Airspace Modernisation and Change

Whilst UK airspace is safe, the UK airspace structure is widely recognised as being inefficient. In addition, new airspace users such as drones need to be accommodated.

The BGA;

  • Recognises the need to protect the public who are travelling in commercial air transport aircraft
  • Supports the need for carefully considered airspace modernisation that reasonably addresses the specific needs of all airspace users including equitable access to airspace.
  • While recognising that commercial rather than environmental considerations prioritise their activity, supports the need for commercial air transport and business aviation operations to be more efficient, including steeper climbs and descents, reducing fuel burn, reducing noise impacts.
  • Does not automatically oppose all airspace change proposals – each is carefully considered on its merits

To ensure that the needs of all airspace users are reasonably met and to restore balance, the BGA believes that the way lower airspace is designed and managed needs to change. A strategic approach needs to be adopted in partnership with all airspace users, with a more assertive and effective CAA overseeing compliance with newly and carefully developed modern airspace policies and standards that are fit for purpose. The report that followed the Lord Kirkhope inquiry into the UK’s lower airspace provides useful direction.

The BGA is working towards those aims with all other stakeholders. For more detail see Consultations and Representation.

Airspace Modernisation

A Government directed Airspace Modernisation Strategy (AMS) aims to redevelop UK airspace. You can read more from the CAA here.

NERL (part of  NATS, a corporation that provides air navigation services including for all en-route upper airspace) has already started to establish modernised upper airspace above 7000′.

Lower airspace, ie below 7000′, is more of a problem. Unlike in most other countries, in the UK there are numerous Air Navigation Service Providers (ANSPs) who are all keen to meet the needs of their airport funders, many of who are in competition with each other. That results in significant challenges when trying to make the UK’s airspace more efficient. It is also difficult for GA to engage with and obtain a candid and joined up view of airport and ANSP needs. The AMS attempts to address lower airspace user needs.

There are several AMS projects underway addressing topics such as airspace procedures and design, electronic conspicuity (primarily but not exclusively for drone integration purposes), and data sharing.

Two of the AMS projects that are well underway are FASI-S and FASI-N. These huge airspace infrastructure projects involve multiple airports submitting multiple airspace changes, including to link up with the upper airspace currently being redesigned by NERL. These airports are being encouraged to work together to develop integrated airspace designs. The resulting ACPs will result in the need for a significant response effort by GA organisations. The FASI-N and FASI-S projects are being co-ordinated within a masterplan by the Airspace Change Organising Group (ACOG).

During 2024 and 2025, the Government recognised that complex ACPs result in a very slow pace of change and tasked the CAA/DfT with forming an Airspace Design Service (ADS). The ADS is being formed within NATS, which leaves open questions about impartiality, fairness and priorities.

Airspace change

The BGA is involved with most ACPs that impact on gliding. Where possible, we respond alongside or as a part of a GA Alliance response.

Club airspace officers are encouraged to get involved with tracking potential airspace issues that may result in ACPs.

Airspace change proposals under CAP725 can be viewed here.

Airspace change proposals under CAP1616 can be viewed here.

The CAA airspace department can be contacted here.

What is Performance Based Navigation?

Performance-based navigation is a concept developed by ICAO that moves aviation away from the traditional use of aircraft navigating by ground-based beacons to a system more reliant on airborne technologies, utilising area navigation and global navigation satellite systems. Its use enhances navigational accuracy. For more information, see Annex B of the Air Navigation Guidance 2017.

How will the AMS changes impact general aviation including gliding?

What’s changing?

Restructure of Class G/lower airspace, more predictable ATS provision, integration of GA, drones, and ‘advanced air mobility’. 

Club and pilot actions:

Take part in consultations to ensure GA voice is heard. Engage with BGA where support requested.

Watch for and understand new airspace structures in NOTAMs and charts. 

Electronic Conspicuity (EC)

What’s changing? Wider ADS-B use, access to TIS-B (traffic) and FIS-B (weather). Possible future EC carriage requirement. 

Club and pilot actions:

Evaluate ADS-B/EC devices now; plan installation budget. 

Train on using EC data in-flight. 

Keep current with CAA policy developments. 

Airspace Classification Review 

What’s changing? Regular reviews may open controlled airspace routes (or close others…). 

Club and pilot action: 

Check charts for reclassified routes. 

Know how to comment in CAA CAP reviews. 

UAS Traffic Management (UTM) & Detect and Avoid (DAA) 

What’s changing? New systems to integrate drones/eVTOL into shared airspace. 

Club and pilot action: 

Learn UTM alert and tracking methods. 

  • Ensure EC compatibility with drone tracking systems.
  • Stay alert for unfamiliar traffic patterns.

Flexible Use of Airspace (FUA) 

What’s changing? Dynamic opening of restricted areas based on real-time demand. 

Club and pilot action: 

  • Use flight planning apps with live SUA activity.
  • Be ready to reroute for tactical airspace changes.

Performance Based Navigation (PBN) 

What’s changing? Modernised RNAV procedures; possible reduced volumes of class G near controlled airspace. 

Club and pilot action: 

  • Expect changes to some class G near major airports.

■ Stay informed – follow: