Chu Tsz Wai Philip AVIA3301

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Assignment Cover Sheet
Undergraduate Programs in Aviation

* Please staple to the front of each assignment
* Fill in your details on Part A and B of this sheet
* Use one sheet for each assignment
Part A
Title: MR. Given Name: Tsz Wai Philip Surname: CHU
Student Number: z3420180 Contact Phone Number: 0452619128
Postal Address: 14/86 Houston Road, Kingsford NSW 2032
Email Address: philiptwchu@yahoo.com.hk


Course Code/Name: AVIA3301
Assignment Title 'TIMOR LESTE AIR TRAFFIC MANAGEMENT PLAN'


Date Due: 13/4/2014
Lectuer-in-Charge Alan Jones Date Submitted: 13/4/2014
Students Declaration:

I certify that this is own work in which my sources are acknowledged and is being submitted for the first time.

Students Signature:




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Part B (Aviation Use Only)
Chu Tsz Wai Philip AVIA3301
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Student Name

Date Received
Course UNSW Aviation Stamp

Signed


























Chu Tsz Wai Philip AVIA3301
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Timor Leste Presidente Nicolau
Lobato International Airport Air
Traffic Management Plan

















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Introduction and current situation

Presidente Nicolau Lobato International Aiport (WPDL) is the primary international aerodrome
of East Timor and there are plans in place to upgrade the airport in order to meet the growth in
demand for aviation in the region. The current duty runway, 08/26, is the only one as well, with
extension plans implemented to increase its length as well as widen it. As at the moment, WPDL
is equipped with:
-pilot activated lighting (PAL)
- PAPI on both runways (approach slope indicator lights)
-runway end identifier lights
- Distance Measuring Equipment (DME)
-Non-directional Beacon
-VHF Omni-directional Radar (VOR)
In addition to the above facilities, WPDL incorporates ground movement control (SMC) and an
approach controller, where both services are only available during daytime from 2130z to 0945z
(0630 to 1845 local time), as well as flight information services (FIS) and alerting services.

Air Traffic Services
The SMC service provided by WPDL should remain in place so as to monitor and guide aircraft
movements so as to facilitate better aircraft taxiing on ground. For better traffic management and
a reduction in risk of incidents, a separate tower frequency and controller could be established, so
as to separate and reduce workload between controllers in charge of handling aircraft on approach
or departure (Approach controller) and aircraft on final ready to land or take-off (Tower). If
WPDL aims to provide for night operations as well, given the prospect of aviation demand
growth, impact on local residents could be reduced through radar vectoring from approach
control and from SIDs and STARs, but in order to do so, current lighting would also have to
upgrade to high intensity edge lighting, approach lights, taxiway lighting and apron floodlighting.

Navigational equipment and procedures
Approach
WPDL currently only has VOR (with and without DME) and NDB approaches, both of can still
be operated. However, such approach procedures tend to consume more time and tend to be
inefficient. In theory a Category 1 ILS could be set up for runway 26, where an additional and
independent DME has to be installed as well. This could provide a means for precision
approaches, as well as offering the option of Localizer (LOC) approaches as well. However, such
approaches may affect local residents as such approaches tend to be in the vicinity of populated
areas for relatively longer periods of time as opposed to RNAV/GNSS approaches. Moreover,
effort may have to be put up to protect the critical areas of the ILS, despite only aircraft with
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relatively small vertical stabilizers being the main aircraft flying in and out of the aerodrome,
helicopters using the runways to take-off or other ground vehicles may interfere with the ILS
signal as well. Instead of an ILS, RNAV/GNSS approaches could be set-up instead. With more
and more aircraft equipped with TSO certified GPS units, RNAV/GNSS can provide better
efficiency, as RNAV/GNSS approaches have multiple capture points where aircraft could join the
procedure, reducing the need for aircraft to conduct holding and reversal procedures currently
present in the VOR and NDB procedures. Moreover, only ground-based augmentation systems
(GBAS) need to be implemented so as to provide greater accuracy. As opposed to the ILS, LOC,
VOR and NDB approaches, the GNSS system would not be affected by the surrounding
mountainous terrain and potential thunderstorms as much, reducing the risk of signal interference,
although the procedure faces the issues of RAIM outages. DME and GNSS arrivals (DGAs)
could also be set up with reference to existing navaids in the vicinity, where both RNAV/GNSS
procedures and DGAs could provide a means of a constant steady descent for aircraft coming in
to land.

