Airports - Buy two, get one free.


The Essendon DFO Media Release is dated 22 December 2004 (L75 2004).


An Airports tail....or how many ways can you screw an Industry.

Lets have a look at this entirely fictitious story.......or is it?

A certain prime minister decided one day that instead of borrowing money on the "books" if he flogged off the airports he was in effect creating an artificial debt, on someone else's books and the aviation Industry would pay the interest.

A Murky Mandarin and his Mandarin mate Beaker were charged with setting up this fraud on the Australian People and they solicited a Murky Bank to set things up.

Bankstown Airports as an airport was not worth much, but it was owned by the Australian public and paid a modest return to the taxpayers. As realestate however it was worth billions. It was an inconvenience that a small industry relied on that airport for its existence, but no matter, the same Murky Mandarin controlled the entity that controlled the industry so regulating it out of existence was not too hard, just time consuming.

A deal was struck and the Murky bank picked up realestate potentially worth Billions for a couple of hundred Million.

So Far so good, they very neatly avoided paying the NSW Guvmint any stamp duty on any of the transactions, allegedly about thirty Million or so, and interestingly all the state Documents connected to the airport disappeared from the State archives.

Not long after a premier resigned to take up a post as a director on the Murky Banks board, allegedly where turning up for board meetings was optional, then somehow ended up with a farm in New Zealand at the end of it all. Nice work if you can get it.

Another inconvenience was the Airport Act which required Secondary Airports to be reserved for Aviation Use. The head lease for the airports in fact required ALL airport infrastructure, i.e. runways and taxiways be maintained in their original condition at the time of lease signing.

Literally overnight rents and charges at the airport went up by thousands of a percent, driving most of the industry off what had been their airport.

Over time as the Industry that had once thrived at the airport diminished to a shadow of its former self as insidious over regulation drove up costs and massive increases in charges made operating there untenable.

The airport head lease holder, with the blessing of the Murky Mandarin, set about quietly subverting the intention of the Airport Act and the terms of their lease, shutting taxi ways and a whole runway, then dumping thousands of ton's of contaminated fill on already contaminated flood plain on the Southern side to facilitate the development of DFO factories by an equally Murky development shark, even writing their own EPA approval on Commonwealth letter head to head off any green objections.

Good things come to them that wait.
The end game is rapidly approaching.
Badgery's Creek is now in development. The existing runways at Bankstown will be unable to accomodate IFR traffic as Badgery Creek traffic management plans would preclude an IFR approach to Bankstown from the West, same to the East with Mascot in the way. The only chance for IFR operations at Bankstown would have been on the North South runway, now buried under thousands of ton's of contaminated waste busily leaching into the Georges river. A runway closed contrary to the Airport Act and contrary to the lease signed.

I doubt K would give odds on Bankstown surviving as an Airport for another ten years.

One has to wonder what Murky's reward will be, a few years on directors fees and a free farm somehow doesn't seem enough for handing such a prize to a Murky Bank.


"An exceptional talent – indeed. There can be little doubt, Mrdak is bloody good at what he does. Which does not mean to say that what he done has been good for those who have been on the other end of that talent. From Pink Bats to Airports; from Pel-Air to the Mildura debacle, from McConvict to Beaker; every potential avenue to a platform from which Australian’s could come to grips with the waste, excesses and incompetence of aviation safety management has been blocked."

Perhaps we may ask a question of Senator Sterle;

IOS – "Senator Sterle, when a fully loaded semi trailer begins to ‘Jack knife’ what is the proper procedure used regain control and prevent the trailer cleaning up traffic, pedestrians, buildings?"

Relevance, you ask. Well if you think of the current situation with regard to airport developments, you can easily see an out of control juggernaut heading toward the shopping centre; it needs to be controlled and stopped before there is carnage, fire and mayhem. Between Mrdak, Dolan and the cleverly manipulated ‘rules’ there is little to prevent a serious aircraft v building accident and the brakes need to be put on; this needs to be stopped, indeed, it must be stopped.      

The rules have been tinkered with; the lines of responsibility have been artfully massaged and blurred to ensure, absolutely, that  there is little to prevent buildings encroaching on airfield boundaries; all legal, neat and tidy with no one to blame. Airport developments, such as Essendon do not enhance the aviation businesses which must operate from there; the developments do not enhance public safety. The only ‘profit’ or return to the nation is a restricted aviation industry, being pushed out of the only place they can actually do business.

Cynical, mendacious, venal and not in the best interests of Australia. Thank you DoIT, CASA and ATSB. Great job.

Toot – toot.

Chester tries to duck PFAS soil contamination issue - Dodgy

Answer to QIW No. 731, via HoR Hansard 08 Aug '15:

Quote:Poly-fluoroalkyl Substances
(Question No. 731)
[Image: DZW.jpg] Mrs Elliot asked the Minister for Infrastructure and Transport, in writing, on 22 May 2017:

In respect of the confirmation of Perfluorooctane Sulfonate and Perfluorooctanoic Acid contamination at the Gold Coast Airport, will he (a) commit to fully restoring all contaminated soils and ground waters around the Gold Coast Airport, (b) ensure that the process in part (a) is open and accountable, and © take all possible steps to prevent such contamination of local wetlands and waterways.

