Aeronautical Study of Gold Coast - Class E Airspace Outside Tower Hours - October 2011
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Aeronautical Study of Gold Coast
- Class E Airspace Outside
Tower Hours
October 2011
Gold Coast Aeronautical Study – Outside tower Hours, September 2011 Version: 1.0
Office of Airspace Regulation Page 2 of 29
DOCUMENT SPONSOR: OFFICE OF AIRSPACE REGULATION
PROJECT NUMBER: 09-29d
TRIM REFERENCE: ED11/230326
FILE REF: EF10 / 11150
Document control:
Version Issue/Nature of Revision Date
0.1 Draft September 2011
0.2 Inserted new ASIR and ESIR tables September 2011
0.3 Editorial Changes Made October 2011
0.4 Editorial Changes Accepted October 2011
0.5 EM AAR Comments December 2011
0.6 Final December 2011
1.0 Final – Incorporates Industry January 2012
Feedback
Gold Coast Aeronautical Study – Outside tower Hours, September 2011 Version: 1.0
Office of Airspace Regulation Page 3 of 29 1 Executive Summary This aeronautical study was commissioned in response to the Government‘s expectation under the Australian Airspace Policy Statement (AAPS1) for the Civil Aviation Safety Authority (CASA) to undertake regular and ongoing studies to meet its obligations under Section 13 of the Airspace Act 2007 (Act). The Office of Airspace Regulation (OAR) undertakes a risk based approach in determining which locations are studied. The purpose of the paper is to study the airspace classification above the Gold Coast aerodrome outside of Air Traffic Control (ATC) Tower operating hours. Particular emphasis is placed on the safety of Passenger Transport2 (PT) operations. 1.1 Operational Context The Gold Coast aerodrome is a certified aerodrome that is located at Coolangatta, at the southern end of Queensland’s Gold Coast. The aerodrome has an elevation of 21 feet (ft) Above Mean Sea Level (AMSL), and is located adjacent to the coast. Queensland Airports Limited acquired the lease to operate the aerodrome in 1998 and continues to manage and operate the aerodrome. The Gold Coast is located in south-east Queensland. The Gold Coast borders northern New South Wales, and has a population of approximately 421,557. This population fluctuates during holiday seasons. The Gold Coast stretches for 35 kilometres along the coast to the north from Coolangatta. This is by far one of the most developed parcels of land within Australia supporting many high-rise accommodation developments. The Gold Coast aerodrome has two runways. The main runway, designated as 14/32, is 2,342 metres in length and 45 metres in width. The second runway, designated as 17/35, is 582 metres in length and 18 metres in width. Refer to Figure 2, page 12. The aerodrome services predominantly tourist travellers and some private operations. Airline operators include Virgin Blue, Tiger Airways, Jetstar, Jetstar International, Air Asia X, Pacific Blue, Air New Zealand and Airnorth. These operators currently support 13 direct flight destinations both domestically and International. The regular aircraft types operating at the aerodrome include the Airbus A320, Boeing 737, Embraer 170/190, Challenger 604, DHC-8 300/400, BAE Jetstream J41, Fairchild Swearingen Metroliner and a wide range of Business Jets and General Aviation aircraft. Various local and itinerant operators as well as Emergency Services Queensland conduct helicopter operations at the Gold Coast aerodrome. The aerodrome currently supports in excess of five million passengers3 annually. The Bureau of Infrastructure Transport and Regional Economics (BITRE) lists the Gold Coast aerodrome average annual aircraft movement growth from 1989-90 to 2009-10 as 10.9%3. The approved Gold Coast Airports’ 2010 Annual Report forecasts passenger numbers to increase throughout 2011-2012. The recent global finical crisis may result in less than average growth being achieved in the short term. 1 A list of abbreviations used within this report can be found at Annex A. 2 For the purposes of this study, PT services are defined as activities involving Regular Public Transport (RPT) and all non- freight-only Charter operations. 3 From the Bureau of Infrastructure, Transport and Regional Economics (BITRE) http://www.bitre.gov.au/publications/91/Files/WebAirport_FY_1986-2009.xls Gold Coast Aeronautical Study – Outside tower Hours, September 2011 Version: 1.0
Office of Airspace Regulation Page 4 of 29
The aerodrome operates with an overnight curfew, which starts at 2300 hours (hrs)
and ends at 0600 hrs local time. However, the curfew does allow on-request up to 24
domestic passenger jet aircraft movements each year during the curfew period. This
must be applied through the Department of Infrastructure and Transport and a permit
may be granted.
Although, the Gold Coast aerodrome movements are subject to, Coolangatta Airport
Curfew Air Navigation Regulations 1999, some un-scheduled movements do occur
during the curfew period. These movements fall within the private and aerial work
categories and include emergency services and some freight movements. The
curfew stipulates aircraft may operate during this curfew period where the maximum
take-off weight does not exceed 34,000 kilograms (kg) and complies with the 90-95
decibel noise level. A summary of the types of aircraft that may operate during curfew
times are tabled in Annex E.
RPT operators can apply for takeoff or landing permission during curfew periods
however, these activities are limited to the curfew provision of 24 movements in total
per year.
The airspace outside tower hours surrounding the Gold Coast aerodrome comprises
of:
Class G from Surface to 3,500 feet (ft) Above Mean Sea Level (AMSL) within 15
Distance Measuring Equipment (DME)
Class C from 3,500 ft AMSL,
Class A from Flight Level (FL) 180, and
Restricted Areas (RA) situated to the north-west over Canungra Army Training
Area.
The Air Traffic Service (ATS) for the Gold Coast aerodrome is provided by
Airservices Australia (Airservices). Brisbane Centre provides Enroute and Approach
services. The Gold Coast Tower provides a Class C service during tower hours from
the surface to 1,500 ft AMSL within the lateral boundaries of the Gold Coast control
Zone (CTR). Outside tower hours, Class C airspace within 15 DME of the Gold Coast
aerodrome and below 3,500 ft AMSL becomes Class G where Common Traffic
Advisory Frequency (CTAF) procedures apply.
The Gold Coast region is serviced by the Mt Somerville radar site which is located
approximately 5 NM south-west of the Gold Coast and a second is located at
Mt Hardgrave approximately 30 NM north of the Gold Coast. The proximity and
elevation of these radar sites provides good coverage of the surrounding area
including the runway surfaces.
1.2 Issues
The following issues were raised by airspace users during consultation with
stakeholders:
The Gold Coast Terminal Control Unit (TCU) is not staffed outside of the Gold
Coast Tower hours resulting in no traffic separation.
