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

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9.1.1 Parachuting operations A number of reports were raised regarding parachuting operators at non-towered aerodromes, particularly in the Sunshine Coast area (Qld) and near Geelong (Vic.). In seven cases, it was reported that parachutists were dropped over an active circuit area, coming into conflict with helicopters or GA aircraft. These cases raised issues of situational awareness of other aircraft in the circuit, due to a combination of not monitoring the Common Traffic Advisory Frequency (CTAF), not making positional and intentional broadcasts, and in some cases not being aware of the regulations regarding parachute drops. Civil Aviation Safety Authority Instrument 405/09 and Australian Parachute Federation Operations Regulations 5.2.15 (a) and 5.2.15 (b) provide direction to parachute operators about how they must safely release parachutists, the radio broadcasts they must make at non-towered aerodromes, and how they must give way to passenger transport aircraft operations at all times. 9.1.2 Frequency congestion and interference There are practical limits on how much voice traffic very high frequency (VHF)-band frequencies such as those used for CTAF can efficiently carry. For this reason, frequency congestion issues can occur at non-towered aerodromes at times of high circuit traffic. Interference issues can be due to aircraft operating at nearby aerodromes using the same CTAF frequency allocation, other ground-based radio transmitters, or due to shielding by natural features. Eight REPCON and CAIR reports were received between 2003 and 2008 relating to congestion and interference issues on CTAF/CTAF(R) and MBZ frequencies in the vicinity of the following locations: • Mount Oxley (NSW) • Lizard Island (Qld) • south of Kempsey (NSW) • Port Lincoln (SA) • northeast of Cooma (NSW) • south of Wagga Wagga (NSW) • south of Broome (WA). Forums such as RAPACs also allow airspace users to raise issues such as frequency congestion at their local aerodromes on the standard 126.7 MHz frequency usually allocated for CTAF. Congestion issues often raised in these meetings relate to pilots operating into a smaller aerodrome near a busy aerodrome where the same CTAF frequency allocation is being used, or interference from relatively distant aerodromes using the same frequency (e.g. Goolwa and Port Lincoln in South Australia). Another issue that has been raised through RAPAC meetings was the absence of a mechanism to allocate discrete CTAFs to non-registered aircraft landing areas (ALAs), further increasing congestion on the existing CTAF for that area (CASA, 2010d). One solution that has been suggested to relieve this issue is to allocate unique CTAF frequencies to busier non-towered aerodromes. This however may reduce the situational awareness of transiting pilots, as they would be required to monitor more than one CTAF to be fully aware of nearby traffic. - 74 -
A review of the Minutes of all RAPAC meetings nationwide in the 2009-2010 financial year has revealed frequency congestion or interference concerns on the area and CTAFs at the following aerodromes: • Bathurst Island (congestion with Port Keats, Jabiru, other Arnhem Land aerodromes) • Coffs Harbour (radio frequency interference in circuit area - airborne aircraft only, not audible on ground) • Gold Coast (at Heck Field, congestion with Archerfield and other nearby aerodromes) • Lake Eyre (congestion with Leigh Creek, William Creek and Coober Pedy aerodromes) • Lilydale (congestion with Coldstream, Phillip Island, Geelong and Bendigo aerodromes) • Moorabbin (radio frequency interference on approaches to runways 17L and 17R) • Narrandera (congestion with nearby aerodromes) • Narromine (congestion with Dubbo Aerodrome) • Portland (congestion with nearby aerodromes) • Roma (congestion with nearby aerodromes). Frequency changes/allocation of discrete frequencies have occurred or are intended to occur at the following non-towered aerodromes: • Busselton (YBLN) (WA) – congestion with nearby aerodromes • Northern Peninsula (YNPE) (Qld) – congestion with Horn Island Aerodrome • Port Macquarie (YPMQ) (NSW) – congestion with Kempsey and Taree aerodromes. Following a formal review of a draft of this report in August 2010, CASA indicated that Northern Peninsula and Horn Island Aerodromes are likely to return to a single CTAF (due to the nature of incidents experienced in the vicinity of those aerodromes), Kempsey Aerodrome is likely to be allocated a discrete CTAF, and that Port Macquarie and Taree Aerodromes will continue to share the same frequency. 9.1.3 Model aircraft and kite flying Three REPCON and CAIR reports were received involving a conflict between an aircraft and a kite or model radio-controlled aircraft being flown (not as part of an organised event) at altitude in the circuit areas or final approach paths of Port Macquarie (NSW) and Moorabbin (Vic.) aerodromes. In addition, four reportable occurrences were identified in the ATSB database where kites and radio-controlled aircraft interfered with aircraft near Benalla (Vic.), Sellicks Beach (SA), Jandakot (WA), and Wantirna (Vic.). If you see a kite or model aircraft flying in a location that might pose a safety risk to aircraft, you should contact CASA and the local government authority in the first instance. - 75 -
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ATSB TRANSPORT SAFETY REPORT Aviati
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Published by: Australian Transport
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4.4 Making your presence and intent
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THE AUSTRALIAN TRANSPORT SAFETY BUR
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Airproxes and other separation issu
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across many aerodromes and aircraft
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procedures from 3 June 2010) GPS Gl
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What challenges do pilots face at n
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A factor in the frequency of occurr
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suggested that they ignored the lim
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airmanship principles, and to allow
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1.3 Scope This report focused only
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• Violations - any individual act
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Table 1: Movements for 20 selected
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that the level of detail and the ty
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Figure 1: Airspace-use and operatio
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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
Page 92 and 93: Investigation number AO-2007-006 Wi
Page 94 and 95: 8.4.4 Other recent investigations i
Page 98 and 99: 9.1.4 Avoiding landing charges Ther
Page 100 and 101: See-and-avoid conflicts See-and-avo
Page 102 and 103: 10.2 Previous ATSB studies into non
Page 104 and 105: 10.4 What you need to do if you fly
Page 106 and 107: writing, data does not exist to eva
Page 108 and 109: Australian Transport Safety Bureau.
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