RAPAC Meeting Minutes Queensland 10 October 2019

Industry only: 1230 QLD RAPAC 2019‐3 Start Time: 1330 Venue: CASA Brisbane Office, 12‐14 The Circuit, Brisbane Finish Time: 1630 Airport QLD 4008 Date: Thursday 10 October 2019

Meeting Chair Matthew Bouttell Convenor Trevor Bange

MINUTES

Item No Item 1. OPENING

2. REVIEW OF ACTION ITEMS

3. REGIONAL SAFETY MATTERS 3.1 North Queensland Working Party update (discussion)

4. CHANGE PROPOSALS 4.1 Gladstone Airport – Aerodrome Infrastructure Improvements 4.2 D656 Broadcast Area/Discrete Frequency 4.2 Wellcamp Airfield Operations proposal for the Qantas Academy

5. AGENCY BRIEFINGS AND UPDATES 5.1 Bureau of Meteorology 5.2 Airservices Australia 5.3 Defence

6. OTHER BUSINESS Sunshine Coast Airport Expansion Program – Operational Readiness Strategy Update 6.1 (presentation) 6.2 Review of Amberley Airspace and how it is displayed on the charts (discussion) 6.3 Rocket operations near Goondiwindi (discussion) 6.4 NOTAMS (discussion)

1. OPENING The Chair thanked attendees for making their time available and welcomed everyone to the meeting. A presentation was made to Mr Doug Stott for his outstanding long service to RAPAC nationally. This was Mr Stott’s last RAPAC meeting.

2. REVIEW OF ACTION ITEMS The status of outstanding action items was reviewed, and comments are included in the attached table.

3. REGIONAL SAFETY MATTERS

3.1 North Queensland Working Party update Mr Gareth Davey (NQLD Working Party Lead) and Mr Roger Toole provided an update to the RAPAC on matters concerning North Queensland that were considered by the NQLD Working Party. The submission on their matters is attached, with some items briefly summarised below.

The RAPAC discussed the naming conventions for Broadcast Areas in the ERSA and suggested incorporating the local radio callsign into the ERSA. It was noted that a blanket rule may not be possible because a Broadcast Area would include a few aerodromes and using the same callsign would not indicate the location.

Mr Davey raised that there are some aerodromes that exclude specific operations from using the it without a form written and completed and that this is a barrier to the recreational sector. The RAPAC discussed writing a letter to the Whitsunday Regional Council.

Mr Toole raised his concerns around noise and wake turbulence in the Rockhampton area during Military Exercises. WGCDR Buckley advised that these matters have been previously raised and are a topic of on‐going out of session discussion with stakeholders.

4. CHANGE PROPOSALS

4.1 Gladstone Airport – Aerodrome Infrastructure Improvements Mr Keith Tonkin sought feedback from the RAPAC on the proposal to change the aerodrome reference code to Code 3 (non‐precision) and decommission the ILS. Gladstone Airport Corporation (GAC) had commenced engagement and consultation with stakeholders in September 2019 (see attached). This will then be presented to GAC’s Board. Feedback on this proposal was due to Mr Tonkins by 31 October 2019.

4.2 D656 Broadcast Area/Discrete Frequency The Convenor presented a paper on behalf Jarryd Dickens (Australian Wings Academy) which discussed the potential of a discrete frequency or a Broadcast Area, south of Coolangatta (YBCG). This matter had been discussed at previous QLD RAPAC meeting in 2017 and again at the July 2019 meeting. A working party was established to modify the original proposal The RAPAC provided its support of a discrete frequency for aerodromes in the Murwillumbah – Tyagarah area. This proposal is to now be considered by Airservices.

4.3 Wellcamp Airfield Operations proposal for the Qantas Academy Mr Pierre Steyn (FTA) presented the change proposal submitted by the Darling Downs Airspace Users Group (Trevor Bange) and Flight Training Adelaide on mutually agreed operational procedures for flight training in the Darling Downs /Wellcamp area. The Convenor noted that the discussions with the Darling Downs operators, Defence and FTA had been productive, and that this solution had been highly supported. Mr Steyn stated the only concern still raised was regarding the frequency issues within the area due to shielding and broadcasts not heard between Toowoomba Airport and Wellcamp. The RAPAC discussed the need for a repeater and supported the change proposal in its entirety as submitted.

Mr Tim Thorn (IDS) raised a concern with the airspace as they have been responsible for the design of the instrument approach procedures into the aerodrome. He stated that although the proposed Danger Area and the tracking to and from the area have been consulted and agreed to by all the local users including Defence, he is concerned there has been no concern for the instrument design requirements (PANOPS & CASA requirements) for future considerations. He stated that with the development of Wellcamp, initial approval had been made for the instrument procedures through a safety case that allowed the current procedures to be developed outside a single airspace volume (i.e. the approaches start in Amberley and Oakey Airspaces). With the addition of a new airspace in the vicinity of the airport, this may provide complications for continuing or future instrument approach procedures.

5. AGENCY BRIEFINGS AND UPDATES

5.1 Bureau of Meteorology Mr Ashwin Naidu (Bureau of Meteorology) gave a presentation (attached) to update the RAPAC on the Bureau’s projects. He highlighted the aviation space weather advisory service and provided an update on the Bureau’s aviation meteorological services transformation, the TAF review and the Trend Type Forecast (TTF) review. Mr Naidu also advised the RAPAC that the Bureau is planning to use only geographical coordinates in all Australian SIGMETs in 2020 in order to be compliant with ICAO requirements and encouraged the RAPAC to provide any feedback to the Bureau on this.

5.2 Airservices Australia Mr Adrian Fitzgerald and Mr Rob Irwin (Airservices) gave a presentation (attached) to the RAPAC to provide an update Airservices’ current activities. They also informed members of three proposed changes that were out for consultation. The details of the three proposed changes are stipulated in the paper.

5.3 Defence SQNLDR Adam Luck informed that RAPAC that there had been an increase in Airspace Infringements (AI) at Oakey in the recent quarters. The RAPAC discussed the potential risks of using Electronic Flight Bags (EFBs) which sometimes do not show when the Restricted Airspace is activated. The RAPAC was also informed that Military Exercise Wallaby is continuing as previous years, and Military Exercise High Sierra will be occurring at the end of 2019 in Townsville.

6. OTHER BUSINESS

6.1 Sunshine Coast Airport Expansion Program – update Mr Adrian Banister (Sunshine Coast Airport) gave a presentation (attached) to the RAPAC to provide an update on the Sunshine Coast Airport Expansion Project (SCAEP). He advised that for Stage 2iii, to occur in late‐2019/early‐2020, night works will be conducted on Runway 18/36 and Taxiway B1 will be closed for 4‐5 weeks. More detail on the update on SCAEP is outlined in the attached presentation.

6.2 Review of Amberley airspace and how it is displayed on the charts The Convenor suggested that there should be a review of the Amberley airspace and how it is displayed on the charts in the context of improving Airspace Infringements (AIs). It was noted that feedback from airspace users claim the charts are overly complex and could be a contributing factor to the regular AIs and a review of the airspace is one approach to make improvements. The RAPAC discussed that this could also be a national issue where a holistic approach could be taken to make improvements across the country. This would also include other factors such as pilot training and education. This matter has been discussed at previous RAPAC meetings (see action item 2019‐1/3).

6.3 Rocket operations near Goondiwindi Mr Toole provided a suggestion for CASA Office of Airspace Regulation (OAR) to establish a permanent Restricted Area (RA) for rocket operations in Goondiwindi since the proponents tend to use the same area. Additionally, he noted that the activation of the RA is currently notified by NOTAM. He also suggested lowering the RA to Class G airspace. CASA OAR discussed with the RAPAC that a permanent RA will be charted if the rocket activity will be a long‐term operation. However, it was noted that the duration of the activity tends to be only a few minutes.

6.4 NOTAMS Mr Toole raised that NOTAMs are quite excessive and noted that it is a global issue and added that this matter has been raised in a previous RAPAC. It was suggested that a filter option was included on NAIPS to remove unnecessary NOTAMs for a specific operation.

7. ATTENDANCE LIST

Name Organisation Matthew Bouttell (Chair) CASA Trevor Bange (Convenor) Lone Eagle Flying School Craig Patterson CASA Andy Rumball CASA Jodie Charles CASA Kirstie Winter CASA Matt Di Toro (VC) CASA Doug Stott Honorary Company of Air Pilots Australia (HCAPA) Rob Irwin Airservices Adrian Fitzgerald Airservices Lachlan Gray AusALPA Ashwin Naidu BOM Adrian Buckley RAAF

William (Bill) Todd RAAF SQNLDR Adam Luck RAAF Oakey (ATC) Pierre Steyn Flight Training Adelaide (Wellcamp base) Ben Powel (Phone) Wellcamp Airport Rob Wood (phone) Wellcamp Airport Glenn Paine Sunshine Coast Council Adrian Banister Sunshine Coast Airport Peter Friel Gladstone Airport Keith Tonkin Gladstone Airport Consultant (Aviation Projects) Pavel Davidyuk Aviation Projects Tim Thorn IDS (Instrument Design Standards) Brett Frampton Sunshine Coast council Roger Toole Grazier Gareth Davey (NQLD Working Australasian Aviation Resources Party Lead) Pascale Schmid PHD student Apologies Peter Stephenson Redcliffe Aerodrome CC

ACTION REGISTER - QLD RAPAC Last Updated: 12 March 2020

Reference Action Responsible Due Date Status Airservices to provide advice to the SQLD RAPAC on whether coverage charts Airservices 2019-1 2018-2/4 could be produced as outlined paper 6.2 or to display those locations where (Irwin) 2019-2 CLOSED. Being pursued through ASTRA and other mechanisms. an ADS-B ground station exists. (Bloom) 2019-3 2019-2 update: Convenor updated the meeting with progress on Darling Downs Airspace User Group. Further updates to be provided, noting FTA's The Convenor to re-form the Darling Downs Airspace Users Group and call a Out of continued updates of the Qantas Training Academy. 2018-3/1 meeting of interest parties to hear submissions and to discuss airspace Convenor Session matters. 2019-3 update: The RAPAC were given an update at the meeting and the convenor will continue to keep the members informed. RE: 2019-1 Agenda item 6.1, Chair to meet with OAR and Defence Liaison Out of CLOSED. OAR advised that they will continue to monitor AIs and consider 2019-1/3 Officer to CASA, to articulate the objective and possible National solutions for Chair session national approach to addressing the matter if required. addressing airspace infringements. 2019-3 update: Defence advised that they have no concerns with those ATIS published in AIP being displayed and therefore Airservices would need to Airservices to investigate whether VHF ATIS Frequencies for Defence Airservices 2019-2/1 2019-3 investigate. Locations could be displayed on visual charts. (Irwin) Airservices advised that further investigation would be required to understand chart clutter issues etc and will report back at the next meeting. CLOSED. Model symbols can be generated for long term activities in a particular area however under Part 175 there would need to be a Data Originator (usually Chair to provide advice to RAPAC at 2019-3 on whether a model symbol can the operator of the activities). Due to the chart publishing timelines medium- 2019-2/2 be provided on the VTC chart indicating the location of the NOTAM’d Chair 2019-3 term activity cannot be displayed as by the time the charts are published the operations. activity is over with therefore NOTAMs are the most effective short term measure.

Page 1 of 1 REGIONAL AIRSPACE AND PROCEDURES ADVISORY COMMITTEE

QLD RAPAC 2019-3 AGENDA ITEM: 4.1 PAPER FOR DISTRIBUTION MEETING DATE: 10 October 2019

TITLE Gladstone Airport – Aerodrome Infrastructure Improvements SUBMITTED BY Gladstone Airport Corporation – Keith Tonkin ([email protected]) To seek members feedback on the proposal to change the aerodrome reference PURPOSE code to Code 3 (non-precision) and decommission the ILS. • The widening of runway 10/28 to 45m for Code 4 operations has resulted in non-compliance with existing aviation infrastructure infringing the mandated runway strip. The OLS for a Code 4 runway requires a 300m wide runway strip to be clear of any obstacles. This is not able to be achieved due to the airport’s original design according to Code 3 requirements, the limited aerodrome land site and existing infrastructure and buildings which would infringe the runway strip. • GAC cannot provide precision approach procedures for runway 10 (ILS procedures) due to existing obstacles within the 300m runway strip and the topography surrounding the airport. • ILS maintenance is a significant financial impost to GAC, costing in excess of KEY ISSUES $180,000 pa for maintenance and compliance. Although GAC publishes a charge per ILS approach in its Conditions of Use, it currently does not invoice this charge. • Taxiway A runs parallel to the runway, and with separation of only 100 m, does not meet the minimum separation distance from the runway applicable to a precision approach aerodrome. The separation distance must not be less than 168 m for Code C and 176 m for Code D aircraft (source: MOS 139, Section 6, sub regulation 6.3.17.1). • Given the current landing minima of the ILS approach for runway 10 is similar to the non-precision Localizer and GNSS approach minima, the question is whether GAC should continue the provision of non-precision ILS approach procedures.

ATTACHMENTS Letter to stakeholders, 18 September 2019

BACKGROUND

Please refer to the attachment.

QLD RAPAC members are invited to provide feedback by email to Keith Tonkin: [email protected] by 31-October 2019.

18 September 2019

Aviation Stakeholders

Dear Stakeholder

Gladstone Airport – Aerodrome Infrastructure Improvements

Gladstone Airport (GLT) is one of Central Queensland’s most important pieces of infrastructure, the gateway to industry, tourism and an essential part of the region’s transport network. Gladstone Airport Corporation’s (GAC) mission is to operate and develop Gladstone Airport to enable safe and secure travel connections that facilitate economic and social growth of the region.

In accordance with the GAC Airport Users Group Charter, consultation has commenced to explore infrastructure improvements including:

1. changing aerodrome reference code to Code 3 non-precision instrument, and

2. decommissioning the ILS.

The objectives of these proposed aerodrome changes are to:

1. Maintain an acceptable level of aviation safety;

2. Minimise ongoing non-conformances (compliance);

3. Ensure no adverse social, environmental and community impacts; and

4. Protect existing aviation facilities and allow for future growth.

BACKGROUND

Gladstone Airport runway 10/28 suffered considerable damage as a result of heavier Q400 aircraft operations which were introduced in April 2006 to accommodate increasing passenger numbers. As a result, planning for runway reconstruction commenced in 2007-2008 to upgrade the existing runway for a Code 3C non-precision approach.

The original concept for a Code 3C runway underwent a number of changes following:

• Queensland Curtis LNG’s proposal to build five LNG facilities on Curtis Island (affecting flight procedures and introduction of the ILS system);

• CASA’s intention at that time to restrict Code 4C aircraft operations from 30 m wide runways (affecting runway width); and

• major airlines’ decision to introduce code 4C aircraft operations to Gladstone Airport (affecting runway width).

The combination of these external factors influenced the GAC’s Board Directors’ decision to widen the newly re-constructed 30 m wide runway to 45 m.

GLT effectively has a sealed Code 4 non-precision approach runway (runway 10) 1920m long x 45m wide, equipped with an instrument landing system (ILS). The basis for the installation of the ILS was to provide risk mitigation infrastructure to ensure that aircraft on approach to the airport remained clear of plumes that would be generated by Liquefied Natural Gas (LNG) facilities to be built on Curtis Island in 2011. The ILS system was installed in 2013 and commissioned in early 2014.

Code 4 runways currently require a 300m runway strip, however GLT was exempted by Civil Aviation Safety Authority (CASA) to allow Code 4C aircraft operations using runway 10/28 with a 150m wide runway strip in March 2015. This exemption, which expired in 31 January 2018, is in the process of being renewed.

One of the conditions of the exemption is the that ILS can only be used to perform a non-precision approach.

If the decision about whether or not to install an ILS was to be made today, the significant cost would likely not be supported by the potential benefits that would arise (unless it was able to provide precision approach minima), for the following reasons:

a. The non-precision (RNAV GNSS) approach to runway 10 provides a lower minima than existed at the time the ILS was installed. This lower minima is 90 ft higher than the current non-precision approach minima;

b. The adverse impacts to PANS-OPS surfaces that were identified prior to construction of the LNG facilities eventuated in any case and have now been resolved through changes to the current instrument approach procedures;

c. A new non-precision (LNAV/VNAV) runway aligned approach to runway 10 with a minima that is only 70 ft higher than the non-precision ILS minima is shortly due to be introduced (27 February 2020); and

d. The ongoing operational costs associated with maintaining the ILS and monitoring obstacles are significant.

According to the recently published revised Manual of Standards Part 139--Aerodromes due to come into effect on 22 August 2020, the runway strip applicable to a Code 3 non-precision approach runway is required to be 280 m wide. For a Code 3 or 4 precision approach runway, the runway strip must also be 280 m wide.

ISSUES

• The widening of runway 10/28 to 45m for Code 4 operations has resulted in non- compliance with existing aviation infrastructure infringing the mandated runway strip. The OLS for a Code 4 runway requires a 300m wide runway strip to be clear of any obstacles. This is not able to be achieved due to the airport’s original design according to Code 3 requirements, the limited aerodrome land site and existing infrastructure and buildings which would infringe the runway strip.

• GAC cannot provide precision approach procedures for runway 10 (ILS procedures) due to existing obstacles within the 300m runway strip and the topography surrounding the airport.

• ILS maintenance is a significant financial impost to GAC, costing in excess of $180,000 pa for maintenance and compliance. Although GAC publishes a charge per ILS approach in its Conditions of Use, it currently does not invoice this charge.

• Taxiway A runs parallel to the runway, and with separation of only 100 m, does not meet the minimum separation distance from the runway applicable to a precision approach aerodrome. The separation distance must not be less than 168 m for Code C and 176 m for Code D aircraft (source: MOS 139, Section 6, sub regulation 6.3.17.1).

• Given the current landing minima of the ILS approach for runway 10 is similar to the non- precision Localizer and GNSS approach minima, the question is whether GAC should continue the provision of non-precision ILS approach procedures.

PROPOSED CHANGES

1. Changing aerodrome to Code 3 non precision instrument

CASA must be satisfied that an acceptable level of safety can be maintained during Code 4 aircraft operations before it issues the requested exemption from runway strip width requirements.

A risk assessment has been undertaken to identify risks and what, if any, risk treatments would be required.

Assuming CASA grants the short-term exemption from the requirement to provide a 300 m wide runway strip, there are two potential outcomes:

• CASA approves the use of precision approach minima (310 ft) for the ILS on runway 10. GAC needs to consider if it is worth the ongoing cost of $180k+ pa for the benefit provided. The exemption is not likely to be ongoing and creates uncertainty about the longer-term viability and compliance of this arrangement. The issue of the non-conforming taxiway offset from runway centreline remains unresolved.

• The current non-precision approach minima on the ILS will continue. The 70 ft benefit the non-precision ILS provides over the new LNAV/VNAV (Baro VNAV) approach does not justify the ongoing operational costs, and so GAC is consulting airlines/operators to determine their view on the potential impacts on operations if the ILS is decommissioned.

GAC has also been granted an exemption from the requirement to provide approach lights on the extended centreline of runway 10. It is not practicable to provide approach lights on the extended centreline, because the runway threshold is located within an elevated earth formation that is over 10m above natural surface level and is 150m from the airport perimeter fence. Runway 10 has no high intensity approach lights (HIAL) but is equipped with low intensity runway lights (LIRL), runway end identifier lights (RTIL), precision approach path indicator (PAPI) lights and high intensity runway lights (HIRL).

Declaring Gladstone Airport as a Code 3 aerodrome will not prevent its use by larger aircraft (i.e. code 3 or 4 aircraft), since they are permitted to assess the airport’s facilities and infrastructure according to their own requirements under CAAP 235A-1(0).

2. Decommissioning the ILS

Decommissioning the ILS has a number of benefits including improving the operational efficiency and economy of aircraft operations through potential savings in user charges and fuel by utilising more efficient flight procedures from some arrival directions.

The cost of maintaining the ILS requires a ground check every 90 days and an airborne check every six months. These costs incurred by GAC are not passed onto the airlines and operators.

The other non-precision approaches do not have any ongoing operational costs as they are covered within Airservices Australia’s operating budget cost to airlines and users.

NEXT STEPS

1. Seek and review feedback from stakeholders

2. Prepare a safety case for the decommissioning of the ILS and declaration of runway 10/28 as a Code 3 non-precision approach runway and provide the applicable runway strip and OLS. The safety case will include feedback from CASA, Airservices Australia, aircraft operators, Gladstone Regional Council and Queensland Government; Validation of the cost-benefit analysis; and a risk assessment to consider the impact of the proposal.

