SAN NEWS
- SAN Author
- 6 days ago
- 17 min read
Together We Can Fly
Issue 6 - September 2025
Welcome to Issue 6 of our Newsletter. We highlight the ongoing success of the SAN initiative and at the end of our newsletter summarise all of the survey results to date. We have an excellent Airfield Focus on Carlisle. Also some information on planning issues with the burgeoning expansion of solar farms.
230 airfields identified as strategically important
230 airfields in the UK have identified as strategically important
England—185, Wales—13, Scotland—28, Northern Ireland—4
Licensed—44, Unlicensed—181, Military-5
Is your airfield of strategic importance?
If you feel your airfield is of strategic importance to the UK, please contact Ann or Louise and let us know by completing this initial enquiry form
After completing the online survey, the information can be used to help protect airfields in the UK
SAN map & Categories updated
The SAN map has been updated to show all the airfields who have identified as strategically important. Available HERE
The airfield categorisation has been updated, depicted in the colour of the name
Category A - Commercial airfield
Predominantly licensed and generally have higher aircraft movement levels, ATC services and ground support - satisfying the aeronautical criteria highlighted by Byron Davies. They have a large range of aviation activities – flight training, VFR/IFR approaches, related airspace and ATC services, runway lighting, range of fuel available, aircraft maintenance, fire cover and are Border Force designated. Many provide valued services to the emergency services. All have environmental measures in place and a vast amount of non-aviation activity on the airfield
Blackbushe, Blackpool, Caernarfon, Chichester Goodwood, Denham, Derby, Duxford, East Midlands, Elstree. Hawarden, Kirkwall, Lydd, Manchester Barton, Norwich, Old Buckenham, Oxford, Popham, Rochester, Sherburn in Elmet, Shobdon, Sleap, Sumburgh, Teesside, Turweston
Category B— Larger Regional significant airfield
Predominantly unlicensed and VFR only. The aeronautical services and levels of activity are less than category A but with the aviation activities comparable to category A. Non-aviation activity and community engagement activity is also strong in this group
Aston Down, Bagby, Balado, Bodmin, Burn, Carlisle, Coventry, Compton Abbas, Cumbernauld, Currock Hill, Dunstable Downs, Eaglescott, Earls Colne, Enniskillen, Enstone, Eshott, Fairoaks, Fenland, Halton, Haverfordwest, Husbands Bosworth, Kemble, Lands End, Langar, Lasham, Lee on Solent, Little Gransden, Manston, Old Warden, Parham, Perth, Portmoak, Retford Gamston, Scilly Isles, Strathaven, Sutton Bank, Swansea, Tibenham, Wellesbourne Mountford, Welshpool, White Waltham, Wickenby
Category C— Smaller regional significant airfield
All are unlicensed and VFR only. Runways are mainly grass. The number of aviation activities are reduced in comparison with Category A. Non-Aviation activity is predominantly agriculture, with environmental measures.
Abbots Bromley, Barton Farm, Baxby, Beccles, Bellarena, Bembridge, Beverley, Bicester, Bidford, Bolt Head, Breighton, Brent Tor, Bute, Cae Mawr, Camphill, Castle Kenedy, Challock, Chirk, Clench Common, Clipgate, Cromer, Dairy House Farm, Darlton, Dornoch, Eastbach, Eastchurch, Easterton, East Kirkby, Eday, Eggesford, Falgunzeon, Farway Common, Feshiebridge, Fife, Finmere, Full Sutton, Glenswinton, Grandsen Lodge, Great Oakley, Halesland, Kenley, Kingstanding, Kirkbride, Kirton in Lindsey, Kittyhawk, Lamb Holm, Little Snoring, Lleweni Parc, , Long Mynd, Lundy Island, Lyveden, Membury, Milfield, Milson, Monewden, Movenis, Netherthorpe, New Model Farm, North Hill, Nympsfield, Otherton, Pembrey, Plaistows, Ridgewell, Ringmer, Ripple, Rivar Hill, Saltby, Seighford, Shenington, Shipmeadow, Skegness, Slinfold, Snitterfield, Stow Maries, Strubby, Strubby North Talgarth, The Park, Tilstock, Upavon, Upwood, Walton Wood, West Wales
Category D—Local airfield
All are unlicensed and VFR only. Runways are mainly grass. The number of aviation activities is greatly reduced, these airfields are of vital importance to the owner and the based aircraft. Non-aviation activity is predominantly agriculture, with environmental measures.
