Taree - the most dangerous airport in Australia

Is it dangerous?

Is Taree the most dangerous airport in Australia? Professional pilots have claimed this could be so. A print out of the 85 BASI incident reports in the airspace between Canberra and Ballina from 15 December 1998 to 20 April 2000 show that 6 serious incidents (all with Qantas airline aircraft) have taken place at Taree. There are a number of reasons for this.

There is no AFRU (beep back unit) at the airport nor any UNICOM or air/ground operator. Another important problem is that aircraft in the circuit area and on the ground at Taree are constantly “buttoned out” by aircraft in the circuit area at Port Macquarie and Kempsey. Taree once had its own unique CTAF frequency. However, because some pilots who fly from Taree to Port Macquarie didn’t wish to change frequency and so that Qantas could save the $2,000 cost of an additional beep back unit, pressure was placed on CASA to allow one frequency and one beep back unit for the three airports.

The ultimate safety problem came when the airlines put pressure on CASA and forced reversal of legislation which would have ensured that there was a third party radio service on the aerodrome frequency at Taree (a UNICOM). This legislation was introduced in November 1998 to come in force on 1 February 1999. The airlines claimed that they would have to pay for liability insurance (true) and threatened to do a more dangerous full circuit manoeuvre if the legislation wasn’t removed by CASA.

CASA gave in and removed the legislation.</p

Taree has light aircraft movements, plus Qantas (Eastern) Dash 8 airline traffic and now Impulse aircraft. From the incidents that have been reported it is obviously a risky place to travel. It is amazing that the profit making drive of the airlines and their insatiable desire for cost cutting has meant they are prepared to accept these very serious safety incidents (some are listed below) rather than provide the small amount of money that would be needed for an AFRU (beep back unit), insurance and training of their existing radio operator to operate a UNICOM.

THE INCIDENTS
Airline DHC-8 near miss with unidentified aircraft 11/10/99
The airline Dash 8 was manoeuvring to intercept the outbound track from Taree when their TCAS unit gave a TA (Traffic Advisory) warning of conflicting traffic. This warning changed to the far more urgent RA (Resolution Advisory – meaning the aircraft must make an evasive manoeuvre) alert and the crew sighted traffic behind their aircraft. Luckily the conflicting traffic was fitted with a functional transponder.

Airline DHC-8 near miss with Cessna 210 20/4/00
The airline Dash 8 was on descent into Taree and received a TCAS RA (Resolution Advisory) urgent warning. The Cessna 210 had departed Taree and was on climb straight towards the airline aircraft. The C210 pilot reported being on climb to 2,500’ so the airline aircraft levelled off at 3,000’. The C210 actually climbed through the airline aircraft’s level to 3,500’. By luck again the C210 was fitted with a functional transponder and the aircraft passed with 2.5 miles horizontal separation.

Airline DHC-8 near miss with unidentified aircraft 25/8/99
The airline Dash 8 was departing Taree and had a TCAS RA (Resolution Advisory) urgent alert. The other aircraft was seen but the airline crew were unable to establish radio contact. Fortunately the other aircraft was fitted with a functioning transponder.

Airline DHC-8 near miss with PA-28RT 4/2/00
The airline Dash 8 was entering the circuit at Taree and made radio contact with a departing Piper Arrow. The pilot of the Arrow advised he would remain on the ground until the Dash 8 had reported on downwind or base. Shortly after this, the airline crew had a TCAS warning but the traffic was not sighted. The Arrow had taken off shortly after its pilot had advised he would remain on the ground.

Airline DHC-8 potential conflict with IFR Mooney due to flight service error 15/12/98
The Dash 8 was cleared to leave controlled airspace on descent to Taree and given traffic on an unidentified IFR aircraft approaching overhead Taree at 7,000’. Flight service had no details on the IFR aircraft as they had missed the aircraft’s position report and the flight strip was not updated. The flight service officer failed to notice the strip had not been updated and did not recognise the potential conflict between these two IFR aircraft.