduction.......................................................................................................................................................................................................................................................................................4

AbouttheAuthorandCAS...........................................................................................................................................................................................................................................................4

OversightofAvia tion.................................................................. ..................................................................... ...................................................................... .........................................................5

LegalDefinitions...............................................................................................................................................................................................................................................................................5

Structures................................................................................................................................................................................................................................................................................................6

AerodromeDefinition.........................................................................................................................................................................................................................................................................7

GlidingSitesandFarmStripsintheUK.................................................................................................................................................................................................................................7

SafeguardingofAerodromes......................................................................................................................................................................................................................................................9

EnRouteObstaclesintheUK..................................................................................................................................................................................................................................................10

LightingontheTurbine.............................................................................................................................................................................................................................................................11

VisualFlightRules(VFR)...........................................................................................................................................................................................................................................................12

SeeandAvoid.................................................................................................................................................................................................................................................................................12

GliderOperationsintheUK..........................................................................................................................................................................14

TheBritishGlidingAssociation..............................................................................................................................................................................................................................................14

ATypicalGliderCircuit..............................................................................................................................................................................................................................................................16

AviationOperationalRiskAnalysis:WindTurbineatHamstellRidware,Staffs.................................. ................................... ........................19

Introduction....................................................................................................................................................................................................................................................................................19

MethodofRiskAssessment......................................................................................................................................................................................................................................................20

TheCASAssessmentforaWindTurbineatHamstellRidware,Staffs................................ ................................... ................................... ......22

ExpandedNotesfromtheTable.............................................................................................................................................................................................................................................26

Conclusion............................................................... ...................................................................... ...................................................................... ...................................................................... .......30

CAAAdvice.............................................................. ...................................................................... ...................................................................... ...................................................................... .......31


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AviationSafetyAspectsofaWindTurbinenearHamstallRidware,Staffs

Introduction

Anapplicationforplanningpermissionfortheerectionofa75mhighwindturbineonlandnearHamstallRidware,Staffs,resultedinobjectionson

aviationsafetygroundsfromtheNeedwoodForestGlidingClubwhichoperatesatCrossHayestotheNorthoftheproposedturbinesite.

In response to the objections, Lichfield Council proposed that the applicants under Planning Application 11/00449/FUL commission a riskassessmenttoquantifythelikelyriskstoaviationgenerallyandspecificallytothelocalglidersiteshouldtheconstructionofasinglewindturbinebe

approved.

TheapplicantshavecommissionedCommanderAviationServices(CAS)tocarryouttheriskassessmentontheirbehalfandthisdocumentpresents

thecompletedriskassessmentandalsoanintroductoryoverviewofrecreationalaviationandtherightsofoperationforaflyingclubincomparison

tothesurroundingfarmsandassociatedlands.

Theauthorhadnopreviousconnectionwithanyoftheinterestedpartiesinthisplanningapplication,andwillcommentprimarilyonthelegal

positionwithregardtolightaircraft(includinggliders,aeroplanesandhelicopters),airstripsandglidingsitesintheUK.CASLtdalsohasneither

connectionnorvestedinterestingeneralaviationorGovernmentinterestspromotingalternativeenergyinfrastructure.

AbouttheAuthorandCAS

BobCommanderofCAShaspreparedthisriskassessmentandregulatoryoverview.CASspecialisesinaerialworkand

corporate aviat ion operations and adv ises The Crown Estate on aviat ion matters related to o ff shore renewables

development. Bob Commander has considerable experience of General Aviation over twenty years, acting as Head of

PolicyfortheCivilAviationAuthorityfrom1995to2006.AfullCVisavailableontheCASwebsiteunderAboutCAS.


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OversightofAviation

AviationintheUKislargelycontrolledbytherulessetoutasarticlesintheAirNavigationOrder2005andasrulesintheRulesoftheAir

Regulations2007.TheOrderandtheRulesaresecondarylegislationmadeunderthelawoftheprimarylegislation,theCivilAviationActwhich

wasamendedin2006.TheoriginalActof1982establishedtheCivilAviationAuthorityinthiscountryandtheCAAremainsresponsibleforall

aspectsofUKaviation,frominternationalairlinersatHeathrowdowntohomebuiltmicrolightaeroplanesflyingoutofafarmersfield,orinthecaseofahelicopter,abackgarden.

LegalDefinitions

Thedegreeoffreedomenjoyedbytheownersoflightaircraft1andairfieldsintheUKmayseemsurprisinginthesedaysofmicro-regulation.With

theexceptionoftheprotectedairspacearoundmajorairports,apilotcantakeofffrom,andland,inanysuitablefieldsubjecttotheRulesoftheAir

which, interalia,imposea500footavoidareaaroundpersons,vessels,vehiclesandstructures.Thisisadome-shapedareaaroundandoverthe

object orperson tobe avoided. This meansthat anaircraft can legallyflyjustabovethe surfacein theUK provided itstays500 feet away

horizontally,verticallyoranywhereinbetween-fromtheaforementionedpersons,etc.

Manyothercountrieshaveaminimumheightof500feetabovegroundlevel,withtheexceptionofwhentakingofforlanding.Rule5istherelevant

ruleandiscommonlyreferredtoastheLowFlyingRule.ReferencetothisRulewillrecurandthecriticalpartoftheRuleisshownintheboxonthe

nextpageforeasyreference.