Ashcroft, Aughrim, Bargrug, Baxterley, Berrier, Berrow, Bognor, Boughton North, Brown Shutters, Charlton Park, Charterhall, Chilbolton, Colerne, Cottered, Crowland, Deanland, Devizes-Coate, Easter, East Fortune East, Errol, Fadmoor, Farley Farm, Felixkirk, Fern Farm, Fisherwick, Garton Field, Glassonby, Glenforsa, Gorrel Farm, Great Massingham, Hadfold Farm, Headon, Hexham, Holmbeck Farm, Home Farm – Ebrington, Home Farm Fields, Hughley, Insch, Lambley, Ledbury, Longside, Lydeway, Main Hall Farm, Midlem, , Newhall Mains, New York, Newport City, Newton Peveril, North Coates, Oaklands Farm – East Tytherley, Oakley, Pear Tree Farm, Pent Farm, Perranporth, Pitsford, Pocklington, Pointon, Rectory Farm, Rothwell, St Michaels, Salterford Farm, Scampton, Sollas, South Cave/Mount Airy, Stoke Golding, Strathallan, , Talybont, Temple Bruer, Tibenham Priory Farm, Tiffenden, Troutbeck/Keswick, Wadwick, West Horndon, West Tisted, Weybourne, White Ox Mead, Whittles Farm, Willow Farm, Wooburn, Yatesbury
Solar Energy Projects - Issues for GA Aerodromes
By Ann Bartaby
Introduction
Currently planning permission for smaller solar energy projects can be sought through a ‘normal’ planning application. This applies to schemes for less than 50MW, however, this will be amended to less than 100MW from 31 December 2025.
From 1 January 2026, large schemes, over 100MW, will be managed through the ‘Development Consent Order’ Process.
The two administrative procedures are explained below.
There is currently 18GW of installed solar capacity in the UK and 4GW currently under construction.
There is strong policy support for renewable energy and, at the moment in the UK, onshore solar and wind projects predominate. In addition to changing the source of energy for environmental reasons, the need for additional capacity as well as new technology, such as AI, is vastly increase power demand.
Solar is very attractive to farmers as it is highly profitable at a time when farming is challenged financially and climate change creates unpredictability.
Most solar schemes are intended to operate for around 40 years and are promoted as ‘temporary’. This facilitates arguments that, for example, they would not constitute ‘permanent’ alteration of the landscape.
Solar panels are not the only infrastructure component of a solar energy project as cables, grid connections, possibly with a sub-station, inverters, on site energy storage (BESS – Battery Energy Storage System) and security fencing also form a part of a scheme. Further information HERE.
Process
A ‘small’ solar scheme being promoted through the ‘normal’ planning application process will be handled by the Local Planning Authority (LPA). However, the raising of the threshold means that these are still very substantial schemes that will have a large land take and may well affect an aerodrome.
The LPA should consult neighbours and, if you have a Safeguarding Plan lodged with your LPA you should be consulted. You may also find out about a scheme through the press. This should allow you to have early notification and opportunities to discuss proposals with the LPA , Councillors and also to get relatively easy access to the developer if needed.
A very large scheme being promoted through the Development Consent Order Process, set up by the Planning Act 2008, follows a completely different route. The purposes of this route are principally speed, certainty and deliverability. There is a much more rigidly fixed process and fixed timescales. It is managed by dedicated teams based in the Planning Inspectorate. Further Information HERE
The vast majority of DCO schemes (98%) are approved.
The general principles of the DCO process are:
The developer will engage with interested parties at an early stage and their material interests will be taken into account in scheme design.
All design detail, environmental impact assessment (EIA), and the majority of all supporting documentation is completed prior to submission.
The Planning Inspectorate is involved from the start and, for example, approves the scope of the environmental impact assessment (EIA) and ensures Statutory Consultees are consulted at an early stage.
Local Authorities and Parish Councils are Statutory Consultees as well as NATS if an Airport could be affected.
However, there is no statutory obligation on a developer to engage with GA aerodromes. Good planning authorities will provide information to developers and again, a safeguarding arrangement should assist.
To some extent the DCO process is based on the premise that major developers will act professionally. To ensure that they do, very early engagement is essential and aerodromes may need to be alert to and drive this engagement. Developers will not be familiar with aviation activities or issues and the aerodrome operator will need to take the lead to explain / demonstrate / justify, for example, necessary areas to be avoided.
If despite engagement and / or scheme modification there remain issues adversely impact on aviation safety there is a public inquiry ‘Examination’ process in which aerodrome operators and aviation organisations can engage to seek to demonstrate the aviation risks to the appointed Inspector.
