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 LtdA.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

All Rights Reserved.

The information contained in this document is confidential and proprietary to TheAmbidji Group Pty. Ltd. Other than for evaluation and governmental disclosurepurposes, 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 thewritten permission of The Ambidji Group.

NSW DepmrrENT o¡ Pl¡¡urne mro Er¡v¡noNrENTBANKSTowN GBD Ane¡" NSW

THe Anero¡r Gnoup

Docume¡rr RELEASE APPRovAL

Approved for Release:

Name:

Title:

Date:

Distribution:

Docuuenr CoNTRoL

Draft Report V 0.2

Barrie Slingo

Senior Associate

12 May 2Q15

NSW Department of Planning and Environment

Prepared QAREVNO

DESCRIPTION DATE

BR BWSv0.1 Draft Report 11 May 2015

12May 2015 BWS BRv0.2 Minor amendments

NSWDepenrrrENToF NINGAÌ{DEwno¡re¡rBn¡¡rsrowu 6gP AtÌEÀ NSW

THe sDJr GRoup

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.

11.

12.

12.1

13.

14.

15.

16.

Bankstown Airport Visual Flight Rules (VFR) Operations t0

Gontingency Procedures - Engine Inoperative Flight Paths....... .......12

RADAR Performance lmpact .............12

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

Potential lmpact on Navigation aids and Gommunications l3

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

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

Appendix A: Glossary of Aeronautical Terms and Abbreviations

NSW DEPNNTMENT OF PLA¡.¡NING ¡ro E¡¡vIRoNiIENTBanxsrowu CBD Anen, NSW

THEAMAIDJI GNOUP

1 Execunve Summmv

The Ambidji Group Pty Ltd was tasked by the New South Wales Department of Planning andEnvironment (DPE) to prepare a Preliminary Aeronautical lmpact Assessment (AlA) to enableprovision of advice and recommendations on suitable building heights within the Bankstown CBDarea.

The AIA concludes that:

The Prescribed Airspaces for Obstacle Limitation Surfaces (OLS) and the Procedures forAir Navigation Services - Aircraft Operations (PANS-OPS) surfaces for Sydney andBankstown 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 thenorth east boundary of the area;

These surfaces limit the height of any development including construction cranes in theBankstown CBD area;

Requests can be made to penetrate the IHS and CS, but these must be submitted toBankstown Airport Limited, supported by an aeronautical safety case, and approved bythe Civil Aviation Safety Authority (CASA), Airservices Australia (AsA) and industrystakeholders. Such requests are normally required to be made on a case-by-case basisand a "blanket" approval for an increased height over the entire CBD area is unlikely tobe agreed, although it may be possible for selected areas of the CBD;

CASA may require obstruction lighting to be installed on approved buildings and craneswhich exceed the OLS heights;

It will not be possible to penetrate the lowest PANS-OPS surface of 135.9 m AHD;

The safety of flights operating under the lnstrument Flight Rules (lFR) and Visual FlightRules (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 notbe impacted; and

lf there will be roof top plume rises exceeding 4.3 m/s a plume rise assessment will beconducted by CASA. lf the rise is less then no assessment will be required.

a

a

a

a

a

a

o

a

a

NSW DepmrmENT or Pu¡n¡r¡o mo EwTRoNmENTBm¡xsrown CBD AREA NSW

TueAmeto.l Gnoup

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

The Ambidji Group Pty Ltd was tasked by the New South Wales Department of Planning andEnvironment (DPE) to prepare a Preliminary Aeronautical lmpact Assessment (AlA) to enableprovision of advice and recommendations on suitable building heights within the Bankstown CBDatea.

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 drawingis shown in Figure 2.1.

ü

[æ

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 notmatch those shown in the Prescribed Airspace charts published by Sydney Airport CorporationLimited (SACL) and Bankstown Airport Limited (BAL). However a compromise area wasconstructed 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 AerodromeReference Point (ARP), and 3.43 km north east of the Bankstown Airport ARP. Figure 2.2 showsthe boundaries of the CBD area in relation to Sydney and Bankstown Airports.

