GRIFFITH UNIVERSITY GRIFFITH AVIATION COURSE CODE 1508BPS COURSE TITLE AIRWAYS OPERATION AND DESIGN ASSESSMENT ITEM NUMBER ASSIGNMENT 1 ASSESSMENT TITLE GROUP ASSIGNMENT – REPORT DUE DATE 15 OCTOBER 2014 STUDENT NAME & STUDENT ID MICHELLE SHIELS - 2942509 REBECCA SPENCER - 2942503 CLAIRE GIPPS - 2944381 LOK HIN LI - 2942252 MICHAEL BRADSHAW - 2651146 MITCHELL TYNAN - 2941977 COURSE CONVENOR A.PROF PATRICK MURRAY WORD COUNT
27
Embed
Group Aviation Reportmichellekshiels.weebly.com/uploads/5/1/0/8/... · coverage with two frequencies available for access to the flight information service (FIS): 135.6 for operations
This document is posted to help you gain knowledge. Please leave a comment to let me know what you think about it! Share it to your friends and learn new things together.
Transcript
GRIFFITH UNIVERSITY
GRIFFITH AVIATION
COURSE CODE 1508BPS
COURSE TITLE AIRWAYS OPERATION AND DESIGN
ASSESSMENT ITEM NUMBER ASSIGNMENT 1
ASSESSMENT TITLE GROUP ASSIGNMENT – REPORT
DUE DATE 15 OCTOBER 2014
STUDENT NAME & STUDENT ID MICHELLE SHIELS - 2942509
REBECCA SPENCER - 2942503
CLAIRE GIPPS - 2944381
LOK HIN LI - 2942252
MICHAEL BRADSHAW - 2651146
MITCHELL TYNAN - 2941977
COURSE CONVENOR A.PROF PATRICK MURRAY
WORD COUNT
Griff ith University - 1504BPS | Assignment 1:Report | Shiels, M. Spencer, R. Gipps, C. Li, L. Bradshaw, M. Tynan, M. | Page 2 of 27
NEW PITTSWORTH AERODROME - ATM REPORT
Michelle Shiels, Rebecca Spencer, Claire Gipps,
Lok Hin Li, Michael Bradshaw, Mitchell Tynan
Griffith University Aviation
Griff ith University - 1504BPS | Assignment 1:Report | Shiels, M. Spencer, R. Gipps, C. Li, L. Bradshaw, M. Tynan, M. | Page 3 of 27
0. EXECUTIVE SUMMARY
This report examines the feasibility of developing an aerodrome in the area
immediately south of Pittsworth. The location is shown in Appendix D and E, which
displays the region on VTC chart and Google Maps. The development of this aerodrome
has been proposed by a businessman who holds interests in the local area, under the
intention of transporting staff and equipment to respective resource sites. The
examinations of this report have been conducted by a safety regulator, senior airline
manager and the president of the local flying club. These three stakeholders provide
recommendations to the airspace model for the aerodrome, collectively concluding that
Class D is most suited for the intermixing operations, with the adoption of Class G
airspace out of tower hours. Suggestions for CNS systems to apply are also made by
the safety regulator and airline manager, having a high concern for safety and
insurance. The safety manager has made recommendations to offer instrument flight
procedures (IFPs) at both runway ends based off area navigation via the Global
Navigation Satellite System. The airline manager has recommended adopting CPDLC
communications, navigations under VOR and SSR surveillance. The report concludes
with potential problems that the flying club members expect to encounter, resulting in the
probable relocation of the club. Should the aerodrome be developed in the proposed
Pittsworth location, operations will see to an intermix of commercial and General
Aviation flights, which can be done successfully by implementing the airspace model
and suggested CNS systems for all operators.
Griff ith University - 1504BPS | Assignment 1:Report | Shiels, M. Spencer, R. Gipps, C. Li, L. Bradshaw, M. Tynan, M. | Page 4 of 27
the radar sites located near the Coastline provide surveillance for only above 9,000ft the
nearby Oakey radar can offer surveillance as low as below 500ft. As the Oakey radar
provides Airservices Australia with surveillance data, New Pittsworth Aerodrome is
already within a suitable surveillance network, provided aircraft are adequately equipped
(CASA, 2014).
