Research and analysis

General aviation airfields survey 2020

Published 11 December 2020

The general aviation survey was run by the Department for Transport (the department), as part of an evidence-gathering exercise to gain insights into operations at general aviation (GA) airfields across the United Kingdom. It builds on the 2015 GA strategy and the 2018 Davies report.

Background to general aviation policy

The government’s vision is of the UK being the best place in the world for GA as well as a flourishing, wealth generating and job producing sector of the economy. GA airfields are part of a UK-wide network providing air connectivity and contribute to an accessible national transport infrastructure.

Previous research into the GA sector sought to better understand the environment in which airfields operate. In 2018 the York Aviation report (PDF, 662KB) looked at the existing numbers of UK airfields and their capabilities. It outlined several reasons why airfields were increasingly coming under pressure for development, without consideration for the needs of the local aviation community, local businesses or the airfield’s potential wider connectivity benefits.

Building on York Aviation’s research, former GA Champion Lord Byron Davies in his report on the GA strategic network (2018) identifies a number of criteria to ascertain airfields of a strategic importance to a UK-wide network and the economy and makes recommendations about preserving the benefits of GA and those airfields that may form part of a key network. Lord Davies’ report sets out the facilities and capabilities offered by GA airfields and how these relate to the overall requirements of GA and wider aviation sector objectives, such as skills development, employment and innovation.

Following these reports, DfT wanted to reach out to airfield owners and operators to understand their perspectives on the opportunities and challenges they face. As such, the airfields survey was launched.

Throughout this document, the terms ‘airfield’ and ‘aerodrome’ are used interchangeably. This is because aerodrome is the term used in legislation and where references have been made in this document, it is more appropriate to use this terminology.

How was the survey run?

The airfields survey was conducted online and was open between 17 February and 6 March 2020. It covered a wide range of topics including aircraft movements, activities at airfields, training, outreach opportunities offered and considerations on a strategic network.

The department held a short pilot survey to test the questions and the functionality of the survey. The feedback we received helped to improve the respondent experience, by making questions clearer to ensure interpretation was consistent across respondents and acting on feedback to provide definitions for industry-specific terms.

The survey was sent to a total of 500 airfields based on access to contact details via visual flight rule publications. Where contact details were available, the survey was sent via email. The department also sought to include airfields where postal addresses were known but direct contact details were not, and sent a letter with a link to the survey.

Members of the Airfield Operators’ Group and licensees of the Civil Aviation Authority responded to the survey, alongside unlicensed airfields that were publicly known. The department is aware that other airfields who were not directly contacted also responded and were directed to input their details into the survey.

There was a total of 152 respondents, providing an estimated response rate of 30%. Responding airfields are predominantly concentrated in England. We recognise that there are many more airfields across the United Kingdom, many of which we were not able to contact. We should therefore treat these results as indicative rather than representative of airfield views. It is also important to note that the survey was conducted before COVID-19 related measures were implemented, and the Department understands that airfield operations have changed subsequently.

Summary of the main GA survey findings

Some of the main findings that emerged from this survey are:

• the majority of the activity at GA airfields is from training, recreation and business aviation but there is a diverse range of activities at airfields with maintenance, emergency services and charity events also playing a role
• the majority of GA airfields responding are micro-businesses that had 5 or fewer employees and in some instances were run entirely by volunteers. Employees in the sector are disproportionately male with 56% of responding airfields reporting they had more male than female employees. Similarly, 64% of respondents said there were skills gaps in the aviation sector that needed to be addressed, in particular engineers
• responding airfields cited some of the main challenges for the future of GA were financial concerns, local authority policies, CAA regulation, and lease issues. The wider context also featured, highlighting environmental concerns amongst the population and a lack of interest in aviation amongst younger people, compounded with an ageing workforce
• responding airfields cited some of the main opportunities for GA were expansion/business growth, improving the infrastructure of their airfields, improving training, and furthering engagement within local communities
• the survey also asked for views on a strategic network. 73% of respondents felt it would be useful for their airfield, but 84% felt that participation in the network should be voluntary. Responding airfields emphasised that criteria with a focus on local community should be key in deciding membership for the strategic network. This included the ability to serve a local need (76%), the facilities available at the airfield (71%) and the activities conducted (70%)

The full findings of the GA survey are presented below. These findings do not reflect the views of the department, only those of the airfields responding to the survey. We also note that given the number of respondents, the data should be viewed as indicative of the sector rather than representative.

