15 April 2024
M Sinclair
By email:
[FYI request #25831 email]
Kia ora M Sinclair,
I am wri�ng with reference to your request to the CAA under the Official Informa�on Act for the
following informa�on (CAA Reference
24/OIR/247) –
Please could you send me any reports, written recommendations, meeting notes, correspondence
(including emails) or meeting agendas relating to Wānaka Airport - this request applies specifically to
information flows between CAA and either QLDC or QAC in the last 24 months.
Decision
Please find enclosed the informa�on requested by you.
The following informa�on has been withheld under the Official Informa�on Act –
• Names and contact details of Queenstown Lake District Council (QLDC) staff under sec�on
9(2)(a) of the OIA to protect the privacy of natural persons.
• The technical report provided to the CAA �tled Aeronau�cal Study, Wanaka Airport – Airspace,
Designa�on and Considera�on of Air Traffic Services, Dra� Final Report dated 11 July 2023
under sec�on 9(2)(g)(i) of the OIA. This document has not been assessed by the Authority and
has recently been put on hold by QLDC. In the light of this, the withholding of the informa�on
is necessary to maintain the effec�ve conduct of public affairs through the free and frank
opinions between the members of an organisa�on in the course of their duty to protect the
Authority’s internal process and the integrity of any associated decision making.
We do not consider in the circumstances of the present case, the withholding of the informa�on under
sec�on 9 is outweighed by other considera�ons which render it desirable, in the public interest, to
make that informa�on available.
You have the right to seek an investigation and review by the Ombudsman of this decision. Information
about how to make a complaint is available
at www.ombudsman.parliament.nz or freephone 0800 802
602.
Ngā mihi
Talia Rachel Zachariah (she/her)*
Of icial Information Advisor | Kaitohutohu
Legal Services Unit | LSU
Civil Aviation Authority of New Zealand | Aviation Security Service
Te Mana Rererangi Tūmatanui o Aotearoa | Kaiwhakamaru Rererangi
PO Box 3555, Wel ington 6140, New Zealand
Tel: +64 4 560 9400, Fax: +64 4 569 2024, Email: [email address], Web: www.caa.govt.nz
CONFIDENTIALITY NOTICE: This electronic mail transmission is confidential, may be privileged and
should be read or retained only by the intended recipient. If you have received this transmission in error,
please immediately notify the sender and delete it from your system.
*If you’re wondering about the use of the pronouns she/her on this signatur
e, read this article about how sharing pronouns
in this way can help create an inclusive and safe environment for transgender and nonbinary col eagues
PO Box 3555, Wel ington 6140, New Zealand
Tel: +64 4 560 9400, Fax: +64 4 569 2024, Email: [email address], Web: www.caa.govt.nz
From:
s 9(2)(a)
To:
Nick Jackson
Cc:
s 9(2)(a)
Subject:
RE: Wanaka aerodrome - Aeronautical Study update
Date:
Wednesday, 14 December 2022 10:54:57 am
Attachments:
image003.png
image004.png
image005.jpg
Thanks Nick – Have a wonderful Christmas break.
Can I please confirm emailing the report directly to you is a sufficient means of delivery?
Thanks
Ngā mihi | Kind Regards
s 9(2)(a)
s 9(2)(a)
Queenstown Lakes District Council
Phone: s 9(2)(a) |
Email: s 9(2)(a)
@qldc.govt.nz
From: Nick Jackson <[email address]>
Sent: Wednesday, 14 December 2022 7:55 AM
To: s 9(2)(a)
@qldc.govt.nz>
Cc: s 9(2)(a)
@qldc.govt.nz>
Subject: RE: Wanaka aerodrome - Aeronautical Study update
Hi s 9(2)(a)
Thank you for the update. Enjoy the Christmas Break and see you in 2023 !
Thanks and Regards,
Nick Jackson|Technical Specialist (Aerodromes) – Aeronautical Services
Civil Aviation Authority of New Zealand Q
Aviation Security Service
Te
Mana Rererangi Tūmatanui o Aotearoa | Kaiwhakamaru Rererangi
Aviation Infrastructure and Personnel | Aeronautical Services
[email address]
* Level 15, Asteron Centre, 55 Featherston Street, PO Box 3555, Wellington, 6011 New Zealand
P Please consider the environment before printing this e-mail
From: s 9(2)(a)
@qldc.govt.nz>
Sent: Tuesday, 13 December 2022 10:06 AM
To: Nick Jackson <[email address]>
Cc: s 9(2)(a)
@qldc.govt.nz>
Subject: RE: Wanaka aerodrome - Aeronautical Study update
Hi Nick,
Thank you for your email. QLDC are expecting to have this submitted to the CAA by Friday 23rd December,
potentially a few days earlier.
Thanks
Ngā mihi | Kind Regards
s 9(2)(a)
s 9(2)(a)
Queenstown Lakes District Council
Phone: s 9(2)(a) |
Email: s 9(2)(a)
@qldc.govt.nz
From: Nick Jackson <[email address]>
Sent: Monday, 5 December 2022 3:13 PM
To: s 9(2)(a)
qldc.govt.nz>
Cc: s 9(2)(a)
@qldc.govt.nz>
Subject: RE: Wanaka aerodrome - Aeronautical Study update
Hi s 9(2)(a)
Can you provide an update regarding intended date for submission of the Wanaka Aerodrome Part 139
Aeronautical Study ?
Thanks and Regards,
Nick Jackson|Technical Specialist (Aerodromes) – Aeronautical Services
Civil Aviation Authority of New Zealand Q
Aviation Security Service
Te
Mana Rererangi Tūmatanui o Aotearoa | Kaiwhakamaru Rererangi
Aviation Infrastructure and Personnel | Aeronautical Services
[email address]
* Level 15, Asteron Centre, 55 Featherston Street, PO Box 3555, Wellington, 6011 New Zealand
P Please consider the environment before printing this e-mail
From: s 9(2)(a)
@qldc.govt.nz>
Sent: Wednesday, 9 November 2022 10:32 AM
To: Nick Jackson <[email address]>
Cc: s 9(2)(a)
@qldc.govt.nz>
Subject: RE: Wanaka aerodrome - Aeronautical Study update
Hi Nick,
I hope you are well.
We are on track for submission by the end of November.
Many thanks
Ngā mihi | Kind Regards
s 9(2)(a)
s 9(2)(a)
Queenstown Lakes District Council
Phone s 9(2)(a) |
Email: s 9(2)(a)
@qldc.govt.nz
From: Nick Jackson <[email address]>
Sent: Monday, 7 November 2022 9:54 AM
To: s 9(2)(a)
@qldc.govt.nz>
Cc: s 9(2)(a)
@qldc.govt.nz>
Subject: RE: Wanaka aerodrome - Aeronautical Study update
Good Morning s 9(2)(a) ,
As the end of calendar year 2022 approaches the CAA is keen to have a detailed understanding of how the
Wanaka airport Aeronautical Study is progressing . Can you help with this ?
Thanks and Regards,
Nick Jackson|Technical Specialist (Aerodromes) – Aeronautical Services
Civil Aviation Authority of New Zealand Q
Aviation Security Service
Te
Mana Rererangi Tūmatanui o Aotearoa | Kaiwhakamaru Rererangi
Aviation Infrastructure and Personnel | Aeronautical Services
[email address]
* Level 15, Asteron Centre, 55 Featherston Street, PO Box 3555, Wellington, 6011 New Zealand
P Please consider the environment before printing this e-mail
From: s 9(2)(a)
@qldc.govt.nz>
Sent: Wednesday, 31 August 2022 12:09 PM
To: Nick Jackson <[email address]>
Cc: s 9(2)(a)
@qldc.govt.nz>
Subject: RE: Wanaka aerodrome - Aeronautical Study update
Hi Nick,
I hope you are well. My name is s 9(2)(a) and I work very closely with s 9(2)(a)
.
For any matters regarding the aeronautical study, I will be your best point of contact.
I can confirm that we have engaged an expert to undertake the study and will have it completed by the deadline
of December.
Many thanks
Ngā mihi | Kind Regards
s 9(2)(a)
s 9(2)(a)
Queenstown Lakes District Council
Phone: s 9(2)(a) |
Email: s 9(2)(a)
@qldc.govt.nz
From: Nick Jackson <[email address]>
Sent: Wednesday, 31 August 2022 9:30 AM
To: s 9(2)(a)
@qldc.govt.nz>
Subject: Wanaka aerodrome - Aeronautical Study update
Morning s 9(2)(a)
Just a quick email see how the aeronautical study is progressing ?
Thanks and Regards,
Nick Jackson|Technical Specialist (Aerodromes) – Aeronautical Services
Civil Aviation Authority of New Zealand Q
Aviation Security Service
Te
Mana Rererangi Tūmatanui o Aotearoa | Kaiwhakamaru Rererangi
Aviation Infrastructure and Personnel | Aeronautical Services
[email address]
* Level 15, Asteron Centre, 55 Featherston Street, PO Box 3555, Wellington, 6011 New Zealand
P Please consider the environment before printing this e-mail
This e-mail (and its accompanying attachments) is intended for the named recipient only and may contain
information that is confidential and subject to legal privilege. If you are not the intended recipient please inform
the sender and destroy the message. If you have received this message in error you must not distribute or copy
this e-mail or its attachments. The Civil Aviation Authority accepts no responsibility for any changes made to this
message after the transmission from the Civil Aviation Authority. Before opening or using attachments, check
them for viruses and other effects. This communication may be accessed or retained for information assurance
and cyber security purposes.
This e-mail (and its accompanying attachments) is intended for the named recipient only and may contain
information that is provided in confidence and may be subject to legal privilege. Any classification marking must
be adhered to. If you are not the intended recipient please inform the sender and destroy the message. If you
have received this message in error you must not distribute or copy this e-mail or its attachments. The Civil
Aviation Authority accepts no responsibility for any changes made to this message after the transmission from
the Civil Aviation Authority. Before opening or using attachments, check them for viruses and other effects. This
communication may be accessed or retained for information assurance and cyber security purposes.
This e-mail (and its accompanying attachments) is intended for the named recipient only and may contain
information that is provided in confidence and may be subject to legal privilege. Any classification marking must
be adhered to. If you are not the intended recipient please inform the sender and destroy the message. If you
have received this message in error you must not distribute or copy this e-mail or its attachments. The Civil
Aviation Authority accepts no responsibility for any changes made to this message after the transmission from
the Civil Aviation Authority. Before opening or using attachments, check them for viruses and other effects. This
communication may be accessed or retained for information assurance and cyber security purposes.
This e-mail (and its accompanying attachments) is intended for the named recipient only and may contain
information that is provided in confidence and may be subject to legal privilege. Any classification marking must
be adhered to. If you are not the intended recipient please inform the sender and destroy the message. If you
have received this message in error you must not distribute or copy this e-mail or its attachments. The Civil
Aviation Authority accepts no responsibility for any changes made to this message after the transmission from
the Civil Aviation Authority. Before opening or using attachments, check them for viruses and other effects. This
communication may be accessed or retained for information assurance and cyber security purposes.
Wanaka Airport – Airspace Design and Certification Requirements
Final Report (version 2)
Contents
EXECUTIVE Summary .............................................................................................................................. 6
1
OBJECTIVE ....................................................................................................................................... 7
2
CONTEXT ......................................................................................................................................... 9
3
PRELIMINARIES ............................................................................................................................. 10
3.1
SFARP APPROACH ................................................................................................................. 10
3.2
REFERENCE DOCUMENTS ..................................................................................................... 10
3.3
SCOPE .................................................................................................................................... 11
3.3.1
SCOPE ............................................................................................................................ 11
4
BACKGROUND ............................................................................................................................... 12
4.1
WANAKA AIRPORT OVERVIEW.............................................................................................. 12
4.2
AERODROME CONFIGURATION ............................................................................................ 13
4.3
REVIEW OF RUNWAY EXTENSION OPTION FROM WANAKA AIRPORT MASTER PLAN 2008.
15
4.4
RULE PART 139 QUALIFYING AERODROME .......................................................................... 17
4.4.1
Subpart AA – Determination for Qualifying Aerodrome .............................................. 18
4.4.2
Subpart F -UNICOM and AWIB ...................................................................................... 18
4.4.3
Subpart G ...................................................................................................................... 18
4.4.4
Subpart H - Operating requirements for qualifying aerodromes ......................... 21
4.5
RULE PART 139 CERTIFICATION REQUIREMENTS ................................................................. 23
4.5.1
Subpart B – Certification requirements ........................................................................ 24
4.5.2
Subpart C – Operating requirements for aerodrome ................................................... 25
4.5.3
Subpart D – Aerodrome security .................................................................................. 26
5
GENERATIVE INTERVIEWS ............................................................................................................. 27
5.1
ATTENDANCE ........................................................................................................................ 27
5.2
RISK ASSESSMENT ................................................................................................................. 29
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6
KEY OUTCOMES............................................................................................................................. 30
6.1
CURRENT AERODROME DESIGN AND RECOMMENDED ENHANCEMENTS .......................... 30
6.1.1
GRASS TAXIWAY ............................................................................................................ 30
6.1.2
Review of taxiway W and aircraft parking .................................................................... 33
6.1.3
ENGINE RUN-UP LOCACTION ........................................................................................ 34
6.1.4
GRASS RUNWAY SURFACE CONDITION ........................................................................ 35
6.1.5
RUNWAY STRIP WIDTH ................................................................................................. 35
6.1.6
RUNWAY END SAFETY AREAS ....................................................................................... 37
6.1.7
Providing adequate separation between fixed wing and helicopters bases. ............... 39
6.1.8
Security and airside vehicles ......................................................................................... 40
6.2
REQUIREMENTS FOR QUALIFYING AERODROME ................................................................. 43
6.2.1
Subpart AA – Determination for Qualifying Aerodrome .............................................. 43
6.2.2
Subpart F – UNICOM and AWIB .................................................................................... 43
6.2.3
Subpart G – Certification requirements for a Qualifying Aerodrome ........................... 43
6.2.4
Subpart H – Operating requirements for a Qualifying Aerodrome .............................. 47
6.3
REQUIREMENTS FOR FULL AERODROME CERTIFICATION .................................................... 48
6.3.1
CONCLUSION ................................................................................................................. 48
7
CONSULTATION INPUTS RECEIVED ON THE DRAFT AERONAUTICAL STUDY ................................ 50
8
CONCLUSIONS ............................................................................................................................... 52
Appendices
Appendix 1
Consolidation of Recommendations
54
Appendix 2
Qualifying Aerodrome Gap Analysis Summary
56
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Glossary and Abbreviations
ACAS
Airborne Collision Avoidance System (also known as TCAS)
ADS-B
Automatic dependent surveillance broadcast
AFIS
Aerodrome Flight Information Service
AGL
Above Ground Level
AIP / AIPNZ
Aeronautical Information Publication (of New Zealand)
Airways
Airways Corporation of New Zealand
ALARP
As low as reasonably practicable
AMSL
Above Mean Sea Level
ARC
Aviation Related Concern
ATC
Air Traffic Control
ATS
Air Traffic Services
AWIB
Aerodrome and weather information broadcast
CAA
Civil Aviation Authority (of New Zealand)
CAR
Civil Aviation Rule
CFZ
Common Frequency Zone
CTA
Control Area
CTAF
Common traffic advisory frequency
CTR
Control Zone
DME
Distance measuring equipment
EMS
Emergency medical service
ESL
English as a second language
FIR
Flight Information Region
FIS
Flight Information Service
FISCOM
Flight Information Service Communications
FL
Flight level (hundreds of feet)
GAA
General Aviation Area
GAP
Good Aviation Practice (booklet)
GNSS
Global Navigation Satellite System
GPS
Global Positioning System H24 Hours: (i.e., permanent)
GPWS
Ground Proximity Warning System
HSWA
Health and Safety at Work Act 2015
ICAO
International Civil Aviation Organisation
IFR
Instrument Flight Rules
LFZ
Low Flying Zone
MBZ
Mandatory Broadcast Zone
NDB
Non-Directional Beacon
NOTAM
Notice to Airmen
NZALPA
NZ Airline Pilots Association
NZWK/ WKA
Wanaka Airport
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PCBU
Person conducting a business or undertaking (HSWA)
PLA
Parachute Landing Area
PLZ
Parachute Landing Zone
PSR
Primary Surveillance Radar
QAC
Queenstown Airport Corporation
QLDC
Queenstown Lakes District Council
QNH
Altimeter sub-scale setting
RESA
Runway End Safety Area
RFS
Rescue Fire Service
RNAV
Area navigation
RNZAF
Royal New Zealand Air Force
RWY
Runway
SFARP
So far as is reasonably practicable
SFC
Surface
SSR
Secondary Surveillance Radar
TM
Transponder Mandatory Airspace
TWR
Aerodrome control tower
UNICOM
Universal Communication service
VFR
Visual Flight Rules
VMC
Visual meteorological conditions
VNC
Visual Navigation Chart
WFAEP
Wanaka Airport Aerodrome Emergency Plan
WFAOM
Wanaka Airport Operations Manual
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EXECUTIVE SUMMARY
This Aeronautical Study was conducted, at the request of Wanaka Aerodrome and
Queenstown Lakes District Council, to predominantly assess aerodrome layout and design,
requirements for certification under Part 139, airspace issues in the areas surrounding
Wanaka Aerodrome and whether any form of Air Traffic Management was warranted at
Wanaka Aerodrome.
Due to the broad scope of the study, it was decided to produce two reports, that could target
key issues more effectively. This report pertains to aerodrome design and aerodrome
certification issues. The second report deals with airspace designation and consideration of
any Air Traffic Management that may be deemed necessary. Both reports should be read in
conjunction.
The outcome of this report was that we recommend that Wanaka Aerodrome apply for
certification under Part 139 as a Qualifying Aerodrome. We have also raised 14 additional
recommendations that would enhance safety and efficiency at Wanaka Aerodrome regarding
aerodrome layout and design. These are detailed in Appendix 1.
Future development of Wanaka Aerodrome, in line with the last master plan (2008), was also
considered during this study. There was some indication that it is not active/ currently being
followed.
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1 OBJECTIVE
Wanaka Airport is owned by the Queenstown Lakes District Council (QLDC) and has been
managed by Queenstown Airport Corporation (QAC) via a Management Services Agreement
since April 2021. For the 3-year period prior to this, the aerodrome was leased by QAC from
QLDC on a long-term lease.
It is designated as a non-certificated, unattended aerodrome within uncontrolled Class G
airspace and a Common Frequency Zone (CFZ).
Prior to the 2020 Covid-19 global pandemic, annual aircraft movements were approximately
62,000 p.a., with a reduction in movements over the winter months. Current aircraft
movements are approximately 34,000 p.a.
Due to the large traffic movements and complexity of aviation types, based on an operational
safety and risk assessment and in consultation with airport users, in 2019 QAC applied to
the CAA to change the airspace designation to an MBZ. This application was declined by the
CAA noting that further consideration to a change in designation would not be undertaken
until ‘the proposal is developed to a more mature state in line with future airport strategies’.
Further discussions with the CAA, have indicated that an Aeronautical Study would be
beneficial in providing a development plan for airspace management at Wanaka Airport and
further consideration for a change in designation. We were advised that QLDC will provide
direction about future airport strategies in 2023.
In November 2020, Sounds Air began a daily scheduled passenger service between
Wanaka and Christchurch utilising a Pilatus PC12 with 9 passenger seats. Over the last 18
months the schedule has increased from 20 movements per week to 28 movements per
week at its peak. Sounds Air continue to adjust their schedule to manage the impacts of
Covid-19 and the annual ‘inversion’ weather patterns that can cause disruptions during May
and June but are looking to increase their schedule further for the summer months.
With the introduction of the regular passenger service, along with the current and pre-Covid
traffic density, the CAA have reviewed the certification status of Wanaka Airport and
determined that an Aeronautical Study needs to be completed as per CAR Part 139.21
(b)(1)(i).
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With the risk factors around aircraft movement density and frequency influencing both
airspace and aerodrome management, the QLDC wish to undertake an Aeronautical Study
that reviews both aspects and considers the holistic view of aeronautical and operational
safety and risk management at Wanaka Airport.
Due to the broad scope of the study, it was decided to produce two reports, that could target
key issues more effectively. This report pertains to aerodrome design and aerodrome
certification issues. The second report deals with airspace designation and consideration of
any Air Traffic Management that may be deemed necessary.
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2 CONTEXT
It should be noted that the 2008 Wanaka Airport Master Plan is the most recent master
plan available for Wanaka Airport1. In 2018 QAC conducted various discussions with the
Wanaka community to gain feedback on the community’s wishes for airport development
to inform a master planning project starting in 2019.
This process was put on hold by QLDC in 2021.
This Aeronautical Study is limited to aerodrome design requirements pertaining to the
scheduled operation of turboprop aircraft (Code 3C) with a seating capacity of up to 90
seats. The airport development required to accommodate larger turbo-prop aircraft would
include runway extensions, provision of RESA and construction of a terminal building.
Due to the many significant steps needed to reach that point, together with the likely time
before a decision is made on any such development, the focus of this report is on the
certification level appropriate to scheduled operation of the Pilatus PC12 aircraft (or
similar) with a modest increase in daily flights.