Non-scheduled aircraft movements operate occasionally during curfew periods
and do not receive a separation service.
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1.3 Findings / Conclusions
The following findings and conclusions were made:
Surveillance from Brisbane Radar is provided 24 hours a day via the Mt
Somerville and Mt Hardgrave radar sites therefore aircraft operations outside
Tower hours occur in a surveillance environment.
Freight, Private and Emergency Service operations are frequently conducted
outside tower hours and during the curfew period.
The Gold Coast Tower operates between the hours of 0555 – 2300 Local
time. The curfew operates from 2300 to 0600 local
An increase in traffic numbers at the Gold Coast aerodrome outside tower
hours in Class G airspace will increase risk.
The Preliminary Draft Gold Coast Airport Master Plan 2011 projects an
increase of aircraft movements during tower hours however, movements
outside tower hours are expected to remain at current levels.
Current data collected indicate the majority of night time movements comprise
Emergency Service operations, some freight aircraft operations and various
private operations.
Average movements recorded by the Flight Path Monitoring System indicate
aircraft movements ranging from 2 to 5 between 2300 hrs to 0600 hrs with the
main peak occurring just before 0600 hrs throughout 2010.
The Gold Coast is located in the coastal area north of Coolangatta. To the
west swinging round to the south is the mountainous terrain of the Mcpherson
and Tweed Ranges. As a result this location is prone to Instrument
Metrological Conditions (IMC) and low cloud bases during the months
between October to March.
The ATSB Aviation Safety Investigation Reports listed five occurrences in
2009-2010. These occurrences were not attributed to surveillance or airspace
classification.
A Gold Coast TCU located within Brisbane Centre could deliver an Approach
Control Service / Radar approach at the Gold Coast aerodrome due to the
continuous surveillance provided via Mt Somerville and Mt Hardgrave radars.
Some stakeholders, whilst supportive of a Class E ATS questioned the value
of a change to this service due to the curfew arrangements currently in place.
Implementation of NAS characteristic 23 – Class E Terminal Airspace – may
reduce the collision risk associated with increased Instrument Flight Rules
(IFR) traffic operating at the Gold Coast aerodrome outside tower hours.
An analysis of aircraft movement data and future trends based on historical
data indicate annual aircraft movements outside tower hours will remain at
present levels. Throughout 2010, data indicate an average movement rate
during the curfew period to be approximately three movements through the
Gold Coast airspace each hour.
Current traffic levels outside tower hours are currently minimal and do not
support the introduction of Class E airspace at the Gold Coast aerodrome at
this time.
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1.4 Recommendations
It is important to note that the study makes recommendations based on existing and
projected data. The following comment as summarised by Chief Justice Sir Harry
Gibbs of the High Court of Australia has been considered while conducting the study:
Where it is possible to guard against a foreseeable risk which, though perhaps
not great, nevertheless cannot be called remote or fanciful, by adopting a
means which involves little difficulty or expense, the failure to adopt such
means will in general be negligent.4
CASA applies a precautionary approach when conducting aeronautical studies and
therefore the following recommendations must be considered:
1.4.1 The current Class G airspace classification outside tower hours
should remain at the Gold Coast aerodrome.
1.4.2 The OAR and Airservices should continue to monitor traffic
movement numbers outside tower hours at the Gold Coast ensuring the
appropriate airspace classification remains fit for purpose.
4
Gibbs, Chief Justice Sir Harry. Turner v State of South Australia (1982). High Court of Australia before Gibbs CJ, Murphy,
Brennan, Deane and Dawson JJ.
Gold Coast Aeronautical Study – Outside tower Hours, September 2011 Version: 1.0Office of Airspace Regulation Page 7 of 29 Contents 1 EXECUTIVE SUMMARY ............................................................................................3 2 INTRODUCTION ......................................................................................................8 3 AIRSPACE .............................................................................................................9 4 AERODROME .......................................................................................................11 5 CONSULTATION ...................................................................................................14 6 SUMMARY OF INCIDENTS AND ACCIDENTS ..............................................................14 7 AIRSPACE REFORM ..............................................................................................16 8 SAFETY, PROTECTION OF THE ENVIRONMENT, EFFICIENT USE OF THE AIRSPACE, EQUITABLE ACCESS AND NATIONAL SECURITY ..............................................................17 9 ISSUES ...............................................................................................................20 10 FINDINGS AND CONCLUSIONS ...............................................................................20 11 CASA RECOMMENDATIONS..................................................................................21 12 NEXT STEP ..........................................................................................................21 ANNEX A – ABBREVIATIONS .........................................................................................24 ANNEX B – AUSTRALIAN AIRSPACE STRUCTURE ............................................................24 ANNEX C – AIRSERVICES AUSTRALIA NOISE AND FLIGHT PATH MONITORING SYSTEM (NFPMS) DATA ..........................................................................................................25 ANNEX C – CONTINUED ...............................................................................................27 ANNEX D – DEFINITIONS AND EXPLANATION OF TERMS ..................................................28 ANNEX E – AIRCRAFT TYPES ABLE TO OPERATE WITHIN CURFEW REQUIREMENTS ............29 Gold Coast Aeronautical Study – Outside tower Hours, September 2011 Version: 1.0
Office of Airspace Regulation Page 8 of 29
2 Introduction
The Office of Airspace Regulation (OAR) within the Civil Aviation Safety Authority
(CASA) has sole carriage of the regulation of Australian-administered airspace, in
accordance with section 11 of the Airspace Act 2007 (Act). Section 12 of the Act
requires CASA to foster both the efficient use of Australian-administered airspace
and equitable access to that airspace for all users. CASA must also take into account
the capacity of Australian-administered airspace to accommodate changes to its use.
In exercising its powers and performing its functions, CASA must regard the safety of
air navigation as the most important consideration.5
2.1 Overview of Australian Airspace
In line with the International Civil Aviation Organization (ICAO) Annex 11 and as
described in the Australian Airspace Policy Statement (AAPS), Australian airspace is
classified as Class A, C, D, E and G depending on the level of service required to
manage traffic safely and efficiently. Class B and F are not currently used in
Australia. The classification determines the category of flights permitted and the level
of air traffic services (ATS) provided. Annex B provides details of the classes of
airspace used in Australia. Within this classification system aerodromes are either
controlled (i.e. Class C or Class D) or non-controlled.
2.2 Purpose
The purpose of this aeronautical study was to assess the suitability of the airspace
outside Tower hours of the Gold Coast aerodrome Queensland.
The study forms part of the OAR program of work to study Australia’s airspace as
required by the Act.
The outcome of the study is to demonstrate that all reasonable and practicable
precautions are in place to reduce the risk to acceptable levels. For the purpose of
this study, a multifaceted approach was used including quantitative and qualitative
analysis.
2.3 Scope
The scope of the study includes identification and consultation with stakeholders to
gather necessary data and information related to airspace issues around the Gold
Coast. As a minimum, this includes consultation with the aerodrome operator,
Regular Public Transport (RPT) and Airservices Australia (Airservices).
The study’s scope must also consider CASA’s responsibilities in adopting a proactive
approach to assess the Australian airspace system and its operations, and to identify
and pursue airspace reform opportunities. The AAPS offers clear guidance to CASA
on the Government’s airspace strategy and policy, as well as processes to be
followed when changing the classification or designation of particular volumes of
Australian administered airspace.
The scope of this study is not intended to examine aerodrome facilities and
infrastructure issues unless any weakness or failings in these areas have a
significant impact on the safety of airspace operations in the vicinity of Gold Coast.
5
Civil Aviation Act 1988, Section 9A – Performance of Functions
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2.4 Objective
The objective of this study is to examine the airspace around the Gold Coast to
determine the appropriateness of the current airspace classification. This was
accomplished by:
a. Investigating through stakeholder consultation, the appropriateness of the
current airspace classification, access issues, instrument approach design6
issues, expected changes to the current traffic levels and mix of aircraft
operations within the existing airspace;
b. Assessing the opportunity to adopt proven international best practice
airspace systems adapted to benefit Australia’s aviation environment as
required by the AAPS7;
c. Analysis of current traffic levels and mix of aircraft operations within the
existing airspace in relation to the level of services provided;
d. Identifying any threats to the operations, focussing as a priority on the
safety and protection of Passenger Transport (PT) services;
e. Carrying out a qualitative and quantitative risk assessment of the current
airspace environment and the expected impact of any changes;
f. Identifying appropriate and acceptable risk mitigators to the known threats;
g. Reviewing extant Aeronautical Information Publication (AIP) entries for
applicability;
h. Ensuring that the issues are passed onto the relative stakeholder group for
their consideration; and
i. Providing assurance to the Executive Manager Airspace and Aerodrome
Regulation Division of the levels of airspace risk associated with operations
at the Gold Coast aerodrome.
The OAR issues a review of its Permanent Legislative Instruments on a bi-annual
basis. Any changes to airspace determined by this study with respect to airspace
classifications, air routes, prohibited, restricted or danger areas will be reflected in
these Instruments.
3 Airspace
3.1 Airspace Structure
The airspace surrounding the Gold Coast aerodrome, as depicted in Figure 1,
comprises of:
Class G from Surface to 3,500 feet (ft) Above Mean Sea Level (AMSL) within
7 Distance Measuring Equipment (DME) outside Tower hours,
Brisbane Class C from 3,500 ft AMSL outside Tower hours stretching to
Brisbane Class A,
Class A from Flight Level (FL) 180, and
Restricted Areas (RA) situated to the north - west at 15 DME Gold Coast (CG)
over Canungra Army Training facility (R634A and R634B ranging from Surface
to 8,500 ft AMSL).
6
Refer to Civil Aviation Safety Regulation (CASR) Manual of Standards (MOS) Part 173.
7
To view the AAPS (2010) visit http://casa.gov.au/scripts/nc.dll?WCMS:STANDARD::pc=PC_90462
Gold Coast Aeronautical Study – Outside tower Hours, September 2011 Version: 1.0Office of Airspace Regulation Page 10 of 29
Figure 1: Extract of Gold Coast terminal airspace from the Terminal Area Chart (TAC-1) effective 2
June 2011
3.2 Airspace Management
The airspace surrounding the Gold Coast aerodrome is managed by Airservices. The
Gold Coast Tower operates during the hours of 0555 - 2300 (local) daily and controls
the Class C airspace from the surface to 3,500 ft AMSL within the lateral boundaries
of the Gold Coast control zone (CTR).
Gold Coast Aeronautical Study – Outside tower Hours, September 2011 Version: 1.0Office of Airspace Regulation Page 11 of 29
Outside tower hours the Class C airspace steps within 15 DME north and 50 DME
south of the Gold Coast aerodrome and below 8,500 ft AMSL become Class G
airspace where Common Traffic Advisory Frequency8 (CTAF) procedures apply.
Airservices provide:
An Aerodrome Control and Terminal Control Area service to aircraft operating
within Class C airspace, and
An Area Radar Service to aircraft operating in Class A, C and E outside the
Terminal Control Aera of Gold Coast.
3.3 Surveillance
The Gold Coast region has good radar coverage and is serviced by the Mt Somerville
radar, which is located approximately 5 NM south-west of the Gold Coast aerodrome.
A second radar located at Mt Hardgrave approximately 30 NM north of the Gold
Coast aerodrome, provides Primary Surveillance Radar and Secondary Surveillance
Radar.
4 Aerodrome
4.1 Background
The Gold Coast aerodrome is located on the Queensland and New South Wales
border 10 NM to the south of Surfers Paradise.
The aerodrome is certified and has an elevation of 21 ft AMSL. Queensland Airports
Limited acquired the lease to operate the aerodrome in 1998 and continues to
manage and operate the aerodrome.
The aerodrome services private aviation, business, tourist travellers, Virgin Blue,
Tiger Airways, Jetstar, Jetstar International, Air Asia X, Pacific Blue, Air New Zealand
and Airnorth. The aerodrome supports 13 direct domestic and international flight
destinations and is a key aviation-training hub for a variety of fixed and rotary wing
aircraft.
The Gold Coast aerodrome has two runways. The main runway, designated as
14/32, is 2,342 metres in length and 45 metres in width, runway 17/35 is 582 metres
in length and 18 metres in width (see Figure 2).
8
A list of definitions and explanations of terms used within this report can be found in Annex D
Gold Coast Aeronautical Study – Outside tower Hours, September 2011 Version: 1.0Office of Airspace Regulation Page 12 of 29
Figure 2: Gold Coast aerodrome plate from the Departure and Approach Procedures (DAP) – effective
date 25 August 2011
Gold Coast Aeronautical Study – Outside tower Hours, September 2011 Version: 1.0Office of Airspace Regulation Page 13 of 29
4.2 Airspace Users
The following airlines and companies operate regularly out of, or provide services
into, Gold Coast during Tower hours:
Virgin Australia (Pacific Blue) – provides PT services to Sydney, Canberra,
Melbourne, Launceston, Adelaide, Townsville and Auckland (under Pacific
Blue);
Jetstar and Jetstar International – provides PT services to Newcastle, Sydney,
Melbourne, Adelaide, Hobart, Perth, Cairns, Auckland, Christchurch,
Queenstown, Osaka, Tokyo;
Tiger Airways – provides PT services to Melbourne;
Airnorth Airlines – provides PT services to Mt Isa and Darwin;
Air New Zealand – provides PT services to Auckland and Christchurch;
Air Asia X – provide PT services for to Kuala Lumpur to various Asian
destinations and onwards connections to Europe;
Care Flight – provides aeromedical and rescue helicopter services;
Various airfreight organisations.
Aircraft types identified in the movement data for 2010 for Gold Coast outside Tower
hours include, but are not limited to9:
Boeing 737-800 (late scheduled arrivals – occurred on two occasions)
Airbus A330
Learjet (Learjet 36 and Learjet 45);
Cessna Citation (C680);
Beechcraft 200/300, Baron
Britten Norman Islander (BN2);
Cessna 404 and 182;
Helicopter various types (Bell 412, Robinson 22, Robinson 44).
4.3 After Tower hours Aircraft Movement Schedule
There are no scheduled movements for the Gold Coast aerodrome outside tower
hours.
4.4 Study of Aeronautical Information
No specific airspace issues were raised with respect to existing aeronautical
information at the Gold Coast aerodrome.
9
Data based on movement records supplied by Gold Coast Airport
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5 Consultation
5.1 CASA
The applicable CASA Aerodrome Inspector (based at Brisbane) was contacted to
determine any airspace related issues. The Aviation Safety Audit Report of the Gold
Coast Airport (YBCG November 2010) was also reviewed. No concerns relating to
the airspace outside tower hours were documented.
The CASA Aviation Safety Advisor (ASA) for south-eastern QLD was also contacted
to determine if any airspace related issues were raised. No documented airspace
concerns for the period outside tower hours were found.
5.2 Aerodrome Operator
An Email notification outlining the purpose of this study and an invitation to further
discuss the study was sent to the aerodrome operator. No further correspondence or
inputs were received. In the study, reference to the Approved Airport Master Plan has
been made. The Preliminary Draft Master Plan 2011 is available from the Gold Coast
Airport website.10
5.3 Passenger Transport services
Passenger transport activities are not conducted outside Tower hours. A curfew is in
place and limits passenger transport services during this period. Airport passenger
facilities and ramp services are closed between 2300 hours (hrs) and 0600 hrs.
5.4 Air Navigation Service Provider
Site visits to Brisbane Centre by OAR staff were held. During the visits, various
airspace management items, which focused on operations outside Tower hours at
the Gold Coast aerodrome, were discussed. Gold Coast Air Traffic Control (ATC)
staff does not generally staff the Tower during the curfew period.
Discussions regarding the technical relationship between the Gold Coast Tower and
Brisbane TCU to provide an ATS outside Tower hours were held. Comments
received noted that staffing levels would need to be increased to support any
additional service. Although stakeholders identified a benefit of a TCU service during
the curfew by the Gold Coast Tower, the cost would be disproportional to the benefit
achieved.
6 Summary of Incidents and Accidents
6.1 Electronic Safety Incident Reports
Electronic Safety Incident Reports (ESIRs) are an electronically submitted air safety
occurrence report, which forms part of the Electronic Safety Incident Report system
(ESIR), maintained by Airservices, which permits systemic analysis and trend
monitoring.
During the curfew period between January 2000 and September 2011, 9 ESIR
reports were recorded by Airservices regarding incidents in the airspace surrounding
the Gold Coast aerodrome. None of the reviewed ESIRs highlighted issues with the
10
http://goldcoastairport.com.au/regulatory/gold-coast-airport-pty-ltd-preliminary-draft-master-plan/
Gold Coast Aeronautical Study – Outside tower Hours, September 2011 Version: 1.0Office of Airspace Regulation Page 15 of 29
airspace classification or the provision of airspace services that fell outside Tower
hours. See table 1 and 2 below.
Occurrence Type 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 Total
BREAK DOWN OF
COORDINATION 1 1
EMERGENCY
OPERATIONS:IFER 1 1 2
FACILITY FAILURE 1 1 1 3
INFORMATION
DELIVERY/DISPLAY
ERROR 1 1
MISCELLANEOUS -
OTHER 1 1
VIOLATION OF
CONTROLLED
AIRSPACE 1 1
Total 1 0 1 0 1 3 0 1 2 0 0 0 9
Table 1: ESIR’s at Gold Coast by Occurrence Type (January 2000 to September 2011)
Hour 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 Total
23:00 1 1 2
0:00 1 1
1:00 0
2:00 1 1
3:00 1 1
4:00 1 1 2
5:00 1 1 2
Total 1 1 1 3 1 2 9
Table 2: ESIR’s at Gold Coast by time during curfew (1January 2000 to 30 September 2011)
6.2 Aviation Safety Incident Reports
All accidents and incidents involving Australian registered aircraft, or foreign aircraft
in Australian airspace must be reported to the Australian Transport Safety Bureau
(ATSB). The ATSB maintains its own database, the Safety Investigation Information
Management System (SIIMS), in which all reported occurrences are logged,
assessed, classified and recorded. The information contained within SIIMS is
dynamic and subject to change based on additional and/or updated data. Each
individual report is known as an Aviation Safety Incident Report (ASIR) and for
identification purposes is allocated its own serial number.
During the period, 01 January 2010 to 31 December 2010, 12 ASIRs were submitted
to the ATSB for the airspace surrounding Gold Coast outside tower hours.
These incidents have been defined by the OAR into the following groups as seen in
table 3 and 4.
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Hour
Year
23 0 1 3 4 5 Total
2008 2 3 2 2 9
2009 3 1 3 7
2010 2 3 2 5 12
2011 1 2 1 3 7
Table 3: ASIR Occurrences by Year at Gold Coast during curfew period (2008 to present)
Number of
Type of Incident
Incidents
Operational Non Compliance (Airspace) 1
Mechanical 1
Lightning strike 1
Animal Strike 7
Operational Communications Air-ground 2
Table 4: ASIR’s at Gold Coast (01 January 2010 to 31 December 2010)
None of the 12 ASIR incidents reviewed, highlighted any issues with the airspace
classification outside tower hours.
7 Airspace Reform
As required by the AAPS, this study takes into account the Government’s
requirement that CASA will continue the reform of Australia’s airspace and move
towards closer alignment with the ICAO system and adoption of international best
practice. This includes adopting of proven international airspace systems adapted to
benefit Australia’s aviation environment. The Government’s airspace strategy
recognises that international airspace systems (such as the National Airspace
System (NAS) of the United States of America) include a range of characteristics that
should be considered, and implemented as appropriate by CASA.
