VOLUME D: AIRSPACE D3 Airspace Architecture NEW PARALLEL RUNWAY DRAFT EIS/MDP FOR PUBLIC COMMENT D3-25 VOLUME D: AIRSPACE D3 Airspace Architecture CONTENTS 3.7 Traffic Circuits Associated with Parallel Runway Operations 49 3.1 Introduction 29 3.7.1 Independent Parallel Runway Operations 49 3.2 Existing Modes of Operation 30 3.7.2 Summary of Procedures with 3.3 Modes of Operation for NPR 31 Independent Operations 49 3.3.1 Over-Bay Operating Modes 3.8 Airspace for NPR 50 for Parallel Runways 32 3.8.1 Airspace Requirements 50 3.3.2 Runway 01L and 01R Operating Modes for 3.8.2 Runway 01L and 01R Airspace 51 Parallel Runways 34 3.8.3 Runway 19L and 19R Airspace 51 3.3.3 Runway 19L and 19R Operating Modes for Parallel Runways 35 3.4 Method of Determining Required Changes to Airspace 37 3.4.1 Flight Path Development Procedures 37 3.4.2 Principles for Development of Flight Path and Modes of Operation 37 3.4.3 Preliminary Environmental Analysis 38 3.5 Standards for Parallel Runway Operations 38 3.5.1 Instrument Approaches on Parallel Runways 38 3.5.2 Visual Approaches on Parallel Runways 39 3.5.3 Parallel Runway use of STARs 39 3.5.4 Parallel Runway Departures (Instrument or Visual) 39 3.5.5 Weather Criteria for Parallel Runway (Instrument or Visual) 39 3.6 Flight paths for NPR 40 3.6.1 Arrivals on Runway 19R and 19L 40 3.6.2 Departures from Runway 19R and 19L 40 3.6.3 Arrivals on Runway 01R and 01L 40 3.6.4 Departures from Runway 01R and 01L 43 NEW PARALLEL RUNWAY DRAFT EIS/MDP D3-26 FOR PUBLIC COMMENT VOLUME D: AIRSPACE D3 Airspace Architecture FIGURES Figures Figure 3.2: Existing Runway System and Modes Figure 3.3a: NPR Runway Designations Figure 3.3b: Proposed Duty Runways for Modes 1, 11 and 12 Figure 3.3c: Proposed Duty Runways for Mode 2 Figure 3.3d: Proposed Duty Runways for Modes 3, 4 and 5 Figure 3.3e: Proposed Duty Runways for Mode 6 Figure 3.3f: Proposed Duty Runways for Modes 7, 8 and 9 Figure 3.6a: Current and Proposed Arrival Flight Paths (STARs) on Runway 19R and 19L Figure 3.6b: Current and Proposed Departure Flight Paths (SIDs) on Runway 01R and 01L Figure 3.6c: Current and Proposed (Option 1) STARs on Runway 01R and 01L Figure 3.6d: Current and Proposed (Option 2A) STARs on Runway 01R and 01L Figure 3.6e: Current and Proposed (Option 2B) STARs on Runway 01R and 01L Figure 3.6f: Current and Proposed SIDs on Runway 19R and 19L Figure 3.6g: Current and Proposed STARs (19R and 19L) and SIDs (01R and 19R) for SODPROPS/DODPROPS Figure 3.8a: Proposed Changes to Airspace Design to Facilitate Runways 01L and 01R (South) Figure 3.8b: Proposed Changes to Airspace Design to Facilitate Runways 19R and 19L (North) NEW PARALLEL RUNWAY DRAFT EIS/MDP FOR PUBLIC COMMENT D3-27 VOLUME D: AIRSPACE D3 Airspace Architecture GLOSSARY OF TERMS MATS Manual of Air Traffic Services MOS Manual of Standards AGL Above Ground Level NAP Noise Abatement Procedures AIP Aeronautical Information Publication Nm Nautical Miles APT Airport OCTA Outside Controlled Airspace ATC Air Traffic Control PROPS Parallel Runway Operations ATM Air Traffic Management RNP Required Navigation Performance BAC Brisbane Airport Corporation RWY Runway BN Brisbane SFC Surface CASA Civil Aviation Safety Authority SID Standard Instrument Departure Chevron Area of airspace where aircraft are Airspace radar vectored for a 30 degree SID (RADAR) Standard Instrument Departure intercept of final approach. Covers an (RADAR) area between 12Nm (for Instrument SODPROPS Simultaneous Opposite Direction Arrivals) and 4Nm (for Visual Arrivals) Parallel Runway Operations from touchdown. DODPROPS Dependant Opposite Direction Parallel CTA Controlled Airspace Runway Operations DAP Departure and Approach Procedures STAR Standard Arrival Route DER Departure End of Runway TAAM Total Airport and Airspace Modelling DME Distance Measuring Equipment (in VMC Visual Meteorological Conditions this document it refers to distance in nautical miles from the DME VOR Very High Frequency Radio Range beacon located on the aerodrome (navigation tracking beacon providing approximately 1NM north of the azimuth guidance) existing runway). VSA Visual Approach GP or Electronic approach slope guidance Glide Path system (part of ILS) IAF Initial Approach Fix for an instrument approach ICAO International Civil Aviation Organisation ILS Instrument Landing System IMC Instrument Meteorological Conditions IVA Independent Visual Approach KT Wind Speed in Knots LLZ or Electronic runway centreline guidance Localiser system (part of ILS) NEW PARALLEL RUNWAY DRAFT EIS/MDP D3-28 FOR PUBLIC COMMENT VOLUME D: AIRSPACE D3 Airspace Architecture 3.1 Introduction Brisbane Airport is located on Moreton Bay and occupies a large area of land which has an extensive buffer zone between aviation activities and The safe and efficient movement of aircraft in and established communities. These factors combine out