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PreliminaryPreliminary Draft Draft Master Master Plan Plan Bankstown Introduction

Appendix D: Airspace Protection D Master Plan

Airspace protection

D1 OVERVIEW to broadcast their position in accordance with the Common Traffic Advisory Frequency (CTAF). During instrument fight The protection of the airspace surrounding is a critical rule (IFR) conditions, the TCU provides separation component of maintaining a safe operating environment for services for instrument arrivals and departures at Bankstown. both current traffic types and levels as well as for future traffic However, IFR traffic into and out of Bankstown Airport must types and levels. Consequently, it is necessary to restrict be managed in association with and sequenced relative to some types of development and land uses in the vicinity aircraft traffic at . of airports. This ensures that airspace required to facilitate aircraft operations remains obstacle-free and, as a result, The proximity of Bankstown Airport to Sydney Airport, contributes to the safety and efficiency of those operations. combined with the orientation of runways at these two airports, creates the potential for airspace conflicts under The following airspace protections applying to Bankstown certain combinations of conditions and flight operations. In Airport are discussed below: 1998, the Minister of Transport and Regional Development advised Airservices that Sydney • description of the regional airspace and operating operations should be given priority over those at Bankstown procedures; Airport, as well as other airports in the Sydney Region. Since that time, airspace and air traffic management procedures • prescribed airspace (OLS and PANS- OPS); have given precedence to accommodating traffic at Sydney Airport. • external lighting limitations; and

• stack and vent efflux limitations. Of the remaining airports in the Sydney Region, Camden Airport also operates under Class ’D’ Airspace Procedures, D2 REGIONAL AIRSPACE which are used to maintain traffic separation during the hours the control tower is in operation. When the control tower is D2.1 Overview closed, CTAF are in effect. RAAF Richmond has a control tower and CTR. In its south-east quadrant, the Richmond Airservices Australia is responsible for airspace management CTR abuts portions of the Sydney CTR. within the Sydney Region, as well as elsewhere in Australia. Airspace within the Sydney Region is dominated by the Airservices Australia has established a Lane of Entry (LOE) to Sydney Airport Control Zone (CTR) and the requirement the Bankstown CTR, which allows aircraft access to and from to efficiently manage the large volume of domestic and Bankstown Airport without needing to enter the Control Zones international aircraft movements into and out of that airport. surrounding either RAAF Richmond and Sydney Airport. The LOE is a corridor of airspace 8 to 10 NM in width and a ceiling The Sydney Airport Control Area (CTA) is comprised of a height of 2,000 to 2,500 feet. Additionally, the LOE may also series of controlled airspace blocks ascending in vertical steps be used by smaller aircraft wishing to transit from north of and extending out to a maximum radius of 45 nautical miles Sydney to areas south and south west of the city (NM) at its greatest dimension. Airservices Australia’s Sydney Terminal Control Unit (TCU) provides traffic management and There are six flying training areas within the Sydney Region. separation within the Sydney Airport CTA and CTR. Aircraft The areas are encompassed by a line extending from the takeoff and landing clearances as well as ground movements western boundary of the Bankstown CTR to the Richmond are handled by the Sydney Control Tower. CTR then to the Blue Mountains, Camden, and back to the Bankstown CTR. The training areas are designated (Class G) The Bankstown Airport CTR extends 3 NM from the airport, uncontrolled airspace which ex tends from the surface up to except where it would overlap the Sydney Airport CTR to the the base of the overlying CTA step at 4,500 feet. Bankstown east. To prevent overlapping CTRs, the Bankstown Control and Camden Airports are reported to be the predominant Zone is truncated to approximately 2 NM from the Airport. source of flying training activity using this area. The ability of Bankstown and Sydney Airports to operate independently is predicated on the ability of aircraft using The Civil Aviation Safety Authority is undertaking a review of Bankstown to remain within the Airport’s CTR and to not the Sydney Region airspace to ensure the safest and most infringe on Sydney Airport’s airspace. efficient of the airspace is being used. The study is expected to be completed in the second quarter of 2014. Regional Under visual flight rule (VFR) conditions, when the Air Traffic airspace allocations within the Sydney Airport CTR are shown Control Tower (ATCT) is in operation, all aircraft operating at in Figure D1. Bankstown Airport are required to follow Class ‘D’ Airspace Procedures. When the ATCT is closed, pilots are required