Licensed and unlicensed airfields

Respondents were asked for some basic information about their airfield, including whether their site was currently licensed by the Civil Aviation Authority.

Licensing status	Percentage of responses (%)
Unlicensed airfields	61%
Licensed airfields	38%
Do not know	1%

Base: 152

Throughout the report, the base number represents the number of respondents who were presented with the question, including those who chose not to answer.

The majority of respondents identified that their airfields are unlicensed (61%). While 38% of respondents identified their sites as licensed and 1% did not know the license status of their airfield.

Safeguarding

Official safeguarding describes when a civil aerodrome or an aeronautical technical site in the United Kingdom is selected for protection on the basis of their importance to the national air transport system, to ensure their operations are not impacted upon by proposed developments. At present, twenty-nine aerodromes hold this status. The aerodrome safeguarding process for officially safeguarded sites is included in UK legislation and is set out in Circular 01/2003. Operators of officially safeguarded aerodromes will issue maps to Local Planning Authorities demonstrating the safeguarded areas, which may extend out to a 13 kilometre radius. The Aerodrome Operator of the officially safeguarded aerodrome becomes a ‘statutory consultee’, so the Local Planning Authority has to consult with the aerodrome with regard to certain planning applications within the safeguarded area.

Unofficial safeguarding describes when operators of aerodromes take steps to protect their locations from the effects of possible adverse development by agreeing a private consultation procedure between themselves and the Local Planning Authority.

Airfields that are safeguarded, either officially or unofficially

Respondents were asked if their airfield was safeguarded as described within CAP 738, which offers guidance to those responsible for the safe operation of an aerodrome or technical site, to help them assess what impact a proposed development or construction might have on that operation.

Safeguarding status	Percentage of responses (%)
Unofficially safeguarded	30%
Not safeguarded	28%
Officially safeguarded	26%
Do not know	16%
Unanswered	1%

Base: 152

To note, the percentages in the table do not add up to 100% due to rounding. The responses to this question revealed a fairly even split between airfields that are safeguarded officially (26%), unofficially (30%) and those that are not safeguarded (28%).

16% of respondents did not know the status of the airfield and 1% did not provide a response.

Ownership and management arrangements

The survey asked three questions about ownership and management arrangements at airfields. In particular, the Department wanted to understand who was involved in deciding how the land is used at the airfield.

Is the airfield fully UK owned?

Ownership model	Percentage of responses (%)
Fully UK owned	93%
No	5%
Partially UK owned	1%
Do not know	1%

Base: 152

The overwhelming majority of respondents (93%) stated their airfield was fully UK owned. Two sites were partially UK owned and eight sites stated that the airfield was not UK owned. One site did not know about their ownership arrangements.

What are the ownership arrangements?

Respondents were asked to identify who owned the airfield and were given the following options of:

• individual or family
• registered company
• local authority
• other

The department wanted to understand which parties held land rights over an airfield, so asked about freehold, leasehold, informal and other arrangements.

Respondents were able to select more than one answer to this question. The department noted a variety of ownership arrangements in place at GA airfields in the UK with no clear majority.

Individual or family

Ownership type and subtype	Percentage of responses (%)
Individual or family: freehold	35%
Individual or family: leasehold	5%
Individual or family: informal arrangement	3%
Individual or family: other	2%

Registered company

Ownership type and subtype	Percentage of responses (%)
Registered company: freehold	31%
Registered company: leasehold	22%
Registered company: informal arrangement	1%
Registered company: other	6%

Local authority

Ownership type and subtype	Percentage of responses (%)
Local authority: freehold	5%
Local authority: leasehold	3%
Local authority: informal arrangement	0%
Local authority: other	1%

Base: 152

Individual or family freehold and registered company freehold were the most common answers, with 35% and 31% of respondents selecting these answers respectively. 14% of respondents selected the overarching ‘Other’ category for this question citing the Ministry of Defence (MOD) and gliding clubs.

Who manages the airfield on a day-to-day basis?

Management arrangement	Percentage of responses (%)
Registered company	45%
Individual or family	30%
Flying club	24 %
Aviation-related business	5%
Other	7

Base: 152

Respondents were able to select more than one answer to this question. The most frequently selected management arrangement was a registered company, which managed the day-to-day operations. Individual or family management and flying clubs were also popular responses. ‘Other’ responses included Royal Air Force, MOD and local council.