If you would like to provide input to our deliberations, please don’t hesitate to contact me direct, or our consultant, Keith Tonkin, Managing Director, Aviation Projects, via the following details:

Email: [email protected]

Mobile: 0417 631 681

Yours sincerely

Peter Friel GENERAL MANAGER OPERATIONS REGIONAL AIRSPACE AND PROCEDURES ADVISORY COMMITTEE

QLD RAPAC 2019-3 AGENDA ITEM: 4.2 PAPER FOR DISTRIBUTION MEETING DATE: 10 October 2019

TITLE D656 Broadcast area/Discrete Frequency SUBMITTED BY Australian Wings Academy – Jarryd Dickens ([email protected]) PURPOSE To discuss the potential of a Discrete Frequency or Broadcast area south of YBCG • Frequency Congestion KEY ISSUES • Extension of D656 ATTACHMENTS D656 Broadcast Area Proposal

BACKGROUND

Currently aircraft operating in this area transmit on Multicom126.7 and Brisbane Centre 119.5. The majority of training flights from Gold Coast monitor 119.5 and broadcast on Multicom 126.7. Broadcasts occur on Multicom rather than Centre due to congestion on Brisbane Centre 119.5 which is often combined with Brisbane Centre 125.7 and at times Brisbane Approach 123.5. This results in a great deal of congestion on 126.7 from places such as Kagaru (YBAF training area), Morton Island, Grafton/South Grafton, Tenterfield and Stanthorpe plus numerous others.

Parachute operations, recreational aircraft, gliders and gyrocopters all operate from the Tyagarah aerodrome. Local aircraft, recreational pilots and Gold Coast based training aircraft regularly use Murwillumbah for circuit training. Amongst all this traffic it is not unusual to have four or five training aircraft operating in D656. I would suggest that such a high density of traffic operating in the vicinity of these aerodrome warrants a discrete CTAF for this area. This would also limit any frequency confusion at or around Cape Byron with the (BNE CEN 119.5/YTYH 126.7) & (BNE CEN 120.3/YBNA 124.4) change over.

I also believe the lateral dimensions of the current training area (currently comprised of D656A, D656B, D656C and D656D) should be increased along with the promulgation of an associated broadcast area as indicated on the map in the attached document. The vertical dimensions of this area would be ground level up to 3500’ or the base of the associated overlying airspace where it is lower to the north. The limit of 3500’ would permit any IFR or navigating VFR aircraft to be above the proposed broadcast area.

For any further information and/or clarification please do not hesitate to make contact. Provide feedback to Jarryd Dickens: [email protected] by ______

We are requesting consideration of this proposal/matter and a discussion at the QLD RAPAC meeting.

Tuesday, 10 September 2019

Dear Mr Bange,

I am writing to express my concern with operations in the Tyagarah, Murwillumbah, Gold Coast and Ballina Training Area due to frequency congestion. I was hoping you could submit the following proposed solution at the next Regional Airspace and Procedures Advisory Committee meeting.

I also believe the lateral dimensions of the current training area (currently comprised of D656A, D656B, D656C and D656D) should be increased along with the promulgation of an associated broadcast area as described below and indicated on the map on the following page. The proposed lateral boundary of this expanded broadcast area starts at Mt Sommerville Radar and extends on the CG VOR 220 radial to intersect and join the existing CTA step and running to the 22 DME step, from that position running SE through the Nimbin TV Towers and joining the 30 DME CG airspace boundary at approximately Rocky Lake thence along the 30 DME airspace boundary to Cape Byron itself. From Cape Byron extending to Cudgen Headland before following the CG CTR boundary to the south and west of CG before returning to the starting point of the Mount Sommerville Radar. The vertical dimensions of this area would be ground level up to 3500’ or the base of the associated overlying airspace where it is lower to the north. The limit of 3500’ would permit any IFR or navigating VFR aircraft to be above the proposed broadcast area.

CRICOS 01302M | RTO 31285 awa.qld.edu.au

I hope you find this proposal useful and I look forward to discussing it with you in the near future.

Kind Regards,

Jarryd Dickens Head of Operations Australian Wings Academy

CRICOS 01302M | RTO 31285 awa.qld.edu.au

CRICOS 01302M | RTO 31285 awa.qld.edu.au REGIONAL AIRSPACE AND PROCEDURES ADVISORY COMMITTEE

QLD RAPAC 2019 AGENDA ITEM: 4.3 PAPER FOR DISTRIBUTION MEETING DATE: 10 October 2019

TITLE Wellcamp Airfield Operations proposal for the QANTAS Academy Darling Downs Airspace Users Group (Trevor Bange) and Flight Training Adelaide SUBMITTED BY Qld. QANTAS Academy – Pierre Steyn To seek RAPAC approval and support for activities of QANTAS Flying Academy PURPOSE training operating out of Wellcamp Aerodrome, Toowoomba including changes to airspace and procedures in the Toowoomba area • Increased aircraft training traffic south west of Toowoomba • Training operations in promulgated Defence Force Danger Area KEY ISSUES • Potential conflicts with other training organisations and training areas • Potential Conflict with Charter and RPT operation IFR waypoints 1. Annex A Wellcamp (YBBW) training area ATTACHMENTS 2. Annex B Wellcamp (YBBW) training area transit routes

BACKGROUND

In 2018 QANTAS approved a flying training academy to be set up at Wellcamp Aerodrome. In mid 2019 Flight Training Adelaide was selected as the successful training provider. RAPAC in 2018 actioned an item that the Darling Downs Aviation Users Group be reactivated and this group was to involve pilots and operators in the Toowoomba / Wellcamp area to hold meetings and discussions to address various operational requirements that arise and to submit to RAPAC an overall plan of any overarching procedures or requirements identified. Local meetings have been held with pilots, Defence, RPT, Charter, Training, private airfield owners agricultural and FTA representatives to establish a mutual and cooperative understanding of each other’s operations and procedures to establish a working relationship acceptable to all parties. The following agreed decisions are submitted to RAPAC for endorsement and support:

1. Wellcamp (YBBW) ERSA to be changed to indicate FTA QANTAS Academy training operations and expected traffic density in the area. References to the Wellcamp ERSA also to be included in the Oakey (YBOK) and Toowoomba (YTWB) ERSA in order to sensitize visiting aircraft to any of these airfields. Specific details shall include the following: a. Description of training area, b. Description of departure and arrival routes, c. Brief description of expected training operations at Wellcamp Airport, d. Brief description of expected training operations at neighboring aerodromes,

2. It is proposed that the Wellcamp Training Area (Refer Annex A) to be classified as Dangerous (D) area due to Training Operations and depicted on VTC and VNC including departures and arrival routes and altitudes. The details of the Wellcamp Training Area are as follows: a. North Boundary: Toowoomba Cecil Plains Road from Cecil Pains (S27*32’; E151*11’) to Biddeston (S27*33’ E151*43’); b. West Boundary: Direct line from Cecil Plains (S27*32’; E151*11’) to Millmerran Mine (S27*58’

1 E151*17’); c. South Boundary: Direct line from Millmerran Mine (S27*58’ E151*17’) to Bridge at crossing of Condamine River with Toowoomba Karara Rd (S27*55’ E151*40’), thence Felton East (S27*48 E151*46’); d. East Boundary: Biddeston-Southbrook road from Biddeston (S27*33’ E151*43’) to Southbrook township (S27*40’ E151*43’) thence direct line to Felton East (S27*48 E151*46’); The vertical limits of the training area are SFT to 6000 ft, reducing to 3000 ft in the following area: a. Norwin (S27*31’ E151*23.5’), Yarranlea (S27*43’ E151*32’), Southbrook township (S27*40’ E151*43’), Biddeston (S27*33’ E151*43’).

