The concern related to how busy the Ballarat aerodrome has become and the associated issues during busy time slots.
The reporter expressed a safety concern regarding how busy the Ballarat circuit is.
The reporter advised that at peak traffic times, the circuit at Ballarat Airport is dangerously busy. This seems to be mainly as a result of training aircraft all returning to the airport at around the same time. This results in a level of traffic that the airport cannot handle.
Between 16:30 and about 17:10, on a recent week day, aircraft were arriving and joining the circuit faster than they could land. This created a feedback effect where many aircraft were going around due to the preceding aircraft still on the runway, which seemed to reduce the rate at which aircraft could land and exacerbating the situation.
During this 40 minute period the reporter observed:
- Multiple aircraft simultaneously descending on the dead side of runway 36.
- Two aircraft simultaneously joining crosswind for runway 36.
- Four aircraft all ended up on late downwind with maybe 3-400m spacing, all intending to perform a full stop landing. As the lead aircraft slowed for approach, this spacing reduced. Obviously this will not work. At the same time, there were another two or three aircraft on base and final, a twin on early downwind and one or two other aircraft on upwind/crosswind. Probably at least eight to ten aircraft in the circuit (it's hard to keep track with this many aircraft).
- A twin was attempting to land and forced to go around over and over for more than 30 minutes because of slower aircraft ahead or still on the runway.
- Radio was becoming ineffective because of the number of simultaneous transmissions.
- Some aircraft attempting to land elected to leave the circuit and hold away from the airport until traffic reduced.
There are two main contributing factors:
1) One operator’s scheduling seems too often result in many aircraft returning to the airport at about the same time - particularly as working hours run up against end of daylight. If they adjusted their schedule to, for example, set a limit on the number of planned arrivals in any 15 minute block, with a buffer to allow for early/late aircraft and other airport users it would make the situation easier. Additionally, some sort of guideline that if there are already say five aircraft in the circuit, additional aircraft must perform a full stop landing rather than circuits would also help. Perhaps also if the total number of aircraft exceeds seven, aircraft already doing circuits should perform a full stop.
2) The trainees don't seem to be good at judging separation with aircraft ahead of them, particularly if the aircraft is performing a full stop landing. (This probably applies to all student pilots but is emphasised by the busy environment.) I think they are conditioned by touch and go landings, where the preceding aircraft is quickly off the runway. Some additional simple instruction on judging and arranging separation would probably be useful, for example:
- If the preceding aircraft is performing a full stop, they will be on the runway for longer so you need to allow more space, and you may need to extend downwind for additional separation.
- Techniques for increasing separation when you have multiple aircraft joining crosswind and possibly aircraft already on downwind. At the moment they seem to carry on regardless, and accept a go around if things are too close on final.
- Possibly, some sort of arrangement to hold away from the airport if the circuit is too busy.
On this particular day, there were aircraft holding and waiting for a break in the traffic, while other aircraft went straight in and added to the delays.
With this level of traffic in the circuit, the risk of a mid-air collision is high. Many people at Ballarat are predicting that it is only a matter of time.
On this day, several aircraft were still in the air more than 30 minutes after their planned landing at Ballarat. If the traffic levels can't be reduced, it may be wise to add a note or NOTAM that 30 minutes traffic holding fuel is recommended for operation into Ballarat.
Overall the general information contained concerning a busy period of arrivals into the Ballarat circuit is correct. I observed much of what was described myself from our observation tower which is equipped with a base station receiver plus a hand held transceiver.
As a large Flight Training organisation, we can launch 70 plus sorties on any given day. As such, there are multiple in-house safety systems and procedures to manage and mitigate risks including the contributing factors identified by the reporter.
In contributing factor 1, the reporter recommends scheduling arrivals at 15 minute intervals. This is already addressed to the greatest extent possible with staggered departures within the constraints of number of flights scheduled / daylight hours available / navigation routes to be flown / weather etc.
In contributing factor 2, the reporter identifies student pilots reduced levels of situational awareness with other traffic in the circuit. This is certainly correct of all student pilots the world over and features highly in the training syllabus with constant reinforcement by flight instructors at all levels of training.
The overall issue of traffic growth at Ballarat is certainly of ongoing concern to our management team, and no doubt other busy locations such as Mangalore.
As such we would welcome constructive input and discussion with all stake holders including local operators with whom we already have good working relationships, as well as Airservices and CASA whilst also looking at options for the company within the reality of commercial constraints.
CASA has reviewed the REPCON and the concerns raised in it are associated with operations at non-controlled aerodromes. Civil Aviation Regulation 166 describes the requirements of pilots operating in such environments. This information together with the associated Civil Aviation Advisory Publications (CAAP) provides the best practice guidance to pilots. Pilots should note that increased traffic at an aerodrome is not by itself a safety issue. While operating in the vicinity of non-controlled aerodromes, pilots should continue to operate in accordance with procedures published in CAAP 162-1(2) and apply aerodrome procedures published in the Aeronautical Information Package.
CASA has recently conducted surveillance at Ballarat aerodrome and is aware of the increase in air traffic which essentially is being driven through the operation of a flying school. CASA is examining appropriate risk management with the operator to ensure compliance with the relevant regulations.
The issue of frequency congestion at Ballarat was raised during an aeronautical study of the Melbourne Basin in 2011. While Ballarat was outside of the study area, a stakeholder forum was held in order to discuss airspace issues associated with aviation activity in and out of the adjacent Melbourne basin airspace. As a result of this forum, CASA facilitated the forming of an airspace users group to proactively address issues associated with the mix of activities occurring at Ballarat.
CASA continues to monitor aircraft movements at Ballarat as part of its normal activity to monitor risk at registered and certified aerodromes.
REPCON suggested to CASA that as these inter-operator discussions occurred back in 2011 / 12, fresh discussions with the different airport operators may be helpful in light of the response from the operator.
CASA have responded below:
CASA has not identified any operators at the Ballarat aerodrome in breach of civil aviation requirements and continues to monitor this and other operators’ activity at high traffic density aerodromes in the Southern Region where the training is conducted.
Pilots will be reminded of their obligations while operating in the vicinity of non-controlled aerodromes by CASA's aviation safety advisors when they next visiting Ballarat (likely September 2014).