The NAS characteristic that requires consideration is as follows:
Class E:
23 – Class E Terminal Airspace: Class E terminal airspace to be introduced to
700ft Above Ground Level (AGL) at specific locations’.
The current Class G airspace classification outside tower hours at the Gold Coast
aerodrome within 15 DME is considered fit for purpose in terms of risk mitigation. For
a further explanation of the Australian Airspace Structure, see Annex B.
The OAR reviewed various options for the introduction of Class E Terminal Airspace
at the Gold Coast aerodrome. If Class E airspace were to be implemented, the NAS
Class E Lower Level of 700 ft AGL height would be the desired option.
If the current Class G airspace were to become Class E to 3,500 ft AGL as per NAS
Characteristic 23 outside tower hours, and an approach service is delivered from
Brisbane Centre, the risk which already is low could be reduced slightly further.
Gold Coast Aeronautical Study – Outside tower Hours, September 2011 Version: 1.0Office of Airspace Regulation Page 17 of 29
8 Safety, Protection of the Environment, Efficient use of the
Airspace, Equitable Access and National Security
Section 3 of the Act states that ‘the object of this Act is to ensure that Australian-
administered airspace is administered and used safely, taking into account the
following matters:
a. protection of the environment;
b. efficient use of that airspace;
c. equitable access to that airspace for all users of that airspace;
d. national security.’
This section addresses the requirements of Section 3 of the Act.
8.1 Safety
8.1.1 Modelling Methodology Outline
CASA currently uses Fast Time Simulation Tools and the Airspace Risk Model
to assess airspace. The low number of movements recorded outside tower
hours and the feedback from stakeholders indicated that no direct benefit would
be achieved from such modelling.
8.1.2 Airspace Risk Assessment
Assumptions
The operational environment after Tower hours is Class G airspace with radar
surveillance. Class G has a radius of 30 DME and extends to 8,500 ft AMSL.
Instrument Metrological Conditions (IMC) is a frequent occurrence due to the
Gold Coast’s climate and the proximity to the Great Dividing Range.
Summary of Movement Data
Movement data from the of Bureau of Infrastructure, Transport and Regional
Economics (BITRE) data, and other data sets such as Aerodrome Research
Application, aerodrome operator and Avdata for aircraft operations were not
available for out tower hours at the Gold Coast aerodrome.
Data for aircraft movements outside tower hours at the Gold Coast aerodrome
has been predominantly sourced from Airservices’ Noise and Flight Path
Monitoring system (NFPMS) for Gold Coast and additional data via the airport
operator.
Tables Five and Six from the Second Quarter 2010 report contain night
movement data and are available in Annex D.
Estimated Traffic Mix
The estimated out tower hour’s traffic mix comprises of Visual Flight Rules
(VFR) and Instrument Flight Rules (IFR) traffic. Data received covered 64 days
and a total of 73 movements were recorded. Of these 73 movements 2 were
classified as IFR (High) indicating that these aircraft might have been late RPT
arrivals.
The estimated out tower hours traffic mix utilising Airservices’ NFPMS data and
the Gold Coast aerodrome movement records for the period 1 January 2010 to
31 December 2010 is shown in Table 5.
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No of
Category Movement Type
movements
IFR High – more than 38 passenger seats 2 Passenger Transport (late arrivals)
IFR Light – less than 10 passenger seats 34 Private/Business Jet
Emergency service/Private
VFR Light – less than 6 passenger seats 37 Operations
Table 5: Gold Coast estimated traffic mix outside Tower hours.
Average movements recorded by the NFPMS are listed below in Table 6. The
data indicates regular non-scheduled movements throughout the twelve months
of 2010.
Average Movement Per
Time
Hour
0:00 - 01:00 2.5
01:00 – 02:00 2.4
02:00 – 03:00 1.3
03:00 – 04:00 1.9
04:00 – 05:00 1.9
05:00 – 06:00 8.7
Table 6: Gold Coast average traffic movements outside Tower hours
The aerodrome movement data and the results of the NFPMS were compared for
the period 1 Jan 2010 to 14 September 2010 (see Figure 3 attached below). It is
interesting to note that the NFPMS data identified more recorded activity than the
aerodrome movement data collected by the aerodrome operator. It is therefore
reasonable to assume that during the curfew many aircraft over fly the
aerodrome.
NFPM Movements & Gold Coast Aerodrome Movements
6
Number of Movements
5
4
3
2
1
0
Date
14/01/2010
25/01/2010
31/01/2010
06/02/2010
21/02/2010
07/03/2010
16/03/2010
22/03/2010
28/03/2010
12/04/2010
18/04/2010
28/04/2010
08/05/2010
14/05/2010
20/05/2010
26/05/2010
01/06/2010
10/06/2010
16/06/2010
22/06/2010
03/07/2010
21/07/2010
27/07/2010
02/08/2010
08/08/2010
14/08/2010
20/08/2010
29/08/2010
04/09/2010
Days
Gold Coast Airport Movement NFPM Monitor movements
Figure 3: Combined movement data sourced from Aerodrome records and NFPM.
8.1.3 Data Study and Conclusion
On review of ARM data, stakeholder feedback, ASIRs and ESIRs for the Gold Coast
aerodrome (see Section 6) it is reasonable to conclude that outside Tower hours the
provision of Class E to replace Class G would provide a higher level of risk
Gold Coast Aeronautical Study – Outside tower Hours, September 2011 Version: 1.0Office of Airspace Regulation Page 19 of 29
mitigation. However, current traffic levels do not support the additional resources that
the provision of Class E airspace would require. As described in Section 5 and 6 of
this report, data supporting this conclusion was gathered from the following sources:
Airservices NFPMS for Gold Coast; and
Consultation with Air Traffic Controllers and the Gold Coast Airport regarding
operations outside tower hours at Gold Coast.
8.2 Environment
The OAR Environment Specialist reviewed the Airspace to examine if there are
current adverse aircraft environment impacts associated with:
Noise;gaseous emissions;
Interactions with birds;
Wildlife; and
Environment Protection & Biodiversity Conservation Act 1999 (EPBC Act)
issues.
Noise
The Gold Coast En Route Supplement Australia (ERSA), Aeronautical Information
Package (AIP) and the DAP entries note applicable aircraft noise abatement
procedures. Where the NAPs need to be, changed Airservices consults the relevant
aviation operators and local community.
Gaseous emissions
Aircraft fuel use and associated gaseous emissions are not influenced by the current
or proposed control airspace architecture.