SIDs and STARs
In addition to the above procedures, STARs can further increase the handling efficiency of
approaching aircraft. Such procedures allow for better traffic management and reduce controller
workload, increasing safety margins. Another main purpose behind the establishment of SID and
STARs at WDPL is due to noise, where landings on runway 26 and departures from runway 08
would pose a larger noise impact to the residents below.
For departures from runway 08 to the south, aircraft would depart the runway then track outbound
on DIL R-030 to avoid the Madonna and Hera Restricted Airspaces, then at a certain distance
receive radar vectors or to intercept DIL R-071 and track towards LIZZA then intercept Z10 and
continue southbound as depicted by Figure 01 as an example.

Figure 01. Runway 08 Lizza One Departure (map source: SkyVector Aeronautical Charts)

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As for northbound departures from runway 08, the initial tracking would be the same on the DIL
R-030 to avoid restricted airspace, then at a certain distance track towards a waypoint to be
established on Atauro Island (ATARO in this case), then from there turn to intercept DIL R-297
to join W37 as depicted in Figure 02.
Figure 2. Runway 08 Ataro One Departure (map source: SkyVector Aeronautical Charts)
In terms of STARs for runway 26, a northern arrival would be similar to that of the Runway 08
Ataro One Departure, where at ATARO aircraft receive radar vectors to either join the
RNAV/GNSS procedure or ILS if installed or the requested procedure, or join the holding pattern
on the DIL R-340 at 10NM to fly the VOR/DME approach. For southern arrivals, aircraft can
follow existing airways routes Z86 and Z69.
Surveillance
An ADS-B surveillance system should be installed and operated at WPDL owing to the fact that
existing radar systems may not be able to fully monitor aircraft due to shielding by terrain.
Moreover, ADS-B systems provide better usage of the airspace capacity as lateral separation can
be reduced. Such surveillance systems are able to relay automated information on aircraft position
such as altitude, speeds, heading and distances, providing a clearer overview on the traffic
situation within the WPDL control zone, which would be necessary given the potential increase
in traffic.

Operational environment factors
Given the climate patterns of WPDL are separated into a dry season and a wet season, with the
former more demanding towards aircraft, an Automatic Terminal Information Service (ATIS)
could be established so as to provide more accurate and current information to pilots. Moreover,
the accurate QNH provided by the ATIS could be used to lower minimas by 100 feet as is the
case within Australia at numerous aerodromes, which could mean a difference in low cloud

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conditions between several aircraft in holding positions and delays causing economic losses and
being able to land aircraft at a tighter schedule. If ILS procedures were to be introduced, the
weather minimas provided by the procedure would be lower, possibly allowing more aircraft to
land amidst bad weather.
Another issues with WPDL would be wildlife, where birds could cause bird strikes and other
animals wandering onto aircraft maneuvering areas and runways. To reduce the risk of the
former, bird deterrent teams and systems could be implemented, and as for other wildlife,
additional fencing could be set-up and maintained.
As for noise pollution, curfews could still be in place at night, and additionally SIDs and
STARs could be designed to try to fly over the sea and avoid populated areas if possible, or use
runway 26 as the duty runway during night time or curfew hours so as to reduce the noise impacts
of aircraft taking-off over populated areas.


Bibliography
(note: Various resources were consulted for more in-depth research, the articles mainly
referenced are listed below)

Jones, A., (2014) AVIA3301 Air Traffic Management part 1 [lecture slides, notes and associated
resources] School of Aviation, UNSW

Civil Aviation Division, AIP Aeronautical Information Publication REPBLICA
DEMOCRTICA DE TIMOR-LESTE Part 3 Aerodromes (AD), available at
http://gov.east-timor.org/CAA/ad.pdf [accessed 2nd April]

Licensed to Nanang, S., (2009), Airport Information WPDL (Pres Nicolau Lobato Intl), Jeppesen,
Available at http://saripedia.files.wordpress.com/2010/08/dili-presidente-nicolau-lobato-intl-
airport.pdf [accessed 5th April]

Aeronautical Information Publication Australia (2014), Airservices Australia

Aeronautical Information Publication Australia DEPARTURES AND APPROACH
PROCEDURES DAP EAST (2014), Airservices Australia

Instrument Landing System Operational Notes, published by the Department of Aviation,
reproduced by Civil Aviation Safety Authority Australia

G1000 GPS Ground Course Notes Version 1.1, (2013), School of Aviation, UNSW