CASA and Airservices Australia finally revealed their new Class D air space models to the aviation world at a series of workshops in mid-May. Steve Hitchen reports.
The procedures, that began on June 3, now apply to the ex-GAAP airports and all regional airports that were ICAO Class D towers. At the workshops it quickly became apparent that there were few nasty surprises in the brave new Class D, but it would still take some getting used to.
Most of the workshops were well attended and, according to CASA, largely devoid of the controversy that marked the beginnings of the project.
“People appreciated being taken through the information,” a CASA spokesperson said. “Most were not concerned about the changes and were generally supportive. Turn-outs were strong everywhere - full houses at Bankstown and Moorabbin, and nearly full at Brisbane.
“By the end of May more than 3000 pilots had attended the seminars for the GAAP/Class D changes and the non-towered aerodrome changes. We are very happy with the response from the aviation community and congratulate pilots for getting behind the changes and making an effort to learn the new procedures before June 3.”
CASA chose the FAA system over the existing ICAO because the procedures were closer to those of GAAP, necessitated fewer changes and reduced the risk of confusion. However, there are some differences that pilots need to be aware of to avoid undue heartache.
- Inbound Reporting Points (IRPs) will still exist but will no longer be mandatory tracking points. They will now be known as VFR Approach Points and the VTC symbol will change from the hollow arrow to a diamond. However, Airservices representatives said that aircraft arriving at any point on the boundary may be instructed to track via an approach point.
- Abbreviated clearances – where the tower acknowledges an inbound aircraft by reading back its callsign – may be used, but ATC is more likely to issue instructions at the point of first contact.
- The definition of VMC has changed so that aircraft must be at least 500ft below cloud, 1000ft above cloud, and be 600 metres clear horizontally.
- IFR aircraft can remain IFR within the D class and do not have to convert to VFR as they did in GAAP zones. IFR flights can cancel IFR in VMC, but they will no longer be separated from other traffic.
- VFR pilots are still responsible for separation from other VFR flights.
- All aircraft operating in D class will squawk 3000 unless a discrete code is assigned.
- Inbound IFR aircraft will report visual to ATC, even if the conditions are CAVOK.
- No departure reports for VFR aircraft if departing into G class air space, only if they are departing into adjacent C or D airspace.
- Special VFR circuits may be approved, but ATC may not be able to provide separation from an inbound IFR aircraft. In those instances, the SVFR aircraft will be required to land.
- Surface Movement Control (SMC–“Ground”) will be re-established at D class towers and clearances will be required to operate on manoeuvring areas.
Bill Cooper, CFI at Bankstown’s Schofields Flying Club believes the procedures will need some tweaking.
“Most of the workshop material was talking about a generic D class,” he told Australian Flying. “There will need to be some local procedures to suit Bankstown. Arguing that being able to approach from anywhere will increase safety is a bit much; there will still be aircraft convergence points, whether it be at 2RN or at Bankstown. Hopefully commonsense will prevail and there will be some allowance for overlap of the two systems. GAAP and Class D are close enough that it will not cause many problems.”
RACWA President Jack Gregor said nothing but positive things about the way CASA and Airservices handled the implementation.
“CASA’s presentation was good; very professional,” he said. “We have some concerns over the priority to IFR, we can see some issues, but we will have an opportunity for input during the post-implementation review. RACWA was worried about students in the training area. Our TA is quite large and students can be 20 minutes away from an approach point if the weather turns on them. Airservices have promised to give them priority if they have to come home special VFR, even over the heavies at Perth. We’re very pleased students will be looked after in those circumstances.
“At Jandakot, we will still use the IRPs. We will be telling our students to come in via Boatyards or Six South/Forrestdale Lake. With so many movements, if they come in from anywhere they are likely to be denied clearance and told to report again at an IRP anyway.
“Our original issue was with the GAAP circuit restrictions and the lack of consultation. They told us a whole year ago that this was going to happen and there has been plenty of opportunity for input. It will work because the people who fly out of the various airports will make it work. It’s in our own interests. Both CASA and the operators want the same thing: a safe operation.”