Employment

How many people are directly employed at GA airfields?

Respondents were given guidance on the inclusion of active employees in both full and part-time arrangements conducting flying, manufacturing or any other activities as well as those on maternity/paternity and sick leave.

Number of employees	Percentage of responses (%)
1-5	49%
6-10	9%
11-15	9%
16-20	6%
20+	22%
Unanswered	5%

Base: 152

The majority of responding airfields are small with only 1 to 5 employees. 58% of respondents stated they have up to 10 employees and almost a quarter reported having over 20 employees.

Some airfields also noted that they have volunteers and no paid staff, and as such could not answer this question. It is important to stress that these figures are self-reported, so should be used with some caution.

What is the rough gender breakdown of employees at GA airfields?

The department wanted to establish a baseline of the gender breakdown of employees at GA airfields.

Gender breakdown	Percentage of responses (%)
Equal split of males and females	24%
More males than females	56%
More females than males	3%
Do not know / difficult to say	9%
Unanswered	8%

Base: 152

56% of respondents indicated that they had more male than female employees. Less than a quarter of respondents had equal numbers of male and female employees (24%) and a small proportion had more female than male employees (3%). Although, it is important to stress that these figures are self-reported and not necessarily representative of all GA airfields, this does provide some indicative evidence to suggest that female employees are underrepresented in the general aviation sector.

Operations

There were 6 questions asking respondents about how their airfields operated and the types of activities available.

What are the flying hours currently in place at airfields?

The department appreciates that airfields operate under a range of arrangements. There were 152 responses to this question and respondents were able to select more than one answer, which is why the percentages do not add up to 100%. Many respondents selected multiple options. There was a great variety of responses, illustrated by the finding that 41% of respondents selected ‘other’.

Hours	Percentage of responses (%)
Sunset	48%
Sunrise	45%
9am-5pm	18%
By prior arrangement	15%
Seasonal	5%
Weekends only	1%
Other	41%

Base: 152

Analysis of these ‘Other’ responses revealed that a larger number of respondents operate flying hours that roughly translate to the core hours of 8am to 6pm.

5% of airfields have seasonal flying hours. Many airfields offer sunrise to sunset hours, which vary based on meteorological forecasts.

What types of aircraft are there at GA airfields?

The department notes that GA denotes a wide range of activities. As such, the 152 respondents were able to select multiple aircraft types.

Type of aircraft	Percentage of responses (%)
Fixed-wing flying	89%
Microlights	50%
Helicopters (turbine)	43%
Helicopters (piston)	39%
Turbo – prop fixed wing planes	33%
Gyroplanes	26%
Gliders	26%
Jets	20%
Hang gliders	4%
Ballooning (gas or air)	3%
Airships	0%
Other	13%

Base: 152

The most common aircraft type in operation at airfields is fixed-wing with 89% of respondents choosing this option. Microlights were the second most common aircraft at 50% and helicopters and gyroplanes were also popular choices. ‘Other’ responses that occurred multiple times included paramotors and touring motor gliders.

What were the total number of movements at GA airfields over the last 12 months?

Movements range	Percentage of responses (%)
Fewer than 10,000 movements	62%
10,001 to 50,000 movements	30%
50,001 to 100,000 movements	5%
More than 100,000 movements	1%
Don’t know / hard to say	3%

Base: 152

A movement was described as an activity undertaken by an aircraft, therefore a take-off and landing is 2 movements. Most respondents indicated that they had less than 10,000 movements (62%) and a third of responses stated they had between 10,001 – 50,000 movements (30%). A small number of airfields reported having more than 50,000 movements which may reflect commercial flying activities also taking place at those sites.

Activities

What is the breakdown of movements by activity?

This question revealed a range of movement breakdowns by different activities at respondent airfields. We asked airfields to give a rough percentage breakdown of the purpose of their movements. Based on the information received, we have calculated the average proportion of movements per airfield dedicated to each activity listed in the survey. As such, percentages will not add to 100% but the figures serve to illustrate how important each type of activity is to the GA sector more broadly. As noted in the previous question on movements, there is also a great deal of variation around this average both due to the size of airfields and the fact this is a self-reported estimate.

