Post Implementation Review of Broome and Karratha · PDF fileOffice of Airspace Regulation Page 3 of 26 Post Implementation Review of Broome and Karratha Airspace Version 1.0 Version:

Post Implementation Review of Avalon Airspace Version: 1.0

Post Implementation Review of Broome and Karratha

Airspace

February 2014

Office of Airspace Regulation Page 2 of 26

Post Implementation Review of Broome and Karratha Airspace Version 1.0 Version: 1.0

DOCUMENT SPONSOR: OFFICE OF AIRSPACE REGULATION PROJECT NUMBER: 12/13 TRIM REF: ED12/135243 FILE REF: EF12/218

Document control:

Version Issue/Nature of Revision Date

0.1 Draft for internal review October 2012

0.2 Incorporates Management comments May 2013

0.3 Editorial changes June 2013

1.0 Incorporates Airservices’ comments February 2014



1 Executive Summary

This Post Implementation Review (PIR)1 of the Broome and Karratha airspace was undertaken to review the November 2010 changes to airspace architecture and air traffic services in the vicinity of Broome and Karratha aerodromes. The Government considers the safety of Passenger Transport2 (PT) services as the first priority in airspace administration and CASA should respond quickly to emerging changes in risk levels for passenger transport operations. Airspace administration should also seek to deliver good safety outcomes to all aviation participants. In accordance with the requirements of the Airspace Act 2007 (Act) the Office of Airspace Regulation (OAR) conducted the review, taking into consideration:

Protection of the environment;

Efficient use of that airspace;

Equitable access to that airspace for all users of that airspace;

National security.

The methodology adopted by the OAR included interviews with airspace users and key stakeholders, evaluation of user feedback, collision risk modelling, comparison with other operations and analysis of data provided by:

Broome and Karratha Airports;

Airservices Australia (Airservices);

Bureau of Infrastructure, Transport and Regional Economics (BITRE); and

Australian Transport Safety Bureau (ATSB).

1.1 Operational Context

Broome and Karratha are the busiest aerodromes in Western Australia outside of the Perth basin.

Broome International Airport (here after referred to as Broome) is a Certified aerodrome on the Kimberley coast in the far north of Western Australia.

Karratha Airport (here after referred to as Karratha) is a Certified aerodrome operated by the Shire of Roebourne. Karratha is located on the Pilbara coast of Western Australia.

Broome and Karratha are serviced by a variety of aircraft such as:

Boeing 737 and 717,

Fokker 100,

Embraer E170 and E190, and

Cessna Caravan (C208) and Centurion (C210).

In addition to fixed wing operations, the aerodromes support a large number of helicopter movements each year. Operators utilise a range of helicopters including the large Aerospatiale AS-332 Super Puma and Sikorsky S76 and S92, to the smaller Aerospatiale AS-350 Squirrel and Robinson R44.

Helicopter operations account for approximately 40% of aircraft movements at Karratha compared to only 7.5% of operations at Broome.

1 A full list of the abbreviations used in this report can be found at Annex A.

2 For the purposes of this PIR, Passenger Transport services are defined as activities involving Regular Public Transport and all

non-freight-only Charter operations.



1.2 Issues

The key issues raised by airspace users during the generative interviews have been categorised as follows:

Procedural control environment:

Delays result when more than two aircraft are inbound at the same time.

Upon transfer to the tower frequency amended tracking instructions are issued to the aircraft.

The issuing of amended departure clearances with aircraft “ready” calls results in FMS interaction and causes holding point delays.

Broome Tower’s radio frequency congestion.

Accommodating training flights and practice instrument approaches within the Class D airspace at Broome and Karratha can be difficult.

At times of Very High Frequency (VHF) frequency congestion at Karratha, ground operations are impeded.

Airspace and Routes:

The introduction of Standard Instrument Departures (SIDs) and Standard Traffic Arrival Routes (STARs) would be beneficial.

The timed Non-Directional Beacon (NDB) and Very High Frequency Omni-Directional Radio Range (VOR) approach procedures are not available during tower hours due to non-containment within controlled airspace.

It was identified that some charting errors, omissions and data discrepancies existed. Industry believe it would be beneficial if the regular public transport aprons at Broome were labelled on the aerodrome charts.

Radio frequency management:

Confusion exists over the appropriate frequency for operations in Broome airspace. This is most evident at the vertical boundary (5,500ft AMSL) with some aircraft monitoring Brisbane Centre whilst others monitor Broome Tower.

Continuous VHF radio coverage in the lower levels of class E airspace at Karratha is not always available.

1.3 Findings / Conclusions

Stakeholders were generally satisfied with the level of service provided by the air navigation service provider, Airservices.

The major issues affecting operations at Broome and Karratha are the result of the procedural ATC environment and not the airspace architecture.


As part of the Surveillance Approach Control Services at Regional Airports (SAFRA) project, Airservices should investigate the installation of Tower Situational Awareness Displays (TSADs) equipment at Broome and Karratha to increase airspace efficiency and situational awareness of Tower controllers. The TSADs should be able to utilise information from



the Paraburdoo radar and the local Automatic Dependent Surveillance – Broadcast (ADS-B) ground stations however its effectiveness will be largely driven by aircraft avionics fitment particularly with respect to Visual Flight Rules (VFR) aircraft. Additional surveillance infrastructure may also be identified as deemed appropriate through Airservices’ ongoing risk monitoring activities which do not fall within the scope of the SAFRA program.

Operators are encouraged to liaise with the relevant air traffic control tower to accommodate their training and practice instrument approach requirements.