1Anaircraftisanyfly ingdevice,includingplanes,microlights,glidersandballoons.Anaeroplanetypicallyhaswingsandoneormoreengines.


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Aglidercannotflymultiplepracticecircuitslikefixedwingaeroplanesandtherefore,inthevicinityoftheglidersite,onmostoccasions,itiseither

takingofforlandinginaccordancewithnormalaviationpractice.Thismeansthatitshouldbeatthenormalheightsassociatedwithaglidercircuit

asshownonPage16.

Structures

TheOrderdoes not define a structure. However, by legal precedent,this hasbecome accepted by theCAA as meaningsomethingcapable of

containing a person. Therefore for aviation purposes, a turbineis probably not a structure,whilepylons andtowers, includingwindturbinescapableofcontainingorsupportingapersonprobablyare.Probablyisusedhere,asacourtwouldhavetodecideonanyparticularcaseandrule

accordingly.

Theproposedwindturbineis75metres(245ft)tallwithaccesstotheinterior.Therefore,itislikelythatthe500ftavoiddistanceimposedbythe

LowFlyingRulewouldapplyinthiscaseforpassingaircraftwhicharenottakingofforlandingatNeedwood.

Rule5Extract

ExceptwiththewrittenpermissionoftheCAA,anaircraftshallnotbeflowncloserthan500feettoanyperson,vessel,vehicleor

structure.

Exemptionsfromthelowflyingprohibitions

6Theexemptionsfromthelowflyingprohibitionsareasfollows:

(a)Landingandtakingoff

(i)Anyaircraftshallbeexemptfromthelowflyingprohibitionsinsofarasitisflyinginaccordancewithnormalaviationpracticeforthepurposeof:

(aa)takingofffrom,landingatorpractisingapproachestolandingat;or

(bb)checkingnavigationalaidsorproceduresataGovernmentorlicensedaerodrome.


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LegalDefinitions(Contd.)

AerodromeDefinition

GlidingSitesandFarmStripsintheUK

AscanbeseenfromtheANOdefinitionofanaerodrome,anyreasonablyflatfarmfieldhasthepotentialtobeusedfortakeofforlandinginan

aircraft(thetermaircraftincludesgliders;aeroplanesarepowered).ThereareliterallyhundredsoffarmstripsintheUK,manybeingdedicatedto

microlightaircraft whichin generalhavea shortertake-off distance requirement than aconventionallight aircraft. Theuseof theland isonly

describedasanaerodromeundertheANOdefinition.Inplanningterms,farmstripsareusuallyusedonthebasisofnotmorethan28daysforthat

purposeinanyyear.Forthis,planningpermissionisgenerallynotrequiredprovidedthereisnoassociateddevelopment.Interestingly,thereisalso

nolimitonthenumberoftake-offsorlandingsthatcanbemadeonanydaywithinthe28days,whereasamorepermanentairfieldwithassociatedplanningpermissionislikelytohavealimitimposedonthenumberofaircraftmovementsinaspecifiedperiodandwithopeningandclosingtimes

also specified. Inpractice,the CAAis most unlikely tocheckcompliance with the28-dayplanningrule,but itis knownfromexperiencethat

neighboursoftenkeepcomprehensiverecordsoftheuseoflandadjacenttotheirownproperty.

ANOArticle155Interpretation

'Aerodrome'meansanyareaoflandorwaterdesigned,equipped,setapartorcommonlyusedforaffordingfacilitiesforthelandingand

departureofaircraftandincludesanyareaorspace,whetherontheground,ontheroofofabuildingorelsewhere,whichisdesigned,equipped

orsetapartforaffordingfacilitiesforthelandinganddepartureofaircraftcapableofdescendingorclimbingvertically,butshallnotincludeany

areatheuseofwhichforaffordingfacilitiesforthelandinganddepartureofaircrafthasbeenabandonedandhasnotbeenresumed.


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MostglidingsitesintheUKaremoresimilartoestablishedairfieldsthanfarmstripswhilestillcomingwithintheANOdefinitionofanaerodrome.

Mostglidingsitesarelong-standinggrassfieldswithplanningpermissionforthespecificuse.Mostarealsomarkedonaviationlowflyingcharts

andthosewithawinchlauncharemarkedasahazardtootherairspaceusersupto2000ft+abovethesurface.

ItisunderstoodthattheNeedwoodForestglidingsitehasplanningpermissionwhichimposesrestrictionsonthenumberofdaysuseandperiodsof

openingandalsothenumberofmovementsperday.TheClubwebsitealsosuggeststhatoperationsopentothepublicfortriallessonsaremainly

restrictedtoweekendswithWednesdaysaddedduringthesummermonths.Week-longactivityisonlyassociatedwithoccasionalspecialclub

weeks.

Althoughitisnotincludedintheriskassessmentperse,itshouldbenotedthatthelevelofactivityatNeedwoodForestismodestincomparison

withclubssuchasLashamortheScottishGlidingClubatPortMoak.Forcomparison,Lashamboastsover220gliders 2basedthere,whileNeedwood

hasabaseof5supplementedbymembersownaircraft.

TheobjectionfromNeedwoodincludedfiguresof4500aircraftmovementsayear.Anaircraftmovementiscountedwhentakingoff,landingor

makinganapproachtolandwithoutactuallystopping,sothisfigurecanbeatleasthalvedforeachgliderflight.Avery roughcalculationsuggests

thattheClubcouldoperateforabout80daysoftheyear,butweather(includinggrassfieldconditions)probablyprecludesasignificantpercentage

ofthesewithwholeweekendsbeingunflyable.Beingconservative,thismeansthattheClubactuallymakesanaverageof2200flightsspreadover

about50dayssome44flightsadayaveragingabout5approachesanhour.

