master plan 2015 tallinup augusta airport...yaug01-01 tallinup augusta airport master plan 2015 viii...

MASTER PLAN 2015

TALLINUP AUGUSTA AIRPORT

Prepared for Shire of Augusta Margaret River

APRIL 2015

YAUG01-01 TALLINUP AUGUSTA AIRPORT MASTER PLAN 2015

i

DOCUMENT CONTROL

Document Title: Tallinup Augusta Airport Master Plan

Reference: YAUG01-01

Release Date: XX April 2015

Prepared by: K Tonkin

Reviewed by: L Hodgson

Released by:

Revision History: Not for Release

Version Description Transmitted Reviewed by Date

0.1 First Draft 28 April 2015

COPYRIGHT AND DISCLAIMER NOTICE

This document and the information contained herein should be treated as commercial-in-confidence. No part

of this work may be reproduced or copied in any form or by any means (graphic, electronic or mechanical,

including photocopying, recording, taping or information retrieval system) or otherwise disclosed to any other

party whatsoever, without the prior written consent of Aviation Projects Pty Ltd.

This report has been prepared for the benefit solely of the Client, and is not to be relied upon by any other

person or entity without the prior written consent of Aviation Projects Pty Ltd.

© Aviation Projects Pty Ltd, 2015. All rights reserved


ii

TABLE OF CONTENTS Document Control ___________________________________________________________________________ i

Copyright and Disclaimer Notice ________________________________________________________________ i

Table of Contents ____________________________________________________________________________ ii

List of Figures _______________________________________________________________________________ v

List of Tables ________________________________________________________________________________ v EXECUTIVE SUMMARY _______________________________________________________________________ VI 1. PLANNING CONTEXT _____________________________________________________________________ 1 1.1. Background ________________________________________________________________________ 1 1.2. Current operations ___________________________________________________________________ 1 1.3. Strategic intent _____________________________________________________________________ 2 1.4. Site description _____________________________________________________________________ 2 1.5. Previous planning studies _____________________________________________________________ 4 1.6. Strategic planning context _____________________________________________________________ 4 1.7. Economic significance ________________________________________________________________ 4 1.8. Social and community benefits _________________________________________________________ 4 1.9. Master Planning Outcomes ____________________________________________________________ 5 1.10. Methodology________________________________________________________________________ 6 1.11. Regulatory context ___________________________________________________________________ 6 2. EXISTING AERODROME FACILITIES _________________________________________________________ 8 2.1. Aeronautical infrastructure ____________________________________________________________ 8 2.2. Airside development ________________________________________________________________ 10 2.3. Landside Development ______________________________________________________________ 12 2.4. Support facilities ___________________________________________________________________ 15 2.5. Ground transport ___________________________________________________________________ 15 3. STAKEHOLDER CONSULTATION ___________________________________________________________16 3.1. Preliminary consultation _____________________________________________________________ 16 3.2. Emergency services _________________________________________________________________ 16 3.3. Native Title Claimants _______________________________________________________________ 17 3.4. Public Exhibition____________________________________________________________________ 17 4. DEMAND ______________________________________________________________________________18 4.1. Regional population growth __________________________________________________________ 18 4.2. Historical passenger demand _________________________________________________________ 18 4.3. Aircraft movement demand __________________________________________________________ 18 4.4. Aircraft parking capacity _____________________________________________________________ 18 4.5. Passenger terminal capacity __________________________________________________________ 19 5. DEVELOPMENT CONSTRAINTS ____________________________________________________________20 5.1. Statutory/legal environment __________________________________________________________ 20 5.2. Environmental _____________________________________________________________________ 20 5.3. Busselton—Flinders Bay Rail Trail ______________________________________________________ 20 5.4. Design aircraft characteristics_________________________________________________________ 22 5.5. Design Standards ___________________________________________________________________ 22


iii

5.6. Physical characteristics and obstacle limitation surfaces design requirements _________________ 24 6. AIRCRAFT MOVEMENT AREAS ____________________________________________________________25 6.1. Runway ___________________________________________________________________________ 25 6.2. Runway pavements _________________________________________________________________ 25 6.3. Runway usability ___________________________________________________________________ 25 6.4. Taxiways __________________________________________________________________________ 25 6.5. Parking apron______________________________________________________________________ 26 6.6. Hangar facilities ____________________________________________________________________ 26 6.7. Helicopter facilities _________________________________________________________________ 26 6.8. Aerodrome lighting _________________________________________________________________ 26 7. AVIATION SUPPORT FACILITIES ___________________________________________________________27 7.1. Fuel ______________________________________________________________________________ 27 7.2. Ground support equipment ___________________________________________________________ 27 7.3. Navigation and approach aids _________________________________________________________ 27 7.4. Weather information service __________________________________________________________ 27 7.5. Aerodrome rescue and fire fighting services _____________________________________________ 27 7.6. Air traffic control and airspace ________________________________________________________ 27 7.7. Transport security __________________________________________________________________ 27 8. PASSENGER FACILITIES _________________________________________________________________28 8.1. Aeromedical facilities _______________________________________________________________ 28 8.2. Toilet block ________________________________________________________________________ 28 8.3. Passenger shelter __________________________________________________________________ 28 8.4. Car parking facilities ________________________________________________________________ 28 9. COMMERCIAL LAND USE AND DEVELOPMENT _______________________________________________29 9.1. Current commercial activities _________________________________________________________ 29 9.2. Constraints ________________________________________________________________________ 29 9.3. Opportunities ______________________________________________________________________ 29 10. GROUND TRANSPORT SYSTEMS __________________________________________________________30 10.1. External network ___________________________________________________________________ 30 10.2. Airside access _____________________________________________________________________ 30 10.3. Public car parking __________________________________________________________________ 30 10.4. Rental car parking demand ___________________________________________________________ 30 10.5. Buses ____________________________________________________________________________ 30 10.6. Taxis _____________________________________________________________________________ 30 10.7. Servicing __________________________________________________________________________ 30 10.8. Aviation fuel deliveries_______________________________________________________________ 30 11. UTILITIES AND CIVIL INFRASTRUCTURE _____________________________________________________31 11.1. Water ____________________________________________________________________________ 31 11.2. Electricity _________________________________________________________________________ 31 11.3. Sewer/septic ______________________________________________________________________ 31 11.4. Communications ___________________________________________________________________ 31 11.5. Drainage __________________________________________________________________________ 31


iv

12. ENVIRONMENTAL AND LAND USE PLANNING IMPACTS ________________________________________32 12.1. Wildlife hazard _____________________________________________________________________ 32 12.2. Ecology ___________________________________________________________________________ 32 12.3. Management order _________________________________________________________________ 32 12.4. Obstacle limitation surfaces __________________________________________________________ 32 12.5. Aircraft noise ______________________________________________________________________ 32 12.6. Flooding and stormwater drainage _____________________________________________________ 32 12.7. Other development control measures __________________________________________________ 33 13. MASTER PLAN _________________________________________________________________________34 13.1. Short term plan – Stage 1 Code 1B ALA _________________________________________________ 34 13.2. Longer term plan – Stage 2 Registered Code 2B __________________________________________ 35 14. REVENUE/COST ANALYSIS _______________________________________________________________36 14.1. Revenues _________________________________________________________________________ 36 14.2. Costs _____________________________________________________________________________ 36 GLOSSARY_________________________________________________________________________________37 Definitions ______________________________________________________________________________ 37 Acronyms and Abbreviations ________________________________________________________________ 38 REFERENCES ______________________________________________________________________________40 ANNEXURES _______________________________________________________________________________41 ANNEXURE 1 – LAYOUT PLANS _________________________________________________________________ 1


v

LIST OF FIGURES

Figure 1 Locality of Tallinup Augusta Airport ...................................................................................................................3

