Airport and Local Runway Safety Team (LRST) meetings
AusALPA Position Paper - RWY Centre Line Lighting
The AFAP has worked with our AusALPA partner to formulate a
position paper to advocate the safety benefits of installing Runway Centre Line Lights (RCLL).
Brisbane Airport
AusALPA reps continue to participate in the BNE LRST meeting. In addition to this, we have participated in the Airservices led discussions on the expanded use of SODPROPS at Brisbane. Of note is that there is now a Ministerial Directive for the expanded use of SODPROPS as the default runway selection mode. We have advocated that safety standards should not be diminished to appease noise complainants. The Directive and the operational plan from Airservices does cater for limitations for this runway mode use based on three metrics, weather limitations, arrival rate of aircraft, and traffic holding not being beyond an additional 20 minutes. We will continue to monitor how this change plays out in practice.
Please refer to the latest AIP SUP for further operational details:
AIP SUP H152/24.pdf
Melbourne Airport
AusALPA has been involved in the Melbourne Airport Dual Taxilane Working Group. There will be ATC phraseology for either dependent or independent pushbacks, based on which bays are requesting pushback. A draft of the pushback procedures and a dependent pushback bay matrix has been created, which also clarifies that no aircraft will taxi behind those being pushed back.
YMML RW27 T4 signboard lighting - This advertising light board was causing light pollution and distraction to pilots on low vis days approaching RWY 27. After we, the AFAP then AusALPA, raised a number of issues the airport has decided to de-commission these lights.
Third Runway - The third runway has been approved by the Minister with the stipulation that 09/27 is restored to its original length. This is encouraging as it helps with the case to keep RWY 07/25 at SYD open.
Perth Airport
AusALPA has been invited to respond to an Airservices consultation that aims to reduce slot and Ground Delay Program (GDP) non-compliance for Perth Airport. Whilst this initiative is an effort to reduce delays and network disruptions, we are concerned for the unintended consequences. No changes will occur until after the consultation period closes (at the end of January).
In the interim, Airservices will continue to issue delays in line with AIP 1.9 when there is a GDP active, which includes de-prioritising flights with up to 60 min airborne delay, or next available slot for early non-compliant or, up to 20 min airborne delay or next available slot if late non-compliant. If however, they see demand exceeding capacity, then it is possible that the airborne delays may be above the published airborne delays found in ERSA.
We are concerned with the operational implications and impacts to sufficiency of fuel carriage/planning and impact/pressures from other aspects of the aviation regime, such as fatigue duty limitations and a lack of comms and surveillance infrastructure available to support efficient and safe operations, such as in the Pilbara region. We are engaging with members, Airservices and CASA on these matters.