Out with the old; in with the new
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Posted Date: 01/03/2008
Issue: Airside International March 2008
Publication: Airside International
Cast your mind back and try to remember an instance where a military aerodrome under the control of a Department of State closed one day and reopened the next as a civil licensed aerodrome operated by a company owned by a municipal body. This is not a feat for the faint-hearted. However, a discussion with senior management at Newquay Cornwall Airport demonstrates that this very scenario is being accomplished at this airport in the English county of Cornwall in a manner that is timely, well planned, appropriate and well supported by the local community.
But Newquay Cornwall Airport is not new to civilian passenger traffic. In fact it has seen the operation of civilian services at that site since 1934 (albeit that various names have been employed to describe the airport). The name RAF St Mawgan was adopted for this location in 1943 when the current runways were built. At this stage, the airport was associated with the despatch of US bombers destined for their various theatres of war. After the war, pleasure operations resumed but the Air Ministry repossessed St Mawgan in 1951 and then, by the end of that decade, became more flexible about the use of St Mawgan for private charter and general aviation purposes.
By 1962, a portion of RAF St Mawgan became known as Newquay Airport (RAF St Mawgan) and a modest civil terminal was built. In 1975, the first real passenger terminal was erected by British Midland Airways. By 1977, Brymon had taken over the running of Newquay Airport. In 1993, a new civil airport terminal opened – this was the achievement of the regeneration body known at that time as English Estates. It was extended in 2000 by means of a single storey addition. A new hangar for commercial use was also built and the existing car parking areas were extended and rationalised. Further work to the terminal was accomplished in 2006 and 2007 which included security and safety improvements, more car park extensions and airside pavement works. But the next phase in the airport’s passenger-facing development is very much to do with the airfield so that in the Summer of 2008, the airport will be fully supported as a commercial airport, both in terms of operations and the regulatory requirements of the Civil Aviation Authority. This project is being carried out under the watchful eye of Al Titterington, Airport Operations Director at the airport.
New times; new purpose
Titterington explains: “RAF St Mawgan has for some time been one of the RAF’s frontline bases for fighter jets. However such operations have ceased in recent times and the aerodrome is predominantly used for the RAF’s Sea King Helicopter training operations. This function is now moving to RAF Valley in Anglesey and as such the MoD has no further requirement for the airfield or aerodrome.” He continues: “Cornwall County Council owns the civil enclave, which is essentially the passenger terminal and the associated apron area. The council has assumed the rights to the land when the RAF withdraw in summer 2008 and is developing the aerodrome to obtain a civil aerodrome licence.” The effect of this decision is that military operations at the site will continue until the Summer of 2008 at which point the military will turn out the lights at the airport and the new operator – Cornwall Airport Ltd, owned by Cornwall County Council – will turn them back on the next morning and operate a civil aerodrome under the Civil Aviation Authority’s aerodrome licence.
“The concept is to achieve a seamless transition from military operations to an aerodrome operating with a civil aerodrome license, something which has never been done before,” remarks Titterington. Karen Medweth, Commercial Manager at Newquay Cornwall Airport, adds that the Council has put together an airport development team to achieve this very vision. “Just six or seven years ago we only had two destinations served – being the Isles of Scilly and London Gatwick – but in 2007 we had seven operators, 12 routes and were just shy of 400,000 passengers,” comments Medweth. “We have a very good domestic and Irish network and over the next five years we are looking to get more into Europe, targeting places like Paris, Amsterdam and cities in Spain. We will continue to grow our passenger numbers to just over a million by 2020.” Increasing airline operations will be the key to the development of the airport but private charter will also help to put Newquay Cornwall Airport on the map. There is an element of business aviation at Newquay Cornwall Airport which has been growing at around a rate of 30% per annum; but this is a percentage of a very small number of movements. The attraction of a fixed base operator to the site is desirable for this strand of growth so that private passengers do not have to arrive through the terminal building.
Rethinking infrastructure
The shift from military to civil operations requires substantial investment in new infrastructure. “The existing military infrastructure requires upgrading to meet the requirements of the Civil Aviation Authority and the expectations from our commercial operators,” comments Titterington. “The aerodrome will be undergoing significant infrastructure changes during 2008.” The existing runway at RAF St. Mawgan (Newquay Cornwall Airport) is an amazing 2,745m long and 90m wide on an 800 acre site. The runway can accept any kind of traffic. “In theory you could land an A380 at the airport,” comments Titterington, “but the taxiways would not be able to facilitate its movement.” There are two parallel taxiways to the north and the south of the runway and a number of taxiways coming off the runway. Two disused runways also remain on the airfield but the main runway will continue to be the main airfield feature.
“We have undertaken a capacity study in relation to the runway and in theory a 747 could operate with minimum payload restrictions to the West Coast of the USA. There would have to be some improvements to the taxiway infrastructure but, in terms of runway capability, we are pretty much unrestricted,” says Titterington. “In reality the largest aircraft types which will operate are likely to be A330s or 767s.”
Runway improvements are a key element of the plan. “Part of the infrastructure improvements will include an element of runway resurfacing.” comments Titterington.
Next there are the navigational aids to consider. First there is the procurement and installation of new primary and secondary radar. A new air traffic control tower is being constructed on the north side of the aerodrome. “The procurement process has been undertaken. The primary and secondary radar have been through their factory acceptance tests and have been approved by the operator as meeting its operating requirements. Over the next few months, leading up to transition, these systems will be installed, commissioned, and have there approvals signed off by the Civil Aviation Authority. Staff training will be undertaken and the maintenance contracts will be put in place,” explains Titterington.
New non-directional beacon and distance measuring equipment is also being installed as well as a new CAT I instrument landing system on Runway one-two, a new CAT III ILS on Runway three-zero, new instrument runway visual range, new transmitter sites for the new navigation equipment, a significant upgrade to the aerodrome ground lighting up to CAT III standards including 5 bar approach lighting on both runway headings; a new fire station and new fire appliances have been procured. There are also 7.2 miles of security fencing to erect and new security access points to install as well as taxiway widening and a comprehensive de-lethalisation programme. Recruitment for air traffic controllers and aerodrome engineers commenced in December 2007.
Who will pay?
Financing the redevelopment of the aerodrome into a civil licensed Airport is being achieved partly through the collection of fees from passengers coming through the terminal. The £5 airport development fee is levied on all departing passengers except for children under the age of 16. There are contributions to the funding package from South West Regional Development Agency, Objective One – with match funding by Cornwall County Council – which will also cover the remaining costs.
This is one airport development project that not only the local municipal body is behind but so too is the local population. “Obviously airports, by their nature, attract certain groups who do not agree with airport development, but the local community is actually very supportive of this project,” says Medweth. “This has a lot to do with our location and the need for connectivity with the rest of the UK and Europe.”
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