Ayr Aerodrome Master Plan

Client: Burdekin Shire Council

Project Delivery Managers Pty Ltd PO Box 300 Deeragun QLD 4818 P: +61 7 4772 0402 | F: +61 7 4724 2603

Details

Prepared for: Burdekin Shire Council

145 Young Street Ayr QLD 4807

Prepared by: Project Delivery Managers Pty Ltd

Level 1 / 134 Charters Towers Road Hermit Park QLD 4812 (PO Box 300, Deeragun QLD 4818) ABN: 29 126 406 497

T +61 7 4772 0402 F +61 7 4724 2603

The information contained in this document produced by Project Delivery Managers Pty Ltd is solely for the use of the client identified on the cover sheet for the purposes for which it has been prepared. Project Delivery Managers Pty Ltd undertakes no duty to or accepts any responsibility to any third party who may rely upon this document.

Disclaimer

Whilst all care has been taken in the preparation of this Master Plan 2015 it should be noted:  That this document is for the use and development of the airport site with a focus on physical infrastructure and facilities.  It is based on a series of forecasts and assumptions and should not be used as a guideline for the preparation of a Business Plan or Marketing Plan for the Ayr Aerodrome.  It does not commit Burdekin Shire Council to any development.

All rights reserved. No part of this document may be reproduced, stored in or introduced into a retrieval system, or transmitted in any form, or by any means without the prior written permission of Project Delivery Managers Pty Ltd. Requests for permission should be directed to the Directors at Project Delivery Managers Pty Ltd.

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Quality Information

Document: Ayr Aerodrome – Master Plan

Date: 29th July, 2015

Prepared by: Joanne MacDonald Andrew Franzmann

Reviewed by: Jim Sullivan

Revision History

Authorisation Revision Revision Date Details Name / Position Signature

Stage 1 0 29th July, 2015 Jim Sullivan Issued to Client

Stage 1 1 4th August 2015 Issued to client Jim Sullivan for distribution to council

12th December, Draft Master 2 Jim Sullivan 2015 Plan

3 8th January, 2016 Master Plan Jim Sullivan

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Table of Contents

Executive Summary ...... 7 Key Points for Consideration / Discussion ...... 8 Spatial Plan ...... 12 Glossary ...... 14 Abbreviations ...... 14 1. Introduction ...... 15 1.1 Airport Overview ...... 15 1.2 Purpose and Objectives of the Master Plan ...... 17 1.3 Methodology and Consultation ...... 17 1.4 Report Structure ...... 19 2. Background Information ...... 20 2.1 Airport History ...... 20 2.2 Regional Context ...... 21 2.3 Socio-Economic Context ...... 21 2.4 Regulatory and Policy Context ...... 23 2.5 Previous and Current Master Plans ...... 24 2.6 Key Stakeholders ...... 24 3. Stage 1 – Situation Analysis ...... 25 3.1 Where are we now? ...... 25 3.1.1 Responsibilities of the Aerodrome Owner and Operator ...... 25 3.1.2 Ascertain if the operational facilities are being monitored to prevent deterioration...... 27 3.1.3 Current buildings and hangars within the aerodrome perimeter...... 31 3.1.4 Summary of land on the aerodrome ...... 40 3.1.5 Summary ...... 43 4. Stage 2 – Future Direction ...... 44 4.1 Where do we want to be? ...... 44 4.1.1 SWOT Analysis of Ayr Aerodrome ...... 44 4.1.2 Review of Operational and Maintenance Practices (Whole Life Perspective) ...... 45 4.1.3 Costs of Owning Aerodrome and Current Review Practices ...... 52 4.1.4 Potential Development ...... 54 4.1.5 Summary ...... 55 5. Stage 3 – Strategy Development ...... 56 5.1 How do we get there? ...... 56 5.1.1 Recommendations ...... 56

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5.1.1.1 Option 1 ...... 56 5.1.1.2 Option 2 ...... 57 5.1.1.2(a) - Isolate the entire area for 100% Aviation based facilities...... 57 5.1.1.2(b) – Combine a mix of Aviation Facilities and Light Industry ...... 57 6. Stage 4 – Implementation Plan ...... 60 6.1 How do we ensure arrival? ...... 60 6.1.1 Specific Actions ...... 60 6.1.2 Possible Funding Sources ...... 62

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Photos/Diagrams

Figure 1 - Location of Ayr Aerodrome in relation to Ayr and Brandon ...... 15 Figure 2 - Location of Ayr in relation to Townsville ...... 15 Figure 3 - Aerial View of Ayr Aerodrome ...... 16 Figure 4 - Ayr Aerodrome Runways ...... 16 Figure 5 – Master Plan Process ...... 19 Figure 6 - Ayr Aerodrome – 1971 ...... 20 Figure 7 – BSC Economic Development Strategy 2015 - 2020 ...... 20 Figure 8 – Categories of Aerodromes under CASR Part 139 ...... 20 Figure 9 - Geotechnical engineers are required to undertake an assessment of the pavement to determine the PCN ...... 27 Figure 10 - The Aircraft classification number (ACN) should be less than the pavement classification number (PCN) to ensure pavement is not damaged or compromised ... 28 Figure 11 - Runway 01/19 ...... 28 Figure 12 - Perimeter Fencing ...... 29 Figure 13 - Runway 01/19 lighting ...... 29 Figure 14 - Current Fuel Area ...... 30 Figure 15 - Current fuel area (continued)...... 30 Figure 16 - Carpark looking towards hangars (helicopter) ...... 32 Figure 17 - Training Hangars ...... 32 Figure 18 - Looking towards private hangars ...... 33 Figure 19 - Training Facilities ...... 33 Figure 20 - Training Facilities ...... 34 Figure 21 - Private hangars ...... 34 Figure 22 - Private hangars ...... 35 Figure 23 - Terminal ...... 35 Figure 24 - Private hangar and caravans ...... 36 Figure 25 - Fuelling Area / Crop Duster / Training and Terminal ...... 36 Figure 26 - End private hangars ...... 37 Figure 27 - Ayr Aerodrome Terminal Building ...... 37 Figure 28 - Helicopter hangar ...... 38 Figure 29 - Helicopter hangar ...... 38 Figure 30 - Council Supplied Master Plan of Current Hangars and Leases ...... 39 Figure 31 - Council supplied Perimeter and Land Area of Ayr Aerodrome ...... 41 Figure 32 - Flooding Levels at Ayr Aerodrome ...... 42 Figure 33 - SWOT Analysis Ayr Aerodrome ...... 42 Figure 34 – Example of bird strike damage ...... 46 Figure 35 – Fencing at Cooktown Airport ...... 47 Figure 36 – Fencing at Cooktown Airport ...... 47 Figure 37 – Bitumen spray seal being applied to pavement ...... 49 Figure 38 – Reseal of airport pavement ...... 50 Figure 39 – Asphalt rebuild in progress ...... 51

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Figure 40 – Runway Reseal Estimation of Costs ...... 53 Figure 41 – Obstacle Limitation Surfaces ...... 57 Figure 42 – Obstacle Limitation Surfaces Cross Section ...... 58 Figure 43 – Ayr Aerodrome Possible Development – Aviation Facilities / Light Industry Mix .. 58

Appendix

A Manual of Standards Part 139 – Aerodromes – Chapter 13 Standards for Aerodromes Intended for Small Aeroplanes

B Aerodrome Operating Procedures (Draft) – February 1966

C Aerodrome Inspection Checklist

D ACN and PCN classifications

E Operating Costs of Ayr Aerodrome (Financials)

F Ayr Aerodrome – Diagram of Possible Expansion Areas

G Aircraft Types and Classifications

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Executive Summary

Project Delivery Managers Pty Ltd was engaged by the Burdekin Shire Council in 2015 to develop an Airport Master Plan for the Ayr Aerodrome. The Master Plan is to set out a long-term framework for the development of all facilities within the airport site, to protect future development and maintain its primary role as an airport.

Aerodromes are complex facilities and experience has shown that the planning issues associated with these facilities requires the development of an appropriate master plan that enables the owner a clear direction for ongoing economic development in and around the aerodrome. The master plan should be reviewed regularly on a five year basis to facilitate the orderly and appropriate development of the aerodrome.

Aerodromes are essential public infrastructure that can generate significant social and economic benefits to communities, they require appropriate maintenance and investment with sound development and protection of their surrounds over the long term to realise these benefits and ensure their safe and efficient operation.

Key points relating to the economic and social contributions of airports are:  Aerodromes are capital intensive businesses, underpinned by their principal role as transport infrastructure providers. As such, they can be deeply linked into most economic activities, with these linkages increasingly driven by growth in leisure tourism and the regional expansion of strategic resource and agricultural needs.  Aerodrome infrastructure works are among the most expensive forms of commercial and civil construction.  Beyond their immediate economic footprint, aerodromes play an important social role in connecting individuals, families and communities with the rest of the country.  Aerodromes provide vital services to their communities, including the facilitation of time-sensitive freight deliveries, the Royal Flying Doctor Service, Care Flight, bush taxis, transfer of workers to employment centres and job sites and flying training.  There has been a declining trend in the number of regional airports with Regular Public Transport services over the last two decades in Australia.  In order to generate the financial resources necessary to keep their aerodrome facilities at a level that meets the demands of their community, aerodrome owners often find that maintenance of the asset requires them to diversify their activities into other non-aeronautical businesses, such as business parks to include commercial, retail and industrial accommodation for non-core aviation businesses.

Owning and operating an aerodrome requires significant skills and relatively significant amounts of money – particularly in the case of remote locations. Aerodromes are not passive assets but must be actively and expertly managed and operated.

Few people outside the aviation industry have a sound understanding of how an airport works and the fundamentals and adherence to standards that revolve within. Within local government it is imperative that Council recognise the degree to which specialist professional and technical skills are required to operate the aerodrome of which they are the custodian for the community and aviation users. The risks to Council and the public if an aerodrome is not operated at the requisite standards could be catastrophic, not only financially, but also in terms of loss of life.

Aerodromes require a high degree of management and maintenance to ensure operational capability for their primary role of providing landing, take-off and parking for aircraft.

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Key Points for Consideration / Discussion

Executive Summary – Page 7  Aerodrome infrastructure works are among the most expensive forms of commercial and civil construction.

 In order to generate the financial resources necessary to keep their aerodrome facilities at a level that meets the demands of their community, aerodrome owners often find that maintenance of the asset requires them to diversify their activities into other non-aeronautical businesses, such as business parks to include commercial, retail and industrial accommodation for non-core aviation businesses.

 Aerodromes provide vital services to their communities, including the facilitation of time-sensitive freight deliveries, the Royal Flying Doctor Service, Care Flight, bush taxis, transfer of workers to employment centres and job sites and flying training.

 It is imperative that Council recognise the degree to which specialist professional and technical skills are required to operate the aerodrome of which they are the custodian for the community and aviation users. The risks to Council and the public if an aerodrome is not operated at the requisite standards could be catastrophic, not only financially, but also in terms of loss of life.

 Aerodromes are complex facilities and experience has shown that the planning issues associated with these facilities requires the development of an appropriate master plan that enables the owner a clear direction for ongoing economic development in and around the aerodrome.

Introduction – Page 15  1.1 Airport Overview – Page 16 BSC is responsible for the safe and secure operation, maintenance, commercial development and planning functions of the aerodrome. It is the responsibility of the BSC to provide the essential requirements of an aerodrome operating in an environmentally responsible and sustainable manner.

Background Information – Page 20  2.1 Airport History – Page 20 In today’s security and safety conscious world, there should be separation of airside and landslide activities. Thus a fence and gated entrance is required.

 2.3 Socio-Economic Context – Page 22 At present the Ayr Aerodrome does not appear to play an integral role to the region in the context of industry activity. There are no commercial flights – only recreational usage

 2.6 Key Stakeholders – Page 24 An initial public meeting was held in June 2015 with stakeholders at the Ayr Aerodrome and those stakeholders were given a confidential questionnaire requesting any information from them in relation to their activities on the air field and what possible improvements they could advise on, in relation to business operations.

To date only four (4) responses have been received and the responses revolved around the following:  Persons interested in setting up a new business are finding it difficult to find information  80% of owners are Townsville residents  People looking at retirement options and perhaps purchasing more hangar area and more aircraft.

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Stage 1 – Situation Analysis – Page 25  3.1.1 Responsibilities of the Aerodrome Owner and Operator – Page 26 Burdekin Shire Council is the owner and operator of the Ayr Aerodrome asset and as such all liabilities are its’ responsibility. The BSC is responsible for the aerodrome operations, safety, and the general public access. Council must ensure that at all times the aerodrome complies with the minimum standards.

 An Operating Procedure Manual was created for the Ayr Aerodrome in 1996. Although the aerodrome is unregistered, good management practices would call for a yearly review of this manual to coincide with improvements and changes that have been conducted. It also requires regular documented inspections of the aerodrome and its facilities. This forms the minimal basis for advice to management and the councillors. This should be received monthly, biannually and annually with a documented inspection report at least once per year to council. A sample of the current inspection sheet used is located in Appendix C.

 The Ayr Aerodrome must be maintained at an acceptable standard as the runway and taxiways are the essential assets of the aerodrome.

 3.1.2 Ascertain if the operational facilities are being monitored to prevent deterioration – Page 27 to 30 The current status of the aerodrome’s facilities could not be conclusively determined as the Burdekin Shire Council could not produce evidence of inspections or records where staff and external specialists had conducted the necessary investigations and reporting as to the status of these key attributes.

It is difficult to assess the aerodrome’s fitness for purpose as the BSC does not maintain a record of the class of aircraft utilizing the facilities for takeoff and landing, and general parking. This report had to make certain assumptions that aircraft utilizing the facilities are not of a classification higher than the runway, taxiways and parking aprons.

The aerodrome is documented as having a pavement rating of PCN8/F/A/580(84psi)/U. Unfortunately this rating has been established on an unrated assessment. For all intent and purposes the runway could be a higher or lower rating and this can only be determined if the runway is inspected and analyzed by qualified geotechnical engineers.

A visual inspection of the aerodrome was undertaken during the initial stake holders meeting. The pavement appears to be in a good condition and the seal on the runway shows that this has been well maintained. The line marking is well visible with minimal aggregate deterioration.

The perimeter fencing at the Ayr Aerodrome appears to be intact and seems to be in good condition, however necessary maintenance is required Of concern is the current arrangement which allows various operators to utilize the aerodrome for a range of commercial activities. Safety standards and separation distance require review for storage of flammable and combustible liquids, with the existing placement of hangars, which offer a limited buffer zone in proximity to the main taxiway.

Fuel storage within these hangars compound safety concerns. It is noted there are no precautions in place to restrict positioning of, or access to, fuel containers - leading to fire and safety standards. Whilst fuel must be housed in a ventilated area, it must also be positioned away from any aircraft activity to avoid fire hazards. The fuelling area is close to aircraft activity and presents a fire hazard. It is recommended it be housed in a locked compound away from the general public, with relevant signage and fencing pertaining to safety and potential hazards.

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 3.1.4 Summary of land on the aerodrome – Page 40 Currently the leased agricultural areas are 59.11ha of this area. The current income form this lease is unable to be determined as income is not recorded separately for this lease.

Whilst the leasing of large areas of this land for agricultural purposes produces an income for the Council, it is a concern that with crops that are so close to the runways the associated problem of animals (including birds) encroaching onto the runway and airspace about the runway could be increased.

Flooding poses a number of risks to Council. If the development of hangars has been permitted below acceptable flood protection, is Council at risk should a current lease have equipment / planes affected by flooding.

Stage 2 – Future Direction – Page 44  4.1.1 SWOT Analysis of Ayr Aerodrome – Page 44

 4.1.2 Review of the Operational and Maintenance Practices (Whole Life Perspective) – Page 45 to 47 At present BSC are not undertaking any inspections and must do so. There is no documented evidence of reporting being completed. As a minimum, BSC should have an external qualified aerodrome inspector complete an independent audit annually.

The visual inspection of the aerodrome that was undertaken by PDM earlier this year showed that the pavement appeared to be in a good condition and the seal on the runway had been well maintained. However the runway was last re-sealed eight (8) years ago in 2007.

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 4.1.4 Potential Development – Page 54 and 55 Emerging investment and development opportunities revolve around sugar cane value adding, lifestyle business and industry, industrial manufacturing, biofuels and bio products, export services and transport and warehousing.

As tourism is a major part of the area’s sustainability, it may seem logical that an upgrade of the aerodrome’s facilities would have a beneficial symbiotic result for the BSC and tourism operators alike. As well as being a gateway for its own recreational resources, the Ayr Aerodrome offers a stepping stone between Townsville and the Whitsundays

There is also the potential for training and assessment operations such as flying schools to service the local and surrounding areas. Maintenance facilities and a helicopter flying school an expansion of such operations to include fixed wing aircraft, ultra-light aircraft and gliders are all possible options.

Non-aviation opportunities to be considered on landside of the aerodrome would include activities such as, but not limited to, warehousing and light industry. The land area available to non-aviation related businesses is large enough to allow effective use of facilities without impeding access to, or use of the aerodrome and its direct operations. The aerodrome has potential to be re-developed into a sustainable light industrial and storage facility that would complement, without compromising, its aviation operations.

 4.1.5 Summary – Page 55 In summary the aerodrome offers potential for expansion to house the following business operations:

1. Aviation All aviation activity would be concentrated airside of the aerodrome. Such activity could include, but not limited to: a) Aircraft Maintenance b) Training facilities

2. Non-Aviation This activity would be located landside of the aerodrome to utilise available land area and to avoid any impediment to aviators. Such activity could comprise, but not limited to: a) Light Industry b) Logistics and Warehousing

Stage 3 – Strategy Development – Page 56  5.1.1 How do we get there – Recommendations – Page 56 and 58 Option 1 Displace all the current developments that occupy area within the aerodrome ground and develop the area for complete industrial development. This option could involve the selling of the aerodrome in its entirety to an external investor.

Option 2 Protect the aerodrome with the following suggestions: a) Isolate the entire area for 100% aviation based facilities b) Combine a mix of aviation facilities and light industry.

Option 2(b) - The introduction of light industry can provide an income boost whilst maintaining the integrity of a valuable asset. Appendix F shows a diagram of the Ayr Aerodrome with possible areas that can be utilised for industry, aviation based industry, general aviation and helicopters.

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Stage 4 – Implementation Plan – Page 60  6.1.1 Specific Actions / Recommendations – Page 60 to 62 The following actions are suggested for implementation by the BSC.

1. BSC to decide if it will retain or dispose to the aerodrome

2. BSC need to commence discussions with possible light industries who would be willing to invest in the Ayr Aerodrome for economic development.

3. Directly engage with Townsville Airport General Aviation maintenance facilities with a view of moving their operations to the Ayr Aerodrome.

4. BSC should also consider the construction of a number of purpose built hangars to attract aviation based industry to the area.

5. Conduct a full survey of the land at the airport.

6. Engage a geotechnical engineer to undertake a full pavement assessment of the runway to establish PCN. This will then determine the types of aircraft that can be attracted to the aerodrome.

7. Construct a small fence to fully distinguish airside and landside areas.

8. Remove crop areas adjacent to the runway to minimise bird and animal strike.

9. BSC to ensure that current insurance policies cover hangars that are currently established.

10. Back fill of land around the terminal / hangar area before any future hangar development begins.

11. Make contact with the Environmental Protection Authority to ensure no wetland issues may arise within the flood zone areas of the aerodrome surrounds.

12. Create a project team which would include a manager, economist and consultant

13. Commit funds to undertake master plan recommendations for implementation with approval of costs.

14. Need to implement Commercial Management. One point of responsibility to ensure the charging tariffs and lease agreements are commercially viable.

Spatial Plan A Spatial Plan outlines a strategic direction that will help manage change and provide for growth to achieve the environmental and economic growth of the Ayr Aerodrome. The spatial plan reflects the community’s aspirations for the future of the aerodrome and its settings. The main purpose of this plan is to provide clear strategic directions for the development of the aerodrome over the next thirty (30) years and beyond but with the flexibility required to respond to changes. This spatial plan would typically provide the following key objectives.

Goals and Objectives

Objective 1 Sustain Employment Opportunities

Goal  Facilitate a prosperous aerodrome  Provide flexible opportunities and locations for establishing and growing businesses  Promote employment and training opportunities to retain young people

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 Position the Burdekin as regional leaders in agribusiness  Encourage diversification of the local aerodrome  Increase the diversification of industry  Invest in bio-industry within the aerodrome surrounds

Objective 2 Facilitate Good Travel Connections

Goal  Establish a more sustainable and responsive aircraft transport system  Maximise access to services to surrounding QLD  Minimise travel time and distance between country cities and surrounding areas  Utilise State and Federal agencies to enhance the transportation network  Encourage businesses to invest in the aerodrome  Support not only new investment but also the development and expansion of existing businesses  Enhance the transportation network as a whole

Objective 3 Maintain a Unique Sense of Self

Goal  Support Burdekin Shire as a welcoming and healthy environment that offers a high quality of liveability underpinned by a productive and diverse economy  Recognise the importance of cultural and natural heritage  Facilitate a high quality built aerodrome.  Protect the integrity of existing assets.  Maintain the economic vision of the Burdekin Shire

Objective 4 Respect the Natural Environment

Goal  Create and establish a transport system that minimises resource consumption, including water and energy use  Establish a balance between the management of ongoing developments with achieving positive environmental outcomes  Maintain air quality and noise quality

Objective 5 Secure Fiscal Responsibility

Goal  Facilitate the provision of physical, social and cultural infrastructure in a coordinated and cost effective manner  Ensure that Council’s financial position is positively and effectively managed  Undertake regulatory responsibilities in accordance with State, Federal and CASA regulations.  Ensure Ayr Aerodrome becomes a stand-alone income positive business for the Council

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Glossary

Aerodrome / Airport A defined area on land or water (including and buildings, installations and equipment) intended to be used either wholly or in part for the arrival, departure and surface movement of aircraft.

Aircraft / Aeroplane Any machine that can derive support in the atmosphere from the reactions of the air other than the reactions of the air against the earth’s surface.

Aircraft Operator A person, organisation or enterprise engaged in, or offering to engage in, aircraft operation.

Airport Operator The airport operator is the person(s) or organisation whose name appears on the licence document.

Apron The part of an airport used:  For the purpose of enabling passengers to board, or disembark from aircraft.  For loading cargo onto, or unloading cargo from, aircraft  For refuelling, parking or carrying out maintenance on aircraft.

Aviation Security A combination of measures and human and material resources intended to safeguard civil aviation against acts of unlawful interference.

Categorised Airport An airport that has been identified by the Department of Infrastructure and Transport as being an airport requiring the implementation of specific aviation security measures and Airport Security Program.

Abbreviations

BSC Burdekin Shire Council CASA Civil Aviation Safety Authority CASR Civil Aviation Safety Regulations DMP Draft Master Plan EMP Environmental Management Program GA General Aviation IFR Instrument Flight Rules MOS Manual of Standards PCN Pavement Classification Number PDM Project Delivery Managers Pty Ltd Qld Queensland RPT Regular Public Transport VFR Visual Flight Rules

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1. Introduction 1.1 Airport Overview The Ayr Aerodrome is located approximately ten (10) kilometres north of the Township of Ayr and five (5) kilometres north of the township of Brandon, west of the Bruce Highway along Five Ways Road and Aerodrome Road. The township of Ayr is approximately eighty (80) kilometres south from the city of Townsville along the Bruce Highway. See figures 1 and 2 for locality details.

Figure 1 - Location of Ayr Aerodrome in relation to Ayr and Brandon

Figure 2 - Location of Ayr in relation to Townsville

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The aerodrome has two runways which cater for small to medium aircraft. The main runway 01/19 is sealed bitumen and 1,462 metres in length. The secondary runway 11/29 is grass and is 1,127 in length. Solar lighting is available on 01/19 only. Figures 3 and 4 provide an aerial view of the aerodrome. The aerodrome has a PCN of eight and the maximum tyre pressure allowed is limited to 73psi. The surrounding areas are crops and cane farms. Smaller airstrips can be located at the nearby towns of Home Hill, Clare, Millaroo and Dalbeg.

Figure 3 - Aerial View of Ayr Aerodrome

The aerodrome is owned and operated by the BSC who are responsible for the aerodrome facilities - this includes the terminal building, carpark, all internal access roads, runways, taxiways and aprons, visual aids and all serviced land at the aerodrome. BSC is responsible for the safe and secure operation, maintenance, commercial development and strategic planning functions of the aerodrome. BSC also manages the leasing activities on the aerodrome and agreements relevant to aerodrome businesses and stakeholders. It is the responsibility of the BSC to provide the essential requirements of an aerodrome operating in an environmentally responsible and sustainable manner.

The aerodrome is classified civil which means that it is open for public use and does not have IFR so pilots must rely on visual approach procedures (VFR).

Figure 4 - Ayr Aerodrome Runways

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1.2 Purpose and Objectives of the Master Plan

This report was commissioned to provide the long term plan for the Ayr Aerodrome. The objectives for the development of the Master Plan include the following key points:

 Outline what responsibilities Council has in its role as the aerodrome owner and operator  Review what leases are currently in place.  Review operational and maintenance practices particularly in regard to whole of life perspective.  Consider the requirements of key stakeholders and any potential opposition to any expansions.  Review of current land and adjacent areas to look at other potential uses.  Comment on potential compatible development that could be sited within an aerodrome reserve or on adjacent land that could contribute to the aerodrome revenue which may include: o Aircraft Maintenance o Training o Residential Developments o Industrial / Agricultural Developments o Charter Operations o Fly in / fly out workers  Benchmark planning parameters against similar airports. Strategies, plans and concepts required are: o Airport land use o Facilities Development o Environment and Heritage Management o Airport Security  Identify specific actions to be undertaken and milestones for each action.  Provide a broad indication of timing of each action and associated costs.  Consider possible external funding sources.  Provide a recommended spatial plan and deliver a final master plan.

1.3 Methodology and Consultation

In developing this Master Plan, information has been gathered from a wide range of stakeholders including Burdekin Shire Council personnel, airport leaseholders, State Government organisations and resource companies with activities and interests in the region in order to gain an understanding of their activity in the context of airport development. Where information has been unable to be supplied, PDM has utilised industry best practice in line with industry regulations to determine details.

The basic planning process will occur in four stages with regard to the following:  Stage 1 o Situation Analysis - Where are we now?  Stage 2 o Future Direction - Where do we want to be?  Stage 3 o Strategy Development - How do we get there?  Stage 4 o Implementation Plan - How do we ensure arrival?

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The following consultancy methodology will be implemented:

1. Undertake an initial meeting with Council’s Project Steering Committee. This should include: i. Senior Management ii. Operational Staff iii. Finance

This meeting is to obtain a brief from the client of the opportunities they perceive in their Region in relation to the four stages of the consultancy. It will also serve to provide a guide as to any limitations in respect to the Town Planning Scheme.

2. Undertake a site visit of the airport to better understand the geography of the area. At this time PDM would consult with key stakeholders and undertake discussions with the current leases of the business on the airport land to gain an understanding of their business and future needs and ideas.

Following a collection of this data PDM will need to consolidate the data into an approved format in terms of its relevance to the Ayr Aerodrome and the current and future opportunities to include Ayr Aerodrome into development of the region. This data will be the basis of the four task stages.

 Opportunities for the development of the airport (be it aviation related or not) must be considered with the drivers of economic development in the region.  This will be tubulised for the Project Steering Committee to review and comment and should include items such as o Current industry in the region which may by compatible to the Aerodrome o Potential industries that have expressed interest to locate to the region, if any.

3. Prepare a summary which will identify the key personnel and processes that PDM will involve in this consultancy review. This will be summarised in a list of stakeholders and a timeline created for meetings and milestones.

4. Undertake a desktop review of relevant documentation that is available on the Aerodrome Operations to date (Manuals and Annual Review by Aviation Authorities). This would include:  Review from the Civil Aviation Safety Authority (CASA) on the operation of the Aerodrome  Review of the Aerodrome Operations Manuals  Any other reports from the Aerodrome Reporting Officer

5. Undertake a desktop review of relevant documentation that is available on the economic drivers in the Burdekin Shire Region.

6. Undertake a desktop review of the aviation industry drivers in the region and summarise these for discussion with the Project Steering Committee. This would include an overview of:  Domestic passenger activities / Domestic freight activities  Land and its use about the airport precinct. This will need to consider the Town Plan.  Emergency Services The operational staffs are essential in determining what is to be undertaken at the Aerodrome.

7. Identify for each potential industry, any benefits for location at Ayr Aerodrome.

To undertake a development of an airport facility, the income derived from tenants, both existing and future, must be commensurate with the investment made into the infrastructure. This means that the high capital cost of works to a runway which is the primary purpose of the airport, must be matched to the type of aircraft that can utilise the runway length and class.

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1.4 Report Structure

The structure of the Master Plan delivery will be undertaken in two parts as outlined in the following chart

1. The collection and compilation of background information 2. The presentation of a Master Plan.

Figure 5 – Master Plan Process

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2. Background Information 2.1 Airport History

Development and regulation of airports began in 1938 with the Department of Civil Aviation which transitioned through several name changes including the Department of Transport and Department of Aviation. Up to about 1986 regulation was basically ‘In House’ using the Rules and Practices for Aerodromes and technical documents such as the Airways Engineering Instructions.

By June 1988 the commonwealth had devolved itself of civil airport ownership through the Airport Local Ownership Plan privatization via long term leases of the former FAC airports.

BSC acquired ownership of the Ayr Aerodrome sometime in 1994 when the Commonwealth of Australia transferred responsibility for regional aerodromes in Australia to the local governments.

Figure 6 - Ayr Aerodrome – 1971

Figure 5 shows a photo taken in 1971 at the Ayr Aerodrome. At this time the small regional town of Ayr and surrounds was serviced by both major domestic airlines – ANA and TAA. In those less security – days, a simple post and rail fence was all that was necessary to keep onlookers from the movement area. In today’s security and safety conscious world, there should be separation of airside and landslide activities. Thus a fence and gated entrance is required.

BSC has ownership of an important asset. The functionality of this aerodrome has not changed significantly over its life but the use of the land surrounding the aerodrome presents the Council with other opportunities. What possibilities exist beyond providing a landing strip, passenger and aviation facilities is what the Council is seeking to maximise due to the ongoing and rising costs of maintenance.

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2.2 Regional Context

Burdekin Shire is situated on the Pacific coastline approximately eighty (80) kilometres south of Townsville and is in excess of 5,000 square kilometres in size. The area comprises two (2) main commercial centres – Ayr and Home Hill. The region boasts an enviable agricultural sector with a strong representation of trades and professional services.

The township of Ayr was gazetted in 1881 with Brandon soon after. Ayr Aerodrome is the main airport in the region with three smaller grass strips at Home Hill, Millaroo and Dalbeg.

The location of the Burdekin Shire results in the area having access to a number of natural resources:  Fertile Land o This is predominately made up of high quality delta and levee soils which range from sandy loam to clay.  Water Access o Being on one of the largest aquifers in Australia, this region has access to vast amounts of underground water. The aquifer holds an estimated twenty (20) million mega litres of water. The region is also centred on the rich Burdekin River Delta with water also available from Burdekin Dam – Queensland’s largest dam. The design of this dam allows for future increases in storage facilities and for future hydroelectric generation. Average annual rainfall in the region is approximately 960mm.  Sunshine o With an average of 300 days of sunshine per year along with high humidity the Burdekin is one of the strongest agricultural regions in Australia.  Climate o The climatic conditions of the area are warm to tropical (temperate) sometimes referred to as a tropical savannah climate giving the region a fairly uniform temperatures throughout the year. The Burdekin region has moderate rainfall, warm temperature and high humidity. o Typical daytime temperatures range from 14-26C (52-78F) in mid-Winter/dry season, and 24-33C (75-91F) in mid-Summer/wet season. o Humidity can range between sixty percent (60%) to seventy five percent (75%) during the summer / wet season.

2.3 Socio-Economic Context

The Burdekin region is highly specialised around agribusiness. The main of these being:  Sugar Cane o Approximately 80,000ha of land is dedicated to this industry. o The region has four large scale mills . Pioneer Mill (Brandon) . Kalamia Mill (Ayr) . Invicta Mill (Giru . Inkermann Mill (Home Hill)  Horticulture o Approximately 3,400ha of land is dedicated to crops due the fertile land of the region.  Beef Cattle o Approximately 90,000 head of cattle, sale cows and calves are in the region. o This industry services both the nearby Stuart Meatworks in Townsville and international live export markets.

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 Aquaculture o This is a relatively new industry in the region which services the large domestic markets of Sydney and Brisbane.  Fishing o A number of professional operators are in the region who supply fresh produce to restaurants on Sydney and Brisbane.  Tourism o Being an easy day trip from Townsville, tourism is an important contributor to the Burdekin shire due to its climate, wetlands, beaches and fishing. Seasonal employment attracts large numbers of international backpackers.

The approximate population of the Burdekin Shire is 18,000 people with Ayr being the most populated of around 9,000. The main industries in the region can be classified into a number of groups. The main are rural production, manufacturing and retail trade. The next largest are health and social care, education and training, accommodation and food and the public service. The following charts outlines these industries:

Figure 7 - Information obtained from BSC Economic Development Strategy 2015 – 2020

At present the Ayr Aerodrome does not appear to play an integral role to the region in the context of industry activity. There are no commercial flights – only recreational usage

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2.4 Regulatory and Policy Context

Consideration of the regulatory and policy context relevant to aerodromes is essential. There are a number of documents that can guide / influence the future use and development of an airport and these need to be understood and considered to determine the standards and guidelines relevant to the achievement of any Master Plan objectives.

The relevant regulations in Australia are the Civil Aviation Regulations 1988 (CARs), which are gradually being replaced by the Civil Aviation Safety Regulations 1988 (CASRs). CASR Part 139 prescribes the requirements for aerodromes used in transport operations in accordance with QCAO Annex 14 – Aerodromes. The Manual of Standards (MOS) – Part 139 Aerodrome is made pursuant to CASR 139. The MOS sets out the detailed standards and operating procedures for aerodromes used in air transport operations in Australia.

Under CASR Part 139 all aerodromes fall into a certain classification. The following table is a list of these categories. This table prescribes the category of aerodrome from the type of operations and frequency of flights that would occur at an aerodrome. As there are no records of landings at Ayr Aerodrome it is difficult to select the correct category but would assume that Ayr Aerodrome would fall into the ‘Other Aerodromes – operations under proposed CASR 135’.

Figure 8 – Categories of Aerodromes under CASR part 139

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2.5 Previous and Current Master Plans

No specific Master Plans for the Ayr Aerodrome have been created prior to this study.

2.6 Key Stakeholders

The key stakeholders for the Ayr Aerodrome that have been identified by BSC are as follows:  Burdekin Shire Council  Pacific Reef Fisheries (John Maloney)  Evolution Mining (Gerry De La Cruz)  Townsville Airport (General Manager Aviation)  Rocks Farming Co (Economic Development Group Member)  Ayrcraft Avionics (LAME / Manager)  North Queensland Soaring Centre Inc

The following stakeholders have leases within the aerodrome perimeter as identified by BSC:  Skydive Townsville  Ross Duncan Farming – Private Activities (Agriculture small crops)  JR and OM Breadsell – Private Activities  Leila Black – Private Activities  Burdekin Valley Aero Club – Recreational Activities (Hanger and part of terminal)  S A James – Private Activities  Neil Hoffensetz – Commercial Activities  Kevin Scheuber – Private Activities  Blanchair Pty Ltd – Commercial Activities  ID and PC Haigh – Agriculture Activities (Sugar Cane)  GH Anderson, PE Douglas and DA Trudehope – Private Activities  Rupert Kefford – Private Activities  Ayr Sports Inc. – Recreational Activities

An initial public meeting was held in June 2015 with stakeholders at the Ayr Aerodrome and those Stakeholders who lease area / hangars within the Ayr Aerodrome were given a confidential questionnaire requesting any information from them in relation to their activities on the air field and what possible improvements they could advise on, in relation to business operations.

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3. Stage 1 – Situation Analysis 3.1 Where are we now? 3.1.1 Responsibilities of the Aerodrome Owner and Operator

The ownership of an aerodrome presents Councils with a complex array of issues, which if not attended to in accordance with the aviation regulations, could impose significant risk and costs. Not all Council owned aerodromes are the same, and how they function within the guidelines varies depending on a number of core elements. Examination of these elements will allow Councils to determine where they fit in terms of overall regulatory requirements, and examine their level of compliance and risk management.

As previously stated under CASR Part 139 – Categories of Aerodromes, Ayr Aerodrome would be classified as ‘Other Aerodromes – operations under proposed CASR 135’. The aerodrome is covered under the following regulations:-

(a) Civil Aviation Act 1988 (the Act); (b) Civil Aviation Safety Regulations (CASRs); (c) Manual of Standards (MOS); and (d) Advisory Circulars (ACs).

The following information has been extracted from the above documentation and addresses Council’s responsibilities -

Legislative Background and Applicability

“2.1.1.1 Civil Aviation Safety Regulations CASR Part 121A and Part 121B require aeroplanes conducting air transport operations to operate from aerodromes meeting the requirements of CASR Part 139.

2.1.1.2 CASR Part 139 empowers the Authority to specify standards and procedures relating to aerodromes used in air transport operations. The standards and procedures are set out in this document titled ‘Manual of Standards Part 139—Aerodromes’ are applicable equally to operators of land aerodromes which are either certified or registered. Operating procedures for certified and registered aerodromes differ and are set out in separate Chapters.

2.1.1.3 Under CASR Part 121A and Part 121B, operators of aeroplanes with not more than 30 passenger seats may also conduct air transport operations to aerodromes that are not certified or registered, provided specified aerodrome facilities and reporting arrangements meet appropriate standards. As aerodrome safety standards and procedures are specified in this MOS, the appropriate sections will accordingly also be applicable to those uncertified or unregistered aerodromes used in air transport operations.1.1.2.2 The Act establishes the Civil Aviation Safety Authority (CASA) with functions relating to civil aviation, in particular the safety of civil aviation and for related purposes.

1.1.2.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.

1.1.2.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.

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1.1.2.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.

1.1.2.6 Service providers must document internal actions (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.

1.1.2.7 ACs are intended to provide recommendations and guidance to illustrate a means, but not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory materials. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.”

Therefore Burdekin Shire Council is the owner and operator of the Ayr Aerodrome asset and as such all liabilities are its’ responsibility. The BSC is responsible for the aerodrome operations, safety, and the general public access. Council must ensure that at all times the aerodrome complies with the minimum standards.

The standards defined are located in Manual of Standards Part 139 – Aerodromes (Chapter 13 – Standards for Aerodromes for Small Aeroplanes). A copy of this Chapter is located at Appendix A.

PDM advises the following operational documents be maintained as a minimum for the aerodrome:  Aerodrome Manual containing: o Aerodrome Operations o Emergency Procedures o Compliance Requirements o Reporting Procedures o Inspection Procedures o Maintenance procedures for runways (bitumen and grass), lighting, line parking, bird and animal management, ground control etc. o Parking Procedures for aircraft o Runway Details (runway capacity, strip particulars, navigational aids, size of aircraft that can land)  Safety Management System o Risk Management System covering all aspects of your airport operation  Operations Manual

An Operating Procedure Manual was created for the Ayr Aerodrome in 1996. Although the aerodrome is unregistered, good management practices would call for a yearly review of this manual to coincide with improvements and changes that have been conducted. It also requires regular documented inspections of the aerodrome and its facilities. This forms the minimal basis for advice to management and the councillors. This should be received monthly, biannually and annually with a documented inspection report at least once per year to council. A sample of the current inspection sheet used is located in Appendix C.

The Ayr Aerodrome must be maintained at an acceptable standard as the runway and taxiways are the essential assets of the aerodrome. This maintenance will come at a cost but cannot be delayed because the ramifications of poor maintenance may force the closure of a runway which is its primary reason for being there. Like any asset, costs will escalate if continual regular maintenance is not undertaken. If the BSC adheres to the requirements and guidelines of the Manual of Standards then aircraft that utilise the airport should be able to do so safely.

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3.1.2 Ascertain if the operational facilities are being monitored to prevent deterioration.

The current status of fitness for purpose of the Ayr Aerodrome is dependent on a number of factors. These factors all impact on the aerodrome’s operation. The responsibility to maintain the fitness for purpose of the aerodrome lies with the Burdekin Shire Council.

The following items are the minimum physical attributes that encompass fitness for purpose requirements:-  Pavement Condition  Fencing  Surfacing  Lighting Conditions  Surrounding Vegetation (Being minimal) Operational facilities must be monitored and proactively maintained to prevent deterioration below serviceability standards. The current status of the aerodrome’s facilities could not be conclusively determined as the Burdekin Shire Council could not produce evidence of inspections or records where staff and external specialists had conducted the necessary investigations and reporting as to the status of these key attributes.

It is difficult to assess the aerodrome’s fitness for purpose as the Burdekin Shire Council does not maintain a record of the class of aircraft utilizing the facilities for takeoff and landing, and general parking. This report had to make certain assumptions that aircraft utilizing the facilities are not of a classification higher than the runway, taxiways and parking aprons.

The aerodrome is documented as having a pavement rating of PCN8/F/A/580(84psi)/U. Unfortunately this rating has been established on an unrated assessment based on aircraft sizes using the runway at the time of assessment. For all intent and purposes the runway could be a higher or lower rating and this can only be determined if the runway is inspected and analyzed by qualified geotechnical engineers.

Figure 9 - Geotechnical engineers are required to undertake an assessment of the pavement to determine the PCN

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Figure 10 - The Aircraft classification number (ACN) should be less than the pavement classification number (PCN) to ensure pavement is not damaged or compromised

An example of ‘fit for purpose’ is when an aircraft with an ACN (Aircraft Classification Number) less than the PCN (Pavement Classification Number) undertakes landings and take offs on this runway. The end result of allowing an aircraft that is too heavy to land on the runway is the irreparable damage that could be sustained and the potential danger to other users of the runway due to the extent of the damage. This may be in the form of rutting or severe deformation of the pavement. This is countered by regular inspections (weekly, monthly and annually) of the aerodromes key assets which include the runway, taxiways and parking, the lighting systems, the clearway obstruction, the fencing system which seeks to minimize criminal intrusion.

Figure 11 - Runway 01/19

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Comment: The perimeter fencing at the Ayr Aerodrome appears to be intact and seems to be in good condition, however necessary maintenance is required – especially around the gates as sown in Figure 9.

Figure 12 - Perimeter Fencing Comment: Lights have been installed on the sealed runway.

Figure 13 - Runway 01/19 lighting

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The following are the last documented inspection and maintenance activities conducted at Ayr Aerodrome:  February 1996 - Draft Aerodrome Operating Procedures created.  2007 – Runway 01/19 resealed  2013 / 2014 FY – Aerodrome security fencing completed – 5.7km  2013 / 2014 FY – Aerodrome lighting upgrade completed – Solar Aviation Lights (83 units)  25th June, 2015 – Aerodrome Inspection

Note: Regular inspection reports have not been supplied for PDM to review.

Of concern is the current arrangement which allows various operators to utilize the aerodrome for a range of commercial activities. Safety standards and separation distance require review for storage of flammable and combustible liquids, with the existing placement of hangars, which offer a limited buffer zone in proximity to the main taxiway.

Figure 14 - Current Fuel Area

Figure 15 - Current fuel area

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3.1.3 Current buildings and hangars within the aerodrome perimeter.

There are a number of buildings / hangars on the aerodrome as well as the main Terminal as outlined below. The aerodrome is essentially serviced by small businesses and private operators. The hangars are a mixture of older buildings with a few newer style hangars.

The two (2) main council buildings are the Aerodrome Terminal and the caretakers’ residence. There are eleven (11) leased hangers and four (4) leased agricultural areas within the aerodrome perimeter.

Ayr Aerodrome covers a land area of one hundred and thirty one (131) hectares. Several hangars have been constructed and have long term leases in place for both commercial and private activities.

There following are the private hangars / leases in place:

Lessee Expiry Date Options S A James (2 hangars) 31/10/2018 4 x 10 years Kevin Scheuber 30/6/2019 1 x 5 years Anderson / Douglas / Trudehope 30/6/2027 Rupert Kefford 30/6/2027 JR and OM Breadsell 30/11/2015 4 x 5 years Leila Black 1/9/2016 4 x 5 years

The following are the commercial / leases currently on place

Lessee Expiry Date Options Burdekin Aero Club 30/6/2022 Burdekin Aero Club (Terminal Facilities) 28/2/2018 1 x 5 years Neil Hoffensetz 30/6/2019 1 x 5 years Balnchair Pty Ltd 30/6/2022 Ayr Sports Inc. 30/6/2027

The following have agriculture leases on the aerodrome. There are four (4) agricultural areas on the aerodrome and the adjacent lands include an agricultural residence and sugar cane farms:

Lessee Expiry Date Options Ross Duncan Farming 31/12/2014 1 x 4 years ID and PC Haigh 31/12/2025

Council Buildings and uses:

The terminal building is concrete block structure of 12.4m x 9.6m comprising a passenger waiting area, toilet facilities (male / female) and a public telephone. Burdekin Valley Aero Club leases half this building.

The caretaker’s residence at the aerodrome is a three bedroom - two storey timber structure

The caretaker cleans the public area of the aerodrome. Skydive Townsville has approval to operate a skydiving facility.

Figures 16 through to 29 are photos of the current buildings and hangars on the Ayr Aerodrome.

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Figure 16 - Carpark looking towards hangars (helicopter)

Figure 17 - Training Hangars

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Figure 18 - Looking towards private hangars

Figure 19 - Training Facilities

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Figure 20 - Training Facilities

Figure 21 - Private hangars

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Figure 22 - Private hangars

Figure 23 - Terminal

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Figure 24 - Private hangar and caravans

Figure 25 - Fuelling Area / Crop Duster / Training and Terminal

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Figure 26 - End private hangars

Figure 27 - Ayr Aerodrome Terminal Building

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Figure 28 - Helicopter hangar

Figure 29 - Helicopter hangar

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Figure 30 - Council Supplied Master Plan of Current Hangars and Leases

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3.1.4 Summary of land on the aerodrome

The total area of the Ayr Aerodrome is 131.3ha.

Currently the leased agricultural areas are 59.11ha of this area. The current income from this lease is unable to be determined as income is not recorded separately for this lease.

There is a vast area of land to the north east of the current hangars on the eastern side of runway 01/19. This could be utilised for further expansion of commercial properties and will be further explored with Council. There is also a smaller parcel of land to the south of runway 11/29 adjacent to agricultural lease area C.

This large portion of land provides the opportunity for economic development with mixed use development.

The aerodrome flood map is shown over page. It is noted that the current hangars are not flood free. The flood map shows a number of areas that are flood affected and the possible inundation.

This poses a number of risks to Council. If the development of hangars has been permitted below acceptable flood protection, is Council at risk should a current lease have equipment / planes affected by flooding.

The long term use of available land at the aerodrome requires the implementation of a master plan that is regularly reviewed at five year intervals. The mixed use of land at an airport should ensure that the primary function of the aerodrome being to provide landings and take-offs for aircraft is not impacted.

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Figure 31 - Council supplied Perimeter and Land Area of Ayr Aerodrome

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Figure 32 - Flooding Levels at Ayr Aerodrome

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3.1.5 Summary

Presently there is no data capture of flight landings records, therefore landing charges cannot be captured and accurate landing income cannot be established. The draft Aerodrome Operating Procedures prepared in 1996 outlines landing fees. Without accurate data of landings, BSC is not receiving revenue that should be captured.

Aerodrome inspections should be undertaken on a fortnightly basis (as a minimum) with a regime developed.

From financial records that have been supplied to PDM by the BSC the aerodrome does not generate sufficient income to cover the ongoing costs of maintenance and inspections.

Based on the BSC Financial Summary that PDM was supplied, it shows that the operational expenditure over fifteen (15) years was $234,805.00. The capital expenditure over the same period (2005 – 2014) was $212,009.00.

This total expenditure of for the Ayr Aerodrome over this period was $446,814.00

Table of Operational Expenditure (summary from BSC) Aerodrome Residence Aerodrome Terminal Aerodrome Runway 2005 -$15,251.91 -$11,694.79 -$7,057.31 2006 $1,195.12 -$4719.50 -$313.00 2007 $414.63 -$10,798.12 -$3,373.00 2008 $2,216.08 -$162.98 $14,342.86 2009 $1,047.99 $8,019.59 -$22,747.99 2010 -$10,239.38 $6,591.35 -$19,286.36 2011 $1,362.42 $1,694.38 -$26,432.33 2012 $2,900.41 $12,709.51 -$33,630.84 2013 $390.24 $884.25 -$27,493.41 2014 -$1,808.77 -$1,850.97 -$30,454.17 2015 -$435.38 -$1,520.74 -$28,618.79 Totals -$18,207.55 -$848.02 -213,750.06

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4. Stage 2 – Future Direction 4.1 Where do we want to be? 4.1.1 SWOT Analysis of Ayr Aerodrome

STRENGTHS WEAKNESSES

Fully owned by Burdekin Shire Not making any money for the Council.