1 Wanaka Airport Master Plan, Revision 2.41, dated 11 September 2008.
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3 PRELIMINARIES
3.1 SFARP APPROACH
This study has been conducted following the “So Far As is Reasonably Practicable”
(SFARP) approach, as is prescribed in the Health and Safety at Work Act (HSWA) and
referred to in the Advisory Circular (AC) relating to Safety Management (AC 100-1, Section
2.3.3). This differs from the “As Low As is Reasonably Practicable” (ALARP) approach that
is detailed in the AC “Aeronautical Studies for Aerodrome Operators”. However, recent
Aeronautical Studies approved by the CAA have accepted this approach, and we believe
that this better covers PCBU obligations for safety under the Health and Safety at Work Act
(HSWA) as well as CAA requirements under Part 139.
The methodology included consultation with aircraft operators, Wanaka Airport operations
personnel and other interested parties (“aviation stakeholders”). Generative interviews were
conducted with the key aviation stakeholders to identify credible critical risks and any
practical precautions that could be introduced.
The outcomes of the generative interviews are described in section 5.
3.2 REFERENCE DOCUMENTS
• Proposal for Aeronautical Study dated 1st June 2022
• CAR Part 91, Amendment 34, 1st December 2021
• CAR Part 139, Amendment 14, 1st December 2020
• CAR Part 172, Amendment 15, 8th February 2021
• CAA AC139-6
• AIPNZ
• NZWF Safety and Operations Meetings minutes
• NZWF website.
• Wanaka Airport Master Plan, version 2.41, dated 11 September 2008
• Wanaka Aerodrome Operations Manual (draft)
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3.3 SCOPE
The following scope for the aeronautical study has been defined in accordance with the
Proposal for Aeronautical Study Document dated 10th May 2022.
3.3.1 SCOPE
We would be gathering information that would be the basis for which a long-term aerodrome
design and certification plan for the aerodrome could be developed. This would include but
not be limited to:
• An assessment of existing aerodrome infrastructure,
• A gap analysis between the current operating conditions and the requirements for
certification as a qualifying aerodrome operator as per CAR Part 139 including
certification requirements, operating requirements, and aerodrome security,
• An assessment of any proposed changes to existing aerodrome infrastructure
ensuring any new aerodrome infrastructure provides a safe and efficient operational
environment for aerodrome users,
• Consideration of the requirement to provide RESA acceptable to the Director if
regular passenger air transport services (RPT) with aircraft having a certificated
seating capacity of more than 30 passengers commences,
• An assessment of the applicable Civil Aviation Rules to ensure operations at the
aerodrome remain compliant throughout,
• Meaningful consultation with Users and Stakeholders.
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4 BACKGROUND
4.1 WANAKA AIRPORT OVERVIEW
Wanaka Airport (NZWF, or WKA) is a non-certificated aerodrome. It is managed on a day-
to-day basis by the Airport Operations Manager, assisted by an Operations Coordinator.
However, due to organisational changes within QAC, we understand that this will be
changing, with the current Airport Operations Manager taking up a role in QAC. The
Operations Coordinator will become a Duty Manager, with a second one to be employed,
both employed by QAC.
The airport is approximately 5nm east-southeast of the Wanaka township at 1142ft AMSL.
Its main runway is bounded by a road at the south-eastern end, but there is sufficient
available land to the north-west for the runway to be extended to potentially 1700m in length
allowing for 240m RESA at each end.2
Operations in and around NZWF include:
a) Scheduled turboprop air transport operations (Sounds Air),
b) Commercial parachuting operations,
c) Commercial fixed wing tourism, general charter activity and flight training,
d) Commercial helicopter activity including tourism, EMS flights, agricultural activity,
flight training and general charter and commercial activity,
e) Extensive paragliding activity nearby,
f) Military activity,
g) Private flying, both fixed wing (including microlight) and helicopter,
h) Occassional visiting business jets typically seating 10 passengers or less,
i) Infrequent training aircraft from other aerodromes, both VFR and IFR,
j) Infrequent hot air balloon activity, but they are radio equipped,
k) Airspace transiting glider activity,
l) On field maintenance facilities.
It also hosts a biennial Warbirds Air show, and an annual NASA Space Balloon launch
programme.
2 Refer Wanaka Airport Master Plan 2008 Appendix B which shows a runway extension of approximately 500m
north-west. An extension to 1700m on the current runway alignment is provided for in the QLDC Operative
District Plan Designations 64 and 65.
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4.2 AERODROME CONFIGURATION
Diagram 1 below shows the aerodrome layout.
Diagram 1: Aerodrome Layout
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The sealed main runway, RWY 11/29, is 1,200m long by 30m wide. The runway strip
extends to the dimensions of 1,320m long by 90m wide, centred on the runway centreline. A
parallel grass runway, Grass RWY 11/29, lies on the north-eastern side of the main runway
and is 900m long by 60m wide. There is also a grass training area used by rotorcraft, parallel
to and north-east of Grass 11/29. The training area, known as “Heli Grass,” extends over a
portion of the NASA balloon launch pad.
Circuits on Seal RWY 11 and Grass RWY 11 are flown in the default left-hand direction,
while circuits on Seal RWY 29 and Grass RWY 29 are flown in the right-hand direction. This
results in circuit traffic remaining on the north-eastern side of the runways, regardless of
which runway direction is in use.
Simultaneous operations with any combination of the parallel sealed and grass runways, the
Heli Grass training area, and the FATO are not permitted.
Diagram 2: Apron and Taxiway Detail
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The sealed main apron is located on the southern side of Seal RWY 11/29. A sealed taxiway
with Hold Point A2 connects the apron to the main runway. Z Energy AVGAS and JET A1
pumps are located on the western end of the apron, and Air BP AVGAS and Jet A1 pumps
are located at and near the eastern end.
Taxiway Y allows access to the hangars west of the main apron, where no rotorcraft
operations are permitted without prior approval from QAC. Hangars east of the main apron
are accessed via taxiing across the grass, although the Skydive Wanaka hangar is
connected to the main runway via a sealed taxiway with Hold Point A3.
Taxiway W, a grass taxiway, runs between State Highway 6 and the hangars east of the
main apron and joins the main runway at the RWY 29 threshold. No rotorcraft operations are
permitted on Taxiway W, the taxiway to the Skydive Wanaka hangar, and all of the grass
areas in between without prior approval from the aerodrome operator.
4.3 REVIEW OF RUNWAY EXTENSION OPTION FROM WANAKA AIRPORT
MASTER PLAN 2008.
The 2008 master plan forecast:3
• A gradual increase in Christchurch scheduled services using the Beech
1900D aircraft.
• Further increase in scheduled services capacity from about Yr.2013 –
2017 to/from Christchurch and (perhaps) Wellington with the use of
larger Dash 8 (50 pax) and ATR (66 pax).
• The introduction in about Yr.2020 of domestic jet aircraft scheduled
flights to/from Christchurch (and possibly Wellington and Auckland)
using the B737-300 or similar aircraft.
• The possible replacement of ATR 72 with Dash 8 Q400 aircraft in
Yr.2026.
In the event, Air NZ withdrew its B1900 services and operations by larger aircraft never
eventuated as air services from Queenstown airport expanded rapidly to include more
frequent and reliable jet services.
3 2008 Master Plan para 6.5
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In 2008 total annual movements were projected to be 57,000 by 2026 including 2,400
scheduled services by B737 and ATR72 aircraft in approximately equal numbers.4 Given
that the current annual movements, reduced by Covid 19 restrictions, are 34,000 and
movements have been as high as 62,000 pre-Covid, the 2008 57,000 movements projection
for 2026 may prove to be reasonably accurate.5
The 2008 plan went on to project 70,500 annual movements by 2036, including 6,000 737
and ATR movements. This projection still appears viable being only 7% more than that
achieved pre-Covid, but again without jet services. In that timeframe services by a turbo-
prop aircraft larger than the PC12 are possible and should at least be provided for with
regards to runway and associated operational area development.
It is outside the scope of this Aeronautical Study to develop a runway extension plan. We
consider the 2008 Master Plan “Table 3 Baseline extension” of 480m north-west, shown in
Diagram 3, to be the maximum likely to be required to accommodate larger turboprops.6
However, under Part 139, 240m RESA would be required at both runway ends, the 2008
proposal only having 90m for landing undershoot at the 29 end.
We note the current Wanaka Airport Designation in the Operative District Plan provides for a
550m extension at the 11 (north-west) runway end.7
4 2008 Master Plan Table 6-4
5 Albeit with circa 2,000 Pilatus PC12 schedule movements instead of the 2,400 scheduled 737/ATR
movements
6 2008 Master Plan Appendix B Schedule 3
7 Operative District Plan as at Sep 2022, Appendix A section E.1(c)
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Diagram 3: 2008 Master Plan Baseline Extended Runway Layout
4.4 RULE PART 139 QUALIFYING AERODROME
The intent of Qualifying Aerodrome certification is to provide a basic regulatory structure for
the safe operation of an airport.
It is essential to note that a Qualifying Aerodrome certification only permits scheduled
operations of aircraft with 30 or fewer passenger seats.
This includes the existing PC12 services and, runway length permitting, aircraft up to the
size of the 19-seat Metroliner operated by Air Chathams.8 As such it focuses on the airport
having:
a) Competent management and staff and adequate resources, including financial
authority
8 The runway length requirements for the Metro have not been established as part of this study, but we note
that its current operations are mainly from Whakatane Airport which has a 1280m long runway (compared to
NZWF’s 1200m) and is at sea level (compared to 1130ft at NZWF).
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b) Documented processes and systems including safety management that are effective
and adhered to
c) Operational infrastructure that meets a suitable standard
Effective monitoring and reporting systems. The following are requirements for a Qualifying
Aerodrome specified under Part 139:
4.4.1 Subpart AA – Determination for Qualifying Aerodrome
This deals with the requirements for an Aeronautical Study to identify and assess aviation
risks that exist at the aerodrome. The subpart lists various trigger points for the study to be
done, or the Director can simply require it to be done. After reviewing the Aeronautical
Study, the Director can require the aerodrome operator to apply to certificate the aerodrome
either as a Qualifying Aerodrome or a fully certificated aerodrome.
The risks identified in the Aeronautical Study will form the basis of changes required to the
aerodrome’s “physical characteristics”, its operations and its policies and procedures
required to achieve certification.9
4.4.2 Subpart F -UNICOM and AWIB
This subpart sets out the standards required for Universal Communications (UNICOM) and
Aviation Weather Information Broadcast (AWIB) if provided at the airport. Any requirement
for these services would arise out of the Aeronautical Study specified in Subpart AA.
4.4.3 Subpart G
This subpart sets out the entry requirements for a Qualifying Aerodrome to become
certificated, as set out below:
a) Personnel requirements
Rule 139.401 requires the aerodrome to have competent “senior persons” nominated as the
Chief Executive (CE) and Airport Manager. The CE must have the authority to ensure all
activities required to achieve and maintain certification can be financed and is ultimately
responsible for regulatory compliance. The Airport Manager must be responsible to the CE
9 “Physical characteristics” refers to the design of the aerodromes runways, runway strips, RESA, aprons,
lighting systems, markings and signage, obstacle limitation surfaces etc.