[Image: IPZ.jpg] Mr Chester: The answer to the honourable member's question is as follows:

A preliminary site investigation for per- and poly-fluoroalkyl substances (PFAS) was conducted at Gold Coast Airport by an independent environmental consultant, GHD Pty Ltd, in July 2016. The study was commissioned by Airservices Australia (Airservices) who publicly released the final report in November 2016. The results showed low levels of PFAS, below guidelines for the protection of human health, at the airport boundary. No PFAS was detected in surface water samples in the Cobaki Broadwater.

Airservices subsequently commissioned a further independent seafood sampling program to better understand potential PFAS exposure pathways on human consumption of fish caught in the Cobaki Broadwater. The biota sampling was conducted in accordance with sampling protocols established by the NSW Department of Primary Industries. Airservices released the results of the seafood sampling in March 2017 which showed PFAS concentrations below the limit of detection in surface water, sediment and biota samples for the Cobaki Broadwater.

The report concluded the risk to humans from consumption of fish, crustaceans and molluscs collected from Cobaki Broadwater is negligible.

These results confirm there is no risk of PFAS migrating off Gold Coast Airport.

Commensurate with the risk, it would be unreasonable to require all potentially contaminated soils and ground waters around Gold Coast Airport to be fully restored.

Gold Coast Airport Pty Ltd and Airservices conduct regular groundwater and surface water monitoring of PFAS to monitor any potential movements of PFAS across the Airport.

Airservices has also commissioned a further sampling program on the north-eastern side of the Airport in Queensland to test local spear bores off-airport and to test for PFAS along the Coolangatta Creek. Sampling will commence shortly once the scope of the investigation has been approved by the relevant Queensland authorities.

It is worth noting a report by the United Nations Industrial Development Organization in 2009 points out only 3% of globally manufactured perfluorooctane sulfonate (PFOS), a major PFAS chemical, by the US company 3M Lightwater was used in making firefighting foam. Almost half (48%) of total PFOS production was used in surface treatment applications (e.g. soil, oil and water resistance on apparel and leather, fabric/upholstery and carpets); 33% in paper protection (food and non food applications); and 15% in performance chemicals (e.g. mist suppressants for metal plating, floor polishes, photographic film, denture cleaners, shampoos, carpet spot cleaners). This report emphasises the fact that firefighting foam constitutes only a small fraction of the total source of PFAS in the environment, i.e. other diffuse sources of PFAS contribute more than 90% of PFAS in the environment. Off-airport sources of PFAS may include sewage treatment plants, landfills, domestic fire extinguishers, mining operations, fuel refineries and storage facilities, urban and country fire-fighting facilities and fire suppression systems in high cost infrastructure, such as tunnels and rail maintenance facilities.

While low levels of PFAS are widespread in the environment, there is currently no consistent evidence that these chemicals are harmful to human health. However, as a precaution, the Australian Government recommends exposure be reduced wherever possible, while research into potential PFAS health effects continues.
MTF...P2 Cool

Latest on security screening & inappropriate urban development near Airports - Confused

By Annabel Hepworth; via the Oz... Wink
Quote:Airports plead for protection

[Image: 72db55e4fee900596d63d791e0fe3827?width=650]Melbourne Airport chief executive Lyell Strambi. Picture: David Geraghty.
  • Annabel Hepworth
  • The Australian
  • 12:00AM August 18, 2017
Governments have been urged to protect airports from constraints including “insensitive” residential projects under flight paths to avoid costing the economy in lost trade.

Warning that once airspace surrounding an airport is lost “it is gone forever”, the Australian Airports Association has warned a landmark government inquiry against housing developments that could spark complaints about aircraft noise and agriculture activities that could pose an aviation hazard by attracting birds.

In its submission to the inquiry into the national freight and supply chain networks, the group has also called on governments to support road and rail links to airports and access to facilities like freight centres.

The call was backed by Melbourne Airport boss Lyell Strambi, who cautioned that impediments on efficient airports were a drain that “just leads to economic constraint and higher cost”.

“There is a looming challenge,” Mr Strambi told The Australian.

People think about airfreight as “these great 747s with the gaping nose wide open and full of freight”, but most freight is carried in the belly of passenger aircraft.

“If we start to run into capacity constraints of any nature then it will effect both passengers and cargo,” he said.

Constraints on airports also undermined wider economic activity. “And also if the airport is constrained, airfares go up,” he said. “The same applies to cargo. If you can’t get it through to the places you need to get it to, people go elsewhere and ... prices go up.”

Mr Strambi is a former senior Qantas executive who became the chief executive of Australian ­Pacific Airports Corporation, which owns and operates Melbourne and Launceston airports.

He said Melbourne Airport was “a poster child” for what happened when the land use planning around airports was right and that “if you get it right your city has competitive advantage”.

The airport is planning a third runway and wants a rail link to Tullamarine.

The government’s infrastructure tsar, Infrastructure Australia, has lauded the planning for Melbourne Airport as spanning beyond 2050 and allowing for ground transport and protection of flight paths.

The Turnbull government has declared it wants to ease the cost of moving cargo.

The government’s “smart cities plan” states that urban developments around airports needed to be “carefully managed”, while IA has called for urgent action in the next five years to protect vital corridors including the Western Sydney Airport rail line.

The Australian Airports Association has warned the government that while deficiencies in ground infrastructure can be fixed, “once airspace surrounding an airport is lost it is gone forever and limits future airport growth”.

The group wants all states to adopt the national airports safeguarding framework in their state planning schemes and for the Turnbull government’s freight strategy to formally recognise the arrangements.

Under the framework, state and local governments are pushed to minimise noise-sensitive developments near airports.