NSW DepmrmENT OF PLAT.INING mo E¡¡vInoNnENTB¡,¡rs nGBDAREÀ NSW

THeAnarDJr Gnoup

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 theconsideration 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), Chapter7 Obstacle Restriction and Limitation and Chapter 11 Standards for Other AerodromeFacilities;

. Airservices Australia document Navigation Aid Building Restricted Areas and SitingGuidance 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 whichshould be kept free of obstacles that may endanger aircraft in visual operations, or duringthe visual stages of an instrument approach. The intention is not to restrict or prohibit allobstacles, but to ensure that either existing or potential obstacles are examined for theirimpact 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 thatthe obstacle is conspicuous to pilots, and this may require that the obstacles be markedor lit.

. the Procedures for Air Navigation Services - Aircraft Operations (PANS OPS) Surfaces;

PANS OPS surfaces detail essential areas and obstacle clearance requirements for theachievement of safe, regular instrument flight operations. The instrument flightprocedures enable pilots to either descend from the high en-route environment of cruisetype flight to establish visual contact with the landing runway, or climb from the runway

NSW DEPNNT]üENT OF PLANNING I¡Io EI.¡vIRoNMENTBmrxsrown GBD Ane+ NSW

a

a

TH¡Amero¡r Gnoup

after take-off to the en-route environment, with a prescribed safe margin above terrainand obstacles, by use of aircraft instruments and radio navigation aids or GlobalPositioning System (GPS) in conditions where the pilot cannot maintain visual contactwith the terrain and obstacles due to inclement weather conditions.

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 onthe operation of the facilities by physícal obstruction or electronic interference of thesignal propagation.

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 anassessment 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), onMarch 20 2015 Sydney Airport Corporation limited (SACL) published revised PrescribedAirspace Charts for the airport.

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

The charts for the OLS and PANS-OPS surfaces for the airport were examined in relation to theto the Bankstown CBD area to determine the maximum development heights (includingconstruction cranes) to avoid penetration of the surfaces. lt should be noted that the heights onthe 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 isaligned 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 156mAHD.

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)

5

12t5t2A15 Conrmercial in Confìdence

NSW DspanrmENT oF PLANNTNG e¡¡o EnvrRo¡¡me¡lrBANKSTowN CBD Anen, NSW

r r TAMBIDJI r., i') r ,

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-OPSsurfaces in the 2014 Airport Master Plan.

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

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) at55m AHD. A small portion of the area is located under the Conical Surface (CS), which is 55m atthe boundary with the lHS, and increases in height at a 5o/o slope. The highest CS at the northeast boundary of the area is 72m AHD.

YAGOONA

IHS 55m

BANK

CS72m

P

Figure 5.1 Bankstown Area and the Bankstown Airport OLS (Source : Airport Master Plan 2014)

NSW DepmrMENT oF Pur.¡¡ruo r.lo Er¡vlnoNMENTBtrxsrow¡r GBD Ane¡, NSW

Ti-l c Anelo.ll G r., r1i.J ;:

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.

Figure 4.1 Bankstown Area and the Bankstown Airpoñ PANS-OPS surfaces (Source : AirportMaster 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 andPANS-OPS surfaces will only extend to a maximum of 10 km from the airport, the CBD area willbe 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 beoutside 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 ofrunways, which are proposed to be aligned north easUsouth west. This proposed airport is 25 kmto the west of the Bankstown CBD area, and the OLS and PANS-OPS surfaces are unlikely toextend beyond 20 km in the direction of the Bankstown CBD area.

HP 101 .8HP 135.9m

PUNCHBOIA/L

/

/

BAN

The Bankstown CBD area is expected to be outside the OLS and PANS-OPS areas for thisairport.

NSW D e penrm ENT oF PLAI,¡ N rNG er.¡ o E¡lvtRoN mENT

Br¡xsrow¡¡ GBD Anen, NSW

7

THrAmero¡l Gnoup

Resulrs oF THE ANALysrs oF PREScRTBED ArRspAcEs FoR THE SyDNEy BAsrNArnpoRrs

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

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

a

a

a Sydney Airport PANS-OPS: 335.2 m

Bankstown Airport PANS-OPS: 135.9 m

Sydney Airport OLS: 156 m

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

The lowest Prescribed Airspace surface over the Bankstown CBD area is that of the BankstownAirport OLS IHS at 55 m AHD. Any development (including construction cranes) in the CBD areawould normally be limited to this height; however it may be possible to obtain approval to exceedthis 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 manyairports 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 lnnerHorizontal Surface.

Numerous penetrations of both the lnner Horizontal and Conical Surfaces occur in the vicinity ofSydney 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. Theconditions 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 beof immediate significance if they are proposed to be located in:

a) An area already substantially obstructed by terrain or existing structures of equivalentheight

b) An area which would be safely avoided by prescribed procedures assocrated withnavigational 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 DocANNEX 14 Volume 1 Aerodrome Design and Operations, Para 4.2.20, which states:

a

NSW DepmTilENT O¡ PIT.I¡I¡¡C AND ENVIRoNIIENTBru.rrsrow¡r GBD Anen, NSW

THeAne¡o¡r Gaoup

New objects or extensions of existing objects should not be permitted above the ConicalSurtace and the lnner Horizontal Surtace except when, in the opinion of the appropriateauthority, 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 experiencehas been that approvals have been granted. lt is stressed that such approvals are not automaticand 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 theBankstown Airport PANS-OPS surface at 135.9 m AHD. "Development heights" includeconstruction cranes and roof top installations such as masts and lighting.

Ambidji can prepare a full Aeronautical lmpact Statement (including an aeronautical study forOLS penetration) for individual buildings or groups of buildings if DPE considers that proposeddevelopment heights will exceed the IHS and CS. This can include temporary penetration of theIHS 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 withobstacle clearance by the PANS-OPS procedures discussed in Section 4.

Several lnstrument Flight Procedures for Bankstown are published in the AIP DAP. Those thatare significant to the CBD area are listed below. Note that altitudes in these procedures are in ftAHD, 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 anddepend 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 distanceof 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) or243" (T).

This track passes over the northern area of the CBD as shown in Figure 9.1 ,

NSW Dep¡nrmENToF Pl¡,lntuc l¡,¡o EnvlRoNmENTBm¡xs CBDAnen, NSW

TxeAmslo.l Gnoup

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 weatherconditions or, if not visual, to make a missed approach and commence climbing to the missedapproach altitude. The PANS-OPS surface of 135.9 m (445 ft) provides obstacle protectionduring the final approach procedure on descent to the MDA. For visual descent below the MDAthe pilot is responsible for seeing and avoiding obstacles.

Gircling approaches

Circling approaches are conducted where there are no straight in approach procedurespublished 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 thecircling 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 (445ft) provides obstacle protection until visual descent below the MDA is possible. The pilot isthen responsible for seeing and avoiding obstacles.

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

Approved building developments in the Bankstown CBD area will not impact on the safetyor 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 obstacleclearance by visual identification and avoidance if necessary. There are conditions of minimumflight visibility and distance from cloud imposed on VFR flights to ensure that obstacles can beseen and avoided. ln addition these flights are required to operate at a minimum of 1500 ft abovepopulated areas, unless in the flight stages of landing and take-off.

iliSVV Dgpa*fr1 ÊNr oF Plnrii'¡rir¡c n¡¡n Ë¡¡vlnoruuEl¡rB,qruxsrorv"r¡ CBO Asr"q, NSW

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

BANKSTOWN AIRPORT CIRCUIT TRAINING OPERATIONS

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

VFR ARRIVALS AND DEPARTURES AT BANKSTOWN

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

Helicopter arrivals from the north and departures to the north will track via CHOPPERS NORTHor 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 AIPSydney Visual Terminal Chart (VTC) in Figure 10.1 .

ö*

l-

D53SA

-t ¡:4i.Êì-,?¡i

ÕGLADESVILLEBRIDGE

ARBD

;j¿

CANTERBRACECOURSE

ô

0

,|

,t,a sou l t-lU

l-l !:¡í;5 Fj

ò

I

CATR,AIìl,]AT'i

Figure 10.1 VFR routes and tracking points and the CBD area. (Chart Source : AsA)

NSW DepmrmENT oF PLAI¡NING lt¡o Et¡vlnoNilENTBm¡rsrowu GBD AneÀ NSW

THeA¡tgto¡¡ GiìÕiJl,

HELICOPTER CODED CLEARANCES FOR SYDNEY AIRPORT

A number of coded clearances for VFR helicopter flights to and from Sydney Airport arepublished in the ERSA document.

The nearest coded clearance route is "Rosehill 4" which requires helicopters to track via RosehillRacecourse, Rookwood Cemetery and Canterbury Racecourse to and from Sydney. This route isshown 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 orin the vicinity of the CBD area. These helicopters operate under the VFR and pilots will fly invisual weather conditions to see and avoid obstacles.

There are no VFR operational tracking procedures that require aircraft to fly over theBankstown CBD area. The pilots of any aircraft that may occasionally fly over the CBD arerequired to operate in visual weather conditions and altitudes that enable obstructions tobe seen and avoided.

Approved building developments in the Bankstown GBD area will not impact on the safetyor 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 tocover 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 proposedbuilding development may have on contingency procedures.

The aircraft operators that use Bankstown Airport would need to determine whether the existingcontingency procedures need modification to allow for the additional height of any proposeddevelopment over that of the existing buildings in the area. This assessment would normallyoccur during consideration of the building proposal development application by BankstownAirport 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 islocated 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 anantenna elevation of 161 .27 m AHD. This radar is too far from the development site for impact onits performance.

There are no radar installations at Bankstown Airport. Radar surveillance in the vicinity of thisairport 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 requirementsfor 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

THeAmero¡t Gaot.lp

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 theantenna. 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 ofmore than 0.5 degrees when viewed from the radar, e.g. fences, power lines, tanks as wellas many buildings. All overhead power lines within 1 km must be aligned radially from theradar 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 asthe maximum development height in area is limited to 55 m AHD (lHS surface), buildingdevelopment in the area will not penetrate the radar protection plane. Any requests for approvalto penetrate the IHS would be limited to the PANS-OPS surface of 135.9 m AHD, which is belowthe radar protection plane.

The Cecil Park TAR is 161 .27 m AHD, and its protection plane is well above any proposedbuilding development in the Bankstown CBD area.

Radar sensor performance will not be impacted by any approved development in theBankstown 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 proposedbuilding development is approximatelyl3.9 km from the DME site, the Bankstown CBD area isoutside the requisite clearance zone.

Sydney lnstrument Landing Systems (lLS)

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

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

The BRAs for the ILS components extend to a maximum distance of 1200 m from the runwaythresholds. As the Bankstown CBD area is at least 11 km from the nearest runway threshold, it isoutside 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. TheBRA 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 14km 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 EuvrRoNrçENTBe¡,¡rsrowu CBD AREA, NSW

THeAmero.Jr Gaoup

As the building development is approximately 8.3 km from the site of this NDB, the developmentis 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 outsidethe clearance zone for the Bankstown NDB.

ATG Gommunication Facilities

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

The current configuration of the buildings surrounding Sydney and Bankstown Airports does notrestrict the ATC communication facilities located on the Control Towers at Sydney andBankstown Airports. The building development at the Bankstown CBD area is unlikely to impactupon ATC communication facilities in the area.

Building developments in the Bankstown CBD area will not impact on the performance ofnavigation 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 isRAAF Base Richmond. Due to its distance from the proposed development (approximately 43km) and ATC arrangements in the area, the proposed development is unlikely to impact onDefence operations.

The Australian Army has a helicopter base at the Holsworthy Army Barracks, approximately 7.5km south-west of the Bankstown CBD area. Holsworthy does not have any PANS OPSprocedures 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, aplume rise assessment will be conducted by CASA. lf the rise is less then no assessment will berequired.

16. Coruclusror,rs

This preliminary aeronautical assessment was conducted to consider the height limitations andimpacts of the development of the Bankstown CBD area.