Airservices has introduced a Surface Movement Control (SMC) frequency for Karratha Tower. This will assist controller training, reduce workload on the current single tower position and address the known frequency congestion issue.


The design of SIDs and STARs connecting to the appropriate phase of flight would increase airspace efficiency.

CASA is conducting a project reviewing the policy regarding containment of IAPs within controlled airspace. The project is expected to have a draft policy by the end of 2013.

Airspace users are encouraged to notify charting errors and omissions to Airservices’ Publications Unit: [email protected].


Airservices, in conjunction with CASA Aviation Safety Advisors, are scheduled to conduct annual airspace training and education for Broome and Karratha operators at the commencement of each dry season.

Airservices notes that the existence of hills around Karratha may impact on the availability of VHF coverage in proximity to these hills.

1.4 Recommendations

It is important to note that the PIR may make recommendations based on existing and projected data. The following comment as summarised by Chief Justice Sir Harry Gibbs of the High Court of Australia has been considered while conducting the study:

Where it is possible to guard against a foreseeable risk which, though perhaps not great, nevertheless cannot be called remote or fanciful, by adopting a means which involves little difficulty or expense, the failure to adopt such means will in general be negligent.3

CASA applies a precautionary approach when conducting aeronautical studies and therefore the following recommendations are made:

1. Airservices should consider the installation of additional surveillance infrastructure as part of the SAFRA project, including a TSAD in both Broome and Karratha towers to assist controllers’ situational awareness.

3 Gibbs, Chief Justice Sir Harry. Turner v State of South Australia (1982). High Court of Australia before Gibbs CJ, Murphy,

Brennan, Deane and Dawson JJ.

mailto:[email protected]



2. Airservices should review their coordination procedures including but not limited to Letters of Agreement or other internal agreements to facilitate improved traffic efficiencies between Tower and Enroute airspace.

3. Airservices should investigate the development of a refined route structure for Broome and Karratha, incorporating SIDs and STARs where practical to do so to the greatest extent possible considering the available navigation aids or alternative technology such as GNSS so as to increase the efficiency of the airspace.

4. Airservices should investigate the issues relating to VHF radio coverage within the lower levels of Class E airspace at Karratha and implement a plan to address the issues.



Contents

1 Executive Summary ................................................................................... 3

2 Introduction ................................................................................................ 8

3 Background ................................................................................................ 9

4 Consultation ............................................................................................. 15

5 Movement Data........................................................................................ 18

6 Summary of Incidents and Accidents ....................................................... 19

7 Issues ...................................................................................................... 20

8 Findings / Conclusions ............................................................................. 21

9 Recommendations ................................................................................... 21

Annex A - Abbreviations ................................................................................... 23

Annex B - Stakeholders .................................................................................... 25

Annex C - Australian Airspace Structure .......................................................... 26



2 Introduction

The Australian Airspace Policy Statement (AAPS) requires the Civil Aviation Safety Authority (CASA) to undertake regular and ongoing reviews to meet its obligations under Section 13 of the Airspace Act 2007 (Act). In meeting these obligations the Office of Airspace Regulation (OAR) has undertaken a review of airspace changes implemented at Broome and Karratha, Western Australia (WA), in November 2010.

2.1 Purpose

The purpose of this Post Implementation Review (PIR) of Broome and Karratha airspace was to review the changes to airspace architecture and air traffic services which were implemented in November 2010, in the vicinity of Broome and Karratha aerodromes.

2.2 Scope

The scope of this review included consultation with airspace users to determine if appropriate airspace arrangements are in place. These users included:

Airlines,

Charter and scenic operators,

Flying training schools,

Department of Defence (Defence),

Emergency services,

The aerodrome operator, and

The Air Traffic Service (ATS) provider, Airservices Australia (Airservices).

It was beyond the scope of this review to examine aerodrome facilities unless those facilities had significant impact on the safety of operations within the vicinity of the aerodrome. Any such facilities issues would be raised for further consideration by the appropriate stakeholder group.

2.3 Objectives

The objectives of this PIR were to:

Review the airspace architecture associated with the change to airspace on 18 November 2010;

Review the ATS provided within the new airspace since 18 November 2010;

Determine that appropriate risk mitigators have been applied; and

If applicable, make recommendations, supported by the PIR findings, which ensures the protection of passenger transport operations in the vicinity of Broome and Karratha aerodromes.

2.4 Methodology

A multifaceted approach was adopted during this PIR to assess that the measures adopted in establishing the airspace change were prudent and achieved the desired safety outcomes. In order to test the robustness of the airspace change a number of information sources were canvassed. These included but were not limited to:

Generative stakeholder interviews,

Aerodrome site inspections,

Evaluation of Incident reports,

Various types of relative modelling, and

Previous studies.



3 Background

Broome and Karratha Airports are situated on the northern coastline of Western Australia north of Perth (Figure 1).

Figure 1: Relative Airport locations (Source: Google Earth)

Broome International Airport (here after referred to as Broome) is owned by Pearl Coast Properties Pty Ltd and operated by Broome International Airport Pty Ltd, both companies being part of the Broome International Airport Group. Broome services regional, domestic and international aircraft operations. The Broome region is both a major tourist destination and a centre for the resource industry Fly-in, Fly-out (FIFO) operations. As a result Broome supports substantial air traffic associated with these industries. Major operational areas include:

Regional and domestic passenger transport operations,

Multiple Low capacity charter operations,

Coastal Surveillance operations,

Helicopter operations, and

Private and itinerant traffic.

Karratha Airport (here after referred to as Karratha) is owned and operated by the Shire of Roebourne and services a wide variety of rotary and fixed wing aviation operations. Major operational areas include:

Regional and domestic passenger transport operations,

Helicopter marine transfer operations,

FIFO mining transfers, and

Charter Services.

