Date
Name
Position
Organisation
Stakeholder
Content of feedback
Theme(s)
22-Nov-18 s47F
Senior Manager Flying Operations
Jetstar
Airline
Thank you for the briefing on the 9th of November regarding Hobart flight procedure and airspace change proposals,
which was attended for Jetstar bys47F
. We have considered what was presented and have taken into
account previous discussions and briefings on this topic.
We are reasonably pleased with the proposal of the eastern tracks (Option 5) with the required airspace change,
Flight path design
shortened RNAV APCH, and new RNP-AR/Visual arrival option. This offers efficient descent and arrivals
particularly for RWY30, something which has been inef icient since the previous change in 2017. Couple that with
SID designs of ering unrestricted climbs and separation from non-jet traf ic and inbound arrivals, this package
seems like a reasonable proposal.
One issue however is with regards to the comments made about the time to implement these changes.
It was stated in the most recent briefing that this would be dependent on the airspace change to the North East,
Communications
which at the earliest could be expected in November 2019. The previous briefing in August (outlining five potential
options as well as the potential airspace changes) stated that March 2019 would be targeted for ‘as much as
possible’ even without any airspace changes. This was also re-iterated in a conversation (with s47F
) on
24th October, where it was mentioned that the intention was to implement RNP-AR at the same time as the rest of
the changes, targeted in March. Concern was raised specifically about this with regards to promising to deliver
RNP-AR as well as the SID/STAR changes in such a short time frame, and the offer was made that we could
assist with RNP-AR designs (via third party) to help reduce workload. The response given was that this work was
already underway.
It is disappointing that the briefing on 9th November has now indicated no intention to deliver any significant change
in March 2019, and that at least November 2019 is now the targeted date for implementation.
It has been pointed out previously that changes introduced to Hobart procedures (without consultation) in 2017
significantly reduced efficiency, at great cost to operators. This removed all flexibility for visual arrivals or the
previously QF Group proposed RNP-AR implementation. It is expected that an acceptable design solution should
be prioritised. A phased implementation was suggested previously, and again we suggest this option be seriously
considered. This is an option that would see phased implementation in March 2019, and then further changes with
airspace revision in November 2019.
Flight path design, efficiency,
Also discussed was the Western route option which was unanimously rejected by industry. Issues stated include
forcing aviation traffic toward terrain rich environments (increasing CFIT risk), associated turbulence due to terrain safety
(an aircraft control ability concern with severe turbulence a high possibility), typical y worse weather build up
associated with terrain (due to orographic uplift), low efficiency due extended track miles for RWY 30 and in
particular no option for RNP-AR or visual arrivals, potential mix of Jet RPT traffic and GA traffic due to GA training
areas, further community issues with now flying over areas previously not overflown by jet traffic, and this option
wil rely quite significantly on a major airspace change in the south west quadrant to be approved with potential to
even further delay any implementation far beyond November 2019.
As Operators have been forced to absorb the inefficiencies due to the 2017 procedure changes, we would
appreciate every effort being made to implement proposed efficiency changes as soon as possible (even if staged)
and to definitely avoid the western route option for both clear safety and operational reasons.
11-Dec-18
Virgin
Airline
Apologies for the delay in getting this to you. I have finally managed to corner everyone who wanted to give their
s47F
Base Manager - MLB Flight Ops
input on this topic.
Positive feedback overal
Thank you for the detailed presentation by you and your team on 9 November, 2018 regarding the holistic redesign Flight path designs, efficiency,
of the airspace associated with Hobart International Airport (HBA). During this meeting two options were presented safety
for new Departure and Arrival routes at HBA. These two options were referred to as the Eastern Option and the
Western Option.Virgin Australia Flight and Network Operations have reviewed the detailed plans for each Option.
Virgin Australia formally endorses the so-called Eastern Option only. The Eastern Option provides the necessary
s47F
Manager, ATM and Meterology
safety and efficiency gains required at HBA.
The Eastern Option is endorsed for the fol owing reasons:
1. The establishment of new arrival routes to the east of Maria Island allows for arriving aircraft from Sydney and
Brisbane to be sequenced separately to those from Melbourne. This wil result in increased safety in conjunction
with an increase in airport capacity.
2. The implementation of new departure routes allows non-jet aircraft to immediately manoeuvre after take-off
allowing the faster jet aircraft to take-off without delay. This is a neutral safety gain as this deconfliction is already
assured by Air Traffic Control, but wil be a considerable efficiency gain for departing aircraft.