“Insensitive residential developments under flight paths may lead to complaints about aircraft noise and eventually lead to the introduction of operational restrictions, curfews or even the closure of an airport,” the association says in its submission.


Quote:Security expert’s call for more screening of freight at Australian airports

[Image: 024a127174c6cf2e4684185427c30d2f?width=650]Joseph Wheeler, principal of aerospace law firm IALPG
  • Annabel Hepworth
  • The Australian
  • 12:00AM August 18, 2017
Australia faces growing pressure to buttress screening for air cargo in the wake of the alleged terrorist plot to bring down a plane.

Adding to calls for a more stringent approach, Mike Carmody — the former chief of sec­urity at Federal Airports Corporation — said not everything that came into Australia was screened because of the sheer volume of air cargo crossing the border. He said there needed to be a “scalable mechanism” to increase the proportion of air cargo that was subject to screening, but he questioned whether this was based on the national terrorism threat level, saying the level “bears little relationship to aviation security”.

“Aviation security was a ­national crisis two weeks ago. What has happened?” Mr Carmody said.

He said that effective deterrence was based on the ongoing development of technologies for aviation security screening, but no matter how advanced the technology, the limitation was the screening operator.

Joseph Wheeler, principal of aerospace law firm IALPG, said more sophisticated screening technologies should be used “where it is practical to do so because it will enhance the safety outcome, no matter the cost”.

“More needs to be done to strengthen security procedures to prevent the use of cargo or freight in air transport for criminal ­activity and associated unlawful interference,” Mr Wheeler said.

Australia bans air cargo that has originated from or transited through a list of certain countries.

Mr Wheeler said “it is clearly time to reassess the list and potentially impose more broad-ranging screening of inbound cargo than presently applies given the unpredictability of where and when items being used for or intended for malicious purposes in Aus­tralia will arrive”

He also said the recent alleged plots in Australia should inspire international bodies to accelerate their sharing of sensitive intelligence information, noting that this was what happened after Malaysia Airlines Flight MH17 was shot down over the eastern Ukraine three years ago.

Last night, a spokesman for the Department of Immigration and Border Protection pointed to comments on Wednesday by Malcolm Turnbull that Immigration and Border Protection Minister Peter Dutton was doing further work “on cargo, passenger security and screening at airports”.

Debate about aviation security has raged after the Australian Federal Police revealed military-grade explosives had allegedly been sent from Syria to operatives in Sydney via Turkey. A detailed proposal to clamp own on security at airports is reportedly due to go to cabinet

More troubles for our greatest walking, talking aviation disaster & minister Chester... Dodgy

MTF...P2 Tongue

DFO accident update: A tale of obfuscation and political expediency - Dodgy

Off M&M's FOI disclosure log, I note that there has recently been a whopping 334 page document released under a FOI request titled: Essendon DFO development plan (17-96) PDF: 15569 KB

Have only just started reviewing this document but here are some extracts of interest that I have noted so far... Rolleyes

Reference from the Master MDP:

Quote:[Image: YMEN-MDP-4.jpg]
[Image: YMEN-MDP-5.jpg]

Reference from DOTARS ( the Department) assessment of the YMEN Master MDP:
Quote:[Image: YMEN-MDP-1.jpg]
[Image: YMEN-MDP-2.jpg]
Reference 16 December 2004 correspondence from CASA to DOTARS: 

Quote:[Image: YMEN-MDP-3.jpg]

Still reading -  Huh  

In the meantime, over to you Mr PeaBody - Wink

MTF...P2 Cool

Well,well,well, P2, from Ms Hinder's letter it would seem the more things change the more they stay the same.
Same, in that CAsA will take no responsibility for anything except their inflated salaries and bonuses.
Change in that they and they alone produce nefarious, convoluted, unworkable regulations that nobody understands, including themselves, based on Ms. Hinders letter, in the guise of "Reform" of course. But woe betide you if you place your own interpretation on the law.
CAsA won't give you one, because they don't have a clue what they mean either, but subsequently when the doo doo hits the fan, to quote an infamous FOI, tasked with shutting down an operator, for no particular reason, other than his director thought it was a good idea, "A whole lot of shit is coming your way".
God almighty, It becomes more and more unbelievable.

Oversight or Lack There of!!

Just a few words about the image below; there in lies some porky pies.

3.6.1 Building height - In accordance with aviation safety requirements of America and New Zealand..... This aint from the MOS 139; try CFR77.19 if you want a 1 in 7 transitional surface.

From CFR77.19:

Transitional surface. These surfaces extend outward and upward at right angles to the runway centerline and the runway centerline extended at a slope of 7 to 1 from the sides of the primary surface and from the sides of the approach surfaces. Transitional surfaces for those portions of the precision approach surface which project through and beyond the limits of the conical surface, extend a distance of 5,000 feet measured horizontally from the edge of the approach surface and at right angles to the runway centerline.

The width of the primary surface (if Essendon airport was actually in the USA) would be 1,000 ft (304.8m). So it would fail there as well.

From the MOS:

The transitional surface comprises inclined planes that originate at the lower edge from the side of the runway strip (the overall strip), and the side of the approach surface that is below the inner horizontal surface, and finishes where the upper edge is located in the plane of the inner horizontal surface.

Runway 26 strip width from runway centre is shown as 90m; should be 150m. Runway 35 is shown as 75m; should be 150m also. EAPL have used the runway gable markers as the edge of the strip; it should be the overall strip.

