Hazards and Risks of Airport Operations D8 - Brisbane Airport

29 Pages·2006·0.79 MB·English

D8 VOLUME D: AIRSPACE
Hazards and Risks of Airport Operations
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D8 VOLUME D: AIRSPACE
Hazards and Risks of Airport Operations
CONTENTS FIGURESAND TABLES
8.1 Introduction 332 Figures
8.2 Federal and State Regulatory Figure 8.2: Hull Loss Accidents Per Million
Controls Affecting Airports and Movements for Western Built Jets,
Air Traffic Operation 332 1994–2003
Figure 8.3: Prescribed Airspace for the Brisbane
8.3 Regulatory Framework for Control
Airport Region
of Aviation at Brisbane Airport 333
Figure 8.4: Depiction of ALARP Regions in Risk
8.3.1 Australian Government 333
Management
8.3.2 Queensland Government
Figure 8.7a: Indicative Spread of Aircraft Incidents
Approval Processes 334
(North American Data)
8.4 Methodology 336
Figure 8.7b: Estimated Distribution of Aircraft
Movements
8.5 Limitations and Assumptions 338
Figure 8.7c: Monthly Average Bird Strike Rate
8.6 Existing Environment 339
(Jan 1999 to Dec 2003)
8.7 Risk Assessment 339 Figure 8.7d: Shorebirds Foraging on Intertidal
Sand Flats on the Intertidal Foreshore
8.7.1 A ircraft Crash Incidents 339
Adjacent to Airport Lands with
8.7.2 B ird Strike 345 Air Traffic Overhead
8.7.3 H azards Posed to Infrastructure Figure 8.7e: Indicative New Road Access to
and Surrounding Areas 350 Airport Terminals
8.7.4 G eneral Operational and
Tables
Construction Hazards 350
Table 8.7a: Summary of First World Crash Rates
8.8 S ummary of Impacts 352 for Aircraft Type Classes
8.9 M itigation Measures 353 Table 8.7b: Significant Bird Strike Species
(1994–2006)
8.10 Residual Effects 353
Table 8.7c: Comparative Bird Strike Rate
(Strikes/10,000 movements) for
2000-05
Table 8.7d: Comparative Bird Strike Figures For
Major Australian Airports for 2000-05
Table 8.10: Hazard Risk Assessment Summary
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D8 VOLUME D: AIRSPACE
Hazards and Risks of Airport Operations
GLOSSARYOF TERMS First World Countries: Australia, Austria, Belgium,
Canada, Denmark, Finland, France, Luxembourg,
Aircraft Movement: An aircraft take-off or landing New Zealand, Norway, Portugal, Singapore, Spain,
at an airport. For airport traffic purposes, one arrival Sweden, Switzerland, The Netherlands, UK, USA.
and one departure are counted as two movements.
High Capacity Regular Public Transport
Airliner: Any aircraft type which was designed Aircraft: A high capacity RPT aircraft is an aircraft
and built specifically for airline use or which has that is certified as having a maximum seating
entered service with airlines in significant numbers. capacity exceeding 38 seats or a maximum payload
General aviation types such as the Beechcraft King exceeding 4,200kg.
Air which may be in limited airline use, but which
Individual Risk: The risk of death per year to a
were not originally designed for that purpose, are
representative or specified individual as a result of
not considered airliner aircraft but general aviation
the realisation of specific hazards.
aircraft in commercial use.
Lethality: The proportion of people – on the
Airport-related crash: A crash in which the
ground – present in an area affected by a crash who
aircraft was taking-off or landing (including stacking)
would be expected to be killed as a direct result of
at an airport. The main criterion for inclusion is that
the crash.
the aircraft was not in en-route flight.
Low Capacity Regular Public Transport
Consequence area: General term for area on the
Aircraft: A low capacity RPT aircraft is an aircraft
ground affected by accident consequences (see
that is certified as having a maximum seating
destroyed area).
capacity of 38 seats or less or a maximum payload
Crash Consequence models: Mathematical less than 4,200kg.
expressions or computer programs used to estimate
Movements: The sum of take-offs and landings.
the consequences of accidents (often relating them
to aircraft, weight or type of terrain). Overrun: An accident during a landing or an
aborted take-off, when the pilot is unable to prevent
Crash frequency: The statistically expected
the aircraft from leaving the paved surface of the
number of crashes in a year.
runway from its ends.
Crash location models: Mathematical
Risk Contours: Lines of equal individual risk
expressions or computer programs which determine
displayed on a map or scale drawing.
the statistical distributions of crash locations in the
vicinity of an airport. Scheduled Services: Flights performed
according to a published timetable, including
Crash rate: The statistically expected number of
those supplementary thereto, available for use
crashes per movement for a particular aircraft type
by members of the public. Freight services are
or set of aircraft types.
included.
