seaplane landing sites
TRANSCRIPT
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Presentation by
Barry Lightening
Flight Operations Manager
Harbour Air Malta
Seaplane Landing Sites
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A five point plan
FUSETRA
needs to negotiate with
EASA
for a smoother and more efficient
commercial seaplane operation.
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A European controlled
and
regulated system
of
approving seaplane operating bases
so as to be
acceptable for all commercial operations.
They should have an accepted method of
classification regarding risk assessment
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Harbour Air Landing Sites
Harbour Air Malta operate to;
2 Base Stations
&
5 Satellite Stations
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Accident/Incident Free
Harbour Air Malta has completed
3009 Accident/Incident free commercialflights from water bases.
2004 From Grand Harbour Valletta, a busy commercial harbour
955 From an almost open sea environment at Mgarr. A busy area for ferries and leisure boating.
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Accident/Incident Free
88 Commercial movements from Sliema, this during the extremely busy tourist activity by commercial pleasure cruises.
6 Other commercial operations into other areas.
3009 operations or, 6018 commercial take off and landings on water bases
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Landing Sites
APPROVED
OR
LICENCED
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Landing Sites
Article 207 UK ANR
Aircraft must not take-off or land at a place in the UK other than;
a) An aerodrome licenced under this order for the take-off & landing of such aircraft
b) A Government aerodrome notified as available for the take-off & landing of such aircraft,
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Landing Sites
ICAO Annex 14ICAO Annex 14
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Landing Sites
Does not differentiate
between
LAND
and
WATER
AS A SURFACE
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The
CAA
DEFINES THAT
AN AERODROME
CAN BE
AN AREA OF WATER
Landing Sites
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As commercial seaplane operators we have more to do than just run the operations of
the carrier.
We are responsible for the management of our landing sites
Landing Sites
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Landing Sites
This includes:
Passenger Handling:
Docking:
Security:
Fuel Farm Management:
Load Control:
Emergency Planning:
Rescue & Fire Fighting Services
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Landing Sites
Responsibility for monitoring Third Parties Operating within the boundaries of
Landing Sites
Include:
Tenants & concessionaries under lease:
Fuel Farms:
RFFS:
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If the operations of third parties gives cause for concern to the regulating authority, it would then have to take action with the party it regulates:
Namely:
The operating company
Landing Sites
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Landing SitesLanding Sites
The licencing
criteria for land aerodromes are
inappropriate in some areas,
But are based on existing
aerodrome criteria
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Landing Sites
Seaplanes require
more flexibility
in choosing
optimum areas of water
for
take-off and landing
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An applicant for a licence
would be assessed
on the ability
to
meet the
relevant
requirements
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The primary licencing factors for a landing site
Include:
• the physical characteristics of the operating environment
• Mooring procedures, and
• Rescue & fire fighting services (RFFS)
•
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One fundamental licencing requirement remains the same.
The licence holder must;
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ESTABLISH AND MAINTAIN AN
APPROPRIATE
Safety Management System
(SMS)
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The landing site criteria are designed to cater for;
• Day VFR operations only
They do not cater for;
• IMC conditions
And currently operations by seaplanes of performance A & B
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In addition to aviation legislation
• A seaplane in contact with the water is subject to maritime legislation;
• Including the INTERNATIONAL REGULATIONS for the PREVENTION OF COLLISIONS AT SEA.
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Other Authorities
Where appropriate, applicants for a landing site should consult with those
bodies that have a regulatory or statutory interest in the use of, or in the
operation of, a landing site within the licenced area
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Other Authorities
These would include:-
• A Maritime Authority
• Coast Guard Agency
• Ports Authority
• Health & Safety Executives
• Environmental Agency
• National Parks
• Transport Security
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SECURITY
• All commercial flight activities with an MATW of 10tonnes or more or with more than 19 seats, and de facto the locations that they operate from, are subject to:
EU Regulation
2320/02
On aviation security
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Landing Site Dimensions
Determine the lateral. longitudinal & sloping planes of the airspace & ground/water surfaces surrounding the ‘runway’ that
should be kept free of obstacles.
We need a reference code, which is based on the largest aircraft likely to be
operating.
We use the Twin Otter
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Landing Site Dimensions
The code determined from the table using the CAA CAP 168 is-
2BTherefore the minimum strip width must be
23 meters
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Landing Site Dimensions
Movement Area
This is an area of land or water on which seaplane operations may take place
Maneuvering Area
One or more maneuvering areas may be established within the Movement Area
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Maneuvering Area
In most cases the maneuvering area must be large enough to provide a choice of
Take-off & landing direction.
For the purposes of this presentation it is termed;
‘omni-directional’
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Maneuvering Area
In other cases such as on rivers, narrow lochs and even in some harbours, it is
appropriate to provide a maneuvering area
That caters for take-off &landing in one direction & its reciprocal.