Figure 2 Reserve Location Plan .........................................................................................................................................3

Figure 3 RFDS PC12 ............................................................................................................................................................7

Figure 4 Water ponding on runway ...................................................................................................................................8

Figure 5 Graded runway strip not adequately graded ....................................................................................................8

Figure 6 Stub taxiway and IWDI .........................................................................................................................................9

Figure 7 Runway end/threshold lights ..............................................................................................................................9

Figure 8 Private hangars .................................................................................................................................................. 10

Figure 9 Aero Club hangar infringes taxiway strip ....................................................................................................... 11

Figure 10 Toilet block, storage shed and water tank .................................................................................................. 11

Figure 11 Initial constraints planning ............................................................................................................................ 12

Figure 12 Northern apron area ....................................................................................................................................... 13

Figure 13 Office and airside access ............................................................................................................................... 13

Figure 14 Airside access .................................................................................................................................................. 14

Figure 15 RFDS patient transfer facility ........................................................................................................................ 14

Figure 16 Air Tractor 802 ................................................................................................................................................. 19

Figure 17 Busselton—Flinders Bay Rail Trail - Plan 28 ................................................................................................ 21

Figure 18 Beechcraft King Air 350 ................................................................................................................................. 23

LIST OF TABLES

Table 1 Runway declared distances (current) .............................................................................................................. 10

Table 2 Design aircraft characteristics .......................................................................................................................... 22

Table 3 Physical Characteristics and OLS Design Criteria .......................................................................................... 24


vi

EXECUTIVE SUMMARY

E1. Background

The town of Augusta is located in the south west of the Margaret River region and approximately 270 km

south of Perth, Western Australia (WA). The Margaret River region has an area of 2240 km2, a population of

12 219 (ABS 2011) and includes the major towns of Margaret River, Cowaramup and Augusta.

The Shire of Augusta Margaret River (AMR Shire) owns and operates the Tallinup Augusta Airport (TAA), which

is located 1 km to the west of the Augusta town centre.

In October 2014, based on a successful funding application, the Shire entered into an agreement for shared

funding with the Department of Transport, as part of its Regional Airports Development Scheme (RADS). The

funding agreement is based on preparation of a master plan for the TAA within the 2014/15 financial year.

Aviation Projects was appointed to undertake preparation of the Tallinup Augusta Airport Master Plan 2015

which commenced in April 2015.

The two lots comprising TAA or Reserve 29668 are displayed in Figure E 1.

Figure E 1 Reserve Location Plan


vii

E2. Master Plan Stage 1 – Code 1B ALA

The short term development objective is to facilitate the continued operation of up to code 1B aircraft by

operating the airport as an aircraft landing area (ALA) with lights and no terminal instrument flight

procedures.

The intention is to accommodate emergency services such as RFDS and DFES/DPaW in conjunction with

other aircraft operations, enable construction of additional hangar leases and provide for future expansion.

Any proposed development is planned in consideration of future requirements applicable to a registered

aerodrome with non-precision terminal instrument flight procedures.

Proposed development in relative priority order is noted as follows:

1. Consider implementing pavement concession arrangements for aircraft >5700 kg MTOW;

2. Relocate the Aero Club building clear of the taxiway strip. This will also involve modifying electrical

circuits to the aerodrome ground lighting, IWDI and toilet block;

3. Remove and replace the illuminated wind direction indicator in an appropriate location and

establish a signal circle next to it;

4. Straighten the stub taxiway and widen it to 10.5 m, and increase its bearing strength to

accommodate the heavier aircraft now operating at the aerodrome;

5. Provide an additional code B stub taxiway to the south of the existing taxiway and connect it to the

existing parallel taxiway (which needs to be widened to 10.5 m and strengthened with a centreline

at least 42 m from runway centreline (based on non-instrument requirements)) to accommodate

code 1B aircraft up to approximately 8000 kg MTOW;

6. Provide an airside access point for emergency services vehicles to the south of the apron precinct in

order to enable safe and efficient access the fuel store and water tank;

7. Establish a new helicopter landing site;

8. Provide sufficient room on the parking apron for aircraft up to 18 m wingspan (e.g. B350) to

manoeuvre onto and from a designated parking position;

9. Establish a building line on the eastern side of the apron based on a max 18 m wingspan taxilane

(27 m minimum total width) from the front edge of the toilet block. This will enable taxi through to

the hardstand area;

10. Provide a free moving aircraft parking area to the east of the emergency services precinct; and

11. Establish a code A taxilane (minimum width 24 m) to the northern end of the apron between

existing buildings and provide additional lease areas at the northern end of the apron.


viii

An overview of the Stage 1 development plan is provided in Figure E 2.

Figure E 2 Master Plan Stage 1

E3. Master Plan Stage 2 – registered code 2B aerodrome

The longer term objective is to provide a registered code 2B aerodrome with non-precision terminal

instrument flight procedures.

Additional considerations include:

1. Relocate the toilet block to within the designated passenger facilities area;

2. Relocate the fuel store and water tank to the landside area of the aerodrome;

3. Realign the main access road and provide connections to appropriate car parking and airside

access points;

4. Extend the code A hangar precinct to the north and potentially relocate the IWDI and signal circle;

5. Establish a larger code B hangar precinct to the south of the existing precinct;

6. Extend the second stub taxiway to join a new parallel taxiway to provide access to the new code B

hangar precinct;


ix

7. Widen, strengthen and possibly extend the runway to accommodate the applicable design aircraft;

8. Rectify transverse gradient non-conformances in the runway strip;

9. Establish control over obstacles in the OLS, paying particular attention to the approach and take-off

surfaces;

10. Resolve potential terrain penetrations of the inner horizontal surface to the west; and

11. Reconfigure the runway lights to current standards.

An overview of the Stage 2 development plan is provided in Figure E 3.

Figure E 3 Master Plan Stage 2


1

1. PLANNING CONTEXT

1.1. Background

The town of Augusta is located in the south west of the Margaret River region and approximately 270 km

south of Perth, Western Australia (WA). The Margaret River region has an area of 2240 km2, a population of

12 219 (ABS 2011) and includes the major towns of Margaret River, Cowaramup and Augusta.

The Shire of Augusta Margaret River (AMR Shire) owns and operates TAA, which is located 1 km to the west

of the Augusta town centre.

At the Ordinary Meeting of Council (OMC) on 26 February 2014 the Interim Development Plan (IDP) for the

Tallinup Augusta Airport (TAA) was adopted. The IDP was prepared by an aviation consultant as a short to

medium term guide for development at the TAA and to provide a framework to determine two development

applications for private aircraft hangars.

Following the adoption of the IDP the two development applications were determined and site preparation

works for the hangars have commenced.

At the 26 February 2014 OMC a Leasing Plan for the TAA, which indicated potential lease areas, was also

adopted. Negotiations toward finalising lease arrangements in accordance with the Leasing Plan are

progressing.

As an outcome of the IDP and Leasing Plan, the need for a long term master plan for the TAA was identified.

In October 2014, based on a successful funding application, the Shire entered into an agreement for shared

funding with the Department of Transport, as part of its Regional Airports Development Scheme (RADS). The

funding agreement is based on preparation of a master plan for the TAA within the 2014/15 financial year.

Aviation Projects was appointed to undertake preparation of the Tallinup Augusta Airport Master Plan 2015

which commenced in April 2015.

A plan showing the location of the airport with respect to the town of Augusta is shown in Figure 1 (source:

Google Earth).