Activity	Percentage of movements (%)
Average recreation	50%
Average training	31%
Average business	13%
Average emergency services	2%
Average other	4%
Unanswered	8%

Base: 152

Across the 144 airfields that answered this question, the highest proportion of average movements was dedicated to recreation at 50%, followed by training at 31%. These figures provide evidence to support our understanding that GA helps to train the next generation of pilots.

Some airfields dedicate their movements to certain types of activities. For example, 23 airfields reported that 100% of their movements were dedicated to recreation only, and 2 airfields reported that 100% of their movements come under the umbrella of business aviation.

78% of respondents selected more than one answer to this question, highlighting the range of activities at airfields taking part in this survey.

Limitations on activities

The department wanted to understand if aircraft movements were restricted in any way, thus affecting the range of operations available on-site. The term ‘limit’ describes these restrictions.

As part of their operations plan to reduce noise in their local area, some airfields agree with their Local Planning Authority to a defined number of aircraft movements. This is referred to as a planning condition limit. Other airfields may choose to take this action themselves, thus creating ‘self-imposed limits’. Respondents were able to select more than one answer so percentages may not add to 100%.

Were there limits on movements over the last 12 months and what type were they?

Limit type	Percentage of responses (%)
No formal limits	59%
Planning condition limits	27%
Self-imposed limits	13%
Don’t know / hard to say	5%
Unanswered	1%

Base: 152

The majority of respondents did not have any formal limits on their movements over the past 12 months (59%). For those that did experience limits, planning conditions were the most common restriction with 27% of airfields responding accordingly.

Over the last 12 months, have operations been affected by any other factors?

Respondents were able to select more than one answer, so percentages may not add to 100%.

Factor	Percentage of responses (%)
No further limitations	49%
Weather / floods	19%
Infrastructure constraints	13%
Staff shortages	10%
Safety	3%
Other	15%

Base: 152

As shown, nearly half of respondents said that there were no further limitations on their operations.

Almost a fifth (19%) of respondents said that adverse weather or flooding had impacted operations at their airfield over the past year. This was not originally listed as an option in the survey but was mentioned frequently in the ‘other’ responses. ‘Other’ limitations that were highlighted multiple times included Air Traffic Controller industrial action and planning or building constraints.

Activities at airfields

The department understands that airfields offer a wide range of activities and services, some of which generate revenue and some build relationships with their local community. This is particularly important in increasing exposure to GA given the agreed challenge of attracting young people into the wider aviation sector. We therefore asked respondents for information about the range of alternative activities available at their airfield.

What other activities have occurred over the past 12 months?

Activity	Percentage of responses (%)
Hangarage	68%
Café / Restaurant	49%
Charity events	45%
Other aviation activities	43%
Maintenance	43%
Emergency services	40%
Car or relating to other vehicles	28%
Drone related	24%
Displays (heritage)	20%
Product development	16%
Manufacturing	10%
Car boot sales	5%
Other	22%
Unanswered	4%

Base: 152

Respondents were able to select more than one answer, so percentages do not add to 100%.

As shown, hangarage was reported as a key service at airfields, with over two thirds of respondents offering this facility (68%). Close to half (49%) of respondents also stated that their airfield offered some form of food and drinks venue. ‘Other’ responses included several instances of military and gliding activities. This provides some indicative evidence that GA airfields are used for multiple purposes and a wide range of services and activities.

For the activities that do take place, do they involve the local community and/or do they generate revenue for the airfield?

Activity	Involves the local community (%)	Generates revenue (%)
Café/Restaurant	28%	36%
Car boot sales / Auctions	3%	3%
Drone related	15%	10%
Displays (heritage)	14%	10%
Car or related to other vehicles	15%	19%
Maintenance	14%	33%
Manufacturing	3%	8%
Product development	6%	13%
Emergency services	30%	13%
Charity events	36%	14%
Other aviation activities	26%	24%
Hangarage	12%	63%

Base: 146

This question asked respondents to highlight if the activities at their airfields involved the local community or generate revenue for the airfield. Respondents could answer yes to both of these options, so percentages do not add to 100%. Airfields were able to specify other activities; however, answers were not broken down into whether it involves the local community or whether it generates revenue therefore this does not feature in the table.

In terms of revenue generating activities, hangarage had the highest response (63%), followed by café/restaurants at 36%.