Destroyed area: Area on the ground which
Third Party: People in the vicinity of an airport
was effectively destroyed as a result of an aircraft
whose presence is not associated with the activities
accident, including post-accident fires. (This is a
of the airport, i.e. excluding passengers and workers
specific type of consequence area.)
at the airport.
Executive jet: Non-airliner jets (excluding military
Veer-offs: Overruns in which the aircraft leaves the
jets).
side (as opposed to the end) of the runway.
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Hazards and Risks of Airport Operations
GLOSSARYOF ABBREVIATIONS DETR Department of the Environment,
Transport and the Regions (UK)
AEA Atomic Energy Authority (UK)
DOTARS Department of Transport and Regional
AEO Airport Environment Officer (DOTARS) Services
ALARP As Low as Reasonably Practicable EC Environment Coordinator (BAC)
AOC Airport Operations Coordinator EMS Environmental Management System
AOO Airport Operations Officer HSE Health and Safety Executive (UK)
APARs Airports (Protection of Airspace) ICAO International Civil Aviation Organization
Regulations 1996 (Australia)
MTWA Maximum Total Weight Authorised.
APS Australian Protective Service This is the same as the term
“Maximum take off weight” used by
AQIS Australian Quarantine Inspection
CASA in Australia
Service
NATS National Air Traffic Services Ltd (UK)
ASSM Airport Safety and Standards Manager
NOTAM Notice to Airmen
ATC Air Traffic Control
NPR New Parallel Runway
ATSB Australian Transport Safety Bureau
OAG Official Airline Guide
BAC Brisbane Airport Corporation Pty Ltd
OLS Obstacle Limitation Surface
BAHMC Bird and Animal Hazard Management
Committee PANS-OPS Procedures for Air Navigation Services
- Aircraft Operations surface
CAA Civil Aviation Authority (UK)
PSZ Public Safety Zone
CAR Civil Aviation Regulation
QPWS Queensland Parks and Wildlife Service
CASA Civil Aviation Safety Authority
(Australia) RPT Regular Public Transport
CASE Client Aviation System Enquiry RSPCA Royal Society for the Prevention of
Cruelty to Animals
CASR Civil Aviation Safety Regulation
SP Scheduled Passenger
CMC Civil Maintenance Coordinator
SPP State Planning Policy
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D8 VOLUME D: AIRSPACE
Hazards and Risks of Airport Operations
KEY FINDINGS
Baseline Conditions
• Brisbane Airport is a certified aerodrome under the Civil Aviation Safety Regulations (CASRs) and as
such has satisfied the Civil Aviation Safety Authority (CASA) that appropriate operating procedures and
personnel are in place to ensure the safety of aircraft.
• The Regular Public Transport (RPT) aircraft which are the predominant users of the Airport are the subject
of extensive regulatory controls to ensure that they are adequately serviced and maintained in accordance
with the requirements of the CASRs. Likewise, pilots and crew of these aircraft are subject to similar high
levels of licensing and regulatory control.
• Historically, the number of fatal accidents in RPT operations involving Australian registered aircraft is low
by international standards. Australia has not experienced a high capacity RPT fatal accident of any kind
since 1968 and has never had a fatal accident involving an RPT jet aircraft.
• Brisbane Airport has never had a significant accident involving RPT air services.
Impact Assessment
• Overall, the risk from aircraft crash incidents posed by the parallel runway operation is as low as
reasonably practicable. This is borne out by operation of large airports around the world, particularly
those in first world countries. Many of these airports have significantly higher air traffic than is projected
for Brisbane. The provision of the parallel runway will spread the traffic between the runways, reducing the
traffic and hence the risk of an aircraft crash incident, over any particular area.
• Overall, provided the application of best practice techniques for the management of bird hazards on and
around Brisbane airport continues, the risk from aircraft crash incidents as a result of bird strikes with the
new parallel runway operation should be considered as low as reasonably practicable and thus broadly
acceptable.
• The risk posed to infrastructure and surrounding areas is as low as reasonably practicable, taking note
of the low likelihood of an aircraft crash incident at Brisbane and the routine application of accepted best
practice in terms of extensive controls placed on aircraft traffic.
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Hazards and Risks of Airport Operations
8.1 Introduction • Airports Regulations 1997;
• Airports (Control of On-Airports Activities)
The Brisbane Airport will be expanded by building a Regulations 1997;
new parallel runway (NPR).
• Airports (Ownership and Interests in Shares)
Regulations 1996;
The operation of air services and air operations
around a major airport like Brisbane is controlled by • Aviation Transport Security Act 2004; and
a large suite of Federal Acts and Regulations.
• Aviation Transport Security Regulations 2005.
