Idea Transcript
For Gympie Regional Council
Gympie Aerodrome Master Plan and Feasibility Study
4 August, 2017
TABLE OF CONTENTS GLOSSARY OF TERMS AND ABBREVIATIONS
1
1.0
INTRODUCTION
4
1.1
PURPOSE AND OBJECTIVES OF THE MASTER PLAN
5
1.2
MASTER PLAN DEVELOPMENT METHODOLOGY
6
2.0
EXISTING SITUATION
8
2.1
LOCATION
8
2.2
GYMPIE AERODROME PRECINCT
8
2.3
AERODROME OWNERSHIP AND MANAGEMENT
9
2.4
CURRENT OPERATIONS AND SERVICES
13
2.5
EXISTING FACILITIES
18
3.0
PLANNING CONTEXT
23
3.1
GEOGRAPHY
23
3.2
ADMINISTRATION
23
3.3
THE ECONOMY
24
3.4
POLICY CONTEXT
25
3.5
REGULATORY CONTEXT
30
3.6
ENVIRONMENT AND HERITAGE PROTECTION
34
4.0
STAKEHOLDER CONSULTATION
36
4.1
CONSULTATION PROCESS
36
4.2
FEEDBACK SUMMARY
36
5.0
STRATEGIC DIRECTION
40
5.1
SWOT ANALYSIS
40
5.2
OPERATIONAL CONSTRAINTS
42
5.3
DEVELOPMENT CONSTRAINTS
42
5.4
GENERAL AVIATION TRENDS AND OPPORTUNITIES
43
5.5
ECONOMIC + BUSINESS DEVELOPMENT OPPORTUNITIES
47
5.6
STRATEGIC DIRECTION STATEMENT
48
6.0
DEVELOPMENT CONCEPT
50
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6.1
LAND USE PLAN
50
6.2
AERODROME MOVEMENT AREA FACILITIES
50
6.3
HANGAR DEVELOPMENT
56
6.4
ROAD ACCESS
57
7.0
STAGING AND IMPLEMENTATION PLAN
59
7.1
DEVELOPMENT STAGING
59
8.0
AERODROME SAFEGUARDING PLAN
62
8.1
THE NEED FOR SAFEGUARDING
62
8.2
NATIONAL AIRPORTS SAFEGUARDING FRAMEWORK
62
8.3
AIRSPACE PROTECTION
63
8.4
AIRCRAFT NOISE
64
8.5
WILDLIFE HAZARDS
65
8.6
LIGHTING RESTRICTIONS
65
8.7
PUBLIC SAFETY
66
8.8
PLANNING TOOLS
66
APPENDIX A MASTER PLAN FIGURES
Document Control Page Revision
Date
Description
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22/05/17
PRELIMINARY
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BJH
BJH
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14/07/17
DRAFT
BC
BJH
BJH
2
20/07/17
DRAFT
BC
BJH
BJH
3
27/07/17
DRAFT
BC
BJH
BJH
4
04/08/17
DRAFT
BC
BJH
BJH
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Author Signature Verifier
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Approver
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Gympie Aerodrome Master Plan and Feasibility Study
GLOSSARY OF TERMS AND ABBREVIATIONS ACN
Aircraft Classification Number - A number expressing the relative effect of an aircraft on a pavement for a specified standard subgrade category.
ASV
Annual Service Volume
Aerodrome
A defined area on land or water (including any buildings, installations and equipment) intended to be used either wholly or in part for the arrival, departure and surface movement of aircraft.
AFRU
The Aerodrome Frequency Response Unit (AFRU) is an electronic, ground based, aviation safety enhancement device, intended for use on the CTAF or MBZ frequency at non-controlled aerodromes.
AIP ERSA
Airservices Australia Aeronautical Information Package En-Route Supplement Australia
ANEF
Australian Noise Exposure Forecast
ARC
The Aerodrome Reference Code (ARC) is a code used to specify the standards for individual aerodrome facilities which are suitable for use by aeroplanes within a range of performances and sizes. The code is composed of two elements: the first is a number (from 1 to 4) related to the aeroplane reference field length and the second is a letter (from A to F) related to the aeroplane wingspan and outer main gear wheel span.
ARP
Aerodrome Reference Point
ATC
Air Traffic Control
AWIS
Automatic Weather Information Service
AWS
Automated Weather Station
BoM
Bureau of Meteorology
CAGR
Compound Annual Growth Rate
CASA
Civil Aviation Safety Authority (CASA) is the Australian federal government department responsible for setting and maintaining safety standards for civil aviation. CASA is responsible for the codification of international standards and recommended practices into Australian legislation and for the issue of licences for aviation personnel including pilots, amongst other responsibilities.
CASR
Civil Aviation Safety Regulations establish the regulatory framework (Regulations) within which all service providers must operate.
Council
Gympie Regional Council
CTAF
Common Traffic Advisory Frequency
FAA
Federal Aviation Transportation)
GA
General Aviation is a sector of the aviation industry that does not include regular public transport (RPT) airlines and military aviation. It includes activities/operations such as flight training, maintenance, charter, medical and emergency services etc.
Ref: B16269AR001Rev4
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Administration
(United
States
Department
Gympie Aerodrome Master Plan and Feasibility Study
of
GPS
Global Positioning System
IATA
International Air Transport Association
ICAO
International Civil Aviation Organisation
IFR/IMC
Instrument Flight Rules / Instrument Meteorological Conditions refers to rules under which flight involving navigation requiring reference to radio navigational aids or instruments is carried out. Weather conditions below a certain minima are referred to as instrument meteorological conditions (IMC). IFR flight requires pilots to be qualified in the use of instrument navigation and to use radio navigational aids provided at airports.
INM
Integrated Noise Model
IWI
Illuminated Wind Indicator
LIRL
Low Intensity Runway Lighting
LPPF
Local Planning Policy Framework
MOS
Manual of Standards
MTOW
Maximum Take-off Weight
NASF
National Airports Safeguarding Framework
Navaid
Navigational Aid - Commonly-used abbreviation for ‘radio navigational aid’
NDB
Non Directional Beacon is a simple and common type of radio navigational aid which allows pilots to track to or from its location.
Non-precision instrument approach
An instrument approach and landing that uses lateral guidance but does not use vertical guidance.
NOTAM
Notices To Airmen
OLS
Obstacle Limitation Surfaces
PAL PANS OPS
– Pilot Activated Lighting Procedures for Air Navigation Systems Aircraft Operations
PCN
Pavement Classification Number - A number expressing the bearing strength of a pavement for unrestricted operations by aircraft with ACN value less than or equal to PCN.
Payload
The total weight of passengers and cargo that an aircraft can carry.
PSI
Unit of pressure or stress (pounds per square inch)
RESA
Runway End Safety Area - Area provided at the end of a runway strip, to protect the aeroplane in the event of undershooting or overrunning the runway.
RFDS
Royal Flying Doctor Service
RNAV/GNSS Approach
Area Navigation/Global Navigation Satellite System Approach. A form of instrument approach procedure using signals from orbiting satellites to determine an aircraft’s precise position at a point in time.
RPT
Regular Public Transport - Air services operated by airlines that are scheduled to occur on a regular basis at fixed times or frequencies and on fixed routes.
Ref: B16269AR001Rev4
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Gympie Aerodrome Master Plan and Feasibility Study
RWS
Runway Strip - A defined area including the runway and stop-way, intended to reduce risk of damage to aircraft running off a runway and to protect aircraft flying over it during take-off or landing operations.
RWY
Runway
TWY
Taxiway
VFR/VMC
Visual Flight Rules / Visual Meteorological Conditions - Refers to rules under which flight involving navigation solely by reference to visual cues (rather than requiring reference to radio navigational aids or instruments) is carried out. VFR flight is permissible only when meteorological conditions (cloud base and visibility) are above defined limits. Such conditions are referred to as visual meteorological conditions (VMC). VFR flight does not require pilots to be qualified in the use of instrument navigation, nor does it require expensive radio navigational aids to be provided at airports.
VSS
Visual Segment Surface - Forms part of the PANS-OPS surfaces associated with a non-precision instrument approach to a runway and may, in some circumstances, be lower than the OLS
WI
Wind Indicator
Ref: B16269AR001Rev4
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Gympie Aerodrome Master Plan and Feasibility Study
1.0
INTRODUCTION
REHBEIN Airport Consulting was commissioned by the Gympie Regional Council (Council) to prepare a Master Plan and Feasibility study for Gympie Aerodrome (the Master Plan). The Master Plan, when completed, will set the future coordinated development and establish the strategic vision for the economic and efficient use of the Gympie Aerodrome over the next 20 years. This Plan has been drafted by REHBEIN Airport Consulting and finalised in conjunction with Council officers. The Gympie Regional Council supports the diverse set of operations at Gympie Aerodrome and is sensitive to development occurring in a respectful and safe manner. Safety is paramount for the Council and as such is committed to operating the Aerodrome endorsing the direction and vision of this Master Plan. To ensure a safe operating environment Council supports maintenance, upkeep and works to improve aircraft manoeuvrability and safety. In doing so, Council’s direction and principle is a user pay facility for the provision of all facilities, including privately owned land within the Aerodrome Precinct, hangar leases and other services. This Master Plan is underpinned by the key issues and directions as gathered through stakeholder consultation discussions. The report is structured as follows:
Section 1.0 provides the introduction and an overview of the purpose, objectives and methodology of the Master Plan;
Section 2.0 provides a detailed description of the existing situation including aerodrome facilities and operations;
Section 3.0 provides a review and integration of the Gympie region in relation to its planning context to inform the Master Plan;
Section 4.0 outlines and summarises consultation process and stakeholder feedback;
Section 5.0 provides the strategic direction with an analysis of the airports strengths, weaknesses, opportunities and threats, commentary on current trends in the aviation industry and identification of particular business and economic development opportunities at Gympie;
Section 6.0 provides the development concept consolidating Council’s objectives, stakeholder feedback and the vision and strategic directions;
Section 7.0 outlines the staging and implementation plan to achieve the overall objective; and
Section 8.0 outlines the aerodrome safeguarding plan.
Ref: B16269AR001Rev4
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Gympie Aerodrome Master Plan and Feasibility Study
1.1
PURPOSE AND OBJECTIVES OF THE MASTER PLAN
Airport master planning is undertaken to enable best-management practices and sound land-use development to address diverse aviation and community interests. The Master Plan will inform the Gympie Regional Council’s decision making regarding the potential future direction and development of the Gympie Aerodrome into an economically viable and commercially sustainable operations that is value-for-money for the end users The purpose of a master plan is to provide for logical and suitable planning to guide an aerodrome into the future. The master planning process includes the assessment of technical feasibility, identification of preferred development plans, and establishment of estimated order-of-magnitude costs in relation to infrastructure developments and preparation of implementation plans. This process is completed with stakeholder consultation as key to collectively resolving a vision with direction in order to provide for constructive and productive decision making. Identifying aerodrome development areas enables business and capital works decisions to be made and the ongoing life cycle maintenance cost for core infrastructure in cooperation with users and the vision and objectives. Resulting facilities layout provides detailed guidance to ensure compliance with applicable regulations and guidance and consistency with the vision. The Master Plan finally communicates to and from Council the objectives and strategic intent to any future lessee or operator and assist in defining the service requirements to internal and external parities. The Council’s intent is to create an economically viable aerodrome by:
Establishing the strategic direction for efficient development and optimising the economic return to the community from the Aerodrome;
Identifying opportunities for development of additional uses and expansion of activities at the aerodrome through private enterprise management and investment;
Identifying opportunities for the creation of viable commercial revenue streams;
Communicating to the public the intended uses of the Aerodrome;
Ensuring the Gympie Aerodrome continues to be managed, operated and maintained to meet the needs of existing and future users;
Ensuring retention of all the current aviation infrastructure in accordance with the requirements outlined in the Civil Aviation Safety Authority’s Civil Aviation Advisory Publication No: 92-1(1);
Ensuring that all operations at the Aerodrome are undertaken in accordance with relevant legislation and standards; and
Promoting the continual improvement of environmental management at the Aerodrome.
Ref: B16269AR001Rev4
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Gympie Aerodrome Master Plan and Feasibility Study
Gympie Aerodrome hosts a variety of aviation activity predominantly flight training, recreational flying, glider activity, aircraft maintenance facilities and helicopter training, all of which anecdotally are experiencing growth. The Council identifies the Aerodrome as a hub of activity that encompasses a mix of operations. Council’s priority is a safe and cooperative environment where aviation activities can grow and be supported. Increased activity at the aerodrome, rising costs of maintenance and upgrades is the impetus to Councils review with the intention of refining and developing the systems towards a user-pay arrangement to assist Council in maintaining a safe and viable aerodrome. Council is developing this Master Plan with the responsibility of ownership and operational management. It is anticipated that the master plan will:
Ensuring that the co-existence of the variety of aviation activities can take place currently and into the future in a safe and cooperative manner; and
Assist with identifying options for sustainably and progressively managing the Aerodrome as an aviation hub, whilst putting in place suitable arrangements to maintain, operate and manage the Aerodrome as a business.
1.2
MASTER PLAN DEVELOPMENT METHODOLOGY
The methodology undertaken to develop this Master Plan is provided for in four (4) stages with each stage informed by stakeholder consultation as follows and illustrated in Figure 1 below. Stage 1:
Inception and set up to shape background knowledge;
Stage 2:
Draft concept master plan and feasibility study;
Stage 3:
Public stakeholder and user consultation; and
Stage 4:
Review and modification.
Ref: B16269AR001Rev4
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Gympie Aerodrome Master Plan and Feasibility Study
Figure 1: Gympie Aerodrome Master Plan Methodology Flow Chart
Ref: B16269AR001Rev4
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Gympie Aerodrome Master Plan and Feasibility Study
2.0
EXISTING SITUATION
2.1
LOCATION
Gympie Aerodrome is located at 20 Lobwein Road, Kybong approximately 15 kilometres (10-15 minutes by road) south of the Gympie CBD. Kybong is approximately 75 kilometres (around 1 hour) north of Maroochydore and 160 kilometres (2 hours) north of Brisbane. The aerodrome site is accessed directly from the current Bruce Highway via Lobwein Road to the east. The site is bordered by the Mary River to the north and west. The aerodrome location is shown on Figure A at Appendix A. 2.1.1
TOPOGRAPHY
The land within the aerodrome site is undulating and varies in elevation from about 45m AHD along the Mary River to more than 80m AHD at the highest point. The majority of the land is undulating, dissected by small unnamed waterways that flow to the Mary River. The land is subject to flooding with a large portion of the aerodrome inundated in 1 in 100 average rainfall event Mary River flood1. Contours across the aerodrome and surrounding land indicating the general topography are shown on Figure C at Appendix A.
2.2
GYMPIE AERODROME PRECINCT
The Gympie Regional Council Planning Scheme 2013 Version 1.2 defines the Gympie Aerodrome Precinct at Kybong. The Aerodrome Precinct consists of privately owned land and Council owned land as illustrated in Figure B. The Council-owned freehold land is comprised of the runways and hangar area (approximately 51 hectares) and is referred to as the Gympie Aerodrome, zoned Community Purpose Zone Code. The surrounding land within the Precinct is privately-owned land in multiple ownerships, zoned Rural Zone Code. The Council Planning Scheme Section 3.5 Strong Economy states the land adjacent to the Aerodrome [within the Precinct] is to facilitate opportunities for the expansion of aviation related uses and to investigate aeronautical-based industry, Business Park or other aerodrome dependent activities. Section 3.4.2 of this report discussed the planning specifically in relation to the aerodrome.