Broome

Karratha

Perth

Alice Springs

Flight Information Region boundary



Both Broome and Karratha are operated as Certified aerodromes under Civil Aviation Safety Regulation (CASR) Part 139.

Broome and Karratha are serviced by a variety of aircraft such as:

Boeing 737 and 717,

Fokker 100,

Embraer E170 and E190, and

Cessna Caravan (C208) and Centurion (C210).

In addition to fixed wing operations, the aerodromes support a large number of helicopter movements each year. Operators utilise a range of helicopters including the large Aerospatiale AS-332 Super Puma and Sikorsky S76 and S92, to the smaller Aerospatiale AS-350 Squirrel and Robinson R44.

Helicopter operations account for approximately 40% of aircraft movements at Karratha compared to only 7.5% of operations at Broome.

The airspace surrounding Broome and Karratha, and the subject of this review, is based on the same airspace design model. The model comprises a Class D control zone (CTR) with overlying Class D and Class E control area (CTA) steps. Figure 2 illustrates the airspace architecture in profile at Karratha. The Broome airspace is a duplication of this model. LEGEND: CTA – Controlled airspace CTR – Control zone ML CENTR – Melbourne ATC Centre BLW - below H24 – 24 hours per day A055 – 5,500 feet above mean sea D – Class D airspace level E – Class E airspace AGL – Above Ground Level G – Class G airspace TWR HR – Tower hours KA – Karratha DME – Distance Measuring TWR – Tower Equipment

Figure 2: Karratha (KA) airspace profile.



At both locations during tower hours, the ATC tower is responsible for the service provision in both the Class D and Class E airspace laterally to 31 nautical miles (NM) and vertically, within the airspace steps, to 5,500 feet (ft) above mean sea level (AMSL). Above 5,500 ft AMSL, Class E airspace is managed by the applicable enroute ATC centre. Outside of tower hours the Class D and Class E airspace, at each location, is reclassified Class G airspace (i.e. non-controlled). As required by Civil Aviation Regulation (CAR) 166, the carriage and use of Very High Frequency (VHF) radio is mandatory for all aircraft at all times at Broome and Karratha.

3.1 Surveillance

There is no radar surveillance coverage in the vicinity of Broome and Karratha. Automatic Dependent Surveillance – Broadcast (ADS-B) surveillance is predicted to be reliably available to at least 5,000 ft AMSL at both aerodromes (Figure 3). Some areas have reliable ADS-B coverage to lower levels than that predicted due to ADS-B ground station position. Observations within the Airservices enroute ATC centre indicated that appropriately equipped aircraft are displayed as ADS-B tracks on the controller’s display whilst on the ground at both Broome and Karratha.

Figure 3: Predicted ADS-B coverage at 5,000 ft AMSL – Airservices Australia.

Broome and Karratha towers provide an aerodrome control service and procedural approach service within their defined airspace volumes. Insufficient electronic surveillance information is available for the provision of surveilled separation services. Radar coverage to both Karratha and Broome from the closest Airservices

Karratha

Broome

Meekatharra

Newman

Telfer

Leonora

Billabong



radar facility situated at Paraburdoo has a base of Flight Level 150. The ATS at Broome is now provided from a new tower / fire station facility whilst the ATS at Karratha is provided from the existing tower facility. Neither tower is equipped with a Tower Situational Awareness Display (TSAD).

TSAD is a tool used by Airservices to provide tower controllers with better situational awareness and is not used for the provision of a surveillance ATS. The TSAD system is an independent, computer based display system and due to equipment limitations, TSAD is not used for separation purposes. TSADs will enhance situational awareness of controllers by utilising available surveillance information from the Paraburdoo radar and the local ADS-B ground stations. TSADs can be enhanced to permit use as a separation tool, however, staff will need to be trained and qualified in its use. It is noted that the effectiveness of TSAD using ADS-B surveillance will be largely driven by aircraft avionics fitment particularly with respect to Visual Flight Rules (VFR) aircraft.

In August 2012 CASA made a Civil Aviation Order covering the phased transition and implementation of a range of avionics equipment mandates, such as the carriage of ADS-B, Mode S transponders and Global Navigation Satellite System (GNSS) navigation. All aircraft operating above Flight Level 290 must carry serviceable ADS-B transmitting equipment from 12 December 2013. From 4 February 2016, any aircraft operated under the Instrument Flight Rules (IFR) in airspace that is Class A, C or E and within the arc of a circle that starts 500 nm true north from Perth Airport and finishes 500 nm true east from Perth Airport must carry serviceable ADS-B transmitting avionics.

The ADS-B mandate will apply to the large capacity IFR traffic into the aerodromes, however, it does not apply to VFR or helicopter operations. Both Broome and Karratha have significant VFR/helicopter operations (Refer to Table 1). Additional surveillance infrastructure would be required to enable the VFR and helicopter traffic at Broome and Karratha to be identified by Airservices’ ATC system.

Key: VFR VFR aircraft including gliders and helicopters IFR – L IFR Low (less than 10 passengers) IFR – M IFR Medium (between 10 and 38 passengers) IFR – H IFR High (More than 38 passengers)

Broome Karratha

VFR 11,565 35.61% 4,683 14.44%

IFR - L 11,998 36.94% 10,375 31.99%

IFR - M 1,979 6.09% 8,270 25.50%

IFR - H 6,939 21.36% 9,109 28.08%

Total Movements 32,481 100.00% 32,437 100.00%

Table 1: Aircraft movements Broome and Karratha for the 2012 calendar year.