Council. Charging structure (airport rates / leases /

Blank canvas to commence landing fees and charges) poorly managed and maintained. development. No existing services to build confidence Location to Townsville (via road). that flights could be sustainable. Destination potential and local Aerodrome in need of major update / community vision. development.

Population growth in the region and No existing air services. community. Aerodrome not registered / certified. Available space.

OPPORTUNITIES THREATS

Whole of destination economic Other airports of similar size in Northern development plan. Queensland looking at similar Development of industrial / office park opportunities.

(Bio-Industry development / Cleveland Bay Cost of attracting flights and investment

Aviation Pty Ltd). required by airports / councils.

Build community and local stakeholder Lack of confidence from airlines.

partnerships. More air services at alternative aerodromes.

Aircraft maintenance facilities at airport Insufficient funding to maintain and Training facilities at airport. enhance the Ayr Aerodrome. Increased fuel sales.

Figure 33 – SWOT Analysis Ayr Aerodrome

The main advantage that can be drawn from the above SWAT analysis is that the Ayr Aerodrome is fully owned by the Burdekin Shire Council. This alone allows for more freedom in the future development (or not) of the land. Major opportunities certainly exist for the commercial development of the aerodrome land. The weaknesses and threats can be overcome through better Council overseeing and management.

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4.1.2 Review of Operational and Maintenance Practices (Whole Life Perspective)

Currently, Ayr Aerodrome is uncertified and unregistered and is served by private general aviation at least once per week. However, larger aircraft have made random landings at the aerodrome for specific purposes. The following sets out to establish whether Ayr Aerodrome should be Certified and or Registered or both.

Ayr Aerodrome is not classed as a regulated airport and as such does not have nor needs to have air traffic control facilities. The airport comprises of various General Aviation (GA) businesses and private operators. Hours of operation are unrestricted.

Operators of registered aerodromes are required to submit to CASA an Aerodrome Safety Inspection Report prepared by an approved person as specified in the regulations. This must be done either annually, or at a longer interval as agreed by the relevant CASA Aerodrome Inspector.

At present BSC are not undertaking any inspections and must do so. There is no documented evidence of reporting being completed. As a minimum, BSC should have an external qualified aerodrome inspector complete an independent audit annually.

Burdekin Shire Council is obligated to maintain their aerodrome to a standard that meets CASA licensing. Below is a reference to the necessary criteria required by an aerodrome to meet these standards.

(Reference to CASR Part 139) ‘CASA introduced an aerodrome certification system that replaces the previous aerodrome licensing system. Operators of aerodromes used by aircraft of more than thirty (30) passenger seats (or with payload of more 3400kg) conducting air transport operations will be required to have an aerodrome certificate. The option for aerodrome certification is available to all aerodromes provided they meet the conditions of certification’.

(The following is a reference to CASA AC 139 -02 (0) - Advisory Circular August 2003) Conditions that must be satisfied before CASA will grant a certificate are:- a) The aerodrome’s facilities and equipment are in accordance with the standards specified in the Manual of Standards (MOS-Part 139) b) The Aerodrome Manual contains all of the particulars required under the regulations c) The aerodrome’s operating procedures, as documented in the Aerodrome Manual, make satisfactory provision for the safety of the aircraft; and d) The applicant will be able to properly operate and maintain the aerodrome”

(The following is a reference to CASA AC 139 -02 (0) - Advisory Circular August 2003) “In assessing an application, CASA will be looking for particularly for evidence that:- a) The aerodrome movement area conforms to the standards specified in MOS-Part 139; b) The aerodrome operational information to be promulgated in AIP –ERSA has been correctly gathered, and thoroughly verified, by appropriately qualified person(s); c) The aerodrome operating procedures show a clear understanding of the responsibilities of the operator and are adequate for the particular aerodrome concerned; d) Personnel employed at the aerodrome have the appropriate skill, experience and training.”

At this stage, it is noted, after a site inspection of the aerodrome, Burdekin Shire Council could not produce an Aerodrome Manual which at the current operations is not required. However, should operations increase, pending type of operations, the registration of the aerodrome will need to be considered by BSC.

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Identification of Aspects Runway Incursions (Protection to landing and take-off aircraft)

Bird and Animal Strike The following aspects should be considered in identifying the risk of bird and animal strike at the Aerodrome:  Species that frequent the airport in terms of numbers on / and transiting the area.  Seasonal or resident . Flocking behaviour . Historical strikes . Population growth  The aerodrome habitat  The activities on the aerodrome  The aerodrome’s surrounding land use  Off airport activities  Weather and seasons  Natural phenomena

Figure 34 – Example of Bird Strike Damage

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Fencing The security of the aerodrome is paramount to maintaining safe, reliable airport operations. This would require fencing to be erected to ensure the general public does not have direct access on to the runway. Current fencing at the Ayr Aerodrome is not fit for purpose. It is a recommendation that basic fencing be erected as in the case of Cooktown Airport (see pictures below). This fence should be constructed to delineate the boundary between ‘airside’ and the publicly accessible areas (landside) on the aerodrome and provides a greater control of security measures.

Figure 35 – Fencing at Cooktown Aerodrome

Figure 36 – Fencing at Cooktown Aerodrome

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Resealing of Airstrip As previously stated the Ayr Aerodrome is documented as having a pavement rating of PCN8/F/A/580(84psi)/U.

Unfortunately this rating has been established on an unrated assessment based on aircraft sizes using the runway at the time of assessment. For all intent and purposes the runway could be a higher or lower rating

PCN and ACN classifications are located at Appendix D. Aircraft Types and Classifications are located at Appendix G.

A higher or lower rating could impact greatly on the future direction of where the BSC wants to go and as such it is a recommendation that the BSC have the runway inspected and an analyzed by qualified geotechnical engineers as a matter of priority.

The fact that the runway is still in relatively good condition after all those years is due mainly to the fact that only light GA aircraft utilize the aerodrome. If development was to take place and the volume of aircraft and aircraft size increases, then the runway would deteriorate rather quickly. The cost of re-sealing would have to be factored into any future development.

The main impact of not carrying out a reseal would result in reduced asset life. With hazards such as, but not limited to, loss of stone (stripping), oxidisation (hardening of the asphalt resulting in loss of flexibility), temperature susceptibility, groove closure, groove edge breaking and general degradation and loosening of the pavement.

Asset performance would be significantly compromised as per the issues outlined above; resulting in recurring problems and ongoing maintenance. An unsafe take-off and landing environment would be inherent in the pavement. This would have a flow on effect to aerodrome users as stripping would indicate risk of stone damage to aircraft, in addition to an unstable surface environment for any aircraft movement (ie: take-off and landing). Potholing may occur and this would be a serious outcome possibly resulting in fatality.

There are a range of treatments available to extend the life of a pavement or seal. BSC will need to consider which option may best suit their requirements as well as any budget constraints. Treatment options are outlined as follows:- a) SEST (Surface Enrichment Spray Treatment)

A SEST is the application of a surface membrane to an existing bituminous surfacing to counteract degradation in the surfacing from conditions such as stripping of aggregate and oxidation of the pavement. A SEST works by rejuvenating the bitumen and binding any loose aggregate into the surfacing.

There are three recognised types of SEST materials used for treatment of bituminous aircraft pavements. 1. Cutback Bitumen This consists of bitumen (Class C170 or other) with kerosene added to the mixture to reduce viscosity and improve penetration of the bitumen into the existing surfacing. The kerosene then evaporates leaving the bitumen imbedded into the surfacing. SEST is of lower cost than other treatment options but disadvantages include increased downtime (minimum of twenty four hours) whilst pavement being treated and bitumen may pool in grooves on grooved runways.

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2. Bituminous Emulsion This treatment consists of bitumen (generally class C170) which is held in suspension in water using an emulsifier. The composite of the emulsifier will depend on what type of aggregate has been used in the original surfacing (ie: basic or acidic aggregate). The emulsion is then further diluted to aid penetration. Whilst there is some pavement downtime, this is the lowest cost treatment available. However, it is to be noted that this treatment does not penetrate asphalt surfacing to the same extent as other treatments that are listed.

3. Coal Tar Emulsion Rejuvenation This process is consists of Coal Tar suspended in an oil based emulsifier to aid penetration into the surfacing. The emulsifying oil then evaporates leaving the tar embedded in the surfacing. This method attracts a higher cost than other processes but does result in reduced pavement downtime; with pavement operational almost immediately. Specialist equipment is required to carry out this treatment and the pavement must be milled off prior to an overlay. It is noted that this treatment unlike the others, does contain known carcinogenic properties.

An aggregate seal pavement surface should have an asset life of approximately seven to ten years between seals. There are two separate reasons for undertaking a SEST to an aggregate sealed pavement. One is due to inefficient binder application or loss of aggregate due to stripping in the early life of the seal. The other is due to aging or oxidising of the bitumen seal. This would generally occur after approximately five (5) to seven (7) years resulting in some of the aggregate to loosen from the pavement surface. A SEST at this point in time would retain the aggregate within the seal and seal any fine cracks that may be present.

An asphalt pavement surface should have an asset life between resurfacing of approximately ten (10) to fifteen (15) years. After approximately five (5) to seven (7) years the oxidising of bitumen in the asphalt will allow the fine particles in the mix to be eroded. A SEST at this point will retain the larger stones within the mix and seal any fine cracks in the surface. Larger cracks such as construction joints opening up should be sealed after the application of SEST.

It is noted that a SEST may be applied more than once between resurfacing for either aggregate or asphalt, however a cutback or emulsion SEST should not be applied over a previous Coal Tar SEST.

Figure 37 – Bitumen spray seal being applied to pavement

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b) Reseal

Another method of refurbishment is pavement resealing or spray seal. This involves either a single coat (single/single), double coat (double/double), or in some cases a triple application of binder covered by an application of aggregate. This process is generally a two-step operation with the initial binder layer being followed by an application of aggregate which is then compacted. Further applications are then made as is warranted. Resealing offers a more effective form of refurbishment than a SEST as it is a ‘layering’ application of product as opposed to just re-surfacing. This being said, it is also a more costly method than a SEST as it involves depth of application as opposed to surface refurbishment.

The spray seal finish will only be as good as the base it is being applied to, as it will follow all existing contours and depressions in the unsealed pavement. It is also noted that a spray seal has no resistance to shear force exerted by tyres in turning movements as it is only a thin layer of bitumen, of one to two millimetres with aggregate rolled into the surface. A two coat seal (normally fourteen millimetre/seven millimetre aggregate) provides better binding properties between the aggregate particles which may help to reduce damage caused by shear forces exerted by the turning movement of tyres. As the bitumen binder oxidises and hardens over time the surface becomes more durable and hard wearing.

Figure 38 – Reseal of airport pavement

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c) Asphalt (Rebuild)

Rebuilding the pavement using asphalt is the most effective method of rejuvenation, although it is also a more costly alternative to SEST or bitumen and aggregate resealing. This option provides strength and longevity; with engineered flexibility making it a more suitable surface for heavier aircraft as the asphalt surface will move with the underlying pavement. The asphalt is a homogeneous mix placed onto the pavement surface and compacted to form a dense matt finish. The asphalt compound contains different grades of aggregate, sand, and bitumen in addition to other minerals which combine to produce a versatile binding material. Asphalt is predominantly used on pavements for medium to heavy aircraft and is commonly used for military airports.

Pavement grooving is engineered into all pavement surfaces to provide friction and limit hydroplaning, especially in wet or adverse conditions. Asphalt pavements may however experience problems such as groove closure, which appears to be related with slow moving and heavy aircraft. Groove closure is also more prevalent in warmer conditions, a factor that needs to be considered given the locality of Ayr Aerodrome and the high temperatures it may experience, especially in the summer months. An asphalt surface will soften or harden in relation to surrounding temperatures and may experience viscosity within the pavement surface.

Groove closure creates an undesirable characteristic in the pavement surface, which may in turn lead to deterioration and reduced pavement life. It is recommended that if BSC undertakes asphalt rejuvenation, that it engineers the pavement to suit the type of aircraft utilising the Ayr Aerodrome. It is also recommended that BSC avoid making pavement concessions that would reduce the life of the pavement.

Figure 39 – Asphalt rebuild in progress

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Long Term Consequences in Terms of Rehabilitation Costs, More Complex Treatments and / or Pavement Failures

There a number of long term consequences in terms of rehabilitation costs, more complex treatments and/or pavement failures which may arise from not addressing the surface condition of the seal.

The long term consequences of not addressing any faults on pavement condition would result in more damage and deterioration over time, proving more costly to refurbish the neglected surface once an upgrade is deemed mandatory.

The decision as to what rehabilitation option to undertake may present BSC’s biggest challenge. A SEST or spray seal of the pavement surface would be a cheaper option financially, but the finished product is only as good as the surface it is being applied over. An asphalt rebuild is a more viable solution, resulting in a better rectification process by allowing strength and longevity to be engineered back into the pavement. This type of reseal looks at fixing structural issues rather than just offering a short term solution to an ongoing problem, if any are found after inspection by the geotechnical engineer.

One of the direct consequences of pavement failure is the loss of commerce as the aerodrome is utilised by local operators. If the pavement is damaged and unviable these operators would need to source alternate arrangements thus terminating their association with Ayr Aerodrome and negating any commercial revenue they may have generated for BSC. Any future commercial aviation opportunities would also be in question.

The other major consequence of pavement failure is injury or loss of life to any operator using the aerodrome. If the pavement structure is unstable, allowing an unsafe take-off and landing environment, then it is reasonable to assume that an accident is probable. The liability to BSC should such an incident arise would be damaging, both financially with regard to compensation, and from a community standing view point. 4.1.3 Costs of Owning Aerodrome and Current Review Practices

The total cost of owning and operating an aerodrome cannot be assessed in a short time frame of less than four years. The asset life, especially the runway surfacing, generally has a minimum cycle of seven years between surfacing and major works being conducted due to the level of usage and type of aircraft which land and take off on the aerodrome itself.

For this review, PDM has based its analysis on costs being spent over a seven year period on the assumption that the existing infrastructure currently meets the requirements of the regulatory bodies. The cost will be heavily reliant on the BSC undertaking maintenance when it is required and not delaying for fiscal reasons. The maintenance is directly attributed to the amount of usage and the type of aircraft using the facility; therefore the costs will be available if usage of the runway increases.

The key attributes of this facility being the runway, taxiway and parking apron, parameter fencing, drainage structures and surroundings adjacent to the runway area. In essence, the cost of owning an aerodrome for this study purpose is considered to be the asset which aircraft utilize for landing, take off and parking. It is not the associated buildings landside. It should be noted that other uses of the runway will detract from the serviceability and may increase maintenance cost annually.

Financials for the past ten (10) years are attached at Appendix E which outline yearly spending costs of the Aerodrome Residence, Aerodrome Terminal and Aerodrome Runways (as provided by BSC).

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The following table has been prepared on the basis that the current runway asset described herein is at an acceptable standard. This does not allow for pavement reconstruction which will be an additional cost if pavement failure is evident.