2.3.4 Hazards
Located at 27.7°S, 151.6°E, Pittsworth is currently within in G airspace, however
a number of hazards exist within the area that must be addressed.
Proximity to Toowoomba Aerodrome may cause conflicts with circuit traffic.
Proximity to Oakley and Amberley Military bases means that airspace around
Pittsworth is fringed by Restricted and Danger Zones.
Instrument Flight Procedures (IFPs) could potentially conflict with those used at
Toowoomba, Oakley and Amberley.
Traffic mix. The airspace around Pittsworth is already congested, as it is
currently utilised by training aircraft (both military and civil), recreational aircraft
(including gliding, hang gliding and ballooning), military activity (including
parachuting and helicopter operations), passenger and freight flights. Pilot
training, experience, aircraft performance and equipment vary greatly, and the
addition of Pittsworth will increase turboprop, charters and passenger jet activity
in the area.
The Brisbane/Perth IFR route crosses Pittsworth airspace, and so east/west
departures may conflict.
2.4 Airspace
2.4.1 Restricted Areas
The location for New Pittsworth Aerodrome lies within danger area D621A which
occupies airspace from surface (SFC) to 10,000ft. Above this is restricted area R639A,
occupying space from 10,000ft to a ceiling specified via NOTAM. Furthermore,
surrounding the aerodrome in all directions are other restricted and danger areas utilised
Griff ith University - 1504BPS | Assignment 1:Report | Shiels, M. Spencer, R. Gipps, C. Li, L. Bradshaw, M. Tynan, M. | Page 10 of 27
irregularly via NOTAM including: R655AB, R643ABC, R639BC, R620DE as shown in
figure 1 below. These multiple nearby military designated airspaces pose an issue for
New Pittsworth Aerodrome, as permission to utilise the military airspace during active
NOTAM exercises will likely be denied, leaving all traffic inbound and outbound to transit
the zone below 10,000ft. However, CASA is currently reviewing airspace surrounding
Oakey and may impose changes with considerations of the new aerodrome in the area.
2.4.2 Neighbouring Airspace
The location for New Pittsworth Aerodrome lies within class G airspace from
surface (SFC) to 8,500ft and below class E and A which occupy 8,500ft – Flight level
180 (FL180) and above FL180 respectively. Neighbouring class C airspace includes:
Oakey, Amberly and Brisbane as shown below in figure 1.
Figure 1: Local airspace surrounding New Pittsworth Aerodrome.
Griff ith University - 1504BPS | Assignment 1:Report | Shiels, M. Spencer, R. Gipps, C. Li, L. Bradshaw, M. Tynan, M. | Page 11 of 27
Figure 2: Toow oomba w ind velocity recordings at 9am
(National Climate Centre of the Bureau of Meteorology)
2.5 Runway
2.5.1 Length
The runway must service aircraft up to 747 freighters in size. The commonly used
Boeing 747-400 Freighter model was considered which can require a take-off roll of
anywhere between 1.8 km to 5 km depending heavily on several variables including
weight, wind and pressure altitude. However, required landing roll is significantly less
and even fully loaded, a 747-400 Freighter can land safely within 3.5 km of runway in
wet conditions (Boeing, 2002). Considering these aircraft will generally depart without
cargo the suggested runway length of 3.8 km can accommodate for this without much
disruption to the unlikely location specified.
2.5.2 Direction
Local wind conditions at both nearby weather stations: Oakey and Toowoomba
were consulted when considering runway design. Figure 2 shows easterlies as the most
frequent and strongest winds. The statistics also show the next three most common
wind directions are west, south-west, and
north-east, see appendix B for further
details. With this information and
considering the land available it is apparent
that the ideal runway direction is east-north-
east or N 80° E. This will be runway 08 by
name and it will allow aircraft to take off
with headwind during the common easterly
wind conditions and its reciprocal runway is
at 260° and will be known as runway 26.
This direction on the same flight strip will be
used instead during westerly component
winds. Furthermore, this angle of runway
suits the local environment with limited
space and a requirement for Boeing 747
freighters to access the aerodrome.
2.6 Air Routes
Griff ith University - 1504BPS | Assignment 1:Report | Shiels, M. Spencer, R. Gipps, C. Li, L. Bradshaw, M. Tynan, M. | Page 12 of 27
It will be recommended that New Pittsworth Aerodrome adopt a non-standard
right circuit for operations on runway 08 and standard left circuits for 26 to reduce traffic
overhead Pittsworth Township. Arrivals to and departures from the circuit pattern will
take place on to the west of New Pittsworth Aerodrome preferably on crosswind or base
legs of the circuit. This is in order to avoid climbs and descents above Cambooya and
Toowoomba while flights depart from or join existing air routes. However, routes for
eastbound arrivals and departures such as to/from Brisbane will depend entirely on
military clearance. Recommended circuit directions are shown in yellow and
approaches/departures are shown in red below in figure 3.
Figure 3: Circuit direction (not to scale) and proposed approach/departure routes.
Griff ith University - 1504BPS | Assignment 1:Report | Shiels, M. Spencer, R. Gipps, C. Li, L. Bradshaw, M. Tynan, M. | Page 13 of 27
3. AIRLINE MANAGERS
3.1 Airspace Model
The airspace model constructed for safety around New Pittsworth Aerodrome is
shown in fig. 1. Each step is in increments of approximately 5nm from the aerodrome;
until 8500ft whereby the increments increase to 10nm, up until the boundaries of the
Eastern 43nm Amberley ARP. Outside of tower hours, class D airspace will be
categorised as class G airspace. Though, during tower hours there is a clear path
through controlled airspaces from class A (above FL180), down to class D airspace.
This controlled airspace is the safest possible area for decent, because separation and
information is provided to IFR and VFR pilots. This is safer than the previous
configuration of class E airspace, as no unknown VFR pilots are permitted to fly in the
area. Thus, aerodrome operations are not complicated by the need for pilots to
communicate instructions to aircraft not in contact with ATC.
3.2 CNS Systems
3.2.1 Communications
The use of a CPDLC system would be a beneficial tool to any aerodrome,
contributing to higher safety standards. Our recommendation is that this system be
implemented at New Pittsworth aerodrome. A CPDLC system exchanges text-based
communications from controller to pilot, thusly not allowing for interpretation problems,
which often occur with verbal communications (Roberts, 2012). Messages sent via
CPDLC are sent directly to the aircraft concerned, limiting the chatter on radio, and
leaving no room for misinterpretation by other pilots (Sita Aero, 2011). This system also
has the capability of uploading certain messages directly to the flight management
system. Direct upload reduces the risk of input errors by the crew, therefore increasing
the safety of the flight. Of course, not all aircraft are equipped with a CPDLC system. For
that reason, regular operations will be overseen with the use of VHF radio.
3.2.2 Navigation
Having a VOR the VHF station and the PSR near the power lines near Broxburn
would allow pilots to find the aerodrome with ease, and also provide further utility for
aircraft in distress. This position is ideal for the VOR, VHF and PSR as all require height
to function at full capacity (Civil Aviation Safety Authority, 2008). Additionally, the use of
Griff ith University - 1504BPS | Assignment 1:Report | Shiels, M. Spencer, R. Gipps, C. Li, L. Bradshaw, M. Tynan, M. | Page 14 of 27
ATIS and AWIS services would further the safety standards of the aerodrome outside of
tower hours, with information regarding terminal and weather status. There are two
NDB’s in the area currently located at Oakey and Toowoomba. These are sufficient to
locate the aerodrome, however another NDB could be useful because NDB requires
direct line of sight, and there are mountains between Pittsworth and the current NDB’s
(Civil Aviation Safety Authority, 2005). The addition of a closer NDB should be
considered with expansion of the aerodrome in the future.
3.2.3 Surveillance
PSR would be useful at Pittsworth due to the surrounding uncontrolled class G
airspace, and the potential for aircraft without transponders to go undetected. The
requirement of line of sight would make mountainous terrain a slight concern due to
aircraft potentially flying at extremely low levels, including, but not limited to military
aircraft conducting high speed, low level flying. In this case, SSR would be highly useful,
not only for the detection of low flying aircraft but also to provide separation services
from aircraft descending from class A, through C, to class D.
3.3 Cost & Insurance Concerns
As Senior Manager of Awesome Airlines, the costs associated with the
implementation of a CNS system at New Pittsworth aerodrome is of substantial
importance. At this time, it is believed that a traditional ATC tower should be installed
with respect to the predicted low costs of staffing whilst meeting the requirements of
projected charter and tourist demands.
Our modelling predicts that there is a tourist potential of 800 people per week,
travelling mainly on Friday to Monday. With an installation of an ATC tower at New
Pittsworth aerodrome, Awesome Airlines can benefit from having a mixture of both full-
time and part-time air traffic controllers. The annual salary of an air traffic controller
starts at $93,773 (Airservices Australia, 2014), having less staff working from Tuesday
to Thursday during non-congested periods can help reduce staffing costs of up 42%
annually.
However, with the installation of a new tower, the FAA are looking into
discontinuing control tower services in the near future which can possibly phase out
traditional towers to remote towers (FAA, 2005). The FAA also states that there are
Griff ith University - 1504BPS | Assignment 1:Report | Shiels, M. Spencer, R. Gipps, C. Li, L. Bradshaw, M. Tynan, M. | Page 15 of 27
significant cost savings associated with the use of newer remote towers, a typical
staffed-tower has an average operating cost of $450,000 per year as compared to
$250,000 for a remote tower (FAA, 2005). Despite the plans to scrap traditional towers,
remote towers are still under testing (CASA, 2010) and there a great amount of
uncertainty with regards to the reliability of remote towers and the time-frame of which
traditional towers will begin to be replaced.
As there will be staff in a traditional ATC tower, staff are normally insured for
incidents such as a loss of license. Starting from March 27, 1979, an allowance to
compensate for loss of license insurance premiums are to be paid to Air Traffic
Controllers (Civil Air Australia, 2011). However, with the current ability to reduce staffing,
this allows Awesome Airlines to save on insurance for air traffic controllers.
Overall, with an installation of a traditional ATC tower, Pittsworth aerodrome will
benefit from both reliability of well-trained air traffic controllers as-well as opportunities to
reduce staffing and insurance costs of up to 42% annually whilst meeting requirements
and demands from tourist and charter services for at-least 5 years.
3.4 Airspace Model Selection
New Pittsworth aerodrome currently occupies Class G airspace. Class G airspace
refers to uncontrolled airspace and does not support SVFR nor provide separation and
ATC clearance (Airservices Australia, 2011). Given that tourist and charter services are
projected to double within 5 years, adopting the Class D airspace will become more
suitable for future demands. Class D airspace is controlled airspace for which IFR,
SVFR and VFR is supported and ATC clearance is required. IFR/SVFR to other
IFR/SVFR separation is provided and traffic information is given for all IFR and VFR
(Airservices Australia, 2011). New Pittsworth aerodrome also lies on the Brisbane/Perth
flight path for IFR. It would be a hazard to not change to Class D airspace with respect
to the new operations starting at New Pittsworth Aerodrome as-well as not effectively
making use of an ATC tower if one is installed. It is conclusive that New Pittsworth
Aerodrome should adopt the Class D airspace for safety reasons in conjunction to the
future operations it’s potential growth at the aerodrome.
Griff ith University - 1504BPS | Assignment 1:Report | Shiels, M. Spencer, R. Gipps, C. Li, L. Bradshaw, M. Tynan, M. | Page 16 of 27
4. FLYING CLUB PRESIDENT
4.1 Recommendations to the airspace of the proposed aerodrome
The surrounding area of the proposed aerodrome in Pittsworth has limited scope
for growth. With greater turboprop and freight aircraft operations, potential for future
expansion to accommodate for the likely increase in tourists is strained already, in terms
of airspace. There are many risks associated with a greater demand on the available
airspace. With several activities occurring concurrently, the flying club see more
potential over airspace conflict than benefits (Chong, 2014), should we choose to
continue flying here. As a means of attempting to overcome this, it is recommended that
the aerodrome remain with surrounding Class G airspace (Chong, 2014), particularly for
general and recreational aviation flights.
4.2 Current airspace
Our pilots have previously
been operating at a non-controlled
landing area, using VHF monitoring
to assign landing priorities in a self-
administered style (Brandon, 2014).
As you are proposing to develop a
controlled aerodrome under ATC
service, it is presumed that turboprop
aircraft will hold priority over our own
general aviation aircraft.
4.3 Proposal of adopting class D and G airspace
In ideal weather conditions with exceptional visibility, it is suggested that the
airspace remain as Class G for our aircraft. As seen above in Figure 4 above, GA
aircraft operating below 3000 ft AMSL (or 1000 ft AGL, if higher) may continue low-level
operations "clear of cloud" (Brandon, 2014) while maintaining visual reference with the
ground. This would be suitable as all our aircraft have VHF radio and the pilots hold
current radio endorsements, fully competent with transmissions in this airspace
(Brandon, 2014).
Figure 4: Conditions for VMC Flights in Class G Airspace (Brandon, 2014)
Griff ith University - 1504BPS | Assignment 1:Report | Shiels, M. Spencer, R. Gipps, C. Li, L. Bradshaw, M. Tynan, M. | Page 17 of 27
Our pilots with RA registered aircraft could continue operations in Class G
airspace also, for Visual Meteorological Conditions (VMC) flights only (Brandon, 2014).
Five of our RA aircraft do not have transponders installed, hence their current licences
limit their operations to Class G areas only (CASA, 2014). If your proposed airspace
does not allow for a broad Class G area, the RA aircraft may also operate VMC flights in
Classes C or D, provided they are granted special permission to do so by the aerodrome
(Brandon, 2014). However, this would mean our RA pilots must install transponders in
their aircraft, at their own expense.
As the nearby Australian Army base at Oakey is controlled under Class C
airspace, it would be best to opt for the implementation of Class D, so all aircraft know to
avoid the Class C area and to avoid confusion. Class D is most suitable as this will be a
small, regional airport. When the CTR
is unmanned, CTAFs can simply
revert to Class G control (Brandon,
2014), as is displayed to the right in
Figure 5. Considering the overall
budget and current aerodrome
demand, it is assumed the tower will
not be manned at all times. This has
further been taken into account as
Class D does not require ATC
clearance before the airspace is
entered.
4.4 Potential issues with simultaneous recreational and commercial operations
There are many potential issues which would see our small flying club struggle
with the addition of the new aerodrome. As we are currently operating on minimal costs,
the GA parking ramp, hangar and club rooms will see our club paying additional
amounts for parking fees, rent and maintenance, greatly extending our budget. These
additional costs will not allow us to sustainably maintain the club, as all pilots operate
privately and are self-funded, the main reason we have been based at the Pittsworth
grass landing area these last few years.
Figure 5: Airspace Under Different CTAF Conditions (Brandon, 2014)
Griff ith University - 1504BPS | Assignment 1:Report | Shiels, M. Spencer, R. Gipps, C. Li, L. Bradshaw, M. Tynan, M. | Page 18 of 27
In reference Appendix X, the club treasurer projects an increase in annual
expenses, should we remain at this aerodrome. As seen in this income statement, our
main expenses at current are fuel and aircraft maintenance. Further operating costs to
continue our club flights at Pittsworth will see to a forecasted 164.6% increase in total
expenses.
As stated previously, our aircraft are equipped with VHF radios, which we use to
set priorities to a standard. The introduction of commercial aircraft will not only see their
flights prioritised over our GA aircraft, but will also cause congestion in the new
aerodrome, further increasing our operating costs.
4.5 Reasons our club members may relocate
Based on the potential issues briefly outlined above, it can be seen that members
of our club are looking into relocating. The safety risks involved with simultaneous
operations of intermixing traffic of GA and commercial flights. There is also a greater
demand on a limited airspace with the surrounding base at Oakey and greater frequency
of operations. In addition, congestion on the ground will further increase due to
passenger terminals and additional hangars.
Many of our pilots will not be able to afford the projected costs, previously
mentioned by our treasurer. This is due to rising fuel prices over the next year along with
the rent and maintenance costs of the club rooms and hangar. Furthermore, the
installations of transponders, if Class G airspace is no longer adopted, will see our
recreational pilots funding additional costs, along with parking fees at the aerodrome.
For these reasons, it will be best for our club members to relocate to an
alternative GA landing area, in order to maintain sustainability.
Griff ith University - 1504BPS | Assignment 1:Report | Shiels, M. Spencer, R. Gipps, C. Li, L. Bradshaw, M. Tynan, M. | Page 19 of 27
3. CONCLUSION
This report has outlined the various perspectives of the stakeholders involved
with the construction of the new aerodrome in Pittsworth. Combining their
recommendations for airspace, it is seen that Class G is most suited for this aerodrome.
Additionally, Class D should be adopted outside of tower hours, as suggested by the
airline manager. These two classes would both be suitable for the general aviation
operations, should they continue at Pittsworth. It is evident that most of the club
members will change aerodromes, due to changes in operating costs, traffic and
associated regulations. Implementation of new regulations will be due to the remote
tower system, which also has on demand ATC services, and then the use of CPDLC
communications, as recommended by the safety regulator and airline manager
respectively. Incorporating the various recommendations of the safety regulator, airline
manager and flying club president will contribute to a safe and sufficient aerodrome, with
intermixing operations.
Griff ith University - 1504BPS | Assignment 1:Report | Shiels, M. Spencer, R. Gipps, C. Li, L. Bradshaw, M. Tynan, M. | Page 20 of 27
4. REFERENCE LIST
Airservices Australia. (2014). Air Traffic Control in Training Program. Retrieved from /www.airservicesaustralia.com/careers/air-traffic-controller/air-traffic-control-in-
training-program/
Brandon, J. (2014). Australian Airspace Regulations. Recreational Flying: Flight
Civil Air Australia. (2011). History. Retrieved from http://www.civilair.asn.au/about-us/history
Civil Aviation Safety Authority. (2005). Operational Notes on Non-Directional Beacons (NDB) and Associated Automatic Direction Finding. Retrieved from
www.casa.gov.au/pilots/download/ndb.pdf
Civil Aviation Safety Authority. (2008). Operational Notes on VHF Omni Range
(VOR). Retrieved from http://www.casa.gov.au/pilots/download/VOR.pdf
Civil Aviation Safety Authority (CASA). (2010). Aeronautical studies of Alice Springs. Retreived from http://www.casa.gov.au/wcmswr/_assets/main/lib100008/alice_springs_study.pdf
Civil Aviation Safety Authority (CASA). (2012, February 4). Australian
Government Commonwealth Law. Retrieved October 3, 2014, from Manual of Standards Part 139 - Aerodromes Version 1.8: http://www.comlaw.gov.au/Details/F2012C00095
Civil Aviation Safety Authority (CASA). (2014, June .). Preliminary Airspace
Assessment of Brisbane West Wellcamp. Retrieved October 3, 2014, from Civil Aviation Safety Authority: http://www.casa.gov.au/wcmswr/_assets/main/lib100198/bris-west-wellcamp-june2014v1.pdf
Chong, J. (2014, May 27). CASA Finds Airspace Issues for Wellcamp Airport.
Australian Aviation Retrieved from australianaviation.com.au/2014/05/casa-finds-airspace-issues-for-wellcamp-airport/
Federal Aviation Administration (FAA). (2005). Retrieved from