The most popular activities where the local community is involved are charity events and emergency service activities, with 36% and 30% of respondents respectively reporting this occurs at their airfields. There is a risk that these responses do not capture the full picture, as we understand there are other revenue-generating activities such as landing fees and vehicle parking. Additionally, the department appreciates that airfields form part of the supply chain for the wider aviation sector and revenue may also be generated through other commercial activities.

Training

The department acknowledges the important contribution that training at GA airfields makes towards creating the next generation of aviation professionals. As such, we wanted to collect evidence to identify the range of training options available across the United Kingdom.

Have airfields offered any pilot training in the last 12 months?

Response	Percentage of responses (%)
Yes	60%
No	40%

Base: 152

Over half of survey respondents (60%) had offered pilot training in the past year therefore highlighting that GA airfields provide support for ensuring the future supply of pilots in the UK labour markets.

Which types of pilot training do airfields currently offer?

Training type	Percentage of responses (%)
Private Pilot Licence (PPL)	40%
Private Pilot Licence (Night Rating)	23%
Instrument Reading Rating (IRR)	20%
Gliders	16%
Commercial Pilot Licence (CPL)	13%
National Private Pilot Licence (NPPL)	8%
Airline Transport Pilot Licence (ATPL)	6%
Light Aircraft Pilot Licence (LAPL)	6%
Microlight	5%
Other	17%

Base: 152

Respondents were able to select more than one answer, so percentages do not add to 100%

As shown, the most popular training offered by airfields is Private Pilot Licence (PPL) training (40%). This is followed by PPL Night Rating, offered by 23% of respondents.

Fewer responding GA airfields offer training for Commercial Pilot Licences and Airline Transport Pilot Licences, which are required to become a commercial pilot.

‘Other’ responses were broken down to look for frequent responses, and NPPL, LAPL, Gliding and Microlight training were identified and therefore separated into their own categories.

What are the approximate ages of trainee pilots?

Age group (years)	Percentage of responses (%)
14-16	23%
17-25	39%
26-35	41%
36-45	39%
46-55	40%
56-65	36%
Over 65 years	28%
Don’t know / hard to say	9%

Base: 152

Respondents were able to select more than one answer, so percentages do not add to 100%.

Results from this question highlight that airfields have trainee pilots across a broad spectrum of ages, with roughly similar percentages across the age bands. 28% of respondents have trainee pilots that are over 65 and less than a quarter of respondents (23%) have trainee pilots under the age of 17. This is encouraging, as increased participation in this age bracket may be important in ensuring the future labour supply is sufficient.

Skills gaps and outreach programmes

These questions build on the section relating to training activities to explore opinions on skills gaps and how airfields build relationships with their local communities via outreach programmes.

Agreement or disagreement on whether there are skills gaps in the aviation sector that need to be addressed?

Opinion	Percentage of responses (%)
Strongly Agree	38%
Agree	26%
Neither	32%
Disagree	3%
Strongly Disagree	0%
Unanswered	1%

Base: 152

Almost two thirds of respondents (64%) agree that there are skills gaps in the aviation sector that need to be addressed. This contrasts with only 3% of respondents who disagree overall.

Around a third of respondents (32%) were neutral in their response to this question.

Skills gaps in the aviation sector that need to be addressed

Respondents were also given the opportunity to give comments via an open text question. This question was not designed to give a number or ranking for the issues at hand, but instead to probe further into what respondents think the issues might be (described in their own words).

Most respondents agreed that were skills gaps in the aviation sector. The comments received highlighted the following top themes: staff shortages, training and entry into the sector and other factors.

For those that agreed there was a skills gap, staff shortages emerged as the strongest contributor. Specifically, a shortage of engineers and mechanics was the most prominent theme. This was followed by instructors, pilots and others such as FISOs (flight information service officers) and cabin crew. A small proportion of respondents noted how an ageing workforce was contributing to this gap.

Training and entry, was the next strongest theme. Some respondents mentioned that neither opportunities for young people to learn to fly nor aviation careers were covered at school. This is something the government seeks to address through our ‘Reach for the Sky’ Aviation Skills Programme, which seeks to work with the GA sector on increasing young people’s exposure, education and understanding of aviation from an early age.

Costs of training were also mentioned as being prohibitively high, particularly for pilots (where VAT was stated as an issue), Similarly, wages were sometimes referenced as being too low at entry level and therefore not incentivising a career in aviation.