The air traffic to and from Brisbane Airport
The following describes the State regulatory controls
comprises High Capacity Regular Public Transport1
that affect airports and air traffic operation:
and Low Capacity Regular Public Transport aircraft
operations. It does not routinely handle small • State Planning Policy (SPP) 1/02: Development
aircraft general aviation. Traffic for planes such as in the Vicinity of Certain Airports and Aviation
small executive jets is also forecast to be low. Facilities.
This study presents an assessment of the risks These regulations have assisted to maintain a high
posed by the increased airport operations related to level of safety in Australian aviation operations
the new parallel runway. compared to other countries in the developed or
first world.
8.2 Federal and State
A recent publication from the Australian Transport
Regulatory Controls Safety Bureau (ATSB)2 states “examination of the
Affecting Airports and Air ATSB aviation occurrence database has indicated
that the number of fatal accidents in RPT (Regular
Traffic Operation
Public Transport) operations involving Australian
registered aircraft is relatively low by international
The following describes the Federal regulatory standards. Most accidents identified have been
controls that affect airports and air traffic operation: associated with low capacity operations. This is not
surprising, given that Australia has not experienced
• Civil Aviation Act 1988;
a high capacity RPT fatal accident since 1968 and
• Civil Aviation Regulations 1988; has never had a fatal accident involving an RPT jet
aircraft. As shown in Figure8.2 sourced from the
• Civil Aviation Safety Regulations 1998;
Washington DC based Flight Safety Foundation, this
• Air Navigation Act 1920; record makes Australia one of the world leaders in
aviation safety (Matthews, 2005).”
• Airports Act 1996;
• Airports (Protection of Airspace) Regulations
1996;
• Air Navigation Regulations 1947;
• Airport (Building Control) Regulations 1996;
• Airport (Environment Protection) Regulations
1997;
1 A high capacity RPT aircraft is an aircraft that is certified as having a maximum seating capacity exceeding 38 seats or a maximum
payload exceeding 4,200kg.
2 ATSB Transport Safety Investigation Report Aviation Research Paper B2005/0388 – Analysis of Fatality Trends involving Civil Aviation
Aircraft in Australian Airspace between 1990 and 2005
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Figure 8.2: Hull Loss Accidents Per Million Movements For Western Built Jets, 1994–2003.
Source: Matthews (2005) Flight Safety Foundation.
8.3 Regulatory Framework The OLS is intended to provide protection for aircraft
for Control of Aviation at flying into or out of the airport when the pilot is flying
by sight. The PANS-OPS surfaces are intended to
Brisbane Airport
safeguard an aircraft from collision with obstacles
when the aircraft’s flight may be guided solely by
8.3.1 Australian Government instruments, in conditions of reduced visibility.
The Airports Act 1996 defines any activity resulting
8.3.1.1 Airspace Protection
in an intrusion into an airport’s prescribed airspace
The airspace at and around airports is protected to be a ’controlled activity’, and requires that
under Part 12 of the Airports Act 1996 and the controlled activities cannot be carried out without
Airports (Protection of Airspace) Regulations 1996 approval. The APARs provide for the Australian
(APARs). Governement Department of Transport and Regional
Services (DOTARS) or the airport operator to assess
The protected airspace – designated in the Act
and approve applications to carry out controlled
and the APARs as ‘prescribed airspace’ – is defined
activities, and to impose conditions on approval.
using international standards and is the space
above two sets of invisible surfaces above the A controlled activity which results in an intrusion into
ground around an airport, namely the: the airspace above the OLS may be permitted if
assessed as acceptable by the Civil Aviation Safety
• Obstacle Limitation Surface (OLS); and
Authority (CASA). CASA may require the approved
• Procedures for Air Navigation Services – Aircraft obstacle to be marked and/or lit.
Operations (PANS-OPS) surfaces.
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Long term intrusions into the airspace above a 8.3.1.3 Lighting Restriction Zones
PANS-OPS surface are not permitted as these have
Under the Civil Aviation Regulations 1988 (CAR)
a direct impact on the safety of aircraft flying an
CASA has the power to require lights which may
instrument approach or departure procedure.
cause confusion, distraction or glare to pilots in
Buildings and other structures are considered to the air, to be extinguished or modified. CASA may
be controlled activities within the meaning of the authorise a notice to be served for infringement of
Airports Act 1996 and the APARs and are dealt with the regulation. Failure to comply with the directions
accordingly. issued by CASA in this regard constitutes an
offence.
