AVAT 12010

Lecture 1
UNIT COORDINATOR & LECTURER

Cdr Aruna Ranganathan (Retd)

Senior Lecturer, Aviation @ CQU
Email id: a.ranganathan@cqu.edu.au
Office: Level 2, Cairns Airport Campus
 How familiar are you….. ?
• With flight planning?

• With aircraft loading?

• With aircraft performance?

• With ASA – E6B-Circular computer?

• With Flight Manual Charts?

 COURSE OVERVIEW- AVAT12010

 Lectures scheduled commencing at 9 am on Thursday and Friday (9 -11

AM Lecture and 11-12 PM Tutorial)

 Lecture theatre: 04/1.23 CNS Airport; or ISL lectures

 Your Lecture and Tutorial period will be combined together and please
expect an overlap. In some occasions, there may not be a tutorial
session separately due to continuation of Lecture/discussion board
activity/Quiz to be completed as homework.

 Please feel free to email me or stop by my office if you need any

course related assistance.
 LEARNING OBJECTIVES

After successfully completing this course you should be able to:

• Demonstrate an understanding of flight planning, performance and

loading with emphasis on the practical operation of aircraft as per
CASA CPL license requirements.
 WRITTEN ASSIGNMENT (40%)

• Assignment type: Group work followed by individual report submission

online.

• Word limit: Nil . Due: 16/9/2019.

• Task description: The assignment will require students to research and report on
aircraft operations, performance and planning issues related to a typical general
aviation charter operations within Australia. You are required to apply the basic
principles learnt in this unit to an aviation business application of your choice. The
assignment will be in a report format which will require the student to identify
basic principles to the operational elements and critically analyse the key
issues and apply key principles to develop operational solutions.

• Details in Assignment briefing session

POLICIES & GUIDELINES

• Please refer CQ University policies and guidelines in unit profile.

 LECTURE PORTFOLIO

• Face to face lecture – 4 hrs/week

• W.I.L.T (What I learned this week?) – 1hr /week ( at end of week sessions)

• Tutorial – 2 hrs /week

We are not here to teach you but, instead, to help you to learn.
It is you that has to pass all the associated exams.

Please check the Course web page on Moodle at least twice weekly.
Make sure you submit assessment items on time.
Clearway
AERO2051

10
 Aerodromes & Aeroplane Landing Areas (LAs)

Regulations regarding aerodromes are contained in the Civil Aviation Regulations 1988
(CAR1988), Part 9 (Reg. 90-), 'Aerodromes’.
Includes:
• their establishment and licensing;
• their operation and maintenance; and
• the facilities which must be provided such as marking of the movement area;
• wind direction indicators;
• lighting;
• notification of obstacles and their marking; and
• the right to use and the air traffic services that must be provided.
 Aerodromes & Aeroplane Landing Areas (LAs)

Regulations regarding aerodromes are contained in the Civil Aviation Regulations 1988
(CAR1988), Part 9 (Reg. 92-), ‘Use of Aerodromes’.
 Aerodromes & Aeroplane Landing Areas (LAs)

Regulations regarding aerodromes are contained in the Civil Aviation Regulations 1988
(CAR1988), Part 9 (Reg. 92-), ‘Use of Aerodromes’.

Note:
The majority of aerodromes are public and operated by private companies. There are
also aerodromes which are available for both military and civil use, in which case they are
known as joint-user government aerodromes (e.g. Townsville, Darwin, Canberra, Wagga
Wagga) operated by the Department of Defence (Air Force Office) and others.

The proprietor of any place in Australia may apply to the CASA for an aerodrome licence
authorising the use of that place as an aerodrome. A licence, subject to certain
conditions, may be granted by the CASA, in which case the place will be known as a
licensed aerodrome (e.g. Kingscote, SA, operated by the Kangaroo Island Council and
available for public use; Hamilton Island, Qld., operated by the Hamilton Airport Pty.
Ltd. and available for private use, prior permission required from the facility operator if
you wish to use it).
 Enroute Supplement Australia (ERSA)

The primary source of aeronautical information for planning a flight is the Enroute
Supplement Australia (ERSA), which is a joint military/civil publication re-issued on a 12-
12-16-12 week cycle.
 Enroute Supplement Australia (ERSA)

Aerodrome & Facility Directory (FAC).

The FAC directory in the ERSA lists alphabetically details of aerodromes (AD), navigation
aids, air traffic services, ground services, public facilities available and special
procedures .

Aerodromes having more than one name are usually identified by the city/AD method
and, where necessary, cross reference is made between alternate names and the name
by which the aerodrome is listed.

The following aerodromes are published in the ERSA with full information:
• licensed, certified or registered; military; and
• unlicensed, uncertified or -unregistered aerodromes used in regular public
transport operations by aircraft with 10 or more passenger seats.

These aerodromes are open to inspection and are subject to NOTAM action.
 Enroute Supplement Australia (ERSA)

Aerodrome & Facility Directory (FAC).

