Section 20: Background and Existing Airspace

New Runway Project

PRELIMINARY DRAFT MAJOR DEVELOPMENT PLAN VOLUME C: AIRSPACE MANAGEMENT PLAN SECTIONS 19-26 MAY 2018 19 Airspace Management Plan Introduction

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16 New Runway Project | Preliminary Draft Major Development Plan May 2018 20 Background and Existing Airspace Management

20Background and Existing Airspace Management

This section provides background information to assist in understanding why aircraft fly where they do. Detail is also provided on the following areas: ••How does weather affect airport operations? ••What are air traffic control operating procedures? ••How are flight paths designed?

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London

Dubai

Hong Kong

Singapore

access opportunity choice more cheaper more airlines airfares destinations more seats due to more compe- more options for available tition all travellers

PERTH

20.1 Introduction 20.2 Airport International services are the lifeblood of the State’s international The New Runway Project (NRP) Operating Hours tourism industry and the comprises the construction of a new Perth Airport operates 24 hours, employment it supports. A reduced runway up to 3,000 metres long seven days a week, providing an level of international air services parallel to the existing main runway essential link for business and leisure that would arise from restrictions on (03L/21R). travel, and meeting the needs of: Perth Airport would therefore have ••regional communities and the This section provides background profound impacts on tourism and all resource sector, information on considerations those who depend on that industry. ••interstate domestic travel, and airspace operations to help ••international access to multiple The operational conditions at Perth understand the impacts of the global destinations, and Airport are also critical to maintaining NRP, including the various modes ••freight, including express and time and supporting an effective freight of operation, the considerations critical supplies. and logistics industry. A multitude for determining which runway of industries from minerals such to use, and limitations that Maintaining operational flexibility as gold and diamonds, primary contribute to the design of at Perth Airport are critical to produce such as seafood and meat where flight paths are located. supporting Western Australia’s and a variety of specialist imports economy. Perth Airport is part Additional information on the rely on the extensive dedicated of a national and global aviation construction of the new runway and freight and passenger plane network and, as such, flight times associated infrastructure can be ‘belly freight’ to support industry. and schedules are not determined found in Section 6. Any operational restriction in locally. The viability of many of Perth’s these times would adversely and international air services depend on materially impact the industries linking with connecting networks which rely on overnight and well through hub airports, such as Dubai connected international routes. and Singapore. Any restrictions on the operations of Perth Airport A new growing market is that would lead to a significant loss of related to internet purchasing. Online air services, which may result in retail is driven by its time critical a reduction of service levels and a responsiveness, and similar to other likely increase in the cost of flying sectors, operational restrictions for community members and will directly and adversely impact businesses. providers and consumers.

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20.3 Existing Airspace movements can vary for a variety direction and tailwind if taking of reasons. Section 2 discusses the off in the opposite direction. London Considerations hourly, daily and weekly aircraft The principal consideration in Aircraft are designed to take-off movement profiles of Perth Airport. deciding where and how aircraft and land into the wind. Therefore, arrive and depart from an airport is As detailed in Section 2, the total the weather, and in particular wind safety. This takes precedence over all annual aircraft movements at speed and direction, is generally the other matters. Following safety there Perth Airport are forecast to grow main factor in determining which are a wide range of other factors from 135,220 in 2016 to more than runway direction is used. Aircraft Dubai 241,000 movements in 2045. can operate safely on a runway that Hong Kong that influence the use of current and future runways, and the location and has a small tailwind component, design of where aircraft fly, including: 20.3.2 Weather Variation typically less than five knots if the ••demand and volume of aircraft There are a number of ways in which runway surface is dry. traffic, weather affects aircraft operations, Excessive crosswind components Singapore ••weather variations, such as: can impact an aircraft’s ability ••departure and arrival procedures, ••wind direction and speed, to take-off or land safely. The ••modes of runway operations and which dictate the direction of strength of a crosswind component access opportunity choice capacity (the maximum number the operating runways (i.e. the is a function of both the wind’s more cheaper more of aircraft which can be processed airlines airfares destinations direction from which aircraft can strength and its direction. The closer more seats due to more compe- more options for over a period of time), land or take-off), available tition all travellers the wind’s direction is to being ••aircraft sequencing, ••different operating rules required perpendicular to the runway, the ••efficiency including fuel burn and when the runway is wet, and greater its crosswind component. PERTH carbon emissions, ••visibility due to fog or height of ••managing the impact to the cloud base determines which Meteorological information for Perth surrounding communities through departure and arrival procedures Airport has been collected for many noise abatement procedures, and operating rules are used. years by the Bureau of Meteorology ••local airspace coordination, and and Airservices Australia. Wind Weather conditions influence airport ••flight path design. speed and direction observations operations and have an impact on have been made by the Bureau 20.3.1 Demand and Volume the capacity of the airport. of Meteorology at 9.00 am and of Aircraft Traffic 3.00 pm every day since 1 May 1944. 20.3.2.1 Wind The number of aircraft wanting to For flight operations, wind is most Wind patterns at Perth Airport can fly, and the timing of when aircraft commonly described in terms of be characterised by a distinct daily want, to fly influence the runway its crosswind and headwind or pattern. As shown in Figure 20‑1. infrastructure required and the way tailwind components. Crosswind is In the mornings, winds are in which aircraft use the airspace. the wind that blows at right angles predominantly easterly or north- 9.00While am schedules Observations for airlines at Perth to the runway. The3.00 component pm Observations of easterly while the afternoons are Airport remain consistent across the wind that blows parallel with characterised by predominantly No wind 13% the year, showing limited seasonal the runway,No wind is called4% the headwind westerly or south-westerly winds. of the time change, the daily and hourly aircraft componentof the timeif taking off in one

30% 9.00 am Observations 3.00 pm Observations 30% >= 40 No wind 13% No wind 4% 20% of the time of the time 20% >= 30 and < 40

30% 10% 30% >= 40 10% 20% >= 20 and < 30 20% >= 30 and < 40

10% 10% >= 20 and < 30>= 10 and < 20

>= 10 and < 20 >= 0 and < 10 km/h

>= 0 and < 10

km/h CALM

CALM N NW NE N NW NE W CALM E W CALM E SW SE SW SE S S Figure 20‑1 Breakdown by percentage of wind speed and direction Source: Bureau of Metrology