Appendix D Master Plan Bankstown Airport

D3 LOCAL AIRSPACE AND AIR TRAFFIC Essentially, Bankstown Airport’s three parallel runways operate CONTROL as a single entity. Under visual conditions, the outer runways are operated simultaneously with contra-rotating circuits. One D3.1 Local airspace , typically Runway 11L/29R, provides for arrival and departures while the other runway, Runway 11R/29L, is used As discussed above, Bankstown Airport operates under Class for circuit training or ‘touch and go’ operations. D Airspaces Procedures with a vertical limit of 1,500 feet and a nominal radius of 3 NM. To avoid overlapping CTRs, the Circuit training, which involves repetitious operations, is Bankstown CTR is truncated to 2 NM where it abuts the Sydney directed to runway 11R/29L for noise abatement reasons. International Airport CTR. Flight procedures at Bankstown This allows the aircraft to fly primarily over open space and are normally conducted so as to avoid aircraft entry into the commercial/industrial properties. Arrivals and departures are Sydney International CTR unless specific clearances have managed on Runway 11L/29R with aircraft departing from or been received to do so from the Sydney TCU. joining circuits to the north of the Airport.

When the Bankstown CTR is active, i.e. when the ATCT is in Circuits are conducted at 1,000 feet. Aircraft departing operation, aircraft are not authorised to enter the CTR without Bankstown Airport do so by extending the upwind, a clearance from the tower. crosswind or downwind leg of the circuit, tracking clear of the GA approach points and the associated inbound routes. There are two designated approach points and associated Departures from Runway 11 leave the CTR on climb to 1,500 routes identified in Airservices Australia’s En route Supplement feet, and departures from Runway 29 maintain 1,000 feet until Australia (ERSA) for Bankstown Airport: clear of the C TR.

• Prospect to the north-west, on a track of 136 When Runway 29 is in use, arriving aircraft enter the CTR at degrees M; and 1,500 feet and maintain this altitude until on the downwind leg of the circuit abeam the upwind end of the runway. • abeam the 2RN radio transmitter to the southwest, on a When Runway 11 is in use, aircraft arriving from Prospect track of 057 degrees M. or 2RN enter the CTR at 1,000 feet. This guarantees vertical As noted above, the LOE specifies vertical limits on operating separation of conflicting traffic. At night or in instrument altitude to ensure adequate aircraft separation from overlying conditions, all operations are confined to the central runway controlled and restricted airspace. When using the LOE, (Runway 11C/29C). pilots must operate VFR and comply with general flight rules regarding terrain clearance, and flights over populated and The current ATC Tower has been nominated for inclusion low-level restricted areas. on the Commonwealth Heritage List and subject to being included will be treated with the protocols applying to such As noted above, the area west of Bankstown Airport to the listing. Warragamba / and bounded by the Great Western and Hume Highways is a designated flying D3.3 Aviation approaches training area. All instrument approach procedures to Bankstown Airport are non-precision approaches. As a result, the minimum pilot Technologies such as area navigation (RNAV) using the Global decision heights are relatively high compared to precision Navigation Satellite System (GNSS) may eventually create instrument approaches. The lowest classification of precision long-term solutions by allowing curved approaches, which instrument approach is Category I, which provides a minimum could offer air traffic management procedures not presently decision height of 200 feet. available. In addition to the published non-precision approaches, there D3.2 Air traffic control is a Standard Arrival Routes (STARs) for Bankstown Airport. At Bankstown Airport, the ATCT operates generally from The Richmond Four Arrival is for aircraft arriving from the north 6:00am until 9:30pm Monday through Friday, and 6.00am to to north west. Standard Instrument Departure procedures 8.30pm Saturday and Sunday. Aircraft wishing to enter the (SIDs) are published for Bankstown runways 11C and 29C. Bankstown CTR must obtain a clearance from the tower prior to entry. Outside tower hours the CTR reverts to a CTAF.

Appendix D Bankstown Airport Master Plan

Figure D1 – Regional airspace BANKSTOWN AIRPORT Master Plan 2014 Date: May 2014 Master Plan Bankstown Airport

D3.4 Flight paths Surrounding the runway pavement is the Runway Strip. The Runway Strip is defined as an area including the runway and Flight paths were not required to be, and were not, depicted in stopway, if any, intended to reduce the risk of damage to the 2005 Master Plan. However, when the Airports Act 1996 aircraft running off the runway surface, and to protect aircraft was amended in May 2007, a new provision was added which flying over it during take - off or landing. The dimensions of the requires flight paths to be set in master plans (but not in a Runway Strip determine where the OLS surfaces begin and proposed variation to an existing Master Plan). See Appendix are defined based on the width of the runway pavement, type E. of aircraft using the runway and approach capability available.