CASA’s assessment is that a reliance on the ADS-B mandate will not be sufficient to capture all air traffic and enable Airservices to provide a surveillance approach service at Broome and Karratha. Additional surveillance infrastructure is required at both Broome and Karratha to enable a surveilled separation service to be provided. The installation of radar or other infrastructure such as a Multilateration system to compliment the ADS-B ground stations is required to provide sufficient surveillance to permit a surveilled approach control service to be implemented.

Airservices is conducting a project to introduce Surveillance Approach Control Services at Regional Airports (SAFRA). The project’s goal is to enhance ATC services at 10 regional airports (Albury, Alice Springs, Coffs Harbour, Hamilton



Island, Hobart, Launceston, Mackay, Sunshine Coast, Rockhampton and Tamworth). The project has been expanded to include “the implementation of ATC Approach Services using Surveillance at Broome and Karratha, which are experiencing strong traffic growth”. However, the program scope does not include the provision of additional surveillance infrastructure at Broome and Karratha before 2014.

Airservices conducted a risk assessment in June 2013 which considered whether traffic growth and density levels supported the implementation of an ATC Approach Service using Surveillance at Broome and Karratha. The Report states that “There is no perceived increase in risk at any of the five locations since 2010 due to the lack of surveillance approach services”. The introduction of any additional surveillance infrastructure should also include the installation of TSADs in the towers which are able to be used for traffic separation, complemented by the appropriate training of controllers. Airservices’ have confirmed “that a current project is underway to provide operational TSAD at Broome and Karratha”.

Airservices continue to actively monitor the risks associated with ongoing traffic growth in the areas to determine any requirements for providing enhanced surveillance approach services beyond 2014 utilising the existing ADS-B ground stations.

Additional surveillance infrastructure may also be identified as deemed appropriate through Airservices ongoing risk monitoring activities which do not fall within the scope of the SAFRA program. 3.2 Previous Studies

Previous aeronautical studies undertaken by Airservices and CASA OAR have been identified as having a relationship with the airspace being considered in this PIR. The relevant studies are;

Aeronautical Review of Upper Airspace Services, Tops Group (OAR July 2011).

Aeronautical Review of Upper Airspace Services, West Procedural Group (OAR November 2011).

Aeronautical Study 2008 – Karratha (Airservices February 2009).

Aeronautical Study of Broome (OAR May 2009).

Western Australia Air Traffic Task Force Report (April 2012) to the Aviation Policy Group (APG). Phase 1 of this report was released for industry comment.

Specific issues raised in the previously conducted aeronautical studies and relevant to the PIR of Broome and Karratha have been considered within the stakeholder consultation process (See Section 4.3).

3.3 Identified Threat Scenarios

The OAR’s Aeronautical Study of Broome (May 2009) identified four main threats to passenger transport operations at Broome:

1. itinerant, nil-transponder equipped Visual Flight Rules (VFR) aircraft. The risk has since been mitigated by:

the introduction of Class E airspace, which surrounds the Class D CTA and CTR, which requires aircraft to carry transponders;



the introduction of an air traffic service as a third party providing separation, traffic and associated alerting services; and

education programs conducted by Airservices and CASA Aviation Safety Advisors on the benefits of transponder usage.

The absence of any incident reports since the introduction of ATC indicates that the risks identified in the original study have been mitigated.

2. transponder equipped aircraft crewed by pilots with low experience levels unfamiliar with operations in and around Broome. CASA Aviation Safety Advisors schedule annual airspace training and education programs in the Broome region. The risk has been adequately mitigated.

3. high traffic volumes leading to airspace congestion. The introduction of ATC has mitigated the risk.

4. high levels of radio frequency congestion creating difficulties for flight crews to participate in “alerted see and avoid” techniques. The introduction of an ATC service has reduced the risk. CASA is conducting a review of departure reports at Class D aerodromes which may assist in reducing frequency congestion. The introduction of surveillance based ATS will further assist in reducing the volume of transmissions required.

Airservices conducted an Aeronautical Study of Karratha airspace in 2007 and again in May 2008. The findings of the 2008 report concluded:

1. Existing Common Traffic Advisory Frequency – Radio (CTAF(R))4 procedures are no longer tolerable based on the risk assessment undertaken.

2. A Certified Air / Ground Radio Service (CA/GRS) should be established as an interim step to mitigate the risks. It was noted that traffic projections indicated that the CA/GRS would only temporarily alleviate issues and as traffic levels grow the service may become an encumbrance.

3. An airspace model providing aircraft separation consisting of a Class D Tower service addresses the key risk drivers of IFR/VFR conflict during arrivals and departures.

The introduction of an air traffic service has mitigated the risk of IFR/VFR conflicts. Risk modelling shows a significant reduction in conflict risk.

3.4 Determination

As a result of the aeronautical studies undertaken for Broome and Karratha, the OAR determined that Class D airspace, with associated ATC services, be established at both locations up to 5,500 ft AMSL. Additionally, Class E airspace and associated services would be established above the Class D volume and also extend to low level (1,200 ft above ground level) underneath the Class D steps within 31 NM of the relevant airport (See Figure 2 above).

Airservices was issued a direction to provide a Class D aerodrome control service and associated Class E air traffic control service, seven days per week, during daylight hours commencing on 18 November 2010. It was envisaged that the aerodrome control service hours of operation would capture the majority of arrivals and departures of passenger transport operations.

4 The CTAF(R) concept was replaced by changes to CAR 166 effective 3

rd June 2010 requiring mandatory carriage of VHF

radio at all Registered, Certified, Military and aerodromes as determined by CASA.



3.5 Air Traffic Control Service

In accordance with the CASA directive, Airservices commenced an aerodrome control and procedural approach services within the Class D and Class E airspace from 18 November 2010 at both Broome and Karratha.

4 Consultation

OAR representatives sought input from stakeholders who operate in and around Broome and Karratha. Generative stakeholder interviews were conducted in June 2012 at Darwin, Broome, Karratha, Port Hedland and Perth airports. Comments were sought from stakeholders who contributed to the aeronautical study of Broome completed in May 2009, as well as additional stakeholders. A list of stakeholders who provided feedback for this PIR is contained in Annex B.

Consultation was also conducted with CASA Aviation Safety Advisors and an invitation to contribute was sent to Flight Operations Inspectors (FOI) from the region.

Broome and Karratha controllers were interviewed as were Melbourne Centre and Brisbane Centre enroute controllers. In addition, Airspace Consultative Forum (ACF) members and Northern Western Australian Regional Airspace and Procedures Advisory Committee (RAPAC) members were advised of the review. This information was also posted on the OAR’s web page.

4.1 Broome Stakeholders

The issues reported by airspace users within the Broome airspace are:

When more than two aircraft are inbound at the same time procedural delays result.

Upon transfer to the tower frequency amended tracking instructions are issued to the aircraft. This requires interaction with the aircraft flight management system (FMS) which is undesirable in the later stages of the approach when cockpit workload is high. This is a common occurrence when aircrew request practice instrument approaches. [Airservices comment: The coordination and request for a practice instrument approach comes around thirty minutes before the estimated time of arrival of the aircraft. The expectation of the approach can be given with the indication that the aircraft will be able to conduct the approach, however the traffic situation can change in that time. The situations where aircraft are denied a practice instrument approach after being told to expect it are rare. However if the rare situation arises, it would be likely due to workload/traffic situations which could not have been foreseen at the coordination stage.]

The design of Standard Instrument Departures (SIDs) and Standard Traffic Arrival Routes (STARs) connecting to the appropriate phase of flight (i.e. Instrument Approach or En-route structure) would increase airspace efficiency.

The issuing of amended departure clearances with aircraft “ready” calls results in FMS interaction and causes holding point delays. It is common to be given a clearance to a high cruising altitude with the airways clearance, only to have it reduced to a significantly lower altitude when cleared for take-off. [Airservices comment: Amended clearances are common, as Broome is a procedural airspace environment.]




Accommodating training flights and practice instrument approaches is difficult to achieve at times within the airspace at Broome. [CASA Comment: The 7 March 2013 edition of the En Route Supplement of Australia has added an entry that “…pilots wishing to conduct circuits/practice instrument approaches are to contact Broome Tower…”]

Broome Tower’s radio frequency can be congested at times due to traffic volumes and procedural control requirements.

It would be beneficial if the regular public transport aprons were labelled on the aerodrome charts.

The introduction of VFR routes may assist traffic flow and enable helicopters to change category from IFR to VFR, reducing track miles and speed changes when inbound to Broome. [CASA Comment: It is understood that charter and FIFO contracts stipulate flights must be conducted under the IFR. Airservices reviewed the proposal and have not identified direct benefits to industry. The proposed routes would also increase the noise impact on the surrounding community.]

4.2 Karratha Stakeholders

The issues reported by airspace users within the Karratha airspace are:

At times of VHF frequency congestion, ground operations are impeded. A dedicated Surface Movement Control (SMC) frequency may alleviate the problem. [CASA Comment: Airservices has introduced a SMC for Karratha Tower. This will assist controller training, reduce workload on the current single tower position and address the known frequency congestion issue.]

Airspace availability for instrument approach training and currency is sometimes limited. Instrument training within the Class D airspace can be difficult to accommodate at times due to traffic levels and the procedural nature of the ATS.

Pilot understanding of the design and functionality of the airspace is disjointed and confusion exists. Training and education of operators is desirable and would ideally be pertinent on commencement of the annual dry season.

The timed NDB and VOR approach procedures are not available during tower hours due to non-containment within controlled airspace.

Continuous VHF radio coverage in the lower levels of class E airspace is not always available. [CASA Comment: Airservices notes that the existence of hills around the aerodrome may impact on the availability of VHF coverage in proximity to these hills. Refer to figure 5 below].



Figure 5: VHF coverage at 1,200 feet AMSL at Karratha

4.3 Issues from previous Aeronautical Studies

The following issues were raised in regard to Broome and Karratha airspace as a result of other aeronautical studies conducted by the OAR.

The existing Class E airspace steps at Broome do not capture the increasing level of IFR traffic from the North West. The OAR, with the assistance of Airservices Australia is to conduct a review of the Class E airspace steps at Broome to determine if the current airspace design is appropriate.5

This PIR found that the anticipated increase in air traffic from the North West has not eventuated. Therefore CASA considers that the Class E airspace steps are appropriate.

The retention of the Class E airspace steps at Karratha from 25 Distance Measuring Equipment (DME) at and above 5,500 feet (ft) outside of tower hours does not appear to support aircraft operations. The OAR whilst undertaking the Karratha Post Implementation Review should determine if the current airspace design is appropriate for aircraft operations outside of Tower hours.6

There are still a number of aircraft operations conducted outside tower hours. The PIR determined that the number of operations warrants the retention of Class E airspace steps at Karratha from 25 DME at and above 5,500 ft AMSL in order to provide a service to the IFR aircraft.

5 http://www.casa.gov.au/wcmswr/_assets/main/lib100077/topsgroup-aero-review.pdf

6 http://www.casa.gov.au/WCMSWR/_assets/main/lib100077/aero-review-west-procedural-group.pdf

http://www.casa.gov.au/wcmswr/_assets/main/lib100077/topsgroup-aero-review.pdf

http://www.casa.gov.au/WCMSWR/_assets/main/lib100077/aero-review-west-procedural-group.pdf



5 Movement Data

5.1 Scheduled Passenger Transport Operations The Bureau of Infrastructure, Transport and Regional Economics (BITRE) collects and publishes statistical data on aircraft and passenger movements at Australian aerodromes. Data is derived from international, domestic and regional Regular Public Transport services, and does not include charter or other non-scheduled activity. BITRE data is compiled and published based on movement data within a given financial year.

Airservices’ Airspace Research Application (ARA) database was developed to enhance their situational awareness of traffic at aerodromes throughout Australia and identify locations of interest that may trigger further research. CASA obtains ARA data from Airservices to assist in the analysis of collision risk at aerodromes that are under review. ARA data consists of aircraft movements, passenger numbers and aircraft incidents from sources such as Avdata Australia (Avdata), Australian Transport Safety Bureau (ATSB), Electronic Safety Incident Reports (ESIRs), submitted flight plans and location specific intelligence reports.

5.2 Data Analysis

For the purpose of this PIR an analysis of the Airservices’ ARA data was undertaken to assess the impact on aviation activity post implementation of controlled airspace. Tables 2 and 3 summarises the outcomes of this analysis.

FY 2008 -

2009

FY 2009 -

2010

FY 2010 –

2011*

FY 2011 -

2012

FY 2012 -

2013

Change 2008/09 -

2012/13

Aerodrome Movements Movements Movements Movements Movements % change

KARRATHA 29,901 30,613 35,930 31,743 33,257 11.22%

BROOME 36,800 37,500 23,690 31,777 32,493 -11.70% Table 2: Aircraft movements – Broome and Karratha

(* Data contains approximately seven (7) months of movement information post implementation of Class D/E Airspace)

FY 2008 -

2009

FY 2009 -

2010

FY 2010 –

2011*

FY 2011 -

2012

FY 2012 -

2013

Change 2008/09 -

2012/13

Aerodrome Passengers Passengers Passengers Passengers Passengers % change

KARRATHA 493,877 738,562 861,384 952,459 990,594 99.37%

BROOME 466,900 515,100 573,749 533,728 556,650 20.17%

Table 3: Passenger figures – Broome and Karratha (* Data contains approximately seven (7) months of movement information post implementation of

Class D/E Airspace)

Analysis of the movement data indicates that:

the accuracy of the data has increased. The ARA was developed to enable a unique multiplier to be entered for individual locations when research showed that the factor of 4 global multiplier was grossly inaccurate. For non-controlled locations the circuit count is factored into the business rule that estimates the total number of VFR movements. (i.e. total VFR movements = IFR movements multiplied by a factor of 2). At towered locations circuits are recorded on strips or running sheets and then entered into the Operational Data Warehouse. CASA believes that



the movement data post introduction of ATC is more accurate than previous years. The increase in movements at Broome from 23,690 to 32,493 (2010-11 to 2012-13) is more indicative of the current trend than the decrease from 2008-2009 to 2012-2013.

larger aircraft types are operating into Broome. There has been a significant increase in the number of 70+ seat aircraft such as the Embraer E170 and E190 aircraft.

Karratha passenger numbers indicate an average annual growth in the order of 30% per annum. Concurrently, aircraft movements have increased at an average rate of 2% over the period. Consultation with stakeholders confirmed that the increases are the result of continuing mining and resource operations in the area. Operators of scheduled passenger transport operations indicated that it was likely that as demand into and out of Karratha continued, larger airframes will be utilised rather than additional services added. This is a common theme across remote and regional areas.

6 Summary of Incidents and Accidents

6.1 Aviation Safety Incident Reports All accidents and incidents involving Australian registered aircraft, or foreign aircraft in Australian airspace must be reported to the ATSB. The ATSB maintains its own database, the Safety Investigation Information Management System (SIIMS), in which all reported occurrences are logged, assessed, classified and recorded. The information contained within SIIMS is dynamic and subject to change based on additional and/or updated data. Each individual report is known as an Air Safety Incident Report (ASIR) and for identification purposes is allocated its own serial number.

A comparison of ASIRs submitted to the ATSB has been undertaken during the PIR of Broome and Karratha so as to determine whether identified threat scenarios have been addressed through the implementation of the airspace change. Incident data was extracted from the SIIMS database for the period 1 January 2008 to 31 December 2012, which captures pre-airspace change trends and post airspace change trends. The results of pre and post airspace change incidents are in Tables 4 and 5.

The airspace related incidents have been categorised into three groups:

Breakdown of Separation,

Airspace infringement (previously known as Violation of Controlled Airspace).

Traffic Alert and Collision Avoidance System (TCAS) events.

Broome

Type of Incident 2008 2009 2010 2011 2012

Breakdown of Separation

1 - 1 2 5

Airspace Infringement - - - 5 -

TCAS Resolution Advisory (RA)

- 2 - - 2

Table 4: ASIRs at Broome – 01 January 2008 to 31 December 2012.



Karratha

Type of Incident 2008 2009 2010 2011 2012

Breakdown of Separation

2 1 2 3 2

Airspace Infringement - - - 2 1

TCAS RA - - 2 - -

5: ASIRs at Karratha – 01 January 2008 to 31 December 2012.

Overall the number of incidents reported to ATSB has remained steady since the establishment of Class D and Class E airspace at Broome and Karratha. The relatively low number of airspace infringements in 2011 indicate that the education program prior to the implementation of ATC services was thorough.

CASA’s Airways and Aerodromes Branch is investigating the root causes of the increase in Breakdown of Separation incidents at Broome in 2012.

7 Issues

The key issues raised by airspace users during the generative interviews have been categorised as follows:


Delays result when more than two aircraft are inbound at the same time.

Upon transfer to the tower frequency amended tracking instructions are issued to the aircraft.

The issuing of amended departure clearances with aircraft “ready” calls results in FMS interaction and causes holding point delays.

Broome Tower’s radio frequency congestion.

Accommodating training flights and practice instrument approaches within the Class D airspace at Broome and Karratha can be difficult.

At times of Very High Frequency (VHF) frequency congestion at Karratha, ground operations are impeded.


The introduction of Standard Instrument Departures (SIDs) and Standard Traffic Arrival Routes (STARs) would be beneficial.

The timed Non-Directional Beacon (NDB) and Very High Frequency Omni-Directional Radio Range (VOR) approach procedures are not available during tower hours due to non-containment within controlled airspace.

It was identified that some charting errors, omissions and data discrepancies existed. Industry believe it would be beneficial if the regular public transport aprons at Broome were labelled on the aerodrome charts.





Continuous VHF radio coverage in the lower levels of class E airspace at Karratha is not always available.

8 Findings / Conclusions

Stakeholders were generally satisfied with the level of service provided by the air navigation service provider, Airservices.

The major issues affecting operations at Broome and Karratha are the result of the procedural ATC environment and not the airspace architecture.


As part of the SAFRA project, Airservices should investigate the installation of TSADs equipment at Broome and Karratha to increase airspace efficiency and situational awareness of Tower controllers. The TSADs should be able to utilise information from the Paraburdoo radar and the local ADS-B ground stations however its effectiveness will be largely driven by aircraft avionics fitment particularly with respect VFR aircraft. Additional surveillance infrastructure may also be identified as deemed appropriate through Airservices’ ongoing risk monitoring activities which do not fall within the scope of the SAFRA program.

Operators are encouraged to liaise with the relevant air traffic control tower to accommodate their training and practice instrument approach requirements.

Airservices has introduced a SMC frequency for Karratha Tower. This will assist controller training, reduce workload on the current single tower position and address the known frequency congestion issue.


The design of SIDs and STARs connecting to the appropriate phase of flight would increase airspace efficiency.

CASA is conducting a project reviewing the policy regarding containment of IAPs within controlled airspace. The project is expected to have a draft policy by the end of 2013.

Airspace users are encouraged to notify charting errors and omissions to Airservices’ Publications Unit: [email protected].


Airservices, in conjunction with CASA Aviation Safety Advisors, are scheduled to conduct annual airspace training and education for Broome and Karratha operators at the commencement of each dry season.

Airservices notes that the existence of hills around Karratha may impact on the availability of VHF coverage in proximity to these hills.

9 Recommendations

CASA applies a precautionary approach when conducting aeronautical studies and

1. Airservices should consider the installation of additional surveillance infrastructure as part of the SAFRA project, including a TSAD in both Broome and Karratha towers to assist controllers’ situational awareness.

mailto:[email protected]



2. Airservices should review their coordination procedures including but not limited to Letters of Agreement or other internal agreements to facilitate improved traffic efficiencies between Tower and Enroute airspace.

3. Airservices should investigate the development of a refined route structure for Broome and Karratha, incorporating SIDs and STARs where practical to do so to the greatest extent possible considering the available navigation aids or alternative technology such as GNSS so as to increase the efficiency of the airspace.

4. Airservices should investigate the issues relating to VHF radio coverage within the lower levels Class E airspace at Karratha and implement a plan to address the issues.

Annexes:

A. Abbreviations B. Stakeholders C. Australian Airspace Architecture



Annex A - Abbreviations

Abbreviation Explanation

AAPS Australian Airspace Policy Statement 2012

ACAS Airborne Collision Avoidance System (generic term for TCAS)

Act Airspace Act 2007

ADS-B Automatic Dependant Surveillance Broadcast system

AI Airspace Incursion (previously known as Violation of Controlled Airspace)

AMSL Above Mean Sea Level

ARA Airspace Research Application

ARM Airspace Risk Model

ASIR Aviation Safety Incident Report (recorded by ATSB)

ATC Air Traffic Control

ATI Air Transport Inspector

ATS Air Traffic Service

ATSB Australian Transport Safety Bureau

Avdata Avdata Australia (aviation movement data provider)

BITRE Bureau of Infrastructure, Transport and Regional Economics

CA/GRS Certified Air/Ground Radio Service

CAO Civil Aviation Order

CAR Civil Aviation Regulation 1988

CASA Civil Aviation Safety Authority

CASR Civil Aviation Safety Regulation 1998

CTA Control Area

CTAF Common Traffic Advisory Frequency

CTAF(R) Common Traffic Advisory Frequency (Radio required)

CTR Control Zone

Defence Department of Defence

Department Department of Infrastructure and Transport

DME Distance Measuring Equipment

EM Executive Manager

ESIR Electronic Safety Incident Report (recorded by Airservices)

FIFO Fly-in, Fly-out

FIS Flight Information Service

FL Flight Level

FN Curve Frequency / Severity Risk curve

FOI Flying Operations Inspector

ft feet

GA General Aviation

HF High Frequency

IAS Indicated Air Speed

ICAO International Civil Aviation Organization

IFR Instrument Flight Rules

IFR - H IFR High – more than 38 passengers

IFR - L IFR Low – less than 10 passengers

IFR - M IFR Medium – between 10 and 38 passengers

km(s) kilometre(s)

kt(s) knot(s)

m metre(s)

MOS Manual of Standards

NDB Non-Directional Beacon (navigation aid)



Abbreviation Explanation

NM Nautical Miles

NOTAM Notice to Airmen

OAR Office of Airspace Regulation

PA Prohibited Area

PT Passenger Transport

RA Restricted Area

RAPAC Regional Airspace and Procedures Advisory Committee

RIS Radar Information Service

SAFRA Surveillance Approach Control Services at Regional Airports

SAR Search and Rescue

SIIMS Safety Investigation Information Management System

SMC Surface Movement Control

SVFR Special Visual Flight Rules

TAF Aerodrome Forecast

TCAS Traffic Alert and Collision Avoidance System (a proprietary term used in lieu

of ACAS) VFR Visual Flight Rules

VHF Very High Frequency

VIS Visibility

VMC Visual Meteorological Conditions

VNC Visual Navigation Chart

VOR VHF Omni-Directional Radio Range (navigation aid)

VTC Visual Terminal Chart



Annex B - Stakeholders

Organisation Organisation

Air North Alliance Airlines

Pearl Aviation Cobham Aviation Services

Surveillance Australia Jetstar

Broome Aviation Broome Air Services

King Leopold Air Royal Flying Doctor Service

Golden Eagle Airlines Bristow Helicopters

Paspaley Pearling Company Virgin Blue

Karratha Flying Services Qantas

WA Police Air Wing SkyWest

Woodside Skippers

Broome Airport CHC Helicopters

Karratha Airport Helicopters New Zealand

Regional Airspace and Procedures Advisory Committee

Airspace Consultative Forum

Position Organisation

Tops Group Sector Controllers Air Traffic Control Group, Airservices

West Procedural Group Controllers Air Traffic Control Group, Airservices

Broome Tower Staff Air Traffic Control Group, Airservices

Karratha Tower Staff Air Traffic Control Group, Airservices

Aviation Safety Advisors Safety Analysis and Education Division, CASA

Flying Operations Inspector (FOI) Operations Division, CASA

Air Transport Inspector (ATI) Operations Division, CASA

Defence OAR Department of Defence – Royal Australian Air Force


Post Implementation Review of Broome and Karratha Airspace Version: 1.0

Annex C - Australian Airspace Structure

Class Description Summary of Services/Procedures/Rules

A All airspace above Flight Level (FL) 180 (east coast) or FL 245

Instrument Flight Rules (IFR) only. All aircraft require a clearance from Air Traffic Control (ATC) and are separated by ATC. Continuous two-way radio and transponder required. No speed limitation.

B

Not currently used in Australia. May be used in control zones (CTRs) of defined dimensions and control area steps generally associated with major capital city controlled aerodromes.

IFR and Visual Flight Rules (VFR) flights only. All aircraft require a clearance from ATC and are separated by ATC. Continuous

two-way radio and transponder required.

C

In control zones (CTRs) of defined dimensions and control area steps generally associated with controlled aerodromes.

All aircraft require a clearance from ATC to enter airspace. All aircraft require continuous two-way radio and transponder. IFR separated from IFR, VFR and Special VFR (SVFR) by ATC with no speed limitation for IFR operations. VFR receives traffic information on other VFR but are not separated from each other by ATC. SVFR are separated from SVFR

when visibility (VIS) is less than Visual Meteorological Conditions (VMC). VFR and SVFR speed limited to 250 knots (kt) Indicated Air Speed (IAS) below 10,000 feet (ft) Above Mean Sea Level

(AMSL)*.

D

Towered locations such as Bankstown, Jandakot, Archerfield, Parafield and Alice Springs.

All aircraft require a clearance from ATC to enter airspace. For VFR flights this may be in an abbreviated form. As in Class C airspace all aircraft are separated on takeoff and landing. All aircraft require continuous two-way radio and are speed limited to 200 kt IAS at or below 2,500 ft within 4 NM of the primary Class D aerodrome and 250 kt IAS in the remaining Class D airspace.

IFR are separated from IFR, SVFR, and are provided with traffic information on all VFR. VFR receives traffic on all other aircraft but are not separated by ATC. SVFR are separated from SVFR when VIS is less than VMC.

E Controlled airspace not covered in classifications above.

All aircraft require continuous two-way radio and transponder. All aircraft are speed limited to 250 kt IAS below 10,000 ft AMSL*,

IFR require a clearance from ATC to enter airspace and are separated from IFR by ATC, and provided with traffic information as far as practicable on VFR.

VFR do not require a clearance from ATC to enter airspace and are provided with a Flight Information Service (FIS). On request and ATC workload permitting, a Surveillance Information Service (SIS) is available within surveillance coverage.

F Not currently used in Australia.

G Non-controlled.

IFR receives FIS on IFR and known VFR traffic. Continuous two-way radio required. VFR provided with FIS, SAR and a weather update service. On request and ATC workload permitting, a RIS is available within

radar coverage. VHF radio required above 5,000 ft AMSL and at aerodromes where carriage and use of radio is required. All aircraft are speed limited to 250 kt IAS below 10,000 ft AMSL*.

Clearance from ATC to enter airspace not required.

* Not applicable to military aircraft. **If traffic conditions permit, ATC may approve a pilot's request to exceed the 200 kt speed limit to a maximum limit of 250 kt unless the pilot informs ATC a higher minimum speed is required.

Documents

Post Implementation Review of Broome and Karratha · PDF fileOffice of Airspace Regulation Page 3 of 26 Post Implementation Review of Broome and Karratha Airspace Version 1.0 Version: