Rehbein Draft Master Plan & Feasibility Study AIRPORT

3 October, 2017
Gympie Aerodrome
Master Plan and Feasibility Study
For Gympie Regional Council
TABLE OF CONTENTS
GLOSSARY OF TERMS AND ABBREVIATIONS 1
1.0 INTRODUCTION 4
1.1 PURPOSE AND OBJECTIVES OF THE MASTER PLAN 5
1.2 MASTER PLAN DEVELOPMENT METHODOLOGY 6
2.0 EXISTING SITUATION 8
2.1 LOCATION 8
2.2 GYMPIE AERODROME PRECINCT 8
2.3 AERODROME OWNERSHIP AND MANAGEMENT 9
2.4 CURRENT OPERATIONS AND SERVICES 13
2.5 EXISTING FACILITIES 18
3.0 PLANNING CONTEXT 23
3.1 GEOGRAPHY 23
3.2 ADMINISTRATION 23
3.3 THE ECONOMY 24
3.4 POLICY CONTEXT 25
3.5 REGULATORY CONTEXT 30
3.6 ENVIRONMENT AND HERITAGE PROTECTION 34
4.0 STAKEHOLDER CONSULTATION 36
4.1 CONSULTATION PROCESS 36
4.2 FEEDBACK SUMMARY 36
5.0 STRATEGIC DIRECTION 40
5.1 SWOT ANALYSIS 40
5.2 OPERATIONAL CONSTRAINTS 42
5.3 DEVELOPMENT CONSTRAINTS 42
5.4 GENERAL AVIATION TRENDS AND OPPORTUNITIES 43
5.5 STRATEGIC DIRECTION STATEMENT 48
6.0 DEVELOPMENT CONCEPT 50
6.1 LAND USE PLAN 50
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and Feasibility Study
6.2 AERODROME MOVEMENT AREA FACILITIES 50
6.3 HANGAR DEVELOPMENT 56
6.4 ROAD ACCESS 58
7.0 STAGING AND IMPLEMENTATION PLAN 59
7.1 DEVELOPMENT STAGING 59
8.0 AERODROME SAFEGUARDING PLAN 62
8.1 THE NEED FOR SAFEGUARDING 62
8.2 NATIONAL AIRPORTS SAFEGUARDING FRAMEWORK 62
8.3 AIRSPACE PROTECTION 63
8.4 AIRCRAFT NOISE 64
8.5 WILDLIFE HAZARDS 65
8.6 LIGHTING RESTRICTIONS 65
8.7 PUBLIC SAFETY 66
8.8 PLANNING TOOLS 66
APPENDIX A
MASTER PLAN FIGURES
Document Control Page
Revision Date Description Author Signature Verifier Signature Approver Signature

0 22/05/17 PRELIMINARY BC BJH BJH
1 14/07/17 DRAFT BC BJH BJH
5 03/10/17 FINAL BC BJH BJH
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GLOSSARY OF TERMS AND ABBREVIATIONS
ACN Aircraft Classification Number - A number expressing the relative effect of

an aircraft on a pavement for a specified standard subgrade category.
ASV Annual Service Volume
Aerodrome 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.
AFRU The Aerodrome Frequency Response Unit (AFRU) is an electronic, ground
based, aviation safety enhancement device, intended for use on the CTAF
or MBZ frequency at non-controlled aerodromes.
AIP ERSA Airservices Australia Aeronautical Information Package En-Route
Supplement Australia
ANEF Australian Noise Exposure Forecast
ARC The Aerodrome Reference Code (ARC) is a code used to specify the
standards for individual aerodrome facilities which are suitable for use by
aeroplanes within a range of performances and sizes. The code is
composed of two elements: the first is a number (from 1 to 4) related to the
aeroplane reference field length and the second is a letter (from A to F)
related to the aeroplane wingspan and outer main gear wheel span.
ARP Aerodrome Reference Point
ATC Air Traffic Control
AWIS Automatic Weather Information Service
AWS Automated Weather Station
BoM Bureau of Meteorology
CAGR Compound Annual Growth Rate
CASA Civil Aviation Safety Authority (CASA) is the Australian federal government
department responsible for setting and maintaining safety standards for civil
aviation. CASA is responsible for the codification of international standards
and recommended practices into Australian legislation and for the issue of
licences for aviation personnel including pilots, amongst other
responsibilities.
CASR Civil Aviation Safety Regulations establish the regulatory framework
(Regulations) within which all service providers must operate.
Council Gympie Regional Council
CTAF Common Traffic Advisory Frequency
FAA Federal Aviation Administration (United States Department of
Transportation)
GA General Aviation is a sector of the aviation industry that does not include
regular public transport (RPT) airlines and military aviation. It includes
activities/operations such as flight training, maintenance, charter, medical
and emergency services etc.
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GPS Global Positioning System
IATA International Air Transport Association
ICAO International Civil Aviation Organisation
IFR/IMC Instrument Flight Rules / Instrument Meteorological Conditions refers to
rules under which flight involving navigation requiring reference to radio
navigational aids or instruments is carried out. Weather conditions below a
certain minima are referred to as instrument meteorological conditions
(IMC). IFR flight requires pilots to be qualified in the use of instrument
navigation and to use radio navigational aids provided at airports.
INM Integrated Noise Model
IWI Illuminated Wind Indicator
LIRL Low Intensity Runway Lighting
LPPF Local Planning Policy Framework
MOS Manual of Standards
MTOW Maximum Take-off Weight
NASF National Airports Safeguarding Framework
Navaid Navigational Aid - Commonly-used abbreviation for ‘radio navigational aid’
NDB Non Directional Beacon is a simple and common type of radio navigational
aid which allows pilots to track to or from its location.
Non-precision instrument approach An instrument approach and landing that uses lateral guidance but does not
use vertical guidance.
OLS Obstacle Limitation Surfaces
PAL Pilot Activated Lighting
PANS-OPS Procedures for Air Navigation Systems – Aircraft Operations
PCN Pavement Classification Number - A number expressing the bearing
strength of a pavement for unrestricted operations by aircraft with ACN
value less than or equal to PCN.
Payload The total weight of passengers and cargo that an aircraft can carry.
PSI Unit of pressure or stress (pounds per square inch)
RESA Runway End Safety Area - Area provided at the end of a runway strip, to
protect the aeroplane in the event of undershooting or overrunning the
runway.
RFDS Royal Flying Doctor Service
RNAV/GNSS Approach Area Navigation/Global Navigation Satellite System Approach. A form of
instrument approach procedure using signals from orbiting satellites to
determine an aircraft’s precise position at a point in time.
RPT Regular Public Transport - Air services operated by airlines that are
scheduled to occur on a regular basis at fixed times or frequencies and on
fixed routes.

RWS Runway Strip - A defined area including the runway and stop-way, intended
to reduce risk of damage to aircraft running off a runway and to protect
aircraft flying over it during take-off or landing operations.
RWY Runway
TWY Taxiway
VFR/VMC Visual Flight Rules / Visual Meteorological Conditions - Refers to rules under
which flight involving navigation solely by reference to visual cues (rather
than requiring reference to radio navigational aids or instruments) is carried
out. VFR flight is permissible only when meteorological conditions (cloud
base and visibility) are above defined limits. Such conditions are referred to
as visual meteorological conditions (VMC). VFR flight does not require pilots
to be qualified in the use of instrument navigation, nor does it require
expensive radio navigational aids to be provided at airports.
VSS Visual Segment Surface - Forms part of the PANS-OPS surfaces associated
with a non-precision instrument approach to a runway and may, in some
circumstances, be lower than the OLS
WI Wind Indicator

1.0 INTRODUCTION
REHBEIN Airport Consulting was commissioned by the Gympie Regional Council (Council) to
prepare a Master Plan and Feasibility study for Gympie Aerodrome (the Master Plan).
The Master Plan, when completed, will set the future coordinated development and establish the
strategic vision for the economic and efficient use of the Gympie Aerodrome over the next 20
years. This Plan has been drafted by REHBEIN Airport Consulting and finalised in conjunction with
Council officers.
The Gympie Regional Council supports the diverse set of operations at Gympie Aerodrome and is
sensitive to development occurring in a respectful and safe manner. Safety is paramount for the
Council and as such is committed to operating the Aerodrome endorsing the direction and vision of
this Master Plan. To ensure a safe operating environment Council supports maintenance, upkeep
and works to improve aircraft manoeuvrability and safety. In doing so, Council’s direction and
principle is a user pay facility for the provision of all facilities, including privately owned land within
the Aerodrome Precinct, hangar leases and other services.
This Master Plan is underpinned by the key issues and directions as gathered through stakeholder
consultation discussions. The report is structured as follows:
 Section 1.0 provides the introduction and an overview of the purpose, objectives and
methodology of the Master Plan;
 Section 2.0 provides a detailed description of the existing situation including aerodrome
facilities and operations;
 Section 3.0 provides a review and integration of the Gympie region in relation to its
planning context to inform the Master Plan;
 Section 4.0 outlines and summarises consultation process and stakeholder feedback;
 Section 5.0 provides the strategic direction with an analysis of the airports strengths,
weaknesses, opportunities and threats, commentary on current trends in the aviation
industry and identification of particular business and economic development opportunities
at Gympie;
 Section 6.0 provides the development concept consolidating Council’s objectives,
stakeholder feedback and the vision and strategic directions;
 Section 7.0 outlines the staging and implementation plan to achieve the overall objective;
and
 Section 8.0 outlines the aerodrome safeguarding plan.

1.1 PURPOSE AND OBJECTIVES OF THE MASTER PLAN
Airport master planning is undertaken to enable best-management practices and sound land-use
development to address diverse aviation and community interests. The Master Plan will inform the
Gympie Regional Council’s decision making regarding the potential future direction and
development of the Gympie Aerodrome into an economically viable and commercially sustainable
operations that is value-for-money for the end users
The purpose of a master plan is to provide for logical and suitable planning to guide an aerodrome
into the future. The master planning process includes the assessment of technical feasibility,
identification of preferred development plans, and establishment of estimated order-of-magnitude
costs in relation to infrastructure developments and preparation of implementation plans. This
process is completed with stakeholder consultation as key to collectively resolving a vision with
direction in order to provide for constructive and productive decision making.
Identifying aerodrome development areas enables business and capital works decisions to be
made and the ongoing life cycle maintenance cost for core infrastructure in cooperation with users
and the vision and objectives. Resulting facilities layout provides detailed guidance to ensure
compliance with applicable regulations and guidance and consistency with the vision.
The Master Plan finally communicates to and from Council the objectives and strategic intent to
any future lessee or operator and assist in defining the service requirements to internal and
external parities.
The Council’s intent is to create an economically viable aerodrome by:
 Establishing the strategic direction for efficient development and optimising the economic
return to the community from the Aerodrome;
 Identifying opportunities for development of additional uses and expansion of activities at
the aerodrome through private enterprise management and investment;
 Identifying opportunities for the creation of viable commercial revenue streams;
 Communicating to the public the intended uses of the Aerodrome;
 Ensuring the Gympie Aerodrome continues to be managed, operated and maintained to
meet the needs of existing and future users;
 Ensuring retention of all the current aviation infrastructure in accordance with the
requirements outlined in the Civil Aviation Safety Authority’s Civil Aviation Advisory
Publication No: 92-1(1);
 Ensuring that all operations at the Aerodrome are undertaken in accordance with relevant
legislation and standards; and
 Promoting the continual improvement of environmental management at the Aerodrome.

Gympie Aerodrome hosts a variety of aviation activity predominantly flight training, recreational
flying, glider activity, aircraft maintenance facilities and helicopter training, all of which anecdotally
are experiencing growth. The Council identifies the Aerodrome as a hub of activity that
encompasses a mix of operations. Council’s priority is a safe and cooperative environment where
aviation activities can grow and be supported. Increased activity at the aerodrome, rising costs of
maintenance and upgrades is the impetus to Councils review with the intention of refining and
developing the systems towards a user-pay arrangement to assist Council in maintaining a safe
and viable aerodrome. Council is developing this Master Plan with the responsibility of ownership
and operational management. It is anticipated that the master plan will:
 Ensuring that the co-existence of the variety of aviation activities can take place currently
and into the future in a safe and cooperative manner; and
 Assist with identifying options for sustainably and progressively managing the Aerodrome
as an aviation hub, whilst putting in place suitable arrangements to maintain, operate and
manage the Aerodrome as a business.
1.2 MASTER PLAN DEVELOPMENT METHODOLOGY
The methodology undertaken to develop this Master Plan is provided for in four (4) stages with
each stage informed by stakeholder consultation as follows and illustrated in Figure 1 below.
Stage 1: Inception and set up to shape background knowledge;
Stage 2: Draft concept master plan and feasibility study;
Stage 3: Public stakeholder and user consultation; and
Stage 4: Review and modification.

Figure 1: Gympie Aerodrome Master Plan Methodology Flow Chart

2.0 EXISTING SITUATION
2.1 LOCATION
Gympie Aerodrome is located at 20 Lobwein Road, Kybong approximately 15 kilometres (10-15
minutes by road) south of the Gympie CBD.
Kybong is approximately 75 kilometres (around 1 hour) north of Maroochydore and 160 kilometres
(2 hours) north of Brisbane.
The aerodrome site is accessed directly from the current Bruce Highway via Lobwein Road to the
east. The site is bordered by the Mary River to the north and west.
The aerodrome location is shown on Figure A at Appendix A.
2.1.1 TOPOGRAPHY
The land within the aerodrome site is undulating and varies in elevation from about 45m AHD along
the Mary River to more than 80m AHD at the highest point.
The majority of the land is undulating, dissected by small unnamed waterways that flow to the Mary
River. The land is subject to flooding with a large portion of the aerodrome inundated in 1 in 100
average rainfall event Mary River flood1. Contours across the aerodrome and surrounding land
indicating the general topography are shown on Figure C at Appendix A.
2.2 GYMPIE AERODROME PRECINCT

The Gympie Regional Council Planning Scheme 2013 Version 1.2 defines the Gympie Aerodrome
Precinct at Kybong. The Aerodrome Precinct consists of privately owned land and Council owned
land as illustrated in Figure B. The Council-owned freehold land is comprised of the runways and
hangar area (approximately 51 hectares) and is referred to as the Gympie Aerodrome, zoned
Community Purpose Zone Code. The surrounding land within the Precinct is privately-owned land
in multiple ownerships, zoned Rural Zone Code.
The Council Planning Scheme Section 3.5 Strong Economy states the land adjacent to the
Aerodrome [within the Precinct] is to facilitate opportunities for the expansion of aviation related
uses and to investigate aeronautical-based industry, Business Park or other aerodrome dependent
activities.
Section 3.4.2 of this report discussed the planning specifically in relation to the aerodrome.
1Gympie Aerodrome Environs Planning Study - Development preferred in the vicinity of the Gympie Aerodrome. Insite
Strategies Town Planning & Development. 24 April 2008

2.3 AERODROME OWNERSHIP AND MANAGEMENT
2.3.1 HISTORY
Gympie Aerodrome was constructed in 1966 by the Gympie and District Aerodrome Board and
opened with an Air Pageant on 7 May 1966. The Board consisted of representatives of Gympie,
Widgee and Kilkivan Councils.
At the time the Shire of Widgee owned and operated the aerodrome with the Commonwealth
providing financial assistance for approved maintenance and development works. Under the
Aerodrome Local Ownership Plan the Commonwealth divested itself of the responsibility of over
300 aerodromes across Australia, including Gympie. A Deed between the Shire of Widgee and the
Commonwealth of Australia was signed on 26 June 1992 transferring the aerodrome to the local
authority under the terms and conditions of the Aerodrome Local Ownership Plan. As part of the
agreement the Commonwealth provided a $40,000 grant for expenditure by the Shire in carrying
out the works (reseal runway, taxiway and apron) specified in the Deed. Through this the Shire
committed to operate and maintain the aerodrome, be responsible for the safety and security of the
aerodrome, and keep it open to public and in compliance with the relevant regulations.
In the mid-1990s CASA introduced new regulations that required licenced aerodromes to document
operating procedures and to meet other regulatory requirements that which the Council at the time
decided was not feasible. At this time Council decided that Gympie Aerodrome would revert to an
Aeroplane Landing Area (ALA) and the licence was withdrawn by the Civil Aviation Safety Authority
(CASA) in 1994.
2.3.2 AERODROME CLASSIFICATION
Facilities at an ALAs are not subject to the jurisdiction of CASA, only aerodromes that are
Registered, Certified or classified as other under CASA are subject to the Civil Aviation Safety
Regulations 1998 (CASRs) Part 139 – Aerodromes. Therefore, under statutory provisions,
responsibility for the safety operations rests with individual aircraft operators to satisfy themselves
that it is safe to operate at the aerodrome in accordance with Civil Aviation Regulation (CAR) 92.
Aerodrome infrastructure and facilities at ALAs are not required to meet the standards defined in
CASA Manual of Standards (MOS) Part 139 as the aerodrome operates under the Civil Aviation
Advisory Publication (CAAP) 92-1(1) and as such the responsibility falls on the pilot to decide
whether the aerodrome meets his/her requirements. In addition, there is no statutory responsibility
bestowed on Council as the owner of the aerodrome to ensure the facilities are operated in
accordance with the CASRs Part 139. Nonetheless, as a landowner providing access to users to
operate aircraft, duty-of-care provisions under common law remain relevant. Airport users who pay
usage or lease charges will also expect that facilities will meet relevant guidance, such as that set
out in CASA CAAP 92-1(1) Guidelines for Aeroplane Landing Areas.
In general, the facilities at Gympie Aerodrome are of a high standard for an ALA in that they appear
well maintained. This encourages and permits a range of general aviation operations including

some commercial aircraft businesses such as flight training and aircraft maintenance facilities,
which is of benefit to the region. There is a relatively vibrant level of lease activity relative to many
ALAs and is comparable to several registered aerodromes.
2.3.3 REGISTERED AERODROMES
A CASA ‘registered’ aerodrome must meet the standards applicable as set out in the Manual of
Standards Part 139 – Aerodromes. All development concepts within this Master Plan are in
accordance with the standards applicable to a registered aerodrome. However, the physical
characteristics of Runway 14/32 are currently non-compliant with those standards; in particular the
longitudinal grade would require significant works to achieve compliance with line of sight
requirements.
In addition to physical characteristics, under the CASRs Part 139, aerodromes’ that are ‘registered’
must meet various requirements including reporting, publication materials and operational matters.
Responsibility for ensuring the operational status of the aerodrome in accordance with the
regulations is transferred to the registered aerodrome operator.
This classification is beneficial for aircraft operators as it allows them to have confidence in the
physical standards and safety of an aerodrome they intend to use. The aerodrome operator can
have relevant operational information published in the Aeronautical Information Publication (AIP).
The advantage to the owner/operator of the aerodrome is that any local operating procedures are
then formalised through the AIP. A ‘registered’ aerodrome means:
 Standards are outlined in CASA MOS Part 139 and the physical requirements are the
same as for certified aerodromes;
 An approved person is to be responsible for the registration;
 An Aerodrome Safety Inspection is required if RPT or charter operations with more than 9
passenger seats are occurring;
 A suitably trained and experienced ARO is required;
 Up-to-date aerodrome details must be published in the En-Route Supplement Australia
(ERSA) and any changes to operational status promulgated via Notices To Airmen
(NOTAM);
 Aerodrome obstacles are required to be monitored; and
 Non-precision instrument approach procedures can be made available.
Further discussion of aerodrome registration is included in the Gympie Aerodrome Commercial
Development Plan 20172
2 Gympie Aerodrome Commercial Development Plan 2017 is Commercial-in-Confidence and is not a public document

2.3.4 RESPONSIBILITY
Civil Aviation Safety Authority
The Civil Aviation Safety Authority (CASA) is the safety regulator, auditing aerodromes’
infrastructure and operational safety practices.
Airservices Australia
Airservices Australia is an aviation service provider and responsible for airspace management,
aeronautical information, aviation communications, radio navigation aids and aviation rescue
firefighting services. Airservices are the supplier of information but are do not produce all the
material they are only responsible to publish it.
Owner of an ALA
As an ALA Council is not bound by the regulations which cover ‘certified’ and ‘registered’
aerodromes. One of the responsibilities of those aerodromes is to provide Airservices with up-to-
date information for publication in aeronautical information documents. However, as an ALA
Council is not required to publish aerodrome information, however if it chooses to do so (which
Council does) it must ensure all information is kept up-to-date.
Pilot in Command
The Pilot in Command (PIC) is responsible for the operation of the aircraft in flight. The aerodrome
operator is not responsible for the decisions a pilot makes with his/her aircraft. The PIC is
responsible to take all necessary steps in order to satisfy him or herself (under CAR 233) that the
ALA is suitable for the safe operation of his/her aircraft3.
Pilots can obtain aeronautical data and information from Airservices Australia Aeronautical
Information Service which includes the En Route Supplement Australia (ERSA). The ERSA is a
document containing information vital for planning a flight and for the pilot in flight. It includes
aerodrome information such as physical characteristics, hours of operation, visual ground aids, air
traffic services, aerodrome lighting, radio frequencies and owner/operator details about all
registered and certified aerodromes around Australia.
En Route Supplement Australia
Council currently publishes Gympie Aerodrome information in the ERSA and as such has a
responsibility to ensure it is up-to-date. This information includes comments and local information
that assist pilots such as fuel availability and location, parking areas and helicopter protocol.
Currently, the ERSA provides the following information to pilots:
 Aerodrome condition reports are available through the airport liaison officer with a phone
number provided;
3 Civil Aviation Regulation 1988 Part 14 Division 3 Regulation 233 Responsibility of pilot in command before flight

 The Gympie Aero Club handles the fuel and it is available on request;
 Gliders operate from sunrise to sunset via rope/aero tow west of Runway 14/32;
 Ultra-light operations from sunrise to sunset on sealed and grassed areas in the runway
strip;
 Helicopter training from sunset to sunrise requires prior permission with the liaison officers
phone number or Director of Engineering Services numbers listed as contacts;
 There is a strict 9pm EST curfew to helicopter night operations;
 Runway lights are available on request;
 Direction for where aircraft to park; and
 Aircraft turning to line up should be avoided on Runway 32 threshold.
Should Council become aware that aircraft operators are not following the guidance stated in the
ERSA Council as the owner of the land in its duty of care can speak to the operator to understand
why guidance was/is not being followed. The PIC has the ultimate decision to ensure the safe
operation of their aircraft and as such local protocols may not be able to be adhered to at times due
to emergency situations. Should there be a concern about safety this should be reported to CASA
who will follow up the matter.
2.3.5 AERODROME OWNERSHIP AND MANAGEMENT
In 2013 AEC Group was commissioned by the Gympie Regional Council to undertake a review of
the Aerodrome operations to determine the economic impact, costs and benefits of the facility to
the region and consider ownership/management options for the aerodrome. The report concluded
that the sale of the land (rezoned) presented the lowest risk with the best solution financially for the
Council. However, operational management divestment was the preferred option as it provided the
greatest net benefit across all stakeholders including Council. This document is reviewed in more
detail in Section 3.4 of this report. Council, in 2015, invited tenders to divest operational
management by leasing the Gympie Aerodrome. Council received tenders but were not accepted
due to their low value and terms and conditions offered.
Currently, the Gympie Aerodrome is managed by the Gympie Regional Council, assisted by an
appointed Voluntary Liaison Officer. The liaison officer provides services including:
 Liaise with Council, Council staff and contractors and provide assistance where and when
required;
 Act as the initial point of contact on site, for any aviation or government authority in
reference to Gympie Aerodromes;
 Alert visitors to inappropriate or unsafe behaviour and advise a Council officer without
delay of any such situation;
 Report any vandalism to Council and Police, should the need arise; and

 Ensure gates are closed at the end of each business day.
At the time of writing, the liaison officer’s contract has expired and is operating on a month to
month basis. Consideration of a role more in line with an Aerodrome Reporting Officer (ARO) role
and responsibilities may be beneficial to Council and the aerodrome operations, given the mix and
volume of operations the aerodrome is experiencing. Appointing an ARO that is suitable trained
and experienced to carry out the aerodrome safety functions is a requirement of a registered
aerodrome. Safety functions include serviceability inspections, advising the Australian NOTAM
Office of any changes to operational status, works, or obstacles on the aerodrome, and monitoring
activities outside the aerodrome that may affect aircraft operations. Given the noted increase in
aircraft activity and in light of recent events brought to Council’s attention from CASA around
aircraft safety Council should consider the roles and responsibilities and engagement terms of this
position.
2.3.6 FEES AND CHARGES
There is a single source of revenue currently of lease holder agreements of which there are 29.
Typically the lease holder is responsible for the construction of the hangar and the lease area is
strictly the hangar footprint. The range of lease rates and areas are discussed in the commercial-in-
confidence Gympie Aerodrome Commercial Development Plan 2017.
There are currently no landing fees, parking or other charges to operate fixed-wing or rotary aircraft
at Gympie Aerodrome nor does the Council charge access fees to the adjacent lot owners. The
implementation of landing fees and logistics associated with collection and implementation are
discussed in the accompanying commercial-in-confidence Commercial Development Plan for
Council’s consideration.
Gympie Regional Council at its ordinary meeting on 19 November 2014 resolved:
That access agreements be established with parties wishing to access the Gympie Airport runway
from private property, on the basis of an annual charge of 65 per cent of the annual lease fee that
Council sets for a 15m by 12m site on airport land, indexed annually with a review every five years,
for a period of 50 years.
This resolution has not been implemented nor have access agreements been defined.
2.4 CURRENT OPERATIONS AND SERVICES

Gympie Aerodrome is used by a mix of general aviation aircraft including powered aircraft,
helicopters and gliders. The majority of operations are by light and ultra-light/recreational aircraft.
Council is not aware of any passenger operations however, it does not keep detailed aviation
statistics. All information provided in this section has been sought through stakeholder consultation
and is the estimation of the respective parties. It would be beneficial to Council to record
aerodrome movements for a period of time (i.e. 12 to 18 months) to ascertain the type of activity
and the frequency which will assist in informing decisions around possible fees and charges.

Council may consider all users of the facilities enter into Terms and Conditions of Use for the
aerodrome to assist in the safe operation.
The current operations and stakeholders can be broadly categorised as follows:
 Gympie Aerodrome Businesses;
 Other aerodrome users; and
 Aerodrome community members.

2.4.1 GYMPIE AEROROME BUSINESSES
Current aerodrome users operating on Gympie Aerodrome and which have facilities on the
aerodrome include:
Recreational Flying Company
The Recreational Flying Company has been operating out of Gympie Aerodrome for nine years. It
operates under dual certification with both Recreational Aviation Australia (RA-Aus) and CASA.
The company offers training options from Recreational and Sport Aviation through to Commercial
Pilot training. They also operate adventure flights, aerial work and charter services.
They operate five ultra-light and Cessna C172 aircraft with five instructors. Management estimates
around 600-800 hours of flight per year averaging five lifts per day.
Sunshine Coast Flight Training
Sunshine Coast Flight Training is a family owned and operated business which offers Recreational
Pilots Licence (RPL), Private Pilot Licence (PPL) and RA-Aus Pilot certificates. The school is
certified under CASR Part 141 for General Aviation Flight training.
They conduct approximately 1,200 hours of flight time per year.
Pro Sky Aviation Pty Ltd
Gympie is one location of the Pro-Sky Flight Training Group with other locations including
Caloundra, Maryborough, Bundaberg, Childers and Port Augusta. Pro Sky Aviation in Gympie
offers recreational and sports flight training including instructor courses. The business has two
aircraft, a Tecnam and a Sky Arrow. Pro Sky Aviation is self-sufficient and not reliant on the
Aerodromes fuel or maintenance facilities. They estimate that they have eight students at any one
time and can cater for up to 11.
A flight course typically involves 23-25 hours of training including about 40% of this is circuit time.
Hazelton Aero Paint Pty Ltd
Hazelton Aero Paint has been located at Gympie Aerodrome for the past three years and offers
aircraft painting, treatments and full scale make overs. The business employs two casual
employees and has a turnover of one aircraft every four to six weeks.

Gympie Aircraft Maintenance
Gympie Aircraft Maintenance has been at Gympie Aerodrome for 20 years. There are two full time
employees catering for all piston engine aircraft up to 3,500kg. They estimate a turnover of 70 – 80
small single engine aircraft visits per year.
McDermott Aviation Pty Ltd
McDermott Aviation is a CASA approved maintenance and engineering facility supporting a fleet of
35 aircraft worldwide. Aircraft include helicopters such as the Bell 214B and Bell 204 as well as
fixed wing Beechcraft King Air B200. They have bases in Cooroy, Sunshine Coast Airport,
Bankstown Airport, New Caledonia, Papua New Guinea and New Zealand.
Gympie Aero Club
The Gympie Aero Club has been in operation at Gympie Aerodrome for approximately 50 years. It
has around 70 members. The Aero Club facilities are located north of the apron. The Gympie Aero
Club offers hangar space for its members and also owns and operates the AVGAS fuel supply,
which is available to the public. The club is a meeting place for likeminded people who share their
passion for aviation. The Club facilitates regular aviation activities such as monthly breakfasts and
fly ins, community open days and excursions to other club events. The Club promotes the use of its
facilities to foster and enhance aviation related activities at the Gympie Aerodrome.
Gympie Gliding Club
The Gympie Gliding Club has approximately 40 members. The club operates on Wednesdays and
Saturdays and is anticipating adding Sunday operations. The club advised that they launch gliders
with a winch launch predominantly due to cost, however recently they have accessed an aero tow
launch through a private provider. This can operate during weather conditions that prevent winch
launch and so has led to an increase in operations. Currently the club has Council approval to build
another hangar and are planning to purchase an addition 2-seat trainer glider in 2017.
2.4.2 OTHER AERODROME USERS
As a public aerodrome, the aerodrome is open to others to use without a formal base at Gympie.
Itinerant flyers may use Gympie for training, private flying and helicopter activity. A significant user
of the aerodrome that is operating seven days a week with a large portion of that time at Gympie is
Becker Helicopters. The EnRoute Supplement Australia, an Airservices Australia publication that
communicates aerodrome information as informed by the aerodrome operator, requests pilots to
seek permission for night time activity and a curfew of 9pm is stated. While there appears to be
several itinerant users, Becker Helicopters is a regular/daily user that does not hold a lease at the
aerodrome at the time of writing.
Becker Helicopters
Becker Helicopters is a flight training business with a major focus on military training for overseas
governments in larger helicopters.

Estimate flight time in the order of 15,000 hours per year in 15 Bell206BIII Jet Rangers. Operations
are conducted day and night, under Instrument Flight Rules (IFR) in all weather conditions and
Night Vision Imaging Systems (NVIS) – NVG. Operations include very low level, below 50ft AGL
and up to 10,000ft.
The company’s primary base is at Sunshine Coast Airport but use Gympie Aerodrome daily as a
satellite training area. Primarily, Gympie is used for circuit training and as a way point for navigation
both day and night.
2.4.3 AERODROME COMMUNITY MEMBERS
The Gympie Aerodrome Precinct includes a variety of adjoining land owners within its boundaries
that are currently accessing the aerodrome or are planning to develop their land with access to the
aerodrome as a sale point. Figure B in Appendix A indicates the land discussed below and
identifies known “unauthorised” access points. Currently, there are no access agreements in place
and stakeholders have expressed the importance to them of an access agreement to support the
development of their land. Such an agreement would give prospective buyers/lessees confidence
that access rights will be maintained and are supported by Council.
Cumulus Airpark (Lot 8 SP284474)
Cumulus Airpark is a residential development on Gympie Aerodrome with access to the air
infrastructure. The owners have been building the business since 2006 and live on the farm next
door to the Airpark. The Airpark has approximately six lots available for sale and currently has one
resident on site. Lots start at 3,000 m2 with direct access to the runways. Residents design and
build their own residence and hangars and operate under a body corporate.
Lot 13 RP108543
Lot 13 is located on the eastern boundary of the main runway south of the Airpark. A hangar is
located in the northern portion of the lot directly accessing the aerodrome main runway.
9 Fullerton Rd, Kybong (Lot 2 RP190591)
9 Fullerton Rd is located on the north boundary of the existing aerodrome hangar area. The current
lot owner is proposing to reconfigure the one lot into 15 lots with common property for aviation
related purposes. The lots will be on-sold with future landowners governed by a body corporate
and governed by a Community Management Statement. The common property is proposed to
comprise of a communal BBQ area inclusive of a shelter and amenities block that which will be
regulated within the community titles scheme. Access will be provided to Fullerton Road via a
shared access arrangement. Airside access is proposed over the south western portion of the
property adjoining the Gympie Aerodrome proposing secure access rights to the aerodrome.
18 Lobwein Rd, Kybong (Lot 1 RP190591)
18 Lobwein Rd is in private ownership adjoining the northern boundary of the aerodromes hangar
area. Currently, a hangar is located in the south west corner of the lot with aircraft accessing the

aerodrome across the vehicle access road and in front of the Gympie Aero Club. This is not an
ideal situation to have aircraft crossing vehicle access ways. Clear delineation between aircraft
airside and vehicles non-airside should be implemented as best as possible and as soon as
possible. Section 6.0 of this report identifies appropriate and compliant access from adjoining
properties.
Lot 1 SP236873
Lot 1 located immediately south of the cross runway and on the west side of the main runway
adjoining the Gympie Gliding Club facilities currently accesses the aerodrome next to the Gliding
Club onto the secondary runway. The owner has created their own markers to identify the taxi
route.
2.4.4 SAFETY
There are no safety management systems in place at the aerodrome. Council has recently become
aware, through CASA that there are several aircraft incidents under investigation at Gympie
Aerodrome. The pilots will be under investigation not the aerodrome as it is the responsibility of the
pilot to ensure compliance with the relevant rules and regulations therefore there is not requirement
for the pilot to inform the aerodrome operator per se. Council engages a Liaison Officer in a
voluntary capacity and discussed above in Section 2.3.5 of this report.
In June 2017 CASA informed Council that a number of safety incidents are currently under
investigation. CASA has recently brought these incidents to the attention of Gympie Regional
Council and is assisting Council in providing guidance on management and communication to
address these issues.
In addition, fuel storage on site has been raised as a safety concern by Council and should be
reviewed within the relevant regulations and building code.
Council is considering the safety management of the both systems of the Aerodrome and how the
ARO role should be implemented. The Gympie Aerodrome Commercial Development Plan further
explores management and roles and responsibilities to assist in supporting a safe operation at the
aerodrome.
In response to CASA discussions on safety Council has recently adopted enhanced safety
conditions which include:
 Endorse changes to the rules of use of the Gympie Aerodrome as follows:
- No flights for aircraft between sunset and sunrise (powered and non- powered), 7
days per week;
- Mandatory radio use for ALL aircraft (powered and non-powered) using the
Gympie Aerodrome and the airspace, including that radio calls are to be made
when entering the circuit;
- Adoption of standard circuit patterns for aircraft as agreed with CASA;

- Adoption of a different circuit pattern for gliders as agreed with CASA;
- Users are to remove gliders from the runway as soon as practicable after landing;
- There are to be no low level circuits in the circuit area; and
- No hovering;
 Update the Airservices Australia Aeronautical Information Package En Route Supplement
Australia (AIP ERSA); and
 Notify current users and establish user agreements to reflect these changes.
2.5 EXISTING FACILITIES

The existing aerodrome facilities are shown on Figure C and Figure D at Appendix A.
2.5.1 RUNWAYS
Gympie Aerodrome includes a main runway 14/32 and a secondary runway 03/21. Neither runway
is equipped with lights for night operations. Runway lights have not previously been installed due to
lack of demand and the current operations utilising the facility have not required such infrastructure
to date.
Runway 14/32
Runway 14/32 is a bitumen sealed runway approximately 1,400 m long. However flooding in 2011
caused damage to the southern end of the pavement and as a result is marked at a reduced length
1,300 m approximately to communicate to pilots that south end is unserviceable.
For most of its length the runway is 18 m wide, but the last 185 m of the runway at the northern end
is 30 m wide. This has likely been created to give aircraft room to turn around as they must
backtrack the runway.
Runway 14/32 is contained in a 1,520 m long x 80 m wide runway strip. Some gable markers are in
position to define the runway strip although these are somewhat variable in width which ranges
generally between 80-90m. As an ALA owners are encouraged to provide markings where
extended operations are in place. If provided markings should be carried out in accordance with the
specifications set out in AIP AGA which requires a nominated distance between each marker, set
consistently from the runway centreline and of approved colours. JASKO Airport Services 2017
ALA Compliance Inspection report recommends re-aligning the gable markers on either runway so
that markers are placed a consistent distance from the runway centrelines4.
The orientation of Runway 14/32 is approximately 141°magnetic and slopes from the north to the
south. The first 200 m of the runway at the northern end is relatively flat and then the runway
slopes down to the south with a grade of 1.1% with the last 800 m of the runway sloping at 1.5%.
4 Gympie Aerodrome 2017 ALA Compliance Inspection 3 May 2017 JASKO Airport Services

The overall threshold to threshold slope is 1 per cent that which does not exceed CAAP 92-1(1) the
standards applicable to Gympie Aerodrome.
There is however sight distance issues whereby the northern end of the runway is not visible from
the southern end. This is causing operational safety matters mainly due to aircraft backtracking the
runway for take-off or to taxi back to the hangar area.
Runway 03/21
A secondary grass runway is located at the northern end of the runway and is designated Runway
03/21. The runway strip is approximately 700 m long x 60 m wide. The edge of the runway strip is
defined by white gable markers. The runway itself is not defined by white cones.
2.5.2 TAXIWAY NETWORK
A single taxiway joins the building area at the southern end of Runway 14/32. The taxiway has a
bitumen seal surface 15 m wide and is approximately 120 m long. Hangars are served by grass
taxiways which are not formalised.
2.5.3 TERMINAL AND APRON
A bitumen seal apron, approximately 3,500 m2, is provided for parking itinerant aircraft. An area of
grass, adjacent to the Aero Club building, is also used as a tie-down area for light aircraft.
Discussion with users’ suggest that there are a number of itinerant users which stay for extended
periods of time with no documentation of use nor are there any fees or charges in place to capture
the use.
A small brick terminal building owned by Council, on the eastern side of the apron, provides shelter
and public amenities. The building is open 24 hours is very basic and whilst not inviting to the
public it is clean and well kept.
A bitumen sealed carpark, of approximately 1,000 m2, is located behind the terminal building.
Stakeholders have reported that the parking lot and public amenities/terminal building are used as
informal RV stopovers at times. Council may consider this arrangement not suitable and restrict the
availability of public amenities to curb the public use and pressure on facilities as well as safety of
the airport and its operations.
2.5.4 HANGAR DEVELOPMENT
At the northern end of the aerodrome on the western side of Runway 14/32, the
Gympie Gliding Club operates from three hangars that are used for the storage of
gliders and a club room.
The main hangar development area, at the southern end of the aerodrome and east of Runway
14/32, has some 29 hangar lease sites occupied by a mixture of aviation businesses and private
aircraft owners. Current business operators are discussed in Section 2.4.1.

There is power provided for some hangars and Council recently completed an upgrade to the
power supply so that all sites in the main hangar area have the ability to connect electricity. There
is no reticulated water or sewerage connected to the aerodrome. Toilets are connected to a septic
tank system. A central sewerage facility should be reviewed as to its relevance against the building
regulations. Council should consider the number of hangars that have installed facilities whether
the connection to a sewerage facility is required.
Telephone lines are provided on the site and available to be connected to all hangars at the users
cost.
2.5.5 FUEL
AVGAS is available on request from a bowser north of the apron which was installed and is
operated by the Gympie Aero Club of which there is no lease in place for the site. The current
location impedes areas for itinerant aircraft to manoeuvre and is not ideal for the movement of
aircraft refuelling. Council may consider the re-location of the fuel facility to improve
manoeuvrability on the apron and maximise on itinerant parking spaces as discussed in Section
6.0 of this report. Council may also consider assuming ownership and operation of the facility as a
means of revenue as well as control over the upkeep and regulations of fuel handling (further
discussion in the Gympie Aerodrome Commercial Development Plan 2017).
2.5.6 WIND INDICATORS AND GROUND SIGNALS
Two wind indicators are provided – one at each end of the main runway. Under CAAP 92-1(1) wind
indicators are not required to be provided however, in providing wind indicators and ground signals
they should installed and maintained in accordance with MOS Part 139.
JASKO Airport Services in May 2017 inspected the aerodrome and concluded that the primary
indicator near the intersection of the runways is considered to be flying freely and in good
condition5. However, the wind direction indicator must be locate in the centre of a circle 15m in
diameter, coloured black and bordered either a white perimeter 1.2m wide or by a ring of 15 equally
spaced white markers with a base not less than 0.75m in diameter. Recommendation #7 of JASKO
Airport Services compliance inspection report recommends providing this.
A secondary wind indicator is located near the main taxiway and the wind sock was found to not
rotate at all. As such, Recommendation #8 of the JASKO Airport Services recommends repairing
the sock to fly correctly6.
A signal circle is provided adjacent to the primary wind sock however it is not compliant with MOS
Part 139 Section 8.8: Ground Signals. The Compliance Inspection report found that the circle is not
dark enough and a concreted “double cross” has permanently been displayed within it. This double
cross should only be displayed when glider operations are taking place and not at any other time.

JASKO Airport Services recommends to appropriately define and darken the signal circle and to
remove the concrete double cross and provide one that is capable of being removed when gliders
are not operating7.
Primary and secondary wind direction indicators and ground signals are indicated in the
Development Plan and discussed in Section 6.2 of this report.
2.5.7 ACCESS
The perimeter of the Council land has a standard 1.2 m, post and wire stock proof fence. There are
two entry points. The main building area has a lockable gate to prevent unauthorised
entry. The other entry point allows access to the Gympie Gliding Club on the
western side of the aerodrome and also has a lockable gate.
Wire barriers have been installed by Council to prevent unauthorised vehicle access to the airside
area from the car park however, vehicles, people and occasionally animals/pets are continually
moving airside and should be monitored and delineated to ensure a safe environment.
Neither gate appears to be locked at any time, allowing access without either supervision or the
knowledge of Council or other aviation operations. Clear delineation between aircraft and vehicles
should be in place to minimise the interaction. JASKO Airport Services reinforces that controlling
access of vehicles and persons on to the aerodrome should be implemented. Suitable secure
fencing and gates with access control can assist in limiting unauthorised access by persons,
animals and vehicles from airside operational areas. Additional fencing and gates should be
considered to provide a safe airside area.
Of particular concern is the gliding club entrance that is open to all vehicles to travel airside along
the west side of the main runway. This activity is a continually reported concern for aircraft and is
not conducive to a safe operating environment. The ALA Compliance Inspection report further
highlights to Council the imperative to delineate airside and non-airside movements for safety of
aircraft and people.
In addition to the aerodrome access points, there are multiple entries to the runways from adjoining
landowners. These are not monitored nor provided for by Council. These points include:
 Property on west side next to Gliding Club (SP236873)access via cross runway;
 Cumulus Airpark access in a northerly direction onto cross runway;
 East of the main runway (Lot 13 RP108543) access directly onto Runway 14/32
approximately half way; and
 East adjoining the hangar area Lot 1 RP 120591, accesses the aerodrome across the
vehicle road passing the north side of the Gympie Aero Club.

Access points should be included in future development approvals to ensure necessary
infrastructure is provided which will comply and restrict/monitor access. Access points are further
addressed in Section 6.0 of this report and illustrated on Figure B at Appendix A.

3.0 PLANNING CONTEXT
To inform the Master Plan in identifying existing and future needs for Gympie Aerodrome, this
planning context section provides a comprehensive review and integration of the Gympie region in
relation to, its location, economic and socio-economic platform within the town planning and land
use, zoning and planning controls and the strategic setting within which the Council is set.
The Gympie region is uniquely placed to become one of the linchpins of South East Queensland. It
is predominantly rural, but with a strong and growing regional centre. It is physically and
economically diverse offering attractive lifestyle and business location options while strategically
positioned to provide excellent access to the south east market and linkages between the south
east and the north, north-west and south-west8.
Gympie Aerodrome plays an important role in the recreational and training sectors of aviation. This
is evident through the nature and scale growth of activity which is supported by community
members as evidenced throughout the consultation sessions.
3.1 GEOGRAPHY
The Gympie Region lies within the central coastal section of the south-east Queensland bioregion
and considered one of the richest areas of biological diversity in Australia. The coastal plains and
hills ranges, heathlands, wetlands, forested and rainforests and the Mary River environs make it a
significant ecosystem area.
The Mary River and its tributaries create a diverse topography, particularly the valley and ridges
that define the town centre creating a distinctive setting highlighting many of the town’s pre-war
houses, a distinctive feature of Gympie. The area is subject to flooding and the relatively steep
slopes create planning and development challenges and surrounding productive agricultural land9.
3.2 ADMINISTRATION
The Gympie Regional Council is one of six local government areas within the Wide Bay Burnett
region which encompasses the area from Winfield and Cania Dam in the north, to Blackbutt in the
south, east to Fraser Island and west to Eidsvold and the Auburn River. The region is bounded by
the North Burnett Regional Council area and the Fraser Coast Regional Council area in the north,
the Coral Sea in the east, the Sunshine Coast Council area and the Somerset Regional Council
area in the south, and the South Burnett Regional Council area in the west as illustrated in Figure
2 below.
8 Gympie Regional Council Economic Development Strategy 2014-2019

9 Gympie Regional Council Planning Scheme 2013

Figure 2: Gympie Regional Council and Surrounding Councils
3.3 THE ECONOMY

The Gympie region’s economic base is primarily rural with a strong and growing regional centre
providing linkages to the south east and the north, North West and south west. Its gold rush history,
natural assets and proximity to Brisbane makes Gympie region a tourist destination and marine
industry development attraction.
As a regional centre the city services a large area with products and services, community
infrastructure including education and health combined with processions services that attract local
people as well as people from outside the region. It has the advantage of offering opportunity to
growing regional businesses by offering competitive costs for land, housing, labour as compared to
larger cities coupled with a stable workforce with lifestyle advantages, open spaces and incentives
to relocate or initiate a business.
Strategically the region boasts telecommuting opportunities, high level educational facilities ranging
from prep to University and niche industry clusters such as food processing, equine industry, health
care and social assistance and business international relations.

Gympie Regional Council’s Gross Regional Product is estimated at $1.79 billion, which represents
0.6 per cent of the State’s Gross State Product (GSP). There are in excess of 4,500 businesses
including some major manufacturers including Nestle, Nolan’s Meats, J Smith & Sons, Carter Holt
Harvey and Laminex. Industrial land is available for business establishment and expansion around
the region serviced by major existing transport infrastructure.
Gympie City is a strong regional centre servicing a wide area of rural property with key road, rail
and air routes. The economic hub, 160km north of Brisbane and 40 minutes from the Sunshine
Coast, is surrounded by a number smaller towns and centres. It has a stable and skilled workforce
with the largest industry in the region agriculture, forestry and fishing generating 1,911 local jobs in
the financial year 2014/15. The second largest is Health care and social assistance generating
1,849 jobs. Followed by manufacturing, retail trade and education and training together generating
over half the local jobs in the Gympie region.
There is a growing concentration of large scale and high impact industry around Glanmire
supported by an extension to the north to take advantage of the Bruce Highway by-pass route. Low
impact industrial uses are locating within the Victory Heights Local Development Area Precinct
west of Ascot Road with medium impact industrial uses to the east. Small scale industry
opportunities are located relatively close to the town centre to provide access to more frequent
services. The Kybong area and Toolara Forest are subject to further investigation particularly in
respect the Bruce Highway Upgrade although these areas are likely to accommodate longer–term
industrial growth.
Strategically, linkages throughout the region and beyond strengthen the economic environment and
diversity. The Aerodrome is identified as an enabler of opportunity for expansion of aviation related
uses and land in the vicinity to potentially accommodate aeronautical-based industry and Business
Park or other aerodrome dependent activities. Specifically the Gympie Regional Council Planning
Scheme Version 1.2 identifies:
The Aerodrome Precinct facilitates opportunities for the expansion of aviation related uses,
adjacent to the Gympie Aerodrome at Kybong and that strategically land in the vicinity of the
Gympie Aerodrome is investigated as a potential centre for aeronautical-based industry and
Business Park or other aerodrome dependent activities.
3.4 POLICY CONTEXT

The Planning Act 2016 sets the regulatory matters, statutory instruments and process rules. It
covers how local planning instruments are created and the relationships within. The planning
instruments that set out policies for planning or development assessment is the State planning
instrument including the State planning policy and regional plans and the local planning instrument
made by local governments including a planning scheme, Temporary Local Planning Instrument or
a planning scheme policy. The Planning Act 2016 is the overarching framework for Queensland’s
planning and development system. The State Planning Regulatory Provisions are statutory
instruments that regulate development and can apply to all or part of the state. The State Planning

Policy (SPP) is a single whole-of government document that comprehensively expresses the
state’s interest in land use planning and development. Regional Plans, providing the strategic
direction for the region, and planning schemes, a local government’s plan for the future direction of
its area, sit under the SPP.
3.4.1 QUEENSLAND STATE PLANNNG POLICY 2016
The State Planning Policy 2016 (SPP) operates as part of Queensland’s broader planning and
development assessment system and is underpinned by the following interdependent principles:
 Delivery of outcomes;
 Integrated planning at a local level;
 Efficient determination of appropriate development;
 Positive responses to change; and
 Transparent and accountable plans.
The SPP is an effective land use planning system that advances the social, economic and
environmental needs of Queenslanders producing a liveable, sustainable and prosperous state. It
focusses on Infrastructure, liveable communities and housing, economic growth, environment and
heritage and safety and resilience to hazards.
Planning for infrastructure includes strategic airports and aviation facilities and the recognition they
play a key role in facilitating economic growth in Queensland. Strategic airports and aviation
facilities are essential elements of the national and state air transport network and the national
defence system. The SPP seeks to ensure development does not impact on the safe and efficient
operation of these facilities and will support continued growth of the state’s economy, regional
communities and national defence. While the SPP does not include Gympie Aerodrome as a
strategic airport it does provide the underpinnings for all local government areas to appropriately
protect the operations and facilities to enable the growth and development of Queensland’s
aviation industry.
3.4.2 GYMPIE REGIONAL COUNCIL PLANNING SCHEME 2013
The Gympie Regional Council Planning Scheme 2013 (the Planning Scheme) sets out the
Council’s intention for future development over the next 20 years. The Planning Scheme is
comprised of a strategic framework. Priority infrastructure plans, zones, overlays, codes and policy.
The Aerodrome Precinct is identified in the strategic vision for the Planning Scheme as providing
for the strength to its regional economy, career-based employment for current and future
generations. The six strategic visions are:
 An enviable lifestyle and strong, well-managed population growth;
 Investments in infrastructure that match the strong population growth in the Regions;
 Greater strength and diversity of economy;

 Adequate community facilities and services that meet the needs of a growing and divers
population;
 Well-managed and protected environmental reserves and natural assets; and
 Well-managed and valued heritage assets.
Zones are used to organise the Planning Scheme areas in a way that facilitates the location of
preferred or acceptable land uses. Assessment criteria and precinct provisions are contained in a
zone code. A zone code identifies the purpose, overall outcomes, performance outcomes and
acceptable outcomes to achieve the purpose of that zone. The Aerodrome Precinct is within the
Community Purposes Zone and the Rural Zone.
Air Services is defined in the Planning Scheme as a premises used for arrival and departure of
aircraft, housing services, refuelling, maintenance and repair of aircraft and the assembly and
dispersal of passengers or goods on or from an aircraft, any ancillary activities directly serving the
needs of passengers and visitors to the use, associated training and education facilities and
aviation facilities. Examples include airport, airstrip, helipad, public or private airfield (Table
SC1.1.2 Use Definitions).
Community Purpose Zone Code
The Community Purposes Zone provides for community related activities and facilities whether
under public or private ownership. The local government’s purpose is to retain and reserve
appropriate land throughout the region to accommodate the identified and specific functions
essential for the wellbeing of the community while providing for the location of public infrastructure
services and facilities.
To achieve the purpose of this code overall the Council seeks viable uses, the existing community
and development is supported and managed for growth. Specifically,
The Aerodrome Precinct is maintained for the exclusive use of air services and industries or
businesses with a direct association with the provision of air service.
Performance outcome states that in the Aerodrome Precinct, development is for aviation related
activities only (Section 1 PO1 (b)) and development is resilient to flood events by ensuring design
and built form account for the potential risks of flooding (Section 3 PO5).
Rural Zone Code
The purpose of this zone is to provide for a range of rural uses including cropping, intensive
horticulture, intensive animal industries, animal husbandry, animal keeping and other primary
production activities. It also provides for non-rural uses that are compatible with agriculture, the
environment and the landscape character of the rural area without compromising the long-term use
of the land for rural purposes and finally to protect or manage significant natural features,
resources and processes including capacity for primary production.

The zone is to support the economic viability of a broad range of existing and new agricultural and
pastoral land uses, complemented by non-rural uses that are intrinsically linked to rural activities.
Development is to be consistent with the rural character amenity and the natural values of the area.
It does this through establishing a range of rural pursuits is facilitated, including cropping,
intensive horticulture, intensive animal industries, animal husbandry and animal keeping and other
compatible primary production uses. Aviation related land uses including residential air parks are
supported in the Aerodrome Precinct
3.4.3 GYMPIE REGIONAL COUNCIL
The Gympie Regional Council Corporate Plan 2017-2022 highlights the Council’s priority goals,
strategies and outcomes to guide Gympie into the future. This plan is the strategic tool to respond
to community need and expectations through themes of infrastructure, community, economy,
environment and organisation. The Aerodrome is identified as strategic to the economy with the
action of implementing an Airport Master Plan and as such the Economic strategy is identified as
one of Council’s top five priorities.
Economic Development Strategy 2014 – 2019
The Economic Development Strategy defines a vision for the region to assist in local decision
making to progress to the agreed outcome to economically position the region. Four strategic
initiatives for the future include:
 Advocacy and Leadership;
 Positioning the Region;
 Enabling Infrastructure; and
 Industry Development and Attraction.
These levers enable a stronger more diversified economy for the region. While the Aerodrome
Precinct is not specifically identified in the strategy its foundations are underpinned through
enabling infrastructure and industry development and attraction.
3.4.4 PREVIOUS AERODROME PLANS
Gympie Aerodrome Management Plan July 2007
Gympie Aerodrome Management Plan was prepared by Airports Plus Pty Ltd for Cooloola Shire
Council in 2007. An assessment of the infrastructure found that the Aerodrome complied with the
minimum standards for an ALA available only for day time operations. A number of
recommendations to improve the safety of the operations at the Aerodrome were recommended
following stakeholder consultation. These included Runway 14/23 markings and strip width,
surrounding vegetation, adjustment to markings of the wind direction indicator and signal area to
improve sight from air, an OLS survey be conducted, vehicle access and separation of vehicles
airside, and road access to the Gliding Club.

Ownership options were discussed as to the sale of the site, lease to a private organisation and
lease of the aerodrome to an individual. Assuming a Council operated aerodrome strategic
direction was formed around key operational matters particularly in light of the significant
development of hangars on site. These matters include a building line of development, movement
area development, building zones (1. Code A aircraft hangar/storage, 2. Commercial aviation
business area, 3. Code B aircraft and helicopter area, and 4. Future Aero Club and terminal area)
and access from surrounding land is outlined. The Management Plan included an indicative
operation cost plan over five years and concluded that fundamental to the future of the Aerodrome
was Councils decision on ownership and operational management particularly in light of the volume
of traffic and safety of users
Gympie Aerodrome Environs Planning Study - Development preferred in the vicinity of the
Gympie Aerodrome 24 April 2008
Insite Strategies Pty Ltd were commissioned by Cooloola Shire Council to determine appropriate
and compatible land uses and planning scheme provisions for land surrounding the Gympie
Aerodrome in 2008. Surrounding pressures such as significant investment in aviation infrastructure
throughout Hervey Bay, Maryborough, Bundaberg, Sunshine Coast, constrained land and good
weather have seen a rise in development at Gympie Aerodrome. Matters identified as
development constraints include access agreements with private surrounding land owners,
flooding, lack of reticulated water and sewerage services and low standard of road construction,
market conditions and the need for staging to manage risk, potential impact on visual and
environmental amenity (noise) and rural character. Development opportunities were outlined as it is
not a security controlled airport, it is within uncontrolled airspace and the air traffic is relatively low
and it is adjacent to the Bruce Highway. Three options were presented for development
opportunities with one preferred option of relatively modest form and intensity of site development.
The report concluded that suitable developable land is on the east and west side of the main
runway that which is in private ownership.
Gympie Aerodrome Economic Impact Assessment and Cost Benefit Analysis June 2013
AEC Group were commissioned by the Gympie Regional Council in 2013 to undertake a review of
the Gympie Aerodrome operations to determine the economic impact identify costs and benefits of
the Aerodrome to the regional economy and consider associated costs and benefits of other
options for the site. The purpose of this review was to assist in decision making by Council
regarding the future operation of the Aerodrome. The assessment considered three options:
Option A: Business as usual with Council as the operator in its current form;
Option B: Council leases to a private operator that ensure the continued operation; and
Option C: Council sells the Aerodrome site as either rezoned land for other use or as an
aerodrome.

Assessment outcomes show that Option C (sale of the land rezoned) presented the lowest risk the
best solution financially for the Council. However, Option B (operational management divestment)
was the preferred option as it provided the greatest net benefit across all stakeholders including
council presenting the greatest benefit in a Gross Industry Value Add, NPV and Benefit Cost Ratio
although the difference between Option B and C can be considered marginal in overall terms.
3.5 REGULATORY CONTEXT

3.5.1 AVIATION SAFETY
The Civil Aviation safety Authority (CASA) is the independent statutory authority that conducts the
safety regulation of civil air operations in Australia. The Civil Aviation Regulations 1988 and the
Civil Aviation Safety Regulations 1998, made under authority of the Civil Aviation Act 1988, provide
for general regulatory controls for the safety of air navigation.
Civil Aviation Act 1988
Although the Act does not have any sections directly related to aerodromes, it does form the basis
of the regulations and CASA’s role in enforcing regulations. Under Section 3 of the Act, an
aerodrome is defined as an area authorised by the regulations for use as an aerodrome.
Civil Aviation Regulations 1988 (CARs)
The CASRs are gradually being replaced by the Civil Aviation safety Regulations 1998. Until they
are completely replaced, aerodrome operators’ need to adhere to both sets of regulations. The
CARs are supported by a number of other documents, including:
 Civil Aviation Orders (CAOs);
 Civil Aviation Advisory Publications (CAAPs); and
 Rules and Practices for Aerodromes (RPA) (which are now superseded by the Manual of
Standards per below).
Civil Aviation Safety Regulations 1998 (CASRs)
The CASRs are divided into a number of parts addressing matters such as regulatory
administrative procedures, aircraft certification and airworthiness, aircraft standards in a variety of
categories such as; engines, balloons, aeroplanes and rotorcraft; registration and identification of
aircraft, training and licensing, flight rules an aircraft operations (whether for air transport, aerial
work, recreational or aerobatic activities). Specifically to aerodrome operators, CASR Part 139
Aerodromes prescribes the requirements for aerodromes used in air transport operations.
Manual of Standards (MOS)
Manuals of Standards are CASA policy documents which provide the specifications (standards and
procedures) for the minimum requirements which are deemed to satisfy obligations under the
relevant CASRs. In particular relation to aerodromes used for air transport operations, the Manual
of Standards Part 139 Aerodromes (CASA MOS Part 139) sets out the relevant standards for

matters such as physical aerodrome characteristics, visual aids, obstacle limitation, publication of
aerodrome information, management systems, inspections and reporting.
Advisory Circulars (AC)
An AC is intended to provide recommendations and guidance to illustrate a means, but not
necessarily the only means, of complying with the CASRs. ACs’ are explanatory notes and are not
mandatory. They are used to guide decision making and are continually developed in consultation
with the aviation industry as best practice evolves.
Civil Aviation Advisory Publications (CAAPs)
CAAPs provide guidance and information in a designated subject area, or show a method
acceptable to CASA for complying with related CAR. Although the CAAPs relate to the CARs, with
the CASRs 1998 being supported instead by ACs, there are CAAPs in particular that continue to
have relevance to operations at aerodromes.
Although the regulatory framework outlined above covers the operation of both fixed wing and
rotary wing aircraft, they do so in slightly different ways and hence each is discussed separately
below.
Fixed-Wing Operations
CASA MOS Part 139 is made pursuant to the CASRs Part 139, which sets out the regulatory
regime for aerodromes used by aeroplanes conducting air transport operations. CASA MOS Part
139 sets out the standards and operating procedures for certified, registered aerodromes and other
aerodromes used in air transport operations.
Gympie Aerodrome is currently not certified or registered under the CASRs Part 139, nor is there
any requirement for it to be in terms of the types of operations conducted at present. Gympie
Aerodrome is classified as an Aeroplane Landing Area (ALA) and as such the facilities are not
subject to the jurisdiction of CASA, which only audits aerodromes that are registered or certified
under CASRs Part 139.
Therefore, the existing aerodrome infrastructure and facilities are not currently required to meet the
standards defined in CASA MOS Part 139, nor is any responsibility bestowed on the Council as the
owner of the aerodrome to ensure the facilities are operated in accordance with the CASRs Part
139. Rather, the onus is on the individual aircraft operators to satisfy themselves that it is safe to
operate at the aerodrome in accordance with Civil Aviation Regulation (CAR) 92(2).
CASA publishes guidance for aircraft operators to assist them in meeting their responsibilities for
safe operations of an ALA (or any other potential take-off or landing site) under CAR 92(2). The
most recent version of this guidance is provided within Civil Aviation Advisory Publication (CAAP)
92-2(1) Guidelines for the Establishment and Operation of Aeroplane Landing Areas, last updated
in 1992.

This situation is distinct from ‘licensed’ aerodromes which are registered or certified under the
CASRs Part 139. Those regulations impose obligations on the appointed aerodrome operator to
maintain aerodrome facilities to minimum standards.
Rotary-Wing Operations
CASA currently does provide regulatory standards for Helicopter Landing Sites (HLS), whether
these are on aerodromes or elsewhere such as hospital helipads or remote bush locations. Similar
to the regulatory situation with respect to ALAs, the onus is on the pilot in command to assess all
conditions relating to the safety of helicopter operations, including the physical condition and
characteristics of the landing site, in order to comply with helicopter operators’ responsibilities
under the CARs and CASRs.
CASA has published CAAP 92-2 Guidelines for the establishment and operation of onshore HLS to
assist in this evaluation. The latest version of this document, CAAP 92-2(2) was finalised in
February 2014. In the preamble to CAAP 92-2(2) CASA signals that the document has been written
to assist in the transition to future operational parts of the Civil Aviation Safety Regulations relating
to helicopter operations which are currently being drafted. These include more stringent
requirements on certain operations which involve the carriage of passengers, including
aeromedical patient transfer. The inference is that adherence to the guidance within CAAP 92-2(2)
will enable aerodrome operators to ensure facilities for helicopters on aerodromes are:
 Compliant with any future requirements of the CASRs Part 139 or equivalent document in
relation to helicopter facilities on aerodromes; and
 Adequate to enable helicopter operators to comply with future requirements on their
operations as a result of pending changes to other parts of the CASRs.
Licensed Aerodrome Requirements and CASR Part 139 PIR
Currently, aerodromes which serve air transport operations by aeroplanes with greater than 30
seats must be certified or registered under the CASRs Part 139. Gympie Aerodrome currently does
not require registration, nor would it unless there was a requirement to introduce published
instrument approach procedures.
However, pursuant to CASR Part 139, operators of unlicensed aerodromes may apply to have their
aerodromes registered by CASA. A registered aerodrome will have aerodrome information
published in ERSA, and changes to aerodrome information or conditions affecting aircraft
operations can be notified through the NOTAM system.
CASA is currently conducting a comprehensive review of the CASRs Part 139. This is in
recognition of a number of issues which have been identified with the CASRs post-implementation,
including the fact that aerodrome operators and the wider aviation industry are currently
experiencing unnecessary cost and operating impacts resulting from, amongst other things,
complexities with understanding the three types of aerodrome categorisation under CASR Part 139
as well as Aeroplane Landing Areas and Helicopter Landing Sites which are unregulated.

This may result in the introduction of a greater range of licensing categories, or of a more
graduated system, which allows aerodrome operators to more closely link the licensing
requirements’ imposed to the types of operations conducted. The review may also result in
amendments to standards or the inclusion of other acceptable means of compliance.
Any amendments will be developed in close consultation with industry and issued in draft form for
public comment. Timing of the legislation and any transition period will be subject to other
Commonwealth legislative drafting and implementation priorities.
For the purposes of this Master Plan, facilities should be planned based on the current regulatory
framework, with due cogniscence of the possibility that change may occur over time.
3.5.2 AVIATION SECURITY
CASA MOS Part 139 provides several standards and procedures for Aerodrome Operators in
relation to the security of aerodrome facilities including, for example, aviation safety relating to the
prevention of inadvertent entry of animals and people to the movement area. Whilst clearly related
to the security of aircraft operations, the term ‘aviation security’ is generally more concerned with
unlawful interference with aircraft whether on the ground or in flight. The regulatory framework in
this respect is provided by the Office of Transport Security (OTS) within the Commonwealth
Department of Infrastructure and Regional Development.
OTS is the Australian Government’s preventive security regulator for the aviation sector and is the
primary adviser on transport security. The Aviation Security Branch provides policy advice to the
Australian Government on aviation security sets standards for aviation security measures, and
tests, monitors and evaluates compliance consistent with the Aviation Transport Security Act 2004
(Cth) and the Aviation Transport Security Regulations 2005 (Cth).
The Act establishes a regulatory framework to safeguard against unlawful interference with
aviation. To achieve this purpose, the Act establishes minimum security requirements for civil
aviation in Australia by imposing obligations on airport operators. Existing and future facilities must
comply with a Transport Security Program (TSP) as required by the Regulations.
The Act defines those aviation industry participants required to have a transport security program,
which include:
 An operator of a security controlled airport; and
 An operator of a prescribed air service.
Currently Gympie Aerodrome is not a security controlled airport and an airport operator’s TSP is
not required. Individual aircraft operators of air services may need to implement their own TSP.
The need for an airport operator to implement a TSP at Gympie Aerodrome will be dependent on
the nature of future use and aircraft operations. The Regulations prescribe different categories of
security controlled airports. There are seven categories of security controlled aerodromes that are
determined by the aircraft maximum take-off weight and number of departing revenue passengers.

Future TSP requirements applicable to Gympie Aerodrome will need to be established by the
airport operator through a risk assessment process having regard to the applicable airport
category. Common requirements include establishing airside and landside areas, security restricted
areas and special event zones. Other issues include considering the triggers for the screening of
passengers and checked baggage for existing and future air transport services operating at
Gympie. Based on the currently regulatory requirements it is highly unlikely that future passenger
services of the scale likely at Gympie would require passenger or baggage screening. However, as
with all regulatory responses, this is subject to change in response to the future security landscape
and perceived levels of threat.
3.6 ENVIRONMENT AND HERITAGE PROTECTION

A review of national, state and local significance was undertaken with relevant parts discussed
below.
Environment Protection and Biodiversity Conservation Act 1999
The Environment Protection and Biodiversity Conservation Act 1999 (EPBC Act) is the Australian
Government’s central piece of environmental legislation. It provides a legal framework to protect
and manage nationally and internationally important flora, fauna, ecological communities and
heritage places, which are collectively defined in the EPBC Act as matters of national
environmental significance (MNES). These include World Heritage properties, National Heritage
properties, wetlands of international importance, nationally threatened species and ecological
communities, migratory species and Commonwealth marine areas.
Using the protected matters search tool the Gympie Aerodrome Precinct does not have any MNES
or other matters protected by the EPBC Act.
Aboriginal Cultural Heritage Act 2003
The Aboriginal Cultural Heritage Act 2003 is the Queensland’s recognition, protection and
conservation of Aboriginal cultural heritage. It identifies aboriginal cultural heritage as anything that
is a significant Aboriginal area or object in Queensland and evidence of archaeological or historic
significance of Aboriginal occupation of an area. It provides for the protection of Aboriginal cultural
heritage, collection and management of information, study guidelines, recordings and cultural
heritage management plans.
Torres Strait Islander Cultural Heritage Act 2003
The Torres Strait Islander Cultural Heritage Act 2003 is to make provision through effective
recognition, protection and conservation for Torres Strait Islander cultural heritage. The Act covers
ownership, custodianship and possession, protection, native title parties, Torres Strait Islander
parties and Torres Strait Islander Cultural Heritage bodies, the collection and management of
information as well as cultural heritage management plans.

Queensland State Planning Policy
The SPP identifies state interests under five themes one of which is environment and heritage
addressing biodiversity, coastal environment, cultural heritage and water quality. The SPP
Interactive Mapping System takes into account state interests listed under the SPP reflecting the
latest information and relevant government policy and legislation. The tool lists matters of state
environmental significance (MSES).
A review of the local, Regional and SPP planning documents and using the mapping tool indicates
the following for the Gympie Aerodrome Precinct:
 Biodiversity – there are two regulated vegetation (intersecting a watercourse) running north
south through the Aerodrome Precinct. The Mary River that is adjacent the northern
boundary of the precinct is listed as MSES for high ecological value waters (watercourse
and wetlands).
 Coastal Environment – there are no coast management districts in the Aerodrome
Precinct.
 Cultural Heritage – there are no development assessment (DA) requirements for this State
Interest.
 Water Quality – the Aerodrome Precinct is in the Climatic regions for stormwater
management design objectives.

4.0 STAKEHOLDER CONSULTATION
REHBEIN Airport Consulting conducted stakeholder consultation sessions in cooperation and

under the guidance of Gympie Regional Council.
4.1 CONSULTATION PROCESS

The Master Plan has been prepared in close consultation with key stakeholders representing the
aerodrome community, Council, and surrounding landowners through:
 An inception visit with Council staff;
 An initial stakeholder engagement session, undertaken on site for preliminary ideas
gathering through semi-structure group and one-on-one discussions;
 A site inspection; and
 A listening post session for stakeholder and user consultation on the draft Vision and
Direction and Preliminary Aerodrome Plans.
4.1.1 STAKEHOLDER SESSIONS
Stakeholder sessions were held on the 15th and 16th of September 2016 at the Gympie Regional
Council office and the Gympie Aero Club at the aerodrome. Council invited all tenants and adjacent
land owners in two sessions, a group semi structured discussion and one-on-one sessions. The
Council discussion was attended by one Council staff, the CEO and two councillors. The adjacent
landowners’ session was attended by ten landowners. The tenants’ session was well attended with
19 airport tenants/users. The one-on-one sessions were held in 15 minute intervals completing 11
sessions. In addition to the sessions five written statements were submitted in absence/addition of
attending sessions.
A listening post was held on the draft Preliminary Plans and vision and directions on 20 March
2017. Council Feedback has been provided throughout and since the sessions have taken place
both internal and external to Council.
4.2 FEEDBACK SUMMARY

All issues and stakeholder expectations during the consultation were thoroughly established to
inform the Master Plan. Overwhelmingly, stakeholders spoke to their objection to helicopter training
at the aerodrome. Becker Helicopters, specifically, was repeatedly raised across all stakeholder
groups as not wanted at the Gympie Aerodrome. Stakeholders were concerned with the incessant
activity, non-compliance with the local rules such as time of day, remaining at the south end of the
airport and consideration of other activities and residents in the area. Discussion was largely
focussed on concerns with the safety of mix of operational activities, particularly helicopter training
and how it interacts with recreational aircraft, training and private fliers coupled with lack of
communication between aircraft and line of sight from end to end on the main runway. Following

concerns with helicopters and the mix of activity was the infrastructure requirements that could
improve safety of operations by separating aircraft movements such as a parallel taxiway to
address line of sight issues and backtracking which at times causes traffic congestion.
Generally, the aviation community that is tenants, community members’ and adjoining landowners
are satisfied with the aerodrome and its current status. Members are operating successful
businesses and generally pleased with Council’s involvement and progress. However, a number of
key themes emerged from the stakeholder consultation identified below.
Theme: Noise
 14 of the 21 submissions received from the draft Preliminary Plans have requested Council
put a ban on helicopter flight training particularly noting Becker Helicopters.
 Helicopter activity from surrounding land owners is a major concern. The majority of
surrounding private land owners and other users of fixed and glider pilots do not want any
helicopter training using the site. This was discussed largely in relation to Becker
Helicopters.
 Concern over livestock, amenity, noise, hours of operation, night training, flashing lights,
hovering over/close to houses. Statements were made that up to eight helicopters
practicing circuits one after the other is not uncommon. Comments were put forward that
this activity devalues surrounding land, and that it is impacting on the health and well-being
of residents due to incessant noise.
 While a parallel taxiway was understood to improve aircraft manoeuvring on the
aerodrome, Airpark residents expressed concern that it may impact on noise to the Airpark
as aircraft will be taxiing closer to the Airpark residents.
Theme: Gympie Aerodrome Management
 Stakeholders are seeking certainty that Council will remain owner/operator of the
aerodrome.
 A suggestion of regular operators meetings that tenants and community members can
participate in in order to improved management and communication flow to and from
Council.
 Surrounding private land (particularly Airpark, and properties on the east side of the
aerodrome boundary) want access agreements in place for certainty of access as they
progress their own developments.
 Stakeholders raised the importance of a community management statement.
 Fees fairly applied to all users of the aerodrome. Leaseholders pay lease fees, airpark
residents pay rates, users should also pay fees to contribute to the upkeep and
maintenance of the aerodrome. Fees should be fair and reasonable (to not discourage
weekend flyers) distributed equitably across all users. Agree with user pay. Suggestion of
landing fees and access fees to capture non-leaseholders/itinerant users.

 Concern over costs associated with proposed preliminary plans (particularly taxiway)
stakeholder would like to see, how will it be funded and how much increase in traffic will
result.
Theme: Gympie Aerodrome Operations
 Stakeholders expressed concerns about the mix of aviation operations (gliders,
recreational flight training, helicopter training, airpark and itinerant users) at the aerodrome
for safety reasons.
 Glider operations involve winch towing and cable release which some stakeholders
expressed as a safety concern to other aircraft.
 Not all aircraft operators are using the radio use particularly gliders and training aircraft
which is participating in incidents such as near misses and aircraft veering off the runway.
 The gliding club raised contra-circuits to separate gliding traffic from powered aircraft.
 Helicopter training could have a dedicated area for hovering and limited times of training.
Possibly a helicopter landing site in addition to helicopter training pads.
 It was raised that there are four helicopter operators interested in the aerodrome,
stakeholders want plans to address an HLS and parking areas.
 Vehicles and people are regularly moving airside causing an unsafe environment for
aircraft. Specifically the current access to the gliding club has no control and
vehicles/general public can drive up the west side of the runway while aircraft and gliders
are in operations.
 Some stakeholders believe it is not possible for all aviation activities to coexisting in a safe
and cooperative environment – reiterating that helicopter training is the issue.
Theme: Gympie Aerodrome Infrastructure
 Drainage was raised specifically at the south end of the main runway either side of the
runway end and around hangar W.
 Flooding occurs in the southern area of airport, should it be raised residents raised
concern over where the water will go and flooding of neighbouring properties.
 Access road on the west side of the aerodrome to access the Gliding club must be
addressed. Currently, club members drive up the west side of the runway within the airside
area.
 Main apron area needs improved aircraft parking and movement areas particularly as
aircraft movement are increasing.
 Concern was raised about the viability of additional hangars from previous planning as to
regulation distances in front of the existing row of hangars. Additional hangars are seen as
needed.

 Currently aircraft backtrack on the main runway as there is no separate taxiway access
which has a significant blind spot from the end to end due to the rise in the runway middle.
A parallel taxiway was suggested for safety.
 A parallel taxiway would allow controlled and compliant access points to surrounding
privately owned land who are developing their land based on aerodrome access.
 Aero Club wants to build an outside shade area south of clubhouse with a fixed roof and
an additional hangar to the north. With development on the proposed extended site it may
block of access to the opposite private block.
 Long term aircraft parking – currently installed 100 m galvanised cable and permanent
anchors on the flood plain can be recycled to proposed itinerant and long term aircraft
parking. Aero Club was hoping to lease long term aircraft tie down spots that are currently
in the flood plain.
 Aero Club is willing to review its fuel location and possible re-location at Council’s cost.
Club currently negotiating with fuel wholesalers to assist in better service (Avgas/Avtur).
 Night lights on the main runway were raised by training organisations as beneficial to their
business.
 Instrument systems such as RNAV GNSS, NDB were raised as beneficial to training and
an asset to the aerodrome in general for itinerant aircraft.
 Gliding club wants a strip the full length of the main runway to winch launch.
 No need for ‘Possible future airside’ as indicated in Preliminary Plans. This area could be
used for gliding club access.
 Terminal building needs upgrading as it is the entrance and face to the aerodrome and the
region.

5.0 STRATEGIC DIRECTION
To provide strategic guidance and to commence the identification of possible opportunities and
demand for aeronautical and non-aeronautical-related services and development at the Gympie
Aerodrome a detailed analysis of the aerodrome’s strengths, weaknesses opportunities and threats
(SWOT) was conducted.
5.1 SWOT ANALYSIS

Key input into this analysis is information gained during the initial stakeholder consultation, site
visit, and review of existing information. This is a critical step in defining future aviation activity, as
well as potential compatible aviation and non-aviation related commercial development around
which the Master Plan is based and complements the views of other stakeholders.
 What works well at Gympie Aerodrome?

Strengths
INTERNAL
 What is good about Gympie Aerodrome?
 What is the main challenge at Gympie Aerodrome?

Weaknesses
 What are the issues with operating/basing at Gympie Aerodrome?
 What are Gympie Aerodrome’s prospects?

Opportunities  What could help improve Gympie Aerodrome?
EXTERNAL
 What is hindering Gympie Aerodrome from developing?

Threats  What is Gympie Aerodrome’s known threats of risk that may affect the
aerodrome’s future?
The aim of the SWOT analysis is to provide a foundation on which to assess future opportunities
and demand to feed into the forward Master Planning process. As a critical step in defining future
aviation activity, as well as potential compatible aviation and non-aviation related commercial
development, the SWOT analysis contributed to development of a Strategic Direction Statement
and principles for the Master Plan. The key points identified during the SWOT analysis are
indicated in Figure 3 below.

Figure 3: SWOT Analysis
STRENGTHS WEAKNESSES
 Close proximity to Gympie and with Sunshine Coast  Safety risk increases with more aircraft activity and the
and Brisbane diverse mix of operations
 Gympie is a non-controlled Common Traffic  No definition of airside/landside results in safety risk
Advisory Frequency (CTAF) that allows aircraft to to airport users
join the circuit and train  Surrounding freehold land makes it difficult to
 Town services, including accommodation, food, manage development and regulatory obligations
emergency services, houses, schools, health care  No public transport to Gympie town or aerodrome
 Low operation and maintenance costs for low level  Main runway not lit which is restrictive to night training
of services, including no runway lights maintenance and night use
 Cheaper to operate businesses as compared to  No fees/charges to contribute to cost of maintenance
surrounding airports such as Sunshine Coast
 Aerodrome Landing Area with pilots responsibility for
 Recognised by Council as an important asset that safety
needs to be maintained for the community
 Commercial opportunities due to limited plane size
 Supportive business environment capacity and passenger numbers
 Development space for additional hangars  Limited infrastructure and facilities into the future
 Utility services available and improvements require user pay model
 Increase number of aircraft movements assisting in  Potential noise impact through increase activity on
increasing revenue surrounding residents – Airpark
Surrounding freehold land adjacent to runway limits
expansion capacity
OPPORTUNITIES THREATS
 Population growth leading to more aviation activity  Infrastructure costs for improvements such as
 Space for additional development hangars and taxiway, draining works, apron areas
parking area on apron  Community resistance to increase aerodrome
 Security fencing to delineate landside/airside activity particularly helicopter opportunities
boundaries to increase safety and enable higher use  Increasing costs to operate aerodrome and requiring
of aerodrome more regulation
 User pay to contribute to infrastructure improvements  Development constraints such as hangar area
 More jobs with aerodrome business growth available
 Economic development potential from more  Land use pressures surrounding freehold land limits
commercial facilities for Gympie Aerodrome aerodrome management capability and access fees
 New aerodrome tourism products, including

museum and café
 Registering Gympie Aerodrome to enable larger
aircraft
 Master Plan to guide aerodrome development
 Infrastructure to lead development including roads,
power and communications

5.2 OPERATIONAL CONSTRAINTS
Aerodrome Registration
Operational and management requirements associated with obtaining registered status will impose
a requirement to appoint an aerodrome manager. Conversely, risks associated with increased use
of the aerodrome may not be adequately addressed through continuation of the current ALA status
whereby individual aircraft operators hold responsibility for the safety of their own operations.
The costs of upgrading facilities to ensure compliance with the requirements for registered
aerodromes are also likely to be significant. Obtaining funding to ensure these can occur at an
appropriately early point in the development of the Aerodrome will be a critical success factor.
Aircraft Noise
The Gympie Aerodrome Precinct includes adjacent landholders living on rural lots. In addition to
land use compatibility considerations with respect to current zoning, there is potential for
community members to be affected by aircraft noise with increased aviation activity. Council is
already receiving complaints about noise in particular helicopter noise that are training, hovering
and operating at night.
5.3 DEVELOPMENT CONSTRAINTS

Aerodrome Standards
The practicality of complying with aerodrome standards for the physical characteristics of
aerodrome movement area facilities will be dependent on achieving the suitable balance between
airside and landside development which represents a viable precinct. This may
limit the size of aircraft which it is possible to accommodate, or the number of development lots
which may be accommodated.
Air Infrastructure
Gympie Aerodrome to accommodate an increase in activity as well as the existing mix of general
aviation activities will require additional infrastructure such as taxiway, improved communication,
apron parking and manoeuvrability as well as road access outside of the airside areas to
accommodate additional activity. Drainage is a key component to addressing infrastructure and
accommodating additional development area.
The cost and feasibility of infrastructure provision will determine viable staging and potentially the
ultimate extent of development to ensure development costs can be aligned with economic return.
Surrounding Land
Gympie Aerodrome is constrained by the lack of land surrounding the Council owned land which
includes the runways and the hangar area. All surrounding properties are in private ownership.
Several of the surrounding freehold land owners intend on developing their land for aviation
purposes with airport access as the distinguishing feature.

5.4 GENERAL AVIATION TRENDS AND OPPORTUNITIES
There are a number of broad trends in the aviation industry nationally and globally which can be
expected to influence the range of opportunities available for aviation businesses at Gympie
Aerodrome. The key trends considered most relevant to Gympie Aerodrome are outlined in the
following sub-sections.
5.4.1 GLOBAL AND NATIONAL TRENDS
Aircraft Maintenance
With growth in the airline/training fleet airplane reliability will improve and maintenance check
intervals will lengthen however the global need for technicians will remain strong. Despite trends for
this activity to be undertaken outside Australia, the country retains a strong presence in the MRO
sector.
A number of regional ports have been successful in establishing and expanding maintenance
facilities to serve regional aircraft markets, including the Regional Express maintenance facility and
Wagga Wagga and QantasLink engineering base at Tamworth. However, these locations benefit
from being on the network of the respective airlines and so ferry costs and down-time are
minimised. Efficiency is the key to remaining competitive with offshore providers where labour
costs may be substantially lower than in Australia.
Residential Airparks
Airparks provide direct access to airfields and runways alongside residential dwellings. The
demand for hangar accommodation combined with residence is becoming increasingly popular in
Australia and can, in general, be considered an important growth sector. There are however a
number of factors which contribute to the success or otherwise of an airpark development,
including resident demographics, facilities and safety standards.
There are several successful airparks within Australia and these include the Whitsunday Aviation
Village Estate, Gatton Airpark in Queensland, Yarrawonga in Victoria and Temora in New South
Wales. The Whitsunday Aviation Village Estate and Temora Park incorporate residential and
commercial precincts. The Gatton Airpark is residential only; however, the residents own the
airpark.
Airparks appeal to a certain demographic, which generally include: aviation enthusiasts, charter
businesses and holiday-makers. Key motivations for choosing to live in an airpark include:
 Sharing a common interest with like-minded people;
 A ready availability of aviation infrastructure;
 The high level of security and convenience provided; and

 Airport-related amenity issues, such as potential noise from aircraft, are understood and
are expected by residents.
According to a study of airparks in the USA, the estates generally consist of people, aged over 50
who are semi-retired professionals, with significant assets and moderate to high disposable
income. They also have time available to fly and maintain their own aircraft. This selective
demographic may also be attracted to the investment potential of airparks because there are few
parks and property values within them are high, relative to similar property. No such studies are
available in relation to Australian airparks, although there is no reason to suggest the findings
would be different.
At a minimum, airparks must adhere to the relevant Civil Aviation Safety Authority (CASA)
guidelines in relation to infrastructure, technical support and resident-use amenity. However, there
is no requirement for airparks to be licensed – indeed this may well be perceived as an advantage
by many residents due to the increased regulatory requirements associated with managing safety
and security risks at aerodromes under CASA jurisdiction.
Lot size differs and depends on the location of the airpark, but general lot size falls between 800m 2
and 2,500m2. The price of lots also varies, depending on the location and the facilities offered on
site and the surrounding areas.
Uncontrolled and uncongested airspace is often a consideration among many potential airpark
residents. The ability to incorporate both recreation and commercial facilities within an airpark also
contributes to its success. These facilities may include businesses of the type currently established
at Gympie Aerodrome such as scenic flying tours, charter flying, flight training and aircraft
maintenance.
For a variety of reasons, long-leasehold arrangements provide greater power to ensure users
comply with safety, security and general behavioural requirements. However, to encourage the
investment needed to achieve a quality development freehold tenure may be necessary.
Sports and Recreational Aviation
Although private flying generally has been stagnant over the last decade or more, a rapidly growing
sector of general aviation is the sports and recreational sector. The main component of the sports
and recreational aviation sector is ultralight aircraft. These aircraft are categorised differently by
CASA. Compliance and pilot licensing requirements are much more attainable than a private pilot’s
licence. These reduced qualifications mean that recreational pilots are not qualified to operate at
controlled aerodromes such as Brisbane and Sunshine Coast and are attracted to smaller airports,
whether as a base or destination. Proximity to major population centres means that the potential
pool of recreational aviators is expanded.
Helicopters
The rotary-wing sector has been one of the fastest growing in Australia for much of the last decade.
The sector is diverse, but is highly active in important areas such as emergency services (including

air ambulance, firefighting, surf lifesaving and police), search and rescue, agricultural, charter and
pleasure flights.
The industry requires a support and service network covering all of the same requirements as the
fixed-wing sector including manufacture and assembly, maintenance, pilot training, and crew
training and currency in specialist aspects such a winching and rappelling and night vision
operations. Helicopters are particularly versatile in the urban metropolitan environment offering
good opportunities to service requirements such as crew training and maintenance.
Commercial Pilot Training
The expected growth in global air travel demand is fuelling demand for unprecedented expansion
of the airline fleet. Boeing forecasts a need for over 39,600 airplanes over the next 20 years with
approximately 38 per cent of all new airplanes being delivered to airlines based in the Asia region.
Airbus suggests over 33,000 will be required by 2035 with over 32,000 passenger aircraft and 40
per cent of the demand needed for replacement and 60 per cent for growth. Boeing predicts the
Asia Pacific region will lead the worldwide growth in demand for pilots estimating 248,000
commercial airline pilots will be required by 2035 while Airbus suggests 232,000 new pilots.
Australia is well placed to provide airline personnel training, as a pioneer of aviation and an
acknowledged global leader in many aspects of the industry. Generally favourable meteorological
conditions and relatively uncongested airspace mean that pilot training in particular is served by a
number of Australian-based providers already, with more seeking to enter the market.
Flight training for commercial airlines is gravitating towards an academy model, focussed around
high-intensity flying operations combined with intensive study. Academies generally seek to
operate in the 100-200 students per year range to maximise efficiencies in what is becoming an
extremely cost-competitive market. Such academies need easy access to international gateways
for cadets, educational linkages to provide basic English skills, and airport facilities which are
compatible with high-levels of training operations including large volumes of touch-and-go circuits.
Ideally, such airports will be dedicated to flight training or at least prioritise this activity over other
aviation uses.
Cabin crew training also offers an opportunity although there is a lesser requirement for this to be
undertaken outside of an airline’s home country. Nor is it essential that training facilities for cabin
crew be located on-airport. Similar accessibility requirements apply as airlines seek to minimise the
time spent training in what is a high-turnover industry where costs must be minimised.
Aerospace Training & Education
The aviation industry continues to face significant skills shortages in aircraft maintenance, repair
and overhaul (MRO) sectors. This includes airframe, power plant and internal fit-out. The avionics
field in particular is suffering from skills shortages as new technology rolls out across the general
aviation fleet at an increasing rate. There is an urgent need to provide training and education in this
sector, which has not to date been as responsive to the challenge as the pilot training sector has.

However, a number of initiatives are beginning to emerge involving partnership between regional
airports, aircraft maintenance providers and technical training institutions such as TAFE.
Unmanned Aerial Vehicles
One of the fastest growing sectors of the industry at present is the manufacture and operation of
unmanned aerial vehicles (UAVs)10. UAVs have primarily been utilised in military or special
operations, but are increasingly used in a growing number of civil roles generally involving aerial
photography or surveillance of some kind. Accordingly UAVs come in a variety of sizes dependent
on use, but are typically much smaller than piloted aircraft.
Operationally, a great degree of care is required in operating UAVs in the vicinity of other aircraft,
which results in obvious potential conflicts in close proximity to aerodromes. In the context of
uncontrolled aerodromes like Gympie the risks are clear. It would be imperative that safety issues
associated with UAV operation and interaction with piloted aircraft be appropriately managed.
5.4.2 GENERAL AVIATION TRENDS IN QUEENSLAND
The Bureau of Infrastructure, Transport and Regional Economics (BITRE) identify general aviation
in the newly published Australian Aircraft Activity 2015 report to encompass aerial work (including
search and rescue, police and firefighting), own use business (private no reward), instructional
flying (includes commercial and non-commercial), sports and pleasure flying (includes gliding and
private flying) and other (includes test and ferry flights).
In 2015, hours flown by VH-Registered aircraft in Australia, the aerial category has the largest
number of hours flown (440,800 hrs) followed by Instructional Flying (305,700 hrs) Sports and
Pleasure (199,800 hrs), Own Use Business (136,000 hrs) and Other (26,500 hrs). Queensland
trend in hours flown by category is Aerial (121,000 hrs) followed by Own Use Business (44,000 hrs)
Sports and Pleasure (42,100 hrs), Instructional Flying (35,600 hrs) and Other (12,500 hrs)11.
Generally, between 2013 and 2015 there is a declining trend with the largest percentage decrease
in the test and ferry activity, followed by other aerial work, survey and photography, non-scheduled
flying activity, and training and search and rescue. The largest increase of percentage change over
the same period was in the towing activity followed by ambulance, business and private to name a
few12.
Ultralight flying was informed by Recreational Aviation Australia (RA-AUS) as a decrease of 3 per
cent in flying hours since 2014, however the number of aircraft registered at the end of December
2015 had increased by 4.1 per cent since 201413.
10 UAVs are commonly referred to as ‘drones’ and also known as unpiloted aerial vehicles or remotely piloted vehicles.
11 BITRE Australian Aircraft Activity 2015, Statistical Report

The Gliding Federation of Australia (GFA) provided the number of registered gliders and hours
flown in 2015. The number of registered gliders and hours flown has increased by 1.6 per cent and
3.8 per cent respectively compared to 2014. However the general flying hours trend is showing a
slight decrease overall since 201214.
5.4.3 ECONOMIC + BUSINESS DEVELOPMENT OPPORTUNITIES
Gympie Regional Council is limited in its ability to develop land within the Aerodrome Precinct due
to the majority of the land in private ownership. Whilst there are development opportunities they
may exist in supporting the surrounding private land to progress their intended developments on
the land and improving the development opportunities in the existing hangar area.
Development opportunities for the hangar area exist in additional hangar space and potential for
businesses. The land is serviced and with drainage improvements will open up the land in the
southern area.
Key drivers to supporting growth on the Aerodrome include the expected population growth,
Councils view of supporting the aerodrome through the Economic Development Plan, uncontrolled
airspace and low fees and charges.
Helicopter training (Becker Helicopters) is an opportunity presented to Council. Whilst this is a
business prospect for Council, aerodrome stakeholders and the community have been vocal and
persistent in their objection to helicopter training at Gympie Aerodrome.
5.4.4 STAKEHOLDER LONG TERM VISION
Overall, stakeholder consultation revealed that users and surrounding residents enjoy the airport as
a recreationally-focused facility. There was a general feel that the aviation infrastructure currently
available is suitable into the future, with some adjustments made to support the needs of the
various small business owners and their current operations. Stakeholders noted that there is little
room for expansion and that infrastructure development is not a priority, particularly in light of the
reality that major upgrades typically result in substantial spending which users do not require or
invite.
Long term visions in order of priority are:
 No helicopter training within the aerodrome precinct;
 Confirm owner/operator status of Council;
 Drainage improvements to ensure productive use and development of land available in
Councils ownership; and
 Parallel taxiway to improve safety of operation and assist in managing the diversity of
traffic.

5.4.5 OPPORTUNITIES
The types of opportunities that are likely to include, but are not limited to:
 Sports and recreational aviation;
 Residential ‘airpark’ development, for permanent, long- or short-term occupancy (including
within adjacent land);
 Private itinerant aircraft;
 Aircraft manufacturing, maintenance and refurbishment, both fixed- and rotary-wing;
 Flying training;
 Charter flights serving the business, leisure, tourism and other sectors;
 Emergency services including aeromedical, search and rescue (SAR) and aerial
firefighting;
 Other aerial work including mustering, aerial survey and police/law enforcement activity;
 Aircraft sales and leasing; and
 Other supporting commercial endeavours such as café, museum or collaborative tourism
opportunities.
5.5 STRATEGIC DIRECTION STATEMENT
The establishment of a clear strategic direction is fundamental to the subsequent development of
appropriate concept layouts for infrastructure and land use. A vision and set of principles to guide
the strategic direction of Gympie Aerodrome has been defined, based on:
 Stakeholder consultation feedback, including group and one-on-one sessions with Gympie
Aerodrome community and Gympie Regional Council;
 Review of the regional economic context;
 Gathering a comprehensive understanding of the current situation; and
 Assessment of aviation industry trends and opportunities in relations to Gympie.
It is proposed that the Vision Statement of the Aerodrome is defined as:
Vision Statement
We are seen as a contemporary model in the provision

of an Aeroplane Landing Area (ALA) aerodrome in Regional Australia.

It is proposed that the Mission Statement of the Aerodrome is defined as:
Mission Statement
Gympie Regional Council will provide a high quality aerodrome facility
in the safest and most cost-effective manner.
Strategic Guiding Principles

Key elements of the strategic direction needed to achieve this vision for the sustainable and
cooperative mix of activities and development of Gympie Aerodrome are:
1. To provide a safe operating environment for aircraft and visitors to the aerodrome.
2. To encourage and support the development of business opportunities which complement
Sunshine Coast Airport, Caloundra, Hervey Bay, Maryborough and Bundaberg
3. Effective management and regular communication are fundamental to provide certainty to
community members and Council.
4. Future use and development is cooperative and respectful of surrounding land uses, while
ensuring the safety of aerodrome facilities and operation.
5. Aerodrome access should be available equitably and on terms that are fair and
reasonable.
6. The development plan is economically viable and commercially sustainable – enabling
affordability for Council and value-for-money for a range of end users.
7. The vision and strategic direction elements of the vision are to be reflected in the Master
Plan. The Master Plan is an integral component in the future planning process, providing
the framework around which the aerodrome and adjacent land use is proposed to develop.

6.0 DEVELOPMENT CONCEPT
A consolidated development concept has been prepared taking into consideration Council’s
objectives for this Master Plan and Feasibility Study, the key stakeholder feedback themes, and the
vision and strategic direction which were developed from these. The development concept
incorporates:
 Aerodrome movement area facilities;
 Aviation business development;
 Stormwater management;
 Aircraft access from adjacent land; and
 Ground transport access.
These aspects are described further in the following sub-sections.
6.1 LAND USE PLAN

An overall land use plan combining the movement area facilities layout, hangar development area,
glider facilities and a future airside precinct are represented in the Figure E at Appendix A. This
Overall Concept Layout Plan represents the ultimate development of the airport and ensures
provision is made for the most important future opportunities.
The plan proposes airport facilities, a hangar development area, glider facilities and a future airside
precinct as the most economically and operational safety advantageous uses of the available land
area. Much of the land surrounding the runways is in private ownership so aircraft access points
are designated to accommodate usage of the aerodrome facilities from the adjoining land. Use of
these access points should be subject to a suitable agreement between Council and each
landowner or tenant.
6.2 AERODROME MOVEMENT AREA FACILITIES

Establishing the primary aerodrome movement area infrastructure (runway system, taxiway
network and apron areas) requirements to meet the identified vision is a key step in the preparation
of the Master Plan. This involves determining the land, facilities and infrastructure required to
accommodate the aspirations of stakeholders and the forecast level of aircraft movements.
6.2.1 AIRPORT PLANNING PARAMETERS
Appropriate planning parameters were set for Gympie Aerodrome movement area facilities through
a detailed understanding of:
 The vision and strategic direction established through a combination of Council’s
objectives for the aerodrome and the stakeholder feedback;
 General aviation trends and potential markets for different types of aircraft operations; and

 The opportunities and constraints on physical development at the aerodrome.
The key parameters are centred on the design aircraft characteristics and the international
aerodrome reference code system.
Aerodrome Reference Code
The dimensions, shape and layout of basic aerodrome facilities such as Runway 14/32, taxiway
and apron are essentially determined by the performance capability and size of aircraft that are
intended to use them. The planning and design of these facilities therefore begins by identifying the
most demanding or critical aircraft.
In Australia, this is achieved by using a reference code system developed by the International Civil
Aviation Organisation (ICAO). The reference code has two elements, a number and a letter, which
are derived by grouping aircraft with similar performance capability and key physical dimensions.
Thirteen aircraft groupings, each with a unique code number and letter combination such as 1A,
2B, 3C, and 4D have been identified.
The objective is to plan individual facilities for critical aircraft likely to use them. General Aviation
aircraft are normally planned for their specific critical aerodrome. For example, helicopters have
different facilities to fixed wing aircraft facilities.
Design Aircraft Characteristics
Table 1 summarises the principal characteristics that relate to aeronautical facilities for each of the
key aircraft type that may use Gympie Aerodrome in the future and consistent with the adopted
vision statement. Table 1 includes aircraft types currently operating at Gympie, plus others typically
operating in the South East Queensland area.
Table 1: Aircraft Planning Characteristics
Aerodrome
Wingspan Tail Height MTOW Typical Pax
Aircraft Type Reference
(m) (m) (kg) Capacity
Code
Aeropup 8.2 600 1 1A
Sportstar MAX 8.7 2.5 600 1 1A
Piper PA-12 9.2 2.1 975 3 1A
Cessna 150/152 10.2 2.6 757 1 1A
Cessna 172/182 11.0 2.8 1,202 3 1A
Cessna 206 10.9 2.9 1,639 5 1A
Cessna 210 11.2 3.0 1,814 5 1A
Gippsland GA8 Airvan 12.4 2.8 1,815 6 1A
Cessna 310 11.3 3.3 2,495 4 1A
Beech 58 Baron 11.5 3.0 2,495 6 1A
Cessna 402 13.5 3.5 3,107 9 1A
Blanik L-13 Glider 16.2 1.9 500 1 1B
Cessna 441 Conquest 15.1 4.0 4,468 8-10 1B
Cessna 404 Titan 15.1 4.1 3,810 10 1B
Cessna 208 Caravan 15.9 4.6 3,629 9 1B

Aerodrome
Wingspan Tail Height MTOW Typical Pax
Aircraft Type Reference
(m) (m) (kg) Capacity
Code
Pilatus PC-12 16.2 4.3 4,740 9 1B
Beech Super King Air B200 16.6 4.4 5,670 9 1B
Beech Super King Air B350 17.7 4.4 6,804 11 2B
Hawker BeechJet 400 13.3 1.7 7,158 7 1A
Airtractor AT 802A 18.1 3.9 7,257 N/A 1B
Embraer EMB-110 15.3 4.9 5,670 18 2B
Cessna 550 / Citation II 15.8 6 6,033 10 2B
Beech 1900D 17.7 4.7 7,688 19 2B
Selected design aircraft types were determined through stakeholder consultation and research of
existing general aviation aircraft operating in South East Queensland. For the purposes of this
Master Plan, the likely aircraft types fall into three groups:
 Code 1A aircraft would typically be operated by individual businesses, private and
recreational pilots and include ultralights, Cessna 172, Cessna 402, Hawker BeechJet 400
and all similar aircraft;
 Code 1B/2B aircraft with a maximum wingspan of 18m are often used for sport and
recreation aircraft used for skydiving including the 9 passenger Cessna 208 Caravan as
well as regional charter, passenger transport and freight activities include Cessna 441 and
Beech Super King Air 200 and all similar 8 – 20 passenger aircraft. With this group limited
to a maximum wingspan of 18m it does not include typical aircraft used for air work, such
as the Airtractor AT 802; and
 Code 2B/2C aeroplanes include commuter and regional turboprop aircraft up to 50-seats
and some regional jet types. Code C aircraft currently do not use Gympie Aerodrome. This
operation is not expected to occur in the life and of this Master Plan, and as such the ability
to accommodate even smaller Code C aeroplanes is not planned for.
To ensure forward planning in terms of possibility in the future of the airport the design aircraft for
the main runway, parallel taxiway and main apron area is Code 2B. The taxiways and taxilanes
within the hangar development area that access hangar facilities are based on a design aircraft
Code A.
Rotary Wing
In relation to helicopters, the design aircraft would be considered the AW139, which is a typical
aeromedical retrieval aircraft in operation throughout Australia including EMQ and CareFlight in
Queensland. Most aeromedical facilities are adopting this aircraft as the design helicopter and it is
likely to set the envelope for any future aeromedical helicopters.
Helicopter facilities are based on the maximum overall length/width dimension (whichever is
greater) and the main rotor diameter.

The AW139 has an overall length of 17m and a main rotor diameter of 14m, which are the key
parameters relating to helicopter facility planning. The helicopter MTOW is 6,800 kg. Helicopters of
this size would be expected to use Gympie aerodrome only very infrequently.
The Bell 206B helicopter used by Becker Helicopters has an overall length of 12.1m and main rotor
diameter of 10.2m. This compares well with the PolAir BO 105 helicopter fleet which has an overall
length of 10.9m and main rotor diameter of 9.9m.
Smaller helicopters commonly used for agricultural aerial work include the Robinson R22 which
has an overall dimension of 8.8m and main rotor diameters of 7.7m respectively.
Pavement Strength
The strength of airfield pavements is classified in the ICAO Aircraft Classification
Number/Pavement Classification Number (ACN/PCN) system. The ACN is calculated by the
aircraft manufacturer for each aircraft, based on the potential effect of the aircraft on different types
of pavement. The ACN is dependent on both the maximum weight of the aircraft and the number,
type and configuration of the landing gear. The PCN is a number expressing the bearing strength
of a pavement for unrestricted operations by aircraft with can value less than or equal to the PCN.
The ACN/PCN also includes a component related to the tyre pressure of the main gear, which can
often become the critical parameter in relation to pavement strength.
However, the ACN is only determined when an aircraft has a maximum take-off weight greater than
5,700kg. Below this, pavements are generally unrated for strength, which is the case at Gympie
Aerodrome.
A formal evaluation of the pavement strength at Gympie Aerodrome would be needed to establish
a proper understanding of its capacity to take larger aircraft. This would involve taking core
samples to test the subgrade strength and identify composition. However, based on a visual
inspection the runway is generally maintaining its shape, there is no cracking, rutting or stripping of
the seal surface. In combination of the runway condition and the historical context it is expected
that the main runway pavement is adequate to support operations by the design aircraft types.
6.2.2 RUNWAYS
The current runway length is considered adequate for the intended operations. While the length of
Runway 14/32 is currently reduced due to damage from pervious flooding, this could be reinstated
to full length once drainage issues have been attended to. There is little practical opportunity to
extend either runway due to the surrounding constraints of topography and land availability.
The runway width is 18m which meets the requirements for Code 1B runways in accordance with
CASA MOS Part 139. Code 2B operations would require widening to a minimum of 23m.
Runway Strip
The current runway 14/32 strip width meets the minimum requirements for Code 2B runways and
incorporates sufficient flexibility for instrument approaches or night time operations in the future.

Whilst these are not considered essential it is recommended to retain a minimum runway strip
width of 80m for Runway 14/32 and 60m for Runway 03/21. The current runway strip for Runway
14/32 is marked to include unserviceable pavement at the southern end due to flooding that has
damaged the pavement. It was not determined if the pavement has been repaired and as such the
area should be marked unserviceable with the adjusted (shortened) runway length to reflect the
current marked runway length until such time as the original pavement is reinstated. It is also
recommended that the runway strip markers are adjusted to a uniform width of 80m and aligned as
far as possible on each side of the runway with a layout in accordance with CASA MOS Part 139
Section 8.2.2.
Runway End Safety Areas
A Runway End Safety Area (RESA) is required for regulated aerodromes subject to CASA MOS
Part139, for all runways unless they are Code 1 or 2 non-instrument runways. RESAs are therefore
not required at Gympie.
RESAs in accordance with MOS Part 139 would be 60 m by 46 m. There is insufficient land within
the current Gympie Aerodrome boundary to provide the full RESA. However RESAs should be
provide to the greatest extent practical.
6.2.3 GLIDER STRIP
The Master Plan provides for a glider strip positioned to the west, parallel to and for the full length
of Runway 14/32. The glider strip is 37.5m wide and is located 3m clear of any potential runway
lights to allow for lighting to be installed on the main runway in the future. This will accommodate
some separation with the powered aircraft traffic using the main runway although simultaneous
operations will not be possible.
The glider strip requirement is to conform to the powered aircraft runway strip existing grades and
levels as per MOS Part 139 Section 6.7.5.1 (a) and must be maintained in accordance with the
runway strip operating standards. Some re-grading of the area between the existing runway strip
edge and the western perimeter of the movement area might be required to ensure this. Staging
and costs are discussed in Section 7.0 of this report.
6.2.4 PARALLEL TAXIWAY
One of the main operational safety issues at Gympie Aerodrome relates to the lack of sight line
between the southern and northern end of Runway 14/32. This reportedly has led to potential
conflicts between aircraft backtracking on the runway and other runway users. Although
cooperation and diligence in the use of radio calls is essential to manage this risk, ultimately the
preferred means of mitigation would be to establish a parallel taxiway linking the main apron to the
northern threshold of Runway 14.
A concept layout for a parallel taxiway has been indicated in the Master Plan and includes the
following features:

 Separation distance of 52m from the Runway 14/32 centreline. This is the minimum
required for Code 2B simultaneous runway/taxiway operations.
 The taxiway has been located as close as allowable to the runway in order to minimise
noise impacts from aircraft on the adjacent residential airpark lots. This also places the
taxiway at a lower level whilst enabling a vertical profile which meets sight distance
requirements on the taxiway and an acceptable grade for access to the taxiway from the
adjacent land at the designated access point.
 Taxiway sight distance requirements in accordance with CASA MOS Part 139 for Code A
and Code B aircraft. Although as an ALA Gympie is not strictly required to adhere to these
standards, given the nature of the risk this taxiway is intended to mitigate (lack of sight
lines on the runway) it is recommended that the respective sight distance standards for the
taxiway are adhered to as far as possible.
 An intermediate connection to Runway 14/32 and aircraft turning area to assist with
resolving any unanticipated conflicts which may arise between aircraft travelling in opposite
directions on the taxiway. (This situation should be avoided generally by the establishment
of a one-way or ‘race-track’ flow arrangement as standard procedure once the parallel
taxiway is constructed).
To achieve these objectives, the parallel taxiway design will need to satisfy several competing
geometric requirements. For the purposes of the Master Plan, the feasibility has been established
to a reasonable level of confidence that a design meeting all of the requirements is possible.
However, the assessment also indicated that the feasibility may be marginal and there may be a
very limited number of alternative designs available to minimise costs. For this reason the parallel
taxiway should be considered as a recommended development proposal subject to more detailed
engineering feasibility following a preliminary design.
6.2.5 HELICOPTER FACILITIES
Consideration was given in the master plan development to the incorporation of specific dedicated
helicopter facilities within the aerodrome movement area.
Options for dedicated facilities which can operate independently of the runways are limited. Hover
training is currently undertaken in areas adjacent to the runway strip, but this conflicts with other
operations planned for hangar development. Helicopter hover training can continue to take place in
the stormwater management area when this is not inundated.
There is limited scope for the establishment of a marked aiming point in accordance with the
required clearances as set out in CASA CAAP 92-2(2) which is separate from the runways.
Therefore, helicopters wishing to land or take-off at Gympie will continue to use the runway or the
intersection of the taxiways for this purpose.

6.2.6 APRON AND AIRCRAFT PARKING AREAS
Provision is made for a single free-moving (power in/power out) parking position for aircraft up to
18m wingspan, in front of the terminal. This would be suitable for aeromedical users such as
RFDS, as well as possible itinerant charter operators.
A possible second free-moving parking position could be provided, subject to the relocation of the
fuel facility and expansion of the apron pavement. This position could accommodate all Code A
(maximum 15m wingspan) aircraft.
Several additional areas for aircraft tie-down parking for smaller aircraft have been identified on
Figure F.
6.2.7 RUN-UP BAYS
Two run-up bays suitable for Code A aircraft are shown north of the main taxiway as identified
Figure F.
6.2.8 FUEL FACILITY
The current fuel facility is adequate for the current operations and its location is convenient for the
Aero Club which operates the facility. However, in the long term this may prove to be a constraint
on the expansion of the apron.
Relocation of the fuel facility is proposed, as and when additional apron parking becomes
necessary. The location proposed is to the south of the Pro Sky Aviation Hangar (Lease J). This
location is accessible to all users and will reduce congestion on the apron area. Provision of a
modest amount of additional sealed pavement will ensure all-weather taxi-up access without
blocking the main taxiway.
6.2.9 WIND INDICATORS
The southern wind indicator will require relocating to accommodate the parallel taxiway. A position
south of the main taxiway has been identified as a suitable location for the wind indicator which
would also accommodate an associated signal area.
The northern wind indicator may require relocating to accommodate the OLS associated with the
glider strip. This should be checked with reference to Figure I prior to marking the glider strip width.
6.3 HANGAR DEVELOPMENT

The hangar development area is suitable for the development of additional hangars and other
aviation related development in the southwest quadrant of the aerodrome. However, there are
some considerations with respect to stormwater drainage and the feasibility of developing sites
suitable for hangars and aircraft access which result from the topography in this area. The hangar
development proposals shown on Figure F at Appendix A take these factors into account.