1.2. Current operations

The Royal Flying Doctor Service (RFDS) operates PC12 aircraft day and night.

The Department of Parks and Wildlife (DPaW) and/or Department of Fire and Emergency Services (DFES)

contracts aerial agriculture fixed and rotary wing aircraft for fire-bombing operations, up to and including Air

Tractor, which at 7257 kg maximum take-off weight (MTOW) exceeds the published pavement bearing

strength (5700 kg).

Other private and charter aircraft, including VH-registered and recreational aviation aircraft are either

hangared on site or use the aerodrome from time to time.


2

1.3. Strategic intent

The following assumptions have informed the preparation of the Master Plan:

AMR Shire does not have a financial plan for major development of TAA. Facilities for private

recreational users therefore must be self-funded. Minor capital works may be funded through the

existing Shire works program and budget. Works to emergency service facilities are to be funded by

the State Government directly or through funding grants sought by the Shire.

Specifications for registering the TAA are a key assumption underlying the design and layout for

future development. Whilst the Shire reserves its decision about the need for actually registering the

TAA, it is considered that these specifications should be used as a basis for future airport planning

and this should be reflected in the Master Plan. Applying specifications for registration:

o enables the introduction of terminal instrument flight procedures, should the Shire choose

at a later date, noting this is not a requirement;

o provides a robust system for operational information to be communicated to pilots (for

example, communicating closure of the airport during an emergency); and

o assures an acceptable level of safety when airport operations become more complex.

Code 2B aircraft design specifications is an assumption for the Master Plan preparation. Some

relaxation of these standards is necessary for development of apron areas immediately abutting

some hangar sites consistent with the aircraft that will predominantly use these areas. For example

the apron areas abutting northern hangar sites are designed for Code A aircraft.

These are considered to be valuable assumptions for preparation of the Master Plan for the following

reasons:

Applying the standards for a registered aerodrome means that the ability to register the aerodrome

in the future, should the Shire wish, would not be fettered by additional development. In this regard

development of any future hangar sites to the north would be subject to design specifications to

address any potential non-compliance in the event of registering;

Reflecting standards for a registered aerodrome and Code 2B aircraft is recommended given the

standard of emergency service facilities that currently utilise the TAA (i.e. RFDS aircraft and fixed

wing DPaW firefighting response aircraft up to 8 tonne capacity); and

the Master Plan demonstrates a recommended precautionary approach to future development

which would be important to the sustainable expansion of the facility.

1.4. Site description

The TAA or Reserve 29668 is a C class reserve. TAA comprises two lots including Lot 380 to the north east,

zoned Parks and Recreation, and Lot 315 to the south west, zoned Public Purpose Aerodrome pursuant to

Local Planning Scheme No. 1 (LPS1). Reserve 29668 is approximately 1399 ha in size, is predominantly

vegetated, is in the ownership of the Department of Regional Development and Lands and is vested in the

Shire.

The two lots comprising Reserve 29668 are displayed in Figure 2 (Source: AMR Shire Intramaps).


3

Figure 1 Locality of Tallinup Augusta Airport

Figure 2 Reserve Location Plan

Tallinup Augusta Airport

S34.33

E115.16


4

1.5. Previous planning studies

A number of planning studies have been conducted over the recent past:

Forte Airport Management, Augusta Aerodrome Development Plan, v2, December 2014;

Leasing Plan – Augusta Tallinup Airport, February 2014;

Interim Development Plan Augusta Tallinup Airport, adopted on 26 February 2014; and

Aerodrome Design Pty Ltd, Comment on Augusta Hangar Development, letter dated 3rd October

2012.

1.6. Strategic planning context

The Master Plan is consistent with the Visual Management Area ‘C’ classification in the Local Planning

Strategy.

The outcomes presented in the Master Plan are also consistent with the Augusta Town Site Strategy which

seeks to encourage the provision of a range of recreation facilities to accommodate structured and

unstructured activities in the town.

Preparation of a Master Plan to guide development of the TAA is consistent with Goal 4 of the Corporate

Strategic Plan 2033. Goal 4 is to promote a vibrant and diverse economy and the master plan process

responds to the specific strategy to develop major infrastructure to cater for increased residents and visitors.

In this case the Master Plan has, in part, been prepared in response to growing demand for recreational

aircraft facilities.

Preparation of the Master Plan is also consistent with Goal 3 which is to manage growth sustainably.

Strategies for Goal 3 are to develop and implement master plans for Shire facilities and projects so they are

well designed and have aesthetic appeal and are accessible by all. The Master Plan has been prepared to

ensure sound future design of the TAA, to ensure the continued capability of emergency services, and to

provide the opportunity for aircraft hangar sites for interested members of the public.

1.7. Economic significance

The Master Plan has the potential to foster economic growth by providing a framework for the development

of private recreational aircraft facilities at the cost of the lessee(s).

1.8. Social and community benefits

The Master Plan provides a framework for development that may result in employment opportunities during

construction works and a point of interest to the public. This has the potential to be an advantage to the

community subject to the development costs being borne by the user which in this case would be the

lessee(s).


5

1.9. Master Planning Outcomes

AMR Shire provided guidance on its expectations of the master planning process and outcomes.

Master planning would need to address the following:

Investigate implications of the Transitional OLS to the location of future development;

Identify the suitable location and number of taxiways and make recommendations about the

construction standard of taxiways;

Investigate insurance obligations;

Identify sites for future development of private aircraft hangars;

Provide any relevant parameters for the use of mobile phones;

Investigate and make recommendations about environmental issues;

Identify suitable sites and storage facilities for aviation fuel for private aircraft;

Make recommendations toward a contributions framework for development of shared

infrastructure;

Investigate and make recommendations about any relevant noise issues and appropriate

management;

Investigate the potential future demand for airport facilities;

Investigate the demand and necessity for overflow plane parking area(s); and

Provide a pictorial development plan, overlaid with aerial photography, identifying suitable areas for

development and describing the development parameters and requirements.

In particular the master plan for Tallinup Augusta Airport should address the following:

The parameters (constraints and opportunities) for development of the northern portion of the

airport including development of taxiways;

Potential costs for future development;

Exploring the potential and necessity for classification of the facility as a Registered Aerodrome;

Details of the requirements relative to the standard or level of future airport infrastructure;

Implications of Transitional OLS to the location of future development;

Implications to hangar design and ancillary services including sewer, water, power, rear access; and

The suitability or otherwise of an office precinct at the entrance to the airport and if this precinct is

recommended including any details and comments about the suitable size of the precinct.


6

1.10. Methodology

This master planning study was undertaken using the following general methodology:

Preliminary planning was conducted to define important baseline information that informs the

planning task and the work of the planning team;

Preliminary evaluation and site visit preparation was conducted. AMR Shire and DPaW

representatives were met at TAA and a site visit was conducted;

An evaluation was conducted of how the site can be best developed to achieve the desired

outcomes;

A summary was provided of preliminary planning concepts and the constraints and limitations,

opportunities and potential issues associated with various development scenarios;

Final concepts for the development of the aerodrome were developed;

A first draft report with drawings and plans was provided for client review;

Final guidance was obtained for preparation of a Final Draft Report and plans;

the Final Draft Report and plans were prepared and submitted for Client review;

Once accepted, the Final Draft Master Plan report will be exhibited for public consultation;

Submissions will be reviewed and applicable amendments made to the Final Draft Master Plan prior

to presentation to AMR Shire for endorsement on 10 June 2015; and

The Final Tallinup Augusta Airport Master Plan will be produced for Client acceptance.

1.11. Regulatory context

Current and future operations at TAA are regulated according to the requirements set out in the section

below.