3. It is proposed transit routes and respective altitudes to the Wellcamp Training Area (Refer Annex B) to be depicted on Oakey Brisbane VTC and Brisbane VNC including altitudes. The details of the Wellcamp transit routes are as follows: a. Departures: Extension of x-wind direct to Southbrook Airfield (S27*40’ E151*44) at 2500ft thence either Yarranlea (S27*43’ E151*32’) or Felton East (S27*48 E151*46’) not above 3000ft; b. Arrivals: at 3500ft track from Broxburn (S27*42’ E151*40’) to Southbrook Airfield (S27*40’ E151*44) then direct to Wellcamp to overfly at 3500ft, thence rejoin circuit descending on the non-active side.

4. The already established Clifton and Toowoomba training areas to be classified as Dangerous (D) area due to Training Operations and incorporated on Oakey Brisbane VTC and Brisbane VNC.

5. That approaches be made to establish a radio repeater at suitable location to facilitate Toowoomba / Wellcamp ground traffic communication.

6. That a new IFR waypoint is created north of the Cecil Plains Road, to further separate laterally traffic from the west.

7. That VFR transit routes to and from Toowoomba (YTWB) be depicted on VTC and VNC as per the attachment.

8. That a Toowoomba area VTC in portrait be created covering Gatton / Warwick / Dalby and Kingaroy to focus on the Darling Downs area with more detailed information.

9. No proposal or recommendation for Class D to be established from any local operator

10. That an AIP SUP be produced for pilot information.

Future Considerations: • An Airspace Change Proposal will be submitted by Flight Training Adelaide in line with the agreed terms.

QLD RAPAC members are invited to provide feedback to Trevor Bange, Qld. RAPAC Convenor: [email protected] by Monday 7th October 2019.

We are requesting consideration of this proposal/matter and a discussion will be provided at the QLD RAPAC meeting to be held on Thursday 10th October 2019.

2 Annex A – Wellcamp (YBBW) Training Area

1 Annex B – Wellcamp (YBBW) Training Area transit routes

2 Bureau of Meteorology Update QLD RAPAC

Presented by Ashwin Naidu Topics

• Aviation Space Weather Advisory Service

• Aviation Meteorological Services Transformation Update

• TAF Review

• Trend (TTF) Review

• Use of PCA locations in SIGMETs

• Change in AWIS phone numbers - feedback Space Weather Space Weather Impacts on Aviation

Space Weather • Affects communication system (HF and SAT COM)

• Affects satellite-based Navigation system (GNSS)

• Radiation impacts Global Space Weather Service for Aviation Global Space Weather Service for Aviation

European US Space PECASUS Weather Prediction Center (SWPC) ICAO

Australia, Canada, France and Japan (ACFJ) Space Weather Advisories

Amendment 78 contained new SARPs for Space Weather Advisories, addressing four distinct categories:

• HF radio communications advisories (HF COM)

• GNSS navigation and surveillance advisories (GNSS)

• Satellite communications advisories (SATCOM)

• Advisories for elevated radiation dose rates (RADIATION). User Education and Publications

Bureau of Meteorology Publications Information Brochures -

• Space Weather Hazard • Space Weather Advisories

AIP (update Nov 2019)

Aeronautical Information Circular (AIC) [pending] Transformation of Aviation Meteorological Services Case for Change

Current operations • Forecasters are generalists Future service demands • Forecasting delivered from 11 • Industry trends different offices – Growth in air movements – Global operations and sourcing Key issues: – Multinational weather corporations • Service improvements are difficult/slow to implement • Workload managed within offices • Future services • Experienced forecasters specialise, – Digital and graphical met but there is no aviation option. information, in cockpit – Air Traffic Flow Management, OneSky – Regional Hazardous Weather Advisory Centres (VAAC, TCAC) Transformation Blueprint

• Dedicated aviation specialists with a deep understanding of the industry Quality

• Service improvements faster due to consolidation of people and ICT Responsive

• Two aviation centres underpin continuity; structured training and smart Resilient technologies to strengthen and deepen local aviation knowledge

• Operations that efficiently scale to tactical loads and accommodate service Flexible expansion, including new and expanded services Technology Uplift

• Operating environment: ‒ simpler, swifter, robust

• Improved Tools ‒ Flexible workload ‒ Intelligent alerts ‒ Situational awareness

• Training / Learning ‒ Knowledge-base ‒ Immersive simulator Timeline More information:

Aviation Weather Services http://www.bom.gov.au/aviation/

• Purpose:  Determine the current and future needs of the aviation industry.  Make recommendations relating to the provision and categorisations of TAFs.  Quality management. • TAF Review Executive Committee and Technical Working Group, consisting of members from Bureau, Airservices, CASA and Department of infrastructure to met in June and July. • Draft report expected to be released for industry comment late 2019 or early 2020. Implementation of changes expected 2020. • More information http://www.bom.gov.au/aviation/taf-review/ Trend (TTF) Review

• Following a comprehensive review of the Trend Forecast (TTF) service and thorough consultation with industry, it was recommended the TTF be replaced by a three- hourly aerodrome forecast known as a TAF3.

• A TAF3 Implementation working group (TIWG) was established on 30 April 2019 consisting of a broad representation from industry and government agencies.

• The proposed implementation date for the TAF3 service is 21 May 2020 (date pending industry consultation and feedback through CASA's Summary of Proposed Change process).

• Further information, including a detailed trend review report and FAQs can be found on the Bureau’s Aviation webpage - http://www.bom.gov.au/aviation/trend- review Use of PCA locations in SIGMETs

• Australian SIGMETs currently include PCA locations and/or geographical coordinates for describing the location of phenomena.

• ICAO Annex 3 only allows the use of geographical coordinates to describe the locations of phenomena.

