What the percentages mean
The dataset covers 52 UK and Isle of Man civil aerodromes with at least one published instrument approach that were considered realistically usable by civilian light GA. Heathrow, Gatwick, Stansted, Manchester, London City and Farnborough were excluded from the 58-aerodrome starting set.
These are capability prevalence percentages, not the probability of landing. A published ILS does not say how often weather, wind, runway state, hours, ATC, handling, pilot minima or aircraft serviceability will permit a landing.
37 of 52
31 of 52
12 of 52
12 of 52
0 of 52
NDBs were involved somewhere in procedures at 39 of 52 aerodromes (75.0%), often as a locator or associated aid; this does not mean 75% had an NDB-only final approach.
ILS and GNSS overlap
| Published capability | Aerodromes | Proportion |
|---|---|---|
| Both ILS and GNSS/RNP | 19 | 36.5% |
| GNSS/RNP but no ILS | 12 | 23.1% |
| ILS but no GNSS/RNP | 18 | 34.6% |
| Conventional approaches only | 3 | 5.8% |
This is why combined certified GNSS and VOR/ILS reception is useful for UK touring: neither source alone covers the practical set as well as both together.
Aerodrome examples relevant to the equipment plan
| Aerodrome | ILS | GNSS/RNP | Other options in the snapshot | Implication |
|---|---|---|---|---|
| Liverpool | Yes | Yes | NDB and SRA | Either an approved ILS path or certified GNSS may be useful, subject to the current plate and serviceability. |
| Isle of Man / Ronaldsway | Yes | No | VOR/DME, NDB/DME and SRA | Retaining a proved ILS/VOR/DME installation matters; a GPS-only upgrade would not replace it. |
| Oxford / Kidlington | Yes | No | NDB-associated procedures | Conventional ILS capability remains directly useful. |
Aerodromes in the snapshot with GNSS/RNP but no ILS included Barra, Campbeltown, Cotswold/Kemble, Islay, Land's End, Leeds East/Church Fenton, Sherburn-in-Elmet, Shoreham, Tiree, Wick and Yeovil/Westland. The exact set can change at each AIRAC cycle.
Approach-system notes
ILS
The localiser provides lateral guidance and the glideslope provides vertical guidance, normally along a path close to three degrees. The installed aircraft receiver, antenna and approved indicator must support both functions for a complete ILS. ILS does not imply automatic landing.
GNSS/RNP
A certified navigator with a current database is required to fly a published GNSS approach. A portable GPS, SkyDemon, phone or tablet is not sufficient. UK procedures generally provide LNAV and sometimes LNAV/VNAV minima.
LPV and EGNOS
The dataset had no UK LPV minima because UK access to the EGNOS Safety-of-Life service ended in 2021. Jersey and Guernsey retain separate EGNOS arrangements and have LPV approaches, but are outside this UK-plus-Isle-of-Man dataset. LPV capability can still be useful when touring elsewhere.
Pre-flight aerodrome checks
For each intended destination and alternate, confirm:
- Current AIP entry, approach chart revision and NOTAMs.
- Whether the required approach aid and runway lighting are available during the planned period.
- Weather, forecast trend, wind, runway state and personal/regulated minima.
- Aerodrome and ATC hours, PPR, slots, handling requirements and likely fees.
- Fuel availability and whether it must be arranged in advance.
- Customs/Border Force requirements for international or Crown Dependency movements.
- Aircraft equipment approval, database currency and serviceability for the selected procedure.
- A realistic alternate and navigation plan after failure of one item of equipment.
Source links
- NATS UK AIP publications
- Ronaldsway AD 2 entry used for the snapshot
- CAA explanation of the EGNOS/LPV withdrawal
The research source is a dated planning aid. Current official information always takes precedence.