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The main runway (03L/21R) is 20.3.2.2 Rain level and the visibility is eight used in runway 03 direction for a The presence of water on the kilometres or less – an instrument north-easterly wind and runway 21 runway affects the performance of approach will be nominated. direction for a south-westerly wind. an aircraft by reducing the friction These conditions are known The new runway (03R/21L) will force between the tyres and the as Instrument Meteorological be located parallel to the existing runway surface. Therefore, an aircraft Conditions (IMC), or main runway (03L/21R) and will needs a longer distance for take-off ••where the majority of cloud cover therefore have the same runway and landing during wet conditions. is above 3,000 feet above ground direction usage as the main runway. Safety considerations also generally level and the visibility is more than eight kilometres – a visual approach Winds from the east or west will dictate that no tailwind is allowed may be nominated. These have crosswind components on for operations on a wet runway. As a conditions are known as Visual the existing and new runways. result, the operating rules for runway Meteorological Conditions (VMC). Current air traffic control operating selection will change if it has been raining (even very lightly). procedures dictate that if the 20.3.3 Departure and crosswind exceeds 20 knots on a 20.3.2.3 Visibility Arrival Procedures runway it should not be nominated for use if there is an available runway Visibility is important in all phases There are procedures to follow when that is more into wind. of flight but particularly when the an aircraft departs or arrives at an aircraft is close to the ground such airport. These procedures would be There are two descriptions of light as during take-off and initial climb similar to directions from your house winds in aviation: ‘calm’ is used to out, and approach and landing. detailing the route you should drive describe wind that may come from to reach the highway. As there are a When weather conditions do not any direction but the speed is less number of runways an aircraft can provide sufficient visibility and pilots than one knot, and ‘variable’ is used depart from or arrive to, there are are unable to see the runway, terrain, to describe a situation where it is a number of procedures for both obstacles and other aircraft, pilots not possible to describe a mean departure and arrival, because they are required to use instrument-flight wind direction due to the variations, provide guidance from the runway rules and may operate on different however the speed must be less to the point where the air route flight paths. Air traffic control than three knots. In these situations, (highway) commences or ceases. To determines when instrument-flight air traffic control will nominate either ensure safety, departure and arrival conditions apply (i.e. when the pilot the runway that the wind direction procedures are designed consistently relies entirely on the information favours most or, if conditions are dry, and follow international guidelines. the most appropriate runway for derived from cockpit navigation operational reasons. instruments) based on standards set For departures, the pilot follows by the International Civil Aviation a Standard Instrument Departure Organization (ICAO). (SID). A SID will contain a number of points to track via to reach the air The weather criteria used at Perth route. It may also contain an altitude Airport, which determines whether that must be reached by a certain an instrument or visual approach will point (height requirement). A SID be prescribed, are as follows: can be flown day and night in all ••where the majority of cloud cover weather conditions. is below 3,000 feet above ground

Glide Path

Localiser

Minima

Figure 20‑2 Instrument Landing System Source: Airservices Australia

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For arrivals, the pilot flies a Standard 2. Visual approach at night approximately eight nautical miles; Arrival Route (STAR). These are A visual approach at night is and at 4,000 feet approximately 13 similar to a SID in that they contain similar to a visual approach by day. nautical miles. The ILS approach is points to track by and may contain However, due to the difficulty of shown in Figure 20-2. a height requirement. A STAR will discerning the ground at night, a 4. Required Navigation Performance position the aircraft close to the point pilot requires assistance with the – Authorisation Required (RNP-AR) of landing, where an approach will be final descent to maintain clearance Required Navigation Performance made. The various approach options from terrain. Air traffic control can - Authorisation Required (RNP-AR) are detailed in Section 20.3.3.1. clear an aircraft to a safe altitude, is a highly accurate procedure to which in Perth is 2,500 feet. For SIDs and STARs are developed approach and land on a runway. It descent below this, the pilot primarily to segregate inbound does not provide guidance to the requires the guidance of either, the and outbound routes and, where runway, but has minimum height and Instrument Landing System (ILS) these routes cross over to provide visibility requirements as to when a glide path or the Precision Approach separation by use of height pilot must be able to see the runway Path Indicator system (PAPI). The requirements. Due to aircraft similar to the ILS. RNP-AR uses PAPI is a set of lights at the runway performance, separate SIDs and highly accurate on-board computer edge that will show either white STARs are developed for jet and systems to fly via a set of latitudes lights if the aircraft is too high, red turboprop aircraft (turbo propeller). and longitudes while also providing lights if too low, or a combination All SIDs, where possible, from the descent guidance. RNP-AR is a of red and white when the aircraft one runway will be segregated from STAR and an instrument approach is on the correct profile. The profile each other. Likewise, all STARs to combined. These approaches allow for arrival is a three-degree descent, the one runway will be segregated. ‘curved’ approaches to be made and which translates to commencing However, due to the direction therefore are more flexible than an descent eight nautical miles from the aircraft are departing to or arriving ILS which requires the approach to runway from a height of 2,500 feet. from, some tracks will need to cross be made aligned with the runway. each other. Height requirements 3. Instrument Landing System (ILS) are published on SIDs and STARs RNP-AR is a reasonably new An instrument approach is required so height can be used to achieve technology and requires the aircraft in poor weather conditions where aircraft separation where tracks to be fitted with highly sophisticated the pilot cannot see the ground. In cross. A height requirement to be at equipment. New aircraft have this most cases an instrument approach or below a certain altitude, may be equipment installed but for older will be conducted using an ILS. An on the STAR and this height must aircraft it is expensive to install and in ILS is a highly accurate navigation be met by a specified distance prior some aircraft, it cannot be installed aid that uses radio signals to give to the crossing point. The SID will for technical reasons. the pilot vertical and horizontal then have a height requirement to guidance on a three-degree descent It will be many years until all aircraft be at, or above, an altitude that is profile to the runway for landing. at Perth are equipped to make these 1,000 feet above the STAR height The ILS provides both lateral approaches. Currently approximately by a specified distance prior to the guidance (localiser) which will keep 30 per cent of aircraft operating at crossing point. This will ensure the the aircraft on a heading direct to Perth are capable of flying these aircraft are separated by at least the runway; and descent guidance approaches. 1,000 feet prior to crossing without (glide path) which provides descent any air traffic control intervention. One of the advantages for those that guidance to touch down on the are equipped, is the ability to create 20.3.3.1 Approach Procedures runway. This system allows a pilot to routes that fly approaches closer descend to approximately 200 feet There are four types of approaches to the airport. The result is that an above ground level with a visibility that can be made: aircraft will fly less miles than what of 800 metres before the runway is required by a traditional approach, 1. Visual approach by day must be in sight. resulting in reduced fuel burn and A visual approach is an approach to The localiser can be intercepted carbon emissions as well as potential a runway conducted with reference many miles out from the airport but noise management advantages. to visual cues and clear of clouds. the aircraft must be aligned with Simultaneous operations to two The pilot must have the runway the runway centreline for this to runways using RNP-AR are not in sight at all times. The pilot can occur. Intercepting the glide path currently approved, it is anticipated descend the aircraft with visual will depend on the altitude of the that updated regulations permitting reference to the ground. aircraft and will occur when the simultaneous operations will be aircraft intercepts the angled beam. published within two years. At 2,500 feet this will occur at