3. The implementation of redesigned Required Navigation Performance (RNP) departures and arrivals wil allow
highly predictable paths for Flight Crew and Air Traf ic Control ers alike. This wil lead to a significant reduction in
manual vectoring of aircraft by Air Traffic Controllers which wil increase safety.
4. The redesign of the HBA airspace has allowed implementation of new, more efficient route for our Hobart-Perth-
Hobart flights.
The Western Option is not endorsed for the fol owing reasons:
1. When northerly runway operations (i.e. runway 30) are required, arrival routes in the Western Option wil require
our Flight Crew to operate at low levels in proximity to high terrain with associated significant turbulence and
occasional aircraft icing.
2. Operations that track down the path of the River Derwent do not provide adequate manoeuvring margins to
establish a safe and stabilised final approach in large jet aircraft. This would lead to a potential increase in missed
approaches and go-arounds.
3. When southerly runway operations (i.e. runway 12) are required, departures routes to the west must be designed
in consideration of terrain features to the west of HBA, leading to a loss of efficiency.
Virgin Australia appreciates the opportunity to provide comment on the redesign of HBA airspace and commends
the amount of industry engagement that was undertaken. Whilst community impacts were considered in this
review, Air Services Australia remained committed to providing the safest outcome for aircraft operators and the
travel ing public.
s47F
Par Avion
Airline/local business
No actual feedback provided - email thread organising meeting only
20-Dec-18 s47F
Safety and Technical Rep
Australian Airline Pilot's Association Industry Association
Hello s47F and Airservices
Positive feedback; flight path
(AUSALPA)
s47F I understand that you are coordinating the public consultation for this review and that Airservices is also
designs
receiving submissions. The Australian Airline Pilots’ Association (AusALPA) is the Member Association for
Australia and a key member of the International Federation of Airline Pilot Associations (IFALPA) which represents
over 100,000 pilots in 100 countries. We represent more than 7,500 professional pilots within Australia on safety
and technical matters. Our membership places a very strong expectation of rational, risk and evidence-based
safety behaviour on our government agencies and processes and we regard our participation in the work of the
Australia’s safety-related agencies as essential to ensuring that our policy makers get the best of independent
safety and technical advice.
AusALPA welcomes the opportunity to contribute feedback to the consultation for the Hobart Airspace Design
Review. We believe that this review provides some positive steps forward and we'd like to take this opportunity to
provide you with our previous feedback on this topic. Please see the attached proposal originally discussed at the
TAS RAPAC meeting in April 2018. This proposal was developed prior to knowledge of SIDs and STARs being
designed for the north eastern tracks.
Whilst we understand that a significant reason for this current review grew from noise related complaints and
community discontent, we believe that our earlier proposals and requests are not in conflict with these community
concerns, but rather, provide support for them.
We note that the current proposal briefly mentions the introduction of Visual Terminations from STARS along with
visual arrival options. This is a positive step which can help spread the noise foot-print too. Furthermore, the
introduction of SIDs and STARs to link the routes to/from the north east (SYD, BNE & GC) are also positive
improvements for noise issues, environmental matters (likely reduced fuel burns) and time savings. The carful
considerations to avoid sensitive sites and to remain over water as much as possible are positive improvement. As
long as altitude constraints don't pose a problem, we currently don't envisage any real issues with the proposed
flight paths.
AusALPA has previously offered to participate in meetings to progress initiatives and consultation on this topic. In
fact at the April TAS RAPAC meeting Airservices agreed that this would be a good idea however to date, no such
meeting has been arranged. We have periodically followed this up with Airservices personnel but no progress has
been achieved yet. AusALPA remains wil ing and able to provide input and we encourage Airservices to engage
further on this topic. Kind regards
20-Nov-18 s47F
- RAPAC
RAPAC
Flight path designs
The Hobart Airspace Review generated discussion amongst RAPAC members, particularly by general aviation
meeting mins 20 11
operators who operate under the Instrument Flight Rules (IFR) and raised their concern over the associated track
2018
miles required to fly the Hobart Standard Arrival (STAR). Airservices stated that they wil review the STARs as
currently implemented and that changes wil require airspace modification to capture the main inbound routes from
Sydney and Brisbane. The arrival routes from Melbourne wil largely remain unchanged.
Airservices also stated that it understands that, generally, airlines do not desire visual approaches on arrival and
implied published instrument procedures are preferred. The attraction of visual arrival procedures is that track miles
to the threshold of the landing runway are reduced. Mrs47F OIC of Hobart Tower) indicated visual approaches
are considered on request within the constraints of traffic and weather conditions and, if able, wil be issued. After
the discussion, the RAPAC raised no objections to the Hobart Airspace Review.