Gympie Aerodrome Environs Planning Study - Development preferred in the vicinity of the Gympie Aerodrome. Insite Strategies Town Planning & Development. 24 April 2008 1
Ref: B16269AR001Rev4
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Gympie Aerodrome Master Plan and Feasibility Study
2.3
AERODROME OWNERSHIP AND MANAGEMENT
2.3.1
HISTORY
Gympie Aerodrome was constructed in 1966 by the Gympie and District Aerodrome Board and opened with an Air Pageant on 7 May 1966. The Board consisted of representatives of Gympie, Widgee and Kilkivan Councils. At the time the Shire of Widgee owned and operated the aerodrome with the Commonwealth providing financial assistance for approved maintenance and development works. Under the Aerodrome Local Ownership Plan the Commonwealth divested itself of the responsibility of over 300 aerodromes across Australia, including Gympie. A Deed between the Shire of Widgee and the Commonwealth of Australia was signed on 26 June 1992 transferring the aerodrome to the local authority under the terms and conditions of the Aerodrome Local Ownership Plan. As part of the agreement the Commonwealth provided a $40,000 grant for expenditure by the Shire in carrying out the works (reseal runway, taxiway and apron) specified in the Deed. Through this the Shire committed to operate and maintain the aerodrome, be responsible for the safety and security of the aerodrome, and keep it open to public and in compliance with the relevant regulations. In the mid-1990s CASA introduced new regulations that required licenced aerodromes to document operating procedures and to meet other regulatory requirements that which the Council at the time decided was not feasible. At this time Council decided that Gympie Aerodrome would revert to an Aeroplane Landing Area (ALA) and the licence was withdrawn by the Civil Aviation Safety Authority (CASA) in 1994. 2.3.2
AERODROME CLASSIFICATION
Facilities at an ALAs are not subject to the jurisdiction of CASA, only aerodromes that are Registered, Certified or classified as other under CASA are subject to the Civil Aviation Safety Regulations 1998 (CASRs) Part 139 – Aerodromes. Therefore, under statutory provisions, responsibility for the safety operations rests with individual aircraft operators to satisfy themselves that it is safe to operate at the aerodrome in accordance with Civil Aviation Regulation (CAR) 92. Aerodrome infrastructure and facilities at ALAs are not required to meet the standards defined in CASA Manual of Standards (MOS) Part 139 as the aerodrome operates under the Civil Aviation Advisory Publication (CAAP) 92-1(1) and as such the responsibility falls on the pilot to decide whether the aerodrome meets his/her requirements. In addition, there is no statutory responsibility bestowed on Council as the owner of the aerodrome to ensure the facilities are operated in accordance with the CASRs Part 139. Nonetheless, as a landowner providing access to users to operate aircraft, duty-of-care provisions under common law remain relevant. Airport users who pay usage or lease charges will also expect that facilities will meet relevant guidance, such as that set out in CASA CAAP 92-1(1) Guidelines for Aeroplane Landing Areas. In general, the facilities at Gympie Aerodrome are of a high standard for an ALA in that they appear well maintained. This encourages and permits a range of general aviation operations including Ref: B16269AR001Rev4
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Gympie Aerodrome Master Plan and Feasibility Study
some commercial aircraft businesses such as flight training and aircraft maintenance facilities, which is of benefit to the region. There is a relatively vibrant level of lease activity relative to many ALAs and is comparable to several registered aerodromes. 2.3.3
REGISTERED AERODROMES
A CASA ‘registered’ aerodrome must meet the standards applicable as set out in the Manual of Standards Part 139 – Aerodromes. All development concepts within this Master Plan are in accordance with the standards applicable to a registered aerodrome. However, the physical characteristics of Runway 14/32 are currently non-compliant with those standards; in particular the longitudinal grade would require significant works to achieve compliance with line of sight requirements. In addition to physical characteristics, under the CASRs Part 139, aerodromes’ that are ‘registered’ must meet various requirements including reporting, publication materials and operational matters. Responsibility for ensuring the operational status of the aerodrome in accordance with the regulations is transferred to the registered aerodrome operator. This classification is beneficial for aircraft operators as it allows them to have confidence in the physical standards and safety of an aerodrome they intend to use. The aerodrome operator can have relevant operational information published in the Aeronautical Information Publication (AIP). The advantage to the owner/operator of the aerodrome is that any local operating procedures are then formalised through the AIP. A ‘registered’ aerodrome means:
Standards are outlined in CASA MOS Part 139 and the physical requirements are the same as for certified aerodromes;
An approved person is to be responsible for the registration;
An Aerodrome Safety Inspection is required if RPT or charter operations with more than 9 passenger seats are occurring;
A suitably trained and experienced ARO is required;
Up-to-date aerodrome details must be published in the En-Route Supplement Australia (ERSA) and any changes to operational status promulgated via Notices To Airmen (NOTAM);
Aerodrome obstacles are required to be monitored; and
Non-precision instrument approach procedures can be made available.
Further discussion of aerodrome registration is included in the Gympie Aerodrome Commercial Development Plan 20172
2
Gympie Aerodrome Commercial Development Plan 2017 is Commercial-in-Confidence and is not a public document Ref: B16269AR001Rev4
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Gympie Aerodrome Master Plan and Feasibility Study
2.3.4
RESPONSIBILITY
Civil Aviation Safety Authority The Civil Aviation Safety Authority (CASA) is the safety regulator, auditing aerodromes’ infrastructure and operational safety practices. Airservices Australia Airservices Australia is an aviation service provider and responsible for airspace management, aeronautical information, aviation communications, radio navigation aids and aviation rescue firefighting services. Airservices are the supplier of information but are do not produce all the material they are only responsible to publish it. Owner of an ALA As an ALA Council is not bound by the regulations which cover ‘certified’ and ‘registered’ aerodromes. One of the responsibilities of those aerodromes is to provide Airservices with up-todate information for publication in aeronautical information documents. However, as an ALA Council is not required to publish aerodrome information, however if it chooses to do so (which Council does) it must ensure all information is kept up-to-date. Pilot in Command The Pilot in Command (PIC) is responsible for the operation of the aircraft in flight. The aerodrome operator is not responsible for the decisions a pilot makes with his/her aircraft. The PIC is responsible to take all necessary steps in order to satisfy him or herself (under CAR 233) that the ALA is suitable for the safe operation of his/her aircraft3. Pilots can obtain aeronautical data and information from Airservices Australia Aeronautical Information Service which includes the En Route Supplement Australia (ERSA). The ERSA is a document containing information vital for planning a flight and for the pilot in flight. It includes aerodrome information such as physical characteristics, hours of operation, visual ground aids, air traffic services, aerodrome lighting, radio frequencies and owner/operator details about all registered and certified aerodromes around Australia. En Route Supplement Australia Council currently publishes Gympie Aerodrome information in the ERSA and as such has a responsibility to ensure it is up-to-date. This information includes comments and local information that assist pilots such as fuel availability and location, parking areas and helicopter protocol. Currently, the ERSA provides the following information to pilots:
3
Aerodrome condition reports are available through the airport liaison officer with a phone number provided;
Civil Aviation Regulation 1988 Part 14 Division 3 Regulation 233 Responsibility of pilot in command before flight Ref: B16269AR001Rev4
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Gympie Aerodrome Master Plan and Feasibility Study
The Gympie Aero Club handles the fuel and it is available on request;
Gliders operate from sunrise to sunset via rope/aero tow west of Runway 14/32;
Ultra-light operations from sunrise to sunset on sealed and grassed areas in the runway strip;
Helicopter training from sunset to sunrise requires prior permission with the liaison officers phone number or Director of Engineering Services numbers listed as contacts;
There is a strict 9pm EST curfew to helicopter night operations;
Runway lights are available on request;
Direction for where aircraft to park; and
Aircraft turning to line up should be avoided on Runway 32 threshold.
Should Council become aware that aircraft operators are not following the guidance stated in the ERSA Council as the owner of the land in its duty of care can speak to the operator to understand why guidance was/is not being followed. The PIC has the ultimate decision to ensure the safe operation of their aircraft and as such local protocols may not be able to be adhered to at times due to emergency situations. Should there be a concern about safety this should be reported to CASA who will follow up the matter. 2.3.5
AERODROME OWNERSHIP AND MANAGEMENT
In 2013 AEC Group was commissioned by the Gympie Regional Council to undertake a review of the Aerodrome operations to determine the economic impact, costs and benefits of the facility to the region and consider ownership/management options for the aerodrome. The report concluded that the sale of the land (rezoned) presented the lowest risk with the best solution financially for the Council. However, operational management divestment was the preferred option as it provided the greatest net benefit across all stakeholders including Council. This document is reviewed in more detail in Section 3.4 of this report. Council, in 2015, invited tenders to divest operational management by leasing the Gympie Aerodrome. Council received tenders but were not accepted due to their low value and terms and conditions offered. Currently, the Gympie Aerodrome is managed by the Gympie Regional Council, assisted by an appointed Voluntary Liaison Officer. The liaison officer provides services including:
Liaise with Council, Council staff and contractors and provide assistance where and when required;
Act as the initial point of contact on site, for any aviation or government authority in reference to Gympie Aerodromes;
Alert visitors to inappropriate or unsafe behaviour and advise a Council officer without delay of any such situation;
Report any vandalism to Council and Police, should the need arise; and Ref: B16269AR001Rev4
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Gympie Aerodrome Master Plan and Feasibility Study
Ensure gates are closed at the end of each business day.
At the time of writing, the liaison officer’s contract has expired and is operating on a month to month basis. Consideration of a role more in line with an Aerodrome Reporting Officer (ARO) role and responsibilities may be beneficial to Council and the aerodrome operations, given the mix and volume of operations the aerodrome is experiencing. Appointing an ARO that is suitable trained and experienced to carry out the aerodrome safety functions is a requirement of a registered aerodrome. Safety functions include serviceability inspections, advising the Australian NOTAM Office of any changes to operational status, works, or obstacles on the aerodrome, and monitoring activities outside the aerodrome that may affect aircraft operations. Given the noted increase in aircraft activity and in light of recent events brought to Council’s attention from CASA around aircraft safety Council should consider the roles and responsibilities and engagement terms of this position. 2.3.6
FEES AND CHARGES
There is a single source of revenue currently of lease holder agreements of which there are 29. Typically the lease holder is responsible for the construction of the hangar and the lease area is strictly the hangar footprint. The range of lease rates and areas are discussed in the commercial-inconfidence Gympie Aerodrome Commercial Development Plan 2017. There are currently no landing fees, parking or other charges to operate fixed-wing or rotary aircraft at Gympie Aerodrome nor does the Council charge access fees to the adjacent lot owners. The implementation of landing fees and logistics associated with collection and implementation are discussed in the accompanying commercial-in-confidence Commercial Development Plan for Council’s consideration. Gympie Regional Council at its ordinary meeting on 19 November 2014 resolved: That access agreements be established with parties wishing to access the Gympie Airport runway from private property, on the basis of an annual charge of 65 per cent of the annual lease fee that Council sets for a 15m by 12m site on airport land, indexed annually with a review every five years, for a period of 50 years.
This resolution has not been implemented nor have access agreements been defined.
2.4
CURRENT OPERATIONS AND SERVICES
Gympie Aerodrome is used by a mix of general aviation aircraft including powered aircraft, helicopters and gliders. The majority of operations are by light and ultra-light/recreational aircraft. Council is not aware of any passenger operations however, it does not keep detailed aviation statistics. All information provided in this section has been sought through stakeholder consultation and is the estimation of the respective parties. It would be beneficial to Council to record aerodrome movements for a period of time (i.e. 12 to 18 months) to ascertain the type of activity and the frequency which will assist in informing decisions around possible fees and charges.
Ref: B16269AR001Rev4
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Gympie Aerodrome Master Plan and Feasibility Study
Council may consider all users of the facilities enter into Terms and Conditions of Use for the aerodrome to assist in the safe operation. The current operations and stakeholders can be broadly categorised as follows:
Gympie Aerodrome Businesses;
Other aerodrome users; and
Aerodrome community members.
2.4.1
GYMPIE AEROROME BUSINESSES
Current aerodrome users operating on Gympie Aerodrome and which have facilities on the aerodrome include: Recreational Flying Company The Recreational Flying Company has been operating out of Gympie Aerodrome for nine years. It operates under dual certification with both Recreational Aviation Australia (RA-Aus) and CASA. The company offers training options from Recreational and Sport Aviation through to Commercial Pilot training. They also operate adventure flights, aerial work and charter services. They operate five ultra-light and Cessna C172 aircraft with five instructors. Management estimates around 600-800 hours of flight per year averaging five lifts per day. Sunshine Coast Flight Training Sunshine Coast Flight Training is a family owned and operated business which offers Recreational Pilots Licence (RPL), Private Pilot Licence (PPL) and RA-Aus Pilot certificates. The school is certified under CASR Part 141 for General Aviation Flight training. They conduct approximately 1,200 hours of flight time per year. Pro Sky Aviation Pty Ltd Gympie is one location of the Pro-Sky Flight Training Group with other locations including Caloundra, Maryborough, Bundaberg, Childers and Port Augusta. Pro Sky Aviation in Gympie offers recreational and sports flight training including instructor courses. The business has two aircraft, a Tecnam and a Sky Arrow. Pro Sky Aviation is self-sufficient and not reliant on the Aerodromes fuel or maintenance facilities. They estimate that they have eight students at any one time and can cater for up to 11. A flight course typically involves 23-25 hours of training including about 40% of this is circuit time. Hazelton Aero Paint Pty Ltd Hazelton Aero Paint has been located at Gympie Aerodrome for the past three years and offers aircraft painting, treatments and full scale make overs. The business employs two casual employees and has a turnover of one aircraft every four to six weeks.
Ref: B16269AR001Rev4
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Gympie Aerodrome Master Plan and Feasibility Study
Gympie Aircraft Maintenance Gympie Aircraft Maintenance has been at Gympie Aerodrome for 20 years. There are two full time employees catering for all piston engine aircraft up to 3,500kg. They estimate a turnover of 70 – 80 small single engine aircraft visits per year. McDermott Aviation Pty Ltd McDermott Aviation is a CASA approved maintenance and engineering facility supporting a fleet of 35 aircraft worldwide. Aircraft include helicopters such as the Bell 214B and Bell 204 as well as fixed wing Beechcraft King Air B200. They have bases in Cooroy, Sunshine Coast Airport, Bankstown Airport, New Caledonia, Papua New Guinea and New Zealand. Gympie Aero Club The Gympie Aero Club hangar is located north of the apron and is primarily used for storage of aircraft and has a kitchen and meeting room. This space has become a central meeting place on airport due to lack of terminal facilities. It is used as a meeting room, gathering place and central information/facilities for itinerant users. The club is interested in expanding its leases area to construct further facilities for aircraft and meeting space. Gympie Aero Club currently registers approximately 70-80 members averaging one to two flights per week during day light hours. The Club’s revenue comes from membership, hangar fees and operation of the AVGAS fuel supply. The Aero Club manages the fuel which is publically available to all aerodrome users with no lease with Council for this portion of land. The Club has applied to extend its lease boundaries with Council, which has not been approved to date. Gympie Gliding Club The Gympie Gliding Club has approximately 40 members. The club operates on Wednesdays and Saturdays and is anticipating adding Sunday operations. The club advised that they launch gliders with a winch launch predominantly due to cost, however recently they have accessed an aero tow launch through a private provider. This can operate during weather conditions that prevent winch launch and so has led to an increase in operations. Currently the club has Council approval to build another hangar and are planning to purchase an addition 2-seat trainer glider in 2017. 2.4.2
OTHER AERODROME USERS
As a public aerodrome, the aerodrome is open to others to use without a formal base at Gympie. Itinerant flyers may use Gympie for training, private flying and helicopter activity. A significant user of the aerodrome that is operating seven days a week with a large portion of that time at Gympie is Becker Helicopters. The EnRoute Supplement Australia, an Airservices Australia publication that communicates aerodrome information as informed by the aerodrome operator, requests pilots to seek permission for night time activity and a curfew of 9pm is stated. While there appears to be several itinerant users, Becker Helicopters is a regular/daily user that does not hold a lease at the aerodrome at the time of writing.
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Gympie Aerodrome Master Plan and Feasibility Study
Becker Helicopters Becker Helicopters is a flight training business with a major focus on military training for overseas governments in larger helicopters. Estimate flight time in the order of 15,000 hours per year in 15 Bell206BIII Jet Rangers. Operations are conducted day and night, under Instrument Flight Rules (IFR) in all weather conditions and Night Vision Imaging Systems (NVIS) – NVG. Operations include very low level, below 50ft AGL and up to 10,000ft. The company’s primary base is at Sunshine Coast Airport but use Gympie Aerodrome daily as a satellite training area. Primarily, Gympie is used for circuit training and as a way point for navigation both day and night. 2.4.3
AERODROME COMMUNITY MEMBERS
The Gympie Aerodrome Precinct includes a variety of adjoining land owners within its boundaries that are currently accessing the aerodrome or are planning to develop their land with access to the aerodrome as a sale point. Figure B in Appendix A indicates the land discussed below and identifies known “unauthorised” access points. Currently, there are no access agreements in place and stakeholders have expressed the importance to them of an access agreement to support the development of their land. Such an agreement would give prospective buyers/lessees confidence that access rights will be maintained and are supported by Council. Cumulus Airpark (Lot 8 SP284474) Cumulus Airpark is a residential development on Gympie Aerodrome with access to the air infrastructure. The owners have been building the business since 2006 and live on the farm next door to the Airpark. The Airpark has approximately six lots available for sale and currently has one resident on site. Lots start at 3,000 m2 with direct access to the runways. Residents design and build their own residence and hangars and operate under a body corporate. Lot 13 RP108543 Lot 13 is located on the eastern boundary of the main runway south of the Airpark. A hangar is located in the northern portion of the lot directly accessing the aerodrome main runway. 9 Fullerton Rd, Kybong (Lot 2 RP190591) 9 Fullerton Rd is located on the north boundary of the existing aerodrome hangar area. The current lot owner is proposing to reconfigure the one lot into 15 lots with common property for aviation related purposes. The lots will be on-sold with future landowners governed by a body corporate and governed by a Community Management Statement. The common property is proposed to comprise of a communal BBQ area inclusive of a shelter and amenities block that which will be regulated within the community titles scheme. Access will be provided to Fullerton Road via a shared access arrangement. Airside access is proposed over the south western portion of the property adjoining the Gympie Aerodrome proposing secure access rights to the aerodrome.