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20.3.4 Runway Modes 20.3.4.2 Mode Capacity in poor weather with low cloud or Departures poor visibility (IMC conditions). A 20.3.4.1 Operating Flows lower departure rate occurs in these With each mode of operation there Both ends of a runway can be used conditions, which can be as low as is a capacity limit. The mode for arrivals and departures. The 30 departures per hour. capacity is heavily dependent direction being used is referred to as on the number of arrivals and Arrivals the operating or duty runway. departures in an hour and whether Rates for arriving aircraft are also An operating mode is the use of a meteorological conditions are IMC dependent upon the weather certain runway or a combination of or VMC. With the need for more conditions. If there is low cloud runways and the mode selected is spacing between arriving aircraft or low visibility, aircraft will be based on a number of factors and (being at a slower speed and conducting instrument approaches. selection criteria. needing to be aligned with the These are flown at a slower speed The main runway (03L/21R) runway) more departures can take than a visual approach and require is positioned in a north-south off on a single runway than arrivals. greater spacing between aircraft. alignment and the cross runway The current departures capacity The various landing rate capacities (06/24) is positioned in a northeast- is approximately 40 aircraft for arriving aircraft are: southwest alignment. Arriving movements per hour for both ••runway 21 and 24 in fine weather – aircraft from the north and North and South Flow. Due to 26 aircraft per hour, departures to the south is referred the required spacing between ••runway 21 only, 24 only or 03 only to as the South Flow while arrivals aircraft and the design of the in fine weather – 24 aircraft per hour, from the south and departures to instrument-departure procedures, ••runway 21 and 24 in poor weather the north is referred to the North the departure capacity is the same – 22 aircraft per hour, and Flow as shown in Figure 20-3. whether on southerly operations ••runway 21 only, 24 only or 03 only in using one runway for departures poor weather – 20 aircraft per hour. or northerly operations using two Use of runway 21 or 24 is therefore runways for departures. To achieve desirable during periods of peak this departure rate there needs to arrival demand. be a low demand for arrivals. 20.3.4.3 Preferred Runways In addition, air traffic control cannot provide visual separation of aircraft Runway directions may be defined as ‘preferred’ to enable air traffic to

Departures: 03, 06 be managed efficiently or to reduce

21 the noise impact over residential 24 Arrivals: 03 areas, refer to Section 20.3.6

Runway 06/24 for further information on noise (cross runway) abatement. 0 6 North Flow Currently at Perth Airport, all Runway 03 is used for arriving aircraft and runways are equally preferred for Runways 03 and 06 are used for departing aircraft. arrivals and departures with the exception of runway 06 for landing Runway 03/21 This scenario provides the maximum departure rate (main runway) and runway 24 for departures. by using Runways 03 and 06 for departures. 03 These runway directions are the least preferred, due to the close proximity (approximately

Departures: 21 970 metres) of residential housing to

21 Departures: 21

21 Arrivals: 21, 24 the south-western end of the cross 24 Arrivals: 21, 24 runway (06/24). Although runways Runway 06/24 Runway(cross 06/24runway) may be equally preferred (as is the (cross runway) 0 case at Perth Airport), this does not 06 6 South Flow mean that they are equally used. South Flow Runway 21 is used for departing traffic, and Runway 21 is used for departing traffic, and Weather conditions and operational Runways 21 and 24 are used for arriving traffic. Runways 21 and 24 are used for arriving traffic. requirements influence the use of Runway 03/21 This scenario provides the maximum arrival rate. (main runway) preferred runways at Perth Airport. Runway 03/21 This scenario provides the maximum arrival rate. (main runway) 03 Operational requirements include, 0 D: Departure (pink) A: Arrivals (blue) 3 D: Departure (pink) A: Arrivals (blue) when runway or taxiways are closed for aerodrome works, to maximise capacity during peak periods or Figure 20‑3 North and South Flow efficient access to runways from the Source: Perth Airport different terminal locations.

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20.3.4.4 Nominating Duty Runways Air traffic control can manoeuvre runway or runways for use, as Specific weather, operational and aircraft to achieve a gap if arriving shown in Figure 20‑4. traffic levels are low or moderate. noise-abatement provisions are Perth Airport operations are However, during peak arrival times, a considered when air traffic control controlled by civilian air traffic runway change may result in the loss nominate the duty runways. controllers employed by Airservices. of two or three landings (referred to Royal Australian Air Force (RAAF) When a runway is selected, it needs as slots) and result in aircraft holding Base Pearce operations are to be available for an extended in the air for up to ten minutes. If controlled by RAAF air traffic period of time to allow air traffic the wind changes to favour another controllers employed by the control and pilots to plan for the runway and the conditions are Department of Defence. Due to the descent, approach and landing. completely dry, air traffic control may proximity of the RAAF Base Pearce delay a runway change during peak Runway changes require a gap in it is desirable to have Pearce and arrival times and operate with up to the traffic, as an arriving aircraft Perth operating on similar-direction five knots of downwind (as permitted must land prior to the next arriving runways. By coordinating the by air traffic control operating aircraft commencing its approach runway in use at both aerodromes, procedures). This can result in in the opposite direction for the departures and arrivals will be less holding, fuel burn and carbon changed runway direction. This is heading in a similar direction and not emissions for following aircraft. If because if the first aircraft made a be in a nose-to-nose situation. Due the wind change results in criteria missed approach and aborted its to this, a coordinated runway change outside of the air traffic control landing it could end up in a nose plan is in place. Runway changes operating procedures and there is to nose conflict with an aircraft due to changing wind conditions a more favourable runway option, approaching to land in the opposite may be delayed until the traffic then for safety, air traffic control is direction. For departing aircraft disposition at both airports enables required to make a runway change. this is easier to achieve by not a change of runway direction. Perth clearing aircraft for take-off for a The criteria for selecting a runway and Pearce air traffic controllers short period of time, however when is contained in the Airservices have a unique situation in Australia: aircraft are arriving and tracking Aeronautical Information Publication they are located in the same room towards the airport, finding a (AIP) Enroute section which details and use the same equipment which sufficient gap is a little more difficult certain conditions that must be enhances coordination of air traffic and needs to be well coordinated. considered when nominating a information.