Again from the MOS:

The transitional surface slopes upwards and outward at a specified rate and is to be measured in a vertical plane at right angles to the centreline of the runway.

This a line projecting from the runway centreline at 14.3 degrees until it intercepts the inner horizontal surface at 45m. If you work it out it's around 197m from runway centre. Then draw a line down to the edge of the overall strip. That's what the transitional surface should look like. Look at the drawing below; nothing like it!

3.6.2 Navigational aids - This runway comprises an Instrument Landing System (ILS) which requires clearance distance in accordance with CASA's Manual of Standards Part 139. The requirements of this manual have been totally ignored and  would severely impact on our development.

[Image: YMEN-MDP-4.jpg]
[Image: YMEN-MDP-5.jpg]

Oversight or lack there of - Part II

Excellent stuff Mr PB please keep it coming... Wink

Still trying to piece together the bureaucratic trail of obfuscation and dodgy deals related to the Ministerial approval of the DFO development.

The FOI - PDF: 15569 KB - is a fascinating document and would appear to be cleverly constructed as to paint CASA in a bad light of zero care, zero responsibility. This is highlighted by the fact that word weasel confection from CASA (Acting Executive Manager of Corporate Affairs Ms Nicola Hinder) features, without any apparent connection, on the last page of the FOI released document... Huh     

Besides the letter from Ms Hinder, the following is the sum total excerpts that highlight CASA's input as the premier government regulatory body responsible for aviation safety in this country. 

From the Department & Ministerial sign off page (pg 2 of the FOI PDF):
Quote:[Image: YMEN-MDP-6.jpg]
Page 5 of the FOI:
Quote:[Image: YMEN-MDP-8.jpg]

PB: "..Runway 26 strip width from runway centre is shown as 90m; should be 150m. Runway 35 is shown as 75m; should be 150m also. EAPL have used the runway gable markers as the edge of the strip; it should be the overall strip...

..This a line projecting from the runway centreline at 14.3 degrees until it intercepts the inner horizontal surface at 45m. If you work it out it's around 197m from runway centre. Then draw a line down to the edge of the overall strip. That's what the transitional surface should look like. Look at the drawing below; nothing like it.."
P2 Q/ What about Runway 17/35, how come CASA didn't survey/check the transitional surfaces of that runway?  

Attachment G (page 234 FOI PDF):

Quote:[Image: YMEN-MDP-9.jpg]

The last two extracts is as close as you are going to get to a signed confession that CASA signed off on the building of the DFO... Dodgy

Still digging but in the meantime here is bit of historical scuttlebutt from the dodgy history of the government airport lease agreements - note who was the DOTARS Ag Deputy secretary at the time... Rolleyes 


Reference: Review of Auditor-General’s reports, fourth quarter 2003-04




MTF...P2 Cool

A catch-up read.

Hate playing ‘catch-up’ but (still drug fuzzy) managed to get up to speed on the Essendon DFO imbroglio from the P2 #286 offering. Strangely enough, coming from behind, for once has been of some benefit. It makes you realise just how bloody serious this whole ‘airports’ thing is.

It also makes you realise just how incredibly difficult, if not impossible, it is going to be to ‘get a rope’ on the situation and return to some semblance of control. The cost of regaining that control if (and it’s a big IF) the government ever decided to act is massive. Yet, when you think it through its not just the cost; take the CASA input as a test case. There is a vast gulf between what the public may expect of the pinnacle ‘Aviation Safety’ body and what is actually delivered. The ‘law’ fully supports the CASA ‘hands off’ approach, can you imagine trying to mount a case against CASA which sought to prove that they do indeed have a responsibility to the travelling public using our airports.  

I reckon if you asked a punter stood waiting in the long line to gain access to the departure gate if they reckoned the airport was ‘safe’  - “what do you reckon the chances are of an aircraft hitting this terminal?” - they’d give you strange look; then ask “who’s responsible for preventing that?” they’d all say one of two things “CASA or the government”.

Yet here we sit, surrounded by stark evidence to the contrary. The ‘Hinder’ letter but a small indicator of how perverted the spirit and intent of legislation designed to protect Joe Public and his kids, shopping at a DFO built within the confines of an operational runway has become; to point where clearly they are not only unprotected, but callously placed in harms way by the machinations of government agencies which seek only to avoid the responsibility placed on them.

I could, at a pinch, live with that legally authorised dereliction if there was the moral fibre or conscience to provoke some sort of responsibility; if somewhere in the paper work mountain there was a voice to say ‘No, this can’t be allowed’. But there ain’t, is there. The more the attitude become entrenched, the more used to the normalised deviance one becomes, the sop to conscience becomes the drug of choice allowing any and all aberrations’ to pass the good sense test. The Essendon accident is disgusting and demands a full investigation, not likely to happen, those that could bring such a thing into reality are those who would be investigated.

Watch closely as the tried and true allies of time, deflection, dissemble, deniability and deception slowly grind away any and all objections, the cost of any result far outweighing the benefits as new ways of doing the same old thing are developed. It is disgusting, but it remains, repeated history.

A strange situation, where the well being of the Australian public using our airports will, ultimately, depend on the fighting spirit shown by the relatives of a few American citizens, needlessly killed by an irresponsible system of safety management. Shame on Australia: shame.


Oversight or lack there of - Part III

Some images to clarify this transitional surface business courtesy of the NZCAA. Keep in mind the transitional surface arrangement over the dutch is 1:7 or 8.13 degrees. This 1:7 slope is NOT a CASA requirement as suggested in the EAPL document.