D4 PRESCRIBED AIRSPACE The OLS for Bankstown Airport are depicted in Figure D2. The Airports Act 1996 requires the production of prescribed D4.2 PANS-OPS airspace plans for airports. Under the Airports (Protection of Airspace) Regulations, prescribed airspace is defined as The PANS OPS surfaces cover all current approaches based airspace above any part of the OLS or PANS-OPS surfaces, on conventional radar navigation aids at Bankstown Airport. whichever represents the lower airspace surface. Future procedures for the Airport have been considered and consequently, to preserve future options, GNSS RNAV The object of prescribed airspace is to ensure that the airport precision and non-precision approach surfaces have been is not adversely affected by the building of structures in the identified for protection. area used by arriving and departing aircraft. The prescribed airspace plan which represents the OLS and PANS-OPS Any precision approach will need to be determined by surfaces gives airport operators guidance in protecting critical Airservices Australia taking into consideration the interface surfaces that affect instrument approach minimum altitudes. with Sydney Airport airspace and the schedule, fleet mix and aircraft type of any future RPT operator. D4.1 Obstacle limitation surfaces The PANS- OPS surfaces for Bankstown Airport are presented The OLSs at Bankstown Airport are defined under the CASA in Figure D3. MOS Part 139 – , Section 7.3 and they are established in accordance with International Civil Aviation Organization (ICAO) specifications. The OLS comprise a series of imaginary planes surrounding an airport which must be kept free and clear of obstructions that could be hazardous to aircraft taking off or landing at the facility. The surfaces are intended to prevent development of airspace obstructions that could adversely impact air navigation or the usability of the facility. The height restrictions imposed by the OLS are determined based on the following factors:

• the intended use of the runway, i.e. for take - off, landing or both;

• the runway code as determined by the runway length and type of aircraft using the runway ; and

• type of approach, i.e. non-instrument, non- precision or precision instrument.

Extending off the end of each runway, the OLS standards define both a ‘take - off climb’ surface and an ‘approach surface’. Where take-offs and landings may occur in either direction along a runway, the more restrictive surface should be used in determining obstacle height restrictions.

Appendix D Bankstown Airport Master Plan

D4.3 Changes to the OLS and PANS-OPS D5 RESTRICTIONS TO EXTERNAL LIGHTING The proposed aviation development concept contained in this MP for the 2033/34 period is identical to the 2005 Master CASA provides airport operators with guidance on protecting Plan (for the 2024/30 period) except for retaining the NDB aircraft operations from adverse impacts resulting from approaches and take into consideration: ground lighting, particularly during the landing phase of flight. Furthermore, under Regulation 94 of the Civil Aviation • extension of the OLS for runway 11C/29C by 220 metres Regulations 1988 (CAR 1988), CASA has the authority to and widening of the runway strip from 150 metres to 300 require lights which may cause confusion, distraction or metres; glare to pilots in the air to be extinguished or modified. Pilot confusion or distraction may be the result of lighting colour, • flattening of the approach surfaces to reflect a Code 3 position, pattern or intensity of emission above the horizontal Category 1 precision approach; and plane. • changes to the transitional surfaces to reflect the 11C/29C Should the owner of property creating a lighting hazard fail runway extension and strip widening, and introduction of to take remedial action once they have been notified, CASA an outer horizontal surfaces associated with a Code 3 is authorised under the regulations to make modifications to Category 1 precision approach. remove the hazard at the property owner ’s expense. The existing PANS-OPS surfaces have been identified for each of the instrument procedures currently published by Airservices General guidance is provided for situations where lights are to Australia. The surfaces for the parallel runway complex were be installed within a 6 kilometres radius of the airport as lights also amended in the 2005 Master Plan to account for the within this area are considered most likely to fall under the future extension of Runway 11C/29C and the future use of a provisions of Regulation 94 of CAR 1988. Further guidance is precision approach. Existing NDB approach procedures have provided as to allowable light levels, as measured 3 degrees been retained for the future runway extension. Following some above the horizontal, in four zones surrounding the runway changes to the approach procedures the PANS-OPS will be and extending out a total distance of 4,500 metres from the revised in early 2015 and will be available on the Bankstown runway threshold. The zones become narrower and shorter Airport website. the closer to the runway threshold. The maximum allowable lighting intensity in each zone decreases the closer to the Airservices Australia has provided detailed current and runway. The most critical area is the inner zone (Zone A), future navigational system and air traffic control planning which extends 1000 metres beyond the runway threshold and and technical standards and critical zones/ siting criteria 300 metres to each side of the runway centre line. for developments and for the proposed runway extension. These are acknowledged and will be taken into account in the Potential conflicts or distractions caused by lighting colour are assessment of future developments through an aviation study. noted as independent from lighting intensity as some colours Airservices Australia will be consulted on developments that may cause confusion with airport lighting. may impact on navigational aids or other operational facilities. The requirement that obstacles/developments should remain Adverse impacts from ground lighting can often be associated at least 150 metres from any runway centre line will also be with outdoor advertising displays, sports field lighting and considered. street lighting. At present, no adverse impacts from ground light emissions are known to exist at Bankstown Airport. Lighting associated with future development in the airport vicinity should conform to the provisions of Regulation 94 of the CAR.