AIP Australia 25 MAY 2017 ENR 1.1 - 11

2.3.5 Nomination of Runways ATC will nominate the runway, preferred runway or take-off direction. Where noise abatement procedures are prescribed, and ATC traffic management permits, the provisions of DAP NAP will be applied, except that ATC will not nominate a particular runway for use if an alternative runway is available (unless required by Noise Abatement legislation), when: a. the alternative runway would be preferred due to low cloud, thunderstorms and/or poor visibility; b. for runways that are completely dry: – the crosswind component, including gusts, exceeds 20KT; – the tailwind component, including gusts, exceeds 5KT. c. for runways that are not completely dry: – the crosswind component, including gusts, exceeds 20KT; – there is a tailwind component. d. wind shear has been reported.

Note: Notwithstanding the limitations detailed above, location specific crosswind/tailwind limitations may be detailed in AIP DAP East/West NAP

Figure 20‑4 Nomination of runways Note: DAP = Departure and Approach Procedures, NAP = Noise Abatement Procedures. Source: Airservices Australia

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20.3.5 Aircraft Sequencing Table 20-1 shows how capacity is standard could be three minutes. reduced as a result of bad weather Once again air traffic control can Depending on their size and weight, conditions and poor visibility. This apply visual separation. Similar to different aircraft types will require is due to aircraft flying at a slower arrivals, if there is poor weather and varying separation between each speed on an instrument approach air traffic control cannot visually other. This differential spacing and therefore covering the distance separate, departure capacity would is provided to allow for wake- of a separation standard (three be reduced. turbulence effects from departing nautical miles) will take longer or arriving aircraft. For example, Visual approaches, based on a than when flying faster on a visual air traffic control may space two two-and-a-half-minute minimum approach. It also means visual landing aircraft four nautical miles separation, enables a maximum separation standards, that allow apart to allow the first aircraft to of 24 arrivals per hour on a single either air traffic controllers or pilots land and taxi clear of the runway runway. Where this is increased to to sight and visually separate with before the second aircraft is cleared a five-minute minimum separation, other aircraft, cannot be used. to land. If the first aircraft is a very most likely in low visibility large, Airbus A380, and the following To ensure a safe and efficient operations, a maximum of 12 was a medium sized Boeing 737, allocation of the airspace and arrivals per hour are enabled. This the wake-turbulence separation airfield, departing aircraft typically comparison demonstrates that low standard requires seven nautical depart between the arriving aircraft. visibility conditions significantly miles spacing. This effectively The departing aircraft is held short reduce airport capacity. reduces the hourly landing capacity of the runway, on the taxiway, until by one aircraft. Although the the arriving aircraft has crossed the 20.3.6 Noise Abatement distance in nautical miles between runway threshold. Then the aircraft Procedures two aircraft may vary, the average can be cleared to line up on the Managing the noise impact on for an hour can be represented by runway and wait while the landing the surrounding community is using a time measurement. aircraft vacates the runway. Once considered when determining the the landing aircraft is clear of the Additionally, airport infrastructure runway selection. Noise abatement runway, the departing aircraft is will have an impact on capacity practices and procedures can cleared for take-off. as it contributes to the amount of provide noise relief to communities time an aircraft takes to vacate the In the occurrence where there is around airports from arriving runway. For example, an aircraft will one departure immediately after and departing aircraft; however, take less time on a runway if rapid another, a number of factors dictate the safety of aircraft remains the exit taxiways (RETs) are available, when the second aircraft is given number one priority. as they can vacate at a higher clearance to take-off. The minimum Noise abatement procedures are speed rather than almost stopping standard is that the second aircraft implemented by Airservices and on a runway to be able to make a can be cleared for take-off once published in the AIP in order to 90-degree turn onto a taxiway. the first aircraft is airborne and provide guidance on the selection has reached a point at least 1,800 The sequencing rates for the of runways and flight paths around metres ahead of the following arriving and departing aircraft the airport. aircraft. However, this distance are determined by the capacity may be increased if the following of the runway system. As such, aircraft is faster. This separation may the minimum time separation for also increase in the case of smaller sequencing (spacing) of arriving aircraft following larger aircraft, aircraft to a single runway at Perth due to wake turbulence, and the Airport is shown in Table 20‑1.