[Image: attachment.php?aid=368]

[Image: attachment.php?aid=369]

Now this image is how it's worked out in Australia per the CASA MOS.

[Image: attachment.php?aid=370]

The NZCAA and FAA have adopted a more stringent definition of the transitional surface than CASA has; the reason being to protect airstrip space from possible encroaching development.......sound familiar.

I thought I had gotcha moment when I read the NZCAA requirements but that was just my lack of understanding of kiwi englush. In their requirements the strip width can be a minimum 150m wide; conveniently the same as runway 35 at Essendon. Then I worked out they are referring to 150m wide each side of the strup; why they couldn't have just written 300m is anyone's guess.

It makes me wonder though if someone tried to pass off the NZ requirement as a CASA requirement and conveniently misinterpreted the 150m. If it had been prepared in accordance with the NZ requirements correctly; there would not be any buildings at the DFO sight.



Attached Files
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But but Mr. Peabody Australia is the safest country in the world to fly in!! Our stringent world leading industry crippling over regulation is designed to ensure as little aviation as possible occurs.
This is a disaster!! All those Ministers Statements, all those CAsA press releases!! Do you mean to tell us it's all a myth??

(08-30-2017, 03:22 PM)MrPeaBody Wrote:  Oversight or lack there of - Part III.V

Some images to clarify this transitional surface business courtesy of the NZCAA. Keep in mind the transitional surface arrangement over the dutch is 1:7 or 8.13 degrees. This 1:7 slope is NOT a CASA requirement as suggested in the EAPL document.

[Image: attachment.php?aid=368]

[Image: attachment.php?aid=369]

Now this image is how it's worked out in Australia per the CASA MOS.

[Image: attachment.php?aid=370]

The NZCAA and FAA have adopted a more stringent definition of the transitional surface than CASA has; the reason being to protect airstrip space from possible encroaching development.......sound familiar.

I thought I had gotcha moment when I read the NZCAA requirements but that was just my lack of understanding of kiwi englush. In their requirements the strip width can be a minimum 150m wide; conveniently the same as runway 35 at Essendon. Then I worked out they are referring to 150m wide each side of the strup; why they couldn't have just written 300m is anyone's guess.

It makes me wonder though if someone tried to pass off the NZ requirement as a CASA requirement and conveniently misinterpreted the 150m. If it had been prepared in accordance with the NZ requirements correctly; there would not be any buildings at the DFO sight.


Yet again Mr PB an excellent, concise and dare I say fully transparent post, that highlights clearly the bizarre disconnections between the Australian rule set and oversight of airports versus (apparently) the rest of the world... Blush Please Mr PB keep your informative posts coming and the key for the Tim Tam cupboard is in the mail... Wink

Briefly going back in time to this commitment by Carmody to Senator Fawcett (02:30 minutes).. Rolleyes

Now on a passing strange coincidence and very much aligned to the disturbing revelations contained in the 'Oversight or Lack There of' post series so far; I note that on the same day that CASA was appearing before the Senators in the Drone Wars inquiry - see HERE - that they have released a NPRM on Part 139... Shy

Via the CASA twitter guy/gal... Wink

Quote:Have your say on a proposal to update the Part 139 ruleset for aerodromes via CASA’s consultation hub at .

[Image: DIX7p9hUIAEC7h_.jpg]


Part 139 of the Civil Aviation Safety Regulations 1998 (CASR) and the subsidiary Part 139 Manual of Standards (MOS) were implemented in 2003. These rules regulate:
  • the operation of certified, registered and ‘certain other’ aerodromes
  • obstacles and hazards
  • aerodrome radio communication services.

[size=undefined]By 2014, CASA and industry both recognised that a comprehensive review of the Part 139 legislative framework was necessary. While a review of the rules for fire fighting (Subpart 139.H of CASR) and heliports will be subject to separate consultation, the proposed amendments to Part 139 of CASR and the Part 139 MOS aim to:
  • more closely reflect the Standards and Recommended Practices (SARP) for Annex 14, Aerodromes to the International Convention on Civil Aviation (the Chicago Convention)
  • simplify the categorisation of aerodromes by moving to two categories: certified aerodromes (regulated) and uncertified aerodromes (unregulated)
  • introduce a graduated structure for aerodrome certification requirements to ensure that regulatory requirements are commensurate with the operation(s) being conducted at the aerodrome
  • re-write existing regulations in an outcome-based format, where appropriate
  • reduce existing regulatory costs
  • provide a more streamlined and clearer regulatory framework for Part 139.
Why We Are Consulting

CASA recognises the valuable contribution that community and industry consultation makes to the regulatory development process. This notice of proposed rule making (NPRM) sets out the rationale for updating the rules related to aerodromes, describes previous consultation we have conducted and asks you to consider a range of proposals for rule changes.
And some examples from the NPRM under paragraphs...

1) 3.2.2 Harmonisation with ICAO

Quote:- Some standards are not consistent with Volume I of Annex 14 to the Chicago Convention and its associated documents...

..As Australia is a signatory to the Chicago Convention, CASA seeks to include certain aspects of PANS-Aerodromes in the Part 139 rules and supporting guidance materials.

- The ICAO Air Navigation Commission has initiated a review of the relationships between obstacle limitation surfaces and PANS-OPS surfaces, which relates to instrument approach procedures, and a complete review of Annex 14 to the Chicago Convention.

