No longer the end of the earth

This poses major operational problems for airlines which are costly and disruptive and that makes Perth a much less attractive destination.

One Emirates diversion from Perth to Adelaide in 2012 cost $500,000 and the airline puts the cost of diversions up as high as US$600,000 when all costs are taken into account.

Perth presents particular fuel planning challenges and the airport’s location at the foot of the Darling Range can lead to weather problems such as severe turbulence off the hills and dense fog.

In 2012, Perth air traffic controllers were forced to suggest Virgin Blue 737 pilots use Rottnest or Gin Gin as an alternative because of severe un-forecast turbulence at Perth caused by 90km/hr winds.

The Virgin crew made it in onto Runway 06 – the only operational runway due to the crosswinds – on their third attempt but had no fuel left for another attempt.

Perth is the worst capital city airport for wind shear and has the highest go-around rate of any airport in Australia.

The alternate for Perth for international flights is Adelaide and sometimes Melbourne as well depending upon circumstances. Kalgoorlie is not suitable for A380s or 777s that make up the bulk of international flights.

Cunderdin’s proximity to Perth is just one advantage as when international flights divert to Adelaide, the crews are over flight-hour limits, causing huge delays and inconvenience.

WA-based Ascent Aviation’s plans to redevelop Cunderdin Airport with a 2600m runway to international specifications is well advanced.

The facility, expected to initially cost between $40 million and $60 million, will have the capacity for up to four A380s.

The cost benefits to airlines are significant with estimates of a 10-ton saving on a Qantas 787 London to Perth operation.

And it will make Perth more attractive to international airlines. One international airline told Contrails it would look at services to Perth once the airport was operational.

Ascent Aviation’s founder and managing director Benjamin Reid said the first phase of the redevelopment was as an emergency alternative to Perth Airport, as outlined in the State Government’s State aviation review.

The second phase would be the development of a pilot training college, and the third phase the handling of cargo freighters.

Phases two and three would take the cost to $200 million.

The final phase could be as Perth’s second airport.

Cunderdin is 158km from Perth but is located on the Perth to Kalgoorlie rail link, thus a higher speed connection is possible on some parts of the line with upgraded track.

Mr Ried told Contrails that the concept “from the outset, has achieved superb in-principle support from major international airlines.”

Cunderin has achieved “superb” support from major international airlines.

“We secured our foundation international airline customer and are in advanced discussions with the remainder of the key airlines.”

Mr Reid said the Shire of Cunderdin and the Wheatbelt Development Commission had been very supportive as had the WA Department of State Development.

And the concept has received bipartisan support from all major political parties.

A critical aspect of the proposal is weather and Ascent as worked with the Bureau of Metrology to examine five years of weather data which has shown that while only 150km apart Perth and Cunderdin rarely are impacted by the same weather at the same time.

According to Mr Ried Cunderdin covers almost 97 per cent of all diversion contingencies.

Perth Airport itself is also upgrading its landing system to CAT 111 and this should be operational within 12 months.

Perth has about 12 major fog events per year and it’s forecast more than 50 times.

The combination of the redeveloped of Cunderdin airport and the Perth CAT 111 upgrade will the State’s capital far more accessible and no longer the end of the earth from an airline operational perspective.