Condition Minutes

VMC – Visual approaches 2.5

IMC – Instrument approach due to the amount of cloud over or height above ground level then a visual approach 2.5

IMC – full ILS conditions where the visual criteria for visual flight cannot be met 3.0

Low visibility operations – where visibility is less than 1,200 metres 5.0

Table 20‑1 Minimum current air traffic control time separation for sequencing of arrivals Source: Perth Airport

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There are certain constraints The noise levels experienced on approach to land, aircraft generally that prevent or hinder the the ground are directly impacted maintain the worldwide standard implementation of noise abatement by the aircraft climb and descent constant descent rate of three practices and procedures. profiles. It is accepted that where degrees to the horizontal. This Operational procedures must the aircraft climbs higher, there is a means an aircraft will descend about consider issues such as: corresponding lowering of the noise 50 metres for every 1,000 metres ••the capacity requirements of the impact at ground level. The climb across the ground as it approaches airport and airspace, can vary considerably, as it can be the runway. A key element of the ••the configuration of the affected by a number of factors standard is that the height of the airport and local community including: aircraft on approach will be fairly characteristics, ••aircraft weight (which can consistent over a given point. ••the trade-off between noise and fluctuate with passenger, cargo Continuous descent procedures emissions, and and fuel loads), where the aircraft descends at idle ••whether aircraft are equipped ••air pressure, density and power can produce benefits for both with the necessary sophisticated temperature, reduced noise and carbon emissions. instruments, including flight ••wind speed and direction, However, power will generally need management systems. ••aircraft performance and to be applied at lower levels close to configuration, Figure 20‑5 shows the published the airport to intercept instrument ••aircraft speed and bank angle of noise abatement procedures for landing systems or when air traffic turns, and Perth Airport runway selection as control have to change the flight ••climb gradient specified in the SID of May 2018. It shows that the least track to achieve the required being flown (to achieve obstacle preferred runway for landings is separation with other aircraft. For clearance). runway 06 and the least preferred this reason, continuous descent for departures is runway 24. Noise abatement procedures define procedures may not provide any Although the noise abatement the climb procedures at Perth benefit during peak traffic times. procedures state the other runways Airport. Measures to minimise the Noise abatement procedures are are equally preferred, this does not noise exposure at ground include regularly reviewed and updated by mean that they are equally used - setting climb procedures. These refer Airservices. Further information on rather that there is no preference to different combinations of engine aircraft noise and noise management in the use of the runways and the power or thrust settings, and wing- is contained in Section 22. environmental conditions of the day flap retraction at specific altitudes. (such as weather and operational At Perth Airport, during the later requirements) will determine the stages of descent and on final preferred runway.

PERTH, WA

1 PREFERRED RUNWAYS

1.1 Runways be nominated by Air Traffic Control for noise abatement as follows: Landing 1 – Runway 21 , Runway 03 and Runway 24 are equally preferred 2 – Runway 06 Departing I – Runway 21 , Runway 03 and Runway are equally preferred. 2 – Runway 24.

1.2 Due to a co—ordinated runway change plan for traffic management at Perth and Pearce, runway changes at Perth will generally be effected when the wind conditions listed in AIP NAP are met at both aerodromes.

Figure 20‑5 Perth Airport current noise abatement-procedure runway selection Source: Airservices Australia

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20.3.7 Local Airspace is a combination of controlled and to the neighbouring aerodromes, Coordination uncontrolled airspace. Controlled including RAAF Base Pearce and airspace is designed to protect Jandakot Airport. The airspace around an airport and passenger-carrying aircraft by the interaction with other airports During certain times, or for certain providing pilots with an air traffic plays a role in the use of runways activities, restricted airspace is control service. In uncontrolled and flight path design. activated to accommodate military airspace, the pilot is responsible for activities. Restricted airspace may be Perth Airport is located 20 kilometres separation with other aircraft. in uncontrolled airspace or controlled inland from the coast RAAF Pearce The impact of airspace associated airspace, or cover a combination of Airbase is located 30 kilometres to with Pearce on civil operations is both. When activated, the restricted the north and Jandakot Airport is greater than experienced in other areas are controlled by the relevant 16 kilometres to the south, as shown capital cities due to the proximity military authority: RAAF for flying in Figure 20‑6. of RAAF Base Pearce and Perth training, Navy for warship firing The proximity of other airports Airport and associated airspace practice, and Army for land-based and their competing requirements boundaries, large number and firing practice. When these restricted have resulted in a complex airspace size of restricted areas; and the areas are activated, Airservices must arrangement in the Perth Basin. The relative runway orientation of both keep civil aircraft under the control airspace arrangements that have aerodromes (both main runways of air traffic control, clear of the evolved have done so in response to are generally on a north/south restricted airspace. The pilot of an a unique situation within Australia, alignment). aircraft not under air traffic control is where the four major airspace users the person responsible for remaining are located so close. These users are: 20.3.7.1 Restricted Airspace clear of active restricted areas. ••navy – fleet base to the south of Restricted areas are an area of Navy and Army areas are generally Perth, Australian territory of defined activated when required, such as for ••air force – Pearce is the major dimensions (which may extend to a month at a time to accommodate a training base located to the north a volume of airspace) over which naval exercise. Restricted airspace for of Perth, the flight of aircraft is restricted in RAAF Base Pearce flying activities ••army – specialised training and accordance with certain specified is generally activated 8.00 am operational base located to the conditions. (Restricted areas are to 5.00 pm Monday to Thursday, north of Perth, and designated R and followed by a 8.00 am to 3.00 pm on Fridays for ••civil – centred on Perth Airport and numberRAAF for example R138). 48 weeks per year, and night flying Jandakot Airport. Gingin training from 7.00 pm to 11.00 pm Figure 20-7 shows the Restricted Monday to Thursday for 36 weeks To facilitate the mix of airports and Areas in the Perth region in relation users, the airspace around Perth per year.

RAAF Base Pearce

Joondalup 25KM

15KM

10KM

5KM

Perth Perth Airport

Jandakot Airport

Figure 20‑6 Location of airports in the vicinity of Perth Airport Source: Perth Airport

