Australian Airports Association
Thank you for the opportunity to speak to you today.
It is always a pleasure to speak to such an important gathering.
Key issues at ICAO that impact Australia
A key issue that CASA is currently involved with through the International Civil Aviation Organization is the Global Runway Safety Symposium.
CASA attended the inaugural ICAO global runway safety symposium in Montréal in May 2011. The symposium highlighted the evolution towards a more integrated safety management approach in ICAO's runway safety programme.
The symposium was an important first step in coordinating a global effort for improving runway safety by identifying what a State can do to improve runway safety outcomes, including determining a common framework for the enhancement of runway safety.
ICAO have proposed a number of next steps, and a number of key issues have been identified. These include that,
One size does not fit all. Solutions developed by ICAO need to account for local conditions yet be standardised and harmonised to ensure interoperability. Runway incursions and excursions are the main issues but other aspects such as Bird Strike and FOD should not be overlooked.
We need improved collaboration at multiple levels. International organisations have committed to work together to compile and promote proven solutions and endorse best practices.
We need to improve standardisation and harmonization. ICAO see a need to harmonise runway safety definitions, taxonomies and reporting of runway conditions and other safety indicators. At the same time ICAO need to ensure that Standards and Guidance material are fit for purpose.
As this was the inaugural runway safety symposium, no specific issues were targeted for amendment, but amendments to the ICAO Annexes may be something for future consideration.
CASA will continue to be actively engaged with ICAO.
CASA's vision for airport regulation
CASA regulates over 300 aerodromes in Australia and has a dedicated team of CASA aerodrome inspectors who maintain ongoing aerodrome surveillance and industry support. These inspectors will be here at the conference and workshops and I encourage you to talk to them about any regulatory questions you may have.
We are seeing continued strong growth across the industry.
Since 2006-7 we have seen the Australian fleet of civil aircraft grow from 12,718 to 14,462 aircraft.
There has been a corresponding growth in traffic, and according to the BITRE, that growth is forecast to continue.
The number of air passenger movements through the capital city airports is set to increase by 4.2 per cent a year over the next 21 years, from 98.3 million in 2008–09 to 235 million in 2029–30.
The number of aircraft movements at capital city airports is expected to increase by 2.2 per cent a year over the next 21 years, from 1.1 million in 2008–09 to 1.7 million in 2029–30, an overall increase of around 60 per cent.
The number of scheduled aircraft movements is expected to increase by 2.8 per cent a year over the forecast period. This includes 4 per cent growth in international movements, 2.7 per cent in intercapital movements and 2.2 per cent in regional movements.
It is in this context that CASA has developed a number of strategies to provide comprehensive, consistent and effective regulation to enhance aviation safety. Broadly these are:
- To enhance oversight and surveillance of the aviation industry,
- to complete the regulatory reform program in a timely manner,
- to develop effective enforcement methods to ensure compliance with the aviation safety standards,
- to continue reform of Australia-administered airspace, and
- to identify safety-related trends and risk factors nationally and internationally and promote the development and improvement of the civil aviation safety system.
CASA will of course continue to work closely with the Department of Infrastructure and Transport and other Aviation Policy Group agencies on a wide range of strategic issues such as the Western Australia Air Traffic Task Force and safeguarding of operations around aerodromes.
Key proposed regulatory changes to impact the industry in 2012
After 2005, the Australian aviation industry had two runway width standards in place - the ICAO Standards and Recommended Practices adopted in the CASA Manual of Standards Part 139 - Aerodromes (MOS -139) and an earlier Advisory Circular on Airport Design published by the United States Federal Aviation Administration which involved a narrower width.
CASA has decided the ICAO recommendations for runway width should be the applicable Australian standard for aerodrome design.
Where an aerodrome operator has identified an aircraft type that has been operating on runways narrower than that required under MOS 139, the aerodrome operator has the option of either upgrading the runway so the runway width complies with MOS 139 or restricting the aeroplanes that may use the aerodrome to types that are compatible with the new policy.
Where an aerodrome operator decides to upgrade the runway, the upgrade program will be reviewed by CASA and an exemption period for an aerodrome upgrade determined, depending on the extent of work required.
Aircraft can be permitted to operate on runway widths narrower than that for which the aircraft was initially certified provided that aircraft manufacturer has produced supplementary certified aircraft flight manual data. The Aircraft Flight Manual supplement is usually annotated ‘Operation on Narrow Runways'. To permit such operations CASA may issue an exemption.
CASA is in the process of changing the Manual of Standards Part 139 - Aerodromes, Chapter 6 Section 2 - Runway Widths and Review of CAR 235A Instrument - Instructions - minimum runway width for aeroplanes.
The instrument which allows Air Operator Certificate holders to operate to aerodromes utilising narrow runway width standards has been reviewed and extended until February 2012 to allow the regulatory project to complete its work. From February 2012, Air Operator Certificate (AOC) holders will need to provide a case to CASA to seek exemptions to authorise their pilots to operate into aerodromes with a runway narrower than that for which the aircraft was certified.
Aerodrome Operators will need to review compliance with the CASR Part 139 Manual of Standards. CASA may consider issuing exemptions from the CASR Part 139 Manual of Standards where exemptions are warranted. During the regulatory project review upgrade triggers and timelines will be established for Aerodrome operators to comply with Part 139 Manual of Standards.
Future CNS Technology Paper
A revised strategy and regulatory plan for the introduction of new technology for aircraft satellite navigation and to provide inter-operability with the future air traffic management system was released by CASA on 5 September this year.
The strategy includes amended proposals for the fitting of aircraft communication, navigation and surveillance equipment. This follows responses from the aviation industry to CASA's first discussion paper covering the technology issues, which closed for consultation in December 2010.
Proposals that were put forward in the original discussion paper that received strong support from the aviation industry will proceed to the next stage of regulatory development via NPRM.
However, proposals that were not supported by some industry sectors or that attracted varying comments have been revised, with new proposals have been issued a new discussion paper.
The objective of the proposed mandates is to provide significant safety, efficiency and cost benefits by introduction of GNSS navigation under IFR, to support future air traffic management with the use of Australia-wide electronic surveillance, and for air-to-air conflict avoidance.
This will be achieved by requiring modern communication by data-links and navigation and surveillance equipment on aircraft undertaking IFR flight, using satellite and ground based electronic systems. The equipment includes GNSS receivers, Mode S transponders with ADS-B capability, and the latest version of TCAS II for new aircraft.
CASA intends to issue an NPRM on the aircraft technology mandates that have been supported by industry by the end of this year.
As always, we encourage industry participation in the rule making process.
An extension to this programme is that CASA and Airservices are working with ICAO and industry to provide Approach Procedures with Vertical Guidance (APV) which can be implemented where there is an air traffic service (including CAGRS) or an Automatic Weather Station with broadcast capability.
This will permit those aircraft which are Baro-VNAV equipped to fly the approaches.
These aircraft represent about 15% of the IFR fleet but they carry about in excess of 90% of the RPT passengers.
As I said earlier, We have a number of our aerodromes inspectors here today, and I encourage you to take advantage of their presence and talk to them about any regulatory questions you may have.