Effective: PERTH AIRPORT AIRSIDE SURFACE MONITORING FOR FORRESTFIELD AIRPORT LINK TUNNELLING

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1 AUSTRALIA AERONAUTICAL INFORMATION SERVICE AIRSERVICES AUSTRALIA GPO BOX 367, CANBERRA ACT 2601 Phone: Effective: AERONAUTICAL INFORMATION CIRCULAR (AIC) H 21/ UTC PERTH AIRPORT AIRSIDE SURFACE MONITORING FOR FORRESTFIELD AIRPORT LINK TUNNELLING 1. INTRODUCTION 1.1 The purpose of this AIC is to: Provide a summary of the rail tunnel projects use of lasers to monitor the manoeuvring area Provide information on the physical laser installations and operating arrangements Provide contact and reporting details for laser observations Provide an overview of the associated MOWP restrictions 1.2 The Forrestfield Airport Link (FAL) is a new sub surface train line being built for the Perth Transport Authority by Salini Impregilo NRW Joint Venture (SI-NRWJV). The train line consists of 2 tunnels that will pass under Perth Airport from just south of the control tower travelling west north west under the aerodrome until it passes the aerodrome boundary just south of Terminal 3. During the tunnelling, restrictions on the manoeuvring area are required for surface level monitoring to take place during the passage of the two Tunnel Boring Machines (TBMs), as they tunnel under the airfield. The purpose of the surface monitoring is to record, in real time, any level changes of the airside pavements whilst the TBM s bore under the airfield. Works will comprise of the following: The use of Robotic Total Stations (RTS) to monitor ground levels

2 (AIC H21/18) Page 2 of 7 Manual survey of points for verification Ground Penetrating Radar scanning Whilst the TBM s pass under aprons and taxiways most of those facilities will be closed to aircraft operations. Certain taxiways will need to remain open to avoid significant disruption to operations and those taxiways will be monitored manually by surveyors (no automatic RTS in these areas). Method of Working Plan will be published with further detailed information on the stage breakdown. 1.3 The following aerodrome facilities will be affected by the works: Terminal 2 Bays , TWY Charlie TWY Papa RWY 03/21 RWY 06/24 TWY Alpha (including alternate A380 route) TWY Juliet 1 T3 Taxilane and Apron TWY Terminal 3 Bays 910, 911, The monitoring will require the use of standard surveying instruments utilising Class 1 and Class 3R lasers to measure the surface levels during the passage of the TBMs. The surveying instruments will be several Robotic Total Stations (RTS) located across the airfield that automatically take measurements and report into the monitoring system through the cellular network, refer to section 2 for the RTS installation arrangements and locations on the airfield. 2. MONITORING OF RWY 03/21 AND 06/24 - LASER USE 2.1 How are we monitoring the runways For the runways, the works are planned such that only one TBM can be under any runway at any one time (the monitored runway). The runway being monitored will not be available unless aircraft operationally require it, with all traffic processed to the non-monitored runway where the RTS will remain off. If an aircraft operationally requires the monitored runway, the operation will typically be approved by ATC and the RTS will remain on.

Page 3 of 7 (AIC H21/18) The RTS are mounted on frangible supports meeting the ICAO requirements at a maximum height of around 2.6M above the runway surface and at least 77.

3 Page 3 of 7 (AIC H21/18) The RTS are mounted on frangible supports meeting the ICAO requirements at a maximum height of around 2.6M above the runway surface and at least 77.5M perpendicular from the runway centreline. The profile of the laser is less than 1M above the runway side marking reducing to 0 immediately prior to the runway centreline. Diagram 1: RTS and laser profile in relation to runway Each RTS takes a measurement where the laser is activated twice for up to 3 seconds with measurements an average of 20 seconds apart. Between measurements and whilst the RTS moves between predefined points the laser remains off. Diagram 2: RTS locations across the airfield

4 (AIC H21/18) Page 4 of Laser risk assessment Nominal Ocular Hazard Distance (NOHD) The Class 3R NOHD area is within 61M of the RTS, the units will be located at outside the gable line and at all locations the 61M risk area remains outside the runway edge lines. Where the NOHD will be within a taxiway or apron paved area the area will be closed to both aircraft and ground operations. Glare Perth Airport and CASA have assessed the possibility of the lasers reflecting off the ground or an aircraft and the glare entering a cockpit. They have determined that the laser dispersal after impacting the survey point is such that there is no risk of a glare incident to crews of aircraft. What crews may see During daylight hours the laser will not be visible to crews. At night it may be possible to see the laser as it takes a reading on the pavement surface. This would appear as a thin red line on the pavement, less than a meter long that lasts no more than 3 seconds. In mist, smoke or fog the laser may be visible as a red line emitted from the RTS. 2.3 Laser observation reporting and data collection Perth Airport and CASA are asking crews to provide feedback if they do see or notice the lasers. This can be done through your company s normal laser reporting form or with the reporting form available on the Perth Airport MOWP website and attached to this AIC. Perth Airport would ask that any report regarding the observation of the monitoring lasers please be ed to: airsideworks@perthairport.com.au This reporting is integral in the project and will be used to measure against the safety case and associated risk assessment. A copy of the reporting form can be found in Appendix RUNWAY RESTRICTIONS 3.1 When will the monitoring occur The first TBM is expected to reach Runway 03/21 sometime around late July exact date/time to be advised by NOTAM.

5 Page 5 of 7 (AIC H21/18) Runway 03/21 will be restricted for a period of approximately 12 days, followed by; Runway 06/24 will be restricted for a period of approximately 9 days. Only once the first TBM clears Runway 06/24 completely will the second TBM begin under Runway 03/21. Restriction periods for the second TBM will be as for the first TBM. 3.2 Requesting use of restricted Runway Crews that have an operational requirement for use of the restricted runway should advise ATC upon first contact with Perth Clearance Delivery or Melbourne Centre prior to top of descent and STAR clearance issue. 4. METHOD OF WORKING PLAN 4.1 Method of Working Plan covers further details of the restrictions and the works, it can be found at 5. TECHNICAL QUESTIONS AND ADVICE 5.1 For additional information or clarification of information contained within this Circular please contact either Darren McKenzie Airfield Standards & Systems Manager Perth Airport Ph: darren.mckenzie@perthairport.com.au Liam Smith Operations Systems Coordinator Perth Airport Ph: liam.smith@perthairport.com.au 6. CANCELLATION 6.1 This AIC will remain current until updated or all works are completed.

6 (AIC H21/18) Page 6 of 7 7. DISTRIBUTION 7.1 Airservices Australia website only. Appendix 1. Survey Laser Observation Report

7 1. Survey Laser Observation Report Appendix 1 TO (AIC H21/18)

Effective: CANBERRA AIRPORT (YSCB) LIGHTING UPGRADE AND STOP BAR INSTALLATION RUNWAY 17/35 AND RUNWAY 12/30

Effective: CANBERRA AIRPORT (YSCB) LIGHTING UPGRADE AND STOP BAR INSTALLATION RUNWAY 17/35 AND RUNWAY 12/30 AUSTRALIA AERONAUTICAL INFORMATION SERVICE AIRSERVICES AUSTRALIA GPO BOX 367, CANBERRA ACT 2601 Phone: 02 6268 4874 Email: aim.editorial@airservicesaustralia.com Effective: AIP SUPPLEMENT (SUP) H 92/18