No simple solution to Alderney’s runway riddle
Former Alderney States member and qualified pilot David Earl explains the issues associated with extending the island’s runway
IS EXTENDING the main runway at Alderney Airport a serious option?
Deputy Mark Helyar and other politicians appear to think so and have reopened a debate into the future of Alderney’s lifeline airport. The argument they put forward is that it would allow Aurigny to operate a single aircraft type – the ATR 72-600 – and in doing so significantly reduce the company’s current losses.
Ryanair is a classic example of a highly successful airline which operates just one type of aircraft – the Boeing 737. Their business model has allowed them to leverage significant economies of scale, unlike Aurigny which currently operates an Embraer E195 jet, three ATR 72-600 turboprops and two Dornier 228NG 19-seat aircraft, all three of which need dedicated pilots and have unique maintenance requirements.
The problem is that the ATR 72-600 aircraft cannot land at Alderney Airport unless the main runway is extended, strengthened and widened.
Three years ago, in January 2019, the States of Deliberation voted 34-5 to spend £11m. to ‘rehabilitate’ runway 08-26 at Alderney Airport. This includes widening the runway from 18 to 23 metres to meet Code 2B – the minimum standard required by the UK Civil Aviation Authority for the safe operation of the Dornier 228NG and similar-sized aircraft.
As a temporary expediency, runway 08-26 was coated with Rhinophalt in September 2018 with a view to extending its life to 2020-21, by which time it was hoped the runway rehabilitation would have been completed. Although Aurigny is able to use the present 18-metre-wide runway thanks to a CAA derogation, their Dornier 228NG aircraft are subject to lower than normal crosswind and other runway limitations, which have, on occasions, led to flight delays and cancellations.
When completed, the proposed runway rehabilitation will permit the unrestricted operation of Dornier 228NG and similar 19-seat aircraft, as well as smaller aircraft, such as the Islander and the Tecnam P2012 Traveller. However, to accommodate larger aircraft, such as the ATR 72-600, it will be necessary extend the present 08-26 runway by up to 423 metres plus a runway end safety area at each end of the runway. The latter need not be built to the same specification as the runway but must have a surface which will permit braking in the event of an overrun.
Assuming the States of Guernsey decides in favour of extending runway 08-26, it will most likely propose extending it to around 1,100 metres on the basis that ATR, the company that manufactures ATR aircraft, is believed to have indicated that it is possible for Aurigny’s ATR 72-600 to operate using a runway around 1,100 metres long and 23 metres wide. However, while this might be the case in some jurisdictions, the UK CAA classifies the ATR 72-600, with a wingspan of 27 metres, as a Code 3C aircraft and requires the runway to be at least 1,200 metres long and 30 metres wide. To overcome this, it would be necessary to obtain a derogation from both the UK Civil Aviation Authority and Guernsey’s director of civil aviation. Assuming such a derogation was forthcoming, an ATR 72-600 aircraft would, almost certainly, end up being ‘payload restricted’, which would mean the aircraft would not be able carry a full load of passengers, baggage, or fuel. The exact number of passengers would depend on a number of factors, including crosswinds and other runway-related conditions, but Aurigny may end up having to operate the aircraft in and out of Alderney Airport only half-full.
Assuming the plan is to extend runway 08-26 by 223 metres to 1,100 metres (plus a RESA at each end), the next problem is to decide the best way of extending it. The graphics show three possible options. Extending the runway eastwards, partially or fully, is likely to be prohibitively expensive because the ground slopes down from the existing threshold of runway 26 into the Fosse Herve valley, which would need to be infilled. This leaves extending runway 08-26 to the west as the only realistic option. However, some pilots believe that this would take the 08 threshold perilously close to the 300-foot-high cliffs which guard the south-western corner of the island. These, as anyone who has flown into Alderney on a windy day will appreciate, can generate severe turbulence.
So far, the discussion has revolved around extending the runway to accommodate Aurigny’s ATR 72-600 aircraft. However, this is just part of the problem. In order to meet UK Department of Transport and ICAO enhanced airport security requirements for any airport handling aircraft with more than 19 passenger seats, among the requirements would be a new terminal building capable of providing separation between departing and arriving passengers. In addition, a separate secure facility for screening hold baggage will also be required, along with the electronic screening of passengers and their carry-on baggage, similar to that in place at Guernsey Airport. Finally, it will be necessary to upgrade the present fire and rescue service to a Category 5 level and to erect security fencing around the airfield perimeter.
Sadly, there is no simple solution. As Richard Digard mooted in a recent Guernsey Press column, in order for Aurigny to operate their ATR 72-600 aircraft in and out of Alderney Airport the States of Guernsey are going to have to spend ‘about £50m. building a brand new airport’.
The report commissioned by the States of Guernsey is expected to be published shortly. It is likely to make interesting reading.
u In 2018, David Earl was elected to the States of Alderney and served as a member of the Air Transport Group. During this time, he advocated an integrated transport policy for the island and was heavily involved in the PSO process, the proposed rehabilitation of the paved runway at Alderney Airport, and earlier plans to extend runway 08-26.
He is a qualified pilot who this year celebrates the 50th anniversary of his first solo. During that time he has taken an active interest in aviation matters and has flown a wide variety of aircraft, including fixed wing, helicopters, microlights and even an airship.
Recently he wrote another aviation-related article entitled Zero emission aviation – are electric Islanders the solution? (http://www.aynews.gg/opinion/david-earl-zero-emission-aviation-are-electric-islanders-the-solution/).