The assessment concludes that:

. The Prescribed Airspaces for Obstacle Limitation Surfaces (OLS) and the Procedures forAir Navigation Services - Aircraft Operations (PANS-OPS) surfaces for Sydney andBankstown 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 thenorth east boundary ofthe area;

NSW DepmrriEuToF Pur.¡Hrue ¡rro EuvlnoNrENTB¡IrrSrowH GBD Anen, NSW

TH¡AmetDJr GRoup

. These surfaces limit the height of any development including construction cranes in theBankstown CBD area;

. Requests can be made to penetrate the IHS and CS, but these must be submitted toBankstown Airport Limited, supported by an aeronautical safety case, and approved bythe Civil Aviation Safety Authority (CASA), Airservices Australia (AsA) and industrystakeholders. Such requests are normally required to be made on a case-by-case basisand a "blanket" approval for an increased height over the entire CBD area is unlikely tobe agreed, although it may be possible for selected areas of the CBD;

. CASA may require obstruction lighting to be installed on approved buildings and craneswhich 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 FlightRules (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 notbe impacted; and

. lf there will be roof top plume rises exceeding 4.3 m/s a plume rise assessment will beconducted by CASA. lf the rise is less then no assessment will be required.

B¡¡¡¡<sr.owt GBD NSW

APPENDIX A

Glossary of Aeronautical Terms and Abbreviations

Txe uu¡¡ GRoup

112t05t201s Commercial in Confidence

Appendix

NSW DepmTMENT OF PLANNING IHo ET.¡vIRoNMENT

BANKSIowN CBD Anee, NSW

T]-IËATBIDJI GI;.ÐUF

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 aglossary of terms and acronyms that are commonly used in aeronautical impact assessmentsand similar aeronautical studies.

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

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

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

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

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

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

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

a. preventing collisions:1. between aircraft;and2. 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 underthe Civil Aviation Act 1988 for developing and promulgating appropriate, clear and conciseaviation safety standards. As Australia is a signatory to the ICAO Chicago Convenfion, CASAadopts the standards and recommended practices established by ICAO, except where adifference has been notified.

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

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

11?_t05t2_015 Commercial in Confdence

Appendix

NSW DspenrilENT oF PLAì¡NING n¡¡o EUvTRoNMENTBANKSTOwN GBD Anen, NSW

TurAneto¡¡ Gaoup

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

IFR (lnstrument Flight Rules) are rules applicable to the conduct of flight under lMC. IFR areestablished to govern flight under conditions in which flight by outside visual reference is notsafe. IFR flight depends upon flying by reference to instruments in the flight deck, and navigationis accomplished by reference to electronic signals. lt is also referred to as, "a term used by pilotsand controllers to indicate the type of flight plan an aircraft is flying," such as an IFR or VFR flightplan.

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

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

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

NOTAMS (Notices to Airmen) are notices issued by the NOTAM office containing information orinstruction 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 flightoperations.

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

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

PANS-OPS (Procedures for Air Navigation Services - Aircraft Operations) is an Air TrafficControl term denominating rules for designing instrument approach and departure procedures.Such procedures are used to allow aircraft to land and take off under lnstrument MeteorologicalConditions (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 ICAOsignatory states must adhere to. The regulatory material surrounding PANS-OPS may vary fromcountry to country.

[12t0st2015 Commercial in Confìdence

Appendix

NSW DepnnruENT oF Plttt¡lro ¡l¡o Er.¡vlnoNnENTBm¡rsrown GBD Anel NSW

THEAtBIÀl GRoup

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

Prescribed airspace is an airspace specified in, or ascertained in accordance with, theRegulations, where it is in the interests of the safety, efficiency or regularity of existing or futureair transport operations into or out of an airport for the airspace to be protected. The prescribedairspace for an airport is the airspace above any part of either an OLS or a PANS OPS surfacefor 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 apilot to operate an aircraft in weather conditions generally clear enough to allow the pilot tomaintain visual contact with the terrain and to see where the aircraft is going. Specifically, theweather must be better than basic VFR weather minima. lf the weather is worse than VFRminima, pilots are required to use instrument flight rules.