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Gympie Aerodrome Master Plan and Feasibility Study
18 Lobwein Rd, Kybong (Lot 1 RP190591) 18 Lobwein Rd is in private ownership adjoining the northern boundary of the aerodromes hangar area. Currently, a hangar is located in the south west corner of the lot with aircraft accessing the aerodrome across the vehicle access road and in front of the Gympie Aero Club. This is not an ideal situation to have aircraft crossing vehicle access ways. Clear delineation between aircraft airside and vehicles non-airside should be implemented as best as possible and as soon as possible. Section 6.0 of this report identifies appropriate and compliant access from adjoining properties. Lot 1 SP236873 Lot 1 located immediately south of the cross runway and on the west side of the main runway adjoining the Gympie Gliding Club facilities currently accesses the aerodrome next to the Gliding Club onto the secondary runway. The owner has created their own markers to identify the taxi route. 2.4.4
SAFETY
There are no safety management systems in place at the aerodrome. Council has recently become aware, through CASA that there are several aircraft incidents under investigation at Gympie Aerodrome. The pilots will be under investigation not the aerodrome as it is the responsibility of the pilot to ensure compliance with the relevant rules and regulations therefore there is not requirement for the pilot to inform the aerodrome operator per se. Council engages a Liaison Officer in a voluntary capacity and discussed above in Section 2.3.3 of this report. Currently, under investigation with the Australian Transport Safety Bureau (ATSB), is a runway incursion where two gliders at opposite ends of the runway came within an estimated 10 metres head on of each other because they did not have visibility of each other due to terrain/the rise in the runway. There are a number of near misses and runway incursions as informed by CASA that are a combination of line of sight issues and lack of pilots using the radio to communicate whereabouts and intentions. These incidents are either with ATSB or an Air Safety Incident Report (ASIR) has been conducted. CASA has recently brought these incidents to the Gympie Regional Council attention providing guidance on management and communication. In addition, fuel storage on site has been raised as a safety concern and should be reviewed within the relevant regulations and building code. Council is considering the safety management of the both systems of the Aerodrome and how the ARO role should be implemented. The Gympie Aerodrome Commercial Development Plan further explores management and roles and responsibilities to assist in supporting a safe operation at the aerodrome. In response to CASA discussions on safety Council has recently adopted enhanced safety conditions which include:
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Gympie Aerodrome Master Plan and Feasibility Study
Endorse changes to the rules of use of the Gympie Aerodrome as follows: -
No flights for aircraft between sunset and sunrise (powered and non- powered), 7 days per week, emergency aircraft exempt; Mandatory radio use for ALL aircraft (powered and non-powered) using the Gympie Aerodrome and the airspace, including that radio calls are to be made when entering the circuit;
-
Adoption of standard circuit patterns for aircraft as agreed with CASA;
-
Adoption of a circuit pattern for gliders as agreed with CASA;
-
Users are to remove gliders from the runway as soon as practicable after landing;
-
There are to be no low level circuits in the circuit area; and
-
No hovering;
Update the Airservices Australia Aeronautical Information Package En Route Supplement Australia (AIP ERSA); and
Notify current users and establish user agreements to reflect these changes.
2.5
EXISTING FACILITIES
The existing aerodrome facilities are shown on Figure C and Figure D at Appendix A. 2.5.1
RUNWAYS
Gympie Aerodrome includes a main runway 14/32 and a secondary runway 03/21. Neither runway is equipped with lights for night operations. Runway lights have not previously been installed due to lack of demand and the current operations utilising the facility have not required such infrastructure to date. Runway 14/32 Runway 14/32 is a bitumen sealed runway approximately 1,400 m long. However flooding in 2011 caused damage to the southern end of the pavement and as a result is marked at a reduced length 1,300 m approximately to communicate to pilots that south end is unserviceable. For most of its length the runway is 18 m wide, but the last 185 m of the runway at the northern end is 30 m wide. This has likely been created to give aircraft room to turn around as they must backtrack the runway. Runway 14/32 is contained in a 1,520 m long x 80 m wide runway strip. Some gable markers are in position to define the runway strip although these are somewhat variable in width which ranges generally between 80-90m. As an ALA owners are encouraged to provide markings where extended operations are in place. If provided markings should be carried out in accordance with the specifications set out in AIP AGA which requires a nominated distance between each marker, set consistently from the runway centreline and of approved colours. JASKO Airport Services 2017 Ref: B16269AR001Rev4
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Gympie Aerodrome Master Plan and Feasibility Study
ALA Compliance Inspection report recommends re-aligning the gable markers on either runway so that markers are placed a consistent distance from the runway centrelines4. The orientation of Runway 14/32 is approximately 141°magnetic and slopes from the north to the south. The first 200 m of the runway at the northern end is relatively flat and then the runway slopes down to the south with a grade of 1.1% with the last 800 m of the runway sloping at 1.5%. The overall threshold to threshold slope is 1% that which does not exceed CAAP 92-1(1) the standards applicable to Gympie Aerodrome. There is however sight distance issues whereby the northern end of the runway is not visible from the southern end. This is causing operational safety matters mainly due to aircraft backtracking the runway for take-off or to taxi back to the hangar area. Runway 03/21 A secondary grass runway is located at the northern end of the runway and is designated Runway 03/21. The runway strip is approximately 700 m long x 60 m wide. The edge of the runway strip is defined by white gable markers. The runway itself is not defined by white cones. 2.5.2
TAXIWAY NETWORK
A single taxiway joins the building area at the southern end of Runway 14/32. The taxiway has a bitumen seal surface 15 m wide and is approximately 120 m long. Hangars are served by grass taxiways which are not formalised. 2.5.3
TERMINAL AND APRON
A bitumen seal apron, approximately 3,500 m2, is provided for parking itinerant aircraft. An area of grass, adjacent to the Aero Club building, is also used as a tie-down area for light aircraft. Discussion with users’ suggest that there are a number of itinerant users which stay for extended periods of time with no documentation of use nor are there any fees or charges in place to capture the use. A small brick terminal building owned by Council, on the eastern side of the apron, provides shelter and public amenities. The building is open 24 hours is very basic and whilst not inviting to the public it is clean and well kept. A bitumen sealed carpark, of approximately 1,000 m2, is located behind the terminal building. Stakeholders have reported that the parking lot and public amenities/terminal building are used as informal RV stopovers at times. Council may consider this arrangement not suitable and restrict the availability of public amenities to curb the public use and pressure on facilities as well as safety of the airport and its operations.
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Gympie Aerodrome 2017 ALA Compliance Inspection 3 May 2017 JASKO Airport Services Ref: B16269AR001Rev4
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Gympie Aerodrome Master Plan and Feasibility Study
2.5.4
HANGAR DEVELOPMENT
At the northern end of the aerodrome on the western side of Runway 14/32, the Gympie Gliding Club operates from three hangars that are used for the storage of gliders and a club room. The main hangar development area, at the southern end of the aerodrome and east of Runway 14/32, has some 29 hangar lease sites occupied by a mixture of aviation businesses and private aircraft owners. Current business operators are discussed in Section 2.4.1. There is power provided for some hangars and Council recently completed an upgrade to the power supply so that all sites in the main hangar area have the ability to connect electricity. There is no reticulated water or sewerage connected to the aerodrome. Toilets are connected to a septic tank system. A central sewerage facility should be reviewed as to its relevance against the building regulations. Council should consider the number of hangars that have installed facilities whether the connection to a sewerage facility is required. Telephone lines are provided on the site and available to be connected to all hangars at the users cost. 2.5.5
FUEL
AVGAS is available on request from a bowser north of the apron which was installed and is operated by the Gympie Aero Club of which there is no lease in place for the site. The current location impedes areas for itinerant aircraft to manoeuvre and is not ideal for the movement of aircraft refuelling. Council may consider the re-location of the fuel facility to improve manoeuvrability on the apron and maximise on itinerant parking spaces as discussed in Section 6.0 of this report. Council may also consider assuming ownership and operation of the facility as a means of revenue as well as control over the upkeep and regulations of fuel handling (further discussion in the Gympie Aerodrome Commercial Development Plan 2017). 2.5.6
WIND INDICATORS AND GROUND SIGNALS
Two wind indicators are provided – one at each end of the main runway. Under CAAP 92-1(1) wind indicators are not required to be provided however, in providing wind indicators and ground signals they should installed and maintained in accordance with MOS Part 139. JASKO Airport Services in May 2017 inspected the aerodrome and concluded that the primary indicator near the intersection of the runways is considered to be flying freely and in good condition5. However, the wind direction indicator must be locate in the centre of a circle 15m in diameter, coloured black and bordered either a white perimeter 1.2m wide or by a ring of 15 equally spaced white markers with a base not less than 0.75m in diameter. Recommendation #7 of JASKO Airport Services compliance inspection report recommends providing this.
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Gympie Aerodrome 2017 ALA Compliance Inspection 3 May 2017 JASKO Airport Services Ref: B16269AR001Rev4
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Gympie Aerodrome Master Plan and Feasibility Study
A secondary wind indicator is located near the main taxiway and the wind sock was found to not rotate at all. As such, Recommendation #8 of the JASKO Airport Services recommends repairing the sock to fly correctly6. A signal circle is provided adjacent to the primary wind sock however it is not compliant with MOS Part 139 Section 8.8: Ground Signals. The Compliance Inspection report found that the circle is not dark enough and a concreted “double cross” has permanently been displayed within it. This double cross should only be displayed when glider operations are taking place and not at any other time. JASKO Airport Services recommends to appropriately define and darken the signal circle and to remove the concrete double cross and provide one that is capable of being removed when gliders are not operating7. Primary and secondary wind direction indicators and ground signals are indicated in the Development Plan and discussed in Section 6.2 of this report. 2.5.7
ACCESS
The perimeter of the Council land has a standard 1.2 m, post and wire stock proof fence. There are two entry points. The main building area has a lockable gate to prevent unauthorised entry. The other entry point allows access to the Gympie Gliding Club on the western side of the aerodrome and also has a lockable gate. Wire barriers have been installed by Council to prevent unauthorised vehicle access to the airside area from the car park however, vehicles, people and occasionally animals/pets are continually moving airside and should be monitored and delineated to ensure a safe environment. Neither gate appears to be locked at any time, allowing access without either supervision or the knowledge of Council or other aviation operations. Clear delineation between aircraft and vehicles should be in place to minimise the interaction. JASKO Airport Services reinforces that controlling access of vehicles and persons on to the aerodrome should be implemented. Suitable secure fencing and gates with access control can assist in limiting unauthorised access by persons, animals and vehicles from airside operational areas. Additional fencing and gates should be considered to provide a safe airside area. Of particular concern is the gliding club entrance that is open to all vehicles to travel airside along the west side of the main runway. This activity is a continually reported concern for aircraft and is not conducive to a safe operating environment. The ALA Compliance Inspection report further highlights to Council the imperative to delineate airside and non-airside movements for safety of aircraft and people. In addition to the aerodrome access points, there are multiple entries to the runways from adjoining landowners. These are not monitored nor provided for by Council. These points include:
6 7
Gympie Aerodrome 2017 ALA Compliance Inspection 3 May 2017 JASKO Airport Services Gympie Aerodrome 2017 ALA Compliance Inspection 3 May 2017 JASKO Airport Services Ref: B16269AR001Rev4
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Gympie Aerodrome Master Plan and Feasibility Study
Property on west side next to Gliding Club (SP236873)access via cross runway;
Cumulus Airpark access in a northerly direction onto cross runway;
East of the main runway (Lot 13 RP108543) access directly onto Runway 14/32 approximately half way; and
East adjoining the hangar area Lot 1 RP 120591, accesses the aerodrome across the vehicle road passing the north side of the Gympie Aero Club.
Access points should be included in future development approvals to ensure necessary infrastructure is provided which will comply and restrict/monitor access. Access points are further addressed in Section 6.0 of this report and illustrated on Figure B at Appendix A.
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Gympie Aerodrome Master Plan and Feasibility Study
3.0
PLANNING CONTEXT
To inform the Master Plan in identifying existing and future needs for Gympie Aerodrome, this planning context section provides a comprehensive review and integration of the Gympie region in relation to, its location, economic and socio-economic platform within the town planning and land use, zoning and planning controls and the strategic setting within which the Council is set. The Gympie region is uniquely placed to become one of the linchpins of South East Queensland. It is predominantly rural, but with a strong and growing regional centre. It is physically and economically diverse offering attractive lifestyle and business location options while strategically positioned to provide excellent access to the south east market and linkages between the south east and the north, north-west and south-west8. Gympie Aerodrome plays an important role in the recreational and training sectors of aviation. This is evident through the nature and scale growth of activity which is supported by community members as evidenced throughout the consultation sessions.
3.1
GEOGRAPHY
The Gympie Region lies within the central coastal section of the south-east Queensland bioregion and considered one of the richest areas of biological diversity in Australia. The coastal plains and hills ranges, heathlands, wetlands, forested and rainforests and the Mary River environs make it a significant ecosystem area. The Mary River and its tributaries create a diverse topography, particularly the valley and ridges that define the town centre creating a distinctive setting highlighting many of the town’s pre-war houses, a distinctive feature of Gympie. The area is subject to flooding and the relatively steep slopes create planning and development challenges and surrounding productive agricultural land9.
3.2
ADMINISTRATION
The Gympie Regional Council is one of six local government areas within the Wide Bay Burnett region which encompasses the area from Winfield and Cania Dam in the north, to Blackbutt in the south, east to Fraser Island and west to Eidsvold and the Auburn River. The region is bounded by the North Burnett Regional Council area and the Fraser Coast Regional Council area in the north, the Coral Sea in the east, the Sunshine Coast Council area and the Somerset Regional Council area in the south, and the South Burnett Regional Council area in the west as illustrated in Figure 2 below.
8 9
Gympie Regional Council Economic Development Strategy 2014-2019 Gympie Regional Council Planning Scheme 2013 Ref: B16269AR001Rev4
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Gympie Aerodrome Master Plan and Feasibility Study
Figure 2: Gympie Regional Council and Surrounding Councils
3.3
THE ECONOMY
The Gympie region’s economic base is primarily rural with a strong and growing regional centre providing linkages to the south east and the north, North West and south west. Its gold rush history, natural assets and proximity to Brisbane makes Gympie region a tourist destination and marine industry development attraction. As a regional centre the city services a large area with products and services, community infrastructure including education and health combined with processions services that attract local people as well as people from outside the region. It has the advantage of offering opportunity to growing regional businesses by offering competitive costs for land, housing, labour as compared to larger cities coupled with a stable workforce with lifestyle advantages, open spaces and incentives to relocate or initiate a business. Strategically the region boasts telecommuting opportunities, high level educational facilities ranging from prep to University and niche industry clusters such as food processing, equine industry, health care and social assistance and business international relations.
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Gympie Aerodrome Master Plan and Feasibility Study
Gympie Regional Council’s Gross Regional Product is estimated at $1.79 billion, which represents 0.6 per cent of the State’s Gross State Product (GSP). There are in excess of 4,500 businesses including some major manufacturers including Nestle, Nolan’s Meats, J Smith & Sons, Carter Holt Harvey and Laminex. Industrial land is available for business establishment and expansion around the region serviced by major existing transport infrastructure. Gympie City is a strong regional centre servicing a wide area of rural property with key road, rail and air routes. The economic hub, 160km north of Brisbane and 40 minutes from the Sunshine Coast, is surrounded by a number smaller towns and centres. It has a stable and skilled workforce with the largest industry in the region agriculture, forestry and fishing generating 1,911 local jobs in the financial year 2014/15. The second largest is Health care and social assistance generating 1,849 jobs. Followed by manufacturing, retail trade and education and training together generating over half the local jobs in the Gympie region. There is a growing concentration of large scale and high impact industry around Glanmire supported by an extension to the north to take advantage of the Bruce Highway by-pass route. Low impact industrial uses are locating within the Victory Heights Local Development Area Precinct west of Ascot Road with medium impact industrial uses to the east. Small scale industry opportunities are located relatively close to the town centre to provide access to more frequent services. The Kybong area and Toolara Forest are subject to further investigation particularly in respect the Bruce Highway Upgrade although these areas are likely to accommodate longer–term industrial growth. Strategically, linkages throughout the region and beyond strengthen the economic environment and diversity. The Aerodrome is identified as an enabler of opportunity for expansion of aviation related uses and land in the vicinity to potentially accommodate aeronautical-based industry and Business Park or other aerodrome dependent activities. Specifically the Gympie Regional Council Planning Scheme Version 1.2 identifies: The Aerodrome Precinct facilitates opportunities for the expansion of aviation related uses, adjacent to the Gympie Aerodrome at Kybong and that strategically land in the vicinity of the Gympie Aerodrome is investigated as a potential centre for aeronautical-based industry and Business Park or other aerodrome dependent activities.
