Originally Posted by
TCAS FAN
In the case of RWY 02 alternative arrangements have already been made with provision of a RNP IAP plus NDB/DME IAP. The current VOR/DME IAP could therefore be dispensed with.
In the case of RWY 20 ILS is the primary IAP with NDB/DME as a back up. The VOR/DME IAP has always been next to useless as it cannot be flown by CAT C aircraft. From what I recollect from past instrument procedure design work is due to the position of the VOR/DME site in relation to the RWY 20 centreline.
Provision of a RNP IAP for RWY 20 is at present impracticable due to controlled airspace constraints which would result in aircraft leaving controlled airspace when flying the procedure, as is already the case with the NDBDME and VOR/DME IAPs. This problem is not going away for at least 2-3 years (or more) until the current tortuously slow Airspace Change Process finally comes to a conclusion. That's assuming that SOU's highly paid consultants get the final airspace design right to ensure all aircraft remain within controlled airspace when flying IAPs for RWY 20.
NATS are not known for their generosity so somewhat doubt that the VOR/DME is being retained for purely IAPs at SOU when, from that noted above, there is no significant operational advantage for SOU. Or possibly NATS are taking money from SOU to keep it running without SOU realising this?
NATS removed all the non-airport dependencies from SAM VOR some time ago. Whether or not the procedures have any worth or could be dispensed with is a matter for the airport and currently they are still extant. Previously NATS had informed all airports with similar procedures that if they wished to retain the use of the VOR after December 2022 they would be required to enter into a "commercial" agreement with NATS to do so. That presumably means pay for the privilege. Whether or not that December 2022 deadline was adhered to, the original notification was pre-pandemic, or SOU has a commercial agreement I don't know. The VORs are operated by the regulated part of NATS which isn't allowed to subsidise the bit that runs ATC at airports so any agreement would need to be on the same terms as offered to other Airports where NATS doesn't provide the ATC service. There is something called RNAV substitution whereby airports can retain the procedures in the absence of the VOR itself but the SOU procedures aren't marked in the way required if that was the case.
Even with the VOR removed the DME might remain until the programme to rationalise DME does something with it. The VOR rationalisation programme started in 2008 and still hasn't removed most of the VORs so I would expect the DME might still be there for some time. DME safeguarding requirements aren't quite so onerous as those for VOR though.