& from 2) 3.3 Key considerations

Quote:These obligations and principles underpinned CASA’s approach to reviewing the Part 139 regulations and standards. The review has also considered the following:

- The protection of the travelling public requires the maintenance of minimum physical standards, infrastructure condition and the protection of terminal instrument flight procedures including obstacle free areas...

...- Regulations will only be written to address identified risk or to harmonise with the Annex 14 SARP and PANS-Aerodromes.

Ps Also refer para 3.5.1

Finally in reference to the proposed amendment to Part 139 (Annex A - Draft Civil Aviation Legislation Amendment (Part 139) Regulation 2017) I note the CASA word weasel confection of the day is the word 'HAZARD' - see HERE... Dodgy

From Subpart 139.001 'Simplified outlined of this Part':
Quote:Some objects or structures can create a hazard to aircraft operations at an aerodrome and more generally. CASA must be notified of proposals to build such objects or structures and can make determinations about whether they are hazards.

& from 139.150 'Hazards to aircraft operations':

Quote:Prescribing objects or structures that may be hazards

(5) The Part 139 Manual of Standards may prescribe kinds of objects or structures that may constitute a hazard to aircraft operations.
(6) Paragraphs (1)(a) and (3)(a) do not limit the kinds of objects or structures that may be prescribed by the Part 139 Manual of Standards under subregulation (5).

Note: For powers to remove or mark hazards affecting an aerodrome, see the following:
(a) Division 9 of Part 9 of CAR;
(b) the Civil Aviation (Buildings Control) Regulations 1988;
© Part 12 of the Airports Act 1996 and the Airports (Protection of Airspace) Regulations 1996.
MTF...P2 Cool

Ps Is it any wonder the word 'HAZARD' was emphatically emphasised by Dr A at 00:30 seconds here:

Hmm...wonder what the legal definition of a 'HAZARD' is... Huh

Is CAsA a 'HAZARD' to aviation?

The factories at Moorabbin Airport (MB) illustrated above, lower right hand corner, were built on airport land, following "privatisation".  

Runway 22/04 was shortened considerably, obviously a disadvantage to operations, especially flying training. In addition, that inappropriate development totally precludes take-off or landing on the former grass landing strip 27/09 which had been located next to the airport northern boundary (right hand side of photo). Prior to the land grab and buildings, I flew to MB with one main gear leg hung up electing for a wheels up landing on strip 27 into a moderate westerly wind. A short landing with minimal aircraft damage resulted.

Due to irresponsible government policies allowing encroachments (and similar or worse eg Bankstown), that option is not available today.

It would be just as logical for governments to long lease freeway sections for new factories and shopping centres, reduce the lanes, introduce ASICs for at least all commercial vehicle drivers, biennial licence renewals, and a swag of new strict liability criminal road rules. These should include severe fines for incorrectly adjusted rear vision mirrors, lack of vehicle maintenance and driver logs, unauthorised mapping equipment and incorrectly fitted or unauthorised parts or modifications and so on and on....huge safety benefits along with massive reductions in traffic congestion. A win win for governments and a mighty boost for employment via more independent government rules rewrite and enforcement corporations.

Addition to my post re freeway development.
We should also insist on a regime of stringent car driver medicals as a public safety measure, the model being AVMED or AVMAD if you will. By huge licence cancellations the number of road accidents would fall dramatically, though not as much in proportion to the reduction in road use owing to the debilitating effect of loss of recency (skills loss). However safety comes first and consequent reduction in hospital admissions (fewer road accident victims) would allow thousands of doctors to migrate to ROADMED or what will become known as ROADMAD.

AAA CEO Caroline Wilkie explains the NASAF process -  Wink

Via the Oz today:
Quote:Poor land use planning a hurdle for aviation growth
[Image: b4817f992f9d1f791337418326954905?width=650]Caroline Wilkie is chief executive of the Australian Airports Association.
  • Caroline Wilkie
  • The Australian
  • 12:00AM September 15, 2017
One of the biggest unseen impediments to the continued growth and operational efficiency of airports across the country is actually an issue that is largely beyond the control of the airport. This issue revolves around land use planning.

To those outside the aviation industry, it may seem curious as to what interest airports would have with planning decisions for developments beyond the airport precinct.

However, the reality is, sometimes development proposals, whether they be just outside the boundary of the airport or 20km away in the CBD, can have significant impacts on the airport and its operations.

The reason for this is that poor land use planning decisions around airports can lead to a range of issues and problems including aircraft safety hazards, operational restrictions, protracted litigation, amenity impacts for nearby residents and airport closures in the extreme case. A concept known as airport safeguarding aims to prevent or mitigate these issues for the benefit of the whole community.

This was recognised by the commonwealth and all state and territory governments back in 2012 when the then Standing Council of Transport and Infrastructure agreed to the implementation of a new initiative, the National Airport Safeguarding Framework. The agreement represented a collective commitment from governments to ensure an appropriate balance is maintained between the social, economic and environmental needs of the community and the effective use of airport sites.

NASF raised the airport safeguarding bar in Australia but unfortunately in a number of cases state, territory and local government planning systems have been lagging behind the guidelines. Reforming these jurisdictional planning schemes to align as closely as possible with NASF is a key focus area for the airport industry.

The NASF also remains a focus area for the federal Department of Infrastructure and Regional Development in its recently released Corporate Plan 2017-18, which has identified key activities in relation to airspace protection and building-generated windshear and turbulence — both of which can result in significant safety and operational issues for aircraft.