• Examples

MixWith of coordinates coordinates only and - PCA locations

YMYBBBMM SIGMET SIGMET A01 P01 VALID VALID 040227/040627 032330/040200 YSRF YPRM - - YMMMYBBB BRISBANE MELBOURNE FIR FIR SEV SEV TURB TURB FCST FCST WI S5000WI CAJE E15700 - YMLF - S4600 - BURRE15500 - S2930- S4400 E13930 E15500 - -S3030S5000 E13800 E15900 - SFC/8000FTS3530 E13800 MOV E 10KT SFC/5000FTNC STNR WKN RMK: MEBS NEWNEW= SEE ALSO YMMM O01= • The Bureau issues graphical representations of their text SIGMETs for situation awareness.

• Currently, Australia has registered a difference to Annex 3 with respect to this.

• However, use of PCAs is posing more significant issues as we are moving towards machine to machine ingestion of Operational Meteorological (OPMET) Information (XML format).

• Exchange of OPMET data in XML format will become an ICAO standard from 2020. .

• To comply with ICAO requirements, the Bureau is planning to use only geographical coordinates in all Australian SIGMETs, likely from Feb 2020 (AIRAC date). AWIS Number Changes

• The AWIS phone numbers changed from 15 August 2019.

• These new numbers are available in all Airservices documentation including the ERSA and at http://www.bom.gov.au/aviation/location-info/

• Feedback or comments?? Questions and comments

Ashwin Naidu Email: [email protected] Tel: 0434076585 REGIONAL AIRSPACE AND PROCEDURES ADVISORY COMMITTEE

QLD RAPAC 2019-3 AGENDA ITEM: 5.2 PAPER FOR DISTRIBUTION MEETING DATE: 10 October 2019

TITLE Airservices Australia Update and Consultation Requests Airservices – Adrian Fitzgerald SUBMITTED BY [email protected]

To inform members on current activities and seek members feedback on three proposed PURPOSE changes

• ADS-B proposed sites 2020- 2021 (ARCI Phase 2) • Baro-VNAV enhancements 2019- 2021 • Cessation of paper-based DAH (as per Out of Sessions paper) • Consultation- Proposal to amend AIP wording for VMC requirement on a Visual Departure • Consultation- Proposal to amend AIP wording to reduce the requirement for position information following vectoring to an ‘on request’ service • Update on Airspace modernisation Program (AMP) • Cairns SIDs and STARs review update KEY ISSUES • Hamilton Island instrument approach procedures update • Consultation- Mackay area- Proposal to amend Class E/ G frequency boundary west of Mackay • Rockhampton- Baro-VNAV implementation update • Gladstone- Baro-VNAV implementation update • Sunshine Coast update • Brisbane NPR update • Brisbane Riverfire 28 September 2019 • Archerfield- proposed SID design update • Coffs Harbour- Baro-VNAV implementation 10 October ATTACHMENTS Chart display of FIA/ Frequency areas near Mackay, QLD

BACKGROUND See presentation for updates CONSULTATION 1. Proposal to amend AIP wording for VMC requirement on a Visual Departure Current: AIP ENR 1.1 para 2.5 specifically states that ‘By day in VMC, the pilot of an IFR flight may request a visual departure’. A requirement of this being permitted is that the departing aircraft must be in VMC up to the applicable LSALT. VMC requirements for Class C requires 1000ft vertical clearance below cloud while Class D required 500FT below cloud. Example: With a MVA/MSA/LSALT of 2800ft, a BKN cloud base would need to be at 3800ft to comply with the ATC responsibilities of AIP within Class C airspace or 3300FT for Class D airspace. Proposal: Airservices proposes to remove the requirement in AIP for an aircraft performing a Visual Departure to remain in VMC to the LSALT. Preferred outcome: When ATC offers a visual departure, the cloud base must be above the MVA (radar environment) or the MSA/LSALT (non-radar environment). Proposed AIP: ENR 1.1 GENERAL RULES AND PROCEDURES 2.5 Visual Departure - IFR Flights 2.5.1 By day only, the pilot of an IFR flight may request a visual departure, or ATC may issue a visual departure. 2.5.2 ATC Responsibilities 2.5.2.1 ATC will only issue a visual departure to an IFR flight when the cloud base is above the MVA (ATS surveillance services) or the MSA/LSALT.

1 2.5.2.2 When an IFR aircraft is issued heading instructions and/or required to maintain a level below the MVA or MSA/LSALT during a visual departure, “VISUAL” will be appended to the departure instruction. 2.5.3 Pilot Responsibilities 2.5.3.1 A pilot of an IFR flight may only request a visual departure when the cloud base will allow the pilot to maintain terrain clearance visually below the MSA/ LSALT applicable to the departure. Additionally, if the intended cruising level is lower than route LSALT, the cloud base must permit flight in VMC at that level.

QLD RAPAC members are invited to provide feedback to Neil Roduner: [email protected] by Thursday 12 December 2019.

2. Proposal to amend AIP wording to reduce the requirement for position information following vectoring to an ‘On Request’ service Current: There is a longstanding instruction for ATC to provide pilots with position information when a vectoring service is terminated. This provision is detailed in AIP ENR 1.6 paragraph 3.17 a). Modern aircraft FMS’s are highly accurate and provide situational awareness with accuracy higher than that provided by ATC surveillance data. Example: ‘ABC, position 8 miles southeast of NA; resume own navigation; track direct to NA; cleared RNAV xxx.’ Proposal: Position information will be provided on request for RNAV or RNP approved aircraft Preferred outcome: Reduce the position information provided on termination of vectoring, but ensure it is available on request Proposed AIP: ENR 1.1 GENERAL RULES AND PROCEDURES 3.17 When a vectoring service is terminated, the pilot will: a. on request for RNAV or RNP approved aircraft be provided with position information including, if applicable, displacement from the nominated track; b. for aircraft that have not nominated RNAV or RNP approval be provided with position information including, if applicable, displacement from the nominated track; and c. be provided with i. a heading or track clearance to intercept the nominated track for the pilot-interpreted navigation aid; or ii. a track clearance direct to a waypoint to intercept the nominated track (for an RNAV or RNP approved aircraft).

3.19 Remove the current sub-para (d) when the pilot is instructed to resume own navigation after vectoring, if the current instructions had diverted the aircraft from a previously assigned route.

QLD RAPAC members are invited to provide feedback to Neil Roduner: [email protected] by Thursday 12 December 2019.

3. Proposal to amend FIA Frequency boundary west of Mackay/ Whitsundays Current: FIA frequency boundary for Class E/ Class G west of Mackay was charted as a straight line parallel generally with the coast, but to the west of the main mountain range. The VHF outlet for the eastern frequency 135.5 is based at Mt Blackwood (north of Mackay). Terrain issues result in limited low-level VHF coverage to the west of the coast range, especially in the Collinsville area. The VHF outlet for the western frequency 128.55 is located at Swampy Ridge radar site, which is situated close to the peak of the range elevations. Proposal: Move the frequency boundary 128.55/ 135.5 to the east (blue line on attachment), to more closely align with terrain peaks and with improved proximity to the VHF outlet sites. Preferred outcome: A proposal will be made subsequently to airlines and CASA to amend the frequency boundary. This will improve VHF coverage in the Collinsville area (and other locations) from approximately 6000’ down to circuit altitude.

