Preliminary Aeronautical Impact Assessment

P Re u rvr r NARv Ae Rorunun cAL I rvl plcr Ass ess M E NT

BerursrowN CBD AReA, NSW

New Sourn Weles DCPNRTMENT or PIRI,INING AND EruvInoruMENT

J0447 Pneuur¡rr¡RRY Dntrr Reponr V0.2

12 Mav 2015

@ The Ambidji Group Pty Ltd A.C.N. 053 868 778

Suite 1 1, 622 Ferntree Gully Road, Wheele¡s Hill, VlC,3150, Australia

AvrB r DJ r @ The Ambidji Group Pty Ltd, 2015

The information contained in this document is confidential and proprietary to The Ambidji Group Pty. Ltd. Other than for evaluation and governmental disclosure purposes, no part of this document may be reproduced, transmitted, stored in a retrieval system, or translated into any language in any form by any means without the written permission of The Ambidji Group. NSW DepmrrENT o¡ Pl¡¡urne mro Er¡v¡noNrENT BANKSTowN GBD Ane¡" NSW

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Docume¡rr RELEASE APPRovAL

Approved for Release: Draft Report V 0.2

Name: Barrie Slingo

Title: Senior Associate

Date: 12 May 2Q15

Distribution: NSW Department of Planning and Environment

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REV DESCRIPTION DATE Prepared QA NO v0.1 Draft Report 11 May 2015 BR BWS v0.2 Minor amendments 12May 2015 BWS BR NSWDepenrrrENToF NINGAÌ{DEwno¡re¡r Bn¡¡rsrowu 6gP AtÌEÀ NSW

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Table of Contents

1. Executive Summary...... 1

2. lntroduction to the Aeronautical lmpact Assessment (AlA) 2

3. Methodology 3 4. Sydney Airport Prescribed Airspace ...... 4

4.1 Analysis of Sydney Obstacle Limitation Surfaces (OLS) 4

4.2 Analysis of Sydney PANS OPS Surfaces 5

5. Bankstown Airport Prescribed Airspace...... 6

5.1 Analysis of the Bankstown Airport Obstacle Limitation Surfaces (OLS) 6

5.2 Analysis of Bankstown PANS OPS Surfaces 7

6. Prescribed Airspace at other Airports...... 7 7. Results of the analysis of Prescribed Airspaces for the Sydney Basin Airports....8

8. Possible Approval to Exceed the Bankstown Airport OLS Surface...... 8 9. Bankstown Airport lnstrument Flight Rules (lFR) Operations ...... 9

10. Bankstown Airport Visual Flight Rules (VFR) Operations t0 11. Gontingency Procedures - Engine Inoperative Flight Paths...... 12 12. RADAR Performance lmpact ...... 12

12.1 Clearance Requirements for RADARS...... 12

13. Potential lmpact on Navigation aids and Gommunications l3

14. Department of Defence Requirements...... 14

15. Plume Rise Assessment ...... 14

16.

Appendix A: Glossary of Aeronautical Terms and Abbreviations NSW DEPNNTMENT OF PLA¡.¡NING ¡ro E¡¡vIRoNiIENT Banxsrowu CBD Anen, NSW

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1 Execunve Summmv

The Ambidji Group Pty Ltd was tasked by the New South Wales Department of Planning and Environment (DPE) to prepare a Preliminary Aeronautical lmpact Assessment (AlA) to enable provision of advice and recommendations on suitable building heights within the Bankstown CBD area. The AIA concludes that: a The Prescribed Airspaces for Obstacle Limitation Surfaces (OLS) and the Procedures for Air Navigation Services - Aircraft Operations (PANS-OPS) surfaces for Sydney and Bankstown Airports extend over the Bankstown CBD area; a The limiting surfaces over the Bankstown CBD area are the lnner Horizontal Surface (lHS) OLS surface at 55 m AHD, and the Conical Surface (CS) rising to 72 m AHD at the north east boundary of the area; a These surfaces limit the height of any development including construction cranes in the Bankstown CBD area; Requests can be made to penetrate the IHS and CS, but these must be submitted to Bankstown Airport Limited, supported by an aeronautical safety case, and approved by the Civil Aviation Safety Authority (CASA), Airservices Australia (AsA) and industry stakeholders. Such requests are normally required to be made on a case-by-case basis and a "blanket" approval for an increased height over the entire CBD area is unlikely to be agreed, although it may be possible for selected areas of the CBD; a CASA may require obstruction lighting to be installed on approved buildings and cranes which exceed the OLS heights;

a It will not be possible to penetrate the lowest PANS-OPS surface of 135.9 m AHD; a The safety of flights operating under the lnstrument Flight Rules (lFR) and Visual Flight Rules (VFR) which may fly over the CBD area will not be impacted; o The restricted areas for navigation aids and radar sensors will not be infringed;

a Department of Defence installations and operations at Richmond and Holsworthy will not be impacted; and a lf there will be roof top plume rises exceeding 4.3 m/s a plume rise assessment will be conducted by CASA. lf the rise is less then no assessment will be required. NSW DepmrmENT or Pu¡n¡r¡o mo EwTRoNmENT Bm¡xsrown CBD AREA NSW

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2. lnrRooucnoN To rHE AERoNAUTcAL lmprcr Assessme¡r (AlA)

The area used for this assessment was based on an AutoCAD drawing "Bankstown_Typology_CAD.dwg" provided by the DPE on 1 May 2015. An image of this drawing is shown in Figure 2.1.

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Figure 2.1 Bankstown CBD Area from the Bankstown _Typology_CAD drawing (Source: DPE)

It was not possible to use the exact areas shown above, as streets shown on the image do not match those shown in the Prescribed Airspace charts published by Sydney Airport Corporation Limited (SACL) and Bankstown Airport Limited (BAL). However a compromise area was constructed and this area contains the boundaries shown in Figure 2.1.

The Bankstown CBD area is located 13 km North West of the Sydney Airport Aerodrome Reference Point (ARP), and 3.43 km north east of the Bankstown Airport ARP. Figure 2.2 shows the boundaries of the CBD area in relation to Sydney and Bankstown Airports. NSW DepmrmENT OF PLAT.INING mo E¡¡vInoNnENT B¡,¡rs nGBDAREÀ NSW

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Figure 2.2 - Location of the Bankstown CBD area in relation to Sydney and Bankstown Airports.

3. Mernooor-ocv The methodology employed for the preparation of this report primarily focuses on the consideration of the key elements of: . the Airports Act 1996 (Part 12, Protection of airspace around airports); . the Airports (Protection of Airspace) Regulations 1996; . CivilAviation (Building Control) Regulations 1988; . Civil Aviation Safety Regulations (CASR) Part 139 Manual of Standards (MOS), Chapter 7 Obstacle Restriction and Limitation and Chapter 11 Standards for Other Aerodrome Facilities; . Airservices Australia document Navigation Aid Building Restricted Areas and Siting Guidance AEI-7.1613 lssue 2; and o CASA Advisory Circular AC 139-5 (1) Plume Rise Assessments. The key elements of the report involve a preliminary assessment of: . the Obstacle Limitation Surfaces (OLS); The object of the OLS is to define a volume of airspace in proximity to the airport which should be kept free of obstacles that may endanger aircraft in visual operations, or during the visual stages of an instrument approach. The intention is not to restrict or prohibit all obstacles, but to ensure that either existing or potential obstacles are examined for their impact on aircraft operations and that their presence is properly taken into account.

Since they are relevant to visual operations, it may sometimes be sufficient to ensure that the obstacle is conspicuous to pilots, and this may require that the obstacles be marked or lit. . the Procedures for Air Navigation Services - Aircraft Operations (PANS OPS) Surfaces; PANS OPS surfaces detail essential areas and obstacle clearance requirements for the achievement of safe, regular instrument flight operations. The instrument flight procedures enable pilots to either descend from the high en-route environment of cruise type flight to establish visual contact with the landing runway, or climb from the runway NSW DEPNNT]üENT OF PLANNING I¡Io EI.¡vIRoNMENT Bmrxsrown GBD Ane+ NSW

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after take-off to the en-route environment, with a prescribed safe margin above terrain and obstacles, by use of aircraft instruments and radio navigation aids or Global Positioning System (GPS) in conditions where the pilot cannot maintain visual contact with the terrain and obstacles due to inclement weather conditions. a the Standards for Siting and Clearance Areas for Airways Facilities on Airports; These Clearance Areas are published to ensure that any construction does not impact on the operation of the facilities by physícal obstruction or electronic interference of the signal propagation. a the requirement for a plume rise assessment by CASA. lf roof top plume rises exceed 4.3 mis, details need to be provided to CASA so that an assessment can be made as to the impact on the safety of aircraft operations.

4. Svouev ARpoRr PnescRteeD AtRspAcE ln accordance with the Airports Act 1996 (Part 12, Protection of airspace around airports), on March 20 2015 Sydney Airport Corporation limited (SACL) published revised Prescribed Airspace Charts for the airport.

The Prescribed Airspace was declared by the Commonwealth Department of lnfrastructure and Regional Development.

The charts for the OLS and PANS-OPS surfaces for the airport were examined in relation to the to the Bankstown CBD area to determine the maximum development heights (including construction cranes) to avoid penetration of the surfaces. lt should be noted that the heights on the charts are above the Australian Height Datum (AHD).

There are no plans to extend the surfaces for this airport.

4.1 A¡nlvsrs oF SyDNEy Oesncle Llu¡ranon Sunrtces (OLS)

Figure 4.1 shows the Bankstown CBD area (red) in relation to the Sydney OLS. This figure is aligned 329"1149" (T), in accordance with the published OLS chart.

All of the Bankstown CBD area is located below the Outer Horizontal Surface (OHS) at 156m AHD. Txe GRoup

Figure 4.1 - Bankstown CBD Area and Sydney Obstacle Limitation Sudaces (Chart Source; sAcr)

Figure 4.2 shows the Bankstown CBD area (red) in relation to the Sydney PANS-OPS surfåces.

All of the Bankstown CBD area is located below the 335.2m AHD PANS OPS surface.

Figure 4.2- Bankstown Area and the Sydney Airport PANS-OPS sudaces (Chart Source : SACL)

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5. Ba¡¡xsrowN ArRpoRT PRescnleeD ARspAcE ln accordance with the Airports Act 1996 (ParI 12, Protection of airspace around airports), Bankstown Airport Limited published the Prescribed Airspace Charts for OLS and PANS-OPS surfaces in the 2014 Airport Master Plan.

There are no plans to extend the surfaces for this airport.

5.1 ANALysrs oF THE BenrsrowN ArRpoRT Oesrncle Lrmrrnro¡¡ SuRrrces (OLS)

Figure 5.1 shows the Bankstown CBD area (red) in relation to the Bankstown OLS.

Almost all of the Bankstown CBD area is located below the lnner Horizontal Surface (lHS) at 55m AHD. A small portion of the area is located under the Conical Surface (CS), which is 55m at the boundary with the lHS, and increases in height at a 5o/o slope. The highest CS at the north east boundary of the area is 72m AHD. YAGOONA CS72m IHS 55m

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Figure 5.1 Bankstown Area and the Bankstown Airport OLS (Source : Airport Master Plan 2014) NSW DepmrMENT oF Pur.¡¡ruo r.lo Er¡vlnoNMENT Btrxsrow¡r GBD Ane¡, NSW

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5.2 A¡relvsrs oF BANKsrowN PANS OPS Sunrlces

Figure 5.2 shows the development area (red) in relation to the Bankstown PANS-OPS surfaces.

All of the Bankstown CBD area is located below the 135.9 m AHD PANS OPS surface.

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Figure 4.1 Bankstown Area and the Bankstown Airpoñ PANS-OPS surfaces (Source : Airport Master Plan 2014

6. PnescRIeeD AIRSPAGE AT OTHER AIRPORTS

There are other airports in the Sydney Basin which have or will have Prescribed Airspaces. These are:

CAMDEN

This airport is located 33 km to the south west of the Bankstown CBD area. As the OLS and PANS-OPS surfaces will only extend to a maximum of 10 km from the airport, the CBD area will be outside these surfaces.

There are no plans to extend the surfaces for this airport.

RICHMOND RAAF BASE

This RAAF Base is located 43 km to the north west of the CBD area. As the OLS and PANS- OPS surfaces will only extend to a maximum of 20 km from the airport, the CBD area will be outside these surfaces.

There are no plans to extend the surfaces for this RAAF Base.

BADGERYS CREEK

This airport is not yet constructed; however planning is well advanced including the layout of runways, which are proposed to be aligned north easUsouth west. This proposed airport is 25 km to the west of the Bankstown CBD area, and the OLS and PANS-OPS surfaces are unlikely to extend beyond 20 km in the direction of the Bankstown CBD area.

The Bankstown CBD area is expected to be outside the OLS and PANS-OPS areas for this airport. NSW D e penrm ENT oF PLAI,¡ N rNG er.¡ o E¡lvtRoN mENT Br¡xsrow¡¡ GBD Anen, NSW

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7 Resulrs oF THE ANALysrs oF PREScRTBED ArRspAcEs FoR THE SyDNEy BAsrN ArnpoRrs

The following Prescribed Airspace heights (AHD) were found as a result of the analyses of the Sydney and Bankstown Prescribed Airspaces in relation to the Bankstown CBD area:

a Bankstown Airport OLS: 55 m except for a small area rising at 5o/o to 72 m on the north east boundary of the area.

a Bankstown Airport PANS-OPS: 135.9 m

a Sydney Airport OLS: 156 m

a Sydney Airport PANS-OPS: 335.2 m

The OLS and PANS-OPS surfaces for other airports in the Sydney Basin do not extend over the Bankstown CBD area.

The lowest Prescribed Airspace surface over the Bankstown CBD area is that of the Bankstown Airport OLS IHS at 55 m AHD. Any development (including construction cranes) in the CBD area would normally be limited to this height; however it may be possible to obtain approval to exceed this limit. This is discussed in the next section.

I POSSISLe APPROvAL To ExcEED THE BANKSTowN AIRpORT OLS SunrnCe

It is common for both the lnner Horizontal and Conical Surfaces to be penetrated at many airports in the world, especially those located close to metropolitan areas.

The control towers at most of the new airport developments in Asia (Bangkok, Kuala Lumpur, Jakarta, Singapore, lncheon, Beijing etc.), and Brisbane in Australia all penetrate the lnner Horizontal Surface.

Numerous penetrations of both the lnner Horizontal and Conical Surfaces occur in the vicinity of Sydney Airport.

There are conditions for allowing the penetration of the inner horizontal and conical surfaces; however any application for approval would have to be supported by an Aeronautical Study. The conditions for OLS IHS and CS surfaces penetrations are discussed in the following paragraphs.

ICAO Airport Services Manual Part 6 Control of Obstacles states in Para 1.2.2.4

/n assessing the operational effect of proposed new construction, tallsfrucfures would not be of immediate significance if they are proposed to be located in:

a) An area already substantially obstructed by terrain or existing structures of equivalent height b) An area which would be safely avoided by prescribed procedures assocrated with navigational guidance where appropriate

Note that item b) would be part of an Aeronautical Study.

The IHS and CS can be penetrated in accordance with the recommendations of ICAO Doc ANNEX 14 Volume 1 Aerodrome Design and Operations, Para 4.2.20, which states: NSW DepmTilENT O¡ PIT.I¡I¡¡C AND ENVIRoNIIENT Bru.rrsrow¡r GBD Anen, NSW

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New objects or extensions of existing objects should not be permitted above the Conical Surtace and the lnner Horizontal Surtace except when, in the opinion of the appropriate authority, an object would be shielded by an existing immovable object, or after an

sionificantlv affect the reoularitv of ooerations of aeroolanes.

Ambidji has prepared aeronautical studies for many other building developments in the Sydney, Brisbane and Adelaide CBDs and adjacent areas, which penetrate the OLS, and the experience has been that approvals have been granted. lt is stressed that such approvals are not automatic and are subject to consideration by the DIRD, SACL, BAL, CASA and Airservices Australia. Comments may be sourced from stakeholders such as the airlines and local aircraft operators. lf requests to penetrate the OLS are approved, development heights will still be limited by the Bankstown Airport PANS-OPS surface at 135.9 m AHD. "Development heights" include construction cranes and roof top installations such as masts and lighting.

Ambidji can prepare a full Aeronautical lmpact Statement (including an aeronautical study for OLS penetration) for individual buildings or groups of buildings if DPE considers that proposed development heights will exceed the IHS and CS. This can include temporary penetration of the IHS and CS by construction cranes,

CASA may require obstruction lighting of approved buildings and cranes that penetrate the OLS.

9. BlnxsrowN ArRpoRT ll¡srnuuenr FLTcHT Ruus (lFR) OPERATIoNS Flights operating at Bankstown under the lnstrument Flight Rules (lFR) are provided with obstacle clearance by the PANS-OPS procedures discussed in Section 4.

Several lnstrument Flight Procedures for Bankstown are published in the AIP DAP. Those that are significant to the CBD area are listed below. Note that altitudes in these procedures are in ft AHD, distances are in Nautical Miles (nm) and bearings and tracks are in degrees magnetic (M). Pilot displays are in the same format. Aircraft categories (CAT) are published in the AIP and depend on aircraft performance parameters.

NDB A approach procedure

The final approach for this procedure commences at an altitude 1500 ft (457 m) and at a distance of 5 nm (9.3 km) north east of the BK NDB. Descent is made to the Minimum Descent Altitudes (MDA) of 910 ft (CAT A and B aircraft) and to 940 ft (CAT C aircraft) on a track of 230" (M) or 243" (T).

This track passes over the northern area of the CBD as shown in Figure 9.1 , NSW Dep¡nrmENToF Pl¡,lntuc l¡,¡o EnvlRoNmENT Bm¡xs CBDAnen, NSW

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Figure 9.1 - NDB A Final Approach Track and the Bankstown CBD Area

On reaching the MDA, the pilot must decide whether to continue descent in visual weather conditions or, if not visual, to make a missed approach and commence climbing to the missed approach altitude. The PANS-OPS surface of 135.9 m (445 ft) provides obstacle protection during the final approach procedure on descent to the MDA. For visual descent below the MDA the pilot is responsible for seeing and avoiding obstacles.

Gircling approaches

Circling approaches are conducted where there are no straight in approach procedures published for a runway, or if weather conditions prevent a straight in approach.

The CBD area is within the circling approach area for CAT A, B and C aircraft. The MDAs for the circling approach procedure are 910 ft (CAT A and B aircraft) and to 940 ft (CAT C aircraft).

As in the NDB A approach procedure (see above), the PANS-OPS surface of 135.9 m (445 ft) provides obstacle protection until visual descent below the MDA is possible. The pilot is then responsible for seeing and avoiding obstacles.

Although aircraft may fly over the CBD area on the NDB A and circling approach procedures, the PANS-OPS surface provides obstacle protection until visual flight is possible, with the pilot then responsible for seeing and avoiding obstacles.

Approved building developments in the Bankstown CBD area will not impact on the safety or regularity of IFR flights.

10. BnruxsrowN ArRpoRrVrsunl Fucxr Rul-es (VFR) Opennr¡o¡rs

Pilots operating under the Visual Flight Rules (VFR) are responsible for their own obstacle clearance by visual identification and avoidance if necessary. There are conditions of minimum flight visibility and distance from cloud imposed on VFR flights to ensure that obstacles can be seen and avoided. ln addition these flights are required to operate at a minimum of 1500 ft above populated areas, unless in the flight stages of landing and take-off. iliSVV Dgpa*fr1 ÊNr oF Plnrii'¡rir¡c n¡¡n Ë¡¡vlnoruuEl¡r B,qruxsrorv"r¡ CBO Asr"q, NSW

CASA may require obstruction lighting of buildings and cranes to assist pilots to see and avoid these obstacles as necessary.