26 New Runway Project | Preliminary Draft Major Development Plan May 2018 Rockingham

Serpentine Airfield

Murray Field Airport Mandurah 20 Background and Existing Airspace Management

SID and STAR procedures are dimensional route that aircraft use Ideally, airlines would like aircraft designed to keep aircraft clear to arrive and depart from an airport. to be flown by the most direct of restricted airspace. Remaining Flight paths are effectively corridors route and at the optimum altitude clear of restricted areas means that in the sky. Although they are often for reasons of efficiency of flight the majority of aircraft arriving at shown as a single line on a map, operations. However, it is not always Perth are funnelled to the east of unlike a train on a railway line or a car possible for aircraft to fly the most Pearce airspace. (The exceptions on a highway, it is not always possible direct route as the route design are aircraft arriving from the or desirable for aircraft to precisely must provide separation between Middle East and Africa, which are follow along the line depicted. In numerous flight paths. In the area processed on an agreed route practice, a flight path can vary by around airports where the aircraft are through the restricted airspace by up to several kilometres or more. at low level, there may also be rules arrangement with the Department This occurs for a range of reasons, to minimise impact to surrounding of Defence.) including weather conditions, the residential areas (referred to as noise requirement to keep a safe distance abatement) that dictate where a Outside the times when restricted between aircraft in the sky, and flight path will go, such as areas of airspace for RAAF Base Pearce is aircraft performance. If aircraft can low population density. activated, Airservices controls the be left on a published flight path, airspace that is coincident with The main criteria when designing modern aircraft equipment means controlled airspace boundaries. Parts flight paths is the safe segregation that they will fly that exact path of the restricted areas that are not of aircraft. Efficiency, equity, and time after time with accuracy of a contained within controlled airspace environment (not just aircraft noise few metres. As the flight paths for revert to uncontrolled airspace. related) impacts are also considered. the new runway are yet to be fully During the design process, the impact designed, (this occurs approximately 20.3.8 Flight Path Design of aircraft noise on the community three years before day of opening), is also taken into consideration once To ensure aircraft safety and efficient this MDP shows flight corridors that all other criteria have been satisfied. use of the airspace while ensuring show an area where aircraft may fly. During the initial stages of departure, equitable access for all airspace users These corridors are represented by a or the final stages of landing, the flight where this is practicable, flight paths splay several kilometres wide. are designed to provide a three- path is dictated by the alignment of the runway.

Geraldton Airport

R191 R156 R168A

R132B R134R153D R168B R155 R165 R153 RAAF Base Pearce

R163 Perth Airport R192B R167A R192A Jandakot Airport R167B R192D R192G

R192F R192C R162

R192E

Bunbury Airport

Busselton Airport Figure 20-7 Restricted airspace Source: Airservices Australia

New Runway Project | Volume C: Airspace Management Plan 27 20 Background and Existing Airspace Management

20.4 Existing Operations In November 2008, the project Automatic Dependent Surveillance introduced two-way routes to Broadcast (ADS-B) is an air traffic In 2003, Australia’s aviation safety the north-west. At the time of surveillance technology that regulator, the Civil Aviation Safety the project, air traffic control enables aircraft to be accurately Authority (CASA), conducted an radar coverage was limited to a tracked by air traffic controllers and audit of airspace use in Western 350-kilometre radius of Perth. This other pilots without the need for Australia. Changes were identified meant that outside of areas covered conventional radar. ADS-B has now to maintain safety and reduce by radar ‘procedural’ separation been installed around the country complexity, and to effectively standards were applied, which and air traffic control now has manage the increased demand for required much greater distances surveillance of all aircraft at cruising air travel, other aviation services between aircraft. In 2012, Airservices level across the entire Australian and military flying. The Western installed a radar at Paraburdoo to mainland, allowing consistent Australia Route Review Project, help manage the growing traffic separation standards to be applied widely known as WARRP, was levels across Western Australia. for all aircraft movement areas. conducted by Airservices between 2006 and 2008.

South Flow

21/24 Mode 21 Mode 24 Mode

21 21 21

24 24 24

Runway 06/24 Runway 06/24 Runway 06/24 (cross runway) (cross runway) (cross runway)

0 0 0 6 6 6

Runway 03/21 Runway 03/21 Runway 03/21

(main runway) (main runway) (main runway) Departures: 21 Departures: 21 Departures: 24 03 03 03 Arrivals: 21, 24 Arrivals: 21 Arrivals: 24

North Flow

03/06 Mode 03 Mode 06 Mode

21 21 21

24 24 24

Runway 06/24 Runway 06/24 Runway 06/24 (cross runway) (cross runway) (cross runway)

0 0 0 6 6 6

Runway 03/21 Runway 03/21 Runway 03/21

(main runway) Departures: 03, 06 (main runway) Departures: 03 (main runway) Departures: 06 03 Arrivals: 03 03 Arrivals: 03 03 Arrivals: 06

Figure 20‑8 Existing runway system and modes Departures Arrivals Source: Perth Airport

28 New Runway Project | Preliminary Draft Major Development Plan May 2018 20 Background and Existing Airspace Management

20.4.1 Modes of Operations departures to the north off runway 03 tends to be used more runway 03 and to the north-east frequently in the cooler months Within each operating flow (South off runway 06, when the predominant wind Flow or North Flow), there are 5. 06 mode– all arrivals from the direction tends to be northerly. various modes of operation. These south-west and all departures to modes for the existing runways at Historical use of runway 06 the north-east, and Perth Airport are summarised and for arrivals and runway 24 for illustrated in Figure 20-8. 6. 03 mode – all arrivals from the departures averages two per cent 1. 21/24 mode – arrivals from the south and all departures to the of all movements due to being the north for runway 21 and the north. least preferred runway. However, north-east for runway 24 and variations to the usage may occur all departures to the south off 20.4.1.1 Current Runway Use in certain years. This can be seen in runway 21, Weather and operational Figure 20-9 when in 2016 arrivals 2. 21 mode – all arrivals from the north requirements favour the use of and departures accounted for six and all departures to the south, the main runway (03L/21R). This is per cent of all movements due 3. 24 mode– all arrivals from the reflected in Figure 20‑9, which shows to extended closures of the main north-east and all departures to the runway use for 2014 to 2016. runway for infrastructure upgrades. N the south-west, Grea t Ea Runway 21 tends to be used more stern Hwy 4. 03/06 mode – all arrivals from Bypass frequently in the warmer months the south for runway 03 and Kalamunda Rd due to southerly winds, whereas

General

Apac Way Aviation Area 03 Dep 21 Arr Total UseNewton Rd Airport North 2016 13,311 Redcliffe25,878 Rd Bungana Ave 39,189 30%

21R 2015 15,493 30,676 46,169 34%

Fauntleroy Ave Great Eastern Hwy Airport 2014 15,307West 40,262 55,569 38% 24 06 Dep 24 Arr Total Use e v A y le