 ERSA FAC

• the aerodrome is at an elevation of 2, 117 ft (AMSL) and is located 4 nm on a bearing of

010°M to the town, measured from the aerodrome reference point (ARP);
• one runway is sealed and is aligned 11/29, the other is grass and oriented 01/19;
the take-off run available (TORA) for the sealed runway is 1,520 m and it has a flexible
surface of low strength with a PCN of 12 and a maximum tyre pressure of 84 psi;
• the grass runway is unrated and has a TORA of 649 m;
• both runways are 30 m wide; and
• air traffic services (Brisbane Centre) are available on 127.1 MHz.
 ERSA FAC

• Unlicensed, uncertified or unregistered aerodromes which do not come into the

category for full listing in the ERSA, can nonetheless be listed with limited information under
the following circumstances:
• aerodromes, other than those with full information, which have a published instrument
approach; and
• where the operator of an unlicensed aerodrome has requested information be included
in ERSA.
Under Civil Aviation Regulations, these aerodromes are not subject to inspection, and are not
subject to NOTAM action. They are shown in ERSA with a grey background
 Runway Distances Supplement
In ERSA FAC, the information given about the dimensions of a runway is its length and
width; and the length is normally the take-off run available (i.e. the physical length of the
runway) in both directions.
Although this information is normally quite adequate for light aircraft operations, ideally
more information is needed when checking on take-off and landing performance.
For some aerodromes, this additional information is provided in the Runway Distances
Supplement to ERSA, and an extract of this is shown below:
 Aeroplane Landing Areas
CAR1988 Reg. 92 states that, "An aircraft shall not land at, or take-of/from, any place
unless... the place is suitable for use as an aerodrome for the purpose of the landing and
take-off of aircraft, and having regard to all the circumstances of the proposed landing or
take-off (including prevailing wind conditions), the aircraft can land or take-off from the
place in safety".

Provided the pilot ensures that certain requirements published in Civil Aviation Advisory
Publications (CAAP 92-1(1)) are met, then such an area may be considered to be an
aeroplane landing area (LA). A landing area is defined as, "an area of ground suitable for
the conduct of take-off and landing and associated aeroplane operations under specific
conditions".

The Civil Aviation Safety Authority takes no responsibility for LAs. It is the responsibility of
the pilot-in-command to ensure that the landing area satisfies the requirements for an LA,
and that performance-chart figures allow the aeroplane to operate safely from it.
 Landing Area Definitions
Runway
The runway is that portion of the landing area which is intended for the landing or take­
off of aeroplanes. You will find different surfaces; they may be sealed (e.g. bitumen or
concrete), or natural (e.g. grass, clay, gravel etc.), and you must ensure you select the
correct surface when using the take-off data.

Runway Strip
The runway strip is an area each side of the runway which is in a condition that ensures
minimal damage to an aeroplane which may run-off the runway during take-off or
landing. The runway strip is not intended for normal taxi, take-off or landing.

Fly-Over Area
The fly-over area is an area of ground adjacent to each side of the runway strip which is
free of tree stumps, large rocks or stones, fencing, wire or any other obstacles above
ground. It may, however, have ditches or drains below ground level.
 Landing Area Definitions
Runway

Runway Strip

Fly-Over Area
 Landing Area Definitions
The overall dimension of a landing area is defined as illustrated below:
• the actual length of the usable runway; and
• a width of 60 m by day, or 90 in by night, i.e. the distance from one side of the fly­
over area to the other, regardless of runway strip widths.
 Longitudinal Slope
The maximum allowable longitudinal slope between runway ends is 1:50 (i.e. 2%), but
longitudinal slopes up to 1:35 on any part of the runway are permitted if the change of
slope is gradual.
 Transverse Slope

The maximum allowable transverse slope (i.e. across the width of the runway) over the
central 45 m of a runway strip is 1:40 up or down (±2.5%).
The maximum transverse slope over the remainder of the strip area (the fly-over areas
either side of the central strip) is 1:8 up (±12.5%). Understandably, there is no maxi­mum
transverse downward slope specified for a fly-over area.
 Transitional Slopes
To provide greater lateral clearance when the aeroplane is in the fly-over area, it is
recommended (but not mandatory) that tall objects either side of the fly-over area be
cleared out to a distance of 45 m.
Ideally, a transitional slope of 20% (1:5) should not be infringed. The removal of these
objects (e.g. trees) will also reduce the degree of turbulence and/ or windshear during
windy conditions.
 Approach & Take-Off Splays
At each end of the landing area, take-off and approach splays extend out to 900 m from the
corner extremities of the landing area, with a splay angle of 5% (i.e. the width increases at
the rate of 1:20).
OBSTACLE CLEAR GRADIENTS
OBSTACLE CLEAR GRADIENTS
USABLE RUNWAY LENGTH
 OBSTACLE CLEAR GRADIENTS
OBSTACLE IN TAKE OFF & APPROACH SPLAYS
OBSTACLE CLEAR GRADIENTS ESTIMATING SPLAY
OBSTACLE CLEAR GRADIENTS
ESTIMATING SPLAY
EXAMPLE
EXAMPLE
EXAMPLE – STEP 1
EXAMPLE – STEP 2
EXAMPLE – STEP 3
EXAMPLE – STEP 4
 SOLVE SAME EXAMPLE – (Night)

• Horizontal splay width is 5% or 1/100 or 1:20 or (3°

approximately)- same for Day and Night

• Vertical Obstacle Clearance Gradient for Night :

3.3% or 3.3/100 = 30.3

• Vertical clearance should be below this 3.3% or

1:30.3 or (2° approximately)

• This means for every metre of excess height, the

runway length must be reduced by 30.3 metres.
 References

• Bob Tait Series – CPL Performance

• Jeppesen Airway Manual
• CASR Part 139 (Aerodromes)
• Aviation Theory Centre Series – Aircraft Operation,
Performance & Planning (PPL & CPL) – David Robson
•?