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

112t0512015 Commercial in Confìdence

Appendix

NSW DepmrmENT or Pu¡¡¡¡tr,rc r¡¡o E¡¡vIRoNMENTBrHxsrowH GBD Ane,eo NSW

TH=Amero.r Gnoup

ABBREVIATIONS

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

Abbreviation Meaning

AC Advisory Circular (document support CAR 1998)ACFT AircraftAD AerodromeAHD Australian Height DatumAHT Aircraft heightAIP Aeronautical lnformation PublicationArnponrs Acr Airports Act 1996, as amendedAIS Aeronautical lnformation ServiceArr AltitudeAMSL Above Minimum Sea LevelAPARs Airports (Protection of Airspace) Regulations, 1996 as amendedARP Aerodrome Reference PointAsA Airservices AustraliaATC Air Traffic Control(ler)ATM Air Traffic ManagementBRA Building Restricted Area (for GP)cAo CivilAviation OrderCAR Civil Aviation RegulationCASA Civil Aviation Safety AuthorityCASR Civil Aviation Safety RegulationCat CategoryDAP Departure and Approach Procedures (charts published by AsA)

DER Departure End of (the) RunwayDEVELMT Development

DME Distance Measuring EquipmentDoc nn ICAO Document Number nn

DIT Department of lnfrastructure and Transport. (Formerly Dept. oflnfrastructure, Transport, Regional Development and Local Governmentand Department of Transport and Regional Services (DoTARS))

DOTARS See DIT aboveELEV Elevation (above mean sea level)ENE East North EastERSA Enroute Supplement AustraliaFAF FinalApproach Fix

FAP FinalApproach Pointfr feetGLS Ground Based Augmentation Landing SystemGNSS Global Navigation Satellite SystemGP Glide Path

[1210512015 Commercial in Confìdence

Appendix

NSW DepmniENT o¡ Ptn¡¡u¡rc ru,¡o E¡¡vrnoNi,rENTBm¡xsrow¡r CBD Ane¡, NSW

Abbreviation Meaning

IAS lndicated Airspeed

tcAo lnternational Civil Aviation Organisation

IHS lnner Horizontal Surface, an Obstacle Limitation Surface

ILS lnstrument Landing SystemISA lnternational Standard Atmosphere

km kilometres

kr Knot (one nautical mile per hour)

LAT Latitude

LLZ Localizer

LONG Longitudem 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

Obstacle Lim itation SurfaceOLS

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 ReferenceRL Relative Level

RNAV aRea NAV|gation

RNP Required Navigation Performance

Rules and Practices for Aerodromes

- replaced by the MOS Part 139 - AerodromesRPA

RPT Regular Public TransportRWY Runway

SFC Surface

T¡r;Ailero.Jr Gnoi.rp

l2la5l?_a15 Comrnercial in Confìdence

Appendix

NSW DepmrmENT oF Pl¡nHnre ¡,¡o E¡vlnoNmENTBanxsrow¡¡CBDAREÀ NSW

Abbreviation Meaning

stD Standard lnstrument Departuresoc Start Of ClimbSTAR Standard ARrivalTAR Terminal Approach RadarTAS True AirSpeedTHR Threshold (Runway)

TNA Turn AltitudeTODA Take-Off Distance Availablevn aircraft critical Velocity referenceVOR Very high frequency Omni directional RangeWAC World Aeronautical Chart

THeArrsrÀ¡r Gnoup

Í1210512015 Commercial in Confidence

Appendix

NSW Dep¡nrmENT oF Pl¡¡¡uro ¡.¡o E¡¡vtnoNmENTBANKsrowN ggP Alre,¡A' NSW

THeArrslo.Jr Gnoup

APPENDIX B

OLS PDF Version

11210512015 Commercial in Confidence

Appendix

NSW DepmrrENT oF PrAitNlNG eno EnvlRoNmENTBm¡¡<s TGBDAREÀ NSW

THeAnaro¡r GRoup

Í12t051201s Commercial in Confidence

Appendix

NSUì| DspmrnENT oF Prl¡¡nnc lrro Euvnolf, ENT

Bprxs¡owr,¡ 6gP AÌEÀ NSW

APPENDIX C

PANS-OPS PDF Version

THCATTEIDJI GROUP

112t0512015 Commercial in Confìdence

Appendix

N SW D ep¡nri¡r E NT oF P ur.¡ u t r.¡c a¡¡ o Euvl noH u eurBn¡¡xsrown GBD Anen, NSW

TirçAMero¡¡ GRr)rJ,;,

J2lA5l2A13 Commerci¿li rn Confidence

Appendix