1.11.1. Civil Aviation Safety Regulations 1998

Civil Aviation Safety Regulation 1998 (CASR) Part 139—Aerodromes describes the requirements for

aerodromes used in air transport operations.

1.11.2. Manual of Standards Part 139—Aerodromes

Manual of Standards Part 139—Aerodromes (MOS 139) sets out the standards and operating

procedures for certified, registered and certain other aerodromes used in air transport operations.

1.11.3. CAAP 92-1(1) Guidelines for Aeroplane Landing Areas

Civil Aviation Advisory Publication (CAAP) 92-1(1) Guidelines for Aeroplane Landing Areas sets out

the factors that may be used to determine the suitability of a place for the landing and taking-off of

aeroplanes. According to this document, the use of landing areas other than aerodromes is not

recommended for aircraft greater than 5700 kg MTOW.


7

1.11.4. Application to Tallinup Augusta Airport

According to the references outlined above, unless an aircraft being used for air transport operations

is greater than 5700 kg MTOW or has more than nine passenger seats, the aerodrome operator has

no obligation to conform to the standards of MOS 139.

Unless the aerodrome is to be used by aircraft with more than 30 passenger seats conducting air

transport operations, there is no obligation to have the aerodrome regulated by CASA (in this case

certified), except if there is a non-precision terminal instrument flight procedures (in which case the

aerodrome must be registered or certified).

A registered aerodrome will have aerodrome operational information published in Aeronautical

Information Package (AIP), En Route Supplement Australia (ERSA), changes to which can be notified

through the Notice to Airmen (NOTAM) system. This notification system provides an improved level

of aviation safety over ad-hoc arrangements normally in place at ALAs.

An image of an RFDS PC12 is provided at Figure 3 (source: RFDS)

Figure 3 RFDS PC12


8

2. EXISTING AERODROME FACILITIES

2.1. Aeronautical infrastructure

TAA is equipped with a single sealed runway 17/35, 1100 m long and 15 m wide, with widened turning

nodes at each end. A short stub taxiway varying between approximately 7-8 m wide provides access to a

small sealed aircraft parking apron. Another short parallel taxiway provides access to a sealed parking area

marked as a helicopter landing site.

The published pavement bearing strength (max 5700 kg MTOW) is less than the published MTOW of the Air

Tractor 802 (7257 kg MTOW).

The runway surface is uneven and allows ponding of water. Refer to Figure 4.

Figure 4 Water ponding on runway

The runway strip is published as 90 m wide, but it is unmarked and it is likely that transverse grading

requirements are not being met due to the location of longitudinal surface drains and large rocks/boulders

projecting above the ground. Refer to Figure 5.

Figure 5 Graded runway strip not adequately graded


9

The stub taxiway is approximately 7.5 m wide but should be 10.5 m wide for code B aircraft.

The illuminated wind direction indicator (IWDI) is not the correct design and is not ideally located, and there is

no signal circle. Refer to Figure 6, which also shows the stub taxiway.

Figure 6 Stub taxiway and IWDI

The runway and main stub taxiway are equipped with pilot activated lighting. The aerodrome ground lighting

control systems and backup generator are located in the Aero Club building.

The runway end/threshold and edge lights are configured according to a previous standard and would need to

be reconfigured in order to meet current standards.

The approach surfaces at each runway end may be infringed by trees. No obstacle survey information was

available for evaluation.

Refer to Figure 7.

Figure 7 Runway end/threshold lights


10

Current runway declared distances (assuming a 60 m clearway) are provided in Table 1.

Table 1 Runway declared distances (current)

TORA TODA ASDA LDA

Runway 17 1100 1160 1100 1100

Runway 35 1100 1160 1100 1100

2.2. Airside development

Facilities with airside access (or wholly contained within the airside area) of the airport include:

Two private hangars with openings facing away from the runway onto a concrete parking apron and

water storage tanks located on the runway side of the lease site. Refer to Figure 8;

AMR Shire’s hangar which is leased to the Aero Club infringes the taxiway trip, and the sliding door

framework projects even further towards the taxiway. RFDS has expressed its concern about the

safety implications associated with the location of this structure so close to the taxiway. Refer to

Figure 9;

A toilet block is located adjacent to the Aero Club hangar (entirely within the airside area of the

airport). Refer to Figure 10; and

An equipment and fuel storage shed and 225 kL water tank are located at the southern end of the

apron precinct. Refer to Figure 10.

Figure 8 Private hangars


11

Figure 9 Aero Club hangar infringes taxiway strip

Figure 10 Toilet block, storage shed and water tank


12

The proposed hangar leases on the eastern side of the aircraft parking apron will impose on the apron area

available for turning aircraft. Refer to the constraints plan prepared in support of initial consultation activities

at Figure 11.

Figure 11 Initial constraints planning

2.3. Landside Development

An office building is located opposite the two private hangars, next to the airside access gate, and the RFDS

patient transfer facility provides shelter and access to the parking apron.

The location of the single airside access gate means that any vehicles requiring access to the airside must

drive across the main parking apron.

An image of the apron between the two existing hangars and office is provided at Figure 12.


13

Figure 12 Northern apron area

Images of the office and airside access are provided at Figure 13 and Figure 14.

Figure 13 Office and airside access


14

Figure 14 Airside access

An image of the patient transfer facility is provided at Figure 15.

Figure 15 RFDS patient transfer facility


15

2.4. Support facilities

There are no permanent fuel supply facilities, ground support equipment, navigation or approach aids,

weather information services, aerodrome rescue and fire fighting services, air traffic control services or

designated airspace at the airport.

2.5. Ground transport

Access to the operational part of the airport is provided via a single sealed road originating at Hillview Road,

along with several unsealed tracks.


16

3. STAKEHOLDER CONSULTATION

Consultation activities undertaken during preparation of, and proposed to be undertaken subsequent to

Council adoption of, the Master Plan are outlined in the following section.

3.1. Preliminary consultation

The following consultative activities were undertaken by Aviation Projects personnel in preparing the Master

Plan:

On 8 April 2015, AMR Shire and DPaW representatives were met at TAA and a site visit was

conducted;

On 8 April 2015, a meeting with AMR Shire and DPaW representatives was held at AMR Shire

offices in Margaret River; and

On 9 April 2015, a stakeholder engagement meeting attended by current and prospective lease

holders was conducted at AMR Shire offices in Margaret River.

Separate formal and informal consultation with various stakeholders including RFDS, DFES, DPaW and

current/future tenants was conducted by AMR Shire representatives prior to presentation of the Draft Master

Plan to AMS Shire for adoption on 22 April 2015.

3.2. Emergency services

The Master Plan preparation has been commissioned with the following objectives:

To ensure the highest standards of public safety;

To ensure primacy for emergency services that utilise the TAA noting that the primary purpose of

the TAA is to provide airport facilities for the Royal Flying Doctor (RFDS) in patient transfers and a

base for emergency service operations by DPaW and DFES. Firefighting operations largely include

refuelling and water loading for fixed wing aircraft and on occasion rotary wing aircraft (helicopters);

and

To avoid potential conflict between emergency services and recreational aircraft facilities

particularly with growing demand from recreational users for facilities at the TAA.

The Master Plan has been prepared with regard to the recommendations of emergency service operators.

RFDS has indicated its preference, in an optimum master plan design, for registration of the TAA which is a

prerequisite for instrument approaches based on GPS technology. Instrument approaches would provide for

landings in conditions of reduced visibility and it would increase the potential number of landings and patient

transfers from TAA (statistics show that an average of 10 patient transfers per annum were conducted by the

RFDS in the four years up to 2013). The standards for a registered aerodrome are reflected in the design

assumptions for the Master Plan.