2ManyarekeptonsiteyearroundintrailersthisisnotapparentatNeedwoodonGoogleEarth.


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SafeguardingofAerodromes

CivilAviationPublication(CAP)738explainstheprocessofsafeguardingtheairspacearoundanaerodrome.Safeguardingisalegalrequirement

aroundlicensedaerodromesandisintendedtoensurethatdevelopmentaroundtheaerodromedoesnotencroachontheairspaceneededtosafely

operateanaircraft.TheCAPrecommendsthatsafeguardingshouldapplytoallaerodromes,andasalreadyexplained,thiscouldmeananymown

grassstripinafield.However,CAP738isguidancematerialandtheCAAdoesnotmonitororinsistonplanningcomplianceforunlicensedairfields.

Safeguarding isan agreed requirement under internationalconvention, specifically theChicago Conventionand thesubsequent Standards andRecommendedPractices(SARPS) developed bythe InternationalCivilAviationOrganisation(ICAO). Itis primarily intended toensure that an

internationalairlinerisaffordedthesamestandardsofprotectionirrespectiveofwhereintheworlditistakingofforlanding(ICAOmembership

includesnearlyallcontractingstatesoftheworld).Inpractice,itisdoubtfulthatthisisachievedforallmajorairportsthroughouttheworlduntil

relativelyrecently,HongKongKaiTakairportwasencroacheduponbyhighrisebuildingsanditisstillacontinuingproblematHeathrowasLondon

developsevertallerbuildings.

Atsmallerlicensedaerodromes,theproblemisevenmoreacute.ManyUKaerodromeshavedevelopmentsatbothendsoftherunwaywhichwere

nottherewhentheaerodromewasfirstlicensed.Evenforsomequitemajorairports,fullsafeguardingisnotachievable.Forlicensedaerodromes

thereisinfactareducingscaleofprotectionrequireddependingonthestatus(sizeandusageinthemain)of

theaerodrome.

Hopefully it can be seen therefore, that safeguarding is generally regarded as a good thing and is

recommendedasastartingpointbeforelayingoutanylandingstrip.Itmustbestressed,however,thatthisis

advisoryandisnotsupportedbythelaw.

Itshouldbenotedthatthereisatendencytocherry-picksafeguardingstandardstosuittheoperator.Many

airstrips exist next to high-tension power lines andthere areexisting power lines with tall pylons in the

vicinityoftheNeedwoodsiteatasimilardistanceoutanddirectlyacrosstheapproachtothemainrunway

directionof280.

PedrocutPanoramio


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EnRouteObstaclesintheUK

Notificationof enrouteobstaclesin theUK isorganisedby theAeronauticalInformationService (AIS) ofNationalAir TrafficServices(NATS).

NotificationoftemporaryhazardsiseffectedbyissuingNOTAMS(NoticestoAirmen).Thisisdonelargelybywebsitethesedays.Itisthepilots

responsibilitytoensurethataflightcanbesafelyundertakenand,aspartofpre-flightbriefing,NOTAMSarecheckedfortheroute.NOTAMSonly

recordtemporaryhazardsandtheproposedturbinewillbeatemporarystructureandthereforenotified.Permanenthazardswithverticalextent

arelistedseparatelyintheAeronauticalInformationPublication(AIP,sometimescalledtheAirPilot)EnRouteSection(ENR).

ImportantlytheAIPENRonlylistsobstacleswhichareover300fthigh(abovethesurface).Thereisnoactualrequirementthereforetonotifythe

proposedturbine,eitherbyNOTAM 3duringconstruction,orforittobelistedasapermanentobstructiontoenroutenavigation.

3NoticestoAirmencheckedbeforeflightbypilotsfortheirflyingrouteorarea.


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LightingontheTurbine

TheaboveextractfromCAP4764appliestoallobstructionsbutisexplainedclearlyinthisparticularpublication.Notethatthereisnorequirement

tolighttheproposedturbine(oranyotherturbineorstructureoflessthan150mhigh)inaviationregulationterms.CAP764isalsomisleading

becausethearticlereferstolicensedaerodromesonly.Needwoodisnotalicensedaerodrome,sothisisanen-routeobstaclebyaviationdefinition.

Thetypeoflightingreferredtoisprimarilyintendedfornightuse.Glidersflyduringdaylighthoursonly.Thereisnolegalrequirementfordaytime

hazardlightingsuchasthehighintensitystrobemorecommonlyassociatedwithtallbuildingssuchasCanaryWharf.

4CivilAviationPublication

AnextractfromCAP764-CAAPolicyandGuidelinesonWindTurbines

5.3Article133[nowArticle219] requiresthatstructuresawayfromtheimmediatevicinityofan [licensed]aerodrome,whichhaveaheightof

150mormore(AboveGroundLevel)arefittedwithmediumintensitysteadyredlights,positionedascloseaspossibletothetopoftheobstacle,

andalsoatintermediatelevelsspacedsofaraspracticableequallybetweenthetoplightsandgroundlevelwithanintervalnotexceeding52m.

Obstructionlightsshouldbeilluminatedatnight,visibleinalldirectionsand,intheeventofanylightingfailure,rectifiedassoonasisreasonably

practicable.