National Policies
Planning Applications that are determined locally
The National Planning Policy Framework (NPPF) has policies which seek to protect GA aerodromes for their aviation value and also their community / sport / recreation value.
Development Consent Order Applications
‘National Policy Statement’ documents set out policies which are principally to support the development of more renewable energy capacity. However, the ‘Overarching National Policy Statement for Energy (EN-1)’ in section 5.5 sets out clearly that all aerodromes are important and should be taken into account in the development of any renewable energy scheme. Further Information HERE
Solar Energy Project Issues for GA Aerodromes
The key potential issues that could adversely impact on operations at a GA Aerodrome are summarised below:
Loss of land for an EFATO, or comparable emergency.
This will normally be at the end of a runway but can be elsewhere in a circuit where pilot training takes place or a wider area where there are not regular circuits or approaches – for example in connection with gliding activities.
Note:
It is worth noting that the Town and Country Planning (General Permitted Development) (England) Order 2015 removes agricultural planning permitted rights granted to farmers to erect, extend or alter a building over 3 metres within 3 kilometres of defined aerodromes and over 12 metres beyond that. Therefore, if a developer suggests your EFATO area could be compromised at any time by agricultural permitted development, this may not be the case
The defined aerodromes are those identified by the CAA before 1 March 1986 for inclusion in the UK Aerodrome Index in CAP 481 This list is held by the GAAC and the BGA.
Glint and Glare
Glint and glare is often the most contentious issue. Obviously, glint and glare does occur. However, a consultant acting for a developer using a computer model to take account of the solar cycle, weather conditions and variable aircraft movements cannot, at present, assess this accurately.
In some circumstances, dependent upon runway orientation, there may be obvious risks. In many cases this is more difficult to define / assess risks. The aerodrome operator should be accorded ‘expert’ status but this can be challenging to prove. Some consultants have acquired a track record of success despite the aerodrome operator’s expert opinion.
As a precise definition of the risk of a pilot being subject to glint or glare is difficult to define, a starting point at least could be definition of a minimum separation distance between an aerodrome and a large solar installation.
It is suggested below that pilots be encouraged to record instances of experiencing glint and glare to start to build a database. 3D modelling of activity at your airfield may also be helpful.
Wildlife
In some circumstances – dependent on location and farming operations, solar installations may attract birds for shelter, nesting or foraging. This may be judged as a benefit by the developer but could create a risk to aviation.
Updrafts / Turbulence
Solar developers argue that solar panels are designed to absorb sunlight / heat and therefore updrafts should not be experienced. However, panels vary and topography and local weather conditions may create such effects and, obviously, the nature of aviation operations at an aerodrome also vary.
Anecdotally, pilots, particularly glider pilots have reported thermal activity when flying over solar arrays.
There is little definitive information at present and again, as with glint and glare it would be very beneficial if any experience of turbulence in the vicinity of an existing solar installation is reported and recorded.
What Can an Aerodrome Do?
If you do not have a safeguarding plan lodged with your Local Planning Authority it is strongly recommended that you do so. Further Information HERE
An existing or new Safeguarding Plan could also request that the Local Planning Authority alerts you to a DCO application – this may not work, but worth adding in.
Liaise with your local District Councillor and Parish Council and ask them to alert you to new infrastructure projects that they become aware of.
Through whichever route (planning application or DCO) make sure that any prospective developer is aware of your presence and adds you to a mailing list for updates.
Engage with the developer at the earliest possible time, make a fuss, identify areas that are critical for you and copy in your local planning authority on all your correspondence with the developer.
As soon as you are aware of an impending DCO application, register with the Planning Inspectorate for all project updates. Further information HERE
Keep records of any pilots who experience glint and glare or updrafts to build up a database that you might need one day!
Alert the GAAC (and your own association) as soon as you are aware of any project that might affect your operations.
Footnotes:
Scale
The statistics vary but indicatively:
Botley West proposes to generate 846MW of energy which would involve 2million solar panels on 1,400 hectares of land.
East Yorkshire proposes to generate 400MW of energy with 500,000 – 600,000 panels on 1,200 hectares of land.
East Pye proposed around Tibenham Airfield is intended to generate 500MW of power on 1,125 hectares of land.
The relatively ‘small’ Helios project to the east of Burn Airfield covers 476 hectares of land and is planned to generate 190MW.