Brear 2016 13,241 17,081 30,322 23% Ross Dr Ross Snook Rd 2015 13,259 12,578 25,837 19% r

h Miller Rd

n u 2014 8,190 11,515 19,705 14%

D Boud Ave 06 Arr 24 Dep Total Use CROSS RUNWAY 06/24

2016 4,548 Hwy 3,185Tonkin 7,733 6% 06

2015 909 1,515 2,424 2%

2014 406 676 1,082 1% d

d r

g u

Terminal 1 S

Affleck Rd

Terminal 2 Grogan Rd

MAIN RUNWAY 03L/21R Airport Terminal 3 Central Terminal 4

Airport Boundary

Horrie Miller Dr

Paltridge Rd Munday Swamp Abbott Rd Hudswell Rd Current Runways d

Tonkin Hwy R

s 03L a d Current Apron & Taxiways n 03 Arr 21 Dep Total Use u D Current Airside Fence 2016 18,430 36,227 54,657 41% High Intensity Approach Lighting Airport Dr 2015 24,533 37,842 62,375 45% Air Traffic Control Tower Searle Rd 2014 20,247 48,625 68,872 47%

Current Aviation Fire Station Abernethy Rd Public Viewing Area Airport Tarlton Cr

0 500 1,000 South Dubs Cl Reid Rd METRES Figure 20‑9 Current runway use Source: Perth Airport

Leach Hwy

New Runway Project | Volume C: Airspace Management Plan 29

Tonkin Hwy

Kewdale Rd

Abernethy Rd

Roe Hwy 20 Background and Existing Airspace Management

20.4.2 Flight Paths no need to avoid this airspace and be commenced much further out if there is no impact to safety or than five miles. It can be seen in 20.4.2.1 Departures sequencing, aircraft can fly a more Figure 20‑16 that when landing on For aircraft departing in a southerly direct route saving fuel and reducing runway 03 there are visual and RNP direction to destinations to the east carbon emissions. When cleared by approaches, and the ILS approach, or north-east off runway 21, the SID air traffic control to fly a more direct which track approximately 15 requires a turn to the east at 1,000 route there are rules applied such kilometres further south. feet for turbo prop engine aircraft as they must be above a certain For aircraft arriving from the and at four nautical miles south height prior to being taken off the north-east there is one inbound air for jet engine aircraft. The reason published track. route for turbo prop aircraft and these turns are at different points Aircraft track by published another for jet aircraft. These routes is to segregate slower turbo prop waypoints which are defined as a intersect and form a single inbound aircraft from the faster jet aircraft. If latitude and longitude. In aviation, path approximately 25 kilometres a turbo prop aircraft continued on waypoints are given a five letter north of the airport. For landings on runway heading until four nautical name. For example in Figure 20-10 runway 21 or 24, aircraft track from miles there would be a delay in there is a waypoint to the South- this point straight to the runway. clearing a following jet aircraft for West of Perth Airport, named For landings on runway 03 or 06, take-off due to its faster speed. SWANN in reference to the fact it is aircraft track from this point where This would reduce the departure located over the Swan River. they converge, to the east of Perth capacity of the airport. For aircraft Airport and then turn back towards departing to the west, a right turn Existing departure procedures and the airport at either the visual or is made at four nautical miles. A flight tracks are shown in Figure RNP approach point, or fly further small number of departures to 20‑10, Figure 20‑11, Figure 20‑12 and south before tracking in on the ILS destinations (such as Busselton and Figure 20‑13. These tracks are for a approach route. Albany) continue further than four 12 month period (2016). The darker nautical miles on runway heading as the colour the closer they are to the Aircraft arriving from the south they need to proceed this way due ground and the tracks extend to east for runway 21 or 24 also have a to the geographic location of the aircraft reaching 10,000 feet. separate inbound air route for turbo destination being south. prop aircraft and one for jet aircraft, 20.4.2.2 Arrivals which converge at a point close to For aircraft departing in a northerly The majority of arriving traffic at the airfield and then continue for direction to destinations to the Perth Airport tracks to the east of a similar straight-in approach. For west or north-west off runway 03, Pearce airspace. Arrivals from Africa runway 03 and 06 there are two a turn is made to the west at four and the Middle East track through turbo prop aircraft inbound routes nautical miles. For departures to the restricted areas according to an (one south-east and one east) and east or north-east a turn is made agreed procedure with the RAAF one jet aircraft arrival route. These to the east at 1000 feet for turbo and Navy. This arrival route from three routes also converge at one of prop aircraft and four nautical miles the west splits into two just prior to two points: one is to join the base south for jet aircraft. crossing the coast, with one arrival leg of the visual or RNP approach , For departures from runway 06 procedure for a landing on runway the other is to join the base leg for most aircraft, turbo prop and jet, 03 and the other for a landing on the ILS approach. continue north-east on runway runway 21. Aircraft arriving from the south have heading until approximately nine On the southerly flow, all aircraft a published route for runway 03 nautical miles. follow a similar track in the last and 06, where they also join at one Departures from runway 24 stages of flight because this is the of two base-leg positions for either generally track on runway heading most efficient approach and due the visual or ILS approach. There is for eight nautical miles or turn to to restrictions from RAAF airspace. no published route for these aircraft the east at 1,000 feet for turbo prop On the northerly flow to land on when landing on runway 21 or 24, aircraft or 1,500 feet for jet aircraft. runway 03 or runway 06, there they track direct to the airfield and is the restriction of the Jandakot Aircraft do not fly on the published are then processed by air traffic Airport control zone. In visual departure procedures all the time. control to join the landing sequence. conditions, aircraft can track to the Reasons such as aircraft separation, The existing arrival routes and flight north of Jandakot and make a visual adverse weather or for establishing paths are shown in Figure 20‑14, approach onto a five-mile final. a balanced arrival pattern, may Figure 20‑15, Figure 20‑16 and This approach can be replicated at result in an aircraft not flying on Figure 20‑17. These tracks are also night using an RNP-AR approach the published track. Additionally, for a 12 month period (2016). for suitably equipped aircraft. In the tracks are designed to avoid IMC conditions aircraft need to military restricted airspace, however, fly an ILS approach which must if the RAAF are not active there is

30 New Runway Project | Preliminary Draft Major Development Plan May 2018 20 Background and Existing Airspace Management

Existing Standard Instrument Departure (SID) Route Existing Navigation Waypoint Perth Airport Actual (2016) Aircraft Flight Tracks Below 1,000 feet 1,000 – 2,000 feet 2,000 – 3,000 feet 3,000 – 4,000 feet 4,000 – 5,000 feet 5,000 – 6,000 feet 6,000 – 7,000 feet 7,000 – 8,000 feet