3.4
POLICY CONTEXT
The Planning Act 2016 sets the regulatory matters, statutory instruments and process rules. It covers how local planning instruments are created and the relationships within. The planning instruments that set out policies for planning or development assessment is the State planning instrument including the State planning policy and regional plans and the local planning instrument made by local governments including a planning scheme, Temporary Local Planning Instrument or a planning scheme policy. The Planning Act 2016 is the overarching framework for Queensland’s planning and development system. The State Planning Regulatory Provisions are statutory instruments that regulate development and can apply to all or part of the state. The State Planning Ref: B16269AR001Rev4
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Gympie Aerodrome Master Plan and Feasibility Study
Policy (SPP) is a single whole-of government document that comprehensively expresses the state’s interest in land use planning and development. Regional Plans, providing the strategic direction for the region, and planning schemes, a local government’s plan for the future direction of its area, sit under the SPP. 3.4.1
QUEENSLAND STATE PLANNNG POLICY 2016
The State Planning Policy 2016 (SPP) operates as part of Queensland’s broader planning and development assessment system and is underpinned by the following interdependent principles:
Delivery of outcomes;
Integrated planning at a local level;
Efficient determination of appropriate development;
Positive responses to change; and
Transparent and accountable plans.
The SPP is an effective land use planning system that advances the social, economic and environmental needs of Queenslanders producing a liveable, sustainable and prosperous state. It focusses on Infrastructure, liveable communities and housing, economic growth, environment and heritage and safety and resilience to hazards. Planning for infrastructure includes strategic airports and aviation facilities and the recognition they play a key role in facilitating economic growth in Queensland. Strategic airports and aviation facilities are essential elements of the national and state air transport network and the national defence system. The SPP seeks to ensure development does not impact on the safe and efficient operation of these facilities and will support continued growth of the state’s economy, regional communities and national defence. While the SPP does not include Gympie Aerodrome as a strategic airport it does provide the underpinnings for all local government areas to appropriately protect the operations and facilities to enable the growth and development of Queensland’s aviation industry. 3.4.2
GYMPIE REGIONAL COUNCIL PLANNING SCHEME 2013
The Gympie Regional Council Planning Scheme 2013 (the Planning Scheme) sets out the Council’s intention for future development over the next 20 years. The Planning Scheme is comprised of a strategic framework. Priority infrastructure plans, zones, overlays, codes and policy. The Aerodrome Precinct is identified in the strategic vision for the Planning Scheme as providing for the strength to its regional economy, career-based employment for current and future generations. The six strategic visions are:
An enviable lifestyle and strong, well-managed population growth;
Investments in infrastructure that match the strong population growth in the Regions;
Greater strength and diversity of economy;
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Gympie Aerodrome Master Plan and Feasibility Study
Adequate community facilities and services that meet the needs of a growing and divers population;
Well-managed and protected environmental reserves and natural assets; and
Well-managed and valued heritage assets.
Zones are used to organise the Planning Scheme areas in a way that facilitates the location of preferred or acceptable land uses. Assessment criteria and precinct provisions are contained in a zone code. A zone code identifies the purpose, overall outcomes, performance outcomes and acceptable outcomes to achieve the purpose of that zone. The Aerodrome Precinct is within the Community Purposes Zone and the Rural Zone. Air Services is defined in the Planning Scheme as a premises used for arrival and departure of aircraft, housing services, refuelling, maintenance and repair of aircraft and the assembly and dispersal of passengers or goods on or from an aircraft, any ancillary activities directly serving the needs of passengers and visitors to the use, associated training and education facilities and aviation facilities. Examples include airport, airstrip, helipad, public or private airfield (Table SC1.1.2 Use Definitions). Community Purpose Zone Code The Community Purposes Zone provides for community related activities and facilities whether under public or private ownership. The local government’s purpose is to retain and reserve appropriate land throughout the region to accommodate the identified and specific functions essential for the wellbeing of the community while providing for the location of public infrastructure services and facilities. To achieve the purpose of this code overall the Council seeks viable uses, the existing community and development is supported and managed for growth. Specifically, The Aerodrome Precinct is maintained for the exclusive use of air services and industries or businesses with a direct association with the provision of air service.
Performance outcome states that in the Aerodrome Precinct, development is for aviation related activities only (Section 1 PO1 (b)) and development is resilient to flood events by ensuring design and built form account for the potential risks of flooding (Section 3 PO5). Rural Zone Code The purpose of this zone is to provide for a range of rural uses including cropping, intensive horticulture, intensive animal industries, animal husbandry, animal keeping and other primary production activities. It also provides for non-rural uses that are compatible with agriculture, the environment and the landscape character of the rural area without compromising the long-term use of the land for rural purposes and finally to protect or manage significant natural features, resources and processes including capacity for primary production.
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Gympie Aerodrome Master Plan and Feasibility Study
The zone is to support the economic viability of a broad range of existing and new agricultural and pastoral land uses, complemented by non-rural uses that are intrinsically linked to rural activities. Development is to be consistent with the rural character amenity and the natural values of the area. It does this through establishing a range of rural pursuits is facilitated, including cropping, intensive horticulture, intensive animal industries, animal husbandry and animal keeping and other compatible primary production uses. Aviation related land uses including residential air parks are supported in the Aerodrome Precinct 3.4.3
GYMPIE REGIONAL COUNCIL
The Gympie Regional Council Corporate Plan 2017-2022 highlights the Council’s priority goals, strategies and outcomes to guide Gympie into the future. This plan is the strategic tool to respond to community need and expectations through themes of infrastructure, community, economy, environment and organisation. The Aerodrome is identified as strategic to the economy with the action of implementing an Airport Master Plan and as such the Economic strategy is identified as one of Council’s top five priorities. Economic Development Strategy 2014 – 2019 The Economic Development Strategy defines a vision for the region to assist in local decision making to progress to the agreed outcome to economically position the region. Four strategic initiatives for the future include:
Advocacy and Leadership;
Positioning the Region;
Enabling Infrastructure; and
Industry Development and Attraction.
These levers enable a stronger more diversified economy for the region. While the Aerodrome Precinct is not specifically identified in the strategy its foundations are underpinned through enabling infrastructure and industry development and attraction. 3.4.4
PREVIOUS AERODROME PLANS
Gympie Aerodrome Management Plan July 2007 Gympie Aerodrome Management Plan was prepared by Airports Plus Pty Ltd for Cooloola Shire Council in 2007. An assessment of the infrastructure found that the Aerodrome complied with the minimum standards for an ALA available only for day time operations. A number of recommendations to improve the safety of the operations at the Aerodrome were recommended following stakeholder consultation. These included Runway 14/23 markings and strip width, surrounding vegetation, adjustment to markings of the wind direction indicator and signal area to improve sight from air, an OLS survey be conducted, vehicle access and separation of vehicles airside, and road access to the Gliding Club.
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Gympie Aerodrome Master Plan and Feasibility Study
Ownership options were discussed as to the sale of the site, lease to a private organisation and lease of the aerodrome to an individual. Assuming a Council operated aerodrome strategic direction was formed around key operational matters particularly in light of the significant development of hangars on site. These matters include a building line of development, movement area development, building zones (1. Code A aircraft hangar/storage, 2. Commercial aviation business area, 3. Code B aircraft and helicopter area, and 4. Future Aero Club and terminal area) and access from surrounding land is outlined. The Management Plan included an indicative operation cost plan over five years and concluded that fundamental to the future of the Aerodrome was Councils decision on ownership and operational management particularly in light of the volume of traffic and safety of users Gympie Aerodrome Environs Planning Study - Development preferred in the vicinity of the Gympie Aerodrome 24 April 2008 Insite Strategies Pty Ltd were commissioned by Cooloola Shire Council to determine appropriate and compatible land uses and planning scheme provisions for land surrounding the Gympie Aerodrome in 2008. Surrounding pressures such as significant investment in aviation infrastructure throughout Hervey Bay, Maryborough, Bundaberg, Sunshine Coast, constrained land and good weather have seen a rise in development at Gympie Aerodrome. Matters identified as development constraints include access agreements with private surrounding land owners, flooding, lack of reticulated water and sewerage services and low standard of road construction, market conditions and the need for staging to manage risk, potential impact on visual and environmental amenity (noise) and rural character. Development opportunities were outlined as it is not a security controlled airport, it is within uncontrolled airspace and the air traffic is relatively low and it is adjacent to the Bruce Highway. Three options were presented for development opportunities with one preferred option of relatively modest form and intensity of site development. The report concluded that suitable developable land is on the east and west side of the main runway that which is in private ownership. Gympie Aerodrome Economic Impact Assessment and Cost Benefit Analysis June 2013 AEC Group were commissioned by the Gympie Regional Council in 2013 to undertake a review of the Gympie Aerodrome operations to determine the economic impact identify costs and benefits of the Aerodrome to the regional economy and consider associated costs and benefits of other options for the site. The purpose of this review was to assist in decision making by Council regarding the future operation of the Aerodrome. The assessment considered three options: Option A:
Business as usual with Council as the operator in its current form;
Option B:
Council leases to a private operator that ensure the continued operation; and
Option C:
Council sells the Aerodrome site as either rezoned land for other use or as an aerodrome.
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Gympie Aerodrome Master Plan and Feasibility Study
Assessment outcomes show that Option C (sale of the land rezoned) presented the lowest risk the best solution financially for the Council. However, Option B (operational management divestment) was the preferred option as it provided the greatest net benefit across all stakeholders including council presenting the greatest benefit in a Gross Industry Value Add, NPV and Benefit Cost Ratio although the difference between Option B and C can be considered marginal in overall terms.
3.5
REGULATORY CONTEXT
3.5.1
AVIATION SAFETY
The Civil Aviation safety Authority (CASA) is the independent statutory authority that conducts the safety regulation of civil air operations in Australia. The Civil Aviation Regulations 1988 and the Civil Aviation Safety Regulations 1998, made under authority of the Civil Aviation Act 1988, provide for general regulatory controls for the safety of air navigation. Civil Aviation Act 1988 Although the Act does not have any sections directly related to aerodromes, it does form the basis of the regulations and CASA’s role in enforcing regulations. Under Section 3 of the Act, an aerodrome is defined as an area authorised by the regulations for use as an aerodrome. Civil Aviation Regulations 1988 (CARs) The CASRs are gradually being replaced by the Civil Aviation safety Regulations 1998. Until they are completely replaced, aerodrome operators’ need to adhere to both sets of regulations. The CARs are supported by a number of other documents, including:
Civil Aviation Orders (CAOs);
Civil Aviation Advisory Publications (CAAPs); and
Rules and Practices for Aerodromes (RPA) (which are now superseded by the Manual of Standards per below).
Civil Aviation Safety Regulations 1998 (CASRs) The CASRs are divided into a number of parts addressing matters such as regulatory administrative procedures, aircraft certification and airworthiness, aircraft standards in a variety of categories such as; engines, balloons, aeroplanes and rotorcraft; registration and identification of aircraft, training and licensing, flight rules an aircraft operations (whether for air transport, aerial work, recreational or aerobatic activities). Specifically to aerodrome operators, CASR Part 139 Aerodromes prescribes the requirements for aerodromes used in air transport operations. Manual of Standards (MOS) Manuals of Standards are CASA policy documents which provide the specifications (standards and procedures) for the minimum requirements which are deemed to satisfy obligations under the relevant CASRs. In particular relation to aerodromes used for air transport operations, the Manual of Standards Part 139 Aerodromes (CASA MOS Part 139) sets out the relevant standards for
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Gympie Aerodrome Master Plan and Feasibility Study
matters such as physical aerodrome characteristics, visual aids, obstacle limitation, publication of aerodrome information, management systems, inspections and reporting. Advisory Circulars (AC) An AC is intended to provide recommendations and guidance to illustrate a means, but not necessarily the only means, of complying with the CASRs. ACs’ are explanatory notes and are not mandatory. They are used to guide decision making and are continually developed in consultation with the aviation industry as best practice evolves. Civil Aviation Advisory Publications (CAAPs) CAAPs provide guidance and information in a designated subject area, or show a method acceptable to CASA for complying with related CAR. Although the CAAPs relate to the CARs, with the CASRs 1998 being supported instead by ACs, there are CAAPs in particular that continue to have relevance to operations at aerodromes. Although the regulatory framework outlined above covers the operation of both fixed wing and rotary wing aircraft, they do so in slightly different ways and hence each is discussed separately below. Fixed-Wing Operations CASA MOS Part 139 is made pursuant to the CASRs Part 139, which sets out the regulatory regime for aerodromes used by aeroplanes conducting air transport operations. CASA MOS Part 139 sets out the standards and operating procedures for certified, registered aerodromes and other aerodromes used in air transport operations. Gympie Aerodrome is currently not certified or registered under the CASRs Part 139, nor is there any requirement for it to be in terms of the types of operations conducted at present. Gympie Aerodrome is classified as an Aeroplane Landing Area (ALA) and as such the facilities are not subject to the jurisdiction of CASA, which only audits aerodromes that are registered or certified under CASRs Part 139. Therefore, the existing aerodrome infrastructure and facilities are not currently required to meet the standards defined in CASA MOS Part 139, nor is any responsibility bestowed on the Council as the owner of the aerodrome to ensure the facilities are operated in accordance with the CASRs Part 139. Rather, the onus is on the individual aircraft operators to satisfy themselves that it is safe to operate at the aerodrome in accordance with Civil Aviation Regulation (CAR) 92(2). CASA publishes guidance for aircraft operators to assist them in meeting their responsibilities for safe operations of an ALA (or any other potential take-off or landing site) under CAR 92(2). The most recent version of this guidance is provided within Civil Aviation Advisory Publication (CAAP) 92-2(1) Guidelines for the Establishment and Operation of Aeroplane Landing Areas, last updated in 1992.
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Gympie Aerodrome Master Plan and Feasibility Study
This situation is distinct from ‘licensed’ aerodromes which are registered or certified under the CASRs Part 139. Those regulations impose obligations on the appointed aerodrome operator to maintain aerodrome facilities to minimum standards. Rotary-Wing Operations CASA currently does provide regulatory standards for Helicopter Landing Sites (HLS), whether these are on aerodromes or elsewhere such as hospital helipads or remote bush locations. Similar to the regulatory situation with respect to ALAs, the onus is on the pilot in command to assess all conditions relating to the safety of helicopter operations, including the physical condition and characteristics of the landing site, in order to comply with helicopter operators’ responsibilities under the CARs and CASRs. CASA has published CAAP 92-2 Guidelines for the establishment and operation of onshore HLS to assist in this evaluation. The latest version of this document, CAAP 92-2(2) was finalised in February 2014. In the preamble to CAAP 92-2(2) CASA signals that the document has been written to assist in the transition to future operational parts of the Civil Aviation Safety Regulations relating to helicopter operations which are currently being drafted. These include more stringent requirements on certain operations which involve the carriage of passengers, including aeromedical patient transfer. The inference is that adherence to the guidance within CAAP 92-2(2) will enable aerodrome operators to ensure facilities for helicopters on aerodromes are:
Compliant with any future requirements of the CASRs Part 139 or equivalent document in relation to helicopter facilities on aerodromes; and
Adequate to enable helicopter operators to comply with future requirements on their operations as a result of pending changes to other parts of the CASRs.
Licensed Aerodrome Requirements and CASR Part 139 PIR Currently, aerodromes which serve air transport operations by aeroplanes with greater than 30 seats must be certified or registered under the CASRs Part 139. Gympie Aerodrome currently does not require registration, nor would it unless there was a requirement to introduce published instrument approach procedures. However, pursuant to CASR Part 139, operators of unlicensed aerodromes may apply to have their aerodromes registered by CASA. A registered aerodrome will have aerodrome information published in ERSA, and changes to aerodrome information or conditions affecting aircraft operations can be notified through the NOTAM system. CASA is currently conducting a comprehensive review of the CASRs Part 139. This is in recognition of a number of issues which have been identified with the CASRs post-implementation, including the fact that aerodrome operators and the wider aviation industry are currently experiencing unnecessary cost and operating impacts resulting from, amongst other things, complexities with understanding the three types of aerodrome categorisation under CASR Part 139 as well as Aeroplane Landing Areas and Helicopter Landing Sites which are unregulated.
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Gympie Aerodrome Master Plan and Feasibility Study
This may result in the introduction of a greater range of licensing categories, or of a more graduated system, which allows aerodrome operators to more closely link the licensing requirements’ imposed to the types of operations conducted. The review may also result in amendments to standards or the inclusion of other acceptable means of compliance. Any amendments will be developed in close consultation with industry and issued in draft form for public comment. Timing of the legislation and any transition period will be subject to other Commonwealth legislative drafting and implementation priorities. For the purposes of this Master Plan, facilities should be planned based on the current regulatory framework, with due cogniscence of the possibility that change may occur over time. 3.5.2
AVIATION SECURITY
CASA MOS Part 139 provides several standards and procedures for Aerodrome Operators in relation to the security of aerodrome facilities including, for example, aviation safety relating to the prevention of inadvertent entry of animals and people to the movement area. Whilst clearly related to the security of aircraft operations, the term ‘aviation security’ is generally more concerned with unlawful interference with aircraft whether on the ground or in flight. The regulatory framework in this respect is provided by the Office of Transport Security (OTS) within the Commonwealth Department of Infrastructure and Regional Development. OTS is the Australian Government’s preventive security regulator for the aviation sector and is the primary adviser on transport security. The Aviation Security Branch provides policy advice to the Australian Government on aviation security sets standards for aviation security measures, and tests, monitors and evaluates compliance consistent with the Aviation Transport Security Act 2004 (Cth) and the Aviation Transport Security Regulations 2005 (Cth). The Act establishes a regulatory framework to safeguard against unlawful interference with aviation. To achieve this purpose, the Act establishes minimum security requirements for civil aviation in Australia by imposing obligations on airport operators. Existing and future facilities must comply with a Transport Security Program (TSP) as required by the Regulations. The Act defines those aviation industry participants required to have a transport security program, which include:
An operator of a security controlled airport; and
An operator of a prescribed air service.
Currently Gympie Aerodrome is not a security controlled airport and an airport operator’s TSP is not required. Individual aircraft operators of air services may need to implement their own TSP. The need for an airport operator to implement a TSP at Gympie Aerodrome will be dependent on the nature of future use and aircraft operations. The Regulations prescribe different categories of security controlled airports. There are seven categories of security controlled aerodromes that are determined by the aircraft maximum take-off weight and number of departing revenue passengers.
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Gympie Aerodrome Master Plan and Feasibility Study
Future TSP requirements applicable to Gympie Aerodrome will need to be established by the airport operator through a risk assessment process having regard to the applicable airport category. Common requirements include establishing airside and landside areas, security restricted areas and special event zones. Other issues include considering the triggers for the screening of passengers and checked baggage for existing and future air transport services operating at Gympie. Based on the currently regulatory requirements it is highly unlikely that future passenger services of the scale likely at Gympie would require passenger or baggage screening. However, as with all regulatory responses, this is subject to change in response to the future security landscape and perceived levels of threat.
3.6
ENVIRONMENT AND HERITAGE PROTECTION
A review of national, state and local significance was undertaken with relevant parts discussed below. Environment Protection and Biodiversity Conservation Act 1999 The Environment Protection and Biodiversity Conservation Act 1999 (EPBC Act) is the Australian Government’s central piece of environmental legislation. It provides a legal framework to protect and manage nationally and internationally important flora, fauna, ecological communities and heritage places, which are collectively defined in the EPBC Act as matters of national environmental significance (MNES). These include World Heritage properties, National Heritage properties, wetlands of international importance, nationally threatened species and ecological communities, migratory species and Commonwealth marine areas. Using the protected matters search tool the Gympie Aerodrome Precinct does not have any MNES or other matters protected by the EPBC Act. Aboriginal Cultural Heritage Act 2003 The Aboriginal Cultural Heritage Act 2003 is the Queensland’s recognition, protection and conservation of Aboriginal cultural heritage. It identifies aboriginal cultural heritage as anything that is a significant Aboriginal area or object in Queensland and evidence of archaeological or historic significance of Aboriginal occupation of an area. It provides for the protection of Aboriginal cultural heritage, collection and management of information, study guidelines, recordings and cultural heritage management plans. Torres Strait Islander Cultural Heritage Act 2003 The Torres Strait Islander Cultural Heritage Act 2003 is to make provision through effective recognition, protection and conservation for Torres Strait Islander cultural heritage. The Act covers ownership, custodianship and possession, protection, native title parties, Torres Strait Islander parties and Torres Strait Islander Cultural Heritage bodies, the collection and management of information as well as cultural heritage management plans.
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Gympie Aerodrome Master Plan and Feasibility Study
Queensland State Planning Policy The SPP identifies state interests under five themes one of which is environment and heritage addressing biodiversity, coastal environment, cultural heritage and water quality. The SPP Interactive Mapping System takes into account state interests listed under the SPP reflecting the latest information and relevant government policy and legislation. The tool lists matters of state environmental significance (MSES). A review of the local, Regional and SPP planning documents and using the mapping tool indicates the following for the Gympie Aerodrome Precinct:
Biodiversity – there are two regulated vegetation (intersecting a watercourse) running north south through the Aerodrome Precinct. The Mary River that is adjacent the northern boundary of the precinct is listed as MSES for high ecological value waters (watercourse and wetlands).
Coastal Environment – there are no coast management districts in the Aerodrome Precinct.
Cultural Heritage – there are no development assessment (DA) requirements for this State Interest.
Water Quality – the Aerodrome Precinct is in the Climatic regions for stormwater management design objectives.
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Gympie Aerodrome Master Plan and Feasibility Study
4.0
STAKEHOLDER CONSULTATION
REHBEIN Airport Consulting conducted stakeholder consultation sessions in cooperation and under the guidance of Gympie Regional Council.
4.1
CONSULTATION PROCESS
The Master Plan has been prepared in close consultation with key stakeholders representing the aerodrome community, Council, and surrounding landowners through:
An inception visit with Council staff;
An initial stakeholder engagement session, undertaken on site for preliminary ideas gathering through semi-structure group and one-on-one discussions;
A site inspection; and
A listening post session for stakeholder and user consultation on the draft Vision and Direction and Preliminary Aerodrome Plans.
4.1.1
STAKEHOLDER SESSIONS
Stakeholder sessions were held on the 15th and 16th of September 2016 at the Gympie Regional Council office and the Gympie Aero Club at the aerodrome. Council invited all tenants and adjacent land owners in two sessions, a group semi structured discussion and one-on-one sessions. The Council discussion was attended by one Council staff, the CEO and two councillors. The adjacent landowners’ session was attended by ten landowners. The tenants’ session was well attended with 19 airport tenants/users. The one-on-one sessions were held in 15 minute intervals completing 11 sessions. In addition to the sessions five written statements were submitted in absence/addition of attending sessions. A listening post was held on the draft Preliminary Plans and vision and directions on 20 March 2017. Council Feedback has been provided throughout and since the sessions have taken place both internal and external to Council.
4.2
FEEDBACK SUMMARY
All issues and stakeholder expectations during the consultation were thoroughly established to inform the Master Plan. Overwhelmingly, stakeholders spoke to their objection to helicopter training at the aerodrome. Becker Helicopters, specifically, was repeatedly raised across all stakeholder groups as not wanted at the Gympie Aerodrome. Stakeholders were concerned with the incessant activity, non-compliance with the local rules such as time of day, remaining at the south end of the airport and consideration of other activities and residents in the area. Discussion was largely focussed on concerns with the safety of mix of operational activities, particularly helicopter training and how it interacts with recreational aircraft, training and private fliers coupled with lack of communication between aircraft and line of sight from end to end on the main runway. Following
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Gympie Aerodrome Master Plan and Feasibility Study
concerns with helicopters and the mix of activity was the infrastructure requirements that could improve safety of operations by separating aircraft movements such as a parallel taxiway to address line of sight issues and backtracking which at times causes traffic congestion. Generally, the aviation community that is tenants, community members’ and adjoining landowners are satisfied with the aerodrome and its current status. Members are operating successful businesses and generally pleased with Council’s involvement and progress. However, a number of key themes emerged from the stakeholder consultation identified below. Theme: Noise 14 of the 21 submissions received from the draft Preliminary Plans have requested Council put a ban on helicopter flight training particularly noting Becker Helicopters.
Helicopter activity from surrounding land owners is a major concern. The majority of surrounding private land owners and other users of fixed and glider pilots do not want any helicopter training using the site. This was discussed largely in relation to Becker Helicopters.
Concern over livestock, amenity, noise, hours of operation, night training, flashing lights, hovering over/close to houses. Statements were made that up to eight helicopters practicing circuits one after the other is not uncommon. Comments were put forward that this activity devalues surrounding land, and that it is impacting on the health and well-being of residents due to incessant noise.
While a parallel taxiway was understood to improve aircraft manoeuvring on the aerodrome, Airpark residents expressed concern that it may impact on noise to the Airpark as aircraft will be taxiing closer to the Airpark residents.
Theme: Gympie Aerodrome Management
Stakeholders are seeking certainty that Council will remain owner/operator of the aerodrome.
A suggestion of regular operators meetings that tenants and community members can participate in in order to improved management and communication flow to and from Council.
Surrounding private land (particularly Airpark, and properties on the east side of the aerodrome boundary) want access agreements in place for certainty of access as they progress their own developments.
Stakeholders raised the importance of a community management statement.
Fees fairly applied to all users of the aerodrome. Leaseholders pay lease fees, airpark residents pay rates, users should also pay fees to contribute to the upkeep and maintenance of the aerodrome. Fees should be fair and reasonable (to not discourage weekend flyers) distributed equitably across all users. Agree with user pay. Suggestion of landing fees and access fees to capture non-leaseholders/itinerant users.
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Gympie Aerodrome Master Plan and Feasibility Study
Concern over costs associated with proposed preliminary plans (particularly taxiway) stakeholder would like to see, how will it be funded and how much increase in traffic will result.
Theme: Gympie Aerodrome Operations
Stakeholders expressed concerns about the mix of aviation operations (gliders, recreational flight training, helicopter training, airpark and itinerant users) at the aerodrome for safety reasons.
Glider operations involve winch towing and cable release which some stakeholders expressed as a safety concern to other aircraft.
Not all aircraft operators are using the radio use particularly gliders and training aircraft which is participating in incidents such as near misses and aircraft veering off the runway.
The gliding club raised contra-circuits to separate gliding traffic from powered aircraft.
Helicopter training could have a dedicated area for hovering and limited times of training. Possibly a helicopter landing site in addition to helicopter training pads.
It was raised that there are four helicopter operators interested in the aerodrome, stakeholders want plans to address an HLS and parking areas.
Vehicles and people are regularly moving airside causing an unsafe environment for aircraft. Specifically the current access to the gliding club has no control and vehicles/general public can drive up the west side of the runway while aircraft and gliders are in operations.
Some stakeholders believe it is not possible for all aviation activities to coexisting in a safe and cooperative environment – reiterating that helicopter training is the issue.
Theme: Gympie Aerodrome Infrastructure
Drainage was raised specifically at the south end of the main runway either side of the runway end and around hangar W.
Flooding occurs in the southern area of airport, should it be raised residents raised concern over where the water will go and flooding of neighbouring properties.
Access road on the west side of the aerodrome to access the Gliding club must be addressed. Currently, club members drive up the west side of the runway within the airside area.
Main apron area needs improved aircraft parking and movement areas particularly as aircraft movement are increasing.
Concern was raised about the viability of additional hangars from previous planning as to regulation distances in front of the existing row of hangars. Additional hangars are seen as needed.
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Currently aircraft backtrack on the main runway as there is no separate taxiway access which has a significant blind spot from the end to end due to the rise in the runway middle. A parallel taxiway was suggested for safety.
A parallel taxiway would allow controlled and compliant access points to surrounding privately owned land who are developing their land based on aerodrome access.
Aero Club wants to build an outside shade area south of clubhouse with a fixed roof and an additional hangar to the north. With development on the proposed extended site it may block of access to the opposite private block.
Long term aircraft parking – currently installed 100 m galvanised cable and permanent anchors on the flood plain can be recycled to proposed itinerant and long term aircraft parking. Aero Club was hoping to lease long term aircraft tie down spots that are currently in the flood plain.
Aero Club is willing to review its fuel location and possible re-location at Council’s cost. Club currently negotiating with fuel wholesalers to assist in better service (Avgas/Avtur).
Night lights on the main runway were raised by training organisations as beneficial to their business.
Instrument systems such as RNAV GNSS, NDB were raised as beneficial to training and an asset to the aerodrome in general for itinerant aircraft.
Gliding club wants a strip the full length of the main runway to winch launch.
No need for ‘Possible future airside’ as indicated in Preliminary Plans. This area could be used for gliding club access.
Terminal building needs upgrading as it is the entrance and face to the aerodrome and the region.
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Gympie Aerodrome Master Plan and Feasibility Study
5.0
STRATEGIC DIRECTION
To provide strategic guidance and to commence the identification of possible opportunities and demand for aeronautical and non-aeronautical-related services and development at the Gympie Aerodrome a detailed analysis of the aerodrome’s strengths, weaknesses opportunities and threats (SWOT) was conducted.
5.1
SWOT ANALYSIS
INTERNAL
Key input into this analysis is information gained during the initial stakeholder consultation, site visit, and review of existing information. This is a critical step in defining future aviation activity, as well as potential compatible aviation and non-aviation related commercial development around which the Master Plan is based and complements the views of other stakeholders. Strengths
Weaknesses
EXTERNAL
Opportunities
Threats
What works well at Gympie Aerodrome?
What is good about Gympie Aerodrome?
What is the main challenge at Gympie Aerodrome?
What are the issues with operating/basing at Gympie Aerodrome?
What are Gympie Aerodrome’s prospects?
What could help improve Gympie Aerodrome?
What is hindering Gympie Aerodrome from developing?
What is Gympie Aerodrome’s known threats of risk that may affect the aerodrome’s future?
The aim of the SWOT analysis is to provide a foundation on which to assess future opportunities and demand to feed into the forward Master Planning process. As a critical step in defining future aviation activity, as well as potential compatible aviation and non-aviation related commercial development, the SWOT analysis contributed to development of a Strategic Direction Statement and principles for the Master Plan. The key points identified during the SWOT analysis are indicated in Figure 3 below.
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Gympie Aerodrome Master Plan and Feasibility Study
Figure 3: SWOT Analysis STRENGTHS
WEAKNESSES
Close proximity to Gympie and with Sunshine Coast and Brisbane
Safety risk increases with more aircraft activity and the diverse mix of operations
Gympie is a non-controlled Common Traffic Advisory Frequency (CTAF) that allows aircraft to join the circuit and train
No definition of airside/landside results in safety risk to airport users
Town services, including accommodation, food, emergency services, houses, schools, health care
Surrounding freehold land makes it difficult to manage development and regulatory obligations
No public transport to Gympie town or aerodrome
Low operation and maintenance costs for low level of services, including no runway lights maintenance
Main runway not lit which is restrictive to night training and night use
Cheaper to operate businesses as compared to surrounding airports such as Sunshine Coast
No fees/charges to contribute to cost of maintenance
Recognised by Council as an important asset that needs to be maintained for the community
Aerodrome Landing Area with pilots responsibility for safety
Supportive business environment
Commercial opportunities due to limited plane size capacity and passenger numbers
Development space for additional hangars
Utility services available
Limited infrastructure and facilities into the future and improvements require user pay model
Increase number of aircraft movements assisting in increasing revenue
Potential noise impact through increase activity on surrounding residents – Airpark Surrounding freehold land adjacent to runway limits expansion capacity
OPPORTUNITIES
THREATS
Population growth leading to more aviation activity
Space for additional development hangars and parking area on apron
Infrastructure costs for improvements such as taxiway, draining works, apron areas
Security fencing to delineate landside/airside boundaries to increase safety and enable higher use of aerodrome
Community resistance to increase aerodrome activity particularly helicopter opportunities
Increasing costs to operate aerodrome and requiring more regulation
User pay to contribute to infrastructure improvements
More jobs with aerodrome business growth
Development constraints such as hangar area available
Economic development potential from more commercial facilities for Gympie Aerodrome
Land use pressures surrounding freehold land limits aerodrome management capability and access fees
New aerodrome museum and café
Registering Gympie Aerodrome to enable larger aircraft
Master Plan to guide aerodrome development
Infrastructure to lead development including roads, power and communications
Ref: B16269AR001Rev4
tourism
products,
including
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5.2
OPERATIONAL CONSTRAINTS
Aerodrome Registration Operational and management requirements associated with obtaining registered status will impose a requirement to appoint an aerodrome manager. Conversely, risks associated with increased use of the aerodrome may not be adequately addressed through continuation of the current ALA status whereby individual aircraft operators hold responsibility for the safety of their own operations. The costs of upgrading facilities to ensure compliance with the requirements for registered aerodromes are also likely to be significant. Obtaining funding to ensure these can occur at an appropriately early point in the development of the Aerodrome will be a critical success factor. Aircraft Noise The Gympie Aerodrome Precinct includes adjacent landholders living on rural lots. In addition to land use compatibility considerations with respect to current zoning, there is potential for community members to be affected by aircraft noise with increased aviation activity. Council is already receiving complaints about noise in particular helicopter noise that are training, hovering and operating at night.
5.3
DEVELOPMENT CONSTRAINTS
Aerodrome Standards The practicality of complying with aerodrome standards for the physical characteristics of aerodrome movement area facilities will be dependent on achieving the suitable balance between airside and landside development which represents a viable precinct. This may limit the size of aircraft which it is possible to accommodate, or the number of development lots which may be accommodated. Air Infrastructure Gympie Aerodrome to accommodate an increase in activity as well as the existing mix of general aviation activities will require additional infrastructure such as taxiway, improved communication, apron parking and manoeuvrability as well as road access outside of the airside areas to accommodate additional activity. Drainage is a key component to addressing infrastructure and accommodating additional development area. The cost and feasibility of infrastructure provision will determine viable staging and potentially the ultimate extent of development to ensure development costs can be aligned with economic return. Surrounding Land Gympie Aerodrome is constrained by the lack of land surrounding the Council owned land which includes the runways and the hangar area. All surrounding properties are in private ownership. Several of the surrounding freehold land owners intend on developing their land for aviation purposes with airport access as the distinguishing feature.
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5.4
GENERAL AVIATION TRENDS AND OPPORTUNITIES
There are a number of broad trends in the aviation industry nationally and globally which can be expected to influence the range of opportunities available for aviation businesses at Gympie Aerodrome. The key trends considered most relevant to Gympie Aerodrome are outlined in the following sub-sections. 5.4.1
GLOBAL AND NATIONAL TRENDS
Aircraft Maintenance With growth in the airline/training fleet airplane reliability will improve and maintenance check intervals will lengthen however the global need for technicians will remain strong. Despite trends for this activity to be undertaken outside Australia, the country retains a strong presence in the MRO sector. A number of regional ports have been successful in establishing and expanding maintenance facilities to serve regional aircraft markets, including the Regional Express maintenance facility and Wagga Wagga and QantasLink engineering base at Tamworth. However, these locations benefit from being on the network of the respective airlines and so ferry costs and down-time are minimised. Efficiency is the key to remaining competitive with offshore providers where labour costs may be substantially lower than in Australia. Residential Airparks Airparks provide direct access to airfields and runways alongside residential dwellings. The demand for hangar accommodation combined with residence is becoming increasingly popular in Australia and can, in general, be considered an important growth sector. There are however a number of factors which contribute to the success or otherwise of an airpark development, including resident demographics, facilities and safety standards. There are several successful airparks within Australia and these include the Whitsunday Aviation Village Estate, Gatton Airpark in Queensland, Yarrawonga in Victoria and Temora in New South Wales. The Whitsunday Aviation Village Estate and Temora Park incorporate residential and commercial precincts. The Gatton Airpark is residential only; however, the residents own the airpark. Airparks appeal to a certain demographic, which generally include: aviation enthusiasts, charter businesses and holiday-makers. Key motivations for choosing to live in an airpark include:
Sharing a common interest with like-minded people;
A ready availability of aviation infrastructure;
The high level of security and convenience provided; and
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Gympie Aerodrome Master Plan and Feasibility Study
Airport-related amenity issues, such as potential noise from aircraft, are understood and are expected by residents.
According to a study of airparks in the USA, the estates generally consist of people, aged over 50 who are semi-retired professionals, with significant assets and moderate to high disposable income. They also have time available to fly and maintain their own aircraft. This selective demographic may also be attracted to the investment potential of airparks because there are few parks and property values within them are high, relative to similar property. No such studies are available in relation to Australian airparks, although there is no reason to suggest the findings would be different. At a minimum, airparks must adhere to the relevant Civil Aviation Safety Authority (CASA) guidelines in relation to infrastructure, technical support and resident-use amenity. However, there is no requirement for airparks to be licensed – indeed this may well be perceived as an advantage by many residents due to the increased regulatory requirements associated with managing safety and security risks at aerodromes under CASA jurisdiction. Lot size differs and depends on the location of the airpark, but general lot size falls between 800m2 and 2,500m2. The price of lots also varies, depending on the location and the facilities offered on site and the surrounding areas. Uncontrolled and uncongested airspace is often a consideration among many potential airpark residents. The ability to incorporate both recreation and commercial facilities within an airpark also contributes to its success. These facilities may include businesses of the type currently established at Gympie Aerodrome such as scenic flying tours, charter flying, flight training and aircraft maintenance. For a variety of reasons, long-leasehold arrangements provide greater power to ensure users comply with safety, security and general behavioural requirements. However, to encourage the investment needed to achieve a quality development freehold tenure may be necessary. Sports and Recreational Aviation Although private flying generally has been stagnant over the last decade or more, a rapidly growing sector of general aviation is the sports and recreational sector. The main component of the sports and recreational aviation sector is ultralight aircraft. These aircraft are categorised differently by CASA. Compliance and pilot licensing requirements are much more attainable than a private pilot’s licence. These reduced qualifications mean that recreational pilots are not qualified to operate at controlled aerodromes such as Brisbane and Sunshine Coast and are attracted to smaller airports, whether as a base or destination. Proximity to major population centres means that the potential pool of recreational aviators is expanded. Helicopters The rotary-wing sector has been one of the fastest growing in Australia for much of the last decade. The sector is diverse, but is highly active in important areas such as emergency services (including
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Gympie Aerodrome Master Plan and Feasibility Study
air ambulance, firefighting, surf lifesaving and police), search and rescue, agricultural, charter and pleasure flights. The industry requires a support and service network covering all of the same requirements as the fixed-wing sector including manufacture and assembly, maintenance, pilot training, and crew training and currency in specialist aspects such a winching and rappelling and night vision operations. Helicopters are particularly versatile in the urban metropolitan environment offering good opportunities to service requirements such as crew training and maintenance. Commercial Pilot Training The expected growth in global air travel demand is fuelling demand for unprecedented expansion of the airline fleet. Boeing forecasts a need for over 39,600 airplanes over the next 20 years with approximately 38 per cent of all new airplanes being delivered to airlines based in the Asia region. Airbus suggests over 33,000 will be required by 2035 with over 32,000 passenger aircraft and 40 per cent of the demand needed for replacement and 60 per cent for growth. Boeing predicts the Asia Pacific region will lead the worldwide growth in demand for pilots estimating 248,000 commercial airline pilots will be required by 2035 while Airbus suggests 232,000 new pilots. Australia is well placed to provide airline personnel training, as a pioneer of aviation and an acknowledged global leader in many aspects of the industry. Generally favourable meteorological conditions and relatively uncongested airspace mean that pilot training in particular is served by a number of Australian-based providers already, with more seeking to enter the market. Flight training for commercial airlines is gravitating towards an academy model, focussed around high-intensity flying operations combined with intensive study. Academies generally seek to operate in the 100-200 students per year range to maximise efficiencies in what is becoming an extremely cost-competitive market. Such academies need easy access to international gateways for cadets, educational linkages to provide basic English skills, and airport facilities which are compatible with high-levels of training operations including large volumes of touch-and-go circuits. Ideally, such airports will be dedicated to flight training or at least prioritise this activity over other aviation uses. Cabin crew training also offers an opportunity although there is a lesser requirement for this to be undertaken outside of an airline’s home country. Nor is it essential that training facilities for cabin crew be located on-airport. Similar accessibility requirements apply as airlines seek to minimise the time spent training in what is a high-turnover industry where costs must be minimised. Aerospace Training & Education The aviation industry continues to face significant skills shortages in aircraft maintenance, repair and overhaul (MRO) sectors. This includes airframe, power plant and internal fit-out. The avionics field in particular is suffering from skills shortages as new technology rolls out across the general aviation fleet at an increasing rate. There is an urgent need to provide training and education in this sector, which has not to date been as responsive to the challenge as the pilot training sector has.
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Gympie Aerodrome Master Plan and Feasibility Study
However, a number of initiatives are beginning to emerge involving partnership between regional airports, aircraft maintenance providers and technical training institutions such as TAFE. Unmanned Aerial Vehicles One of the fastest growing sectors of the industry at present is the manufacture and operation of unmanned aerial vehicles (UAVs)10. UAVs have primarily been utilised in military or special operations, but are increasingly used in a growing number of civil roles generally involving aerial photography or surveillance of some kind. Accordingly UAVs come in a variety of sizes dependent on use, but are typically much smaller than piloted aircraft. Operationally, a great degree of care is required in operating UAVs in the vicinity of other aircraft, which results in obvious potential conflicts in close proximity to aerodromes. In the context of uncontrolled aerodromes like Gympie the risks are clear. It would be imperative that safety issues associated with UAV operation and interaction with piloted aircraft be appropriately managed. 5.4.2
GENERAL AVIATION TRENDS IN QUEENSLAND
The Bureau of Infrastructure, Transport and Regional Economics (BITRE) in their statistical report on General Aviation Activity 2013 identify general aviation to encompass charter, aerial work, training, private, business, agriculture and test and ferry activity. Aerial work includes survey and photography, pipe and power line patrol, mustering, search and rescue, ambulance, towing and other. General aviation is increasing generally across Australia where the two largest categories of activity was charter and aerial work with approximately 28 percent and 24 percent respectively of all general aviation hours flown in the country between 2003 and 2013. Training accounted for approximately 22 percent with private and business flying together representing an estimated 21 percent. In Australia as a total, test and ferry, aerial work, training and business showed an increase in 2013 with decreasing hours flown in agriculture, charter and private flying. Queensland general aviation measured by hours flown in 2013 accounts for approximately 25 percent of the total activity across Australia with the largest sector being aerial work (the majority of which is comprised of mustering and emergency services) second charter and third private and training11. Ultralight operations from 2003 – 2013 have steadily increased overall with Queensland accounting for the majority of the hours flown making up approximately 30 percent of the total across the country. The most common type of amateur built aircraft (CAO 95.55) aircraft used is the Jabiru12. Glider activity measured by hours flown and launches from 2004-2013 is a steady rate of hours flown with launches in a minor decline. Gliding activity in QLD is second to NSW (approximately 39 UAVs are commonly referred to as ‘drones’ and also known as unpiloted aerial vehicles or remotely piloted vehicles. BITRE Statistical Report General Aviation Activity 2013 12 BITRE Statistical Report General Aviation Activity 2013 10 11
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Gympie Aerodrome Master Plan and Feasibility Study
per cent) accounting for approximately 25 per cent of total activity with the most common used is paragliders13.
5.5
ECONOMIC + BUSINESS DEVELOPMENT OPPORTUNITIES
Gympie Regional Council is limited in its ability to develop land within the Aerodrome Precinct due to the majority of the land in private ownership. Whilst there are development opportunities they may exist in supporting the surrounding private land to progress their intended developments on the land and improving the development opportunities in the existing hangar area. Development opportunities for the hangar area exist in additional hangar space and potential for businesses. The land is serviced and with drainage improvements will open up the land in the southern area. Key drivers to supporting growth on the Aerodrome include the expected population growth, Councils view of supporting the aerodrome through the Economic Development Plan, uncontrolled airspace and low fees and charges. Helicopter training (Becker Helicopters) is an opportunity presented to Council. Whilst this is a business prospect for Council, aerodrome stakeholders and the community have been vocal and persistent in their objection to helicopter training at Gympie Aerodrome. 5.5.1
STAKEHOLDER LONG TERM VISION
Overall, stakeholder consultation revealed that users and surrounding residents enjoy the airport as a recreational based operation. They are not looking for major development and see the air infrastructure currently available as suitable into the future. The demands of the various small business owners on site are met with some small adjustments to infrastructure to improve their current operations. Stakeholders are aware that there is little room for expansion and that expansion is not a priority particularly in light of recognition that expansion typically results in major spending that which they do not require or invite. Long term visions in order of priority are:
No helicopter training within the aerodrome precinct;
Confirm owner/operator status of Council;
Drainage improvements to ensure productive use and development of land available in Councils ownership; and
Parallel taxiway to improve safety of operation and assist in managing the diversity of traffic.
13
BITRE Statistical Report General Aviation Activity 2013
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Gympie Aerodrome Master Plan and Feasibility Study
5.5.2
OPPORTUNITIES
The types of opportunities that are likely to include, but are not limited to:
Sports and recreational aviation;
Residential ‘airpark’ development, for permanent, long- or short-term occupancy (including within adjacent land);
Private itinerant aircraft;
Aircraft manufacturing, maintenance and refurbishment, both fixed- and rotary-wing;
Flying training;
Charter flights serving the business, leisure, tourism and other sectors;
Emergency services including aeromedical, search and rescue (SAR) and aerial firefighting;
Other aerial work including mustering, aerial survey and police/law enforcement activity;
Aircraft sales and leasing; and
Other supporting commercial endeavours such as café, museum or collaborative tourism opportunities.
5.6
STRATEGIC DIRECTION STATEMENT
The establishment of a clear strategic direction is fundamental to the subsequent development of appropriate concept layouts for infrastructure and land use. A vision and set of principles to guide the strategic direction of Gympie Aerodrome has been defined, based on:
Stakeholder consultation feedback, including group and one-on-one sessions with Gympie Aerodrome community and Gympie Regional Council;
Review of the regional economic context;
Gathering a comprehensive understanding of the current situation; and
Assessment of aviation industry trends and opportunities in relations to Gympie.
It is proposed that the Vision Statement of the Aerodrome is defined as: Vision Statement We are seen as a contemporary model in the provision of an Aeroplane Landing Area (ALA) aerodrome in Regional Australia.
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Gympie Aerodrome Master Plan and Feasibility Study
It is proposed that the Mission Statement of the Aerodrome is defined as: Mission Statement Gympie Regional Council will provide a high quality aerodrome facility in the safest and most cost-effective manner. Strategic Guiding Principles Key elements of the strategic direction needed to achieve this vision for the sustainable and cooperative mix of activities and development of Gympie Aerodrome are: 1.
To provide a safe operating environment for aircraft and visitors to the aerodrome.
2.
To encourage and support the development of business opportunities which complement Sunshine Coast Airport, Caloundra, Hervey Bay, Maryborough and Bundaberg
3.
Effective management and regular communication are fundamental to provide certainty to community members and Council.
4.
Future use and development is cooperative and respectful of surrounding land uses, while ensuring the safety of aerodrome facilities and operation.
5.
Aerodrome access should be available equitably and on terms that are fair and reasonable.
6.
The development plan is economically viable and commercially sustainable – enabling affordability for Council and value-for-money for a range of end users.
7.
The vision and strategic direction elements of the vision are to be reflected in the Master Plan. The Master Plan is an integral component in the future planning process, providing the framework around which the aerodrome and adjacent land use is proposed to develop.
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Gympie Aerodrome Master Plan and Feasibility Study
6.0
DEVELOPMENT CONCEPT
A consolidated development concept has been prepared taking into consideration Council’s objectives for this Master Plan and Feasibility Study, the key stakeholder feedback themes, and the vision and strategic direction which were developed from these. The development concept incorporates:
Aerodrome movement area facilities;
Aviation business development;
Stormwater management;
Aircraft access from adjacent land; and
Ground transport access.
These aspects are described further in the following sub-sections.
6.1
LAND USE PLAN
An overall land use plan combining the movement area facilities layout, hangar development area, glider facilities and a future airside precinct are represented in the Figure E at Appendix A. This Overall Concept Layout Plan represents the ultimate development of the airport and ensures provision is made for the most important future opportunities. The plan proposes airport facilities, a hangar development area, glider facilities and a future airside precinct as the most economically and operational safety advantageous uses of the available land area. Much of the land surrounding the runways is in private ownership so aircraft access points are designated to accommodate usage of the aerodrome facilities from the adjoining land. Use of these access points should be subject to a suitable agreement between Council and each landowner or tenant.