To assist developers, lighting designers and installation contractors on and in the vicinity of the Airport, BAL has prepared a plan highlighting maximum lighting intensities in areas surrounding Bankstown Airport (see Figure D4). External advertising, sports field floodlighting and street lighting are some of the more likely lighting sources requiring consideration. BAL will consult and liaise with Bankstown City Council and other Councils as appropriate, on the most appropriate control mechanism.

Appendix D Master Plan Bankstown Airport

BANKSTOWN AIRPORT Master Plan 2014 Figure D2 – Obstacle Limitation Surfaces Date: May 2014 Bankstown Airport Master Plan

BANKSTOWN AIRPORT Master Plan 2014 Figure D3 – PAN-OPS Date: May 2014 Master Plan Bankstown Airport

D6 STACK AND VENT EFFLUX

CASA has identified the need to assess the potential hazard to aviation where the vertical velocity from an exhaust plume may cause airframe damage and/or affect the handling characteristics of an aircraft in flight. This is especially critical during periods of high pilot workload or when the aircraft is being manoeuvred at low altitudes, particularly with flaps extended and/or gear down. Typically, this includes the initial take-off climb or approach to land, when the aircraft is near an airport.

In some cases, the high efflux temperature or vertical velocity may cause air disturbance at higher altitudes. If so, CASA also requires an assessment of the potential for the exhaust plume to affect the safe handling of aircraft in other phases of flight. The draft CASA Advisory Circular AC 139-05(1) November 2012 provides persons involved in the design, construction and operation of facilities with vertical exhaust plumes as well as proponents and stakeholders, with guidance for a standard method of determining the critical velocity of a plume and the process for assessing possible adverse impacts of plumes on aircraft operations near an airport. Plumes with a vertical velocity greater than 4.3 metres/second may may be a hazard to aircraft operations because of the velocity or location of the efflux.

Proponents of a facility to be located within 15 kilometres of an airport are to consult the airport operator if that facility includes a combustion source which generates an exhaust plume which has a vertical velocity greater than 4.3 metres/ second at the OLS.

Proponents of a facility are to provide CASA with an Application for an Operational Assessment if that facility includes a combustion source which generates an exhaust plume which has a vertical velocity greater than 4.3 metres/ second at exit. CASA assesses the impact of the plume and any mitigation measures necessary. Relevant legislation is Regulation 139.370 of CASR 1998.

The hazards addressed in the Advisory Circular are typically associated with industrial processes. At Bankstown Airport, there are no known sources of gas efflux or plumes that would constitute a hazard to aircraft operating at the Airport. The Airports Act 1996 also provides for protection of airspace against stack and vent efflux. BAL will consult and liaise with Bankstown City Council and other Councils as appropriate, on the most appropriate mechanism so that stack and vent efflux does not adversely impact on Airport operations.

Appendix D Bankstown Airport Master Plan

MAXIMUM INTENSITY OF LIGHT SOURCES MEASURES AT 3 DEGREES ABOVE THE HORIZONTAL

PRELIMINARY DRAFT Figure D4 – Maximum external lighting intensities BANKSTOWN AIRPORT Master PlanMASTER 2014 PLAN Figure 35: Maximum External Lighting Intensities 2014 Date: May 2014