Do airfields currently offer any outreach programmes within their local communities?

Response	Percentage of responses (%)
Yes	57%
No	43%

Base: 152

There is a slight majority in the number of airfields surveyed that offer outreach programmes to the local community (57%). The department values the role that airfields play in raising awareness and access to aviation, particularly in exploring enhanced outreach for young people of diverse and lower socioeconomic backgrounds.

How often are these outreach activities held?

Frequency of outreach activities	Percentage of responses (%)
Twice a year	22%
Once a year	22%
Every month	15%
Ad-hoc	14%
Quarterly	10%
One-off	3%
Seasonal	3%
Other	9%

Base: 86

Note that the base is significantly lower than previous questions as only those who stated they hold outreach programmes were eligible to answer the question.

Of the 86 responses received (based on the 57% that said they currently offer outreach within their local communities), 44% of respondents hold outreach events either once or twice a year.

A number of respondents also commented that they had visits in particular from scout groups, therefore outreach events were provided on an ad-hoc basis.

How often do local residents, visitors and enthusiasts visit your airfield informally?

Local residents

Type of visitor and frequency	Percentage of responses (%)
Local residents: daily	26%
Local residents: weekly	18%
Local residents: fortnightly	5%
Local residents: monthly	20%
Local residents: N/A	20%
Local residents: unanswered	11%

Visitors

Type of visitor and frequency	Percentage of responses (%)
Visitors: daily	37%
Visitors: weekly	25%
Visitors: fortnightly	2%
Visitors: monthly	18%
Visitors: N/A	11%
Visitors: unanswered	7%

Enthusiasts

Type of visitor and frequency	Percentage of responses (%)
Enthusiasts: daily	28%
Enthusiasts: weekly	23%
Enthusiasts: fortnightly	5%
Enthusiasts: monthly	26%
Enthusiasts: N/A	12%
Enthusiasts: unanswered	7%

Base: 152

This question looked at how frequently different groups of visitors frequented an airfield. The question highlights that a large number of airfields have informal visitors at varying frequencies.

A quarter of respondents have daily visits from local residents, just over a third of respondents have daily visits from visitors, and 28% have daily visits from enthusiasts.

11% of respondents stated they had ‘Other’ types of visits to their airfield. For example, some airfields have weekend visitors or visits on an ad-hoc basis depending on demand.

Strategic network

The concept of a strategic network of airfields was deemed necessary by Lord Byron Davies in order to establish a means by which the facilities offered by an airfield are properly defined and can be related to the overall requirements of GA, but also to wider aviation sector objectives.

In 2018, Lord Byron Davies’ report on the GA strategic network of airfields built on this commitment and made a series of recommendations on preserving the benefits of GA by setting out what a strategic network of airfields could include to ensure their continued delivery into the future. Lord Byron Davies’ report identified a series of criteria to ascertain airfields of a strategic importance across the UK. The department’s objective was to understand industry opinions about which of these criteria should be considered further.

What should be considered for an aerodrome site to be included in a general aviation strategic network?

In the survey, respondents were told that the aim of the strategic network was to ‘highlight best practice across the sector, taking into account that aerodrome capabilities are broad, and sites vary in size.’

Factor	Percentage of responses (%)
Ability to serve a local need	76%
Facilities available	71%
Activities conducted	70%
Location	66%
National air connectivity contribution	55%
Financial contribution to economy	51%
Heritage assets	51%
License status	36%
Other	16%

Base: 152

Respondents were able to select more than one answer, consequently percentages do not add up to 100%.

An ability to serve local needs was the most popular response to this question, with 76% of respondents indicating this was an important consideration. The facilities and activities available at airfields were also popular responses, with over two thirds of respondents highlighting these as worthy criteria.

All options given in this question were selected by the majority of respondents, with the exception of licence status and other, which we explored in a qualitative question.

Other factors that are important for consideration in the strategic network (Open text question)

We followed up with an open text question that gave GA airfield operators and owners the opportunity to comment on other factors that are important to a strategic network. Although only a small proportion (25 in total) answered this extra question, which limits the insight we can gain from it, two main themes on other important considerations for strategic network criteria were prominent.

The first theme was an airfield’s non-financial contribution to aviation through training or encouraging recreational flying. The second theme is an airfield’s function as an asset to the local community, supported by a site’s ability to facilitate leisure activity, as a source of employment or making provisions to meet a specific need.