5.4Inaddition,theCAAwillprovideadviceandrecommendationsregardinganyextralightingrequirementsforaviationobstructionpurposes

where,owingtothenatureorlocationofthestructure,itpresentsasignificanthazardtoairnavigation.However,ingeneralterms,structures

lessthan150mhigh,whichareoutsidetheimmediatevicinityofanaerodrome,arenotroutinelylit;unlessthebyvirtueofitsnatureor

locationargumentholdsfast.UKAIPENR1.1.5.4refers.


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VisualFlightRules(VFR)

Much of thegeneral aviationflying in theUK is conducted under

VisualFlightRulesandtheweatherminimaforVFRaregiveninthe

box. Most lightaircraft includinggliders operateat less than 140

knots(c.160mph)andcanthereforeflywithavisibilityof1500m.A

pilotmaybelimitedtoahighervisibilityimposedbyaconditionon

hisflyinglicence.Thisisofcoursesubjectiveonmostoccasions(AirTraffic can give an indication of visibility at an aerodrome using

known landmarks), but this can be very different in an aircraft

lookingintosunorjustashortdistanceawayfromthefield.

Before flying however, the pilot must get an up to date weather

forecastwhichgivestheexpectedvisibilityforanareawhichshould

beatleast1500mandhopefullybetter.

SeeandAvoid

Anunmarkedwindturbinesuchasisproposedwouldbedifficulttoseein1500mvisibility,asarepowercablesandotheraircraftparticularlyfast

movingmilitaryjets.AswellastheVFRrequirements,visualflyingintheUKreliesalmostentirelyontheprincipleofseeandavoid.Thisapplies

toavoidingotheraircraftinthemainandtheRulesoftheAirstatehowtoavoidanotheraircraftonceitisseen;i.e.thedirectiontoturn.However,

notunreasonably,thepilotalsohastoavoidotherobstaclesonaseeandavoidbasis.Asalreadyexplained,bynomeansareallobstaclesplottedon

mapsorincludedinNOTAMSorotherwarningmaterial.

Oneofthemostimportantthingsforapilotistodevelopknowledgeofthelocalarea.Inthisinstance,oncetheturbinehasbeenbroughttothe

attentionofthepilotsitisuptothemtomakesuretheyavoidit.Additionally,theoperatorofanairstriporglidersiteisrequiredtonotifyother

would-beusersofanyhazardsinthelocalarea.Otherusersshouldnotlandatanairstripwithoutfirstseekingpriorpermissionandbeingbriefed

onanylocalhazardsorunusualconditions.

Rule28oftheRulesoftheAirRegulations

WeatherminimaforVFRflightoutsideControlledAirspace

.foranaircraft,otherthanahelicopter,operatingat140ktorless:

1500mflightvisibility,clearofcloudandwiththesurfaceinsight.


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Theproposedturbineisveryunlikelytobeasignificanthazardtoenroutetraffic.TheCAAadvicetoprivatepilotsisthat,whereverpossible,they

shouldtransitabove2000fttoreducenoisecomplaintsand,moreimportantly,toreducetheriskofconflictionwithlowflyingmilitarytraining.

Thereisalsominimalrisktothesemilitaryaircraft,whichstaybetween500ft,and1000ftabovegroundlevel(agl)exceptinareasofthecountry

associatedwithverylowflyingtrainingwheretheycanbecleareddownto250ftagl.

Infact,theglidingsiteatNeedwoodisamuchgreater

hazard to transiting aircraft because, although its

locationis markedon themap,it launches itsglider

usingawinchcablewhichtowstheglidertoaheight

ofbetween 1400 and1600feet agl. Ascan beseen

fromthepicture,thecableisverydifficulttoseeand

extendstoaboutfivetimestheheightoftheproposed

windturbine.

Schapmande13Panoramio


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GliderOperationsintheUK

TheBritishGlidingAssociation

While theCAA has overallresponsibilityfor allflying activities in theUK with theultimate responsibility resting with theDepartment for

Transport,glideroperationstoaverylargeextentarelookedafterbytheBritishGlidingAssociation(BGA)onaself-policingbasis.Todatethishas

includedsuchmattersaspilottrainingandqualificationcriteria,airworthinessfortheglidersandamajorinputtotheAirAccidentInvestigationBranchintheeventofaglideraccident.Thislong-standingarrangementisnowbeingreviewedbytheEuropeanAviationSafetyAgency(EASA),

withthelikelihoodofmoredirectinputfromEuropeonfirstlicensingandthenoperationalpolicymattersforUKgliding.Thisseachangemeans

thattheBGAisveryprotectiveofitsestablishedposition(asitalwayshasbeen)andresistschange,ratherthanembracingit.Thispositionisalso

trueofthedevelopmentofrenewableenergyresourcesandtheneedforwindturbinesatmanysitesthroughoutthecountry.Theinitialreactionis

toobjectonprinciple.

Thatsaid,theBGAhasdoneworkonsafeguardingglidingsitesandthisisevidentonitswebsiteunder AerodromeSafeguarding .

ThepictureonthenextpageshowsaBGAspecimensafeguardingmapsuperimposedonGoogleEarthatthesamescale.Theauthorhasaddedthe

measurementsusingGoogleEarthRuler.Thesafeguardingislogicallyweightedtowardtakeoffandlandingwitha2000mareawhereconsultation

isexpectedforanydevelopmenthigherthan10m.