6.2
AERODROME MOVEMENT AREA FACILITIES
Establishing the primary aerodrome movement area infrastructure (runway system, taxiway network and apron areas) requirements to meet the identified vision is a key step in the preparation of the Master Plan. This involves determining the land, facilities and infrastructure required to accommodate the aspirations of stakeholders and the forecast level of aircraft movements. 6.2.1
AIRPORT PLANNING PARAMETERS
Appropriate planning parameters were set for Gympie Aerodrome movement area facilities through a detailed understanding of:
The vision and strategic direction established through a combination of Council’s objectives for the aerodrome and the stakeholder feedback;
General aviation trends and potential markets for different types of aircraft operations; and
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Gympie Aerodrome Master Plan and Feasibility Study
The opportunities and constraints on physical development at the aerodrome.
The key parameters are centred on the design aircraft characteristics and the international aerodrome reference code system. Aerodrome Reference Code The dimensions, shape and layout of basic aerodrome facilities such as Runway 14/32, taxiway and apron are essentially determined by the performance capability and size of aircraft that are intended to use them. The planning and design of these facilities therefore begins by identifying the most demanding or critical aircraft. In Australia, this is achieved by using a reference code system developed by the International Civil Aviation Organisation (ICAO). The reference code has two elements, a number and a letter, which are derived by grouping aircraft with similar performance capability and key physical dimensions. Thirteen aircraft groupings, each with a unique code number and letter combination such as 1A, 2B, 3C, and 4D have been identified. The objective is to plan individual facilities for critical aircraft likely to use them. General Aviation aircraft are normally planned for their specific critical aerodrome. For example, helicopters have different facilities to fixed wing aircraft facilities. Design Aircraft Characteristics Table 1 summarises the principal characteristics that relate to aeronautical facilities for each of the key aircraft type that may use Gympie Aerodrome in the future and consistent with the adopted vision statement. Table 1 includes aircraft types currently operating at Gympie, plus others typically operating in the South East Queensland area. Table 1: Aircraft Planning Characteristics MTOW (kg)
Typical Pax Capacity
Aerodrome Reference Code
600
1
1A
2.5
600
1
1A
2.1
975
3
1A
2.6
757
1
1A
2.8
1,202
3
1A
10.9
2.9
1,639
5
1A
11.2
3.0
1,814
5
1A
Gippsland GA8 Airvan
12.4
2.8
1,815
6
1A
Cessna 310
11.3
3.3
2,495
4
1A
Beech 58 Baron
11.5
3.0
2,495
6
1A
Aircraft Type
Wingspan (m)
Aeropup
8.2
Sportstar MAX
8.7
Piper PA-12
9.2
Cessna 150/152
10.2
Cessna 172/182
11.0
Cessna 206 Cessna 210
Tail Height (m)
Cessna 402
13.5
3.5
3,107
9
1A
Blanik L-13 Glider
16.2
1.9
500
1
1B
Cessna 441 Conquest
15.1
4.0
4,468
8-10
1B
Cessna 404 Titan
15.1
4.1
3,810
10
1B
Cessna 208 Caravan
15.9
4.6
3,629
9
1B
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Gympie Aerodrome Master Plan and Feasibility Study
Pilatus PC-12
16.2
4.3
4,740
9
Aerodrome Reference Code 1B
Beech Super King Air B200
16.6
4.4
5,670
9
1B
Beech Super King Air B350
17.7
4.4
6,804
11
2B
Hawker BeechJet 400
13.3
1.7
7,158
7
1A
Airtractor AT 802A
18.1
3.9
7,257
N/A
1B
Embraer EMB-110
15.3
4.9
5,670
18
2B
Cessna 550 / Citation II
15.8
6
6,033
10
2B
Beech 1900D
17.7
4.7
7,688
19
2B
Aircraft Type
Wingspan (m)
Tail Height (m)
MTOW (kg)
Typical Pax Capacity
Selected design aircraft types were determined through stakeholder consultation and research of existing general aviation aircraft operating in South East Queensland. For the purposes of this Master Plan, the likely aircraft types fall into three groups:
Code 1A aircraft would typically be operated by individual businesses, private and recreational pilots and include ultralights, Cessna 172, Cessna 402, Hawker BeechJet 400 and all similar aircraft; Code 1B/2B aircraft with a maximum wingspan of 18m are often used for sport and recreation aircraft used for skydiving including the 9 passenger Cessna 208 Caravan as well as regional charter, passenger transport and freight activities include Cessna 441 and Beech Super King Air 200 and all similar 8 – 20 passenger aircraft. With this group limited to a maximum wingspan of 18m it does not include typical aircraft used for air work, such as the Airtractor AT 802; and Code 2B/2C aeroplanes include commuter and regional turboprop aircraft up to 50-seats and some regional jet types. Code C aircraft currently do not use Gympie Aerodrome. This operation is not expected to occur in the life and of this Master Plan, and as such the ability to accommodate even smaller Code C aeroplanes is not planned for.
To ensure forward planning in terms of possibility in the future of the airport the design aircraft for the main runway, parallel taxiway and main apron area is Code 2B. The taxiways and taxilanes within the hangar development area that access hangar facilities are based on a design aircraft Code A. Rotary Wing In relation to helicopters, the design aircraft would be considered the AW139, which is a typical aeromedical retrieval aircraft in operation throughout Australia including EMQ and CareFlight in Queensland. Most aeromedical facilities are adopting this aircraft as the design helicopter and it is likely to set the envelope for any future aeromedical helicopters. Helicopter facilities are based on the maximum overall length/width dimension (whichever is greater) and the main rotor diameter.
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Gympie Aerodrome Master Plan and Feasibility Study
The AW139 has an overall length of 17m and a main rotor diameter of 14m, which are the key parameters relating to helicopter facility planning. The helicopter MTOW is 6,800 kg. Helicopters of this size would be expected to use Gympie aerodrome only very infrequently. The Bell 206B helicopter used by Becker Helicopters has an overall length of 12.1m and main rotor diameter of 10.2m. This compares well with the PolAir BO 105 helicopter fleet which has an overall length of 10.9m and main rotor diameter of 9.9m. Smaller helicopters commonly used for agricultural aerial work include the Robinson R22 which has an overall dimension of 8.8m and main rotor diameters of 7.7m respectively. Pavement Strength The strength of airfield pavements is classified in the ICAO Aircraft Classification Number/Pavement Classification Number (ACN/PCN) system. The ACN is calculated by the aircraft manufacturer for each aircraft, based on the potential effect of the aircraft on different types of pavement. The ACN is dependent on both the maximum weight of the aircraft and the number, type and configuration of the landing gear. The PCN is a number expressing the bearing strength of a pavement for unrestricted operations by aircraft with can value less than or equal to the PCN. The ACN/PCN also includes a component related to the tyre pressure of the main gear, which can often become the critical parameter in relation to pavement strength. However, the ACN is only determined when an aircraft has a maximum take-off weight greater than 5,700kg. Below this, pavements are generally unrated for strength, which is the case at Gympie Aerodrome. A formal evaluation of the pavement strength at Gympie Aerodrome would be needed to establish a proper understanding of its capacity to take larger aircraft. This would involve taking core samples to test the subgrade strength and identify composition. However, based on a visual inspection the runway is generally maintaining its shape, there is no cracking, rutting or stripping of the seal surface. In combination of the runway condition and the historical context it is expected that the main runway pavement is adequate to support operations by the design aircraft types. 6.2.2
RUNWAYS
The current runway length is considered adequate for the intended operations. While the length of Runway 14/32 is currently reduced due to damage from pervious flooding, this could be reinstated to full length once drainage issues have been attended to. There is little practical opportunity to extend either runway due to the surrounding constraints of topography and land availability. The runway width is 18m which meets the requirements for Code 1B runways in accordance with CASA MOS Part 139. Code 2B operations would require widening to a minimum of 23m. Runway Strip The current runway 14/32 strip width meets the minimum requirements for Code 2B runways and incorporates sufficient flexibility for instrument approaches or night time operations in the future. Ref: B16269AR001Rev4
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Gympie Aerodrome Master Plan and Feasibility Study
Whilst these are not considered essential it is recommended to retain a minimum runway strip width of 80m for Runway 14/32 and 60m for Runway 03/21. The current runway strip for Runway 14/32 is marked to include unserviceable pavement at the southern end due to flooding that has damaged the pavement. It was not determined if the pavement has been repaired and as such the area should be marked unserviceable with the adjusted (shortened) runway length to reflect the current marked runway length until such time as the original pavement is reinstated. It is also recommended that the runway strip markers are adjusted to a uniform width of 80m and aligned as far as possible on each side of the runway with a layout in accordance with CASA MOS Part 139 Section 8.2.2. Runway End Safety Areas A Runway End Safety Area (RESA) is required for regulated aerodromes subject to CASA MOS Part139, for all runways unless they are Code 1 or 2 non-instrument runways. RESAs are therefore not required at Gympie. 6.2.3
GLIDER STRIP
The Master Plan provides for a glider strip positioned to the west, parallel to and for the full length of Runway 14/32. The glider strip is 37.5m wide and is located 3m clear of any potential runway lights to allow for lighting to be installed on the main runway in the future. This will accommodate some separation with the powered aircraft traffic using the main runway although simultaneous operations will not be possible. The glider strip requirement is to conform to the powered aircraft runway strip existing grades and levels as per MOS Part 139 Section 6.7.5.1 (a) and must be maintained in accordance with the runway strip operating standards. Some re-grading of the area between the existing runway strip edge and the western perimeter of the movement area might be required to ensure this. Staging and costs are discussed in Section 7.0 of this report. 6.2.4
PARALLEL TAXIWAY
One of the main operational safety issues at Gympie Aerodrome relates to the lack of sight line between the southern and northern end of Runway 14/32. This reportedly has led to potential conflicts between aircraft backtracking on the runway and other runway users. Although cooperation and diligence in the use of radio calls is essential to manage this risk, ultimately the preferred means of mitigation would be to establish a parallel taxiway linking the main apron to the northern threshold of Runway 14. A concept layout for a parallel taxiway has been indicated in the Master Plan and includes the following features:
Separation distance of 52m from the Runway 14/32 centreline. This is the minimum required for Code 2B simultaneous runway/taxiway operations.
The taxiway has been located as close as allowable to the runway in order to minimise noise impacts from aircraft on the adjacent residential airpark lots. This also places the Ref: B16269AR001Rev4
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Gympie Aerodrome Master Plan and Feasibility Study
taxiway at a lower level whilst enabling a vertical profile which meets sight distance requirements on the taxiway and an acceptable grade for access to the taxiway from the adjacent land at the designated access point.
Taxiway sight distance requirements in accordance with CASA MOS Part 139 for Code A and Code B aircraft. Although as an ALA Gympie is not strictly required to adhere to these standards, given the nature of the risk this taxiway is intended to mitigate (lack of sight lines on the runway) it is recommended that the respective sight distance standards for the taxiway are adhered to as far as possible.
An intermediate connection to Runway 14/32 and aircraft turning area to assist with resolving any unanticipated conflicts which may arise between aircraft travelling in opposite directions on the taxiway. (This situation should be avoided generally by the establishment of a one-way or ‘race-track’ flow arrangement as standard procedure once the parallel taxiway is constructed).
To achieve these objectives, the parallel taxiway design will need to satisfy several competing geometric requirements. For the purposes of the Master Plan, the feasibility has been established to a reasonable level of confidence that a design meeting all of the requirements is possible. However, the assessment also indicated that the feasibility may be marginal and there may be a very limited number of alternative designs available to minimise costs. For this reason the parallel taxiway should be considered as a recommended development proposal subject to more detailed engineering feasibility following a preliminary design. 6.2.5
HELICOPTER FACILITIES
Consideration was given in the master plan development to the incorporation of specific dedicated helicopter facilities within the aerodrome movement area. Options for dedicated facilities which can operate independently of the runways are limited. Hover training is currently undertaken in areas adjacent to the runway strip, but this conflicts with other operations planned for hangar development. Helicopter hover training can continue to take place in the stormwater management area when this is not inundated. There is limited scope for the establishment of a marked aiming point in accordance with the required clearances as set out in CASA CAAP 92-2(2) which is separate from the runways. Therefore, helicopters wishing to land or take-off at Gympie will continue to use the runway or the intersection of the taxiways for this purpose. 6.2.6
APRON AND AIRCRAFT PARKING AREAS
Provision is made for a single free-moving (power in/power out) parking position for aircraft up to 18m wingspan, in front of the terminal. This would be suitable for aeromedical users such as RFDS, as well as possible itinerant charter operators.
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Gympie Aerodrome Master Plan and Feasibility Study
A possible second free-moving parking position could be provided, subject to the relocation of the fuel facility and expansion of the apron pavement. This position could accommodate all Code A (maximum 15m wingspan) aircraft. Several additional areas for aircraft tie-down parking for smaller aircraft have been identified on Figure F. 6.2.7
FUEL FACILITY
The current fuel facility is adequate for the current operations and its location is convenient for the Aero Club which operates the facility. However, in the long term this may prove to be a constraint on the expansion of the apron. Relocation of the fuel facility is proposed, as and when additional apron parking becomes necessary. The location proposed is to the south of the Pro Sky Aviation Hangar (Lease J). This location is accessible to all users and will reduce congestion on the apron area. Provision of a modest amount of additional sealed pavement will ensure all-weather taxi-up access without blocking the main taxiway. 6.2.8
WIND INDICATORS
The southern wind indicator will require relocating to accommodate the parallel taxiway. A position south of the main taxiway has been identified as a suitable location for the wind indicator which would also accommodate an associated signal area. The northern wind indicator may require relocating to accommodate the OLS associated with the glider strip. This should be checked with reference to Figure I prior to marking the glider strip width.
6.3
HANGAR DEVELOPMENT
The hangar development area is suitable for the development of additional hangars and other aviation related development in the southwest quadrant of the aerodrome. However, there are some considerations with respect to stormwater drainage and the feasibility of developing sites suitable for hangars and aircraft access which result from the topography in this area. The hangar development proposals shown on Figure F at Appendix A take these factors into account. 6.3.1
TAXILANE ACCESS
The existing aircraft access to the hangars is not well defined. The Master Plan shows the minimum clearances that should be applied to taxilanes for Code A aeroplanes. It is recommended that these clearances be preserved by some form of visual treatment on the ground so that there is a clear distinction between the common land for access and the area external to each lease lot. 6.3.2
STORMWATER MANAGEMENT
During rain events a lack of formal drainage in the hangar area leads to inundation of the southern part of the site. This reportedly is beginning to affect the access to Sunshine Coast Flight Training (Lease AE). The development of additional hangar lots to the site of the existing development Ref: B16269AR001Rev4
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Gympie Aerodrome Master Plan and Feasibility Study
therefore requires some management of the stormwater drainage to ensure overland flows are directed appropriately. The Master Plan makes allowance for an open unlined drain adjacent to the boundary fence along Lobwein Road to which flows may be directed. If necessary to achieve this, some grated inlet pits could be installed in the taxilanes. 6.3.3
ADDITIONAL HANGAR LEASE LOTS
Some additional hangar lease lots would be possible to the south of the existing development. The exact number and size would be dependent on the economic feasibility of generating a suitable earthworks platform. Some fill could be obtained from the stormwater management works, but additional material might be required depending on the volume and suitability of fill available on site. For the purposes of the master plan up to 12 additional lease lots nominally 20m wide and 30m deep have been identified. This size is suitable for a hangar to accommodate 1-2 Code A aeroplanes plus room to park aircraft within the lot clear of the taxilane clearance width. A larger site is available at the end of the taxilane between Lease AE (Sunshine Coast Flight Training) and Lease K. 6.3.4
VEHICLE ACCESS
While the existing hangars do not have separate vehicle access, provision is made for the new lots generally to have landside access for road vehicles wherever practical. 6.3.5
LANDSIDE DEVELOPMENT
Other aviation related development, including aviation support businesses which might not require hangar space or direct airside access, as well as non-aviation business opportunities, are catered for in the western corner either side of the entrance to hangar development area. The land can be allocated or subdivided accordingly to any prospective leases. The allocation of this land takes into account the necessary safeguarding of land for aeronautical operations together with potential synergies that might result from the proximity of non-aeronautical businesses to the airport operation.
6.4
ROAD ACCESS
6.4.1
BRUCE HIGHWAY
Currently, access to the Gympie Aerodrome is off the Bruce Highway via Lobwein Road. At the time of this Master Plan writing a 62km upgrade and realignment of the Bruce Highway between Cooroy to Curra, is underway. This project involves a bypass of Gympie realigning the highway further to the east of its existing position. Section C: Traveston to Woondum of this upgrade positions the new Bruce Highway east of the aerodrome without a direct access to Lobwein Road. Access will still be possible from the old Ref: B16269AR001Rev4
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Bruce Highway, with connection to the new highway at Traveston interchange to the south. Road access to and from Gympie will remain via the Old Bruce Highway until Section D: Woondum to Curra of the highway upgrade is complete. Details are not available at the time of writing regarding connection to the old Bruce Highway at Woondum or further north. 6.4.2
MAIN AIRPORT ENTRANCE
The entrance to the Aerodrome will remain in its existing location; with access from Gympie will also remain the same on the Old Bruce Highway. Travellers’ from the south will need to access via the Old Bruce Highway in the same way as current. To establish an entrance, landscaping and signage to provide an identity for the facility in accordance with Council’s current corporate styling, Council indicated that Lot 17 could be assumed as illustrated on Figure F at Appendix A. 6.4.3
ACCESS TO GLIDING CLUB
Provision of road access to the gliding club facilities which does not traverse the airside area would be preferable to the existing arrangement which clearly removes vehicles moving airside. This will require the construction of a new section of road as shown on Figure E at Appendix A. Until such time as this road is constructed, provision is made for a formal access track running within the Council freehold aerodrome land, which should fenced or otherwise delineated from the aerodrome movement area to make clear where it is safe for vehicles to drive.
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7.0
STAGING AND IMPLEMENTATION PLAN
7.1
DEVELOPMENT STAGING
Development should occur in logical sequential stages to achieve the Master Plan vision in an economical manner. Timing of developments is generally linked to demand triggers, however in relation to Gympie the key elements in the development concept are required to improve operational safety or facilitate growth rather than to respond to demand. Development staging has therefore been identified in terms of short, medium and long term requirements and in light of Council’s recent approval of funding for infrastructure for the purposes of this Master Plan and Feasibility Study. Table 2 summarises the staging elements as directed by Council. Short-term development items are those which have been identified by Council as the most urgent in order to address operational or safety considerations, and to ensure growth is not constrained in the immediate future through a lack of infrastructure. Medium and longer-term development and timing is to a large extent dependent on market uptake and funding availability/success. A staged approach is therefore provided to accommodate for availability of funds and to balance making lots available to attract new leases with costs for maximum result. These items are presented in an approximate order of priority within each stage and illustrated on Figure G at Appendix A.
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Table 2: Development Staging Item
SHORT TERM (1-2 YEARS)
STAGE 1
Glider Strip & Access Track 1A
Description Minor regrading of existing runway strip and the additional width required to the west. Provide markers to delineate the strip. Provide a formal road vehicle access track with appropriate delineation from the airfield operations.
Parallel Taxiway (North)
Bulk earthworks for taxiway and taxiway strip to MOS Part 139 grades between main taxiway and Runway 14 threshold
Parallel Taxiway (South)
Bulk earthworks for taxiway and taxiway strip to MOS Part 139 grades between main taxiway and Runway 32 threshold. Open unlined drain to eastern boundary of hangar area.
1B
Stormwater Management
Temporary detention basin Inlet pits and piped drainage to taxilanes (if essential)
MEDIUM TERM (3-9 YEARS) LONG TERM (10+ YEARS)
STAGE 3
STAGE 2
1C
7.1.1
2A
2B
2C
3
Hangar Lease Sites (Stage 1)
Apron Extension and Fuel Relocation
Hangar Lease Sites (Stage 2)
Parallel Taxiway Seal
Runway Upgrade
Earthworks platform for additional 7 airside lease sites and extension of taxilanes. Relocation of fuel facility Additional sealed apron for access to fuel Apron extension for additional aircraft parking Earthworks platform for additional 6 airside leas sites and extension of taxilanes. Full length seal to parallel taxiway surface Could be undertaken in sub-stages
Widening runway to 23m wide full length and reinstatement of full length. Re-seal of all runway pavement to extend life.
STAGE 1 DEVELOPMENT (SHORT TERM 1-2 YEARS)
Works to formalise the glider strip and road vehicle access to the gliding club facilities will assist with operational and safety management and are therefore recommended at the earliest opportunity. Drainage works which will open up southern hangar sites for development and assist in reinstating the full runway length are considered a high priority. However depending on cost and the availability of funds these works may be deferred, noting that additional airside lease sites (and hence revenue) are largely dependent on the drainage works being completed.
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7.1.2
STAGE 2 DEVELOPMENT (MEDIUM TERM 3-9 YEARS)
In general, it is anticipated that these developments will be triggered by demand and the apron expansion/fuel relocation might be brought forward. 7.1.3
STAGE 3 DEVELOPMENT (LONG TERM 10+ YEARS)
It is not anticipated that the runway upgrade will be required before 10 years; however, this should be monitored through safety and technical inspections.
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8.0
AERODROME SAFEGUARDING PLAN
8.1
THE NEED FOR SAFEGUARDING
Adequate protection of the basic capability to undertake aircraft operations in accordance with accepted safety standards and regulatory requirements, and in an efficient and economic manner, is imperative to the future realisation of aeronautical opportunities at Gympie Aerodrome. Operations at Gympie Aerodrome will require adequate safeguarding in order to develop the vision and objectives of the Master Plan. Airport safeguarding includes a number of elements that will be required throughout the planning and development processes. The safeguarding elements will be triggered by different activities and aircraft operations.
8.2
NATIONAL AIRPORTS SAFEGUARDING FRAMEWORK
The National Airports Safeguarding Framework (NASF) is a national land use planning framework that aims to:
Improve community amenity by minimising aircraft noise-sensitive developments near airports including through the use of additional noise metrics and improved noisedisclosure mechanisms; and
Improve safety outcomes by ensuring aviation safety requirements are recognised in land use planning decisions through guidelines being adopted by jurisdictions on various safetyrelated issues.
The NASF was developed by the National Airports Safeguarding Advisory Group (NASAG), comprising of Commonwealth, State and Territory Government planning and transport officials, the Australian Government Department of Defence, the Civil Aviation Safety Authority (CASA), Airservices Australia and the Australian Local Government Association (ALGA). NASF currently consists of a set of seven principles and seven guidelines, as follows: Principle 1: The safety, efficiency and operational integrity of airports should be protected by all governments, recognising their economic, defence and social significance
Guideline B: Managing the Risk of Building Generated Windshear and Turbulence at Airports
Principle 2: Airports, governments and local communities should share responsibility to ensure that airport planning is integrated with local and regional planning Principle 3: Governments at all levels should align land use planning and building requirements in the vicinity of airports Principle 4: Land use planning processes should
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Guideline A: Measures for Managing Impacts of Aircraft Noise
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Guideline C: Managing the Risk of Wildlife Strikes in the Vicinity of Airports Guideline D: Managing the Risk of Wind Turbine Farms as Physical Obstacles to Gympie Aerodrome Master Plan and Feasibility Study
balance and protect both airport/aviation operations and community safety and amenity expectations Principle 5: Governments will protect operational airspace around airports in the interests of both aviation and community safety Principle 6: Strategic and statutory planning frameworks should address aircraft noise by applying a comprehensive suite of noise measures
Principle 7: Airports should work with governments to provide comprehensive and understandable information to local communities on their operations concerning noise impacts and airspace requirements.
Air Navigation Guideline E: Managing the Risk of Distractions to Pilots from Lighting in the Vicinity of Airports Guideline F: Managing the Risk of Intrusions into the Protected Airspace of Airports. Guideline G: Protecting Aviation Facilities – Communication, Navigation and Surveillance (CNS)
The full NASF principles and guidelines can be found on the Department of Infrastructure and Regional Development’s website at: www.infrastructure.gov.au/aviation/environmental/airport_safeguarding/nasf
The NASF was agreed to by Commonwealth, State and Territory Ministers at the Standing Council on Transport and Infrastructure meeting on 18 May 2012. The agreement represents a collective commitment from governments to ensure that an appropriate balance is maintained between the social, economic and environmental needs of the community and the effective use of airport sites. NASF applies to all airports in Australia. At least one further NASF guidelines is understood to be under preparation by NASAG, to cover the application of Public Safety Zones which are intended to protect third parties from risk as a result of aircraft crashes. This aspect is however already covered in Queensland (as distinct from other States and Territories) through the Queensland State Planning Policy (SPP).
8.3
AIRSPACE PROTECTION
The safety, efficiency and regularity of aircraft operations require airspace to be largely free of obstacles which may make it unsuitable for the conduct of visual and instrument flights. At Gympie Aerodrome, where instrument flight rules operations are not planned, the relevant airspace protection surfaces are the Obstacle Limitation Surfaces (OLS). The Obstacle Limitation Surfaces (OLS) for an airport describe the airspace boundaries for flight in proximity to an airport which should be kept free of obstacles that may endanger aircraft operations in visual operations or during the visual stages of an instrument flight. The OLS components are defined in the International Civil Aviation Organization (ICAO) Annex 14 and in Chapter 7 of the CASA Manual of Standards (MOS) Part 139. Subject to aeronautical assessment, an obstacle may be permitted to penetrate the OLS without placing restrictions on the allowable operations, but will normally require it to be marked and/or lit to make it conspicuous to pilots. CASA may also impose operational limitations on aerodrome users in the presence of obstacles. To avoid any undesirable limitations on operations, it is recommended to ensure that obstacles are not permitted to penetrate the approach or departure areas.
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It is generally the responsibility of the aerodrome operator, to monitor surrounding airspace for obstacles and avoid penetrations of the OLS. These surfaces are illustrated in Figure H and I indicating the areas of the OLS relating to approach and take-off areas and the visual circuit area.
8.4
AIRCRAFT NOISE
The consideration of airport noise impact is an important factor in the development of individual Airport Master Plans. Understanding the potential noise impacts on surrounding land provides valuable information to government authorities for development planning and communication to neighbours. Concerns about aircraft noise were clearly raised by some community members during the consultation process for the development of this master plan. The Australian Noise Exposure Forecast (ANEF) system is one metric used for conveying the levels of aircraft noise exposure in the vicinity of airports. It is the only system which currently has statutory meaning for land use planning, through Australian Standard AS2021-2015, Acoustics: Aircraft Noise Intrusion – Building Siting and Construction. The Integrated Noise Model (INM), that which the ANEF utilises, is based upon elements such as aircraft type, movement, intensity and average distribution to produce contours of noise exposure levels. Such modelling is done to represent the future expected state of aircraft noise exposure in the vicinity of the airport. The ANEF can be prepared for a specific forecast year, or to represent the anticipated aircraft operations associated with the ultimate development of the airport. The ANEF contours underpin the overlay information in the Queensland Planning Provisions to assist in determining applications for the use or development of land. The ANEF zones taken from AS20212015 are used as a guide to the type of use or development the planning authority may consent to. However, ANEF contours do not capture the full spread of noise that may affect areas around an airport and can be difficult to translate in a meaningful way to the public. Governments recognise the need to consider a complementary suite of noise measures in conjunction with the ANEF system to better inform planners in strategic work and provide for a more comprehensive and communicable information on aircraft noise for communities. For planning purposes, a zone of influence around airports should be taken into account, depending on the amount of traffic at an airport. NASF Guideline A suggests approximation of the zone of influence to consider is:
Within 15 km of an international airport, major domestic airport or major military aerodrome;
Within 10 km of a domestic airport with regular scheduled public transport services; and
Within 5 km of any other type of aerodrome where an ANEF chart is unavailable.
An ANEF for Gympie Aerodrome is currently not available. As such, for the purposes of insight to provide guidance in addressing noise matters, an indication of the likely areas subject to audible
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aircraft noise illustrates for land use planning purposes the areas which should take potential consideration of airport activity. Figure J at Appendix A illustrates the likely extent of noise related land use restrictions in accordance with AS2021 and the indicated area within which consideration should be given to aircraft noise in accordance with NASF Guideline A.
8.5
WILDLIFE HAZARDS
Wildlife strikes and/or their avoidance can cause major damage to aircraft and a reduction in safety. The majority of aircraft collisions with wildlife occur near the airfield during take-off, landing and associated phases. They may cause damage that may impact on the pilot’s ability to manoeuvre the aircraft and are a leading cause of aircraft crashes The risk of a strike on or in the vicinity of an airport relates to the level and form of wildlife activity both within the boundary of an airport and in surrounding areas. Land use planning decisions and the way in which existing land use is managed in the vicinity of airports can, therefore, significantly influence the risk of wildlife hazards. Minimising the risk of wildlife strike requires careful consideration from a planning perspective to identify potential land uses that may attract birds or other wildlife. NASF Guideline C identifies land uses that have the potential to increase wildlife strike potential and provides guidance on buffer zones within which certain activities around airports should be controlled. Within these buffers it is recommended that some activities are excluded whilst others have monitoring and control measures. The buffer zones applicable to Gympie Aerodrome are indicated on Figure K.
8.6
LIGHTING RESTRICTIONS
Pilots are reliant on the specific patterns of aeronautical ground lights during bad weather and/or low light and night flying. These lights are the guidance tools that enable pilots to locate the airport, line up their aircraft with the runway, and land the aircraft at the appropriate part of the runway. Any other lights in the vicinity of the airport could either distract or cause the pilot to make incorrect decisions about the location of the aircraft to the airport. NASF Guideline E: Managing the Risk of Distractions to Pilots from Lighting in the Vicinity of Airports assists planning applications where significant lighting is involved. In addition the CASA can provide detailed advice and assessment. CASA has the powers under the Civil Aviation Act 1988 to regulate potential sources of distractions from lighting. Under Regulation 94 of the Civil Aviation Regulations 1988 (CAR 1988), CASA can require lights which may cause confusion, distraction or glare to pilots in the air, to be extinguished or modified. Lighting zones for Gympie Aerodrome are indicted on Figure L.
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8.7
PUBLIC SAFETY
Public safety zones are intended to limit the risks to third-parties as a result of potential aircraft crashes in the vicinity of airports, rather than to ensure levels of safety to aircraft occupants which are addressed through the civil aviation regulatory framework. Currently in Australia there is no clearly-defined national policy with regard to public safety zones at airports. Although the NASAG is currently considering the issue, the NASF does not currently include guidance on the protection of public safety zones at runway ends. In the absence of a finalised national approach to public safety around airports, planning authorities should consider existing approaches to public safety zones, associated safety principles and how these might be applied in taking a precautionary approach to the treatment of development and public risk around airport sites. Queensland is currently the only state which has adopted a policy which defines Public Safety Areas (PSAs) which are applicable to certain aerodromes considered to be of state significance. The Queensland Government has released planning guidelines for land uses at runway ends in its April 2016 State Planning Policy: State interest – strategic airports and aviation facilities. The Queensland SPP identifies ‘Public Safety Areas’ (PSAs) within which development should be restricted in order to protect the safety of both aircraft and passengers, and property and people on the ground in the event of an aircraft accident during landing or take-off. The PSA as defined by the Queensland SPP is trapezoidal with a base width of 350m at the runway end, a length of 1,000m and a final width of 250m. The dimensions of the PSA enclose an area where the risk per year, to a representative individual, resulting from an aircraft crash is estimated to be in of the order of 1 in 10,000 (10-4). They also partly enclose an area of individual risk of the order of 1 in 100,000 (10-5). Under the Queensland policy, a PSA is required at the end of a runway where:
Regular Public Transport (RPT) jet aircraft services are provided; or
Greater than 10,000 aircraft movements occur per year (excluding light aircraft movements14).
These criteria do not apply to either of the runways at Gympie Aerodrome. However, public safety areas which would be applicable to Runway 14/32 at Gympie Aerodrome are indicated in Figure M.
8.8
PLANNING TOOLS
The Department of Infrastructure, Local Government and Planning provides the Queensland Planning Provisions (QPP) as a state planning instrument under the Sustainable Planning Act 2009
14
Light aircraft are generally defined as those with a maximum take-off weight (MTOW) of less than 5,700kg.
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which provides consistency for the components of a planning scheme that are considered necessary for including. The QPPs provide for each local government to incorporate local content and variation to reflect the context of the local government’s area. The QPPs provide standardised:
Land use and administrative definitions;
Zones;
Structure for tables of assessment;
Overlays;
Infrastructure planning provisions; and
Assessment of codes and other administrative matters.
Tools available to consider within the Gympie Regional Council Planning Scheme for airport safeguarding include:
Zones represent a broad land use category that provides for a range of related uses in one single zone and can relate to specific land use characteristics;
Overlays indicate where a particular constraint may affect development providing specific criteria;
Precincts include map showing the location for specific areas in the local plan area.
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APPENDIX A MASTER PLAN FIGURES