BANKSTOWN AIRPORT CIRCUIT TRAINING OPERATIONS

The Enroute Supplement (ERSA) section of the AIP requires circuit training at Bankstown to be confined to a 2 nm (3.7 km) radius of the ARP. As the nearest boundary of the CBD area is 3.43 km from the ARP, some circuit training aircraft may fly within 270 m of the CBD area to the south west.

VFR ARRIVALS AND DEPARTURES AT BANKSTOWN

The ERSA document requires all VFR arriving aircraft from the north to track via Prospect Reservoir before joining the circuit. VFR departures to the north are required to track initially via Parramatta.

Helicopter arrivals from the north and departures to the north will track via CHOPPERS NORTH or CHOPPERS WEST depending on the runway direction in use

The CBD area and the above routes and tracking points are shown on an extract from the AIP Sydney Visual Terminal Chart (VTC) in Figure 10.1 .

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Figure 10.1 VFR routes and tracking points and the CBD area. (Chart Source : AsA) NSW DepmrmENT oF PLAI¡NING lt¡o Et¡vlnoNilENT Bm¡rsrowu GBD AneÀ NSW

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HELICOPTER CODED CLEARANCES FOR SYDNEY AIRPORT A number of coded clearances for VFR helicopter flights to and from Sydney Airport are published in the ERSA document. The nearest coded clearance route is "Rosehill 4" which requires helicopters to track via Rosehill Racecourse, Rookwood Cemetery and Canterbury Racecourse to and from Sydney. This route is shown in blue on Figure 10.1, and passes approximately 4.3 km to the north of the CBD area. OTHER HELICOPTER OPERATIONS Police, defence force and emergency services helicopters may operate on random routes over or in the vicinity of the CBD area. These helicopters operate under the VFR and pilots will fly in visual weather conditions to see and avoid obstacles.

There are no VFR operational tracking procedures that require aircraft to fly over the Bankstown CBD area. The pilots of any aircraft that may occasionally fly over the CBD are required to operate in visual weather conditions and altitudes that enable obstructions to be seen and avoided. Approved building developments in the Bankstown GBD area will not impact on the safety or regularity of VFR flights.

11. Cotttrrr¡cency PRocEDURES - E¡¡cl¡¡e lropemr¡vE FucHT PATHs Contingency procedures are proprietary procedures developed by some aircraft operators to cover the situation of a failure of a critical engine, called one engine inoperative (OEl) condition. As they are proprietary procedures, Ambidji is unable to assess any impact that a proposed building development may have on contingency procedures.

The aircraft operators that use Bankstown Airport would need to determine whether the existing contingency procedures need modification to allow for the additional height of any proposed development over that of the existing buildings in the area. This assessment would normally occur during consideration of the building proposal development application by Bankstown Airport and the aircraft operators at the airport.

12. RADAR Pen¡oRueNcE IMPAGT

The Sydney Airport Terminal Area Radar (TAR), comprising of Primary Surveillance Radar (PSR) and Secondary Surveillance Radar (SSR) at an antenna elevation of 34.5 m AHD is located on the airport 13.5 km from the Bankstown CBD area, There is another TAR located at Cecil Park, approximately 18.3 km from the CBD site, at an antenna elevation of 161 .27 m AHD. This radar is too far from the development site for impact on its performance. There are no radar installations at Bankstown Airport. Radar surveillance in the vicinity of this airport is provided by the Sydney Airport and Cecil Park TARs.

12.1 GIennnICE REQUIREMENTS FoR RADARS

CASA Manual of Standards (MOS) Part 139 Aerodromes publishes the clearance requirements for radars. The section of the MOS that applies to the CBD site is: NSW Depmrm ENT or Pur.¡ u r¡¡c tr.¡ o Er¡vl noN M ENT B¡rxsrown CBD Anee, NSW

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11.1.14.4 The following clearance requiremenfs are to be maintained (a) No intrusion within 1 km of the radar into a height surtace 5 m below the bottom of the antenna. No intrusion between the radar and the possib/e location of any desired targets, i.e. roughly speaking above 0.5 degrees elevation at any distance. (b) No metallic or other electrical reflective surfaces anywhere which subtend an angle of more than 0.5 degrees when viewed from the radar, e.g. fences, power lines, tanks as well as many buildings. All overhead power lines within 1 km must be aligned radially from the radar or be located at least 10 degrees below horizontalfrom the antenna. The Sydney TAR protection plane at 0.5' is 152.31 m AHD at the nearest CBD boundary, and as the maximum development height in area is limited to 55 m AHD (lHS surface), building development in the area will not penetrate the radar protection plane. Any requests for approval to penetrate the IHS would be limited to the PANS-OPS surface of 135.9 m AHD, which is below the radar protection plane. The Cecil Park TAR is 161 .27 m AHD, and its protection plane is well above any proposed building development in the Bankstown CBD area.

Radar sensor performance will not be impacted by any approved development in the Bankstown GBD area.

13. Pote¡¡rnl lmprcr oN NAucATroN ArDs AND CoMMuNtcAnoNs

Sydney DME

CASR PART 139 MOS stipulates a clearance zone of 600m radius for the DME. As the proposed building development is approximatelyl3.9 km from the DME site, the Bankstown CBD area is outside the requisite clearance zone.

Sydney lnstrument Landing Systems (lLS)

All Runways at Sydney Airport are served by an ILS with associated Localiser (LOC) and Glide Path (GP).

The Building Restricted Areas (BRA) specified in the Airservices Australia document Navigation Aid Building Restricted Areas and Siting Guidance AEI-7.1613 lssue 2 contain building development limitations.

The BRAs for the ILS components extend to a maximum distance of 1200 m from the runway thresholds. As the Bankstown CBD area is at least 11 km from the nearest runway threshold, it is outside the BRAs for all ILS components at Sydney airport.

Ground Based Augmentation System (GBAS)

A GBAS is installed at Sydney and GLS approach procedures are published for all runways. The BRA for the VHF Data Broadcast Unit (VDB) and Remote Satellite Measurement Unit (RSMU) antennas associated with GBAS is a 3000 m radius. As the Bankstown CBD area is at least 14 km from the GBAS installation, it is outside the GBAS BRA.

Glenfield Non Directional Beacon (NDB)

CASR Part 139 MOS stipulates a clearance area of 150m around NDB facilities. NSllìl DepmrMENT or Pl¡r.¡uruo ¡¡,¡o EuvrRoNrçENT Be¡,¡rsrowu CBD AREA, NSW

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As the building development is approximately 8.3 km from the site of this NDB, the development is outside the clearance zone for the Glenfield NDB.

Bankstown NDB

CASR Part 139 MOS stipulates a clearance area of 150m around NDB facilities

As the building development is approximately 3.5 km from this NDB, the development is outside the clearance zone for the Bankstown NDB.

ATG Gommunication Facilities

Reliable VHF communications require a clear line of sight path between the base station and aircraft using the facilities.

The current configuration of the buildings surrounding Sydney and Bankstown Airports does not restrict the ATC communication facilities located on the Control Towers at Sydney and Bankstown Airports. The building development at the Bankstown CBD area is unlikely to impact upon ATC communication facilities in the area.

Building developments in the Bankstown CBD area will not impact on the performance of navigation aids and communication facilities in the Sydney.Basin.

14. DepnnrueNT oF Dererce Reeu¡Reue¡¡rs

The nearest Department of Defence airport with publicly available PANS OPS procedures is RAAF Base Richmond. Due to its distance from the proposed development (approximately 43 km) and ATC arrangements in the area, the proposed development is unlikely to impact on Defence operations. The Australian Army has a helicopter base at the Holsworthy Army Barracks, approximately 7.5 km south-west of the Bankstown CBD area. Holsworthy does not have any PANS OPS procedures available and operations there will not be affected by the proposed development.

15. Pr-uue Rrse AssessMENT lf there will be a plume rise exceeding 4.3 m/s from the roof top at any building development, a plume rise assessment will be conducted by CASA. lf the rise is less then no assessment will be required.

16. Coruclusror,rs

This preliminary aeronautical assessment was conducted to consider the height limitations and impacts of the development of the Bankstown CBD area. The assessment concludes that: . The Prescribed Airspaces for Obstacle Limitation Surfaces (OLS) and the Procedures for Air Navigation Services - Aircraft Operations (PANS-OPS) surfaces for Sydney and Bankstown Airports extend over the Bankstown CBD area; . The limiting surfaces over the Bankstown CBD area are the lnner Horizontal Surface (lHS) OLS surface at 55 m AHD, and the Conical Surface (CS) rising to 72 m AHD at the north east boundary ofthe area; NSW DepmrriEuToF Pur.¡Hrue ¡rro EuvlnoNrENT B¡IrrSrowH GBD Anen, NSW

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. These surfaces limit the height of any development including construction cranes in the Bankstown CBD area; . Requests can be made to penetrate the IHS and CS, but these must be submitted to Bankstown Airport Limited, supported by an aeronautical safety case, and approved by the Civil Aviation Safety Authority (CASA), Airservices Australia (AsA) and industry stakeholders. Such requests are normally required to be made on a case-by-case basis and a "blanket" approval for an increased height over the entire CBD area is unlikely to be agreed, although it may be possible for selected areas of the CBD; . CASA may require obstruction lighting to be installed on approved buildings and cranes which exceed the OLS heights; . lt will not be possible to penetrate the lowest PANS-OPS surface of 135.9 m AHD; o The safety of flights operating under the lnstrument Flight Rules (lFR) and Visual Flight Rules (VFR)which may fly over the CBD area will not be impacted; . The restricted areas for navigation aids and radar sensors will not be infringed; . Department of Defence installations and operations at Richmond and Holsworthy will not be impacted; and . lf there will be roof top plume rises exceeding 4.3 m/s a plume rise assessment will be conducted by CASA. lf the rise is less then no assessment will be required. B¡¡¡¡

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APPENDIX A

Glossary of Aeronautical Terms and Abbreviations

Appendix

112t05t201s Commercial in Confidence NSW DepmTMENT OF PLANNING IHo ET.¡vIRoNMENT BANKSIowN CBD Anee, NSW

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APPENDIX A

GLOSSARY OF AERONAUTICAL TERMS ANd ABBREVIATIONS

AERONAUTICAL STUDY GLOSSARY

To facilitate the understanding of aviation terminology used in this report, the following is a glossary of terms and acronyms that are commonly used in aeronautical impact assessments and similar aeronautical studies.

AC (Advisory Circulars) are issued by CASA and are intended to provide recommendations and guidance to illustrate a means, but not necessarily the only means, of complying with the Regulations.

Aeronautical study is a tool used to review aerodrome and airspace processes and procedures to ensure that safety criteria are appropriate.

AlPs (Aeronautical lnformation Publications) are publications promulgated to provide operators with aeronautical information of a lasting character essential to air navigation. They contain details of regulations, procedures and other information pertinent to flying and operation of aircraft. ln Australia, AlPs may be issued by CASA or Airservices Australia.

Air routes exist between navigation aid equipped aerodromes or waypoints to facilitate the regular and safe flow of aircraft operating under lFR.

Airservices Australia is the Australian government-owned corporation providing safe and environmentally sound air traffic management and related airside services to the aviation industry.

Altitude is the vertical distance of a level, a point or an object, considered as a point, measured from mean sea level.

ATC (Air Traffic Control) service is a service provided for the purpose of:

a. preventing collisions: 1. between aircraft;and 2. on the manoeuvring area between aircraft and obstructions; and b. expediting and maintaining an orderly flow of air traffic.

CASA (Civil Aviation SafeÇ AuthoriÇ) is the Australian government authority responsible under the Civil Aviation Act 1988 for developing and promulgating appropriate, clear and concise aviation safety standards. As Australia is a signatory to the ICAO Chicago Convenfion, CASA adopts the standards and recommended practices established by ICAO, except where a difference has been notified.

CASR (Civil Aviation Safety Regulations) are promulgated by CASA and establish the regulatory framework (Regulationsl within which all service providers must operate.

Civil Aviation Act 1988 (the Act) establishes the CASA with functions relating to civil aviation, in particular the safety of civil aviation and for related purposes. Appendix

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IGAO (lnternational Civil Aviation Organization) is an agency of the United Nations which codifies the principles and techniques of international air navigation and fosters the planning and development of international air transport to ensure safe and orderly growth. The ICAO Council adopts standards and recommended practices concerning air navigation, its infrastructure, flight inspection, prevention of unlawful interference, and facilitation of border-crossing procedures for international civil aviation. ln addition, the ICAO defines the protocols for air accident investigation followed by transport safety authorities in countries signatory to the Convention on lnternational Civil Aviation, commonly known as the Chicago Convention Australia is a signatory to the Chicago Convention.

IFR (lnstrument Flight Rules) are rules applicable to the conduct of flight under lMC. IFR are established to govern flight under conditions in which flight by outside visual reference is not safe. IFR flight depends upon flying by reference to instruments in the flight deck, and navigation is accomplished by reference to electronic signals. lt is also referred to as, "a term used by pilots and controllers to indicate the type of flight plan an aircraft is flying," such as an IFR or VFR flight plan.

IMC (lnstrument Meteorological Conditions) are meteorological conditions expressed in terms of visibility, distance from cloud and ceiling, less than the minimum specified for visual meteorological conditions.

LSALT (Lowest Safe Altitudes) are published for each low level air route segment. Their purpose is to allow pilots of aircraft that suffer a system failure to descend to the LSALT to ensure terrain or obstacle clearance in IMC where the pilot cannot see the terrain or obstacles due to cloud or poor visibility conditions. lt is an altitude that is at least 1,000 feet above any obstacle or terrain within a defined safety buffer region around a particular route that a pilot might flv.

MOS (Manual of Standards) comprises specifications (Sfandards/ prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation.

NOTAMS (Notices to Airmen) are notices issued by the NOTAM office containing information or instruction concerning the establishment, condition or change in any aeronautical facility, service, procedure or hazard, the timely knowledge of which is essential to persons concerned with flight operations.

Obstacles. All fixed (whether temporary or permanent) and mobile objects, or parts thereof, that are located on an area intended for the surface movement of aircraft or that extend above a defined surface intended to protect aircraft in flight.

OLS (Obstacle Limitation Surfaces) are a series of planes associated with each runway at an aerodrome that defines the desirable limits to which objects may project into the airspace around the aerodrome so that aircraft operations may be conducted safely.

PANS-OPS (Procedures for Air Navigation Services - Aircraft Operations) is an Air Traffic Control term denominating rules for designing instrument approach and departure procedures. Such procedures are used to allow aircraft to land and take off under lnstrument Meteorological Conditions (lMC) or lnstrument Flight Rules (lFR). ICAO document 8168-OPS/611 (volumes 1 and 2) outlines the principles for airspace protection and procedure design which all ICAO signatory states must adhere to. The regulatory material surrounding PANS-OPS may vary from country to country.