The airport industry is pleased the department has recognised these issues as priority focus areas, both of which have been particularly problematic for airports in recent times. However, it is essential that the states follow the lead of the federal department and make genuine efforts to reform their respective planning schemes to ensure development proposals don’t detrimentally impact aviation.

While most people can appreciate why proposals for residential developments in the close vicinity of airports can be problematic when you consider aircraft noise issues, what is less commonly understood is why developments 20km or 30km away from the airport can be an issue. This comes down to the importance of airspace protection. Airspace can be most easily thought of as invisible three-dimensional planes or surfaces above the ground around an airport, sometimes quite complex in geometry.

These airspace surfaces can be influenced by geographical features such as mountains and high terrain, buildings, towers and construction cranes, which constitute obstacles for pilots to avoid. The airspace above these invisible surfaces forms an airport’s protected airspace, which extends dozens of kilometres beyond the airport site.

Protection of airspace surrounding an airport is as critical to the maintenance, safety and efficiency of an airport as the safe design and operation of on-ground infrastructure such as runways, taxiways, terminals and navigational aids. However, while ground infrastructure deficiencies can be subsequently modified, once airspace surrounding an airport is lost it is gone forever and limits future airport growth.

This is why land use planning decisions, particularly those that may have airspace protection implications, are of such critical importance to airports. If airspace is lost due to the development of a structure this can result in critical obstructions in the design of instrument flight procedures and may impose limits on the range of weather conditions in which aircraft operations can take place. This could be because of the height of the structure, but also may relate to its lighting configuration.

The impacts of any one obstacle may be relatively minor, but together a number of obstacles may seriously limit runway utilisation, increase environmental impacts, cause airspace congestion and reduce the effective handling capacity of the airport. From an airline perspective, the proliferation of obstacles surrounding airports can ultimately impact on the viability of routes and threaten the commercial viability of some operations.

Such impacts can have significant economic consequences to the local or regional economies that an airport supports.

The impacts of planning decisions that allow for residential developments in the close vicinity of airports can have equally detrimental impacts. Without appropriate mitigation measures the impacts of aircraft noise on communities can ultimately result in the imposition of curfews on airports which significantly limit the number and type of operations.

Airport safeguarding and the jurisdictional implementation of the NASF principles and guidelines should not just be an aspirational objective, it is essential to the ongoing viability of the aviation industry. State governments and planning authorities must recognise the importance of this issue and support the work of the Department of Infrastructure and Regional Development to ensure we do not unwittingly jeopardise the future of Australian aviation with poor land use planning decision.

Caroline Wilkie is the chief executive of the Australian Airports Association.
MTF...P2 Cool

Essendon Airport pushing curfew restrictions - Rolleyes

Via the Oz:
Quote:Jet operators back plan to ease Essendon curfew
[Image: 78bc7f5a497681af98ba303178f4351e?width=650]
Chris Cowan says ‘corporate jets are all about flying anywhere, any time’.
  • The Australian

  • 12:00AM September 22, 2017
  • [size=undefined]ANNABEL HEPWORTH
    [Image: annabel_hepworth.png]
    Aviation Editor


Corporate jet operators at Essendon Airport may no longer need to divert to Melbourne Airport during curfew hours under proposed changes the airport’s boss hopes will cut red tape.

Essendon Airport boss Chris Cowan has swung in behind plans to update the curfew, which applies between 11pm and 6am. But the airport says it is also open to supporting further changes pushed by community representatives.

An overhaul of the curfew at Essendon, the nation’s biggest corporate jet base, could also reignite debate about the way curfews work at Sydney, Adelaide and Coolangatta airports.

Under proposals the Department of Infrastructure and Regional Development is consulting on, jet aircraft that meet “strict” noise criteria will be able to land during the curfew.

As well, under the proposals, non-emergency helicopters and propeller-driven aircraft would no longer be able to operate at ­Essendon during the curfew and the weight restriction for jets operating outside the curfew hours would be lifted from 45,000kg to 55,000kg.

Bill Shorten and the federal member for Wills, Labor MP Peter Khalil, have written to residents about the proposal, saying there will be a community forum next week “to discuss any concerns local residents may have with the proposed amendments and to hear the views of the community on this issue”.

Mr Cowan said the airport was committed to working with the community aviation consultation group and future meetings were planned.

“We think it’s a very balanced, very good proposal which is good for the operators, which is very important, but we think it’s also a better outcome for the community. But we as an airport rely very heavily on our community group for feedback ... we will support reasonable amendments to that if that’s what the community sees as relevant,” Mr Cowan said.

He said was happy to discuss measures such as a yearly cap on the numbers of jet movements during the curfew.

According to the department’s consultation paper, under the existing curfew aviation operators find it hard to connect to eastern seaboard cities for a full day of meetings and return to ­Essendon on the same day.

Mr Cowan said operators sometimes needed to divert to Melbourne Airport during the curfew and bring the plane back to Essendon the next day.

“In many instances, they are flying from remote airports (and) they don’t have the flexibility to arrive here ... corporate jets are all about flying anywhere, any time.

“This is one of those levers that they’re not going to use all the time.

“But having the flexibility to use it is very important to them.”

Essendon says modern jets can be quieter than many propeller aircraft and that the curfew didn’t cap movements or impose noise limits on smaller propeller planes, so says it believes changes could result in less noise.

Under the proposal, there would be a noise limit of 90 decibels on landing, a tougher standard than for Sydney, Adelaide and Coolangatta.