DPaW aviation operations has indicated its preference, in an optimum master plan design, for continued

separation of facilities between recreational airport users, improved taxiway design, direct vehicle access


17

from the eastern access road, and semitrailer access and manoeuvring area for fuel and water refilling

operations. These preferences are included in the design of the Master Plan.

The comments of DFES are reflected in DPaW advice for the preparation of the Master Plan. DFES

involvement in emergency service operations at the TAA is limited to the rotary wing (helicopter) firefighting

response, which is serviced from suitable alternative public open space, and the emergency rescue helicopter

service (RAC rescue helicopter) which would have use of the TAA only during extreme weather events. Both

services have limited involvement in the TAA therefore the comments of DFES are included by way of DPaW

advice in the Master Plan.

The recommendations of emergency services are preliminary and the comments of DFES and other relevant

emergency service operators will be sought during any formal advertising process. Notwithstanding the

Master Plan has been prepared with regard to the recommendations of emergency service operators.

3.3. Native Title Claimants

The reserve on which TAA operates is owned by the State Government and is vested in the Shire for the

purposes of an aerodrome. The terms of the vesting order require liaison with any determined native title

holder or registered native title party (or their representative). In accordance with the terms of the vesting

order, the Draft Master Plan is scheduled to be presented to the South West Boojarah Working Party Group

meeting on 29 April 2015. The outcomes of the meeting will be reported to Council.

3.4. Public Exhibition

Following Council resolution to adopt the Draft Master Plan for advertising, the Draft Master Plan will be

advertised in accordance with clause 9.4 of LPS1 for 21 days and stakeholders will be directly notified and

provided with an opportunity to comment. Comments received will be considered and the outcomes reported

back to Council.


18

4. DEMAND

Infrastructure requirements can only be scoped once demand for individual elements can be quantified over

the planning period. This then enables an integrated development strategy to be prepared.

Regional population growth, historical passenger demand, demand for aircraft parking and passenger

terminal capacity requirements are explored in the following section.

4.1. Regional population growth

According to the Australian Bureau of Statistics, between 2013 and 2014 Western Australia's population

increased by 2.2% (54 400 people). This was the fastest growth of all the states and territories, and well

above the national growth rate of 1.6%. Outside of Greater Perth, the Statistical Area Level 3s with both the

largest and fastest increases were Bunbury (up by 2600 people or 2.5%) and Augusta - Margaret River -

Busselton (1700 or 3.6%) in the state's south-west.

Planning Western Australia notes that the South West Region of Western Australia is the most populous and

the fastest growing outside the Perth and Peel regions with a resident population of 165,985 at the 2011

Census, representing a 22% increase from 2006, and one of the fastest growth rates within Australia. This

population is forecast to grow to approximately 230 000 by 2026.

For the purpose of this Master Plan, it is assumed that the regional population will continue to increase, at a

higher than average rate compared with other regions in WA.

4.2. Historical passenger demand

No regular passenger carrying services are conducted to/from TAA, and nor are there any anticipated during

the master planning horizon.

4.3. Aircraft movement demand

There are no formal records of aircraft movements at TAA. Anecdotally there are no more than several

aircraft movements per week, and this level of demand is expected to remain or increase slightly during the

20 year master planning period.

4.4. Aircraft parking capacity

The existing aircraft parking apron is inadequate for the aircraft that are currently using it and is significantly

constrained by the location of the Aero Club building. Future lease sites identified on the southern end of the

eastern side of the apron will further constrain the apron unless they are relocated further to the east.

There are several aircraft tie-down points for the use of itinerant aircraft located to the south of the RFDS

patient transfer station. This parking area will become unavailable when the future lease sites are developed.


19

4.5. Passenger terminal capacity

There is no formal passenger terminal or other structure on site that is available for itinerant passengers to

use for shelter from the weather.

There is no foreseen requirement for a passenger terminal building in the short to medium term.

An image of an Air Tractor 802 is provided at Figure 16 (source: Air Tractor).

Figure 16 Air Tractor 802


20

5. DEVELOPMENT CONSTRAINTS

5.1. Statutory/legal environment

Lot 380 is zoned Parks and Recreation Reserve and Lot 315 is zoned Public Purpose Aerodrome under Local

Planning Scheme No 1 (LPS1). The vesting order for the reserve specifies the designated reserve purpose is

‘Aerial Landing Ground’. For consistency between the land use zone and the vesting order it is recommended

that the land use zone for Lot 380 is changed in LPS1 to more accurately refer to ‘Public Purpose

Aerodrome’.

Use or development of a Local Reserve, including hangar development, must first be granted planning

approval with due regard to the Matters to be Considered under clause 10.2 of Local Planning Scheme No. 1

and the ultimate purpose intended for the Local Reserve. Upon adoption of the Master Plan and, subject to

the granting of planning approval, any developer will be required to enter into a lease agreement with the

Shire in accordance with section 3.58 of the Local Government Act 1995. All costs associated with entering

into a lease agreement are to be borne by the developer.

The reserve on which TAA operates is owned by the State Government and is vested in the Shire for the

purposes of an aerodrome. The terms of the vesting order require liaison with any determined native title

holder or registered native title party (or their representative).

5.2. Environmental

Existing development on the airport has occurred over a relatively well defined and largely cleared area within

the site to the west of the sealed access road.

There are large areas of native vegetation to the east of the existing site. Development in this area would

require flora and fauna surveys, an aboriginal heritage survey and clearing permits.

5.3. Busselton—Flinders Bay Rail Trail

The National Trust of Australia (WA) is working with the Shire of Augusta Margaret River and the City of

Busselton on the development of what is anticipated to be an iconic Western Australian trail. The 106 km

world class recreational, tourism and educational trail will showcase the natural, Aboriginal and historic

heritage values of the former Busselton to Flinders Bay Railway.

AMR Shire Infrastructure Policy 15 Busselton—Flinders Bay Rail Trail, 13 July 2011, sets out the objectives,

background and policy applicable to the development of the trail. Of specific interest to this Master Plan,

various planning considerations are noted:

It is the position of the [AMR Shire]…

That, where practicable:

a) a walk-cycle trail is constructed on the alignment of the old railway formation;

b) where this is not possible, the trail be constructed within the existing reserve;

c) the character of the railway formation mound is retained;


21

d) the walk-cycle trail is made suitable for hiking and for riding of bicycles designed for trails,

although where the trail passes through built-up and residential areas, the trail be made more

suitable for the expected type and level of usage;

e) the heritage characteristics of the heritage railway be retained, particularly for the design of

structures such as bridges, crossings and formations;

f) at various stages, the trail is designed allowing for access by broad sections of the community;

g) the trail provides for a range of interests and experiences including recreation, heritage,

environmental and adventure; and

h) the landscape of the reserve land be retained and enhanced so that it is in keeping with the

natural environment.

A copy of the rail train within the vicinity of TAA is provided at Figure 17.

Figure 17 Busselton—Flinders Bay Rail Trail - Plan 28


22

5.4. Design aircraft characteristics

Aircraft characteristics required to determine the applicable standards of MOS 139 are provided in Table 2.

Table 2 Design aircraft characteristics

Aircraft

Type

Aeroplane

Reference Field

Length (m)

Code

number

Wingspan

(m )

Outer Main Gear

Wheel Span (m)

Code

letter

MTOW

(kg)

D228-200 525 1 17.0 3.6 B 5700

B200 592 1 16.6 5.6 m B 5670

AT802 610 1 18.06 3.05 B 7257

PC12 808 2 16.27 4.53 B 3076

PC24 820 2 17.0 Data not available B 8005

B350 1005 2 17.65 5.67 B 6804

D328-100 1088 2 20.98 3.22 B 13990

B1900 1098 2 17.6 5.8 B 7530

5.5. Design Standards

Standards applicable to each proposed stage of the aerodrome’s mode of operation as set out in the

applicable reference are described below and provided in a tabular form at Table 3 for easy reference.