Theareawhereconsultationisrequiredisreducedinthedownwindorrejoiningareatoapproximately1600mabeamtherunway.

Importantly,thereisnoconsultationrequiredtotheNorthorEastofthefield,butthisismainlyinfluencedbythevillagesinthissector.

ParhamishometotheSouthdownGlidingClub,whichisactiveyearroundandhasmorethanfortymembersglidersonsite.

Theclubalsolaunchesglidersbyaerotowaswellasbywinch,sothecircuithastocaterforfixedwingtowingaircraftaswellasgliders.


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ATypicalGliderCircuit

ThediagrambelowshowsatypicalglidercircuitbasedonNeedwood.AsexplainedlateronPage 26,thisissimplyanexampletoshowgeneral

principlesandinparticulartheactualshapeofthecircuitcanvarywidelyfromthis.

Thisdiagramshowstheoptionstorecovertoeitherendofthegrassairstrip,butthediagramonthenextpageconcentratesonrecoveringtoRwy

10,theorangecircuit,wheretheaircraftisdescendingasitpassestheproposedturbine(althoughremainingwellabove).OnrecoveryforRwy28,

theaircraftpassestheturbineatcircuitheightcommencingatabout700feetabovethesurface.


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Adetailedoverview ofglider operationsis givenlateronPage 26 asa note totheRiskAssessment. Thebrief explanation here isintendedas

backgroundinformationtothoseunfamiliarwithflyingingeneralandthesometimes-confusingtermsthatareused.

Thefirstoddityisthataviationmixesunitsofmeasurements 5.

Altitudeismeasuredinfeeteitherabovethesurfaceorabovesealevelandapilotcanseteitheroftheseasadatumonhisaltimeter. Heightofanobjectonthegroundismeasuredinmetres. Horizontaldistance ismeasuredinmetres,kilometresandNauticalMiles.

Secondly,therunwayonanairfieldisusuallyreferredtoasacompassbearingforthedirectionoftake-offorlanding.IntheNeedwoodexample

shownbelow,theorangearrowindicatesadownwindlegtolandonRunway100(AbbreviatedtoRwy10).

Thedownwindlegistypicallystartedat700feetabovethesurfaceandusuallyupto1000moutfromtherunway.Tighter(i.e.closertotherunway)

circuits are flown by gliders with poorer

performanceand a 1000m is wide even

foramodernhighperformancemachine.

ThediagramshowsalandingonRwy10

andthisisreversedforalandingonthe

reciprocal, Rwy 28 (the same piece of

grass,buttheoppositedirection).

TheprevailingwindintheUKisfromthe

West,somostlandingswillbemadeinto

wind on Runway 28. The significant

difference betweenthe runways is that

the glider approaching to land on the

more usual Runway 28 will be at the

start ofitsdownwind legandtherefore

150feethigheras itpassestheturbine

thanitwillbeonthelessfrequentlyused

Rwy10.

5TheunitsarelaiddownbytheInternationalCivilAviationOrganisation,inAnnex5totheChicagoConvention.


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Theobliqueviewshowstheturncrosswindandthefinalturn

forlanding.Inboththisviewandthepreviousone,theactual

turnsarestylisedandthepilotcanselectavarietyofpatterns

as he approaches the end of the downwind leg usually

turninginearliertokeeptheairfieldinsight(dottedline).

Duringthedownwindleg,theaircrafthasdescendedtoabout

600 feetabove the surface. Ascanbe seen, the aircraft is

about500mclearoftheproposedwindturbinehorizontallyand,asalreadydiscussed,itisnearly300feethigherthanthe

highestextremityoftheturbineblades.

It is possible for an aircraft to join the circuit from the

southwest andthis could be flownover theturbine, as the

aircraftwouldbejoiningatcircuitheight1500moutfromthe

airfield. In practice,most pilots would prefer to keep the

turbineinsight,eithertotheleftorright,astheaircraftpasses.

As explained on Page 12, gliders fly under Visual Flight

Rulesandthereforewithaminimumvisibilityof1500m.The proposed turbine will actually provide a useful

featuretolocatetheairfieldinrelativelypoorvisibility

(admittedly an unusual occurrence in gliding poor

visibilityisusuallyassociatedwithalackoflift).

There is already a glider site with a wind turbine of

similar proportion in a very similar position to the

downwin d circuit , but to the opposite run way, at

NympsfieldinGloucestershire(SeeRight).

TheNympsfieldturbinewaserectedin1996,andafter

originalobjectionsfromthelocalBristolandGloucesterGlidingClub(BGGC),isnowgenerallyagreedtobepart

ofthelocal(verypicturesque)landscape,whichdoesnot

affectglidingadversely.TheBBGChaseightclubgliders,

twoaerotowaircraft,andisopensevendaysaweek.


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AviationOperationalRiskAnalysis:

WindTurbineatHamstellRidware,Staffs.

Introduction

Thisparttabulatesaseriesofpossibleeventswhichmightoccurduetoa 75mtallwindturbinebeingerectednearHamstellRidwareand

specificallylooksattheincreasedriskthisposesforglidingatNeedhamForestglidingsite.

Assessments areonlygivenforoperational aviation relatedrisks. Aseparatefailure modesandeffectsanalysisshouldconsidertechnical

failuresandtheirminimisationbydesign.

TheSectionstartswithanexplanationofthemethodusedtoassesstherisks.