8,000 – 9,000 feet 0 5 10 9,000 – 10,000 feet Figure 20‑10 Existing departure procedures KILOMETRES 0 5 10 and flight tracks – runway 21 KILOMETRES Source: Rehbein

New Runway Project | Volume C: Airspace Management Plan 31 20 Background and Existing Airspace Management

8,000 – 9,000 feet 0 5 10 9,000 – 10,000 feet Figure 20‑11 Existing departure procedures KILOMETRES 0 5 10 and flight tracks – runway 24 KILOMETRES Source: Rehbein

32 New Runway Project | Preliminary Draft Major Development Plan May 2018 20 Background and Existing Airspace Management

8,000 – 9,000 feet 0 5 10 9,000 – 10,000 feet Figure 20‑12 Existing departure procedures KILOMETRES 0 5 10 and flight tracks – runway 03 KILOMETRES Source: Rehbein

New Runway Project | Volume C: Airspace Management Plan 33 20 Background and Existing Airspace Management

8,000 – 9,000 feet 0 5 10 9,000 – 10,000 feet Figure 20‑13 Existing departure procedures KILOMETRES 0 5 10 and flight tracks – runway 06 KILOMETRES Source: Rehbein

34 New Runway Project | Preliminary Draft Major Development Plan May 2018 20 Background and Existing Airspace Management

Existing Standard Terminal Arrival Route (STAR) Existing Navigation Waypoint Perth Airport Actual (2016) Aircraft Flight Tracks Below 1,000 feet 1,000 – 2,000 feet 2,000 – 3,000 feet 3,000 – 4,000 feet 4,000 – 5,000 feet 5,000 – 6,000 feet 6,000 – 7,000 feet 7,000 – 8,000 feet

8,000 – 9,000 feet 0 5 10 9,000 – 10,000 feet Figure 20‑14 Existing arrival procedures KILOMETRES and flight tracks – runway 21 Source: Rehbein

New Runway Project | Volume C: Airspace Management Plan 35 20 Background and Existing Airspace Management

8,000 – 9,000 feet 0 5 10 9,000 – 10,000 feet Figure 20‑15 Existing arrival procedures KILOMETRES and flight tracks – runway 24 Source: Rehbein

36 New Runway Project | Preliminary Draft Major Development Plan May 2018 20 Background and Existing Airspace Management

0 5 10 Figure 20‑16 Existing arrival procedures KILOMETRES and flight tracks – runway 03 Source: Rehbein

New Runway Project | Volume C: Airspace Management Plan 37 20 Background and Existing Airspace Management

8,000 – 9,000 feet 0 5 10 9,000 – 10,000 feet Figure 20‑17 Existing arrival procedures KILOMETRES and flight tracks – runway 06 Source: Rehbein

38 New Runway Project | Preliminary Draft Major Development Plan May 2018 20 Background and Existing Airspace Management

20.4.3 Interaction with 20.4.3.2 Jandakot Airport 20.4.4 Inactive Military Other Airports The majority of Jandakot Airport Airspace 20.4.3.1 RAAF Base Pearce flights do not affect Perth Airport. As described in Section 20.3.7, during certain times, or for certain The close proximity of RAAF Some aircraft departing Jandakot activities, restricted airspace is Base Pearce’s restricted airspace in poor weather need to climb activated to accommodate military to Perth Airport has necessitated into Perth airspace to ensure safe activities. development of specific air traffic flight above terrain. Depending procedures to ensure safety on the runway available for use at When the restricted airspace is of civilian aircraft arriving and Jandakot, Airport, aircraft arriving not active, Perth air traffic control departing Perth with military at Perth may be delayed to facilitate can process aircraft on more direct operations in the adjoining restricted an aircraft departing Jandakot. routes which results in fewer miles airspace. During southerly operations, the flown, therefore saving fuel burn Royal Flying Doctor Service’s and carbon emissions. This can The SIDs, STARs and other medical priority flights can delay also provide noise improvements instrument approach procedures aircraft departing Perth, particularly for the community. To avoid the for Perth Airport are designed when the weather is poor (low possibility of issuing an incorrect to provide a minimum distance cloud and/or low visibility) as the departure procedure, there is not of 1.5 nautical miles from military priority aircraft need to climb into another set of SIDs and STARs for restricted airspace. To achieve this Perth airspace to ensure safe flight use when the Pearce airspace is separation, aircraft departing from above terrain. inactive. This ensures there is no risk runway 03 must first track to the of accidentally issuing a SID which east or west and only turn north Whether an aircraft is arriving at would clear an aircraft through when clear of military airspace. Perth or Jandakot, during northerly RAAF airspace when restricted Being clear of military airspace operations in poor weather, airspace is active. can be achieved either laterally aircraft which are descending until or vertically when an aircraft has they achieve visual recognition Instead aircraft are processed reached a height to fly above the with the runway use the same though inactive restricted airspace restricted area. airspace. For air traffic control to via approved and published maintain the minimum required procedures. For example, rather than Likewise, military procedures are radar separation of three nautical routing aircraft over the suburbs to designed so that the closest a miles, aircraft arriving at Jandakot the north-west of Perth as occurs military aircraft will fly near the must be sequenced with aircraft during the day, the aircraft continue boundary with civil airspace is arriving at Perth. Each Jandakot on the runway heading to fly over 1.5 nautical miles. The 1.5 nautical arrival therefore uses a ‘slot’ that Pearce and less populated areas mile distance on both sides of could have been used by a Perth such as Whiteman Park. the civil and military airspace arrival, thus reducing the number of boundaries provides a minimum aircraft that can land at Perth in any distance of three nautical miles given period. between aircraft arriving or departing Perth Airport and aircraft operating within military airspace. Three nautical miles is the radar separation standard that air traffic control must achieve between aircraft.

New Runway Project | Volume C: Airspace Management Plan 39 Perth Airport Pty Ltd Level 2, 2 George Wiencke Drive, Perth, WA 6105 PO Box 6, Cloverdale, WA 6985 Tel: +61 8 9478 8888 Fax: +61 8 9478 8889 www.perthairport.com.au