An ‘ability to serve a local need’ and ‘facilities available’ as the top considerations in the closed question.

Should it be a voluntary decision for airfields to be a part of a general aviation strategic network?

Response	Percentage of responses (%)
Yes	84%
No	13%
Unanswered	3%

Base: 152

The majority of respondents (84%) stated that they believed participation in the GA strategic network should be voluntary.

Agreement that a GA strategic network could be useful to their airfield

Opinion	Percentage of responses (%)
Strongly Agree	30%
Agree	43%
Neither	25%
Disagree	3%
Strongly Disagree	0%

Base: 152

There was an overall positive response to the idea that a GA strategic network could be useful for their airfield, with the majority of respondents (73%) believing a strategic network would be beneficial.

A quarter of respondents were neutral, so chose to neither agree nor disagree that a strategic network would be useful for their airfield, this may be due to the limited information on what a strategic network would involve.

Future opportunities and challenges

We also asked a series of qualitative, open text questions about the future of the respondent’s’ airfields. It is important to note that these questions are not designed to put a number on the type or importance of opportunities available to airfields. Each airfield has a unique set of circumstances, which makes it difficult to a say a certain opportunity or challenge can be applied across the board. Instead, these questions are designed to place opportunities into themes and assess which of these themes are strongest based on the responses available. Throughout the analysis of these questions we have used quotes from respondents as examples to illustrate these themes.

Future opportunities for their airfield

The top four themes were expansion/business growth, improving infrastructure, training, and community engagement.

Several respondents mentioned business expansion, which includes expansion in terms of capacity with either fewer planning restrictions or more flights from the airfield. Additionally, some airfields also referred to expansion in the context of diversifying their activities, typically either constructing or improving a museum on-site and amongst others, promoting gliding activities.

The second most referenced theme was infrastructure, with several respondents mentioning the importance of improving runways (several grass farm strips) and the introduction of ‘soft’ infrastructure, as facilities that could either secure their operations or diversify their activities or revenues.

[We want to work] with local councils to promote a new working aircraft and carriage museum. Extending current solar infrastructure to achieve a greener profile and ultimately self-sufficiency.

[We want to introduce] an RNAV (GNSS) Instrument Approach to allow better use of the aerodrome.

Several respondents thought that pilot and/or flight training could create new opportunities for their business (e.g. becoming a training facility), which would help them to diversify activities on-site or encourage young people into the sector or become involved with the airfield.

Community engagement was also often mentioned. This theme includes responses that mentioned the creation of museums, provision of facilities and activities that benefit the local community, or demographic changes that would benefit the business, such as the development of tourism or working with local schools to encourage young people to consider flying either as a potential career or recreationally.

Continued work with local schools/community to raise awareness and participation in Gliding.

[We want] to continue development as a privately owned airfield promoting leisure aviation of all types to enthusiasts. Possibly adding maintenance and restoration facilities, training, hangarage.

Some respondents claimed that opportunities are limited or non-existent. However, this was often discussed in the context of the airfield having an inability to increase capacity due to planning restrictions or poor infrastructure such as the lack of a hard runway.

[Opportunities are] limited due to local limitations on flying and airfield condition.

Finally, a smaller number of respondents also referred to innovation mainly with regards to electric aircraft and drone trials.

[We are] looking at prospect of operating electric power light aircraft.

Future challenges for their airfield

The top 5 themes were financial concerns, local authority policies, CAA regulation, wider context and lease issues.

Under financial concerns, respondents also listed commercial competition, CAA regulation and airspace restrictions. Rising costs and increasing regulation are making it more difficult than ever to make a general aviation business profitable without branching into non-aviation activities.

Of these 4 types of financial challenge, costs were the most frequently mentioned. Alongside this, respondents mentioned business rates as well as fuel, insurance and maintenance costs. Also relevant is that the financial concern around commercial competition which is closely interlinked with CAA regulation, as respondents often mentioned airspace “grab” and increased restrictions in this context.

The second most frequently mentioned concern was around local authority policies, in particular planning restrictions, housing and other development nearby. A few respondents also linked encroaching housing and individuals opposed to development. A few of these respondents expressed a grievance around feeling disadvantaged unfairly, referring to “positive discrimination in favour of developers”, disagreement with the notion that there is a need for housing, and the low priority given to recreational flying.

