Under scrutiny

The first report, on the northern part of the state from Geraldton and above, was issued in April and concentrated on aircraft operations up to FL290. Public comments closed on May 11 with implementation planning to be finalised by June 30. A second report, on congestion at Perth Airport, will be released mid-year.

Members were drawn from Airservices Australia, Defence and CASA. Industry consultation was done by Airservices Australia in a meeting with the main state aviation stakeholders in Western Australia.

The report identified significant issues over lack of surveillance, definitive traffic movement data, aerodrome infrastructure and effective traffic flow management.

Surveillance radar coverage extends for only 250nm from Perth. A temporary radar at Paraburdoo is expected to be working by the end of 2012, providing coverage within 200nm of the site.

Procedural control separation is provided outside surveillance coverage areas. The wet season magnifies the complexity and inefficiency of procedural control, when aircraft have to divert off track to avoid thunderstorms.

A network of ADS-B ground stations already is in place, providing almost complete surveillance coverage above 10,000 ft. CASA has proposed that all IFR aircraft operating within 500nm of Perth below FL290 be required to have ADS-B avionics by 1 January 2016.

Without the fitment of avionics, ADS-B equipment cannot be used as a surveillance tool. The report says: “The efficiency benefits provided by the existing surveillance network (ADS-B) have not been realised because most of the aircraft engaged in FIFO operations are not equipped with required avionics.”

A FIFO fleet review suggests that the fitment of avionics into less than 100 aircraft will provide 90 per cent surveillance coverage in this northern area of WA.

The task force report highlights the outcome of traffic simulations by Airservices Australia, which indicate that without an interim surveillance solution operational before January 2016, demand will exceed the capability to provide a safe, efficient air traffic service.

Airservices is encouraging voluntary fitment of ADS-B avionics before January 2014 to mitigate this traffic capacity issue. To encourage this, the task force recommends that Airservices should assess the viability of introducing routes available only to aircraft with ADS-B and to giving them priority.

The ability of the industry to sustain the costs, undertake aircraft fitment and license the aircraft have not been addressed.

The task force recognises that the introduction of tools to increase the capacity of airspace between 10,000 ft and FL290 will in turn put pressure on lower level airspace. This concertina effect will then cause increased pressure on airport infrastructure.

The report says: “When the upper airspace issues are addressed, efficiency problems will potentially transfer to the low level (Class G) airspace.”

Pressure probably will mount to have enhanced surveillance coverage below 10,000 ft, where significant coverage gaps still exist. Changes to the classification of airspace below 10,000 ft are also mooted as being possible in the next few years around terminal airspace and complex en route corridors.

Throughout regional WA, inadequate airport infrastructure contributes to the air traffic management congestion. In some cases, lack of infrastructure means aircraft have to remain airborne until others depart to free apron space.

To help overcome airport infrastructure issues, the report recommends that Airservices and CASA be involved in the consultation process for airport master plans and proposed developments of regional airports statewide.

The task force has raised the possibility of developing two or more hub airports to provide a transfer point for workers flying to mining airports. The hubs would have the infrastructure needed for high-capacity aircraft from Perth and interstate such as the B767 and A330.

Possible locations include the Pilbara — Port Hedland, Broome or Karratha, or the midwest at Geraldton. But the mining industry seems resistant, voicing concerns that this may increase FIFO costs and heighten the likelihood of their staff being approached by rival companies.

A new collaborative decision-making tool to provide flow management — Metron — was commissioned by Airservices in Perth earlier this year. The report raises concern about airline conformance with previous flow management initiatives, stating: “Experience in Western Australia has shown that compliance with off blocks times . . . is low.”

Effectiveness of such a tool is limited if taxi times are not adhered with and the Task Force recommends an investigation into the scope of suitable action should adherence to slot times not occur.