The current prescribed airspace for the Brisbane
Airport region is shown in Figure8.3. 8.3.1.4 Air Turbulence from Stack Emissions
8.3.1.2 Navigation Systems and Air Traffic Gas efflux from industrial chimneys with an average
Management vertical velocity exceeding 4.3m per second at
the OLS or 110m (360 feet) above ground level is
A variety of satellite and ground-based navigational
another controlled activity under the APARs because
aids are routinely used to provide appropriate levels
it is a potential hazard to overflying aircraft.
of safety for aircraft approaches and departures in
reduced visibility conditions. The required accuracy,
8.3.2 Queensland Government Approval
operation and availability of these facilities is strictly
Processes
controlled under the Civil Aviation Safety Regulations
(CASRs). 8.3.2.1 State Planning Policy (SPP) 1/02:
Development in the Vicinity of
All aircraft operating at Brisbane Airport in reduced
Certain Airports and Aviation
visibility conditions must be suitably equipped to use
Facilities
the available navigational aids.
This policy is applied under the Integrated Planning
Brisbane Airport uses various radar services to:
Act (IPA) 1997 and is brought into effect when
• Identify aircraft and monitor their position when developments are in the vicinity of aviation facilities.
operating on the airport manoeuvring area; The aim of the SPP in terms of development
assessment is to satisfy four outcomes which
• Acquire data on arriving aircraft as they are
include protection of operational airspace, control
about to land;
of the number of people affected by aircraft noise,
• Monitor the position of airport equipment and development of noise attenuation measures and
vehicles on the airport manoeuvring area; development of public safety areas.
• Process all aircraft arriving and departing
Civil aviation regulations restrict building or structure
Brisbane Airport and some aircraft transiting
heights at certain zones around Brisbane Airport.
Brisbane Airport’s airspace;
SPP 1/02 prohibits the construction without an
• Detect intruders into Brisbane controlled approval of buildings or structures that will obstruct
airspace; and operational airspace.
• Process aircraft that are not equipped with
transponders (a radar transmitter-receiver
activated for transmission by reception of a
predetermined signal).
The radar services assist Air Traffic Control to fulfil its
responsibilities to manage air traffic in the controlled
airspace surrounding Brisbane Airport under
CASRs.
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Figure8.3: Prescribed Airspace for the Brisbane Airport Region.
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8.4 Methodology • Treat risks:
– Identify options;
– Assess options;
The methodology used is a qualitative analysis of
– Prepare and implement treatment plans; and
the risk that aircraft operations at the upgraded – Analyse and evaluate residual risks.
airport pose to people on the ground at the airport
The risk assessment methodology for the Brisbane
and in adjacent areas. The methodology does not
Airport Corporate (BAC) NPR:
cover the risk to passengers and crew in individual
aircraft, as this is managed by the application
• Identifying and defining the system being
of international standards and recommended
reviewed;
practices in the design and operation of aviation
equipment and systems. • Identifying hazards from operation of the runway
system (existing and upgraded) to give both a
Australian Standard AS/NZ 4360:2004 Risk current and a future risk profile;
Management provides a framework for identifying
• Identifying consequences arising from the hazard;
and evaluating risks. Qualitative and semi-
quantitative methods are accepted techniques • Identifying the likelihood of these consequences
of risk assessment. This approach involves the happening in their entirety; and
following:
• Carrying out an analysis and assessment of the
• Establish the context in which the risk is being risk issues identified taking note of mitigation
assessed: measures that are in place.
– The internal context;
The range of tolerable risks can be illustrated using
– The external context;
the widely used representation of the tolerability
– The risk management context; and
of risk originally published by the UK Health and
– Develop criteria.
Safety Executive (HSE). To allow for the uncertainty
• Identify the risks: inherent in risk estimation, the range of possible
– What can happen?; risk levels is divided into three groups, as shown
– When and where?; and in Figure8.4.34 (n.b. The narrowing triangle is
– How and why? intended to do no more than show diminishing risk.)
• Analyse risks:
There is a threshold above which risk is intolerable
– Identify existing controls and whether they
and a lower threshold below which individual risks
mitigate or eliminate the hazards/risks;
are considered so low that they merge into the
– Determine the consequences of the issues
background risks of life. Individual risks between
identified;
these two threshold levels must be made ‘as low
– Determine the likelihood of the issues
as reasonably practicable’ (ALARP), and this is
identified actually occurring; (likelihood
therefore often called the ALARP Region. The term
is a function of the probability of the
as low as reasonably practicable was originally
consequences occurring and the possibility
raised in the Health and Safety at Work Act of the
of the subject being exposed to those
UK, administered by the Health and Safety Executive
consequences at a particular location); and
(HSE). Similarly, safety legislation in the various
– Risk is a function of the consequences of
Australian jurisdictions is built around the concept
the hazard and the likelihood of it happening
(risk = consequencexlikelihood). that an acceptable level of risk is achieved when risk
is minimised as far as reasonably practicable after
• Evaluate the risks:
incorporating regulatory requirements.
– Compare against criteria; and
– Set priorities.
3 Cameron I.T. and Raman R; Process Systems Risk Management; Elsevier; 2005.
4 Health and Safety Executive (HSE) 2001; Reducing Risks, Protecting People – HSE’s Decision Making Process, HMSO London.
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