5.5.1. Aircraft Landing Area (ALA)

In the short term, day and night operations by code 1B aircraft not exceeding 5700 kg MTOW have

been adopted as the basis for the application of guidance as illustrated in Figures 2B and 3 on

pages 2 and 3 of CAAP 92-1(1)). Note that the conduct of night RFDS operations requires

consideration of Code 2 obstacle limitation surfaces.

5.5.2. Registered aerodrome

CASR 139.295 establishes the applicable standards for registered aerodromes.

The standards applicable to registered aerodromes are:

(a) the standards applicable to certified aerodromes in relation to the following matters:

(i) physical characteristics of the movement area;

(ii) obstacle limitation surfaces;

(iii) aerodrome markings;


23

(iv) lighting;

(v) wind direction indicators;

(vi) signal circle and ground signals; and

(b) any other standards set out in the Manual of Standards that are applicable to registered

aerodromes.

Code 1B non-instrument day and night operations by aircraft exceeding 5700 kg MTOW have been

adopted as the basis for establishing MOS 139 standards applicable to a registered aerodrome.

Once the aerodrome is registered, it is desirable but not essential that non-precision instrument

approach procedures be introduced.

The intended scope of operations for the longer term includes operation by Code 2B aircraft greater

than 5700 kg MTOW conducting air transport operations by day and night. One or more non-

precision instrument approach procedures may be introduced in the future.

An image of a Beechcraft King Air 350 is provided at Figure 18 (courtesy Austrek Air Charter).

Figure 18 Beechcraft King Air 350


24

5.6. Physical characteristics and obstacle limitation surfaces design requirements

A summary of current and future physical characteristics and obstacle limitation surfaces requirements for

ALAs, code 1B non-instrument (with lights) and Code 2B instrument non-precision operations is provided in

Table 3.

Table 3 Physical Characteristics and OLS Design Criteria

ASPECT CAAP 92-1(1)

(night <5700 kg)

Registered 1B

non-instrument

(night >5700 kg)

Registered 2B

instrument non-

precision

Minimum runway length N/A <800 m >800 m

Minimum runway width 15 m 18 m 23 m

Runway strip width - graded 45 m 80 m 80 m

Total runway strip width (includes flyover) 90 m 80 m 90 m

Runway strip length (beyond runway) N/A 60 m 60 m

Runway end safety area N/A 60 m 60 m

Taxiway width N/A 10.5 m 10.5 m

Taxiway strip width (total) each side of CL N/A 21.5 m 21.5 m

Taxiway strip width (graded) each side of CL N/A 12.5 m 12.5 m

Taxilane separation from object N/A 4.5 m 4.5 m

Approach Surface Width inner edge 60 m 80 m 90 m

Divergence 5% 10% 15%

Length 900 m 2500 m 2500 m

Gradient 3.3% 4% 3.33%

Dist from threshold 0 m 60 m 60 m

T/O Climb Surface Width inner edge 60 m 80 m 80 m

Divergence 5% 10% 10%

Length 900 m 2500 m 2500 m

Gradient 3.3% 4% 4%


25

6. AIRCRAFT MOVEMENT AREAS

6.1. Runway

The runway in its current form is satisfactory for the short to medium term.

For the airport to be registered, the runway would need to be widened to 18 m, since this is the applicable

runway width for code 1B aircraft, and the minimum runway width specified in MOS 139.

In the longer term, the runway may need to be widened to 23 m in order to accommodate code 2B aircraft

(subject to narrow runway provisions set out in Civil Aviation Regulation 235A). It may also be appropriate to

extend the runway subject to aircraft operational performance requirements.

The runway strip should be graded and identified with gable markers or cones as per MOS 139 requirements.

6.2. Runway pavements

The published runway weight limit of 5700 kg technically prevents operation of the Air Tractor 802 and

potentially other aircraft such as Beech King Air 350 without a formal pavement concession.

It may be appropriate to conduct a geotechnical investigation of the pavement formation and bearing

strength (pavement classification number) to inform decisions relating to current operations and future

upgrade requirements.

Stage 2 pavements will need to be designed according to the design aircraft and movements spectrum, and

scheduled according to demand and/or the next significant pavement maintenance activity.

6.3. Runway usability

An important consideration in the orientation, siting and number of runways at an aerodrome is runway

usability with respect to the distribution of wind. Runway usability was not formally investigated, but the

current orientation is assumed to be acceptable.

6.4. Taxiways

The stub taxiway should be widened to meet code B requirements (10.5 m) and, subject to the relocation of

the Aero Club hangar, straightened. A code B taxiway strip 21.5 m either side of centreline should be

established.

The parallel taxiway joining the stub taxiway and the emergency services hardstand should be widened to

code B standards (10.5 m), and a code B taxiway strip 21.5 m either side of centreline should be established.

The centreline of this taxiway should be located no closer than 42.0 m from runway centreline to meet code B

non-instrument requirements. Once instrument procedures are implemented, this taxiway will not be useable.

The parallel taxiway should be joined to the runway by another code B stub taxiway to enable efficient

emergency services aircraft operations and provide access to the itinerant aircraft parking area.

Future expansion to the south and east should be served by a new parallel code B taxiway and extension of

the second stub taxiway.


26

6.5. Parking apron

The parking apron will be able to accommodate an appropriately designed parking position for the design

aircraft once the Aero Club hangar is relocated and if the proposed lease sites on the eastern side of the

apron are moved back, to allow at least 112.0 m between the building line and the runway centreline.

Itinerant aircraft parking is proposed adjacent to the emergency services hard stand and south of the parking

apron.

6.6. Hangar facilities

New hangar sites are proposed to the north of the parking apron either side of a central code A taxilane, and

to the east of the parking apron.

In the longer term, a large code B hangar precinct is proposed to the south and east of the existing precinct.

6.7. Helicopter facilities

DPaW has requested relocation of the helicopter landing site away from its aircraft parking hardstand.

A new HLS is proposed to the south of aircraft parking hardstand.

6.8. Aerodrome lighting

The aerodrome ground lighting system is serviceable but there are no easily obtainable records pertaining to

its commissioning.

The runway end/threshold lights are in a previous configuration and will need to be upgraded to the current

standard prior to registration.

The illuminated wind direction indicator (IWDI) needs to be removed and replaced with one designed

according to the applicable standards, and sited appropriately, clear of the transitional surface of the

obstacle limitation surfaces (OLS).

The recommended location for the IWDI in the short term is to the north of the apron precinct.


27

7. AVIATION SUPPORT FACILITIES

7.1. Fuel

No fuel storage facilities are contemplated in the Master Plan, although space is available in the longer term

south of the two proposed lease areas.

7.2. Ground support equipment

Ground support equipment is provided by aircraft operators and not considered applicable to this Master

Plan.

7.3. Navigation and approach aids

There are no navigation or approach aids available.

RFDS has expressed a desire for the implementation of non-precision satellite based RNAV (GNSS) terminal

instrument flight procedures in order to improve the operational reliability of the aerodrome. This will require

the airport to be registered.

7.4. Weather information service

There is no weather station or information service and none is contemplated in the master planning period.

The site is relatively constrained in terms of cleared areas appropriate for the location of such as facility.

7.5. Aerodrome rescue and fire fighting services

Civil Aviation Safety Regulation 1998 Part 139 Subpart H sets out the requirements applicable to provision of

aerodrome rescue and fire fighting services (ARFFS). According to these regulations, ARFFS must be provided

at an aerodrome from or to which an international passenger air service operates; and any other aerodrome

through which more than 350 000 passengers passed on air transport flights during the previous financial

year.

This situation is not expected during the master planning period.

7.6. Air traffic control and airspace

The aerodrome is currently located within non-controlled Class G airspace and no air traffic control services

are provided. There is no reason to expect this situation would change in the 20 year planning period.

7.7. Transport security

Tallinup Augusta Airport is not subject to specific transport security requirements such as is required at

security-controlled airports.


28

8. PASSENGER FACILITIES

8.1. Aeromedical facilities

A dedicated patient transfer facility is located on the eastern side of the apron. RFDS has expressed a desire

to upgrade the facility to provide electrical power and a waiting area for ambulance staff. The current site will

be appropriate for an upgraded facility.

8.2. Toilet block

The toilet block is located on the airside area between the parking apron and the runway. In the short term

the facility is acceptable, but in the longer term should be relocated to the landside area of the airport.

8.3. Passenger shelter

There are no facilities appropriate to the use of transient private or charter passengers.

Although no facilities are planned within the planning horizon, an area has been nominated on the site for the

location of a covered passenger waiting area should one be required. This facility should be co-located with

the toilet block.

8.4. Car parking facilities

Car parking facilities are assumed to be adequate, subject to further investigation and ongoing demand.

Expansion can occur to the north of the passenger shelter.


29

9. COMMERCIAL LAND USE AND DEVELOPMENT

9.1. Current commercial activities

Commercial activities conducted in the recent past include sight-seeing charter flights and ad-hoc passenger

charter operations.

This situation is not expected to change in the short to medium term.

9.2. Constraints

Constraints to development include:

Space available for easy development in the short term; and

AMR Shire position regarding costs.

9.3. Opportunities

The main opportunity for commercial development is additional hangars for business or private hangarage.

Other opportunities may arise in the future.


30

10. GROUND TRANSPORT SYSTEMS

10.1. External network

The road network associated with the airport is limited but considered adequate for demand in the short to

medium term.

The access road may need to be realigned in the longer term to accommodate expansion to the east of the

existing precinct. This will have implications to the Busselton—Flinders Bay Rail Trail preferred alignment.

10.2. Airside access

An additional airside access point on the southern side of the existing precinct will enable easy access for

emergency services vehicles to conduct water and fuel replenishment.

10.3. Public car parking

Existing car parking arrangements are relatively ad-hoc.

A dedicated parking area is nominated in the short to medium term plan.

If the need arises in the longer term, additional car parking facilities can be accommodated in the future

expansion zone to the east of the existing precinct.

10.4. Rental car parking demand

No rental car parking facilities are planned for the short to medium term. If the need arises in the longer

term, additional car parking facilities can be accommodated in the future expansion zone to the east of the

existing precinct.

10.5. Buses

No specific provision is made for bus set-down/pick-up or parking.

10.6. Taxis

Taxis operate to the airport on an ad-hoc basis.

10.7. Servicing

No service station is provided.

10.8. Aviation fuel deliveries

No dedicated fuel storage facility is planned, although there is room to the south of the stage 1 hangar leases

on the eastern side of the site as required for future needs.


31

11. UTILITIES AND CIVIL INFRASTRUCTURE

11.1. Water

Water on site is sourced from the town water supply.

Increases in landside infrastructure may require this supply to be upgraded.

11.2. Electricity

The quantity of supply of electricity to the airport site is assumed to be adequate, but should be investigated

in anticipation of additional demand from future developments.

11.3. Sewer/septic

Septic is treated on site.

11.4. Communications

Telephone and internet services are provided via landline.

11.5. Drainage

Drainage should be relatively easy to arrange due to the sloping site.


32

12. ENVIRONMENTAL AND LAND USE PLANNING IMPACTS

12.1. Wildlife hazard

During the site visit it was noted that wildlife such as kangaroos are able to access the airside areas of the

airport. It is preferable for wildlife to be prevented from accessing these areas.

The location of the waste treatment plant to the south west of the site may act as a bird attractant, although

anecdotally this is not the case.

Future development around the airport should be considered in light of potential impacts to safe aircraft

operations.

12.2. Ecology

Longer term expansion is planned to the east of the access road into uncleared areas of native vegetation.

Development in this area will require flora and fauna surveys and clearing permits.

12.3. Management order

Since development is subject to consultation with traditional land claimants, the Master Plan should be

provided for consideration by native title claimants prior to adoption.

Any subsequent development will most likely require an aboriginal heritage survey.

12.4. Obstacle limitation surfaces

There are no OLS plans in current planning instruments.

To provide for the future protection of TAA’s operational airspace, an OLS plan should be developed according

to the ultimate requirement for a code 2B instrument non-precision aerodrome and published in the Local

Planning Scheme.

The OLS plan should contemplate the potential extension of the runway.

12.5. Aircraft noise

While no specific investigation has been conducted, it is assumed that noise levels created by proposed

operations on the aerodrome will be acceptable.

12.6. Flooding and stormwater drainage

Flooding is not expected to be a significant constraint to the upgraded infrastructure since no change in

overall layout is proposed.


33

12.7. Other development control measures

Other development measures to be considered include:

The National Airport Safeguarding Framework provided by the National Airports Safeguarding

Advisory Group (NASAG);

Public Safety Areas mentioned in Queensland State Planning Policy 1/02;

Lighting in the vicinity of an airport mentioned in MOS 139; and

Prevention of bird hazards.


34

13. MASTER PLAN

Staging of infrastructure development for the Master Plan aligns with anticipated changes in demand and

user requirements.

13.1. Short term plan – Stage 1 Code 1B ALA

The short term development objective is to facilitate the continued operation of up to code 1B aircraft by

operating the airport as an aircraft landing area (ALA) with lights and no terminal instrument flight

procedures.

The intention is to accommodate emergency services such as RFDS and DFES/DPaW in conjunction with

other aircraft operations, enable construction of additional hangar leases and provide for future expansion.

Any proposed development is planned in consideration of future requirements applicable to a registered

aerodrome with non-precision terminal instrument flight procedures.

Proposed development in relative priority order is noted as follows:

1. Consider implementing pavement concession arrangements for aircraft >5700 kg MTOW;

2. Relocate the Aero Club building clear of the taxiway strip. This will also involve modifying electrical

circuits to the aerodrome ground lighting, IWDI and toilet block;

3. Remove and replace the illuminated wind direction indicator in an appropriate location and

establish a signal circle next to it;

4. Straighten the stub taxiway and widen it to 10.5 m, and increase its bearing strength to

accommodate the heavier aircraft now operating at the aerodrome;

5. Provide an additional code B stub taxiway to the south of the existing taxiway and connect it to the

existing parallel taxiway (which needs to be widened to 10.5 m and strengthened with a centreline

at least 42 m from runway centreline (based on non-instrument requirements)) to accommodate

code 1B aircraft up to approximately 8000 kg MTOW;

6. Provide an airside access point for emergency services vehicles to the south of the apron precinct in

order to enable safe and efficient access the fuel store and water tank;

7. Establish a new helicopter landing site;

8. Provide sufficient room on the parking apron for aircraft up to 18 m wingspan (e.g. B350) to

manoeuvre onto and from a designated parking position;

9. Establish a building line on the eastern side of the apron based on a max 18 m wingspan taxilane

(27 m minimum total width) from the front edge of the toilet block, and at least 112.0 m between

the building line and the runway centreline. This will enable taxi through to the hardstand area, and

future development of a parallel code B taxiway with appropriate taxiway strip widths;

10. Provide a free moving aircraft parking area to the east of the emergency services precinct; and


35

11. Establish a code A taxilane (minimum width 24 m) to the northern end of the apron between

existing buildings and provide additional lease areas at the northern end of the apron.