Item Description Frequency Quantity Rate Amount Annual and Works of Minimum Maintenance Spend 1 Runway Seven (7) 1,462m length $12.00/m² $526,320.00 $75,000.00 Single coat year intervals x 30m wide = bitumen reseal 43,860m² 2 Taxiway Seven (7) 125m length x $12.00/m² $45,000.00 $6,500.00 Single coat year intervals 30m wide = bitumen reseal 3,750m² Figure 40 – Runway Reseal Estimation of Costs

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4.1.4 Potential Development

Many airports within Australia have created retail and commercial development on airport land. Many of these developments have not always been aviation related. The BSC can look to create other activities at the Ayr Aerodrome that are not related to the aviation industry. These activities could include light and heavy industry that do not impact on the existing aviation operation and maintenance activities currently conducted on the aerodrome. This is not an unfamiliar view adopted by many of the airports corporations around Australia, such as:

 Canberra Airport Shopping facilities, office complex and freight forwarding  Brisbane Airport Shopping facilities, office complex and freight forwarding  Townsville Airport Deep and light maintenance and aircraft painting, defence contractors, car rental, maintenance and storage facilities, catering and freight forwarding.  Cairns Airport Shopping facilities, dining including a 400 seat restaurant complete with micro-brewery, post office, car hire, limousine services  Longreach Airport Tourism (QANTAS Founders Outback Museum)  Moorabbin Airport The Australian National Aviation Museum  Mareeba Aerodrome Warbird Adventures

Some of these activities are aviation related and as such utilise the airside area of an airport, however the non-aviation activities are based on landside and as such do not impose a detriment to the aviation operators. These additional sources of revenue that are non-aviation related provide the airport owners a source of income that traditionally was not sourced during the reign of the FAC (Federal Airports Corporation). In today’s modern accounting system of user pays, these additional income sources are very important to the viability of maintaining aerodromes to the standards required by the regulatory bodies.

Whilst external business operations already exist at the Ayr Aerodrome, these are mainly aviation related, being services such as crop dusting operations, aero club and parachuting. Although the aerodrome is currently underutilised, surrounding commerce offers potential for future development of the aerodrome site into a stronger commercial entity.

Established long term local industry such as cane growing, rice and pulses, horticulture, beef cattle, aquaculture and fishing offer the possibility of expansion via operations related to those industries.

Emerging investment and development opportunities revolve around sugar cane value adding, lifestyle business and industry, industrial manufacturing, biofuels and bio products, export services and transport and warehousing.

Other business opportunities would be in relation to tourism. The BSC has a small tourist industry with a tropical climate, unique wetlands, abundant wildlife, unspoilt beaches and excellent fishing. The tourism sector has potential to develop further for both domestic and international travellers. The Burdekin is an easy daytrip from Australia’s most populous tropical city. Strong seasonal employment brings large numbers of international backpackers to the region.

As tourism could be a bigger part of the area’s sustainability, it may seem logical that an upgrade of the aerodrome’s facilities would have a beneficial symbiotic result for the BSC and tourism operators alike. As well as being a gateway for its own recreational resources, the Ayr Aerodrome offers a stepping stone between Townsville and the Whitsundays

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There is also the potential for training and assessment operations such as flying schools to service the local and surrounding areas. Maintenance facilities and a helicopter flying school and an expansion of such operations to include fixed wing aircraft, ultra-light aircraft and gliders are all possible options.

All of these options need to be assessed from the return on investment. Light industry will require land to be filled to build hangars above the flood line. Should larger aircraft wish to utilize the aerodrome the runway pavement will need strengthening.

Further opportunities from improved tourism services operating out of the aerodrome would emerge via supplementary operations such as car hire, food and beverage services, and information centres. An opportunity may also be created for several retail outlets based at or near the aerodrome to support a growing tourism market. Outlets offering a range of locally made or grown products indigenous to the Burdekin area would present a niche market opportunity.

The aerodrome is also ideally located close to the Bruce Highway for access. In consideration of warehousing, the logistics of accessing the highway is a key consideration. Also with the aerodrome only being approximately eighty (80) kilometres south from the city of Townsville along the Bruce Highway this is of major benefit to future developments.

4.1.5 Summary

In summary the aerodrome offers potential for expansion to house the following business operations:

1. Aviation All aviation activity would be concentrated airside of the aerodrome. Such activity could include, but not be limited to: c) Aircraft Maintenance d) Training facilities

Any development would require an in depth look into the current status of the runway with any potential upgrades if required. Fencing (external) would need to be maintained along with and internal fence to provide a barrier between airside / landside facilities.

A more in depth study of economic opportunities should be undertaken to gauge development potential of the aerodrome and undertake financial modelling of project costs and returns.

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5. Stage 3 – Strategy Development 5.1 How do we get there? 5.1.1 Recommendations

After consultation with Council and stakeholders and a review of the current operations of the Ayr Aerodrome, PDM offer the following possible options for the area.

Option 1 Displace all the current developments that occupy the area within the aerodrome ground and develop the area for complete industrial development. This option could involve the selling of the aerodrome in its entirety to an external investor.

Option 2 Protect the aerodrome with the following two (2) suggestions: a) Isolate the entire area for 100% aviation based facilities b) Combine a mix of aviation facilities and light industry.

5.1.1.1 Option 1 The disadvantages with this option are:  The cost of displacing current tenants. Some of the current tenants have leases that have long extension options as per the following. The costs of terminating these leases could be very expensive

Private Leases Lessee Lease Expiry Date Options S.A James (3 lots) 31/10/2018 4 x 10 years Kevin Scheuber 30/6/2019 1 x 5 years Anderson / Douglas / Trudehope 30/6/2027 Rupert Kefford 30/6/2027 JR and OM Breadsell 30/11/2015 4 x 5 years Leila Black 1/9/2016 4 x 5 years

Commercial Leases Lessee Lease Expiry Date Options Burdekin Aero Club 30/6/2022 Burdekin Aero Club (Terminal) 28/2/2018 1 x 5 years Neil Hoffensetz 30/6/2019 1 x 5 years Blanchair Pty Ltd 30/6/2022 Ayr Sports Inc. 30/6/2027

Agricultural Leases Lessee Lease Expiry Date Options Ross Duncan Farming 31/12/2014 1 x 4 years ID and PC Haigh 31/812/2015

 A large area of land within the perimeter of the aerodrome boundary lie under flood levels (Figure 32). BSC would need to back fill this area so the building platform heights would be above the flood plain level. Again, this is another expensive option. The BSC would need to have agreements with industry to commit.

 If the aerodrome is sold the BSC loses an invaluable asset that it currently wholly owns.

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5.1.1.2 Option 2 5.1.1.2(a) - Isolate the entire area for 100% Aviation based facilities.

Short term this would require the least amount of initial capital expenditure by the BSC. The Council will be relying solely on aviation to generate income into the area.

With Townsville airport being in such close proximity this causes both issues and gains for the Ayr Aerodrome. Presently this airport dominates on all levels of commercial and recreational activities. However, Townsville airport is land locked and there are restrictions on General Aviation and Recreational Aviation, being:

 Operator numbers  Shortage of Maintenance facilities  Military Presence  Compliance issues

Townsville Airport may, long term, become an airport used solely for Commercial and Military aircraft. If this occurs, then current operators will need to relocate. Ayr Aerodrome is fortunate in that it falls outside the military boundary.

This option may take many years to build and create and certainly relies on external factors that are out of the control of the BSC. However these could be driven by the Economic Development Group.

5.1.1.2(b) – Combine a mix of Aviation Facilities and Light Industry

The introduction of light industry can provide an income boost whilst maintaining the integrity of a valuable asset.

Any development of industry adjacent to the runways on the aerodrome must follow strict distance regulations prior to construction.

The bitumen runway at Ayr Aerodrome is thirty (30) metres wide with an additional grass verge thirty (30) metres each side. This entire area is known as the runway strip and is surrounded (outlined) with gable markers. The grass runway strip is 90m in total width to the gable markers. The outer area of the gable markers is known as the transitional surface. This area rises at a 45° angle to any construction. The following diagrams show the Obstacle Limitation Surfaces areas around the runway.

Figure 41 – Obstacle Limitation Surfaces

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Figure 42 – Obstacle Limitation Surfaces Cross Section

Due to area constraints no construction would be envisaged at the ends of either runway so all construction would run parallel with the strip. With the transitional surface rising at a 45° angle, a building to a height of six (6) metres must at least six (6) metres away from the gable markers. This works on the theory for every one (1) metre away from the strip, you can go one (1) metre up in height.

The following is a diagram of possible areas that can be utilised for industry, aviation based industry, general aviation and helicopters. Appendix F shows this in large scale.

Figure 43 – Ayr Aerodrome Possible Development – Aviation Facilities / Light Industry Mix

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At present BSC owns the land to the left of runway 01/19 and to the north of runway 11/29. This area above current flood levels and could immediately be accessed as a light industry area. This area is currently being leased as vegetable growing and the area for industry development is limited, however very possible. Access to this area is via Viero Road.

To increase the area of light industry infrastructure another option would be the purchase of a land parcel to the north west of the aerodrome. This area has been marked ‘Possible expansion through Purchase’. This would increase the current area to be developed and give direct road access from Shemlowski Road. Negotiations would have to be instigated with the private owners of this parcel of land.

One (1) agricultural area could remain at the aerodrome. This would be to the left of runway 01/19 and to the south of runway 11/29.

A designated helicopter area could be located to the east of runway 01/19 and to the south of runway 11/29. This area is currently utilised through agricultural crops. The necessity to separate helicopters from fixed wing aircraft is due to ‘Wake Turbulence’. For fixed wing aircraft this is turbulence that forms behind an aircraft. Helicopters also produce wake turbulence, however this may be significantly greater than those from a fixed wing aircraft. The strongest wake can occur when a helicopter is operating at lower speeds (during take-off and landing). The wake turbulence has the capacity to upturn smaller aircraft, which has occurred numerous times in the past. To avoid any potential accidents PDM recommend a separate area for fixed wing aircraft and helicopters.

A security fence can be located in front of the existing terminal building to distinguish aeroplane operating areas. The first row of hangars (which currently has the terminal building and a number of hangars be utilised exclusively for commercial aircraft and maintenance. BSC should also consider the construction of a number of purpose built hangars in this area to attract aviation based industry to the area.

General aviation could then occupy areas behind the commercial area. Current lease holders conducting general aviation activities could be relocated into this area.

To attract regional carriers like Regional Express (REX) to the area, extensions of the runway 01/19 would need to be carried out. REX has contracts with fly in / fly out mining facilities as well as maintenance facilities at Townsville airport. Relocating to a regional area such as Ayr could be a viable option for REX as it provides a decrease in rent, tariffs and airport charges.

The length of runway 01/19 would have to be extended to the immediate north and south to enable aircraft class B and C to land. This is the class of aircraft that carriers like REX operate. The PCN of the runway may also need to be strengthened depending on the outcome of a full pavement assessment which would determine the types of aircraft that can be attracted to the aerodrome. The runway would need to be extended by five hundred (500) metres at either end to accommodate this class of aircraft

As these areas are in a direct flood zone, back filling would need to be undertaken along with the relocation of Aerodrome Road at the southern end of the runway. This land is also privately owned so BSC would need to commence negotiations with current land owners.

This diagram can be located at Appendix F in large scale.

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6. Stage 4 – Implementation Plan 6.1 How do we ensure arrival? 6.1.1 Specific Actions – Recommendations

The following actions are suggested for implementation by the BSC.

1. BSC to decide if it will retain or dispose of the Ayr Aerodrome.

2. BSC need to commence discussions with possible light industries who would be willing to invest in the Ayr Aerodrome for economic development. Examples of these businesses could include, but not be limited to:

 Industries revolving around:  Sugar cane  Aquaculture  Horticulture and manufacturing  Industry manufacturing  Biofuels and bio products  Export services  Transport and Warehousing  Biomass – fibre / fuel / feed  Cleveland Bay Aviation Pty Ltd / Cleveland Bay Consulting Pty Ltd  Establish an international flying school operation in the region  Establish an airfreight operation from the region  KFSU Dietary Fibre  This processing plant is currently located in the Ayr Industrial Estate and currently exports to Japan. KFSU have a large financial investment already in the area with significant plans for expansion.  Pacific Reef Fisheries  PRF is currently seeking to expand its nearby Guthalungra operations in order to become the largest single prawn farming operation in Australia

3. Directly engage with Townsville Airport General Aviation maintenance facilities with a view of moving their operations to the Ayr Aerodrome. These facilities include:

 Steven Hegarty Aircraft Maintenance Pt Ltd o Ph: 4725 5655 o Fax: 4725 2272 o Mobile: 0417 613 920 o Email: [email protected] o PO Box 7329 Garbutt BC 4814  Bluewater Aviation Pty Ltd o Ph: 4725 5884 o Fax: 4779 3033 o Email: [email protected] o PO Box 313 Garbutt East 4814

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 Kimair Pty Ltd o Ph: 4725 5884 o Fax: 4779 3033 o Email: [email protected] o PO Box 313 Garbutt East 4814  Townsville Aircraft Maintenance o Ph: 4725 5884 o Fax: 4779 3033 o Email: [email protected] o PO Box 313 Garbutt East 4814

Regional Airlines / Charter flight facilities that could also be approached are:

 Regional Express Limited o Ph: 0438 489 036 o www.rex.com.au  Alliance Airlines o Ph: 4775 6366 o www.allianceairlines.com.au  Bluewater Aviation Pty Ltd o Ph: 4725 5884 o Fax: 4779 3033 o Email: [email protected] o PO Box 313 Garbutt East 4814  Nautilus Aviation Pty Ltd o Ph: 4725 6056 o Fax: 4725 4283 o Mobile: 0410 591 732 o www.nautilusaviation.com.au o Hangar 15 Gypsy Moth Court, Townsville Airport Garbutt 4814  Richard O’Sullivan (Cessna 182 aircraft) o Ph: 0412 673 722  Townsville Helicopters o Ph: 4772 4998 o Fax: 4641 7412 o Mobile: 0448 672 277 o Email: [email protected] o PO Box 3495 Hermit Park 4812

4. BSC should also consider the construction of a number of purpose built hangars to attract aviation based industry to the area. Having a hangar already erected would be an advantage when selling the aerodrome to future customers.

5. Conduct a full survey of the land at the airport to understand the exact areas that can be developed and which areas would require to be built up (to be above the flood zone areas). PDM could assist in this area by utilising the latest Mobile Laser Scanning (MLS) system to provide high definition, high point density 3D mobile mapping for the BSC. The system is one of the most versatile MLS systems on the market today for the delivery of high density point clouds and colour geo-referenced imagery (LiDAR).

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6. Engage a geotechnical engineer to undertake a full pavement assessment of the runway to establish PCN. This will then determine the types of aircraft that can be attracted to the aerodrome.

7. Construct a small fence to fully distinguish airside and landside areas.

8. Remove crop areas adjacent to the runway to minimise bird and animal strike.

9. BSC to ensure that current insurance policies cover hangars that are currently established. Many of these hangars are located in a low level flood zone (See figure 32 – Flood Zone). Future development will also have to have the backing of insurance companies when building in potential flood zones.

10. Back fill of land around the terminal / hangar area before any future hangar development begins to raise that area out of the low level flood zones to ensure no future issues with flooding. This will also increase potential investor movement.

11. Make contact with the Environmental Protection Authority to ensure no wetland issues may arise within the flood zone areas of the aerodrome surrounds.

12. Create a project team to move forward with the master plan recommendations. This team should include as a minimum a manager, economist and consultant.

13. Commit funds to undertake the master plan recommendations for implementation with approval of costs.

14. Need to implement a point of responsibility with the Commercial Management of the aerodrome. This will ensure the charging of tariffs and lease agreements are commercially viable. One point of responsibility will decrease any issues with income generated from the aerodrome and ensure uniformity across future industry development.

6.1.2 Possible Funding Sources

Depending on the type and size of light industry BSC looks at utilising in the Ayr Aerodrome redevelopment, there are a number of avenues through State and Federal funding sources that may be available to BSC as assistance to regional development and growth. Some of these sources are:

 Department of Transport – Regional Aviation Development Scheme  Department of Infrastructure and Regional Development – Regional Development Australia Fund  Federal Government – Regional Airports Fund  Federal Government - Air Services for Regional Australians  Federal Government – Better Regions Program

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Appendix A

Manual of Standards Part 139 Aerodromes Chapter 13

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Manual of Standards Part 139—Aerodromes Chapter 13: Standards for Aerodromes Intended for Small Aeroplanes Conducting Air Transport Operations Under CASR 121B

CHAPTER 13: STANDARDS FOR AERODROMES INTENDED FOR SMALL AEROPLANES CONDUCTING AIR TRANSPORT OPERATIONS UNDER CASR 121B

Section 13.1: General

13.1.1 Commencement and Introduction 13.1.1.1 The Standards set out in this Chapter come into effect in accordance with paragraph 1.1.1.2B 13.1.1.1A This Chapter sets out the minimum Standards for aerodromes used in CASR Part 121B operations, that is air transport operations in aeroplanes with a maximum take-off weight not exceeding 5,700kg. Although these smaller aircraft may use aerodromes which meet the Standards applicable to aerodromes with respect to regular public transport operations by aeroplanes with a maximum take-off weight in excess of 5700kg, the minimum aerodrome standards for operations by such smaller aircraft are those set out in this Chapter. 13.1.1.2 Pursuance to CASR Part 121B, the responsibility of ensuring that an aerodrome is in compliance with CASR Part 139 standards rests with the holder of the AOC. This responsibility cannot be transferred even though some or all of the functions of the aerodrome may be delegated to another person, such as the owner or operator of the aerodrome. 13.1.1.3 Notwithstanding Paragraph 13.1.1.2, persons providing aerodrome facilities or services to aircraft operations have a duty of care to provide a safe facility or service. Unless an aerodrome is certified or registered, CASA does not regulate the operator of the aerodrome. However, activities of the aerodrome operator may be subject to CASA Inspector scrutiny as part of the audit of the AOC holder’s compliance with regulations. 13.1.2 Aerodrome Standards 13.1.2.1 The required physical dimensions and obstacle limitation surfaces (OLS) are set out in Table 13.1-1.