This is termed;
‘bi-directional
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Maneuvering Area
The maneuvering areas should be
• Square
• Rectangular, or
• Rhomboidal
& the minimum width will be coded W1,W2 or W3.
In Harbour Air Malta we use code W2 to cater for the Twin Otter
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Maneuvering Area
No matter what the shape of the area, it must encompass all parts of the water surface intended for the taking off &
landing of seaplanes
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Reference Point & Elevation
The landing site ‘Aerodrome Reference Point’
(ARP) should be located at the planned
geometric centre of the maneuvering area.
The landing site ‘Aerodrome Reference Elevation’
(ARE) should be determined at the ARP.
This elevation should be determined from the
Chart Height or the lowest recorded water level
converted to an elevation in metres above
Ordnance Datum.
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Take-off Climb, Approach & Transitional Surfaces
for Bi-directional Maneuvering Area
Direction of take-off & landing
10%
Transition Surface
Transition Surface
Lines of Equal
Height
Take-off climb
or approach
area
Origin of Take-off climb or approach
surface
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Origin of Take-off Climb or Approach Surface
• This should be established in the direction of take-off or landing.
• The elevation of the inner edges of both surfaces equal to ARE.
• For W2 maneuvering areas this must originate 60m from the appropriate runway centre line & slope upwards & outwards until reaching their limiting distance
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Obstacle free zone where code number is 1 or 2
Plan
6%
Portion of the strip
10%
90m Portion of Approach
Side Surface. Slope 1:2.5
Baulked Landing Surface
1500m
60m Landing Distance Available + 60m
1143m
Profile
Approach Surface 1:40
Side Surface
Baulked Landing Surface 1:25
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Rescue & Fire Fighting Service
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Rescue & Fire Fighting Service
CAP 168 Chapter 11
Procedures for the enhancement of passenger & crew post-accident survival must be developed, & facilities in terms of
staff & equipment must be provided,.
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Rescue & Fire Fighting Service
CAP 168 Chapter 11
Within the provision of the procedures & facilities, account must be taken of the
effect that variable environmental conditions might have on the ability of the RFFS to respond rapidly to accidents &
incidents
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Rescue & Fire Fighting ServiceRescue & Fire Fighting Service
CAP 168 Chapter 11
A rescue vessel must be provided and must be of a design and size that would allow
survivors to be brought aboard, or it should be equipped with an adequate
number of floatation devices of a design that would enable survivors to remove
themselves from the water
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Rescue & Fire Fighting Service
CAP 168 Chapter 11
RFFS Personnel must receive initial and concurrent competence-based training
relevant to their role & task,
&
Must at all times be physically capable of performing the tasks expected of them
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Emergency PlanningEmergency Planning
CAP 168 Chapter 11
The objectives of emergency
planning outlined for land
aerodromes apply equally to a
water aerodrome.
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Emergency Planning
The emergency plan must consider the particular hazards associated with seaplane operations, including:
• Passenger evacuation into a further life-threatening environment;
• The onset of hypothermia, and its associated effects
• Toxicity & respiratory effects following ingestion of fuel and oils
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Emergency Planning
Additional guidance on seaplane
accidents in the water
Is outlined in
Appendix 6 to the ICAO Airport
Services Manual (Doc 9137) Part 7
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Aerodrome Manual
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Aerodrome Manual
• The manual is a key document for the Aerodrome Management ,the National Aviation Authority, and the appropriate Maritime Authority.
• Supported by the safety report, it is the safety assurance document for the Authorities, and a management tool for the industry
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Aerodrome Manual
CAP 168
The landing site management is responsible for providing the aerodrome manual.
The management must be satisfied as to the appropriateness of each provision of the manual to the particular operation.
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Aerodrome Manual
The safety aim & objectives of the Manual & how it is to be used by employees should be stated in a preface by the aerodrome
management.
The manual must demonstrate from the highest level, a commitment to the way in
which safety will be managed
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Aerodrome Manual
• The manual must contain such information & instructions as may be necessary to enable the operating staff to perform their duties.
• One of the principal objectives should be to create a medium for promulgating allprocedures & information relating to safe management.
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Aerodrome Manual
As a general guide, the following
paragraphs set out the items
which should be included in the
Manual.
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Aerodrome Manual
1. Introduction (This section will contain a short explanation of the general terms in the Manual including job titles and abbreviations.
2. Technical Administration. (This should include an organisation chart showing the hierarchy of responsibility for safety management).
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Aerodrome Manual
3. Aerodrome Characteristics
4. Operational Procedures
5. Visual Aids
6. Rescue and Fire Fighting Services
7. Integrated Emergency Planning
8. Air traffic Services
9. Communications
10.Bibliography
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