QLD RAPAC members are invited to provide feedback to Sean Swindells: [email protected] by Thursday 12 December 2019.

3 Airservices Update for QLD RAPAC

Adrian Fitzgerald and Rob Irwin

10 October 2019 Items to consider

• ADS-B proposed sites 2020- 2021 (ARCI Phase 2) • Baro-VNAV enhancements 2019- 2021 • Cessation of paper-based DAH (as per Out of Sessions paper) • Consultation- Proposal to amend AIP wording for VMC requirement on a Visual Departure • Consultation- Proposal to amend AIP wording to reduce the requirement for position information following vectoring to an ‘on request’ service • Update on Airspace modernisation Program (AMP) • Cairns SIDs and STARs review update • Hamilton Island instrument approach procedures update • Consultation- Mackay area- Proposal to amend Class E/ G frequency boundary west of Mackay • Rockhampton- Baro-VNAV implementation update • Gladstone- Baro-VNAV implementation update • Sunshine Coast update • Brisbane NPR update • Brisbane Riverfire 28 September 2019 • Archerfield- proposed SID design update • Coffs Harbour- Baro-VNAV implementation 10 October ADS-B Sites and charting- as per Action Item

Program over 3 years for Baro-VNAV enhancements Planning is for Design work completed in August 2019; flight validation in August 2019; SIM validation by end-2019; promulgation by mid-2020. Locations include Proserpine, Horn Island, Lockhart River, Weipa, Normanton, Mt Isa and Yorke Island

Consultation papers x 2 Cairns SIDs and STARs update - review completed; existing procedures and other options; - example attached, but now subject to Environmental Assessment (land, sea, GBRMPA etc) Hamilton Island Revised instrument approaches- flight testing completed; CASA review; SIM testing completed; and implementation planned from February 2020. These include Baro-VNAV designs for RWY14 and RWY32, and design of Public RNP approaches to both runways. MK-HM PinS to follow (medevac helos)

Mackay 25NM MSA will likely result in sectorised altitudes with some areas reducing from A047 to A042, with adjustments to commencement altitudes. Proposal to amend Class E/ G boundary west of Mackay- feedback please Example- Cairns SID RWY 33 –draft only Mackay area- Proposal re Class E/ G Boundary Rockhampton Baro-VNAV flight testing completed for RWY 15 and RWY 33, and review with CASA completed. Implementation planned from February 2020. Gladstone Baro VNAV testing complete; redesign to better align with RWY10; pending implementation early 2020 Sunshine Coast New runway and associated instrument approach procedures and airspace design activity- Rob Archerfield Draft SIDs for RWY 10L and RWY 28R under development; design trying to facilitate departure under Brisbane RWY 01 R/L ILS procedures. Environmental assessments and airspace containment (D/G/C considerations)- Rob Brisbane- River Fire 28 September –issues?

Brisbane- NPR- update- Rob

Coffs Harbour Baro-VNAV and revised LNAV procedures for RWY 21 and RWY 03 promulgated July are effective today 10 October

Airspace Modernisation Program (AMP)- Update Update - Tranche 1/ Tranche 2/ Tranche 3 If any members require further information they can contact us on [email protected] Safe aviation and best wishes to all from Adrian and Rob

Discussion/ questions? Analysis & Trends Pilot strategies for prevention of Airspace Infringements • There were 21 Airspace Infringements (AIs) in Q3 2019, which is • Take note of “Big Amberley” and “Little Amberley” airspace descriptions in ERSA. fewer than Q2 (25 AIs). However, three AIs were due to drones. The • Familiarise yourself with the lateral and vertical airspace boundaries in your area of ops main causes of AIs were pilots not reviewing NOTAMS and/or not before you leave the ground. RA levels are in PINK. For overlaying airspace (e.g. R625A and RAAF AMBERLEY Q3 2019 understanding the proper use of OZRUNWAYS to identify if R625D), remember to check all the levels, and don’t get confused by the blue civil CTA Amberley is active. levels. AIRSPACE INFRINGEMENTS • Ensure you understand your EFB software and use it as intended. Amberley News • Do a pre-flight NAIPS location brief to find status of Amberley Airspace. The Amberley CTR Amberley ATC Aviation Liaison Officers: • Lauren Blignaut is the new Aviation Liaison Officer, hello!  is NOTAM’ed under ‘YAMB’ and R625 under ‘AMX’. Flight Lieutenant Lauren Blignaut • Q4 2019 will see a lot of fast jet night flying, so expect to see BIG • Airspace around Brisbane/Amberley is complex and BUSY. Tune radio/s to appropriate Flight Lieutenant John Diegan AMB (CTR + R625ABCD) airspace extending to 10pm. Area/CTAF/Multicom frequency and maintain listening watch. • Remember AMB Airspace is active over the weekends (often at short notice), so check • Sat 26 Oct: military aircraft conducting flying displays. [email protected] the status (through ATIS, NOTAM, or ask ATC via radio such as BN CEN or AMB ATC). General Enquires Ph: (07) 5361 3542 • Please contact us via VHF, ATIS or phone if you are unsure if we •During CTAF ensure broadcasts are made on the CTAF frequency 118.3 BEFORE transiting ATC Supervisor Ph: (07) 5361 3349 are active. We are always happy to help! across the CTR. 20 JUL: VFR B206 5 25 JUL: VFR C172 6 •Airspace: R625A •Airspace: R625C •Entry at AMB349019 •Entry at AMB265035 2800ft 5200ft •Exited at AMB308020 •Exited at AMB265030 2500ft 3500ft •Clearance: YES •Clearance: YES 09 JUL: VFR SLING 1 •Reason unknown. •Reason unknown. •Airspace: R625C 4 30 AUG: VFR •Entry at AMB235035 5500ft 3 7 •Airspace: R625A •Exited at AMB235030 4500ft •Entry at AMB345020 2000ft •Clearance: YES 5 •Exited at AMB336017 1500ft •Reason unknown. 7 •Clearance: NO 11 JUL: VFR EFOX 2 •Reason unknown. •Airspace: R625C 02 SEP: VFR M20 8 •Entry at AMB235035 7300ft 10 •Airspace: R625B •Cleared at AMB235030 7500ft •Entry at AMB133010 3900ft •Clearance: YES 6 9 •Cleared at AMB195010 5800ft •Pilot did not check airspace status prior to •Clearance: YES return leg to YBAF. •Pilot thought AMB was NOTAM’ed 14 JUL: VFR PA28 3 8 inactive, had little CTA experience. •Airspace: R625A 04 SEP: VFR R22 9 •Entry at AMB360018 3000ft •Airspace: AMB CTR •Exited at AMB313020 3000ft •Entry at AMB083007 2000ft •Clearance: NO 1 •Exited at SPMT 2000ft •Reason unknown. •Clearance: NO 19 JUL: IFR AEST 4 28 SEP: VFR SLING 10 •Airspace: R625C Airspace: R625A •Entry at AMB300035 7000ft 2 •Entry at AMB292020 4500ft •Cleared at AMB300030 7000ft •Exited at AMB005011 3000ft •Clearance: YES •Clearance: NO •Late frequency transfer from BN CTR due to •Pilot was aware CTR was active, but did acft having an unserviceable transponder. not know R625AB was active RAAF Oakey Airspace Safety — Airspace Incursion Analysis