At the moment there is no cap on the propeller aircraft during curfew hours.

Mr Cowan said that as not all jets would be able to meet the proposed noise standards, “we therefore would like to see that over time that anyone who aspires to get some flexibility would move to have quieter jets”.

“So there might be some ongoing improvements during the day as well.”

Hmm...passing strange how M&M's old Department is suddenly promoting aviation at our secondary airports... Huh

MTF...P2 Cool

'Nuff said:-

"U.S. Department of Transportation Secretary Elaine L. Chao today announced the Federal Aviation Administration (FAA) will award $277.5 million in airport infrastructure grants to 67 airports in 22 states across the United States as part of the FAA’s Airport Improvement Program (AIP)."

Here's the - LINK - read it and weep.

Dr Gates calls for rethink on ARM & Airports - Confused

The following informative, article courtesy Echo NETDAILY, could spell some serious problems for dopey Darren, Carmody and the relevant local government authorities:

Quote:Public safety put at risk by airport developments
[Image: Airport-Safety-2-640x438.jpg]
This map shows that a section of the approved manufactured homes development at Evans Head airport is in the public safety zone. (supplied)

The state government and Richmond Valley Council have been accused of putting the interests of developers over public safety by approving residential and commercial buildings near airport runways

The criticism followed the recent approval of a manufactured homes development near runways at the Evans Head Memorial Aerodrome.

Evans Head Memorial Aerodrome Committee president Dr Richard Gates said the failure of the NSW government to mandate Public Safety Zones around airfields and airports was nothing short of criminal negligence.

Dr Gates said information received from the Civil Aviation Safety Authority (CASA) in relation to a fatal plane crash at Essendon Airport showed that houses and a primary school were in the public safety zone.

‘For years the NSW State government has used an outdated ‘noise nuisance measure’, the Australian Noise Exposure Forecast or ‘ANEF’, to determine how close residential and commercial buildings can be built near runways,’ Dr Gates said.

‘However there is substantial international research which shows that aircraft noise is not an appropriate safety measure to determine how close construction should be to an active runway to be safe.

‘Local, state and federal governments have known that the ANEF is the wrong measure and have failed to act. The exception is Queensland which has Public Safety Areas around its airfields to shield the public from the risk of aircraft accident and to give aviators room to move should there be a problem.

‘While the federal government has provided a National Airports Safeguarding Framework based on the advice of the National Airports Safeguarding Advisory Group (NASAG), the framework does not include public safety zones, which begs the question ‘why have they been left out’ particularly when these are standard practice in most first world countries and the Queensland government has adopted them for their airfields?’

‘It is very clear the big developer lobby has captured the safety agenda and land use planning policy and is influencing policy and standards and planning decisions in ways which are not in the public interest. They are gobbling up our aviation infrastructure through inappropriate encroachment aided and abetted by the State.’

‘We have been making formal and informal representations about these matters for years to all levels of government, their bureaucracies and Senate Estimates. With one of our submissions to the federal government we were the subject of an FOI request. It would seem that what we had to say touched a raw nerve with the big developers and their powerful lobby groups. ”

“What brought the matter of Public Safety Zones to a head for us was the fatal Essendon aircraft crash earlier this year and discussion about it at Senate Estimates. CASA indicated that even if there had been a legislated Public Safety Areas, the accident would have occurred outside that ‘hypothetical safety zone’.

‘When we requested information supporting the CASA claim, they repeatedly fobbed us off until just recently. While the information they provided did not show the full extent of the hypothetical Public Safety Zone at Essendon, completed drawings showed many houses and part of a Primary School within the zone. Little wonder they weren’t keen to share the information! It confirmed our long held concern that residential and other buildings were far too close to the runway and flight paths of aircraft, a concern expressed by residents around Essendon.’

[Image: Airport-Safety-1-640x452.jpg]
The public safety zone at Casino airport. (supplied)

In light of this information and armed with the model used by CASA based on the Queensland standard, we plotted out the Public Safety Zones for both airfields controlled by Richmond Valley Council at Casino (Figure 1) and Evans Head (Figure 2).

For both airfields Council has approved extensive residential development well within Public Safety Zones where aircraft mishaps are most likely to occur. Council used the inappropriate ANEF or noise nuisance measure to make their determinations and no consideration was given to Public Safety Zones whatsoever . You have to wonder if they are even aware of them which begs questions of local government having the necessary expertise to make planning decisions involving the specialist area of aviation safety.”

The Joint Regional Planning Panel, which recently determined that a Manufactured Homes Estate could be built immediately adjacent to the airfield at Evans Head, also failed to take account of public safety areas in its deliberations and relied on council advice.

With regard to Casino Airport substantial residential development has occurred within the hypothetical Public Safety Zone. There has been at least one aircraft accident near a house in that zone.

‘In our view Richmond Valley Council and the State government must urgently put airfield public safety issues first, and implement appropriate legislation to make sure both the public and aviation interests are protected”.

‘Further, there needs to be a careful reconsideration of the “Affordable Risk Model” used by governments in risk assessment in aviation so that the public interest and human life and not moneyed interests come first.

‘When governments put money ahead of human safety, particularly when a problem can easily be fixed, there is not only a moral problem but a legal liability issue.

What say you Mr PeaBody? It's not like you haven't been telling them... Angry

TICK TOCK miniscule 6D (OGAD) Chester - TICK TOCK indeed! Blush

MTF...P2 Cool

Ps Chocfrog for Dr Gates... Wink

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