Commercial solar panels now normally generate 400W to 600W and are usually 2m high (with ground clearance of 0.5 to 1m) and 1m wide.
AIRFIELD FOCUS—Carlisle
by Ryan Palmer
Early Years
Originally called RAF Crosby-on-Eden, Carlisle Airport was one of 125 airfields which were constructed for either training, or storage and maintenance.
The site chosen for the new RAF airfield of Crosby-on-Eden, would be located 6 miles northeast of Carlisle in the adjacent parish of Irthington.
Part of the chosen site, requisitioned from local farmers in 1940, had also been surveyed by the Roman armies of the Emperor Hadrian in 121 A.D.
The line of the now vanished Roman wall crosses the road to Laversdale village, only a few hundred yards northeast of the airfield boundary.
Other, now defunct airfields built around the Solway Firth at this time:
The airfield was constructed by John Laing and Son Limited. Three asphalt runways were laid on hardcore obtained from the West Northumbrian coalfield. It was this choice of materials and good site preparation which would secure Crosby’s future as Carlisle Airport, whilst other airstrips crumbled. There were three strips: the main runway heading “07/25” of 1600 yards, crossed by “01/19” and “14/32” each 1100 yards, contained within perimeter tracks which lead onto remote dispersals, five containing a blister hangar and three full “Belman” hangars around a central apron area. Further upgrading in 1942 led to expansion of the west side of the airfield, resulting in three additional “T2” type hangars.
By early 1941 the airfield was nearing completion and ready for its first tenant, No 59 Operational Training Unit. In February the airfield and its camp were opened. On 11th March the first Hurricane was flown over from Siloth. 64 more Hurricanes landed over the next two days. On the 15th of March the runways were formally declared serviceable. The first course of 37 pupils reported on the 24th and flying training began two days later. Over the next 16 months some 21 courses would “post-in”
By 9th May there were 94 aircraft based, made up of 71 Hurricane, 21 Miles Masters, and two Fairey Battle target tugs
By 1942, airfield reconstruction included extending the main runway from 1600 to 2000 yards and the two short runways from 1100 to 1400 yards which entailed a road closure. This development would give the post-war civil airport a runway length equivalent to Aberdeen or Edinburgh. Additional hangarage also came at this time.
Intense flying peaked on 22nd July 1943 with a new station record of 149 hours 5 minutes flown by day, and 30 hours 10 minutes flown at night. During the war the airfield transferred to Coastal Command (1942) and became home to trainee Bristol Beaufort and Beaufighter crews. By the end of the war the station was used by Transport Command (1944) and its Douglas Dakotas.
Crosby’s first use as an international terminal took place on 14th August 1945 when a number of Short Sterlings of 38 Group flew at least 150 Czech and Polish refugees from Prague. They were transferred to a hostel in Ambleside. The unit and station were disbanded on 6th August 1946. It was sold off to Carlisle City Council in 1947 who operated it as a regional airport
Post War Years
In 1960 Cumberland County Council purchased the site and renamed it Carlisle Airport. After a short refurbishment programme, it was licensed in 1961 for training purposes and civilian flights to destinations including London, the Channel Islands, Belfast and the Isle of Man. In 1968 the airport was transferred to Carlisle City Council.
During the early 1980s Carlisle Airport was used by Specialist Flight Training to train military pilots in helicopters and fixed wing aircraft. Notably, the training of Iraqi pilots for the Iran-Iraq War was a key part of the programme. Specialist Flight Training had at least seven Gazelle and Bell Jetranger helicopters, together with at least two Firecracker fixed wing aircraft. The trainee pilots had a reputation locally for being slightly reckless with various incidents occurring during the period that Specialist Flight Training were operational at the airport.
In December 1988 played a part in the aftermath of the Pan Am flight 103 disaster. The airport received relatives via a flight, hosted news helicopters, stored the black boxes until collected by the air accident investigation branch, as well as having a hangar on standby as a mass morgue. The airport remained open right through the Christmas period to assist with the follow up actions after the incident.
As the airport had lost £3.5 million on operations between 1979 and 1994, Carlisle City Council agreed to sell the airport on a 150-year lease to Haughey Airports in 2000.
Haughey invested £4 million in infrastructure improvements but, whilst promising to provide additional facilities and enhancements to the site for the on-site Solway Aviation Museum, he sold the airfield to WA Developments Limited in 2006 before achieving this. On 7th April 2006, Haughey Airports was acquired by WA Developments, which had acquired Eddie Stobart Ltd. in February 2004. Haughey Airports Ltd was renamed Stobart Air Ltd and a sub-division within WA Developments called Stobart Air was formed. The airport was then re-branded Carlisle Lake District Airport.