Local housing development! There has to be a sensible balance struck between developers and well-established business

Another view that was expressed by many was that CAA regulation may impede their growth. This often referenced airspace encroachment, which was sometimes explicitly linked to commercial considerations and other competition. There were also more generic references to regulation (for example EASA) and red tape.

Airspace restrictions imposed in favour of commercial air transport at the expense of recreational and sport flying

Other concerns in the wider context included the ageing population and lack of interest among younger people. This also included references to the environment (e.g. climate change, the weather more generally affecting operations such as through flooding or storms), skills and staff shortages and demographics, particularly.

I am concerned about the lack of young people coming into light aviation. All but two, of my ten resident pilots, are over 60 years of age.

Some respondents also expressed concerns around their lease contracts and expiration and their ability to extend their contracts on reasonable terms.

Other, somewhat less frequently named concerns, include noise and other complaints from local residents and issues around infrastructure, such as the lack of a hard runway.

Neighbour issues. Often those who moved to the area in full knowledge there was an airfield the [sic] complaining about noise!!

Poor ground drainage reduces utilisation in the field in the winter months. Major problem for all grass airfields with recent change in climate conditions.

Almost twice as many of the respondents worked for unlicensed rather than licensed aerodromes. The only category of concern in which licensed airports outnumbered the unlicensed – despite the composition of the sample – was financial. All respondents who identified no future challenges were unlicensed.

Any other comments

Respondents were given the opportunity to share any other comments they had on topics raised and anything not covered in the survey.

Responses often had overlap with other questions in the survey, and the strongest theme to emerge was the need to address planning issues, followed by various airfield operational concerns and opinions about how GA airfields are assets. Other themes were regulation issues, networks, airfields or GA more generally being under threat and issues with the survey.

Government needs to promote grass roots aviation by setting more friendly aviation/planning guidelines (although my local authority will insist they are guidelines only and do not have to be adhered to)

Planning issues were the strongest theme from the any other comments question. Often airfields noted how planning issues impeded their ability to operate effectively and that they felt under pressure and vulnerable to local planning authorities. They also felt that the government should provide assistance. Airfields frequently noted they felt legal protection was needed.

More planning protection should be given to aerodromes as they are seen to be easy targets for property developers. Many LA’s (local authorities) do not have the resources or are prepared to devote the finance necessary to contest planning applications from large developers.

Airfields also indicated a range of operational issues that negatively impacted them. This ranged from running costs, poor infrastructure and disagreement with developers, but the most frequent issue was that the government should intervene to protect the general aviation industry either through guidance, legislation or financial support.

The government needs to take the lead in preventing any further closures of local airfields so that the future of aviation in the UK is secured. Training future pilots also needs to be a major priority, otherwise we are simply exporting jobs to those countries who do.

Similar, respondents wanted to express how their airfields are an asset either to the aviation industry or more generally acting as the base level in the period for training pilots to military or commercial level. A notable sub-theme was some airfields, typically gliding clubs, felt they had a lack of recognition for their role in the aviation industry and economy more broadly.

Gliding is a low cost though time intensive introduction to flying. It is of strategic importance as an entry route into professional flying but under utilised and under valued at present.

Some respondents raised how they felt either their airfield or GA more broadly was under threat either through issues with developers or high costs that revenues struggle to match.

Regulation was also raised as an issue by respondents, in particular airspace regulation and concerns on encroachment of class G airspace.

Anything which can be done to ensure that the CAA and NATS can be persuaded that Class G airspace is a national asset and not something which can be given to private organisations for their commercial advantage.

Networks were also raised as a useful concept and some respondents called for more information on the proposed strategic network.

A few respondents also mentioned that their airfield was run by volunteers, and as such, they had no employees. Although there was no option in the survey for respondents to say they had no employees as their airfields were run by volunteers, the Department learned this was particularly relevant for gliding clubs.

Next steps

The survey helped the department to understand how airfield owners and operators perceive the opportunities and challenges they face. Going forwards, the department will look to use these results and continue further engagement with the sector.

The department will:

1. work with industry to identify next steps for a strategic network, understanding the implications across government and for airfield operators based on the evidence presented via the survey.
2. work with airfields, given their role in engaging local communities, to progress work on skills development.
3. work closely with the GA sector and the airfields network to progress the government agenda on Net Zero and sustainable aviation.