The news that Doncaster Sheffield Airport (DSA) is on track to reopen should be cause for celebration. Any investment in UK aviation, especially in a region that needs better connectivity, deserves support. For those of us who live and breathe flying, the return of an operational airport, jobs, and commercial routes is positive. Yet as a general aviation pilot, I see the plans through a double lens: optimism on one side and concern on the other.
For the last 18 months, the skies around Doncaster have been unusually open. When the airport closed in 2022 and its controlled airspace was deactivated in February 2024, a large swathe of South Yorkshire reverted to Class G. For many of us in light aircraft, that meant the freedom to route directly across the area without negotiating a clearance from a pressured controller. Cross-country planning became simpler, instructional flights more efficient, and we had a break from feeling like the lowest priority in a busy Class D environment. It also offered a practical option for northerners to head south while avoiding the busy Lincolnshire and East Anglia areas with their high volume of military activity.
Now, with Doncaster Council and Mayor Ros Jones committing millions to bring the airport back to life, controlled airspace will almost certainly return. That is where the unease begins.
Controlled airspace: necessary but constraining
Nobody disputes that commercial airports need controlled airspace. IFR arrivals and departures require protection, and safety margins demand it. History around Doncaster shows, however, that implementation can come at a real cost to general aviation.
When the CTR and surrounding CTA shelves were active, transit was possible in theory but tricky in practice. Clearances could be slow, sometimes denied, or re-routed in ways that made local navigation exercises unnecessarily complex. Some CTA bases sat as low as 1,500 feet. In anything less than perfect weather, GA pilots were pushed into uncomfortable margins between cloud and terrain or forced into long detours around the zone.
Controllers were not hostile to light aircraft. The issue was workload, priorities, and system design. IFR traffic came first. In a unit like Doncaster, a two-seat trainer on a practice navex rarely received priority.
Reopening is welcome, but a revived Class D bubble will bring back constraints that many local pilots had briefly lived without.
The creeping squeeze from drones and temporary danger areas
Layered on top is a newer challenge: BVLOS drone operations.
Last year’s widely discussed Apian application for a temporary danger area near Newcastle is a case in point. The proposal sought to accommodate drone trials for medical deliveries, with general aviation effectively excluded from a large, frequently used area for the duration. Temporary danger areas like this are increasingly common. Each closure may be short-lived, but together they erode GA’s freedom to operate.
The combination of permanent controlled airspace and rolling temporary restrictions creates a patchwork of no-go areas. For a private pilot planning a straightforward VFR cross-country, the map grows more complicated each season. Unlike large commercial operators or well-funded drone projects, GA cannot simply buy more technology or hire airspace managers to handle the bureaucracy. We absorb the extra workload, take the longer detour, or scrub the flight.
A vision for coexistence
General aviation does not oppose growth. Most of us welcome the expansion of flying in all its forms, including airline passengers, freight, and innovative drone services. Aviation thrives when it grows.
Coexistence must be genuine rather than lip service.
For Doncaster, any reintroduced controlled airspace should include practical VFR corridors that enable easy and safe transit. Clearances for light aircraft should be routine, supported by staffing levels and procedures that recognise GA as a stakeholder rather than a nuisance. The Manchester Low Level Corridor shows what is possible.
For drones, transparency and proportionality should guide danger-area design. If a drone can operate safely in a smaller box, keep the restriction smaller. If coordination can replace outright exclusion, make coordination the default. When closures are necessary, regulators should consult and communicate properly with the GA community.
A shrinking sky
This is bigger than Doncaster. Across the UK, controlled airspace continues to thicken. The CAA faces pressure to accommodate new entrants, from commercial drones to advanced air mobility. Airports large and small are applying for more controlled volumes to contain new PBN procedures.
Each change may be justified on its own terms. Viewed cumulatively on a chart, the effect is clear. The open Class G sky is shrinking. With it goes some of the joy of simple, direct, seat-of-the-pants flying.
Doncaster’s reopening symbolises both sides of the story. On one hand, it proves that aviation still matters to the regions and that investment can revive an airport. On the other, it reminds us that gains for one corner of aviation can translate into tighter constraints for another.
A call for balance
As GA pilots, we do not oppose Doncaster’s return. We welcome it. We ask for balance and inclusion.
Controlled airspace should be smart rather than sprawling. Drone corridors should be flexible rather than blunt. Temporary danger areas should remain the exception rather than the creeping norm.
If general aviation becomes boxed out by an expanding lattice of restrictions, we risk losing not only freedom of the skies but the grassroots foundation of aviation itself. That foundation includes young pilots building hours, instructors passing on knowledge, and weekend flyers who keep small airfields alive.
The reopening of Doncaster Sheffield can be a success. It can also be a turning point where regulators, airports, and innovators choose coexistence over exclusion. Otherwise, the skies we once called free will feel like narrow corridors that we are permitted to use only on sufferance.
