Safety in the vicinity of non-towered aerodromes - Australian ...

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Figure 1: Airspace-use and operational-related occurrences in the vicinity of non-towered aerodromes in Australia, 2003 to 2008 There was a significant increase in occurrences in 2008 (as shown in Figure 1). Further investigation of the data revealed that as a proportion of total occurrences in 2008 compared to earlier years, there were no significant changes in the most common five occurrence types, the location of occurrences, or the involvement of RPT aircraft in occurrences. The reason for this spike could not be determined, but it is at least partially due to an increase in reporting levels of airspace-related and operational-related incidents by pilots. It is also interesting to note that the introduction of the National Airspace System (NAS 2C) non-towered aerodrome procedures in November 2005 did not affect the number of occurrences reported to the ATSB. Any effects of the introduction of NAS 2C would expect to have been seen within 18 months of November 2005; however, there was no significant change in the number of occurrences reported. 3.1 Accidents, incidents, and serious incidents near nontowered aerodromes Almost all of the occurrences during the reporting period were incidents. No injuries were reported in any of the occurrences classified as incidents. However, a proportion of these incidents were serious in nature (n=60) and were classified as serious incidents. Serious incidents are incidents where circumstances indicated that an accident nearly occurred. There were six accidents related to airspace use and separation in the vicinity of nontowered aerodromes. Four of these accidents were mid-air collisions – two involved collisions between agricultural aircraft or gliders conducting manoeuvring near the aerodrome (crop spraying, soaring etc.) The remaining two mid-air collisions occurred between general aviation (GA) aircraft on approach or operating in the circuit. - 20 -
Three of the mid-air collisions resulted in fatal injuries to the pilot of one of the aircraft involved. The remaining two accidents were runway incursions. In one accident, two aircraft collided at taxi speed after landing on opposite ends of the same runway. In the other accident, one aircraft collided during its take-off roll with another aircraft that was landing on an intersecting runway. 3.2 What types of occurrences were most common? Of the 709 occurrences during the reporting period, the most common types were 16 : • conflicts where an aircraft or ground vehicle interfered with the flight of another aircraft (501 occurrences) • reduced aircraft separation not resulting in an airprox or collision (181 occurrences) • Traffic Collision and Avoidance System (TCAS/ACAS 17 ) alerts (87 occurrences, at least 73 being resolution advisories (RAs)) • missed approaches and go-arounds (59 occurrences) • airprox events (55 occurrences) • runway incursions (32 occurrences) • air-to-air and air-to-ground communication breakdowns (388 occurrences) • non-compliance with published information (139 occurrences) • air traffic service procedural errors (27 occurrences). The major types of occurrences found are summarised in Figure 2. 16 As occurrences can have multiple occurrence types recorded, the sum of occurrence types is greater than the number of occurrences. 17 Airborne collision avoidance systems (ACAS) are a type of warning device fitted to commercial aircraft and some smaller aircraft that alert pilots to the potential of a mid-air or near mid-air collision between their aircraft and another aircraft. ACAS II gives both traffic advisories (TAs) and resolution advisories (RAs) in the vertical direction, compared with the earlier ACAS I standard, which only provided traffic advisory information to pilots and flight crews. ACAS serves as a last line of defence against a collision, irrespective of any separation standards. TCAS II version 7.0 is currently the only implementation of the ACAS II standard (EUROCONTROL, 2010). - 21 -
Page 1: ATSB TRANSPORT SAFETY REPORT Aviati
Page 4 and 5: Published by: Australian Transport
Page 6 and 7: 4.4 Making your presence and intent
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Page 10 and 11: THE AUSTRALIAN TRANSPORT SAFETY BUR
Page 12 and 13: - x -
Page 14 and 15: Airproxes and other separation issu
Page 16 and 17: across many aerodromes and aircraft
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Page 20 and 21: procedures from 3 June 2010) GPS Gl
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Page 24 and 25: What challenges do pilots face at n
Page 26 and 27: A factor in the frequency of occurr
Page 28 and 29: suggested that they ignored the lim
Page 30 and 31: airmanship principles, and to allow
Page 32 and 33: 1.3 Scope This report focused only
Page 34 and 35: - 12 -
Page 36 and 37: • Violations - any individual act
Page 38 and 39: Table 1: Movements for 20 selected
Page 40 and 41: that the level of detail and the ty
Page 44 and 45: Figure 2: Most common types of occu
Page 46 and 47: 3.4 Where were the most occurrences
Page 48 and 49: Occurrences relative to flight rule
Page 50 and 51: - 23 occurrences where the aircraft
Page 52 and 53: Runway incursions can have serious
Page 54 and 55: ATS errors in passing traffic infor
Page 56 and 57: In particular, pilots’ broadcasti
Page 58 and 59: Information errors were the most co
Page 60 and 61: A number of reports (n=40) indicate
Page 62 and 63: 5.3 Decision errors Decision errors
Page 64 and 65: A 2004 ATSB review of all 37 mid-ai
Page 66 and 67: In both cases, the pilots of most o
Page 68 and 69: Figure 10: Typical circuit entry me
Page 70 and 71: At non-towered aerodromes, circuits
Page 72 and 73: 6.2 Why weren’t pilots monitoring
Page 74 and 75: 6.3 Other alerted ‘see-and-avoid
Page 76 and 77: Not a substitute for maintaining an
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Page 80 and 81: Figure 13: Damage to Piper PA-28 Wa
Page 82 and 83: 7.3 Avoiding action taken and colli
Page 84 and 85: One airprox occurred between two pa
Page 86 and 87: The movement data elements 32 colle
Page 88 and 89: Notable changes in traffic mix betw
Page 90 and 91: expected number of occurrences; how
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Investigation number AO-2007-006 Wi
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8.4.4 Other recent investigations i
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9.1.1 Parachuting operations A numb
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9.1.4 Avoiding landing charges Ther
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See-and-avoid conflicts See-and-avo
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10.2 Previous ATSB studies into non
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10.4 What you need to do if you fly
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writing, data does not exist to eva
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Australian Transport Safety Bureau.
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