Version 1.8: February 2012 13-1 Manual of Standards Part 139—Aerodromes Chapter 13: Standards for Aerodromes Intended for Small Aeroplanes Conducting Air Transport Operations Under CASR 121B

Transitional surface

Runway strip Approach and Approach and Take-off surface Runway Take-off surface

Transitional surface

Figure 13.1-1: Obstacle limitation surfaces

Table 13.1-1: Standards for physical dimensions and obstacle limitation surfaces

Aeroplanes not Aeroplanes not Aeroplanes not Runway and obstacle exceeding exceeding exceeding surfaces 5,700kg by night 5,700kg by day 2,000kg by day Runway and strip Runway width 18 m 15 m 10 m Runway strip width: - preferred graded 80 m 60 m 30 m - minimum acceptable graded 45m 45m - graded plus ungraded 80m 60m 60m Runway longitudinal slope 2% 2% 2% Runway transverse slope 2.5% 2.5% 2.5% Runway strip transverse 3.0% 3.0% 3.0% slope Approach and take-off surfaces Length of inner edge 80 m 60 m 30 m Distance of inner edge 60 m 30 m 30 m before threshold Divergence, each side 10% 10% 10% Length of surface 2500 m 1600 m 900 m Slope 4% 5% 5% Transitional surface Slope (to 45 m in height) 20% 20% 20% Inner horizontal surface Height 45 m 45 m 45 m Radius from runway strip 2,500 m 2,000 m 2,000 m

Version 1.8: February 2012 13-2 Manual of Standards Part 139—Aerodromes Chapter 13: Standards for Aerodromes Intended for Small Aeroplanes Conducting Air Transport Operations Under CASR 121B

Note: At aerodromes with 10m wide runways, the aircraft operator or pilot in command should take into account the effects of crosswind.

Figure 13.1-2: OLS cross-section

13.1.2.2 Obstacles. Where an aeroplane operation is affected by the presence of obstacles, the matter needs to be brought to the attention of the relevant CASA office, which will determine obstacle marking and lighting requirements and any operational limitations. 13.1.2.3 Runway length. The runway length requirement varies depending on aircraft type and local geography. It is necessary to ensure that the runway length provided is adequate for the most demanding aeroplane (not necessarily operating to maximum take-off weight) that the aerodrome is intended to serve. 13.1.2.3A Runway strip. The runway strip may consist of a graded portion and an ungraded portion in cases where it is impractical to grade the entire runway strip. The impracticability of complying with specified runway graded width requirements will depend on the circumstances of each individual case. Aerodrome operators should direct any questions about this issue to their nearest CASA area office. 13.1.2.4 Clearways and stopways. If a clearway or stopway is provided to supplement the runway length, it must be provided in accordance with the standards for clearways and stopways specified in Chapter 6.

Version 1.8: February 2012 13-3 Manual of Standards Part 139—Aerodromes Chapter 13: Standards for Aerodromes Intended for Small Aeroplanes Conducting Air Transport Operations Under CASR 121B

13.1.3 Aerodrome Markings 13.1.3.1 Aerodrome markings or markers must be provided. Sealed surfaces are normally marked by paint markings and unsealed surfaces by markers.

Version 1.8: February 2012 13-4 Manual of Standards Part 139— Chapter 13: Aerodromes Standards for Aerodromes Intended for Small Aeroplanes Conducting Air Transport Operations Under CASR 121B

Detail 1 ° ° ° ° Apron° ° area ° Wind indicator ° ° Signal circle ° See Detail 1 ° Runway

Runway strip

Figure 13.1-3: Aerodrome markings

Version 1.8: February 2012 13-5 Manual of Standards Part 139—Aerodromes Notes to Manual of Standards Part 139

13.1.3.2 For a sealed runway, the runway thresholds must be painted in accordance with Paragraph 8.3.8. A runway centreline marking is not required on runways which are 18 m wide or less. White painted runway side stripes, 0.3 m wide, should be provided if there is a lack of contrast between the runway surface and the surrounding area. 13.1.3.3 On unsealed runways, where the runway strip is not maintained to the normal runway grading standards, the runway must be marked using cone markers. Where both the runway and the runway strip are prepared suitable for aircraft operations, either the runway or the runway strip may be marked. Where the runway is not marked using cone markers, the threshold locations should be marked using white cones appropriately positioned in the shape of a └──┘.

Note: Where cone markers are used they may be held down using tent pegs or similar, provided the pegs do not pose a hazard to aircraft or compromise the frangibility of the marker.

13.1.3.4 For both sealed and unsealed runways, the runway strip should also be marked by using cones, gable markers, tyres, or 200 litre drums cut in half along their length and placed with the open side down, or something similar. These runway strip markers should be white in colour.

Note: Runway cone markers should have a 0.4 m base diameter and be 0.3 m in height. Runway strip cone markers should have a 0.75 m base diameter and be 0.5 m in height. Gable markers should be 3 m in length.

13.1.3.5 Cone or similar size markers need to be spaced not more than 90 m apart. Gable or similar size markers need to be spaced not more than 180 m apart. 13.1.3.6 Where the edges of unsealed taxiways or aprons might not be visually clear to pilots, markers may be provided in accordance with Section 8.2.

13.1.4 Aerodrome Lighting 13.1.4.1 Where a runway is intended for night operations, the runway must be provided with runway edge lighting, spaced laterally at 30 – 31m apart, and longitudinally at approximately 90m apart. The edge lights on each side must present two parallel straight rows equidistant from the runway centreline. The lights indicating both ends of the runway must be at right angles to the runway centreline. See Figure 13.1-4 for a typical layout of runway lights. 13.1.4.2 Where there is no permanent electricity supply, the following may be used: (a) lights producing white light and powered by portable generators, batteries, or similar power sources; or (b) flares.

Notes-6 Manual of Standards Part 139—Aerodromes Notes to Manual of Standards Part 139

90m

Runway

30m

Figure 13.1-4: Aerodrome lighting

13.1.5 Wind Direction Indicators 13.1.5.1 The standard wind direction indicator is a tapering fabric sleeve (wind sock), 3.65 m long and white in colour. It must be located such that it is clearly visible from the air. It must also be located clear of the 1:5 (20%) transitional surface. 13.1.5.2 If the aerodrome is intended for night operations, the wind direction indicator must be provided with illumination. 13.1.5.3 To enhance sighting of the wind direction indicator from the air, the wind direction indicator must be located within a circular area 15 m in diameter, appropriately blackened or provided with a contrasting colour, and bounded by 15 equally spaced white markers.

13.1.6 Ground Signal and Signal Area 13.1.6.1 A ground signal area, consisting of a circle, blackened or provided with contrasting colour of 9 m in diameter marked by 6 equally spaced white markers must be provided near the wind direction indicator for the purpose of displaying ground signals to pilots. 13.1.6.2 Marking of unserviceability of aerodrome. A white cross with each arm 6 m in length and 0.9 m in width must be displayed on the signal circle when the aerodrome is closed to aircraft operations.

Notes-7 Manual of Standards Part 139—Aerodromes Notes to Manual of Standards Part 139

0.9m

Figure 13.1-5: Total unserviceability marking

13.1.7 Runway and Runway Strip Conditions 13.1.7.1 The surface of the runway and runway strip need to be maintained to minimise adverse effects on aeroplane operations, as follows: Table 13.1-2

Surface Runway Runway strip Sealed surface After compaction, the N/A surface is to be swept clean of loose stones Height of grass Sparse 450 mm 600 mm Medium 300 mm 450 mm Dense 150 mm 300 mm Size of loose stones Isolated stones on natural 25 mm 50 mm surface Constructed gravel surface 50 mm 75 mm Surface cracks 40 mm 75 mm 13.1.7.2 The surface of the unsealed runway must not have irregularities, which would adversely affect the take-off and landing of an aircraft.

Note: An empirical test for runway riding quality is to drive a stiffly

Notes-8 Manual of Standards Part 139—Aerodromes Notes to Manual of Standards Part 139

sprung vehicle such as a medium size utility or unladen truck along the runway at not less than 65 kph. If the ride is uncomfortable, then the surface needs to be graded and levelled.

13.1.8 Aerodrome Serviceability Reporting 13.1.8.1 If the aerodrome is not provided with an Airservices Australia NOTAM service, the AOC holder needs to establish, in concert with the aerodrome operator, a reporting system such that the pilot can be notified of any changes to the aerodrome serviceability status, preferably before embarking on the journey. 13.1.8.2 The aerodrome operator has a duty of care to provide information that is as accurate as possible. This would require physical inspection of the aerodrome, ideally before the departure of the airline’s aeroplane from its base aerodrome, but always before the arrival of the aeroplane. To maintain the accuracy of the aerodrome serviceability status, it is essential that the aerodrome be inspected after strong wind or rain. The information provided should include: (a) runway surface condition: dry, wet, soft, or slippery; (b) runway strip condition: any obstruction, undue roughness, visibility of markers; (c) wind direction indicator: if torn or obstructed; (d) approach and take-off areas: if there are objects close to or above the obstacle surfaces; (e) other hazardous condition or object known to the aerodrome operator, e.g. animal or bird hazard. 13.1.8.3 If the aerodrome is not published in AIP-ERSA, the AOC holder’s Operations Manual should indicate clearly the aerodrome operator’s contact details for serviceability status reports.

Note: It is important that the person performing the inspection and reporting duties has a working knowledge of the aerodrome safety requirements and understands clearly his or her responsibilities.

13.1.8.4 For unsealed landing areas, serviceability is often affected by rain. Where the aerodrome is deemed too wet for aeroplane operations, the aerodrome operator needs to display the unserviceability signal, and notify the airlines accordingly. When in doubt, always err on the side of safety.

Notes-9

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Appendix B

Aerodrome Operating Procedures (Draft) February 1996

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Appendix C

Aerodrome Inspection Checklist

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AERODROME INSPECTION CHECKLIST

FACILITY FACILITY FACILITY Runway Taxiway Strip OK U/S Surface Condition OK U/S Surface Condition OK U/S PAALC (if fitted) Rough Rough AUTO activation Undulating Undulating Manual Activation Discontinuities Discontinuities AFRU Pavement Failures Grass length Duraction Cracks Standing Water IWI flashing Standing Water Soft Check cabinet switches Soft are in correct position

Markings / Markers OK U/S Markings / Markers OK U/S Emergency Flares Correct Correct Battery operated Damaged Damaged Spare Batteries Visible Visible Spare Lenses Spare Bulbs Cleanliness OK U/S Cleanliness OK U/S Kero Powered Exc. Loose gravel Exc. Loose gravel Fuel FOD FOD

Runway Strip Apron Wind Direction Indicators Surface Condition OK U/S Surface Condition OK U/S Primary & Secondary OK U/S Rough Rough Free movement Undulating Undulating Sleeve Discontinuities Discontinuities Light fictures Grass length Pavement Failures Circle Standing Water Cracks Markings / Markers Soft Standing Water Soft Signal Circle OK U/S Status Markings / Markers OK U/S Markings / Markers OK U/S Correct Correct Spare markers OK U/S Damaged Damaged Status Visible Visible Sufficient Numbers

Cleanliness OK U/S Cleanliness OK U/S Aerodrome Power Exc. Loose gravel Exc. Loose gravel OK U/S FOD FOD Main Power Supply

Taxiway Lighting Generator OK U/S Surface Condition OK U/S Movement Area OK U/S Fuel Rough Obscured Oil Undulating Dirty Lenses Discontinuities Broken Lenses Boundary Fence OK U/S Pavement Failures U/S Bulbs Status Cracks Other Standing Water NOTAMS Soft Obstruction / Hazard OK U/S OK U/S Obscured Checked Markings / Markers OK U/S U/S Bulbs Correct Damaged OK U/S Visible Apron Floodlighting (name)

Cleanliness OK U/S PTBL Lighting OK U/S Exc. Loose gravel Spare Batteries (signature) FOD Aerodrome Reporting Officer

UNSERVICEABILITIES ARE TO BE AMPLIFIED ON THE REVERSE OF THIS CHECKLIST

QAC/APARS Form AIC01 August 2001 REMARKS - include comments such as potential U/S items, evidence of fauna airside ot blocked access

EXPLANATION OF UNSERVICEABILITIES

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Appendix D

PCN and ACN Classifications

______

Aircraft Classification Number The Aircraft Classification Number (ACN) is a number expressing the relative effect of an aircraft on the runway pavement for a specified standard subgrade category (ICAO).

The ACN is a single unique number expressing the relative effect of an aircraft on a pavement for a specified subgrade strength specifying a particular pavement thickness. It consists of a number on a continuous scale, ranging from 0 on the lower end and with no upper limit, that is computed between two pavement types (rigid or flexible), and the subgrade support strength category.

Using the ACN method, it is possible to express the effect of individual aircraft on different pavements by a single unique number, which varies according to pavement type and subgrade strength, without specifying a particular pavement thickness.

The ACN is twice the derived single-wheel load expressed in thousands of kilograms, with single-wheel tyre pressure standardized at 1.25 megapascals (=.09 ton/ft2). Additionally, the derived single-wheel load is a function of the sub-grade strength.

The ACN of an airplane is a function of not only its weight but also the design parameters of its landing gear such as the distances between the wheels of a multiple-wheel landing gear assembly.

Pavement Classification Number The Pavement Classification Number (PCN) is an International Civil Aviation Organisation standard used in combination with the (ACN) to indicate the strength of a runway, taxiway or airport ramp (or apron). This helps to ensure that the airport ramp is not subjected to excessive wear and tear and thus lengthen its life.

Although important for the runway the major use of this number is for the apron. On landing the aircraft is light on fuel and usually less than 5% of the weight of the aircraft touches the runway in one go. On take-off the aircraft is heavy but as the aircraft accelerates the weight gradually moves from the wheels to the wings. It is while the aircraft is being loaded and taxiing prior to departure, that the apron experiences significant loads from aircraft weight.

Typically this is only used for asphalt or concrete runways and would not be used for grass or gravel. The PCN is actually expressed as a five part code, separated by forward-slashes, describing the piece of pavement concerned.

The first part is a numeric value expressing the actual assessed strength of the pavement. The second part is a letter: either an R or an F, depending on whether the pavement itself is of a rigid or a flexible design.

The third part is another letter from A to D expressing the strength of what is underneath the pavement, known as the subgrade. So a subgrade of A would be very strong, most likely a reinforced concrete subbase. A subgrade of D would be very weak, most likely uncompacted soil.

The fourth part is either a letter or a number with units expressing the maximum tire pressure that the pavement can support. In terms of letters, W is the highest, indicating that the pavement can support tyres of any pressure, the others are as follows:

Pavement Class Maximum Tyre Pressure (psi)

X 217

Y 145

Z 72

The fifth and final part just describes how the first value was worked out, a T indicates technical evaluation, and a U indicates usage -- a physical testing regime.

So a PCN of 80/R/B/W/T means that the underlying (probably asphalt) has a bearing strength of 80, is rigid, it's on a medium subgrade, it can withstand a tire pressure of 217 psi or higher, and this has been calculated through technical evaluation.

The load exerted on a pavement by the landing gear of an airplane is denoted as its ACN, or Airplane Classification Number. The ACN is not permitted to exceed the PCN of the runway to be used, in order to prolong pavement life and prevent possible pavement damage. The ACN is defined for only four subgrade categories (high, medium, low, and ultra low).

