YPPH Air Traffic

Operations

Perth is the fourth

busiest international
airport in Australia
consisting of two
intersecting
runways in the
direction 03/21
magnetic and 06/24
magnetic.

Figure 1. Perth Airport Aerodrome Chart. Source, AirServices Australia.

Valid December 2020.

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Noise Abatement aircraft. TWY C/S is achievable by the same aircraft
and the occasional F100. The resulting slower
There is no curfew at Perth airport. However, noise
movement and increased occupancy of the runway
abatement procedures apply.
must be considered whilst allowing for departures.
Figure 2: Most common departure (blue) and
arrival (red) corridors for Perth Airport (source Ground Delay Program
AirServices Australia). Valid December 2020. AirServices Australia run a Ground Delay Program
(GDP) at Perth airport. A special software application
called Harmony (produced by Metron Aviation) is an
advanced Air Traffic Flow Management (ATFM)
application, capable of simultaneously managing
traffic flows at multiple airports.
Essentially, when delays are foreseen to occur
because of demand exceeding the expected capacity,
these delays are assigned to the aircraft at their
location of departure rather than in the air in the vicinity
of their destination.
An aircraft that departs significantly before their
assigned Calculated Off-Blocks Time (COBT) will be
given enroute delays to meet their programmed time
of landing. Aircraft that complied with their assigned
COBT will be given priority. The maximum benefit of
the system will only occur if all users comply.
The Harmony application is run at the AirServices
Network Coordination Centre (NCC).
The ground delay program can be revised at any time
and can only impact flights that have not departed.

MET CDM
NCCMET makes a tailored runway configuration and
AAR forecast for ATC based on all factors and
Terminal Area (TMA) uncertainties affecting the GDP. This impact forecast
This term is used to describe the designated area of is discussed with the airline meteorologists and then
controlled airspace surrounding a major airport where presented to ATC for finalisation. This Meteorological
there is a high volume of traffic. The Terminal Area Collaborative Decision Making (MET CDM) forecast is
(TMA) is a 36NM radial area surrounding Perth Airport. then monitored for significant changes.
The TMA is divided into segments called corridors for
arriving and departing aircraft. For Perth Airport the Runway Direction
most commonly used corridors are indicated in Figure
It is important to remember that runway direction is
2.
described in magnetic bearings whereas wind
It is important to note that large parts of the airspace direction is reported in degrees true. The conversion
to the north of Perth airport may be restricted due to for Perth Airport is as follows:
military operations from RAAF Base Pearce.
Table 1: Perth Runway Direction Conversion Table.

Airport Acceptance Rates (AAR) Runway Magnetic True

Runway configurations allow up to 38 movements 03 016 014
(arrivals plus departures) per hour at Perth Airport. A
maximum planned AAR of 26 occurs during the use of
21 196 194
both runway 21 and runway 24 for arrivals. 06 060 059
RWY 06 has a lower single RWY rate due to limited 24 240 239
exit taxiways for most aircraft. This requires a roll
through to TWY W, which has quite a sharp turn off *Runway direction is along the direction of travel. Using RWY24
means landing and departing towards bearing 240. Winds are
the runway. Vacating TWY C to the north is typically
reported in true degrees from a bearing.
only achieved by BE20, B190, DHC8, SF34 and E120
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Nomination of Runways Thursdays due to staff changeover for mining
The nomination of runway is determined by Air Traffic operations.
Control (ATC) using a preferred runway or take-off A forecast requiring additional fuel near or during peak
direction. periods must be considered carefully. Any significant
ATC shall not nominate a runway for use if an changes to forecasts that affects these periods should
alternative runway is available, when: prompt a call to NCCMET prior to the TAF
amendment.
Table 2: Runway Wind Thresholds
Wind Forecasts
Dry Wet The TAF can be used by forecasters to routinely
Crosswind >20 knots >20 knots provide information about wind speed and directional
changes that affect ATC runway selection.
Tailwind >5 knots >0 knots
Accurate forecasting of strong cross winds is
* Please note that thresholds relate to sustained wind gusts as well
important in planning. Instances can occur where a
as mean wind speeds.
strong cross wind component is forecast for both
AirServices advises that RWY selection wind arc runway directions. Air Traffic Control has a process for
preferences are: resolving this issue.

RWY21/24: 150-300° (mag) Further evidence of the impact of accurate wind

forecasts are:
RWY03: 300-330° (mag)
 runway changes because of afternoon sea
RWY06/03: 330-100° (mag) breezes.
RWY21: 100-150° (mag)  potential go-arounds due mechanical turbulence
caused by strong Easterly winds, and;

If possible, aircraft will take off and land with a head  wind shear between surface winds and 3000ft
wind. A tail wind of up to 5 knots is acceptable in dry winds and the resulting speed over ground
conditions. When departing with a tail wind, the Take- changes for manoeuvring aircraft.
off Distance increases so the runway length is a factor. Further information about these effects can be found
An alternative landing runway will be planned when in table 3.
crosswinds are expected to exceed 20kts. Departures
Thunderstorms at YPPH
and arrivals do not have to occur on the same runway
if two options are available. Thunderstorm cells within 15NM of Perth Airport affect
the ability of aircraft to land and the provision of
The length of the runway is important. Landing and services to aircraft once on the ground. The
take-off distances are dependent on aircraft-type, movements of aircraft into and out of bays are also
weight, atmospheric pressure and temperature; the affected.
active runway must accommodate most of the traffic.
Airline WHS regulations require the removal of ground
Forecasting for Perth Airport staff from the tarmac when a thunderstorm is within
5NM, with an 'on-alert' status for a thunderstorm within
Forecasters for Perth Airport can contact NCCMET for 10NM. Advice in relation to this decision is an
information on the operational effect caused by a TAF important part of the duties of the Virgin and Qantas
amendment. Alternatively, forecasters may contact meteorologists.
Perth Approach (TCU) or Melbourne Centre directly if
the need arises. During prolonged thunderstorm events this can lead to
the congestion of aircraft. By accurately forecasting
It is expected that forecasters can provide meaningful thunderstorms planned acceptance rates at Perth can
information to Air Traffic Controllers regarding Perth mitigate airport congestion.
Airport when requested.
The ability of forecasters to predict or recognise wind
Peak Times outflow from nearby thunderstorms is important in the
Generally peak arrival demand for traffic movements management of tactical runway changes.
at Perth airport occur between 9am-1pm and 5-9pm
Monday to Friday. Departure movements at Perth Thunderstorms in the TMA (36NM)
airport peak between 5:30-8:30am and 2-5pm. Thunderstorms within the TMA also affect operations.
Additional loads occur on Tuesday, Wednesday and Specifically, thunderstorms in the entry corridors to the

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north, northeast, and southeast of Perth airport have Visibility and cloud are less critical during take-off, with
major impacts on traffic flow (refer to Figure 2). most commercial jet aircraft allowed to depart with
visibility over 550m.
The ability to forecast organized thunderstorms in
these areas can provide AirServices with the capability
21/24 Runway Operations
to open additional corridors and re-route aircraft to
minimise delays. The most favourable runway mode for arrivals into
Perth is using both runway 21 and runway 24. Using
Within the TMA, any thunderstorms within a 15NM this mode of operation means that the maximum
radius present a specific problem for aircraft trying to allowable arrival rate for Perth of 26 aircraft per hour
join the initial approach for an ILS runway. can be utilised in Visual Meteorological Conditions
Fog (VMC).
Perth Airport is situated on the coastal plain between
the west coast and the Darling Escapement to the east
21
of the airport. The position of Perth airport relative the
escarpment has a strong influence on fog formation.
24
Fog can occur at Perth Airport at any time of the year
but is most common in the cooler months of May to
September. There are around 10 fog events on
average annually, where a fog event is defined as
visibility being below 1000m.
Perth forecasters follow a systematic fog forecasting
process every day, supported by the web-based
guidance system FDSS (Fog Decision Support
System) and Bayesian Networks that probabilistically 06
combine the different elements of this guidance to help
produce a final decision.
The inclusion of any probability of fog onto the YPPH 03
TAF does not affect the planned AAR into Perth
Airport. If fog is observed at YPPH the situation is Figure 3: Depiction of 21/24 Runway Operations
handled tactically with an AAR of 10 if Low Visibility
Procedures (LVP) are activated (visibility below 03A/06D Runway Operations
2200m or cloud below 200ft). In a northerly wind regime Perth can use runway 03
Cloud/Visibility for arrivals and runway 06 for departures.
Low cloud and/or reduced visibility on approach will 21
necessitate the use of an instrument approach when a
visual reference with the runway is not available. Any
instrument approach has a specified decision height 24
(landing minima) at which a 'missed approach' must
be initiated if the required visual reference to continue
the approach still has not been established.
This decision height (DH) will depend on the available
equipment that is available for the runway and can
vary widely. Instrument Landing System (ILS)
category I (CAT I) is the most common instrument
approach on runways at Australian major airports with
DH's in the order of 250ft AGL. Perth has ILS CAT I 06
for runways 21, 24 and 03 and ILS CAT IIIb for
RWY21. These approaches now allow for IMC-C
rates on RWY 03/21. 03
RWY 03/21 was equipped with three sensors to
Figure 4: Depiction of 03A/06D Runway Operations
support Runway Visual Range (RVR) measurements
in 2016. This equipment allows an automated visibility
assessment in Mist and Fog when visibility is below
2000m for report by ATC to pilots.
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Jandakot traffic controllers in Perth Approach Centre for
Jandakot is the busiest secondary airport in Australia operations out of RAAF Base Pearce.
and is located about 10NM to the SSW. Jandakot The effect of RAAF Base Pearce on Perth Airport air
Airport has a multi-runway configuration, comprising traffic flow can be alluded to in the following situations:
two parallel runways (06/24) and a cross runway
 In a northerly wind regime RAAF Base Pearce
(12/30). When Perth is operating in instrument
would typically use runway 36 whilst Perth Airport
approach weather conditions using a mode that
might use runway 03. Collectively these runway
utilises runway 03 for arrivals the aircraft landing at
modes can present problems to air traffic
Jandakot must be accounted for in the sequencing for
controllers due to the short final of aircraft into
Perth AAR’s. To account for aircraft operating from
RAAF Base Pearce.
Jandakot, the Perth AAR is planned at approximately
20 arrivals per hour with a period each hour blocked  It is possible for Perth to be using runway 21 whilst
off for Jandakot arrivals. RAAF Base Pearce is using runway 36.
 IFR operations on runway 18 at RAAF Base
Pearce RAAF Base
Pearce must ensure that any missed approach
RAAF Base Pearce is the main Royal Australian Air procedure does not infringe upon Perth controlled
Force (RAAF) base in Western Australia located just airspace.
to the north of Perth. Pearce is the busiest RAAF base
in the country in terms of total aircraft movements.  When Pearce airspace is operational, R153/R155
RAAF Base Pearce has two intersecting runways in restricted airspace will be active.
the magnetic direction of 05/23 and 18/36. Like
Jandakot, RAAF Base Pearce is located within the
TMA of Perth Airport and operates within Perth
controlled airspace. The RAAF maintain a staff of air

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 Summary - Weather Effects on Runway Modes
The effect of weather on the availability of runway modes and corresponding ATFM Business Rules at Perth
Airport is summarised in Table 3(a). The rationale and weather criteria to apply METCDM runway rates are
summarised in Table 3(b).

Table 3(a): Weather effects on Airport Acceptance and Departure Rates at YPPH .

ATFM Business Rules

AAR
RWY Configuration Cloud Ceiling (ft) Visibility (m) AAR
Peak**
21/24 VMC > 2900 ≥ 8000 26
21/24 IMC_A 1500 ≤ 2900 ≥ 8000 26
21/24 IMC_B < 1500 < 8000 22
03 or 03A 03/06D* VMC > 2900 ≥ 8000 22 24
03 or 03A 03/06D* IMC_A ≥ 1500 to ≤ 2900 ≥ 8000 22 24
03 or 03A 03/06D* IMC_B < 1500 < 8000 18 19
21, 24 VMC > 2900 ≥ 8000 24
21, 24 IMC_A ≥ 1500 to ≤ 2900 ≥ 8000 24
21, 24 IMC_B < 1500 < 8000 20
06* VMC > 2900 ≥ 8000 22
06* IMC_A ≥ 1500 to ≤ 2900 ≥ 8000 22
06 IMC_B < 1500 < 8000 20
03, 21 IMC_C LVP nominated on ATIS 10
TSRA within 15NM 20
Winds aloft or Mech VMC/IMC AAR-2 AAR-2
Turbulence
*AAR reduced due to limited exit taxiways leading to increased RWY occupancy
** The peak rate to be selected Mon-Fri during the hours of 0100-0500 and 0900-1300UTC

Departure rates

Cloud ceiling (ft) > 4,000 > 3,000 > 2,000 ≤ 2,000
Visibility (m) > 10,000 > 10,000 > 6,000 ≤ 6,000
RWY03/06 40 38 37 35
RWY21 40 38 37 35
RWY03 38 36 35 33
RWY26 35 34 33 31
RWY24 34 33 32 31

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 Table 3(b): MET CDM considerations for Airport Acceptance Rates at YPPH

MET CDM: AAR Rationale

Application

1. Thunderstorms 20 In general, a thunderstorm rate of no less than 20 shall

be used when traffic flows will be affected or forecast
thunderstorms within 15NM will occur. X-factors may be
discussed for circumstances listed in point 6 or when
planning for recovery post thunderstorm event.

2. Seabreeze X Factor -3 to 0 If the sea breeze change forces RWY03 arrivals onto
RWY21 arrivals, 3 slots will be lost to allow for the runway
end change. If the change forces RWY03 onto RWY24,
no slots will be lost.

3. Winds aloft X Factor -2 to 0 Strong winds aloft (>35kts at 3000ft) affect the AAR due
to lower limit of to a greater arrival sequencing requirement. If these
20 winds are significantly stronger or from a different
direction than surface winds, consider a note for
reduction in AAR of up to 2. This would not generally be
used in conjunction with point 4.

4. Mechanical X Factor -2 to Strong Easterly winds over escarpment increase the

Turbulence lower limit of 20 potential for go-arounds due to mechanical turbulence.
Where greater than 40KTs is expected aloft (1500‒
3000ft) a reduction of 2 shall be applied. This would not
generally be used in conjunction with point 3.

5. Observed fog 10 A fog rate of 10 shall be used with any fog occurring
within the Perth airport precinct (not just the Basin) and
requiring LVP (IMC-C) X-factors may be discussed when
planning for recovery post fog event.

6. MET CDM X Factor +2 to -2 1. There may be phenomena that affect traffic flow that
Positive are not conveyed in the TAF or are not part of the
numbers cannot business rules. i.e. TMA TS, TS, TS with PROB
be applied to below 30%, low level wind shear, gusts 20‒24kts
exceed the and other meteorological factors.
maximum rate
2. Certainty in a severe event (i.e. +TSRA could reduce
by -2)
3. Overcomes hourly granularity and other TAF
limitations
4. MET CDM X Factors can be applied to end up
between two configurations when forecasting
confidence is moderate or low.
5. A MET CDM rate of 20 would be suitable for most
adverse weather situations. Any additional x-factors
resulting in a rate below 20 would generally not be
required but may be considered for recovery post
weather event.

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Table 4: Summary of Decision Point Triggers

Phenomena Criteria Potential Effect

Cloud ≤2900ft Reduced rate, Instrument approach

(SCT or more)
<1500ft Reduced rate, Instrument approach

Visibility <8000m Reduced rate, Instrument approach

Crosswind >20kts Change of runway

Tailwind >5/0kts (dry/wet) Change of runway

This is a reference card intended to educate users on the phenomena that affect Air Traffic Flow Management (ATFM) and is
based on information obtained from AirServices Australia. The card was accurate in December 2020 and will be updated by
December 2021 – Version 5.4 may be subject to short term changes that are not reflected in this document. There may also be
other factors beyond the meteorological conditions affecting ATFM on any day. AirServices Australia, NCC should be contacted
for all day of operations information related to arrival/departure rates and runway configurations. Please email any feedback,
corrections or comments to NCCMET_TL@bom.gov.au

Note: Changes to the previous version have been highlighted in yellow.

Version: 5.4. Information
© Commonwealth of Australia,correct
DecemberDecember
2019 2020. Next update by December 2021. |Page 8