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MethodofRiskAssessment

ThefailuresoreventshavebeenassessedonthebasisofSeverityandLikelihoodasdescribedintheICAOSafetyManagementManual(ICAO

SMM).AcopyoftheSMMisincludedinthePDFPortfoliowiththisdocument.

SeverityofConsequences LikelihoodofOccurrence

AviationDefinition Meaning Value Qualitativedefinition Meaning Value

Catastrophic Equipmentdestroyed.

Multipledeaths.

5 Frequent Likelytooccurmanytimes 5

Hazardous Alargereductioninsafetymargins.

Seriousinjuryordeathtoanumber

ofpeople.

Majorequipmentdamage

4 Occasional Likelytooccursometimes 4

Major Asignificantreductioninsafetymargins.

Seriousincident.

Injurytopersons.

3 Remote Unlikely,butpossibletooccur 3

Minor Nuisance.

Operatinglimitations.

Useofemergencyprocedures.

Minorincident.

2 Improbable Veryunlikelytooccur 2

Negligible Littleconsequence. 1 Extremelyimprobable Almostinconceivablethatthe

eventwilloccur

1


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LikelihoodofOccurrence

Extremely

improbable1

Improbable2

Remote3

Occasional4

Frequent5

Severity

Catastrophic5

Review

5

Unacceptable

10

Unacceptable

15

Unacceptable

20

Unacceptable

25

Hazardous4

Review

4

Review

8

Unacceptable

12

Unacceptable

16

Unacceptable

20

Major3

Acceptable

3

Review

6

Review

9

Review

12

Review

15

Minor2

Acceptable

2

Acceptable

4

Acceptable

6

Acceptable

8

Review

10

Negligible1 Acceptable

1

Acceptable

2

Acceptable

3

Acceptable

4

Acceptable

5

MultiplyingSeverityxLikelihoodproducesthematrixabove.

RedareascontainanunacceptablelevelofriskwhileGreenareasareacceptable.Betweenthetwoisanareawheretheriskissignificantbutis

acceptable,usuallywithmitigation.Ifthereisnomitigation,therisksaredeemedacceptable,butshouldbereviewedinthelightofexperienceor

changingtechnologyorcircumstancesonaregularbasis(annually?)totrytoreducetheriskwhenandifpossible.

SeverityagainstProbabilityMatrix


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TheCASAssessmentforaWindTurbineatHamstellRidware,Staffs

Item EventSeverityx

LikelihoodTotal Consequence Considerations Mitigation

Result/

FinalTotal

1 Airtrafficinto

Needwoodhits

turbine:

Straightinapproaches

toeitherRunway:

(Rwy10orRwy28)

Circuitapproachto

Rwy28

CircuitapproachtoRwy10

3x1

3x2

3x3

3

6

9

Gliderdestroyedorserious

damage.

Seriousinjuryordeath

Riskisonapar

withnormal

flying

SeeDiscussion1under3below.

Thisisnotthe

predominant

runway

direction

Nonerequired

1.NOTAMofstructureduringerection.

2.NFGCwarningto

visitorsofthetemporary

structure.

3.NFGClocalprocedures

toensuretheriskof

contactwiththeturbineis

minimised.(e.g.Review

localprocedures.

Addminimumheight

downwinduntilpastthe

windturbine.

4.NFGCpiloteducation

programme

3x1

3

3x2

6

3x2

6


23/31


Item EventSeverityx


Result/

FinalTotal

2 Gliderssoaringoren

route

3x2 6 Aircraftdestroyedorserious

damage.


SeeDiscussion2

under3below.

Sameas1and2above.

3.En-routetraffichastoavoidstructuresby500ft.

Pre-flightplanning

includesacheckof

NOTAMsfortemporary

en-routeobstructions.

3x1

3


24/31


Item EventSeverityx


Result/

FinalTotal

3 Transitinglightaircraft

trafficcontactsturbine.

4x2 8 Aircraftdestroyedorserious

damage.

Seriousinjuryordeath.

SeeDiscussion3. Sameas1and2above.

3.En-routetraffichasto

avoidstructuresby500ft.Pre-flightplanning

includesacheckof

NOTAMsfortemporary

en-routeobstructions.

4.Avoidanceofthe

turbineshouldensure

avoidanceoftheturbine.

5.Aircraftadvisedto

transitabove2000ftin

UK.

6.Needwoodglidingsite

ismarkedasa2km

hazardcircleontheCAAs

flyingchartsandshouldbeavoidedbytransiting

aircraft.Theproposed

turbinewillbeinsidethis

notifiedarea.

3x1

3


25/31


Item EventSeverityx


Result/

FinalTotal

4 MilitaryLowFlying 3x2 6 Aircraftdestroyedorserious

damage.


SeeDiscussion4

under3below.

1.Allasabovefor

transitinglightaircraft.

2.Militaryaircrafttransit

above500ftevenwhenlowflyingexceptin

designatedareaswhere

theyarecleareddownto

250ft.

3.The2kmcircleis

markedonmilitaryflying

maps.

4.Theturbinewillbe

markedonmilitarylow

flyingcharts(obstacles

over150ft.abovethe

surfaceareallmarked).

3x1

3

Expanded Notes from the Table


26/31


ExpandedNotesfromtheTable

Item1. CircuittrafficintoNeedwoodhits turbine.ThisnoteshouldbereadwithreferencetothediagramonPage25.