A copy of the short term plan is provided at Annexure 1.

13.2. Longer term plan – Stage 2 Registered Code 2B

The longer term objective is to provide a registered code 2B aerodrome with non-precision terminal

instrument flight procedures.

Additional considerations include:

1. Relocate the toilet block to within the designated passenger facilities area;

2. Relocate the fuel store and water tank to the landside area of the aerodrome;

3. Realign the main access road and provide connections to appropriate car parking and airside

access points;

4. Extend the code A hangar precinct to the north and potentially relocate the IWDI and signal circle;

5. Establish a larger code B hangar precinct to the south of the existing precinct;

6. Extend the second stub taxiway to join a new parallel taxiway to provide access to the new code B

hangar precinct;

7. Widen, strengthen and possibly extend the runway to accommodate the applicable design aircraft;

8. Rectify transverse gradient non-conformances in the runway strip;

9. Establish control over obstacles in the OLS, paying particular attention to the approach and take-off

surfaces;

10. Resolve potential terrain penetrations of the inner horizontal surface to the west; and

11. Reconfigure the runway lights to current standards.

A copy of the long term plan is provided at Annexure 1.


36

14. REVENUE/COST ANALYSIS

A detailed analysis of revenues and costs has not been performed as part of the master planning activity.

Notable issues that arose during the study are documented for further consideration.

14.1. Revenues

Apart from lease fees, no other revenue accrues to AMR Shire from the operation of TAA.

AMR Shire does not levy landing fees or other aeronautical charges on TAA users, since the airport has been

principally available for emergency services operations by RFDS and DPaW/DFES.

As the scale and scope of private and commercial operations increase, AMR Shire may consider

implementing aeronautical charges for these airport users.

14.2. Costs

A detailed cost plan for the staged upgrade of TAA has not been prepared as part of the master planning

activity. Further preliminary design work is required in order to adequately scope and specify the work

required to deliver the various aspects of the overall plan before a cost estimate can be prepared.


37

GLOSSARY

Definitions

The following definitions are based on the Australian regulatory framework.

Airport. This is a generic term used to describe what is perceived to be a larger aerodrome with substantial

facilities. It is also the term used in Australia’s Aviation Transport Security Act and Regulations (in lieu of

‘aerodrome’).

Aerodrome. Manual of Standards Part 139—Aerodromes defines an aerodrome as:

A defined area on land or water (including any buildings, installations, and equipment) intended to

be used either wholly or in part for the arrival, departure and surface movement of aircraft.

The Civil Aviation Safety Authority (CASA) generally uses the term ‘aerodrome’ in its legislative instruments.

Defence airfields, registered and certified aerodromes and ALAs are all types of aerodrome. This term is used

for the purpose of describing the various types of developments which support aircraft operations.

Airfield. This term is commonly used by the military to describe its aerodromes and is used interchangeably

by many with the term airport.

ALA. Manual of Standards Part 139—Aerodromes defines an ALA as:

Aircraft landing area, being an area for the landing, movement and take-off of aircraft that is not a

certified or registered aerodrome.

Note this definition was recently amended by replacing ‘aeroplane landing area’ with ‘aircraft landing area’ to

include consideration of rotary wing aircraft.

Airstrip. An airstrip is generally perceived as a basic aerodrome with minimal facilities, but is not normally

defined in planning or legislative instruments. This term is often used to minimise the perceived scale of an

aerodrome development.


38

Acronyms and Abbreviations

AMR Shire Shire of Augusta Margaret River

ANEF Australian Noise Exposure Forecast

ARFFS aerodrome rescue and fire fighting service

ATC air traffic control

AWIS automatic weather information system

CAR Civil Aviation Regulation 1988

CASA Civil Aviation Safety Authority

CASR Civil Aviation Safety Regulation 1998

DFES Department of Fire and Emergency Services

DPaW Department of Parks and Wildlife

GA general aviation

GNSS global navigation satellite system

GPS global positioning system

GSE ground support equipment

ICAO International Civil Aviation Organization

IDP Interim Development Plan

INP instrument non-precision

LPS1 Local Planning Scheme No. 1 (LPS1)

MOS Manual of Standards

MTOW maximum take-off weight

NASAG National Airports Safeguarding Advisory Group

NDB non-directional beacon

OLS obstacle limitation surfaces

OMC Ordinary Meeting of Council

RFDS Royal Flying Doctor Service

RNAV-GNSS Area Navigation – Global Navigation Satellite System

TAA Tallinup Augusta Airport


39


40 40

REFERENCES

References used or consulted in the preparation of this report include:

Aerodrome Design Pty Ltd, Comment on Augusta Hangar Development, 3 October 2012;

Airservices Australia, Aeronautical Information Package; including En Route Supplement Australia

(ERSA, DAP) effective 05 March 2015;

Australian Bureau of Statistics, 3218.0 – Regional Population Growth, Australia, 2013-14;

Civil Aviation Safety Authority, Civil Aviation Safety Regulation 1998 Manual of Standards Part 139

– Aerodromes version 1.12: dated November 2014;

Civil Aviation Safety Authority, Civil Aviation Regulation 1988 Reg 235A Taking off from and landing

on narrow runways--certain aeroplanes;

Forte Airport Management, Augusta Aerodrome Development Plan, V2 December 2014;

International Civil Aviation Organization, International Standards and Recommended Practices

(SARPS) Annex 14 Aerodromes, Volume 1 Aerodrome Design and Operations and Volume II

Heliports;

Leeuwin Surveying, Lease Boundary Redefinition, Augusta Airport, Augusta, 06-08 April 2015;

Leeuwin Surveying, Proposed Lease Boundaries on Reserve 29668, DP 66817, Lot 380, Augusta

Airport, Augusta, 08 December 2014;

Planning Western Australia, Regional Planning, South West,

http://www.planning.wa.gov.au/South-West.asp accessed 28 April 2015;

Regional Development Australia South West, Fast Facts,

http://www.rdasouthwest.com.au/the-south-west.html accessed 28 April 2015;

Shire of Augusta Margaret River, Information Sheet Augusta Aircraft Landing Area, 05 July 2013;

Shire of Augusta Margaret River, Busselton to Flinders Bay Rail Trail Development Plan, Plan 28

Augusta to Flinders Bay, May 2013;

Shire of Augusta Margaret River, Interim Development Plan Augusta Tallinup Airport, Adopted at

Ordinary Council Meeting on 26 February 2014;

Shire of Augusta Margaret River, Leasing Plan – Augusta Tallinup Airport, February 2014; and

Shire of Augusta Margaret River, Planning Approval Consent No. P212310, Proposed Office Tallinup

Augusta Aerodrome, 29 October 2014.

http://www.planning.wa.gov.au/South-West.asp

http://www.rdasouthwest.com.au/the-south-west.html


41 41

ANNEXURES

1. Layout Plans

YAUG01-01 TALLINUP AUGUSTA AIRPORT MASTER PLAN

1-1

ANNEXURE 1 – LAYOUT PLANS

1. Plan YAUG15AV03 Rev A, 12 April 2015

2. Plan YAUG15AV04 Rev A, 12 April 2015

master plan 2015 tallinup augusta airport...yaug01-01 tallinup augusta airport master plan 2015 viii...

Documents