Following WA Developments' decision to merge Eddie Stobart with the property and ports company the Westbury Property Fund on 15th August 2007 and to list it on the London Stock Exchange as the Stobart Group, Carlisle Lake District Airport initially remained within the ownership of WA Developments, through its subsidiary Stobart Air Holdings. On 10th March 2008, the Stobart Group entered into a £50,000 option, expiring in July 2008, to acquire Carlisle Lake District Airport from Stobart Air Holdings for £15 million (£2.5 million in cash and £12.5 million in new Stobart Group shares). This option was extended in July 2008 until January 2009 for a further £50,000.
In January 2009, Stobart Group's subsidiary, Stobart Airports Ltd, exercised its option to acquire Carlisle Lake District Airport from Stobart Air Holdings for £14 million. Following an independent shareholder vote, the acquisition was completed on 30th May 2009, and the purchase price was reduced to £9.9 million due to a fall in the value of Stobart Group shares.
Planning permission was regranted on 18th August 2014, following a dispute in the High Court. These plans included the raising and reprofiling of the main runway at the airport and building an air freight distribution centre.
Between December 2014 and September 2015, the £12 million freight distribution centre was built on the south-eastern corner of the site, which is now leased. Stobart Group also intended to build a further warehousing and distribution hub from 2017 on land adjacent to the freight distribution centre. After financial assistance from the Cumbria Local Enterprise Partnership, there were plans for passenger flights from June 2018 to major tourism and business hubs including London, Dublin and Belfast but the target date was postponed. On 4th July 2019 the new terminal was officially opened, and the first scheduled passenger flights since 1993 were commenced by Loganair to Belfast–City, Dublin, London–Southend until 2021. The airport has been operating as an unlicenced airfield since this. In May 2024 Cumbrian company A W Jenkinson took over the airport.
Current Activity
The main activity presently provides facilities for flight training, charter aircraft, general aviation and military use. The airport is host to these businesses: Carlisle Flight Training, Cumbria Microlight Training, Northumberland Aircraft Maintenance and Apollo Helicopters. Solway Aviation Museum also occupies a part of the site. ECM (Vehicle Delivery Service) Ltd has its HQ on the perimeter of the airport, as well as a small industrial estate to the west of the boundary containing several other companies. In August 2020, during the COVID-19 pandemic in the UK, part of the site was used as a Coronavirus test facility. The airport holds various events throughout the year, such as music festivals, car events and running events. Being located near the electronic warfare tactics range of RAF Spadeadam (the only facility of its kind in Europe), and LFA 17 in the Lake District, there is an abundance of military activity through the year at Carlisle Lake District Airport, with aircraft arriving for shutdown and hot refuels, and exercises basing themselves at the airport. The highlight being the Royal Netherlands Airforce’s annual low flying exercise “TAC Blaze”
With new owners there is anticipation for an exciting future for Carlisle Lake District Airport, with plans to build on the increasing general aviation traffic and military use. The first step of which has been to open a new café within the terminal building. We have also listened to GA feedback and installed a webcam and unofficial weather information to our website (www.carlisleairport.co.uk) The airport is constantly looking to work with new operators and stakeholders and improve the infrastructure and offerings on site. Keep an eye on our social media channels (Facebook and Instagram) for exciting updates in the future.
Commercial Flight History
In 1946 after World War II, British European Airways commenced flights to Isle of Man and Belfast–International, but these stopped in 1947.
In 1961 BKS Air Transport operated a service to Leeds/Bradford.
In 1967 Autair started a service to London, using London–Luton at first, then London–Heathrow. They also operated a summer service to Jersey. In 1969 they stopped all their schedules and changed their name to Court Line.
In 1978 British Nuclear Fuels began flying nuclear material to customers in the UK and Europe, but this was stopped shortly after coming to media attention, only to recommence in 1987.
In 1982 Air Ecosse started flights to Scotland (Aberdeen, Glasgow, Dundee), and London–Heathrow, followed a year later for two summer seasons only to the Isle of Man. After the collapse of Air Ecosse in 1985, its routes ceased and only the route to London continued, being run for two years by EuroAir.
In 1985 Viking began flights to Jersey as a charter operation but the following year operated as a schedule by BAF until October 1987.
In 1987 Air Furness briefly revived Isle of Man flights until July 1988.