Acurrentfixed-wingflyinginstructorandgliderp ilotprovidedtheseopinions, includingthemap. Thepilothasoverathousandhoursgliding,including

about10,000landings,mostoftheseasagliderinstructor.However,thishasnotincludedlandingatNeedwoodorCrossHayesasitwaspreviously

called.

The gliding club site (as per the Needwood Forest web site) is

orientedWNW/ESE.

Tatenhillaerodromeis a licensed aerodrome for aeroplanes,and is

situatedtotheNorthwestofthesite.Theglidermovementsshould

normallyremainoutsidetheAirTrafficZone(shownshadedonthe

map),and therefore allcircuitsat theglidingclub shouldbe tothe

Southoftheirfield,whichmeansthattheturbinewouldbeadjacent

totheglidercircuitpattern.

Notes

Onthemap,theglidingsitewarnsofglidertowingtoaheightof2400feetabovemeansealevelandtheheightoftheairfield

is320feetAMSL.

The 2km circle is a warning of winch launching to otherairspaceusers.Itisnotaprohibitedorrestrictedareaandis

notthepropertyofNeedwoodintermsofairspace.

ICAO1:500000mapshowingTatenhill

andCrossHayes(NeedwoodForestGC).Mapeditionforillustrativepurposesonly

N d d i i l d R 28


27/31


WhenlandingtotheWest,theproposedturbine,

althoughclosetothecircuitdownwindleg,willbewell

belowtheglidercircuitheight,whichshouldideallybe

650feetabovethelandingareaatthatpoint.

WhenlandingtotheEast,theturbinewouldagainlie

closetothecircuitdownwindlegwhichwouldbe

expectedtoremainwellwithintheorangepathoverthe

groundonthediagram,whichisshownatapproximately

1000metresSouthofthelandingrunway.Closercircuits

wouldbeexpectedonadaywhenthethermalsusedby

gliderpilotstogainenergywouldalsobegenerating

sinkingairinotherplaces.AccordingtoBGApractice,

glidersatthispointshouldbemorethan500feet(150

metres)abovethelandingarea.Anyapproachesbelow

thatheight(emergencycircuits)wouldbeflowncloserto

thefield.

NeedwoodcircuitstolandRwy28

NeedwoodcircuitstolandRwy10

Whenthereisanortherlycomponenttoaneasterlywind,pilotscanbeexpectedtoflyevenclosertothelandingareasthantheorangepattern.


28/31


y p y , p p y g g p

However,inrelativelycalmconditions,orwithagentlesoutherlycomponent,thereisapossibilitythatpilotsmayfollowawiderpattern,perhaps

closertothatdepictedinyellow,whichcouldbringtheirpathoverheadorslightlyoutsidetheproposedturbine(withitinclearsight).

However,itisextremelyunlikelythatagliderwouldbeasfarawayfromthelandingareaonitsdownwindlegastheyellowrouteindicates,unlessit

washigherthannormal.Atthatdistanceofonemile,ifthegliderwasataheightof600feet,thefieldwouldsubtendanangleofonly10degrees,

whichisnotaverycomfortableangleforagliderpilot.Nevertheless,asoutherlycomponentinthewindmightencourageapilotofahigh

performanceglidertobeinthatpositionatnormalcircuitheight.

Ifapilotfliesthewideyellowpatterninamodernhighperformanceglider,heshouldbeathisfinalturnpointtolineupataminimumof300feet

abovehislandingpoint.Pilotsareneverperfectsooneshouldassumetheyreach300feetduringtheturn.Ataglideangleof1in60(unattainable

withthegeardownbyanycurrentsailplane,buta'worstcase'scenariowithaSoutherlywind),thatpilotwillbeatorabove500feetabove

Needwoodwhenflyingpasttheproposedturbine.Heshouldbestartinghissubsequent45degreeturn,abeamhislandingareaabove500feetbut,

assaid,pilotsarenotperfect.However,iflower,heshouldhavemovedclosertothefieldduringthedownwindleg,takinghimselfinsidetheturbine

andclearofit,andthenormalpilottrainingtodothisprovidesamajorriskmitigation.

Eveninpoorvisibility,theriskofcontactwiththeturbineoritsbladesisveryslightifthebladetopisbelow300feetaboveNeedwoodandthisis

theheightoftheproposedturbineaboveground,whichattheturbinesiteis10metreslowerthanthegliderlandingarea.

Innormalvisibility,theturbinewouldbeobvioustoallpilotsapproachingthegliderfield,andapilotwouldnaturallyaimtoavoidflyingdirectly

overit.Itwouldbeanaturalreactiontoaimtomakeonescircuitpatterninsideit,whichiswherethenormalcircuitpatternwouldbeexpected,

unlessthepilotwaswellabovethetopofit.Inpoorvisibility,apilotwouldtendtoflyclosertohislandingarea.

However,gliderpilotsdooccasionallylandaroundduskandatthattimethewindtendstohavedropped,thermalturbulencehasceased,andthe

widercircuitisperhapsmorelikelytobeflown.Providingsomelightingoftheturbinetoattractpilotsattentionatthosetimeswouldmitigatethe

risk,andmayalsobevaluableduringovercastconditions.

AuthorsNote:TheapplicantshavelivedinBraddocksFarmfor twentyyearsandhavealways seenglidersoperatingtotheNorthoftheirpropertyand

nottotheSouthinthecircumstancesshownonthemapsonPage27.