Jul - Aug - Sep 2019

Unit Aviation Safety Officer: FLTLT Bob Lightfoot (07) 45777222 or 0425 258 636

Analysis & Trend: This period there were 7 Airspace Incursions (AI). For the same period in 2018 we had 3 AIs. There seems to be a trend for using electronic flight bag (EFB) or similar e.g. OzRunways to provide flight planning informaon. This can easily and quickly become out of date leading to Airspace infringements. Oakey restricted airspace extends from the ground up, if it is acve you can’t fly under it. R654B may not be acvated when Oakey CTR and R654A are acve, if you are in any doubt please check with Oakey Delivery. Weather can affect your planned route if you are close or think you are going to get close call ATC sooner rather than later. You can depend on us to adapt to the situaon and ensure you operate safely through, or close to, our airspace.

DEFEV19091051 DEFEV19080414 DEFEV19070358 VFR AG 2500—Unfamiliar with VFR R22 2500— believed Airspace airspace or area. VFR RV6 4600— believed Airspace not acve. Using OZ Runways which Poor Airmanship not acve. Using OZ Runways was not updated. Inadequate Flight Planning Inadequate Flight Planning Inadequate Flight Planning

DEFEV19090164 VFR PA24 3000 Poor Airmanship Inadequate Flight Planning

DEFEV19080110 Unknown Aircra Unknown

DEFEV19080441 DEFEV19070107 VFR BE33 4000— unfamiliar with airspace VFR SR22 5500— believed he was believed clear. under the airspace. Poor Airmanship Inadequate Flight Planning Inadequate Flight Planning

This analysis displays the aircra type, level track and reason for Incursion.

For the 3 month period we have had 7 AI. 4 more than this me last year.

Oakey restricted airspace R654A and R654B are RA2 and should not be planned through, except for a couple of routes as detailed in ERSA FAC Oakey. Transit requests are welcomed by ATC but will be subject to impact on military operaons.

Oakey generally has regular hours of acvaon week in week out but will occasionally vary these hours so please check your NOTAMS every me you ﬂy our way.

Created by: FLTLT Bob Lighoot Correct as at: 1300K 25 Sep 2019 Sunshine Coast Airport Expansion Project (SCAEP) RAPAC Update – Stages 2-3

Thursday 10th July 2019 Update – Stages & Approx. Timings

Latest Update from contractor fore upcoming stages below:

• 28th October 2019, Stage 2ii – temporary TWY M cutover. At this point, access to Avgas bowser from western apron is via RWY18/36 and is scheduled to remain as such until May 2020. Stage 2ii- no major impact to RPT Operations.

• December 2019-January 2020, Stage 2iii – involves night works in runway strip and TWY B1 closed for approx. 4-5 weeks. RPT Apron access via TWY B2 during this time – refer AIC-MOWP-NOTAMs. Same restrictions as per Stage 2ii apply to Western GA Operators.

• End January/Early February 2020, Stage 3 – RPT Apron Bays 3-5 relocate to new western RPT Apron area. 2 Code C bays (Bay 1,2) remain in current location on southern RPT Apron area (different pushback procedures). Total 5 Code C bays available.

2 Update – Restrictions to operations

Refer PDF Diagrams Dates – subject to change subject to SCRC/Contractor/Weather

• 28/10/2019, Stage 2ii – temporary TWY M • - separate RWY18/36 holding point; • - TWY will be code B as per current; • - TWY will be lit (blue edge lights); • - MAG signs to be installed as required to identify entry from RWY18/36; • - possible avgas storage option and Code A aircraft passing bay option.

3 Update – Restrictions to operations

Refer PDF Diagrams • Stage 2iii – RWY18/36 night works & TWY B1 closed 4-5 weeks • - RWY 18/36 will be required to be closed for a 4-5 week period • - works will require excavation and placement of new pavement up to the existing RWY edge – refer Stage 2iii drawing – dark blue area located near existing TWY B1; • - RWY 18/36 closed daily from approx. 2100-0600L Mon-Sat nights inclusive; • - MOWP will be issued and NOTAMs will be promulgated as required detailing what is closed an what is available; • - AIC will be updated/published to reflect works stages as part of change management plan. • - During this stage RWY 18/36 night works – approx. 1100m northern end of RWY 18/36 will be available for emergency operations as required.

4 Update – Restrictions to operations

Refer PDF Diagrams • Stage 2iii – RWY18/36 night works & TWY B1 closed 4-5 weeks RWY 18 - PAPI available - RWY 18 threshold lighting available - approx. RWY length available is 1100 m - approx. 700 m of the southern end of the RWY not available - access to western GA apron via temporary TWY M – refer drawings attached RWY 36 - PAPI not available - NOTAMed - approx. RWY length available is 1100m - approx. 700m of the southern end of the RWY not available - temporary displaced threshold lighting available (temp green lights on either side of temp disp threshold location) - access to western GA apron via temporary TWY M – refer drawings attached.

5 Update – Restrictions to operations

Refer PDF Diagrams • Stage 2iii – RWY18/36 night works & TWY B1 closed 4-5 weeks TWY B1 Closed – 4-5 week period (up to Stage 3 Cutover) - Required in lieu of alternative TWY option (not preferred – refer pdf drawings); - All aircraft to access/exit RPT Apron via TWY B2; - All aircraft pushback tail north to vacate TWY B2 onto RWY18/36. - Refer MOWP-NOTAMs.

6 Update – Restrictions to operations

Refer PDF Diagrams • Stage 3 – RPT Apron Cutover – refer attached pdf diagrams • - 5 Code C Bays; • - 2 RPT apron access points to RWY18/36.

RWY 13/31 – scheduled opening date 21 May 2020.

7 Update – Diagrams

8 Update – Diagrams

9 Update – Diagrams

10 Update – Diagrams

11 Update – Diagrams & Risk Assessment

12 Update – Staging Diagrams

13 Update – Declared Distances

14 Update – ERSA, AIC, MOWPs, NOTAMs Stage 2ii

15 Update – ERSA, AIC, MOWPs, NOTAMs Stage 2iii

16 Update – ERSA, AIC, MOWPs, NOTAMs Stage 3

17 Update – ERSA, AIC, MOWPs, NOTAMs Stage 3 – Apron Layout – West (draft only)

18 Update – RWY 13/31 Airspace

• ACP-4th November 2019 • MAP-7th November 2019 • AIRAC Effective Date – 21 May 2020 • RWY 13/31 Opening – 21 May 2020

19 Other Business