of Brisbane Airport is a fundamental objective to provide the opportunity to direct a significant of airport and airspace operations. The operating number of aircraft movements over Moreton Bay. modes for the airport runway system play an This reduces potential impacts of aircraft noise over integral part in fulfilling this objective. However, residential areas, particularly during the low demand, environmental outcomes must also be considered more noise sensitive time at night. when designing the airspace, flight path options, air traffic management procedures and the possible It is important to note that before any proposed modes of operation for any runway system. flight path procedure and/or modes of operation can be finalised and implemented for the NPR The construction of the New Parallel Runway (NPR) system, an additional full and detailed Safety Case is in response to the forecast increased aviation and Environmental Assessment will need to be activity at Brisbane Airport as a result of increasing completed by the airspace and navigation service demand for air travel. The NPR will necessitate provider (ANSP), which is currently Airservices changes to the airspace and flight paths, associated Australia. This will occur prior to the opening of with operations on the new runway, and inevitably the NPR and must be approved by the appropriate mean that there will be changes in aircraft noise Australian Government Minister (currently the exposure in Brisbane. Refer to Volume A, Chapter Minister for Transport and Regional Services). A2 for further details on passenger and aircraft demand forecasts. This document therefore outlines the airspace that BAC currently envisages will be adopted for the The NPR provides the opportunity to implement NPR. However, this Draft Environmental Impact an increased number of operating modes over the Statement and Major Development Plan (EIS/MDP) three currently available modes. These will provide is the first stage in the above approval process benefits from increasing the number of over-bay for airspace. Future developments, particularly operations available but will necessitate changes to to aircraft technology and navigation systems, the flight paths in order to be implemented. may result in changes to the proposed airspace The airspace architecture, including flight paths operations. Any airspace changes would be and modes of operation, for the proposed NPR addressed as part of the ongoing approval process system has been developed by Airservices Australia required by the Australian Government. on behalf of Brisbane Airport Corporation (BAC). Information on the current Air Traffic Control (ATC) This Chapter presents the findings of this airspace procedures and the existing modes of operation at design report “Parallel Runway Project - Preliminary Brisbane Airport is provided in Chapter D2. A full Flight Path Development, Modes of Operation and discussion of the associated air and noise impacts is Environmental Analysis”, describing the airspace and provided in the following Chapters in this Volume D. current and future runway system flight paths and modes of operation. NEW PARALLEL RUNWAY DRAFT EIS/MDP FOR PUBLIC COMMENT D3-29 3.2 Existing Modes of Operation Currently Brisbane Airport operates in one of the three modes described below and shown in Figure 3.2: Runways operate in both directions (i.e. for the existing main runway, arrivals can land from the • ‘01’ mode, in which jet aircraft arrive from the south and departures take-off to the north or arrivals south and depart to the north on the main can land from the north and departures take off to runway, with a smaller number of operations, the south). Brisbane’s main runway is positioned generally by light aircraft, on the cross runway; in a north-south alignment and the cross runway is • ‘19’ mode, in which jet aircraft arrive from the positioned in an east-west alignment. The runway north and depart to the south on the main designations for the existing runways is summarised runway, with a significant number of operations, below and illustrated in Figure 3.2: generally by light aircraft, on the cross runway in the south-easterly (‘14’) direction; and • Runway 19 – arrivals from the north over Moreton Bay and departures to the south over • ‘Reciprocal’ mode, in which all jet aircraft depart Brisbane city and suburbs; to the north and arrive from the north on the main runway, with some non-jet movements on • Runway 01 – arrivals from the south over the cross runway – that is, all operations occur Brisbane city and suburbs and departures to the over Moreton Bay. north over Moreton Bay; • Runway 14 – arrivals from the west and departures to the east on the cross runway; and • Runway 32 – arrivals from the east and departures to the west on the cross runway. Figure 3.2: Existing Runway System and Modes.