Bird and wildlife aircraft interaction and EPBC issues
A study of relevant data sets indicate that aircraft activity within controlled airspace
has not been identified that may have a significant adverse impact on people or
communities, or protected parks and wildlife pursuant to the EPBC Act.
8.3 Efficient use of the airspace
The current Class G classification outside tower hours at Gold Coast represents the
lowest level of ATS available to aircraft operators. The Class G classification
represents an efficient use of the airspace based on current traffic levels.
8.4 Equitable Access
The airspace classification within 30 DME of the Gold Coast outside tower hours is
Class G. Access to the airspace surrounding Gold Coast during out tower operational
hours is available to all aircraft with a serviceable Very High Frequency (VHF) radio.
In Class G airspace IFR aircraft are not separated from other IFR aircraft and VFR
aircraft are required to carry and use a radio assisting in maintaining situational
awareness while in the proximity of a certified aerodrome.
Gold Coast Aeronautical Study – Outside tower Hours, September 2011 Version: 1.0Office of Airspace Regulation Page 20 of 29
9 Issues
The following issue that was raised by the Airservices and the aerodrome operator
was the operational limitation of the curfew. The projected growth is anticipated
however, this will only occur during approved operational periods as stipulated within
the curfew document: Operations outside Tower hours is not expected to deviate
from the sample set collected for 2010 provided within this report.
10 Finding/Conclusions
The following findings and conclusions were made:
The Class C airspace within 15 DME surrounding Gold Coast becomes
Class G outside tower hours.
Surveillance from Brisbane Radar is provided 24 hours a day via the Mt
Somerville and Mt Hardgrave radar sites
Aircraft operations outside tower hours occur in a surveillance environment.
Freight, Private and Emergency Service operations are frequently conducted
outside tower hours and during the curfew period.
Gold Coast Tower operates between the hours of 0555 – 2300 hrs Local time,
An increase in traffic numbers at Gold Coast outside tower hours in Class G
airspace may increase risk.
The Preliminary Draft Gold Coast Airport Master Plan 2011 projects an
increase of aircraft movements during tower hours. However, movements
outside tower hours are expected to remain at current levels.
Current data collected indicate aircraft movements occurring outside tower
hours at Gold Coast are predominantly helicopter Emergency Service
operations, some freight aircraft operations and various private operations.
Average movements recorded by the Flight Path Monitoring System indicate
aircraft movements ranging from 2 to 5 between 2300 hrs to 0600 hrs with the
main peak occurring just before 0600 hrs throughout 2010;.
Gold Coast is located in the Coastal area north of Coolangatta. To the West
swinging round to the south is the McPherson Range and Tweed Range
surrounded by mountainous terrain. This location is prone to Instrument
Metrological Conditions (IMC) and low cloud bases during the months
between October to March.
The ATSB Aviation Safety Investigation Reports listed five occurrences that
happened in 2009-2010. These occurrences were not attributed to
surveillance or airspace classification.
A Gold Coast TCU located within Brisbane Centre could deliver an Approach
Control Service / Radar approach at Gold Coast due to the continual
surveillance provided via Mt Somerville and Mt Hardgrave Radar.
Some stakeholders, whilst supportive of a Class E ATS were questioned the
value of this change of service due to the curfew arrangements currently in
place.
Gold Coast Aeronautical Study – Outside tower Hours, September 2011 Version: 1.0Office of Airspace Regulation Page 21 of 29
Implementation of NAS characteristic 23 – Class E Terminal Airspace – may
reduce the collision risk associated with increased Instrument Flight Rules
(IFR) traffic operating at the Gold Coast outside tower hours.
An analysis of aircraft movement data and future trends based on historical
data indicate annual out tower hour’s aircraft movements to remain steady at
present levels. Throughout 2010, data indicates an average movement rate
during the curfew period to be approximately three movements through the
Gold Coast airspace each hour.
Current traffic levels outside tower hours are currently minimal in this instance
and do not support the introduction of Class E airspace at Gold Coast at this
time.
11 CASA Recommendations
CASA applies a precautionary approach when conducting aeronautical studies and
therefore the following recommendations must be considered:
11.1 The current Class G airspace classification outside tower hours
should remain at the Gold Coast aerodrome..
11.2 The OAR and Airservices should continue to monitor traffic
movement numbers outside tower hours at the Gold Coast ensuring the
appropriate airspace classification remains fit for purpose..
12 Next step
Stakeholders are requested to provide feedback on the study to oar@casa.gov.au
no later than 31 December 2011. CASA will consider feedback received to be public
information and will normally attribute feedback, however requests to remain
anonymous will be considered.
Following the consultation and feedback period CASA will finalise and publish their
final recommendations.
Gold Coast Aeronautical Study – Outside tower Hours, September 2011 Version: 1.0Office of Airspace Regulation Page 22 of 29 Annexes: A. Abbreviations B. Australian Airspace Structure C. Airservices Australia Noise and Flight Path Monitoring System (NFPMS) Data D. Definitions and Explanation of Terms E. Aircraft types able to operate within Curfew requirements Gold Coast Aeronautical Study – Outside tower Hours, September 2011 Version: 1.0
Office of Airspace Regulation Page 23 of 29 Annex A – Abbreviations Abbreviations Explanation AAPS Australian Airspace Policy Statement Act Airspace Act 2007 ADS-B Automatic Dependant Surveillance Broadcast system AFRU Automatic Frequency Response Unit AGL Above Ground Level AIP Aeronautical Information Publication Airservices Airservices Australia AMSL Above Mean Sea Level ARM Airspace Risk Model ASA Aviation Safety Advisor ASIR Aviation Safety Incident Report (recorded by ATSB) ATC Air Traffic Control ATS Air Traffic Service ATSB Australian Transport Safety Bureau Avdata Avdata Australia (aviation movement data provider) BITRE Bureau of Infrastructure, Transport and Regional Economics CASA Civil Aviation Safety Authority CTAF Common Traffic Advisory Frequency CTR Control Zone DA Danger Area DAP Departure and Approach Procedures DME Distance Measuring Equipment DTI Directed Traffic Information EPBC Act Environment Protection and Biodiversity Conservation Act 1999 ERSA En-Route Supplement Australia ESIR Electronic Safety Incident Report (recorded by Airservices) FIS Flight Information Service FL Flight Level FN Curve Frequency / Severity Risk curve ft Feet hrs hours ICAO International Civil Aviation Organisation IFR Instrument Flight Rules IMC Instrument Meteorological Conditions kg Kilograms km(s) kilometre(s) kt(s) knot(s) NAS National Airspace System NFPMS Noise and Flight Path Monitoring System NM Nautical Miles NAPs Noise Abatement Procedures OAR Office of Airspace Regulation PA Prohibited Area PRD Prohibited, Restricted and Danger Area PT Passenger Transport RA Restricted Area RIS Radar Information Service RPT Regular Public Transport SIIMS Safety Investigation Information Management System SVFR Special VFR TCU Terminal Control Unit VFR Visual Flight Rules VHF Very High Frequency VMC Visual Meteorological Conditions Gold Coast Aeronautical Study – Outside tower Hours, September 2011 Version: 1.0
Office of Airspace Regulation Page 24 of 29
Annex B – Australian Airspace Structure
Class Description Summary of Services/Procedures/Rules
All airspace above
Instrument Flight Rules (IFR) only. All aircraft require a clearance from Air Traffic Control (ATC) and are separated by
A Flight Level (FL) 180 (east
ATC. Continuous two-way radio and transponder required. No speed limitation.
coast) or FL 245
B Not currently used in Australia
All aircraft require a clearance from ATC to enter airspace. All aircraft require continuous two-way radio and
transponder.
In control zones (CTRs) of
IFR separated from IFR, Visual Flight Rules (VFR) and Special VFR (SVFR) ATC with no speed limitation for IFR
defined dimensions and
operations.
C control area steps
VFR receives traffic information on other VFR but is not separated from each other by ATC. SVFR are separated
generally associated with
from SVFR when visibility (VIS) is less than Visual Meteorological Conditions (VMC).
controlled aerodromes
VFR and SVFR speed limited to 250 knots (kt) Indicated Air Speed (IAS) below 10,000 feet (ft) Above Mean Sea
Level (AMSL)*.
All aircraft require a clearance from ATC to enter airspace. For VFR flights, this may be in an abbreviated form. As
in Class C airspace, all aircraft are separated on take off and landing. All aircraft require continuous two-way radio
Towered locations such
and are speed limited to 200 kt IAS at or below 2,500 ft within 4 NM of the primary Class D aerodrome and 250 kt
as Bankstown, Jandakot,
D IAS in the remaining Class D airspace.
Archerfield, Parafield and
IFR is separated from IFR, SVFR, and is provided with traffic information on all VFR.
Alice Springs.
VFR receives traffic on all other aircraft but are not separated by ATC.
SVFR are separated from SVFR when VIS is less than VMC.
All aircraft require continuous two-way radio and transponder. All aircraft are speed limited to 250 kt IAS below
10,000 ft AMSL*,
Controlled airspace not IFR requires a clearance from ATC to enter airspace and are separated from IFR by ATC, and provided with traffic
E covered in classifications information as far as practicable on VFR.
above VFR does not require a clearance from ATC to enter airspace and are provided with a Flight Information Service
(FIS). On-request and ATC workload permitting, a Radar / ADS-B Information Service (RIS) are available within
surveillance coverage.
F Not currently used in Australia
Clearance from ATC to enter airspace not required. All aircraft are speed limited to 250 kt IAS below 10,000 ft
AMSL*.
G Non-controlled IFR requires continuous two-way radio and receives a FIS, including traffic information on other IFR.
VFR receives a FIS. On-request and ATC workload permitting, a RIS is available within surveillance coverage.
VHF radio required above 5,000 ft AMSL and at aerodromes where carriage and use of radio is required.
* Not applicable to military aircraft.
**If traffic conditions permit, ATC may approve a pilot's request to exceed the 200 KT speed limit to a maximum limit of 250 KT unless the pilot informs ATC a
higher minimum speed is required.
Gold Coast Aeronautical Study - Outside tower Hours, September 2011 Version: 1.0Office of Airspace Regulation Page 25 of 29
Annex C – Airservices Australia Noise and Flight Path Monitoring System
(NFPMS) Data
AI R S ER VICES A U S TR AL I A
Gold Coast Quarterly Report CG10Q1
Table 4
Curfew movement statistics for the first quarter of 2010
JAN-10 FEB-10 MAR-10 st
1 Quarter 2010
Movements Movements Movements Movements Percents
A 3 3 5 11
Jets D 3 3 3 9
T 6 6 8 20
A 2 1 4 7
Non-Jets D 5 2 4 11
T 7 3 8 18
A 3 2 7 12
Helicopter D 5 4 4 13
T 8 6 11 25
Miscellaneous A 1 0 0 1
General Aviation D 4 1 2 7
Aircraft T 5 1 2 8
All A 9 6 16 31 100.0%
Types D 17 10 13 40 100.0%
T 26 16 29 71
14 3 3 7 13 41.9%
Runway 17 0 0 0 0 0.0%
Usage 32 3 1 2 6 19.4%
Arrivals *
35 0 0 0 0 0.0%
H 3 2 7 12 38.7%
I 0 0 0 0 0.0%
14 8 5 4 17 42.5%
Runway Usage 17 0 0 0 0 0.0%
Departures * 32 4 1 5 10 25.0%
35 0 0 0 0 0.0%
H 5 4 4 13 32.5%
I 0 0 0 0 0.0%
14 11 8 11 30
Runway 17 0 0 0 0
Usage All 32 7 2 7 16
Movements
35 0 0 0 0
H 8 6 11 25
I 0 0 0 0
* Takeoffs and landings preferentially use runway 14 .
Gold Coast Aeronautical Study - Outside tower Hours, September 2011 Version: 1.0Office of Airspace Regulation Page 26 of 29
A I R S E R V I C ES A U S T R A L I A
Gold Coast Quarterly Report CG10Q2
Table 4: Curfew movement statistics for each month of the second quarter of 2010
Apr 10 May 10 Jun 10 2nd Quarter 2010
Movements Movements Movements Movements Percents
A 2 5 6 13
Jets D 1 3 6 10
T 3 8 12 23
A 0 2 0 2
Non-Jets D 1 0 5 6
T 1 2 5 8
A 9 10 7 26
Helicopter D 5 5 5 15
T 14 15 12 41
Miscellaneous A 0 0 1 1
General Aviation D 1 0 0 1
Aircraft T 1 0 1 2
All A 11 17 14 42 100.0%
Types D 8 8 16 32 100.0%
T 19 25 30 74
Runway 14 1 7 7 15 35.7%
Usage 17 0 0 0 0 0.0%
Arrivals* 32 1 0 0 1 2.4%
35 0 0 0 0 0.0%
H 9 10 7 26 61.9%
I 0 0 0 0 0.0%
Runway 14 2 2 10 14 43.8%
Usage 17 0 0 0 0 0.0%
Departures* 32 1 1 1 3 9.4%
35 0 0 0 0 0.0%
H 5 5 5 15 46.9%
I 0 0 0 0 0.0%
Runway 14 3 9 17 29
Usage 17 0 0 0 0
All 32 2 1 1 4
Movements 35 0 0 0 0
H 14 15 12 41
I 0 0 0 0
* Takeoffs and landings preferentially use runway 14.
Gold Coast Aeronautical Study - Outside tower Hours, September 2011 Version: 1.0Office of Airspace Regulation Page 27 of 29
Annex C – Continued
A I R S E R V I C ES A U ST RA L I A
Gold Coast Quarterly Report GC10Q2
Table 5: Curfew movement statistics for the previous four quarters
1st Quarter 2010 4th Quarter 2009 3rd Quarter 2009 2ndd Quarter 2009
Movements Percents Movements Percents Movements Percents Movements Percents
A 11 16 20 16
Jets D 9 14 12 7
T 20 30 32 23
A 7 11 5 3
Non-Jets D 11 16 12 6
T 18 27 17 9
A 12 10 11 15
Helicopter D 13 13 9 6
T 25 23 20 21
Miscellaneou A 1 0 2 0
s General D 7 9 6 5
Aviation T 8 9 8 5
All A 31 100.0% 37 100.0% 38 100.0% 34 100.0%
Types D 40 100.0% 52 100.0% 39 100.0% 24 100.0%
T 71 89 77 58
14 13 41.9% 17 45.9% 20 52.6% 17 50.0%
Runwa 17 0 0.0% 0 0.0% 0 0.0% 0 0.0%
y 32 6 19.4% 10 27.0% 7 18.4% 2 5.9%
Usage 35 0 0.0% 0 0.0% 0 0.0% 0 0.0%
Arrivals H 12 38.7% 10 27.0% 11 28.9% 15 44.1%
I 0 0.0% 0 0.0% 0 0.0% 0 0.0%
14 17 42.5% 15 28.8% 16 41.0% 11 45.8%
Runway 17 0 0.0% 0 0.0% 0 0.0% 0 0.0%
Usage 32 10 25.0% 21 40.4% 11 28.2% 3 12.5%
Departure 35 0 0.0% 0 0.0% 0 0.0% 1 4.2%
s H 13 32.5% 12 23.1% 8 20.5% 6 25.0%
I 0 0.0% 4 7.7% 4 10.3% 3 12.5%
14 30 32 36.0% 36 46.8% 28 48.3%
Runwa 17 0 0 0.0% 0 0.0% 0 0.0%
y 32 16 31 34.8% 18 23.4% 5 8.6%
Usage 35 0 0 0.0% 0 0.0% 1 1.7%
All H 25 23 25.8% 19 24.7% 21 36.2%
Movement I 0 3 3.4% 4 5.2% 3 5.2%
s
Gold Coast Aeronautical Study - Outside tower Hours, September 2011 Version: 1.0Office of Airspace Regulation Page 28 of 29
Annex D – Definitions and Explanation of Terms
Prohibited Area: The declaration of a Prohibited Area (PA) defines an area through which
aircraft may not fly. PAs have activity times and lateral and vertical limits.
Restricted Area: The declaration of a Restricted Area (RA) creates airspace of defined
dimensions within which the flight of aircraft is restricted in accordance with specified
conditions. Clearances to fly through an active RA are generally only withheld when activities
hazardous to the aircraft are taking place, or when military activities require absolute priority.
RAs are mainly declared over areas where military operations occur. However, RAs have
also been declared to cater for communications and space tracking operations or to control
access to emergency or disaster areas. RAs are generally promulgated at specified times
and dates. For example, a temporary RA may be declared for special events where there
may be a public safety issue – such as the Avalon Air Show or the Commonwealth Games.
Danger Area: The declaration of a Danger Area (DA) defines airspace within which activities
dangerous to the flight of aircraft may exist at specified times. Approval for flight through a
DA outside controlled airspace is not required. However, pilots are expected to maintain a
high level of vigilance when transiting DAs. DAs are primarily established to alert aircraft on
the following:
Flying training areas where student pilots are learning to fly and / or gather in large
numbers;
Gliding areas where communications with airborne gliders might be difficult;
Blasting on the ground at mine sites;
Parachute operations;
Gas discharge plumes; and
Small arms fire from rifle ranges.
Directed Traffic Information (DTI): Information issued by an ATS unit to alert a pilot to other
known or observed air traffic which may be in proximity to the position or intended route of
flight and to help the pilot avoid collision.
Flight Information Service (FIS): A service provided for the purpose of giving advice and
information useful for the safe and efficient conduct of flights.
Automatic Frequency Response Unit: An Automatic Frequency Response Unit (AFRU) is
an electronic, ground based, aviation safety enhancement device, intended for use on the
CTAF frequency at non-controlled aerodromes. AFRU transmissions are triggered when the
Unit detects aircraft transmissions on the correct aerodrome frequency. This response
capability is intended to reduce the incidence of incorrect VHF radio frequency channel
selection by pilots. The confirming AFRU transmission will be either a short pre-recorded
voice message (e.g. aerodrome name followed by CTAF, or a short (300 millisecond) tone
burst. An AFRU may also have an optional facility incorporated to allow pilot activation of the
runway lights during hours of reduced light and darkness
Gold Coast Aeronautical Study - Outside tower Hours, September 2011 Version: 1.0Office of Airspace Regulation Page 29 of 29
Annex E – Aircraft types able to operate within Curfew requirements
The table below lists the types of aircraft that may operate within the curfew requirements
Aeroplane Type Maximum Take Off Weight
(KG)
Beechcraft
58 (Baron) 2449
100 5352
200 5670
1900 7530
Cessna
172 1066
206 1639
310 2359
404 3810
208A 3310
402C 3107
441 4468
550 6033
650 9979
Britten Norman Islander 2850
Partenavia P68 1960
Piper
PA 31 (Navajo) 2950
PA 34 1814
DHC 6 Twin Otter 5670
DHC – 7 19505
DHC – 5E 22316
DHC – 8
100 15650
300 18642
CASA C-212 7700
Embraer EMB110 5670
EMB 120 11500
EMB 145 19200
Metro II 5670
Metro III 6577
Metro 23 7484
ATR 42-200 16150
Learjet 55 9298
IAI Westwind 10660
BAe 125-400 12480
Jetstream 31 6950
Jetstream 41 10433
Dassault-Breguet Falcon
20640
900
Shorts SD3-60 11793
Bombardier Dash 8-Q400 29000
SAAB SF-340 12371
Fokker
F27-500 20412
F28-4000 32205
F50 20820
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