Airservices is Australia's air navigation service provider - we provide air traffic control, aviation rescue and fire fighting and air navigation services.

Information for industry

Aeronautical and air navigation information specifically for the aviation industry and pilots.

Changes implemented as part of the WARRP

More efficient Perth departure and arrival procedures (SIDS and STARS)

The changes to the SIDs and STARS available in the Perth and Jandakot plates, effective 20 November 2008 included:

  • Clearly defined inbound and outbound traffic streams
  • Fixed Route Structure
  • Limited rerouting required
  • Reduce number of transitions

Changes to Western Australian routes

The changes to the Western Australian ATS routes now available in the AIP MAP package, DAH and ERSA (GEN – FPR Flight Planning Requirements), effective 20 November 2008 included:

  • One way routes where practical
  • RNAV based
  • Separate Jet and Prop routes
  • FIA realignment
  • Sector grouping redefined

Airspace changes

The changes to Airspace incorporated in the AIP MAP package, effective 20 November 2008, included:

  • Frequency changes between Albany and Broome
  • New FIA area between Kalbarri and Shark Bay
  • New FIA in the Telfer area and changes to surrounding FIA
  • FDRG boundary modification
  • Barrow Island and Onslow now in 125.9 area
  • Class E and Class G boundaries aligned where possible

Additional resources

Record of Discussions

Common Questions about WARRP

1. Why did we choose 7 and what does 7NM CEP mean?

The current navigation tolerance for use to establish and maintain lateral separation between GPS approved aircraft is a 14NM Circular Errors of Position (CEP). The 14NM CEP has been in use since the early 1990s and through a review it was determined that it is too conservative (taking into account experienced gained regarding the accuracy of GPS derived information).

Lateral separation is established when two GPS aircraft are 29NM apart laterally. This is because the tolerance of each aircraft must be used, plus a 1NM buffer i.e. 14NM + 14NM + 1NM =29.

The move to a 7NM CEP will mean that lateral separation will be established at 15NM between GPS approved aircraft (7NM + 7NM + 1NM)

7NM was determined via a mathematical analysis – the analysis used a combination of calculation methods and included generous error inclusion to ensure a robust model

2. Which aircraft are eligible for the standard?

All those with GPS/RNAV or GPS/OCEANIC approval as per current rules.

3. How will it be used by controllers?

There will be no change to the application of the standard i.e. as per current use to prove lateral separation, just with a different number (still only in CTA).

4. Where can it be used?

Within all existing enroute airspace structures and the new WARRP airspace.

5. What are the changes for pilots?

Flight Planning – none, except to ensure that you plan with GPSRNAV or GPSOCEANIC if you have the approvals.

In Flight: Pilot Report of RAIM Failure – the reporting parameter will change from 10 minutes to 5 minutes (Change will be reflected in AIP).

6. What is the Pilot information/education?

  • Hazard Identification Workshops have been conducted
  • Information Briefings via W.A. RAPAC + International Forums
  • Flight Safety Article – two will be published prior to implementation
  • Documentation changes – RAIM reporting parameter is the only change, anywhere that says 10 minutes will be reduced to 5 minutes

WA RAPAC Minutes