In December 1988, Pan Am operated a Boeing 727 charter flight from London–Heathrow, bringing grieving relatives to the scene of the Pan Am Flight 103 crash site at the nearby town of Lockerbie.
In 1993 New Air started a London service to London–Stansted, but collapsed two months later. Lakeside Northwest continued the service until the end of the year, but also collapsed.
Loganair operated from 2019-2020, flying to Dublin, Belfast and Southend.
Loganair suspended all scheduled flights from 27th March 2020 until further notice. In July 2020, it was confirmed by Carlisle Lake District Airport that Loganair had no plans to resume flights to and from the airport.
Tel: 01228 573641 (Ops/PPR)
Summary of SAN Survey Results So far
The data below summarise the results so far. Each Newsletter will update the statistics and provide any analysis we think worthwhile
Note: Not all questions were answered by every airfield completing the survey, Not all airfields have completed the survey, some airfields have duplicated the survey
213 surveys completed
Is the Airfield?
35 Licensed
153 Unlicensed
5 Military
Traffic Type
180 VFR only
6 IFR
7 VFR/IFR
Nav Aids available on the Airfield
1 VOR/DME
4 DME
9 NDB
3 ILS
6 Lctr
Does the Airfield have associated airspace?
0 TMA
1 CTR
1 CTA
29 ATZ
4 MATZ
Does the Airfield have ATC?
94 Yes
96 No
What ATC services does the airfield have?
2 APP
4 TWR
4 GND
5 RAD
0 DEL
4 ATIS
10 AFIS
59 A/G
22 Safetycom
Types of Rwy lighting available
5 APP
17 Thr
3 Rwy
15 PAPI
What are the Airfield operating Hrs?
10 H24
71 SR-SS
96 PPR only
12 Out of Hrs cover
Is the Airfield Border Force designated?
88 Yes
109 No
Fuel availability
6 Electric
0 Hydrogen
65 AVGAS 100LL
30 JET A1
12 Mogas
30 UL91/94
Aircraft parking on Airfield
148 Grass
38 Hard
Does the Airfield provide maintenance facilities?
25 Part ML
12 Part CAO
7 BCAR
10 Part 145
22 Part 21
16 CAMO
0 Part 147
Does the Airfield have compulsory handling?
5 Yes
67 No
119 N/A
Airframe de-icing availability
11 Yes
184 No
Meteorological services available on the Airfield?
9 METAR
8 TAF
6 ATIS Tel
7 ATIS Radio
58 Webcam
Does the Airfield have noise abatement procedures in place?
85 Yes
105 No
Is there fire cover on the Airfield?
64 Yes
125 No
What type of ground support is available?
9 GPU
15 Electric charge
18 Handling
15 RR refuelling
Does the Airfield have heritage links?92 Yes
91 No
Is your Airfield at risk?
21 Short term
58 Medium Term
50 Long term
Does the Airfield provide services for?20 SAR
37 HEMS
34 Police
47 Military
28 Utility companies
Would you be interested in the new Drone infrastructure?
72 Yes
113 No
Activities on Airfield
105 Flight training
150 Recreational flying
24 AOC
18 Flying displays
39 Aviation related commercial activities
13 Airshows
Does the Airfield have flight training available?
79 PPL
77 NPPL
9 MEP
16 IR
14 CPL
62 Ground school
25 Aerobatics
Does the Airfield have environmental measures in place?
66 Habitat conservation
43 Biodiversity
34 Animal grazing
39 Land cultivation
Does the Airfield have non-aviation activities?
112 Yes
75 No
Does the Airfield engage with community groups?
78 School visits
86 Cadets/scouts
39 Aviation history clubs
19 Social learning groups
56 Voluntary groups
75 Open days
16 Flying displays
17 Apprenticeships
We plan to issue this Newsletter 4 times a year.
Each Newsletter will highlight common issues and challenge faced by Airfields and alongside will identify potential solutions to managing those challenges. We can draw on the excellent information provided in the Survey. Please highlight any issues you would like to raise.
Each Newsletter will have a short description of the activities and issues at one Airfield – if you would like to follow Carlisle and be show cased please let us know!
We know how isolated Airfields can sometimes feel, but many challenges, innovations and experiences are faced by many and highlighting these will help to protect and sustain our Network o General Aviation Airfields.
If you have not received a survey link by email, please contact us by the website
The survey takes 10 mins to complete
Thank you for helping to protect the UK airfields for the future generations
Thank you for taking the time to read the SAN Newsletter
Ann & Louise