Appendix

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PANS OPS Surfaces. Similar to an Obstacle Limitation Surface, the PANS-OPS protection surfaces are imaginary surfaces in space which guarantee the aircraft a certain minimum obstacle clearance. These surfaces may be used as a toolfor local governments in assessing building development. Where buildings may (under certain circumstances) be permitted to penetrate the OLS, they cannot be permitted to penetrate any PANS-OPS surface, because the purpose of these surfaces is to guarantee pilots operating under IMC an obstacle free descent path for a given approach.

Prescribed airspace is an airspace specified in, or ascertained in accordance with, the Regulations, where it is in the interests of the safety, efficiency or regularity of existing or future air transport operations into or out of an airport for the airspace to be protected. The prescribed airspace for an airport is the airspace above any part of either an OLS or a PANS OPS surface for the airport and airspace declared in a declaration relating to the airport.

Regulations (Civil Aviation Safety Regulations)

VFR (Visual Flight Rules) are rules applicable to the conduct of flight under VMC. VFR allow a pilot to operate an aircraft in weather conditions generally clear enough to allow the pilot to maintain visual contact with the terrain and to see where the aircraft is going. Specifically, the weather must be better than basic VFR weather minima. lf the weather is worse than VFR minima, pilots are required to use instrument flight rules.

VMG (Visual Meteorological Conditions) are meteorological conditions expressed in terms of visibility, distance from cloud and ceiling, equal or better than specified minima.

Appendix

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ABBREVIATIONS

Abbreviations used in this report, and the meanings assigned to them for the purposes of this report are detailed in the following table:

Abbreviation Meaning AC Advisory Circular (document support CAR 1998) ACFT Aircraft AD Aerodrome AHD Australian Height Datum AHT Aircraft height AIP Aeronautical lnformation Publication Arnponrs Acr Airports Act 1996, as amended AIS Aeronautical lnformation Service Arr Altitude AMSL Above Minimum Sea Level APARs Airports (Protection of Airspace) Regulations, 1996 as amended ARP Aerodrome Reference Point AsA Airservices Australia ATC Air Traffic Control(ler) ATM Air Traffic Management BRA Building Restricted Area (for GP) cAo CivilAviation Order CAR Civil Aviation Regulation CASA Civil Aviation Safety Authority CASR Civil Aviation Safety Regulation Cat Category DAP Departure and Approach Procedures (charts published by AsA) DER Departure End of (the) Runway DEVELMT Development DME Distance Measuring Equipment Doc nn ICAO Document Number nn DIT Department of lnfrastructure and Transport. (Formerly Dept. of lnfrastructure, Transport, Regional Development and Local Government and Department of Transport and Regional Services (DoTARS)) DOTARS See DIT above ELEV Elevation (above mean sea level) ENE East North East ERSA Enroute Supplement Australia FAF FinalApproach Fix FAP FinalApproach Point fr feet GLS Ground Based Augmentation Landing System GNSS Global Navigation Satellite System GP Glide Path Appendix

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Abbreviation Meaning IAS lndicated Airspeed tcAo lnternational Civil Aviation Organisation IHS lnner Horizontal Surface, an Obstacle Limitation Surface ILS lnstrument Landing System ISA lnternational Standard Atmosphere km kilometres kr Knot (one nautical mile per hour) LAT Latitude LLZ Localizer LONG Longitude m metres MAPt Missed Approach Point MDA Minimum Descent Altitude MGA94 Map Grid Australia 1994 MOC Minimum Obstacle Clearance MOS Manual of Standards, published by CASA MSA Minimum Sector Altitude MVA Minim um Vector Altitude NASAG National Airports Safeguarding Advisory Group NDB Non Directional Beacon NE North East NM Nautical Mile (= 1.852 km) nnDME Distance from the DME (in nautical miles) NNE North North East NOTAM NOtice To AirMen OAS Obstacle Assessment Surface ocA Obstacle Clearance Altitude ocH Obstacle Clearance Height OHS Outer Horizontal Surface ots Obstacle ldentification Surface OLS Obstacle Lim itation Surface PANS-OPS Procedures for Air Navigation Services - Operations, ICAO Doc 8168 PBN Performance Based Navigation PRM Precision Runway Monitor QNH An altimeter setting relative to height above mean sea level REF Reference RL Relative Level RNAV aRea NAV|gation RNP Required Navigation Performance RPA Rules and Practices for Aerodromes - replaced by the MOS Part 139 - Aerodromes RPT Regular Public Transport RWY Runway SFC Surface Appendix

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Abbreviation Meaning stD Standard lnstrument Departure soc Start Of Climb STAR Standard ARrival TAR Terminal Approach Radar TAS True AirSpeed THR Threshold (Runway) TNA Turn Altitude TODA Take-Off Distance Available vn aircraft critical Velocity reference VOR Very high frequency Omni directional Range WAC World Aeronautical Chart

Appendix

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APPENDIX B

OLS PDF Version

Appendix

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~~Appendix~~

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~~APPENDIX C~~

~~PANS-OPS PDF Version~~

~~Appendix~~

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~~Appendix~~

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