The ACN-PCN Method The ACN-PCN system of rating airport pavements is designated by the International Civil Aviation Organization (ICAO) as the only approved method for reporting strength.

“The bearing strength of a pavement intended for aircraft of apron (ramp) mass greater than 5700 kg shall be made available using the aircraft classification number - pavement classification number ACN- PCN method………” (ICAO Annex 14, clause 2.6.2)

The ICAO system for civil airport pavements involves comparison of an airport’s Pavement Classification Number (PCN) with an Aircraft Classification Number (ACN). According to this world- wide ICAO standard, aircraft can safely operate on a pavement if their ACN is less than or equal to the pavement load bearing capacity or PCN. An aircraft having an ACN equal to or less than the PCN can operate without weight restrictions on a pavement. The PCN is formally published in an Aeronautical Information Publication (AIP).

States are required to evaluate and publish the strength of airport pavements using ICAOs ACN-PCN system. The method concentrates on classifying the relative damage of aircraft. ICAO foresees that each pavement authority will define a Pavement Classification Number (PCN) by whatever means is considered suitable to indicate the support level of a particular pavement such that all aircraft with a published ACN equal to or less than the reported PCN can use that pavement safely, without load bearing failure or undue damage to the structure.

The ACN-PCN system provides a standardised international airplane/pavement rating system replacing the various S, T, TT, LCN, AUW, ISWL, etc., rating systems throughout the world. In 1981 ICAO promulgated the ACN/PCN method as the single universal system for determining the weight limitation of aircraft operating on airport pavements by a procedure of comparing an airport’s Pavement Classification Number (PCN) with an Aircraft Classification Number (ACN). To avoid accelerated deterioration and excessive maintenance costs and for the safeguarding of pavement integrity and assurance of optimum service life ICAO utilises the ACN /PCN load classification method for reporting pavement strength. According to this world-wide standard, aircraft can safely operate on a pavement if their ACN is less than or equal to the pavement load bearing capacity or PCN. An aircraft having an ACN equal to or less than the PCN can operate without weight restrictions on a pavement.

It must be noted that the ACN/PCN method is not a design or evaluation method, but purely a classification system. Unfortunately the fact that the method of calculating ACN utilises two common design and analysis methods (the CBR equation and Westergaard theories) has led a surprisingly large number of people to assume that it is a design and evaluation method. It is not uncommon for reference to be made to PCN’s calculated by the ACN/PCN method. In fact the ICAO documentation makes it very clear that it is not a design/evaluation method and that the PCN is simply the ACN of the most damaging aircraft that can use the pavement on a regular basis (regular being defined by the operator). The ACN/PCN method only deals with aircraft weighting in excess of 5,700 kg (12,566 lb) as the airports with pavement for smaller size aircraft need only report the maximum allowable mass and the maximum allowable tyre pressure if applicable. The ACN/PCN system ensures that both aircraft and pavement can be utilised to their maxi-mum extend without detrimental effects. According to the Design Manual the method is meant only for publication of pavement strength data in the Aeronautical Information Publication (AIPs). It is not intended for design or evaluation of pavements, nor does it contemplate the use of a specific method by the airport authority either for the design or evaluation of pavements. Although the Design Manual states that any method may be used to determine the load rating of the pavements, it is obvious that the use of layered elastic method in conjunction with calibrated failure criteria is preferred

ACN Reporting ACN values for selected aircraft have been calculated by the International Civil Aviation Organization (ICAO) using two computer programs, one for rigid pavements and the other for flexible pavements.

Manufacturers are required to calculate ACNs for new aircraft as they come into service and publish the results in flight manuals. The tables give ACN values for two weights, one at the maximum total weight authorized and the other at the operating weight when empty. If an aircraft is operating at an intermediate weight, the ACN value can be calculated by a linear variation between the limits. Extrapolation is not permissible. ACN is calculated with respect to the centre of gravity position, which yields the critical loading on the critical gear. Normally, the aft most centre of gravity, or CG position, appropriate to the maximum gross apron (ramp) mass, or ramp weight, is used to calculate the ACN. In exceptional cases, the forward most CG position may make the nose-landing gear loading more critical.

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Appendix E

Operating Costs of Ayr Aerodrome

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Actual Operating Expenses - Ayr Aerodrome

Project Description Account Description OJACT05 OJACT06 OJACT07 OJACT08 OJACT09 OJACT10 OJACT11 OJACT12 OJACT13 OJACT14 OJACT15

Aerodrome Residence Income (2,225.51) (2,192.74) (2,392.08) (2,392.08) (2,972.16) (3,130.56) (3,130.56) (3,130.56) (3,130.56) (3,130.56) (1,695.72) Expenditure 17,476.42 997.62 1,977.45 176.00 1,924.17 13,369.94 1,768.14 230.15 2,740.32 4,939.33 2,131.10

Aerodrome Residence Total 15,250.91 (1,195.12) (414.63) (2,216.08) (1,047.99) 10,239.38 (1,362.42) (2,900.41) (390.24) 1,808.77 435.38

Aerodrome Terminal Income (16,909.83) (18,722.82) (18,183.14) (21,931.16) (21,033.12) (22,432.22) (19,593.20) (25,891.97) (21,590.08) (20,832.04) (21,285.00) Expenditure 28,604.62 23,442.32 28,981.26 22,094.14 13,013.53 15,840.87 17,898.82 13,182.46 20,705.83 22,683.01 22,805.74

Aerodrome Terminal Total 11,694.79 4,719.50 10,798.12 162.98 (8,019.59) (6,591.35) (1,694.38) (12,709.51) (884.25) 1,850.97 1,520.74

Aerodrome Runways Income Expenditure 7,057.31 313.00 3,373.00 14,342.86 22,747.99 19,286.36 26,432.33 33,630.84 27,493.41 30,454.17 28,618.79

Aerodrome Runways Total 7,057.31 313.00 3,373.00 14,342.86 22,747.99 19,286.36 26,432.33 33,630.84 27,493.41 30,454.17 28,618.79

Aerodrome Insurance Premiums 1,319.13 1,415.20 1,792.86

Aerodrome Total 1,319.13 1,415.20 1,792.86

Depreciation Expense

Asset Description GLACT05 GLACT06 GLACT07 GLACT08 GLACT09 GLACT10 GLACT11 GLACT12 GLACT13 GLACT14 WDV 2013/14 BSC Lease - Aerodrome 1,463,000.00 Ayr Aerodrome Terminal 5,600.00 8,608.00 8,608.00 8,567.00 8,567.00 8,739.00 9,001.00 14,008.00 14,527.00 14,600.00 225,400.00 Ayr Aerodrome Residence Storage Shed 159.00 159.00 162.00 164.00 171.00 179.00 179.00 4,121.00 Dwelling Ayr Aerodrome 2,000.00 3,074.00 3,074.00 2,841.00 2,841.00 2,898.00 2,927.00 3,155.00 3,156.00 3,171.00 27,829.00 Dwelling - Replace Landings /stairs front & back 90.00 271.00 10,493.80 Dwelling - Vinyl cladding 01/02 940.00 480.00 480.00 Bitumen Runway 22,225.00 30,333.00 30,333.00 83,778.00 83,778.00 85,453.00 86,308.00 71,667.00 72,667.00 73,030.00 1,236,970.00 Solar Aviation Lights 556.00 2,378.00 2,378.00 2,426.00 2,474.00 3,050.00 3,100.00 3,116.00 40,884.00 Security Fencing 604.00 10,462.00 10,462.00 10,671.00 10,778.00 11,667.00 12,000.00 12,060.00 277,940.00 Grass Runway 16,150.00 19,420.00 19,420.00 25,860.00 25,860.00 26,377.00 26,641.00 12,375.00 12,500.00 12,563.00 717,437.00

46,915.00 61,915.00 63,075.00 134,045.00 134,045.00 136,726.00 138,293.00 116,093.00 118,219.00 118,990.00 4,004,074.80

Grand Total 80,918.01 65,752.38 76,831.49 146,334.76 147,725.41 159,660.39 161,668.53 134,113.92 145,757.05 154,519.11 32,367.77

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Appendix F

Ayr Aerodrome Possible Expansion Areas

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Appendix G

Aircraft Types and Classifications

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Aircraft Types and Classifications

Aircraft Classification Numbers (ACN) Aircraft Type Weight Tyre Flexible Pavement Sub-grades Rigid Pavement Sub-grades Max (kN) Pressure CRB% K (MPa/m³) High Med Low Very High Med Low Very Low Low A B C D A B C D 15 10 6 3 150 80 40 20

A300-B, B2 1,353 1.16 39 44 54 69 35 43 51 58 A300-B4-200 1,627 1.28 50 56 69 86 46 56 66 75 A300-B4-200 1,627 1.16 46 52 64 82 41 49 59 68 (Optional Bogie) A300-B4-600R 1,693 1.35 54 61 74 92 51 61 71 80 A300-B4-600R 1,693 1.21 50 56 69 88 44 54 64 74 (Optional Bogie) A300-C4 1,627 1.24 48 55 67 85 44 53 63 72 A310-200, 200C 1,509 1.46 45 50 61 77 43 51 59 67 A310-300 1,480 1.19 44 49 61 77 40 48 57 65 (Configuration 1) A310-300 1,549 1.48 48 54 65 82 46 55 64 72 (Configuration 2) A310-300 1,617 1.29 50 57 69 86 47 56 66 75 (Configuration 3) A310-322 SR, BB 1,500 1.45 44 49 60 77 42 50 59 67 A310-324 1,540 1.24 45 51 62 79 41 50 59 67 A310-325 1,608 1.38 48 54 66 84 46 55 64 73 A318-100 607 0.89 29 31 35 41 31 34 36 38 A319-100 632 0.89 30 32 36 42 31 34 37 39 (Configuration 1) A319-100 690 1.07 34 36 40 46 37 40 42 44 (Configuration 2) A319-100 744 1.38 39 40 44 50 44 46 48 50 (Configuration 3) A320-100 667 1.21 35 36 40 46 38 41 43 45 A320-200 725 1.03 37 39 44 50 40 43 45 48 (Configuration 1) A320-200 744 1.14 39 40 45 51 42 45 48 50 (Configuration 2) A320-200 759 1.44 41 42 47 53 46 49 51 53 (Configuration 3) A320-200 (Optional 725 1.22 20 22 26 35 19 23 27 31 Bogie) A320-212 (Optional 764 1.22 21 23 28 38 20 24 29 33 4-Wheel Bogie) A321-100 769 1.28 42 44 49 55 47 50 52 54 (Configuration 1) A321-100 818 1.36 45 48 53 59 51 54 57 59 (Configuration 2) A321-200 877 1.46 49 52 58 63 56 59 62 64 A330-200 2,137 1.34 57 62 72 98 48 56 66 78 (Configuration 1) A330-200 2,264 1.42 62 67 78 106 53 61 73 85 (Configuration 2) A330-300 2,088 1.31 55 60 70 94 46 54 64 75 (Configuration 1) A330-300 2,137 1.33 57 61 71 96 47 55 65 77 (Configuration 2) A330-300 2,264 1.42 62 68 79 107 54 62 74 86 (Configuration 3) Aircraft Classification Numbers (ACN) Aircraft Type Weight Tyre Flexible Pavement Sub-grades Rigid Pavement Sub-grades Max (kN) Pressure CRB% K (MPa/m³) High Med Low Very High Med Low Very Low Low A B C D A B C D 15 10 6 3 150 80 40 20

A340-200 2,559 1.32 56 61 71 96 47 55 65 76 (Configuration 1) A340-200 2,706 1.42 62 67 68 106 53 61 73 85 (Configuration 2) A340-300 2,559 1.32 56 61 70 96 47 54 65 76 (Configuration 1) A340-300 2,706 1.42 62 68 79 107 54 62 74 86 (Configuration 2) A340-500, 600 3,590 1.42 70 76 90 121 60 70 83 97 A380-800 (6 Wheel 5,514 1.47 56 62 75 106 55 67 88 110 Main Gear) A380-800 (4 Wheel 5,514 1.47 62 68 80 108 55 64 76 88 Wing Gear) Antonov AN- 24 207 0.42 6 8 11 13 8 9 11 11 Antonov AN-124- 3,844 1.03 51 60 77 107 35 48 73 100 100 Antonov AN-225 5,884 1.13 63 75 95 132 45 61 89 125 ATR 42 182 0.72 9 10 11 13 10 11 12 12 (Aerospatiale) ATR 72 211 0.79 11 12 14 15 13 14 14 15 (Aerospatiale) Aurora (CP-140) (P- 600 1.31 35 38 42 44 41 43 45 46 3 Orion) B-52 (Bomber) 2,170 1.65 80 86 97 116 103 114 126 136 B1-B Bomber 2,123 1.65 77 87 102 121 77 89 102 113 (Rockwell) B707-120, 120B 1,150 1.17 32 35 42 55 28 34 40 47 B707-320, 1,484 1.24 45 51 62 78 42 50 59 67 320B,320C, 420 B717-100, 200, 300 543 1.1 32 34 38 40 36 38 39 41 B720, 720B 1,045 1.01 28 30 37 49 24 29 35 41 B727-100, 100C 756 1.14 41 43 49 54 45 48 51 53 B727-200 770 1.15 42 44 50 55 47 50 52 54 B727-200 934 1.19 53 57 64 69 59 63 66 68 (Advanced) B727-200F 907 1.15 52 54 61 66 57 60 63 66 (Advanced) B737-100 445 1.02 23 23 26 30 25 26 28 29 B737-200, 572 1.26 31 32 37 41 35 37 39 41 200C,Advanced B737-300 623 1.4 35 37 41 45 40 42 44 46 B737-400 670 1.28 38 40 45 49 43 45 47 49 B737-500 596 1.34 33 35 39 43 38 40 42 43 B737-600 645 1.3 35 36 40 45 39 41 44 45 B737-700 690 1.39 38 40 44 49 43 46 48 50 B737-800 777 1.47 44 46 51 56 51 53 55 57 B737-900 777 1.47 44 46 51 56 51 53 55 57 B737-BBJ 763 1.47 43 45 50 55 50 52 54 56 B747-100, 3,350 1.55 49 54 65 86 46 54 64 73 100B,100SF B747-100SR 2,690 1.04 36 38 46 64 29 35 42 50 B747-200B, 3,720 1.38 55 62 76 98 51 61 72 82 200C,200F, 200M Aircraft Classification Numbers (ACN) Aircraft Type Weight Tyre Flexible Pavement Sub-grades Rigid Pavement Sub-grades Max (kN) Pressure CRB% K (MPa/m³) High Med Low Very High Med Low Very Low Low A B C D A B C D 15 10 6 3 150 80 40 20

B747-400, 3,905 1.38 59 66 82 105 54 65 77 88 400F,400M B747-300, 3,720 1.31 55 62 76 98 50 60 71 81 300M,300SR B747-SP 3,127 1.26 45 60 61 81 40 48 58 67 B757-200 Series 1,134 1.24 34 38 47 60 32 38 45 52 B757-300 1,200 1.24 36 41 51 64 35 42 49 56 B767-200 1,410 1.31 39 42 50 68 34 41 48 56 B767-200 ER 1,726 1.31 50 56 68 90 45 54 64 74 B767-300 1,566 1.38 44 49 59 79 40 48 57 65 B767-300 ER 1,784 1.38 53 59 72 94 48 57 68 78 B777-200 2,389 1.28 39 44 53 75 38 47 62 78 B777-200 ER 2,823 1.48 49 54 67 93 50 63 82 100 B777-200 LR 3,345 1.5 62 70 87 118 64 84 107 129 B777-300 2,945 1.48 53 59 73 101 54 69 89 108 B777-300ER 3,345 1.5 62 70 87 118 64 83 107 128 BAC-111 Series 400 390 0.97 23 24 27 29 25 27 28 29 BAC-111 Series 475 440 0.57 23 28 29 32 26 28 29 31 BAC-111 Series 500 467 1.1 29 31 33 35 33 34 35 36 BAe-146-100 376 0.84 18 20 23 26 20 22 24 25 BAe-146-200 416 0.97 22 23 26 29 24 26 27 29 BAe-146-300 436 1.1 24 25 28 31 27 28 30 31 Bae-ATP 232 0.85 12 13 14 16 13 14 15 16 Beech 1900C, 1900D 76 0.67 3 4 4 5 4 4 5 5 Beech 2000 Starship 65 0.54 2 3 4 4 3 4 4 4 Beech 35, 36 Series 16 0.28 ------(Bonanza) Beech 55, 56, 58 25 0.39 ------Series (Baron) Beech Jet 400, 400A 73 0.86 6 7 7 7 6 6 6 6 Beech King Air 100, 56 0.73 2 3 3 4 3 3 3 4 200 Series Beech King Air 300, 67 0.73 3 3 4 4 4 4 4 4 300C, 350, 350C Beech King Air 90 49 0.38 ------Series Beech Queen Air 65, 40 0.33 ------70, 80 Series Bombardier 415 (Canadair CL-215, 196 0.53 12 14 17 17 14 14 15 15 415) Bombardier BD-700, Global Express, 437 1.15 26 28 31 32 30 31 32 33 XRS Bombardier 168 1.21 9 9 11 12 11 11 12 12 Challenger 300 Bombardier 237 1.12 13 14 16 17 16 16 17 18 Challenger 800 Bombardier Challenger CL 600, 601, 604 215 1.21 12 13 15 16 15 15 16 16