29/31


Item2 GlidersSoaring.TheonlyclaimforsafeguardingrestswithNeedwoodbecauseitiswithin2kmoftheturbine.Glidersridgesoaringoron

theirwaytoaridgesoaringareaarenormalen-routetrafficandresponsiblefortheirownsafetythroughseeandavoid,planning,airmanshipetc.As

en-routetraffic,gliderssoaringortransitingaresubjecttothe500footRuleandmustavoidtheexistingwindturbine.

Inpractice,theareaneartheturbineislikelytobeunsuitableasasoaringsiteduetothebrokengroundinalldirectionsreducingthelikelihoodoflift

inthearea.Gliderstransitingtootherridgelocationsareunlikelytobebelow500ftinthevicinityoftheproposedturbine.

Item3 Transitinglightaircrafttrafficcontactsturbine.Thesituationhereissimilartothatforgliderstransitingwiththeaddedprotectionthataircraft

otherthanglidersfromNeedwoodarerequestedtoavoidtheglidersiteannotatedontheCAAflyingcharts.Needwoodusesacablewinchtolaunch

glidersupto2000feetandthisisconsideredtobeagreaterhazardthanthewindturbine.Anyargumentthattransitingaircraftcouldbelostandfly

intotheturbineisequallyapplicabletothecableattheglidersite.

RestatinghowaircraftflyunderVisualFlightRules;-itisthepilotsresponsibilitytolookoutforotheraircraftandobstructionsandtoavoidthem.

Theminimumvisibilityof1500mmustbemaintainedandanyaircraftflyingunderInstrumentFlightRulesinavisibilityoflessthan1500mwillbe

wellabovetheheightoftheturbine,asitmustmaintaintheminimumsafeheightforthearea.

Item4 Militarylowflyingaircraftcontactsturbine.Thediscussionpointsfortransitingcivillightaircraftalsoapplytomilitaryaircraft.Militarylow

flyingissubjecttodetailedplanningbeforetheflighttakesplace.InformingtheMilitaryAviationAuthorityoftheexistenceoftheturbinebefore

constructionbeginsshouldprovidenotificationandincludetheturbineasafeaturetobeavoided,notonlyattheplanningstagebutalsoduringflight

whenthecrewreferstothemap.


30/31


Conclusion

Thisassessmentconcludesthattheerectionofa75mwindturbinenearHamstellRidware:

1. Generally,willhaveminimaleffectonglidersoperatingfromNeedwoodForestglidingsiteorforotheraircrafttransitingthroughthearea.Itwillbethepilotsresponsibilitytoavoidtheturbineasitisforanyotherenrouteobstacle.The2kmcircleshownonthemaparoundtheglidingsitealreadywarnsotherairspaceusersoftheglidingactivityandwinchcableandthiswillkeepotheraircraftclearoftheturbine.

2. Specifically,willhaveaminoreffectonNeedwoodGlidingsite.Undersomelightingconditionstheturbinestructuremaybedifficulttoseeorcouldbe forgottenthroughfamiliarity. Theremay bea case for awarning lighton topoftheturbine,but itis unlikelythatgliders will be

operatinginsuchconditions.Itisstressedthattheriskisconsideredacceptablewithoutthisaddition.

NeitheroftheseconclusionsshouldprecludetheerectionofawindturbinenearHamstellRidwareongroundsofaviationsafety.

TheRiskAnalysisdoesnothighlightanyriskrequiringmitigationotherthannormalaviationpracticessuchasNOTAMsandadherencetotheRules

oftheAir.However,theturbinecouldbemademorevisibleifthisisacceptableonotherplanninggrounds.Thatsaid,thereisnorequirementforan

en-routeobstacletobelitifitisunder150mtall(Article128oftheANOrefers,SeePage 11).

Bob

Commander

Digitally signed by Bob

Commander

DN: cn=Bob Commander,

o=Commander Aviation Services

Ltd, ou,email=bob@commanderaviations

ervices.com, c=GB

Date: 2012.03.19 10:17:18 Z


31/31


CAAAdvice

Whilethisreportisbasedentirelyontheopinionsoftheauthor,advicehasbeensoughtfromtheCAA.TheCAAhasofficesinLondonandGatwick

aswellasregionalofficesaroundthecountry.TheLondonofficehousestheDirectorateofAirspacePolicy(DAP)whileGatwickishometoSafety

RegulationGroup(SRG).

DAPisresponsiblefortheplanningandregulationofallUKairspaceincludingthenavigationandcommunicationsinfrastructuretosupportsafeand

efficientoperations.DAPsAirspaceUtilisationSectionisthefocalpointfortheintegrateduseofairspace,includingpermissionswhererequired

undertheANOasmentionedinthisreport.

SRGsetscertainnationalsafetystandards.Inparallel,itoverseestheactivitiesoftheaviationcommunityanditslevelofcompliancewithboth

nationalandEuropeansafetystandards.

Inparticular,theFlightOperationsDepartmentofSRGincludesasectiondevotedtoGeneralAviationmatters:

FlightOperationsInspectorate-GeneralAviation

SafetyRegulationGroup Tel: 01293573525 Fax: 01293573973 mailto:[email protected]

NationalAirTrafficServices( NATS)areresponsibleforNOTAMsandprovidethe AeronauticalInformationService describedinthisreport.

BobCommander Tel: 01342718879 13February2012

CommanderAviationServicesLtd [email protected] CompanyReg:6707598

lichfield wind turbine planning application aviation report

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