Proposal for designation of permanent danger area at Middlemarch

Transcription

1 Proposal for designation of permanent danger area at Middlemarch Civil Aviation Authority

2 Table of Contents Introduction... 1 Proposed danger area... 1 Possible effects to VFR aircraft... 2 Possible effects to IFR aircraft... 2 Summary... 4 Consultation list... 4 Submissions... 5 Further information December 2015 Page i

3 Introduction To facilitate occasional living firing exercises, including the use of high explosives, the New Zealand Army have requested the establishment of a permanent danger area in the central Otago area near Middlemarch. The permanent danger would be activated by NOTAM and it is anticipated that this would two to three times per year. Proposed danger area The proposed danger area is the same as the temporary danger area (NZD995) which was designated for the period 24 to 26 September The lateral boundaries of the proposed danger area are as follows: Latitude Longitude S E S E S E S E S E S E S E S E S E NZD9xx would extend vertically upwards from the surface to 8700 ft AMSL. Incorporated into the boundaries is a 0.5 NM lateral buffer and a 200 ft vertical buffer above the height at which zero danger exists,. Refer to Figures 1 and 2 in the next two sections for a diagram of the proposed danger area. 22 December 2015 Page 1

4 Possible effects to VFR aircraft It is expected that the effect to VFR aircraft would be minor. The location of the proposed danger area is in the vicinity of the higher terrain on the direct route between Dunedin and Queenstown. However, because of the terrain, this route is only used in good visual meteorological conditions. A small deviation north or south of the danger area would result in a minimal amount of extra track miles to be flown. There are two private airstrips contained within the proposed danger area. The New Zealand Army has consulted with the land-owner in relation to the possible affect to operations within. It is understood that these airstrips are primarily used by topdressing aircraft. Possible effects to IFR aircraft Figure 1 Visual navigation chart Some IFR routes and procedures will be affected by the activation of the proposed danger area. This affect is likely to be negligible on most jet and turbo-prop aircraft as the flight profiles will enable the aircraft to be safely above the danger area. Piston-engined aircraft operating under IFR may be affected to a greater extent if rerouting is necessary to remain clear of the proposed danger area. 22 December 2015 Page 2

5 The following IFR routes and procedures are laterally separated from the proposed danger area: Y615 Y496 QN DEPs ADLUP transition DN RWY 03 BASOS1A arrival DN RWY 03 BASOS1P arrival DN RWY 21 BASOS1Q arrival ADBAD, ALBOX, DAGNU, ESKAT and SW VOR holds The following IFR routes and procedures are affected by the proposed danger area: H375 (LX NDB SW VOR track) between 25 NM LX/33 NM SW and 33 NM LX/25 NM SW Y434 (QN VOR SW VOR track) between 34 NM SW/53 NM QN and 24 NM SW/63 NM QN Y676 (NV VOR IDARA track) between 74 NM NV and DUKOP H120 (LX-NDB BE NDB track) between 25 NM and 34 NM LX NDB NV RWY 14 DUKOP2A and RWY 22 DUKOP2B arrivals (DUKOP TO UKETA track) between 38 and 26 NM UKETA DN RWY 21 BASOS1B arrival (ANGOT EMTOX track) between 24 and 19 NM EMTOX During the periods that the proposed danger area is active, controlled IFR aircraft will either be separated vertically from the danger area, i.e. kept at 9000 ft or above within the areas detailed above, or cleared via alternative routing to avoid the danger area. 22 December 2015 Page 3

6 Summary Figure 2 Enroute chart The New Zealand Army plans to activate the proposed danger area occasionally, i.e. two or three times a year. The likely impact to aircraft is expected to be minimal for the reasons stated above. Permanent designation of the proposed danger area, activated by NOTAM, will enable it to be depicted on the appropriate charts. Consultation list This document will be sent directly to the following organisations: Air New Zealand Group including Mt Cook and Air Nelson Aircraft Owners and Pilots Association Airways Corporation of New Zealand Aviation Federation New Zealand Dunedin/Taieri airspace user group Flying NZ 22 December 2015 Page 4

7 Gliding New Zealand Heli Otago Jet Connect/Qantas Jet Star Mainland Air New Zealand Hang Gliding and Paragliding Association North Otago Aero Club Otago Aero Club Recreational Aircraft Association of New Zealand Royal New Zealand Air Force Southern Wings/Southland Aero Club Sport Aircraft Association New Zealand Sport Aviation Corp Virgin Australia Airlines Notification that this document has been posted online will be sent to CAA notification subscribers to Airspace Notifications Briefing Areas 7, 9 and 10. This document is also available on the CAA website at the following link: Submissions Prior to making a designation or classification of airspace, Civil Aviation Rule 71.9 requires the Director to consult with all parties that may be affected within the aviation industry. This document forms part of the consultation process. Submissions are sought from any interested person, organisation or representative group to provide further information relevant to this proposal. Submissions are accepted either electronically or via mail. Please address submissions to: Group Executive Officer Aviation Infrastructure and Personnel Civil Aviation Authority of New Zealand PO Box 3555 Wellington 6140 Fax: dianne.parker@caa.govt.nz 22 December 2015 Page 5

8 Reference Proposed Middlemarch danger area. Closing date for submissions is Thursday 25 February Further information For further information contact: Paula Moore Aeronautical Services Officer Air Traffic Services (Airspace) Civil Aviation Authority of New Zealand P O Box 3555 Wellington 6140 Phone: (DDI) paula.moore@caa.govt.nz S-D180-11/9 (DW ) 22 December 2015 Page 6