Bombardier CRJ100, CRJ200, 237 1.12 13 14 16 17 16 16 17 18 CRJ440 Bombardier CRJ900 377 1.06 21 21 24 27 23 24 26 27 Series Bombardier Dash 8 162 0.9 8 8 9 11 9 9 10 10 Q100, Q200 Series Bombardier Dash 8 192 0.67 8 9 11 13 10 11 11 12 Q300 Series Bombardier Dash 8 287 0.67 14 16 18 20 16 17 18 19 Q400 Bombardier Global 391 1.15 23 24 27 29 26 27 28 29 C-123K Provider 267 0.69 20 22 24 25 21 21 22 22 (Fairchild/Republic) C-141B Starlifter 1,553 1.31 52 60 73 88 51 61 70 78 (Lockheed) C-17A (Globemaster 2,736 0.95 46 51 61 80 55 51 61 76 III) C-5 Galaxy 3,723 0.77 31 33 40 51 28 31 37 45 (Lockheed) Canadair CL-41A 49 0.37 ------(CT-114 Tutor) Cessna 114B 15 0.35 ------(Commander) Cessna 152 8 0.2 ------Cessna 172 11 0.19 ------(Skyhawk) Cessna 180 13 0.21 ------(Skywagon) Cessna 182 14 0.25 ------(Skylane) Cessna 185 15 0.25 ------(Skywagon) Cessna 208 36 0.6 ------(Caravan) Cessna 210 18 0.38 ------(Centurion) Cessna 310 25 0.42 ------Cessna 337 21 0.38 ------(Skymaster) Cessna 401 28 0.45 ------Cessna 402C, 414A 31 0.48 ------(Chancellor) Cessna 421 (Golden 34 0.55 ------Eagle) Cessna 441 44 0.66 ------(Conquest II) Cessna 501 (Citation 56 0.69 4 5 5 5 4 5 5 5 I - Eagle) Cessna 525 (Citation 47 0.68 ------Jet) Cessna 550 (Citation 64 0.69 5 5 6 6 5 5 5 5 II) Aircraft Classification Numbers (ACN) Aircraft Type Weight Tyre Flexible Pavement Sub-grades Rigid Pavement Sub-grades Max (kN) Pressure CRB% K (MPa/m³) High Med Low Very High Med Low Very Low Low A B C D A B C D 15 10 6 3 150 80 40 20

Cessna 550 (Citation 67 0.69 5 6 6 6 5 5 6 6 Bravo) Cessna 560 XL 90 1.48 9 9 9 9 9 9 9 9 (Citation Excel) Cessna 650 (Citation 99 1.02 6 6 7 7 7 7 7 7 III, VI) Cessna 650 (Citation 104 1.16 6 7 7 8 7 8 8 8 VII) Cessna 750 (Citation 160 1.16 10 11 12 12 12 12 13 13 X) Cessna Conquest 45 0.59 ------Cessna T303 23 0.4 ------(Crusader) CF-18 249 1.38 21 20 20 20 21 21 21 21 Convair 240 190 0.64 7 9 10 12 9 10 10 11 Convair 340, 440, 222 0.47 7 9 11 14 9 10 11 12 540 Convair 580 259 0.59 10 12 14 17 12 13 14 15 Convair 5800 280 0.59 11 13 15 19 13 14 16 17 Convair 600 210 0.73 9 10 11 14 10 11 12 13 Convair 640 245 0.52 8 11 12 15 10 12 13 14 Convair 880 860 1.03 27 31 36 44 26 31 36 40 Convair 990 1,135 1.28 40 46 53 64 40 47 54 60 Dassault Falcon 164 1.36 9 10 11 12 11 12 12 13 Dassault Falcon 189 1.51 11 12 13 14 14 14 15 15 2000EX Dassault Falcon 10 84 0.93 5 5 6 6 6 6 6 6 Dassault Falcon 20 128 0.92 8 9 9 10 10 10 10 10 Dassault Falcon 50 173 0.93 9 10 12 13 11 12 12 13 Dassault Falcon 900 202 1.3 11 12 14 15 14 14 15 15 DC-10-10, 10CF, 15 2,037 1.34 57 62 74 101 49 58 69 80 DC-10-20, 20CF, 2,485 1.14 60 67 81 110 49 59 72 85 30CF, 40CF DC-10-30, 30ER, 40 2,593 1.22 59 65 79 107 50 59 72 84 DC-3 147 0.31 5 7 10 12 8 8 9 9 DC-4 335 0.53 12 15 17 21 14 16 17 19 DC-6, 6B 480 0.73 20 23 25 30 22 24 26 27 DC-7 (All Models) 640 0.89 34 36 42 46 37 40 42 44 DC-8-10, 20 Series 1,226 1.01 36 41 49 62 32 39 46 53 DC-8-43, 55, 61, 71 1,470 1.3 47 54 64 79 45 54 63 71 DC-8-61F, 63F 1,557 1.32 51 59 69 85 50 59 68 76 DC-8-62, 62F, 63, 1,593 1.35 52 59 70 87 50 59 69 77 72, 73 DC-9-10, 15 404 0.93 22 23 26 29 24 26 27 28 DC-9-21 445 1.02 25 26 30 32 28 29 31 32 DC-9-30, 32 485 1.05 27 29 33 35 30 32 34 35 DC-9-41, 50, 51 543 1.17 31 33 37 40 35 37 39 40 DHC1 Chipmunk 10 0.21 ------DHC2 Beaver 25 0.17 ------DHC3 Otter 36 0.2 ------DHC4 Caribou 130 0.28 2 3 5 7 4 4 5 6 DHC5 Buffalo 187 0.41 6 8 10 12 8 9 10 11

DHC6 Twin Otter 56 0.26 2 2 3 5 3 3 3 4 Series 300 DHC7 Dash 7 209 0.74 10 12 13 15 12 13 14 14 DHS-2 Conair 116 0.62 8 10 10 11 9 9 9 10 Firecat Dornier 228 Series 63 0.9 5 6 6 6 6 6 6 6 Dornier 328 Jet 155 1.13 8 8 10 11 10 10 10 11 Dornier 328-110 138 0.8 7 7 8 10 8 8 9 9 (Turboprop) Dornier SA227 (Metro, Merlin, 74 0.73 3 4 4 5 4 5 5 5 Expediter) Douglas A-26 120 0.48 7 8 10 11 8 8 9 9 Invader Douglas B-26 156 0.48 9 11 13 14 10 11 11 12 Invader Embraer 170, 175 368 1.04 20 21 24 26 22 24 25 26 Embraer 190, 195 481 1.1 28 30 33 35 31 33 35 36 Embraer EMB-110 59 0.62 4 5 5 5 5 5 5 5 (Bandeirante) Embraer EMB-120 119 0.76 5 6 7 8 7 7 7 8 (Brasilia) Series Embraer ERJ-145 237 0.9 14 15 16 17 16 16 17 18 Series Fokker 100 452 0.94 25 27 31 33 28 30 31 33 Fokker 50 205 0.59 9 11 13 14 11 12 13 13 Fokker 60 226 0.62 10 13 14 16 13 14 14 15 Fokker 70 410 0.81 21 24 27 30 24 26 27 29 Fokker F27 205 0.57 9 11 13 14 11 12 13 13 Friendship Fokker F28 325 0.53 14 17 20 23 16 18 20 21 Fellowship Gulfstream G100 (IAI-1125-Astra 111 0.86 6 6 7 8 7 7 7 8 SPX) Gulfstream G159 156 0.83 8 8 10 11 9 10 10 11 Gulfstream G200 159 0.86 9 10 11 12 10 11 11 12 (IAI-1126-Galaxy) Gulfstream II 294 1.04 17 18 20 22 20 21 21 22 Gulfstream III 312 1.21 19 20 22 23 22 23 23 24 Gulfstream IV 334 1.21 20 22 24 25 24 25 25 26 Gulfstream V 405 1.37 26 28 30 31 31 32 32 33 Hawker 1000 (BAe 138 0.83 8 8 9 10 9 9 10 10 1000A) Hawker 400XP 73 0.86 6 7 7 7 6 6 6 6 (Beech Jet 400A) Hawker 800, 800XP (HS-125-800, 125 0.83 7 7 8 9 8 8 9 9 800XP) Hercules C-130, 082, 778 0.67 29 34 37 43 33 36 39 42 182, 282, 382 Hercules L-100 693 0.74 27 30 33 38 30 33 35 38 (Commercial) Aircraft Classification Numbers (ACN) Aircraft Type Weight Tyre Flexible Pavement Sub-grades Rigid Pavement Sub-grades Max (kN) Pressure CRB% K (MPa/m³) High Med Low Very High Med Low Very Low Low A B C D A B C D 15 10 6 3 150 80 40 20

HS/BAe 125 (All 112 0.83 6 6 7 8 7 7 8 8 Series to 600) HS/BAe 700 114 0.88 6 7 7 8 7 8 8 8 HS/BAe 748 227 0.51 9 11 14 16 11 12 13 14 Ilyushin IL-18 625 0.8 16 17 21 29 13 16 20 23 Ilyushin IL-62, 62M 1,648 1.65 52 58 68 83 51 59 68 77 Ilyushin IL-76T 1,677 0.64 24 27 34 45 29 33 30 34 Ilyushin IL-76TD 1,775 0.66 27 30 37 49 32 35 32 37 Ilyushin IL-86 2,054 0.88 34 36 43 61 26 31 38 46 Jetstream 31, 32 69 0.39 3 4 5 6 4 5 5 5 (BAe) Jetstream 41 (BAe) 107 0.83 5 5 6 7 6 6 7 7 KC-10 (McDonnell 2,593 1.22 59 65 79 107 50 59 72 84 Douglas) KC-135 Stratotanker 1,342 1.38 38 41 49 64 35 40 48 55 (Boeing) L-1011-1 Tristar 1,913 1.35 52 56 66 90 45 52 62 72 L-1011-100, 200 2,073 1.35 57 63 75 101 49 58 69 81 Tristar L-1011-250 Tristar 2,269 1.35 64 71 86 114 55 66 79 91 L-1011-500 Tristar 2,295 1.35 65 72 87 116 56 67 80 93 Learjet 24F 62 0.79 3 3 4 4 4 4 4 4 (Bombardier) Learjet 25D, 25F 69 0.79 3 4 4 5 4 5 5 5 (Bombardier) Learjet 25G 75 0.79 4 4 5 5 5 5 5 5 (Bombardier) Learjet 28, 29 (Long-horn) 69 0.79 3 4 4 5 4 5 5 5 (Bombardier) Learjet 31A, 35A, 83 0.79 4 5 5 6 5 5 6 6 36A (Bombardier) Learjet 40, 45, 45XR 98 0.79 5 6 7 7 6 7 7 7 (Bombardier) Learjet 55B, 55C 97 1.24 6 6 7 7 7 7 7 7 (Bombardier) Learjet 60 106 1.48 6 7 7 8 8 8 8 8 (Bombardier) Lockheed 188 503 0.95 27 29 33 36 30 32 34 36 Electra MD-11 2,805 1.38 67 74 90 119 58 69 83 96 MD-81 628 1.14 36 38 43 46 41 43 45 46 MD-82 670 1.14 39 41 46 49 43 46 48 50 MD-83 716 1.14 42 45 50 53 47 50 52 54 MD-87 628 1.14 36 38 43 46 41 43 45 46 MD-88 670 1.14 39 41 46 50 44 46 48 50 MD-90-30 699 1.14 41 43 48 52 46 48 50 52 MD-90-30ER 739 1.14 44 47 52 55 49 51 54 56 MD-90-50, 55 772 1.14 46 50 54 57 52 54 57 58 Mitsubishi MU-2 Srs 52 0.48 ------Piper Aerostar 29 0.48 ------Piper Apache 21 0.29 ------Aircraft Classification Numbers (ACN) Aircraft Type Weight Tyre Flexible Pavement Sub-grades Rigid Pavement Sub-grades Max (kN) Pressure CRB% K (MPa/m³) High Med Low Very High Med Low Very Low Low A B C D A B C D 15 10 6 3 150 80 40 20

Piper Archer II, III 12 0.17 ------Piper Arrow III, IV 14 0.21 ------Piper Aztec 30 0.42 ------Piper Cheyenne I, II 41 0.55 ------Piper Cheyenne III 50 0.69 ------Piper Commache 21 0.29 ------Piper Cub (& Super 8 0.13 ------Cub) Piper Dakota 14 0.17 ------Piper Malibu, 21 0.35 ------Mirage, Meridian Piper Mojave 33 0.42 ------Piper Navajo 29 0.42 ------Piper Saratoga 16 0.38 ------Piper Saratoga II 16 0.27 ------Piper Seminole 17 0.25 ------Piper Seneca III, V 22 0.38 ------Piper Warrior II, III 11 0.17 ------Saab 2000 226 0.69 11 13 14 16 13 14 15 15 Saab 340 A, B 131 0.82 6 7 8 9 7 8 8 9 Sepecat Jaguar 154 0.58 7 9 10 11 9 10 10 11 (Configuration 1) Sepecat Jaguar 108 0.58 4 6 6 7 6 6 7 7 (Configuration 2) Shorts 330 102 0.55 6 8 9 9 7 8 8 8 Shorts 360 121 0.54 7 9 10 11 9 9 9 9 Shorts Sherpa 114 0.54 7 8 10 10 8 8 9 9 Shorts Skyvan 67 0.28 2 3 4 6 4 4 4 4 Swearingen SJ30-2 60 1.07 3 3 3 4 4 4 4 4 T-33 Trainer (CT- 54 0.42 ------133) (Lockheed) Transall C-160 500 0.38 8 10 13 18 10 10 10 13 Tupolev TU-134 463 0.59 10 12 15 20 9 11 14 16 Tupolev TU-154 961 0.93 19 22 28 37 18 24 30 36 Tupolev TU-204, 1,096 1.38 31 33 40 53 29 34 40 46 214, 224, 234 VC10 Series 1,590 1.01 48 54 66 83 41 50 60 69

Subgrade Support Strength Category

The ranges of subgrade strength covered by these standard subgrade categories (designated as A, B, C and D) are shown below.

Flexible Pavements: The flexible pavements have four subgrade categories:

 A. High Strength - CBR 15 (All CBR above 13%).  B. Medium Strength - CBR 10 (For CBR between 8% to 13%).  C. Low Strength - CBR 6 (For. CBR between 4% to 8%).  D. Ultra Low Strength - CBR 3 (For CBR below 4%).

Rigid Pavements: The rigid pavements have four subgrade categories:

 A. High Strength - Subgrade k = 150 MN/m3 (550 lb/in3) (All k values above 120 MN/m3).  B. Medium Strength - k = 80 MN/m3 (300 lb/in3) (For values between 60 to 120 MN/m3).  C. Low Strength - k = 40 MN/m3 (150 lb/in3) (For values between 25 to 60 MN/m3).  D. Ultra Low Strength - k = 20 MN/m3 (75 lb/in3) (All k values below 25 MN/m3).

As per October 2007, ICAO revised the alpha factor for four wheel undercarriages. Based on recent findings of full scale pavement tests, ICAO agreed to the following revisions concerning the alpha factor values: a. change the alpha factor value for all four-wheels per main landing gear from the current 0.825 to 0.80; b. retain the alpha factor for six-wheels per main landing gear at 0.72; and c. change the alpha factors for other main landing gears so that the ranking of the damaging effect remains consistent.