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and have day to day responsibility for compliance and the airport’s safety management
system (SMS).
The CE and Airport Manager can be the same person.
Sufficient additional staff as may be required to support compliance must also be engaged.
Procedures for assessing and maintaining the competence of all required staff must be
established.
b) Limitations
Rule 139.403 requires any limitations on the use of the aerodrome necessary for the safety
of aircraft operations to be established by the aerodrome operator. This could include for
example, the maximum size and weight of aircraft able to use the facility, restrictions on
hours of operations and any types of operation specifically excluded due to incompatibility
with established operations.10
c) Public protection
Rule 139.405 requires the aerodrome to have appropriate safeguards to; prevent animals
interfering with aircraft operations, deter unauthorised persons and vehicles from accessing
operational areas and to reasonably protect people and property from aircraft operations.
At non-security designated airports, it is generally adequate to ensure secure fencing around
the operational area perimeter, being 1300mm high robust mesh or paling fencing in areas
where the general public have access and 5 wire stock proof fencing on rural boundaries.
Liberal use of CAA “No Trespassing” signage is required.
Airside access points should be kept to a minimum and be secured e.g., by passcode or
swipe card. Barrier arms without vertical palings are problematic as they do not prevent
access by animals or small children or deter adults.
d) Notification of data and information
Rule 139.407 requires procedures to be established to notify the Aeronautical Information
service, provided by Airways Corporation via the “Aeronautical Information Publication” (AIP)
10 Typically this could be ballooning, gliding and parachute landings on busy fixed wing and helicopter
aerodromes.
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and “Notices to Airmen” (NOTAM), of any changes to aerodrome operational data which
need to be advised to pilots. These would arise out of daily inspections, pilot reports and
routine surveys of, for example, vegetation growth.
e) Safety management
Rule 139.409 requires the airport to have an SMS, appropriate to the size of its operations,
that meets the requirements of CAR100.3. which includes:
• A safety policy acceptable to the CAA
• A process which identifies hazards and evaluates and manages associated risks
• A hazard, incident and accident reporting and follow-up corrective action system
• Goals for aviation safety improvement are set and measured
• A quality assurance system that performs internal audits and reviews of the SMS
• Training staff for competency in safety management
• Documentation of all policies and processes
• Movements data
Rule 139.411 requires the airport to collect its movements and report them to the Director of
CAA every three months
f) Work on aerodromes
Rule 139.413 requires the aerodrome to have procedures for ensuring any works on the
aerodrome to not endanger aircraft operations. This could include standard procedures
when, for example, grass cutting is occurring in operational areas or “one-off” Method of
Works Plans (MOWP) for airside construction projects.
g) Documentation
Rule 139.415 requires the aerodrome to hold copies of relevant documentation (e.g.
operating manuals) and ensure they are kept up to date and obsolete documents are
removed.
h) Exposition
Rule 139.417 requires the aerodrome to provide the Director a copy of its “Exposition” being
the collection of manuals that define the organisation and its methods of compliance with
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aviation regulatory requirements. This includes a statement signed by the CE confirming
that the Exposition does this and that it will be complied with at all times.
This rule lists specific areas for which the Exposition, which must be acceptable to the
Director, must include compliance processes, namely:
• All SMS documentation
• Names, titles, duties and responsibilities of the senior persons (CE and Airport
Manager), and an organisational chart. Rule 139.455 requires the Director to
approve any proposed changes to senior persons prior to the change.
• Aerodrome limitations
• Public protection safeguards
• Information identifying the lines of safety responsibility
• Procedures for notification of aerodrome data, movements reporting, works on
the aerodrome, management and control of documentation including the
Exposition
The rule also lists a number of areas in which risks requiring management may have
been identified in the Aeronautical Study. These include, but are not limited to any
shortfalls in the aerodrome’s:
• Physical characteristics
• Emergency plan
• Rescue and firefighting
• Wildlife management (primarily bird control)
• Maintenance, including visual navigation aids and their checking and protection
of navigation aids
• Air traffic services (Air Traffic Control (ATC) or Aerodrome Flight Information
Service (AFIS)
• Apron management services and control of ground vehicles
• Aerodrome condition inspection and reporting
4.4.4 Subpart H - Operating requirements for qualifying aerodromes
This subpart sets out the on-going requirements after Qualifying Aerodrome certification is
obtained, as listed below:
a) Continued compliance
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Rule 139.451 specifies requirements for availability of the Exposition to airport staff, and
compliance with its procedures. It also specifies that the Director must be notified of any
changes to the Airport’s contact details.
b) Unsafe conditions
Rule 139.453 requires the airport to have procedures in place to ensure aircraft operations
are restricted or stopped completely in the event of any unsafe condition. This could include
for example runway flooding or significant damage, drone operations or essential
construction activity.
c) Aeronautical study
Rule 139.457 requires the airport operator to monitor operations and conduct a further
aeronautical study for any significant change that may affect airport operations including;
significant increases in airport traffic volumes (for example the establishment of a new flight
school), a change in the type of operations, for example ex-military jets regularly using the
traffic circuit, significant changes to the airports’ physical characteristics (for example
opening a new runway or taxiway), a significant increase in the number of accidents or
incidents in the airport’s area.
A list of “trigger points” in terms of numbers and types of movements for which an
Aeronautical Study must be prepared are included in this rule. For NZWF the next trigger
points would be:
• When total annual movements are forecast to exceed 40,000 for three consecutive
years (currently at 34,000); or
• Annual IFR movements are forecast to exceed 7,500 for three consecutive years
(currently estimated to be 2000).
It is important to note that where practicable the Aeronautical Study needs to be prepared
and any changes arising out of it be implemented before the anticipated significant change
occurs i.e., the airport operator must be proactive. A copy of the study must be provided
to the Director and after reviewing it, the Director may impose conditions or limitations on
the airport in relation to the proposed change.
An example of a significant change could be the temporary operation of an RNZAF tented
camp at the airport which significantly increases ground movements and circuit traffic.
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d) Physical characteristics and design standards
Appendices A to E of CAR 139 list a number of items that, if required at an aerodrome, must
be of a certain standard. For example, if the airport has lighting for night operations, then it
must meet the requirements of Appendix E for lights and beacons and Appendix F for
electrical systems. Other relevant standards are contained in AC139-6.
This is to ensure that optional items, such as night lighting, if provided, must meet an
acceptable aviation standard. Essential items such as runways, strips, taxiways, obstacle
limitation surfaces, runway, apron and taxiway paint marking and signage, and identification
of restricted areas must conform with the standards in the Appendices or AC139-6.11
4.5 RULE PART 139 CERTIFICATION REQUIREMENTS
In addition to the above requirements, the following additional requirements are required for
a Certificated Aerodrome under Part 139. Certification would be required to allow scheduled
air services with aircraft of greater than 30 passenger seats.
The certification, operation, and security requirements for fully certificated aerodromes,
which usually have operations by much larger aircraft with an associated higher level of
public risk, are more stringent than for Qualifying Aerodromes. One of the main differences
in regulatory approach between the two certification levels is that under the Qualifying
Aerodrome certification there is reliance on the aeronautical study to identify areas of risk
that need to be addressed whereas under full certification the requirements are much more
prescriptive and apply irrespective of the level of risk that may exist.
This makes a Qualifying Aerodrome certification far more “light handed” for smaller
aerodromes with limited resources and only small capacity scheduled aircraft operating. In
that regard it is, in our opinion, much better suited to an aerodrome with the type of
operations NZWF has, that is over 95% GA movements and with a low number of scheduled
movements by aircraft with 9 passenger seats.12
11 There is provision for an alternative mean of compliance from a specific Rule requirement if it clearly
provides an equivalent level of safety. This would be through a formal “exemption” granted by the Director
which would be for a maximum of five years.
12 Analysis of the 2021 movements showed approximately 97% were non-scheduled.
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Other trigger points as detailed in Rule Part 139.131 (e.g., more than 7,500 IFR movements
for more than 100,000 total movements) would require further aeronautical studies, which
may prompt full certification.
That said, QAC as the nominated aerodrome operator, has the additional full certification
systems and resources in place at NZQN to be able to cover the full certification at NZWF at
a marginal cost.
The requirements for full certification are not described in detail as that is outside the scope
of this study, but the following provides a summary.
4.5.1 Subpart B – Certification requirements
a) Aerodrome design
Rule 139.51 sets out specific requirements for aerodrome design for physical characteristics
(including a requirement for RESA), obstacle limitation surfaces, visual aids, equipment and
installations, that require compliance with the relevant Part 139 appendices. However,
under 139.51(e)(2) these (including RESA) only apply if the aerodrome has regular
operations of aircraft with more than 30 seats.
b) Emergency planning requirements
Rule 139.57 requires the aerodrome to have an emergency plan which must, to the extent
practicable, be developed in conjunction with all relevant agencies and personnel.
c) Aerodrome rescue and firefighting
Rules 139.59 to 139.67(A) prescribe the requirements for ARFF. As the PC12 aircraft has
less than 30 passenger seats, under Rules 139.5(aa)(2) and 139.59(c)(3) it does not require
provision of ARFF. Operations of ATR72 aircraft, if more than 700 movements in the busiest
consecutive three months of any 12 month period, would require ARFF at Category 4.
d) Public protection
Rule 139.69 prescribes specific requirements for fencing of operational areas, especially
adjacent to areas where the public has vehicle or pedestrian access.
e) Wildlife hazard management
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If any wildlife presents a hazard to aircraft operations, Rule 139.71 requires an
environmental management programme for minimising or eliminating the wildlife hazard to
be established. This appears to be a fairly low threshold, whereas a Qualifying Aerodrome
only needs to included wildlife risk management requirements and procedures in its
exposition if the aeronautical study identifies wildlife as a particular hazard.
f) Aerodrome certification exposition
Rule 139.77 requires a fully certificated aerodrome to have a much more comprehensive
exposition detailing how it will comply with the additional requirements it has to meet. For
example, this includes; specific requirements for aerodrome maintenance including visual
navigation aids, including an inspection programme and monitoring of its achievement,
security and control of ground vehicle requirements.
4.5.2 Subpart C – Operating requirements for aerodrome
a) Aerodrome maintenance
Rule 139.103 requires specific maintenance of the aerodrome operating surfaces and
facilities. In particular, there is a requirement for real-time surface condition reporting when
a runway is contaminated.
Rule 139.105 requires visual aids for navigation to be maintained, checked for accuracy and,
if unserviceable, returned to service without undue delay.
b) Emergency Plan
Rule 139.109 requires the emergency plan to be tested at least every two years, including
co-ordination with all the agencies involved.
c) ARFF
Rule 139.111 requires ARFF to be available for regular air transport operations of an aircraft
with more than 30 passenger seats. The rule also prescribes requirements for ARFF
equipment maintenance and personnel training and availability.
d) Apron management service
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Rule 139.115 requires an apron management service to be provided if it is warranted due to
traffic volume or other operating conditions, and for this to be co-ordinated with the
aerodrome control service provider (if there is aerodrome control).
e) Aerodrome inspections
Rule 139.117 has specific requirements for aerodrome inspections to be conducted to
ensure the required maintenance is being done, staff to be suitably trained and to alert to
any unsafe condition.
f) Ground vehicles
Rule 139.119 requires control of ground vehicles on operating areas, and for such vehicles
to be limited to those that are necessary for aerodrome or aircraft operations. It also
requires a system of communication with vehicles to be established and for all airport
tenants or users who operate vehicles in operational areas to comply with the requirements.
Effectively this means an airside vehicle and driving permit system must be implemented.
4.5.3 Subpart D – Aerodrome security
a) Security
Rule 139.203 has extensive requirements for security designated aerodromes, but
designation is not currently required for operation of aircraft with fewer than 90 passenger
seats.
b) Non-security designated aerodromes
Rule 139.205 prescribes requirements for non-security designated aerodromes. While
actual screening is not required, the aerodrome operator is required to have contingency
procedures in place for its activation if regular operations by aircraft with more than 30 seats
are occurring. If the aerodrome has operations of aircraft with 19 or more passenger seats, it
must maintain a security awareness group and ensure security training is provide for all
relevant staff.
Some other lesser requirements also apply for regular operations of aircraft with 19 or more
passenger seats.
There are no specific security requirements for regular operations of aircraft with fewer than
19 passenger seats.
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5 GENERATIVE INTERVIEWS
5.1 ATTENDANCE
The following people attended generative interviews, either in person or via Zoom. These
were conducted by Dean Clisby, Dave Park and Steve Ackland, with the assistance of Dan
Allen. Some interviews were conducted in person, and some via Zoom.
NAME
REPRESENTING
Antony Sproull
Air Milford
Chris Pond
NZALPA
Mark Deaker
Alpine Heli
Megan George
Glenorchy Air
Sue Kronfeld
Independent/ AOPA
Peter Hendricks
NZ Flying Adventures
Andrew Wilton
Private Owner
Jeremy Booth Aviation
Skydive Wanaka/Performance Aviation
Jason Eteveneaux
Sounds Air
Taylor Rhind
Sounds Air
Paul Cooper
Southern Alps Air
Ryan Cooper
Southern Alps Air
Callum Smith
Twenty24
Fox Lee
U-Fly Wanaka
Hamish McGill
U-Fly Wanaka
Don Grant
Wanaka Airport Users Group
Jason Lush
Wanaka Helicopters/Learn to Fly
Pete Spencer-Bower
Wanaka Helicopters/Learn to Fly
Ed Taylor
Warbirds over Wanaka
Jo Learmonth
Wanaka Aerodrome
Jeff Hair
Wanaka Aerodrome
Jamie Waaka
Wanaka Aerodrome
Daniel Dodd
Wanaka Aerodrome
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The following people or organisations were contacted but did not choose, or were unable, to
attend an interview.
NAME
REPRESENTING
Scott Calder
Air NZ
Steve Kelly
Air NZ
Steve Scott
Air NZ
Tim Rayward
Air Safaris
Frances Dowdle
Airways Corp
James Evans
Airways Corp
Tim Bradding
Airways Corp
Todd Kendall
Airways Corp
Hugh Faris
ALPA
Jonathan Wallis
Alpine Group Ltd
Toby Wallis
Alpine Group Ltd
Tracey Bean
Alpine Group Ltd
James Stokes
Glenorchy Air
Kevin Gale
Heli Otago
Andrew Dennyson
Helicraft
Rod Price
Helicraft
Grant Stewart
HeliSupport NZ
Kelly Buick
HeliSupport NZ
Austin Jones
Learn To Fly
Andy Pye
Milford Sounds Flights
Rhys Akers
NZ Hang Gliding and Paragliding
Alex Turnball
Queenstow
n Milford Users Group
Na'ama Gueta
Sounds Air
Elliot Kensington
True South
Gareth Allen
True South
Peter Daniell
True South
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5.2 RISK ASSESSMENT
Assessment of credible critical risks was performed utilising information gathered in the
generative interviews, using the SFARP approach.
The key credible critical risks relating to aerodrome layout are detailed below:
a. Conflict between aircraft taking off or landing and aircraft taxiing on the
RWYs.
b. Aircraft taxiing between the apron and taxiway W passing through the FATO
area.
c. Taxiway W and associated aircraft parking area/s layout congestion risking
damage to aircraft and injuries to persons.
d. A lack of parking space for fixed wing aircraft, leading to congestion and
parking in inappropriate locations (e.g. blocking taxiway W or on privately
leased land in the taxiway Y area).
e. Aircraft doing engine run-up in unsuitable areas damaging parked aircraft or
people nearby.
f. Aircraft landing on grass runway 11 being damaged due to its reportedly
rough condition.
g. Aircraft excursions laterally from the runway ending outside the 90m wide
strip.
h. Aircraft overrunning the runway end or undershooting the runway end outside
the 60m long strip ends.
i. Providing adequate separation between fixed wing and helicopters bases.
j. Security and airside vehicle concerns due to inadequate or no fencing
between hangars and keypad entry to barrier arms at vehicle access points.
These credible critical risks are discussed in the following section, including current
mitigating procedures and practises (as published in the AIP and other sources of
information), as well as recommendations that could further reduce the risk So Far As is
Reasonably Practicable.
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6 KEY OUTCOMES
6.1 CURRENT AERODROME DESIGN AND RECOMMENDED
ENHANCEMENTS
6.1.1 GRASS TAXIWAY
The diagram below shows the existing taxiway layout as published in the AIP.
Diagram4: NZWF ground movements chart
Reproduced from NZAIP as at 11 Aug 22
The sealed runway 11-29 has four entry points, stub taxiways A1 to A4. If taking off on 29,
the prevailing take-off direction, entry from A1 to A3 requires backtracking on the runway to
use full length of runway 29. Whilst some fixed-wing operators can accept less than full
runway length, Part 135 certificated operators advised the study team that it is their policy to
use full length. The table below shows the runway 29 take-off run available from each
stubway position and the backtrack distance required to use full runway length.
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For a Part 135 operator entering the runway from the apron (stubway A2), the prevailing
runway direction requires backtracking (more than half the runway length for RWY 29) for
every take-off if full length is required. This not only increases the risk of a runway incursion,
but it also slows down operations reducing the efficiency of the runways, given that
simultaneous parallel operations are prohibited. Slowing down operations reduces runway
capacity and, as movement numbers grow, increases risk as the time gap between
potentially conflicting movements reduces.
Table1: Runway 29 take-off and backtrack distances13
Runway entry point
Take Off Run Available
Backtrack required to use
(TORA) on RWY 29 from
full length of RWY 29
entry point
A1
425m
775m
A2
570m
630m
A3
870m
330m
A4
1200m
0m
Taxiway W’s isolation from the rest of the taxiway system also increases taxiing on the
runway as the only way of reaching W using published taxiways is from the 29 end of the
runway. Consequently, an aircraft landing on 29 wishing to use W to reach the aircraft
parking area at its NW end has to backtrack from the end of its landing roll to the start of
runway 29 then turn off onto taxiway W. This is especially hazardous if an aircraft landing on
29 is not aware of an aircraft close behind on approach and turns 180 degrees on the
runway to taxi back to W. The reverse applies to an aircraft leaving taxiway W and taking off
on runway 11, possibly backtracking the complete length of the runway.
Both situations arise as there is no marked taxiway between the apron and A4. The majority
of operators we interviewed considered a taxiway parallel to the runway through this area
would be a major improvement to safety and operational efficiency.
Diagram 5 shows the indicative location of the recommended parallel taxiway and the
clearances from the wingtip of a taxiing aircraft to a fixed object (such as a parked aircraft)
on the south side of the taxiway. This taxiway layout assumes:
13 For take-off on runway 11 the distances are reversed e.g. entry at A2 provides 630m TOR on 11 from that
point, or 570m backtrack to the start of runway 11.
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g) A 150m wide runway strip
h) Taxiway sized for use by Code A and B aircraft (maximum wing span 24m)
i) 87m runway centreline to taxiway centreline separation
j) 20m clearance from taxiway centreline to taxiway clearance line (provides 8m
wingtip to object clearance for 24m wingspan aircraft on the taxiway)
k) The FATO is moved north from its current location to the south edge of the sealed
runway.
l) An air taxiway is established between the FATO and the parallel taxiway.
m) That a note be added to the Aerodrome Chart in the AIP that all helicopter
arrivals/departures must be via the FATO and air taxiway.
Diagram 5: Indicative parallel taxiway layout
On the opposing side, one helicopter operator expressed concern over the resulting
reduction in the area available for helicopter parking and the taxiway proximity to the FATO.
We consider this can be addressed by moving the FATO to the edge of the runway, as
shown in the diagram. This will also encourage helicopter pilots to track on runway centreline
to the FATO rather than offset.
Also, the Skydive operator expressed concern over having to move its jumper loading closer
to its base because the taxiway would pass through the circular taxiway area it currently
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uses for loading. However, as shown in the diagram, the southern half of the circular loading
area is outside the taxiway clearance line and can still be used for emplaning jumpers.
From a comment received, hold points on the taxiway, clear of the crossing air taxiway for
FW aircraft using the taxiway, should be established. There should be a requirement added
to the Aerodrome Chart in the AIP that fixed wing traffic on the taxiway give way to
helicopters using the air taxiway to and from the FATO.
Recommendation A1: A parallel Code B taxiway is developed between stubs A2 and
A4 with its centreline 87m south of the runway centreline, and an equipment/parked
aircraft clearance line a further 20m south. This can be a grass taxiway so long as
drainage permits its use in all but the wettest weather.
Recommendation A2: The FATO is moved to the south side of the sealed runway as
shown in diagram 5, with an air taxiway connection to the parallel taxiway.
6.1.2 Review of taxiway W and aircraft parking
The strip of land where W runs, between the airport’s State Highway (SH) 6 boundary and
the fence beside the access road to Skydive Wanaka and other hangars, is quite
constrained at only 40m wide behind Skydive Wanaka increasing to 50m behind Wanaka
Helicopters. Vegetation on the SH6 boundary and relocatable buildings and parked aircraft
on the access road boundary reduce the width to just 26-28m in places. The photographs
below show the situation.
Diagram 6: Taxiway W looking west to Twenty-24 (L) and east (R). Note parked
aircraft and vegetation on SH6 side
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Code A taxiways require a clear width of 31m and Code B requires 40m.14 This can be
reduced to 24m and 33m respectively if the taxiway is classed as a taxi lane to an aircraft
parking position for which wingtip clearances are reduced to 4.5m on the assumption that
taxiing speeds will be lower.
We understand aircraft larger than Code A are required to access Twenty-24 occasionally.
Within reason this would be possible provided special procedures are developed and used,
such as the use of “wing walkers” and clearance of parked aircraft as required.
The ground movements chart does not show specific parking area/s accessed from W, the
parking symbol is on the taxiway itself which is clearly not what is intended as it blocks
access. If classified as a taxi lane there is sufficient room for aircraft with span up to 10m to
“parallel park” adjacent to the access road fence as is currently done by Wanaka Helicopters
fixed wing aircraft. A larger parking area, which could be accessed from the parallel taxiway
or W, could be developed east of Skydive Wanaka as shown in diagram 5.
In summary the recommended actions below will reduce risks (a) to (d) identified in section
5.2 SFARP.
Recommendation A3: Taxiway W is connected to the rest of the airport via the
proposed parallel taxiway and is restricted to Code A aircraft unless accessing
Twenty-24 for which special procedures should be developed.
Recommendation A4: An aircraft parking area east of Skydive Wanaka, as shown in
diagram 5 should be marked out and shown in the AIP. If required additional “parallel
parking” for aircraft with wingspan 10m or less can be along the access road fence
line. Fixed tie down positions should be provided here to ensure parking is parallel
and as close to the fence as practicable.
6.1.3 ENGINE RUN-UP LOCACTION
The lack of a designated area for pilots and engineers to conduct extended pre-flight or post
maintenance engine run-ups has resulted in these being done in a variety of areas which
adds to congestion and may result in damage to adjacent aircraft, or injuries to persons in
the vicinity.
14 For Code A 15m max wingspan plus 8m wingtip clearance each side, for Code B 25m maximum span plus 8m
each side.
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Diagram 5 – [the parallel taxiway diagram in 6.1.1] identifies an area approximately 40m in
diameter south of the runway 29 end and clear of the runway strip that would be suitable for
short duration run-ups for Code A aircraft.
As aircraft in this position may infringe the runway’s 1:7 transitional OLS surfaces
(acceptable for aircraft holding for take-off) the run-ups should not be prolonged and aircraft
should not be parked there unless a run-up is being conducted.
A run-up area for larger aircraft is best identified as part of the airport’s next Master Planning
process. Meanwhile short duration run-ups can be done on the sealed runway 29 end
between movements.
Recommendation A5: The area identified in diagram 5 for runups should be
designated as such on the AIP ground movements chart, suitable for short duration
runs by Code A aircraft only.
6.1.4 GRASS RUNWAY SURFACE CONDITION
The 11 end of the grass is reportedly very rough, discouraging pilots from using it and
possibly contributing to aircraft damage and accidents.
Recommendation A6: The grass runway is restored to a smooth condition at the 11
end. Meanwhile its rough condition should be NOTAM’d.
6.1.5 RUNWAY STRIP WIDTH
The current runway strip width is 90m. Per CAR139 C.2.2, 90m strip width is only suitable
for a Code 2 runway having non-instrument operations. As runway 29 has a RNAV(GNSS)
procedure published it is reasonable to assume the runway is, or should be, classed as an
instrument non-precision runway. Instrument non-precision runways for all air transport
operations require a 150m wide strip. This applies whether the aerodrome is certificated or
not as the applicable AC139-6 refers to the strip width standards in CAR139 and also the
Part 125 air operator requirements applicable to the PC12 require the aircraft operators to
comply with Part 139 standards for strip width.15
15 Refer CAR125.77(d)(3)
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The outline of the existing 90m wide strip and a 150m wide strip are shown in Diagram 7
below.
Diagram7: Comparison of 90m and 150m wide runway strips
There is physical room for within the airport boundary for a 150m wide strip, however on the
south side behind the Toy and Transport Museum the area between the 90m and 150m
widths is not graded for several hundred meters of its length resulting in a sharp difference in
levels, i.e., an embankment. This is acceptable under AC139-6 for a Code 2 instrument
runway, but a Code 3 runway requires the full 150m width to be graded.
Additionally, a water race runs transversely across the strip towards the 11 end. The race is
piped under the existing 90m strip width but is open outside 90m. It would require covering
for compliance with a fully graded 150m wide strip but can remain open if it is in an ungraded
section.
Within the non-graded area of a 150m wide strip vegetation near the 11 end that should be
removed and the embankment area on the south side of the 90m wide strip levelled.
Increasing the strip width to 150m, even with an ungraded section, will reduce the potential
hazard in the event of a runway excursion. Given the additional land required for the 150m
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wide strip is already owned by QLDC and it is comparatively low cost to remove vegetation
and level the embankment, we recommend this is done benefit both the existing PC12 and
business jet operations.
Grading the strip to its full 150m width will further reduce risk of aircraft damage and harm to
occupants in a runway excursion but will be more costly due to the need to culvert the water
race. Accordingly, we believe full grading could be delayed until regular air transport
operations by aircraft with more than 30 passenger seats occur.16
Recommendation A7: Increase the width of the runway strip to 150m by removing the
trees and any other significant obstructions within it and grading the embankment.
Recommendation A8: Grade the full 150m strip width, including culverting the water
race, to remove the level transitions.
6.1.6 RUNWAY END SAFETY AREAS
Under CAR139, runway end safety areas (RESA) are only required for the regular operation
of aircraft with more than 30 passenger seats. Consequently, as the only current scheduled
services are by aircraft with 9 passenger seats, there is no regulatory requirement for RESA.
If required, RESA must extend 240m (if practicable) beyond the strip end of each sealed
runway direction with a minimum width of 30m each side of the runway centreline.
Diagram 8 shows the areas available for RESA at the runway ends assuming the RESA runs
across the paper road at the 29 end.
16 Regular air transport operations are defined in CAR1 as being four or more air transport operations for the
carriage of passengers between two or more aerodromes within any consecutive 28 day period.
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Diagram 8: The Area Available for RESA at each Runway End.
At the 11 end, 240m long by 90m wide RESA is available. At the 29 end a total of 215m of
RESA is available 165m of which is at 90m width and the remaining 50m is at the minimum
60m width (being twice the runway width).
To qualify as RESAs these areas should be graded and be cleared of any objects that may
damage any aircraft overrunning or undershooting the runway. The 29 end already meets
this standard. At the 11 end some fencing may need to be removed and the surface graded,
but these works are expected to be minor.
In any event the RESA areas should be protected from any development which does not
meet the RESA standards.
Should aircraft with more than 30 passenger seats commence scheduled services then the
RESA would need to be approved by the CAA. It is possible CAA will not accept the 29 end
RESA as it is less than the 240m required under CAR139 if it is practicable to provide that
length. As it is likely the runway would need to be extended at the 11 end to accommodate
larger aircraft that would provide the opportunity to move the 29 threshold NW by 25m to
provide the required 240m RESA at that end.
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Recommendation A9: Protect the overrun areas at each sealed runway end, including
allowance for a future 550m runway extension at the 11 end, for future RESA.
Recommendation A10: Should regular operations of aircraft with 30 or more seats be
planned then prepare RESAs at each sealed runway end in compliance with CAR139
Appendix A.1. and obtain CAA’s approval for it.
6.1.7 Providing adequate separation between fixed wing and helicopters bases.
It is well established in airport planning that fixed wing and helicopter operations should be
kept separate as far as possible, primarily due to the rotor wash and propellor wash each
can inflict on the other.
At NZWF separation has largely been achieved by basing helicopters at the east of the
apron and fixed wing (aside from Skydive Wanaka) west and south of the apron at taxiway
Y. However, recently two private helicopters have been permitted to be hangared in the
fixed wing area. This was identified as a potential hazard by several operators interviewed.
The risk is mitigated to some extent as, we are advised, the helicopter movements are
infrequent and their operators are aware of the hazard they can create. But if more
helicopters are permitted in this area, it will become a safety issue.
Recommendation 10: QLDC reviews the leases on the hangars in the taxiway Y area
and, if possible, prohibit the hangaring of helicopters in that area.
Ongoing separation is best addressed through a robust airport Master Plan that provides
separated areas for both types of aircraft and allows for expansion of hangars and
associated facilities in an orderly and well-planned way.
It’s outside the scope of this aeronautical study to suggest where the respective areas
should be. We note the last NZWF Master Plan was prepared in 2008 and is likely to need
reviewing to reflect the current mix of operations and QLDC’s aspirations for the airport.
Recommendation A11: QLDC urgently reviews and updates the 2008 Master Plan to
reflect the expected future mix of operations and its aspirations for the airport,
ensuring that fixed wing and helicopter operations and basing are separated as far as
practicable.
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6.1.8 Security and airside vehicles
QAC airport staff when interviewed expressed concern over airside vehicle access and, to a
lesser extent, unauthorised people going airside. Several operators commented on farm
animals escaping onto the runway, clearly a hazard to aircraft operations.
The Wanaka Airport Operations Manual at Section 15 sets out policy, responsibilities and
procedures relating to security based on compliance with Part 139 Certificated Aerodrome
requirements.
Our visual inspection of the fences and pedestrian and vehicle access gates revealed
several security weak points:
• Inadequate fencing between hangars in the taxiway Y area
• Gates left open
• Vehicle barrier arms that pedestrians can walk under or around
• Inadequate fencing between the airport and its rural neighbours on the north side of
the runway
The photos following, taken on 22 Oct 2022, illustrate these weak points. Diagram 10
shows the correct type of fencing for areas the public can easily access and between
hangars.
Additionally, we were advised during interviews that the barrier arms intended to prevent
unauthorised vehicle access are ineffective as the passcodes are well known and access is
effectively uncontrolled. As an example, we were advised that it is not uncommon to see
boats on trailers being taken airside to refuel at aircraft fuel pumps. We were also advised
that there is no airside drivers permit system in place.
On the positive side we did note a number of CAA” Operational Area No Trespassing” signs
on fencing, including some in Mandarin installed pre-Covid when the airport had a large
number of Chinese visitors.
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Diagram 9: Examples of weak airside security found at NZWF
(clockwise from top left; unsecured gate, no fencing between hangars, inadequate fencing, barrier arm
pedestrians and animals can get under or around)
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Diagram10: Suitable security fencing in public areas
Whilst NZWF is a general aviation airfield with relatively few scheduled aircraft movements,
it is still important to maintain a basic level of security for the safety of airside operations.
The PCBU requirements under the Health and Safety at Work legislation are especially
relevant to members of the public going airside.
Recommendation A12: Review all fencing and upgrade to the standard in diagram 10
in areas that the public can easily access and between hangars, and robust 5 wire
stock fencing on rural boundaries.
Recommendation A13: Change all vehicle access to swipe card and upgrade barrier
arms airside to barrier gates, to prevent pedestrians and animals gaining airside
access around or beneath the barrier.
Recommendation A14: Implement an airside vehicle permit system to only permit
vehicles and drivers airside for bonafide purposes relating to aircraft or airside
operations.
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6.2 REQUIREMENTS FOR QUALIFYING AERODROME
Section 6.1 presented the findings of the aeronautical study on airport layout and
infrastructure and recommendations to address risks identified SFARP. The Qualifying
Aerodrome certification requires these items to be addressed, either as recommended or in
another way that gives the same or better outcome.
Section 4.4 lists the various sub-parts of CAR139 that relate to Qualifying Aerodrome
certification and operations, together with specific items that need to be addressed such as
requirements for personnel, policy, and procedures (exposition), establishing aerodrome
limitations. The CAR139 areas we see Wanaka Airport needing to address to meet these
requirements are discussed below.
6.2.1 Subpart AA – Determination for Qualifying Aerodrome
The required Aeronautical Studies have been prepared in the form of this Part A report and
the companion Part B report on airspace risk. Risks have been identified and
recommendations for risk removal or reduction SFARP have been made. Subject to CAA
review of the studies, these would need to be implemented.
CAA will then decide whether Qualifying Aerodrome certification is appropriate or whether
full certification is required.
6.2.2 Subpart F – UNICOM and AWIB
This is discussed in the Part B airspace risk Aeronautical Study with the recommendation
that:
• Aerodrome and weather information broadcast (AWIB) should be implemented at
NZWF
• Universal air-ground communications (UNICOM) aerodrome information or
aerodrome flight information service (AFIS) is not required at this time, but we have
recommended that NZWF consider introducing a UNICOM at NZWF once sustained
movements indicate more than 50,000 movements per annum.
Consequently, for the existing level of service using PC12 aircraft AWIB alone is sufficient.
6.2.3 Subpart G – Certification requirements for a Qualifying Aerodrome
a) Personnel requirements
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As discussed in Section 4.4.3, Rule 139.401 requires certain competent “senior persons” to
be nominated as the Airport’s Chief Executive Officer and Airport Manager. Currently we
understand the Airport safety oversight is the responsibility of QAC’s Airport Operations
Manager under a delegation from QAC’s Chief Operating Officer, with day-to-day airport
management functions being allocated to two Duty Operations Managers based at NZWF.
The Wanaka Airport Aerodrome Operations Manual (WFAOM) states at Section 5.0 that this
manual details how QAC ensures safe and efficient management of Wanaka Airport.
However, we note that the manual is still in draft form with an expiry date of 31 Dec 2020
and was last amended on 1 Jul 2021.
Qualifying Aerodrome certification would require a CEO to be nominated. This person must
be accepted as a “senior person” by the CAA and must have the financial authority to ensure
the airport can fund its safety obligations, including any infrastructure required. If QAC
continues as the designated Aerodrome Operator, we believe the QAC CEO should be the
CEO for Wanaka Airport as any lower position is unlikely to have the financial authority
required. However, QLDC may wish to have a QLDC member hold this position.
The Management Agreement between QLDC and QAC under which QAC operates NZWF
would also need to be reviewed to ensure the nominated NZWF CEO has the necessary
financial authority from QLDC as the airport owner.17
For the Airport Manager role, either one of the two duty managers could be accepted by the
CAA as the senior person and would need to take responsibility for safety management, or
QLDC may wish to have a QLDC member hold this position.
b) Limitations
Rule 139.403 requires a Qualifying Aerodrome operator to establish and publish any
limitations on the use of the airport arising from design or facilities and services. The
WFAOM at Section 13 contains only the operating hours from the QLDC Wanaka Airport
Designation. Other limitations recommended include:
• Limiting scheduled operations to aircraft with 30 or fewer passenger seats.
(Qualifying aerodrome limitation)
17 Review of the management agreement is outside the scope of this Aeronautical Study.
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• Limiting non-scheduled operations by aircraft with more than 30 passenger seats to
those with prior written approval of the airport operator, except in emergencies or for
unplanned diversion. (Runway loading, ARFFS coverage, apron management)
• Prohibiting parachute, glider and hot air balloon landings, except in emergencies.
glider and hot air balloon take-offs also to be prohibited. (Avoiding mix of aircraft
types and types of operation increasing airspace risk)
• Except in an emergency, fixed wing aircraft operations to be between morning and
evening civil twilight only. (Lack of aerodrome ground lighting)
c) Public protection
Rule 139.405 requires appropriate safeguards as described in Section 4.4.3(c) of this report.
As described in Section 6.1.8 the current security fencing is inadequate and the security
culture among some of the airport community appears to need improvement. Our
recommended improvements in security fencing and barrier arms would need to be
implemented and we also recommend the establishment of a security awareness group at
the airport to improve security culture.
d) Notification of data and information
Rule 139.407 requires procedures for notification of changes to aerodrome condition and
operational data. This in turn requires a system of daily inspections, processing of pilot
reports and regular surveys.
The WFAOM at Sections 14 and 16 contains policy and procedures intended to comply with
these requirements to a fully certificated aerodrome standard. These procedures should be
reviewed for both appropriateness and the existing level of conformance, i.e. the extent to
which they are actually being done at NZWF. Then they should be formalised as part of the
NZWF aerodrome exposition.
e) Safety management
Rule 139.409 requires the airport to have an SMS appropriate to the size of its operations.
The WFAOM at Section 4 contains a health, safety and security commitment policy signed
by the (then) QAC CEO. Section 12 titled “System for Safety Management” refers to the
QAC SMS Framework documents for policy and procedure for safety management at QAC.
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This implies, but does not clearly state, that NZWF comes under the same SMS policy and
procedure as approved for Queenstown Airport i.e. the CAR139 standard for a fully
certificated aerodrome. While of course this meets the requirement for a Qualifying
Aerodrome we expect there is will be a lot in it that is not relevant at NZWF, e.g. enhanced
security, screening requirements, biosecurity, aerodrome lighting and visual aids, provision
of air traffic control etc.
Accordingly, it may provide more focus to provide an SMS tailored to NZWF as is permitted
under the Qualifying Aerodrome SMS requirement.
f) Movements data
Rule 139.411 requires movements data to be reported quarterly to CAA. The WFAOM at
Section 28 specifies that this will be done by the Wanaka Airport operations Manager
annually. This needs to be increased to quarterly.
g) Work on aerodromes
Rule 139.413 requires procedures to ensure works on the airport do not endanger aircraft
operations. This is comprehensively covered in Section 19 of the WFAOM, including the
requirement to prepare and manage Method of Works Plans.
h) Documentation
Rule 139.415 requires relevant documentation such as operating manuals to be kept up to
date. We understand the only relevant documents for NZWF are the WFAOM and the
Wanaka Airport Emergency Plan (WFAEP). As previously mentioned, the WFAOM
document is still in draft form and is not up to date, each page showing an expiry date of 31
Dec 2020. The WFAEM is in the same state.
Irrespective of Qualifying Aerodrome certification, the documents need to be updated
urgently. This may be quite simple, only requiring to remove “draft”, remove the expiry date,
insert new CEO and COO/ Head of Operations and Safety signed statements and update
the organisational structure. However, we recommend taking the opportunity to review the
material in the documents for accuracy and where possible incorporate the more easily
addressed recommendations from this report.
i) Exposition
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Rule 139.417 requires NZWF to have an exposition defining the organisation and its
methods of compliance with aviation regulatory requirements. We believe the WFAOM and
WFAEM can form the basis for the exposition with expansion to cover the shortfalls identified
in this report. In particular we believe the SMS should not simply refer to QAC’s SMS which
the Wanaka airport community will not be aware of and will consequently not be able to
perform their obligations under e.g. for occurrence reporting.
The WFAOM covers most areas required under the exposition with the exception of:
•
Emergency plan - the policy for emergency management should be included in the
WFAOM with the actual procedures being in the WFAEM. At the moment the
WFAOM is does not appear to mention the emergency plan.
•
Rescue and fire-fighting – policy should be included in the WFAOM with the
procedures in the WFAEM (as they are currently). This aeronautical study does not
contain a recommendation that ARFF be provided at NZWF as it is not a requirement
under the Qualifying Aerodrome rules, nor was it flagged as a safety risk in the
aeronautical study process.
•
Airside security and vehicle access control. Although the policies and
procedures to control airside security and vehicles are included in the WFAOM at
sections 15 and 22, it appears these are not effective. They should be reviewed and
made effective by creating a security awareness culture at the airport in line with
CAR139.205(b)(i), and constant monitoring by airport personnel.
For Qualifying Aerodrome certification, the airport operator would need to prepare an
SMS that included appropriate policy and procedures for these requirements, and
ensure they are implemented effectively.
6.2.4 Subpart H – Operating requirements for a Qualifying Aerodrome
Once the aerodrome is certificated by CAA as a Qualifying Aerodrome then it must meet on-
going operating requirements as listed below:
a) Continued compliance
Rule 139.451 requires the airport operator to comply with the policies and procedures
contained in the exposition and to make it available to all airport who have functions to
perform under it.
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It also requires the airport operator to notify the Director of any change in the operator’s
contact details.
Changes to Senior Persons need to be approved by the CAA prior to
any change taking effect.
Rule 139.453 requires procedures to be in place for restricting or stopping aircraft operations
in the event of any unsafe conditions. The policy and procedures for this would be included
in the exposition. In addition to notification by NOTAM, AWIB, as recommended in the Part
B aeronautical study, is a very effective means of advising pilots of any unsafe conditions.
Rule 139.457 requires the airport operator to monitor operations and conduct a further
aeronautical study if there is any change. The next trigger point for another study is
expected to be when the airport reaches 40,000 annual movements. Given this may be less
than 1 years’ time it may be sufficient to conduct a review of progress on implementing the
recommendations in the Part A and B reports and hold a short workshop with users to
determine the effectiveness and whether there are any further safety concerns.
These requirements are consolidated in Appendix 2 Gap Analysis Summary.
6.3 REQUIREMENTS FOR FULL AERODROME CERTIFICATION
Full certification would be required for regular operation of aircraft with more than 30
passenger seats. As mentioned, the requirements for full certification are much more
prescriptive than the requirements for Qualifying Aerodrome certification.
Some of the additional requirements only arise if aircraft with 30 or more passenger seats
operate regularly, e.g., most security requirements, ARFF and RESA requirements.
For an airport such as NZWF with the only regular operations being by aircraft with only 9
passenger seats, no night lighting and no ground-based navigation systems, the
infrastructure requirements are not much greater for full certification. However, there is more
“exposition overhead” by way of formal plans for; runway maintenance and inspections,
environmental management, and conformance with physical characteristics requirements in
AC139-6.
6.3.1 CONCLUSION
Currently NZWF operates as a non-certificated aerodrome and has done so safely for many
years. However, expectations of safety management are significantly higher now than in the
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past in part due to tragedies such as Pike River and White Island and increased stringency
of PCBU responsibilities under the Health and Safety at Work legislation.
NZWF is one of the busier domestic airports in New Zealand with a variety of aircraft
operating and scheduled air transport operations, albeit on a small scale. Its movements are
assumed to grow as tourist numbers return post Covid-19.
We consider the airport and its owner (QLDC) and operator (QAC) as PCBUs would benefit
from the airport obtaining certification as a Qualifying Aerodrome because:
a) Certification provides a define safety standard to be achieved based on the scale of
the operation.
b) It ensures critical safety elements such as competent management, defined policy
and processes to address specific areas of risk, a safety management system and
safety auditing (including by the CAA) are in place.
c) Qualifying Aerodrome Certification is less onerous on an airport with a low level of
scheduled passenger aircraft movements and using small capacity aircraft than full
certification.
Recommendation A15: That NZWF seek certification under Part 139 as a Qualifying
Aerodrome.
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7 CONSULTATION INPUTS RECEIVED ON THE DRAFT AERONAUTICAL
STUDY
There were 4 consultation inputs received from stakeholders. Key points are noted below,
with our response to them
COMMENTS
RESPONSE
Airways: no comments.
Noted.
Performance Aviation requested that the
Noted, but these are not safety or Part 139
following features be incorporated into the
ussies so are outside the scope of this
ground run-up area:
study. Performance Aviation should
discuss this with Wanaka Airport
• Is capable of handling Code B aircraft,
Management.
• Is sealed,
• Has rated anchor points suitable to
restrain C208 and better during high
power run-ups.
They also requested a surveyed compass
swing area at NZWF.
Skydive Wanaka noted that the taxiway that Due to restrictions on space, this taxiway
is recommended is only rated for smaller
would be limited to Code A and B aircraft,
GA aircraft. They were concerned that any
which should significantly reduce the
future development may impact their
requirement for light aircraft to backtrack on
loading area.
the main runway.
Wanaka Helicopters holds concerns that
It is noted that this may reduce helicopter
the proposed parallel taxiway will confine
manoeuvring/ parking in the area south of
helicopter movements on the south side of
the runway. However, we feel that reducing
the proposed taxiway to an unsafe extent,
light aircraft backtracking on the runway
particularly noting that in general, proposed
outweighs this from a safety perspective.
changes are due to an increase in activity
on the airfield. (In other words, it's already
Ideally, development of the land west of the
reasonably tight on a busy day in the
Transport Museum could enable all
current climate; this plan will reduce the
helicopter activity to be relocated there, with
available space in an even more congested
a dedicated helicopter arrival and departure
context).
sector. This commentary has been added
to the final Part B report.
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Wanaka Helicopters felt, regarding
Our concern with placing the FATO on the
repositioning of the FATO, that co-locating
taxiway is that helicopters final approach
it with the proposed parallel taxiway would
and departure will approach over the top of
be a safer option than moving it closer to
the taxiway, not over the top of the runway.
the sealed runway. In conjunction with the
This is unsafe for taxiing light aircraft
addition of holding points on the parallel
beneath and effectively blocks the taxiway
taxiway that can be used by taxiing Fixed
completely while helicopters are arriving or
Wing aircraft in the event of
departing.
crossing/holding helicopter traffic, we
believe this to be a safer layout than having
It is a good suggestion to have hold points
the FATO positioned between the taxiway
clear of the crossing air taxiway for FW
and runway.
aircraft using the taxiway and requiring FW
to give way to helicopters using the air
taxiway to and from the FATO. This would
avoid helicopters having to hover at a
taxiway hold point or on the FATO/runway
for FW to pass on the taxiway.
Commentary has been added to Section
6.1.1 to this effect.
Wanaka Helicopters are concerned that the
This is noted but the suggested position ties
proposed position of the FATO will put
in with the AIP requirement for all aircraft to
helicopters too close to the sealed runway
approach, land, take-off and depart from
in front, and too close to the taxiway aft, the the runways.
latter being of particular concern noting the
aft blind spot inherent to helicopter design.
Wanaka Helicopters believe that placing the We believe that the safety implications of
FATO in a location that is both inconvenient avoiding aircraft backtracking on the
and that reduces safety margins risks the
runway overrides this.
development of even less safe
workarounds in our view, and there is risk
A note would be required in the AIP that all
that visiting operators may just depart from
helicopter arrivals/departures must be via
outside their operating hangar instead of
the FATO and air taxiway. Commentary
using the FATO, reducing safety margins
has been added to Section 6.1.1.
even further.
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8 CONCLUSIONS
The aeronautical study into risk factors arising from NZWF’s operational area layout and
infrastructure, in line with the scope in Section 3.1.1, has resulted in fourteen
recommendations aimed at reducing the identified ground-based operation risks SFARP.
These recommendations are listed in Appendix 1. Furthermore, we have recommended that
Wanaka Aerodrome seek certification as a Qualifying Aerodrome. This report has included
a detailed gap analysis of the requirements for both a Certificated Qualifying Aerodrome and
a fully Certificated Aerodrome.
Managing Director
Quality Aviation Consulting
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APPENDIX 1 – SUMMARY OF RECOMMENDATIONS
Recommendation A1: A parallel Code B taxiway is developed between stubs A2 and
A4 with its centreline 87m south of the runway centreline, and an equipment/parked
aircraft clearance line a further 20m south. This can be a grass taxiway so long as
drainage permits its use in all but the wettest weather.
Recommendation A2: The FATO is moved to the south side of the sealed runway as
shown in diagram 5, with an air taxiway connection to the parallel taxiway.
Recommendation A3: Taxiway W is connected to the rest of the airport via the
proposed parallel taxiway and is restricted to Code A aircraft unless accessing Twenty-
24 for which special procedures should be developed.
Recommendation A4: An aircraft parking area east of Skydive Wanaka, as shown in
diagram 5 should be marked out and shown in the AIP. If required additional “parallel
parking” for aircraft with wingspan 10m or less can be along the access road fence line.
Fixed tie down positions should be provided here to ensure parking is parallel and as
close to the fence as practicable.
Recommendation A5: The area identified in diagram 5 for runups should be
designated as such on the AIP ground movements chart, suitable for short duration runs
by Code A aircraft only.
Recommendation A6: The grass runway is restored to a smooth condition at the 11
end. Meanwhile its rough condition should be NOTAM’d.
Recommendation A7: Increase the width of the runway strip to 150m by removing the
trees and any other significant obstructions within it and grading the embankment.
Recommendation A8: Grade the full 150m strip width, including culverting the water
race, to remove the level transitions.
Recommendation A9: Protect the overrun areas at each sealed runway end, including
allowance for a future 550m runway extension at the 11 end, for future RESA.
Recommendation A10: Should regular operations of aircraft with 30 or more seats be
planned then prepare RESAs at each sealed runway end in compliance with CAR139
Appendix A.1. and obtain CAA’s approval for it.
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Recommendation A11: QLDC urgently reviews and updates the 2008 Master Plan to
reflect the expected future mix of operations and its aspirations for the airport, ensuring
that fixed wing and helicopter operations and basing are separated as far as practicable.
Recommendation A12: Review all fencing and upgrade to the standard in diagram 10
in areas that the public can easily access and between hangars, and robust 5 wire stock
fencing on rural boundaries.
Recommendation A13: Change all vehicle access to swipe card and upgrade barrier
arms airside to prevent pedestrians and animals gaining airside access around or
beneath the barrier.
Recommendation A14: Implement an airside vehicle permit system to only permit
vehicles and drivers airside for bonafide purposes relating to aircraft or airside
operations.
Recommendation A15: That NZWF seek certification under Part 139 as a Qualifying
Aerodrome.
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APPENDIX 2 – QUALIFYING AERODROME GAP ANALYSIS SUMMARY
Rule
Subject
Gap to be addressed
ref
139.401 Personnel
Designate WNZF CEO and Airport Manager (QAC CEO and
COO/ Head of Operations and Safety respectively), include in
exposition.
139.403 Limitations
Aerodrome operating limitations to be established, include in
exposition.
139.405 Public
Security fencing and barrier arms upgraded
protection
139.407 Notification of
Aerodrome reporting and inspection policy and procedure in
data
NZWFAOM to be reviewed and checked for conformance.
139.409 Safety
Review the NZQN SMS for its application to NZWF and consider
management
whether a simpler SMS would provide more focus and be more
effective at NZWF. If it is decided to retain NZQN SMS for NZWF
then make this clear in the exposition and update the CEO signed
statement
139.411 Movements
Increase frequency to quarterly
reporting
139.413 Works on
No action required
aerodrome
139.415 Documentation Urgently review and update the WFAOM incorporating those
recommendations from this report that are easily done.
139.417 Exposition
Develop an exposition based on the WFAOM and WFAEM
suitably expanded to include the recommendations in this report
and those relevant from the Part B Airspace report. In particular
review the SMS documentation as recommended under 139.411
above, include policy on the provision of ARFF, UNICOM/AFIS,
review airside security and vehicle access control effectiveness,
and set up a security awareness group as described in
CAR139.205(b)(i).
139.451 Continued
Notify Director of CAA of who the nominated senior persons are
compliance
going to be and obtain CAA’s approval for each.
139.453 Unsafe
Review procedures for notifying unsafe conditions in WFAOM for
conditions
adequacy and effectiveness. Consider implementing AWIB to
improve dissemination of information on aerodrome condition to
pilots.
139.455 Changes to
Ensure the exposition contains effective procedures to ensure it is
organisation
kept up-to-date, in compliance with the relevant Part 139
Qualifying Aerodrome requirements and the Director is notified of,
and approves, any changes to senior persons and the system of
safety management prior to the changes being implemented.
139.457 Aeronautical
Include in the exposition a requirement to complete another
studies
aeronautical study at the trigger points listed in the Rule, or as
otherwise approved or required by the Director.
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From: Paul Tench <[email address]>
Sent: Monday, April 3, 2023 10:26 AM
To: s 9(2)(a)
@qldc.govt.nz>
Cc: Nick Jackson <[email address]>
Subject: 20230403 - Wanaka Airport Aeronautical Study Consultation
Hi s 9(2)(a)
Following our meeting last week with s 9(2)(a) and s 9(2)(a) I have reviewed the extra content they provided in
addition to the aeronautical study and believe that the methodology used in the study demonstrates equivalency
with the acceptable means of compliance described in Advisory Circular (AC) 139 -15.
The next step in the CAA’s process is to conduct an independent consultation with external stakeholders to allow
them the opportunity to review and provide feedback on the study. As discussed in the meeting, we are aiming to
begin the consultation process on 14 Apr 23. In order to make our process as effective as possible, please could
you provide a list of email contacts for members of the Wanaka Airport User Group, and any other
persons/operators who took part in the aeronautical study generative interview process?
Kind Regards
Paul Tench|Technical Specialist (Aerodromes) – Aeronautical Services
Civil Aviation Authority of New Zealand Q
Aviation Security Service
Te
Mana Rererangi Tūmatanui o Aotearoa | Kaiwhakamaru Rererangi
Aviation Infrastructure and Personnel | Aeronautical Services
[email address]