6.3.1 TAXILANE ACCESS
The existing aircraft access to the hangars is not well defined. The Master Plan shows the
minimum clearances that should be applied to taxilanes for Code A aeroplanes. It is recommended
that these clearances be preserved by some form of visual treatment on the ground so that there is
a clear distinction between the common land for access and the area external to each lease lot.
6.3.2 STORMWATER MANAGEMENT
During rain events a lack of formal drainage in the hangar area leads to inundation of the southern
part of the site. This reportedly is beginning to affect the access to Sunshine Coast Flight Training
(Lease AE). The development of additional hangar lots to the site of the existing development
therefore requires some management of the stormwater drainage to ensure overland flows are
directed appropriately.
The Master Plan makes allowance for an open unlined drain adjacent to the boundary fence along
Lobwein Road to which flows may be directed. If necessary to achieve this, some grated inlet pits
could be installed in the taxilanes.
6.3.3 ADDITIONAL HANGAR LEASE LOTS
Some additional hangar lease lots would be possible to the south of the existing development. The
exact number and size would be dependent on the economic feasibility of generating a suitable
earthworks platform. Some fill could be obtained from the stormwater management works, but
additional material might be required depending on the volume and suitability of fill available on
site.
For the purposes of the master plan up to 12 additional lease lots nominally 20m wide and 30m
deep have been identified. This size is suitable for a hangar to accommodate 1-2 Code A
aeroplanes plus room to park aircraft within the lot clear of the taxilane clearance width.
A larger site is available at the end of the taxilane between Lease AE (Sunshine Coast Flight
Training) and Lease K.
6.3.4 VEHICLE ACCESS
While not all the existing hangars have separate vehicle access, provision is made for the new lots
generally to have landside access for road vehicles wherever practical.
6.3.5 LANDSIDE DEVELOPMENT
Other aviation related development, including aviation support businesses which might not require
hangar space or direct airside access, as well as non-aviation business opportunities, are catered
for in the western corner either side of the entrance to hangar development area.
The land can be allocated or subdivided accordingly to any prospective leases. The allocation of
this land takes into account the necessary safeguarding of land for aeronautical operations

together with potential synergies that might result from the proximity of non-aeronautical
businesses to the airport operation.
6.4 ROAD ACCESS

6.4.1 BRUCE HIGHWAY
Currently, access to the Gympie Aerodrome is off the Bruce Highway via Lobwein Road. At the
time of this Master Plan writing a 62km upgrade and realignment of the Bruce Highway between
Cooroy to Curra, is underway. This project involves a bypass of Gympie realigning the highway
further to the east of its existing position.
Section C: Traveston to Woondum of this upgrade positions the new Bruce Highway east of the
aerodrome without a direct access to Lobwein Road. Access will still be possible from the old
Bruce Highway, with connection to the new highway at Traveston interchange to the south. Road
access to and from Gympie will remain via the Old Bruce Highway until Section D: Woondum to
Curra of the highway upgrade is complete. Details are not available at the time of writing regarding
connection to the old Bruce Highway at Woondum or further north.
6.4.2 MAIN AIRPORT ENTRANCE
The entrance to the Aerodrome will remain in its existing location; with access from Gympie will
also remain the same on the Old Bruce Highway. Travellers’ from the south will need to access via
the Old Bruce Highway in the same way as current.
To establish an entrance, landscaping and signage to provide an identity for the facility in
accordance with Council’s current corporate styling, Council indicated that Lot 17 could be
assumed as illustrated on Figure F at Appendix A.
6.4.3 ACCESS TO GLIDING CLUB
Provision of road access to the gliding club facilities which does not traverse the airside area would
be preferable to the existing arrangement which clearly removes vehicles moving airside. This will
require the construction of a new section of road as shown on Figure E at Appendix A.
Until such time as this road is constructed, provision is made for a formal access track running
within the Council freehold aerodrome land, which should fenced or otherwise delineated from the
aerodrome movement area to make clear where it is safe for vehicles to drive.

7.0 STAGING AND IMPLEMENTATION PLAN
7.1 DEVELOPMENT STAGING

Development should occur in logical sequential stages to achieve the Master Plan vision in an
economical manner. Timing of developments is generally linked to demand triggers, however in
relation to Gympie the key elements in the development concept are required to improve
operational safety or facilitate growth rather than to respond to demand.
Development staging has therefore been identified in terms of short, medium and long term
requirements and in light of Council’s recent approval of funding for infrastructure for the purposes
of this Master Plan and Feasibility Study. Table 2 summarises the staging elements as directed by
Council.
Short-term development items are those which have been identified by Council as the most urgent
in order to address operational or safety considerations, and to ensure growth is not constrained in
the immediate future through a lack of infrastructure.
Medium and longer-term development and timing is to a large extent dependent on market uptake
and funding availability/success. A staged approach is therefore provided to accommodate for
availability of funds and to balance making lots available to attract new leases with costs for
maximum result.
These items are presented in an approximate order of priority within each stage and illustrated on
Figure G at Appendix A.

Table 2: Development Staging
Item Description
Minor regrading of existing runway strip and the additional width

required to the west. Provide markers to delineate the strip.
Glider Strip & Access Track
Provide a formal road vehicle access track with appropriate delineation
from the airfield operations.
1A
SHORT TERM (1-2 YEARS)
Bulk earthworks for taxiway and taxiway strip to MOS Part 139 grades
Parallel Taxiway (North)
between main taxiway and Runway 14 threshold
STAGE 1
Bulk earthworks for taxiway and taxiway strip to MOS Part 139 grades
Parallel Taxiway (South)
between main taxiway and Runway 32 threshold.
Open unlined drain to eastern boundary of hangar area.

1B Stormwater Management Temporary detention basin
Inlet pits and piped drainage to taxilanes (if essential)
Earthworks platform for additional 7 airside lease sites and extension of

1C Hangar Lease Sites (Stage 1)
taxilanes.
Relocation of fuel facility

Apron Extension and Fuel
MEDIUM TERM (3-9 YEARS)
2A Additional sealed apron for access to fuel

Relocation
Apron extension for additional aircraft parking
STAGE 2
Earthworks platform for additional 6 airside leas sites and extension of

2B Hangar Lease Sites (Stage 2)
taxilanes.
Full length seal to parallel taxiway surface

2C Parallel Taxiway Seal
Could be undertaken in sub-stages
LONG TERM (10+ YEARS)
STAGE 3
Widening runway to 23m wide full length and reinstatement of full

3 Runway Upgrade
length. Re-seal of all runway pavement to extend life.
7.1.1 STAGE 1 DEVELOPMENT (SHORT TERM 1-2 YEARS)

Works to formalise the glider strip and road vehicle access to the gliding club facilities will assist
with operational and safety management and are therefore recommended at the earliest
opportunity.
Drainage works which will open up southern hangar sites for development and assist in reinstating
the full runway length are considered a high priority. However depending on cost and the
availability of funds these works may be deferred, noting that additional airside lease sites (and
hence revenue) are largely dependent on the drainage works being completed.

7.1.2 STAGE 2 DEVELOPMENT (MEDIUM TERM 3-9 YEARS)
In general, it is anticipated that these developments will be triggered by demand and the apron
expansion/fuel relocation might be brought forward.
7.1.3 STAGE 3 DEVELOPMENT (LONG TERM 10+ YEARS)
It is not anticipated that the runway upgrade will be required before 10 years; however, this should
be monitored through safety and technical inspections.

8.0 AERODROME SAFEGUARDING PLAN
8.1 THE NEED FOR SAFEGUARDING

Adequate protection of the basic capability to undertake aircraft operations in accordance with
accepted safety standards and regulatory requirements, and in an efficient and economic manner,
is imperative to the future realisation of aeronautical opportunities at Gympie Aerodrome.
Operations at Gympie Aerodrome will require adequate safeguarding in order to develop the vision
and objectives of the Master Plan.
Airport safeguarding includes a number of elements that will be required throughout the planning
and development processes. The safeguarding elements will be triggered by different activities and
aircraft operations.
8.2 NATIONAL AIRPORTS SAFEGUARDING FRAMEWORK

The National Airports Safeguarding Framework (NASF) is a national land use planning framework
that aims to:
 Improve community amenity by minimising aircraft noise-sensitive developments near
airports including through the use of additional noise metrics and improved noise-
disclosure mechanisms; and
 Improve safety outcomes by ensuring aviation safety requirements are recognised in land
use planning decisions through guidelines being adopted by jurisdictions on various safety-
related issues.
The NASF was developed by the National Airports Safeguarding Advisory Group (NASAG),
comprising of Commonwealth, State and Territory Government planning and transport officials, the
Australian Government Department of Defence, the Civil Aviation Safety Authority (CASA),
Airservices Australia and the Australian Local Government Association (ALGA).
NASF currently consists of a set of seven principles and seven guidelines, as follows:
 Principle 1: The safety, efficiency and operational

integrity of airports should be protected by all
governments, recognising their economic, defence and  Guideline A: Measures for Managing
social significance Impacts of Aircraft Noise
 Principle 2: Airports, governments and local  Guideline B: Managing the Risk of
communities should share responsibility to ensure that Building Generated Windshear and
airport planning is integrated with local and regional Turbulence at Airports
planning
 Guideline C: Managing the Risk of
 Principle 3: Governments at all levels should align land
use planning and building requirements in the vicinity of
Wildlife Strikes in the Vicinity of Airports
airports  Guideline D: Managing the Risk of Wind
 Principle 4: Land use planning processes should Turbine Farms as Physical Obstacles to

balance and protect both airport/aviation operations and Air Navigation
community safety and amenity expectations
 Guideline E: Managing the Risk of
 Principle 5: Governments will protect operational Distractions to Pilots from Lighting in the
airspace around airports in the interests of both aviation
Vicinity of Airports
and community safety
 Principle 6: Strategic and statutory planning frameworks  Guideline F: Managing the Risk of
should address aircraft noise by applying a Intrusions into the Protected Airspace of
comprehensive suite of noise measures Airports.
 Principle 7: Airports should work with governments to  Guideline G: Protecting Aviation
provide comprehensive and understandable information Facilities – Communication, Navigation
to local communities on their operations concerning and Surveillance (CNS)
noise impacts and airspace requirements.
The full NASF principles and guidelines can be found on the Department of Infrastructure and Regional Development’s website at:
www.infrastructure.gov.au/aviation/environmental/airport_safeguarding/nasf
The NASF was agreed to by Commonwealth, State and Territory Ministers at the Standing Council
on Transport and Infrastructure meeting on 18 May 2012. The agreement represents a collective
commitment from governments to ensure that an appropriate balance is maintained between the
social, economic and environmental needs of the community and the effective use of airport sites.
NASF applies to all airports in Australia.
At least one further NASF guidelines is understood to be under preparation by NASAG, to cover
the application of Public Safety Zones which are intended to protect third parties from risk as a
result of aircraft crashes. This aspect is however already covered in Queensland (as distinct from
other States and Territories) through the Queensland State Planning Policy (SPP).
8.3 AIRSPACE PROTECTION

The safety, efficiency and regularity of aircraft operations require airspace to be largely free of
obstacles which may make it unsuitable for the conduct of visual and instrument flights.
At Gympie Aerodrome, where instrument flight rules operations are not planned, the relevant
airspace protection surfaces are the Obstacle Limitation Surfaces (OLS).
The Obstacle Limitation Surfaces (OLS) for an airport describe the airspace boundaries for flight in
proximity to an airport which should be kept free of obstacles that may endanger aircraft operations
in visual operations or during the visual stages of an instrument flight.
The OLS components are defined in the International Civil Aviation Organization (ICAO) Annex 14
and in Chapter 7 of the CASA Manual of Standards (MOS) Part 139. Subject to aeronautical
assessment, an obstacle may be permitted to penetrate the OLS without placing restrictions on the
allowable operations, but will normally require it to be marked and/or lit to make it conspicuous to
pilots. CASA may also impose operational limitations on aerodrome users in the presence of
obstacles. To avoid any undesirable limitations on operations, it is recommended to ensure that
obstacles are not permitted to penetrate the approach or departure areas.

It is generally the responsibility of the aerodrome operator, to monitor surrounding airspace for
obstacles and avoid penetrations of the OLS.
These surfaces are illustrated in Figure H and I indicating the areas of the OLS relating to
approach and take-off areas and the visual circuit area.
8.4 AIRCRAFT NOISE

The consideration of airport noise impact is an important factor in the development of individual
Airport Master Plans. Understanding the potential noise impacts on surrounding land provides
valuable information to government authorities for development planning and communication to
neighbours. Concerns about aircraft noise were clearly raised by some community members during
the consultation process for the development of this master plan.
The Australian Noise Exposure Forecast (ANEF) system is one metric used for conveying the
levels of aircraft noise exposure in the vicinity of airports. It is the only system which currently has
statutory meaning for land use planning, through Australian Standard AS2021-2015, Acoustics:
Aircraft Noise Intrusion – Building Siting and Construction.
The Integrated Noise Model (INM), that which the ANEF utilises, is based upon elements such as
aircraft type, movement, intensity and average distribution to produce contours of noise exposure
levels. Such modelling is done to represent the future expected state of aircraft noise exposure in
the vicinity of the airport. The ANEF can be prepared for a specific forecast year, or to represent
the anticipated aircraft operations associated with the ultimate development of the airport. The
ANEF contours underpin the overlay information in the Queensland Planning Provisions to assist in
determining applications for the use or development of land. The ANEF zones taken from AS2021-
2015 are used as a guide to the type of use or development the planning authority may consent to.
However, ANEF contours do not capture the full spread of noise that may affect areas around an
airport and can be difficult to translate in a meaningful way to the public. Governments recognise
the need to consider a complementary suite of noise measures in conjunction with the ANEF
system to better inform planners in strategic work and provide for a more comprehensive and
communicable information on aircraft noise for communities. For planning purposes, a zone of
influence around airports should be taken into account, depending on the amount of traffic at an
airport. NASF Guideline A suggests approximation of the zone of influence to consider is:
 Within 15 km of an international airport, major domestic airport or major military
aerodrome;
 Within 10 km of a domestic airport with regular scheduled public transport services; and
 Within 5 km of any other type of aerodrome where an ANEF chart is unavailable.
An ANEF for Gympie Aerodrome is currently not available. As such, for the purposes of insight to
provide guidance in addressing noise matters, an indication of the likely areas subject to audible

aircraft noise illustrates for land use planning purposes the areas which should take potential
consideration of airport activity.
Figure J at Appendix A illustrates the likely extent of noise related land use restrictions in
accordance with AS2021 and the indicated area within which consideration should be given to
aircraft noise in accordance with NASF Guideline A.
8.5 WILDLIFE HAZARDS

Wildlife strikes and/or their avoidance can cause major damage to aircraft and a reduction in
safety. The majority of aircraft collisions with wildlife occur near the airfield during take-off, landing
and associated phases. They may cause damage that may impact on the pilot’s ability to
manoeuvre the aircraft and are a leading cause of aircraft crashes
The risk of a strike on or in the vicinity of an airport relates to the level and form of wildlife activity
both within the boundary of an airport and in surrounding areas.
Land use planning decisions and the way in which existing land use is managed in the vicinity of
airports can, therefore, significantly influence the risk of wildlife hazards. Minimising the risk of
wildlife strike requires careful consideration from a planning perspective to identify potential land
uses that may attract birds or other wildlife.
NASF Guideline C identifies land uses that have the potential to increase wildlife strike potential
and provides guidance on buffer zones within which certain activities around airports should be
controlled. Within these buffers it is recommended that some activities are excluded whilst others
have monitoring and control measures.
The buffer zones applicable to Gympie Aerodrome are indicated on Figure K.
8.6 LIGHTING RESTRICTIONS

Pilots are reliant on the specific patterns of aeronautical ground lights during bad weather and/or
low light and night flying. These lights are the guidance tools that enable pilots to locate the airport,
line up their aircraft with the runway, and land the aircraft at the appropriate part of the runway. Any
other lights in the vicinity of the airport could either distract or cause the pilot to make incorrect
decisions about the location of the aircraft to the airport.
NASF Guideline E: Managing the Risk of Distractions to Pilots from Lighting in the Vicinity of
Airports assists planning applications where significant lighting is involved. In addition the CASA
can provide detailed advice and assessment. CASA has the powers under the Civil Aviation Act
1988 to regulate potential sources of distractions from lighting. Under Regulation 94 of the Civil
Aviation Regulations 1988 (CAR 1988), CASA can require lights which may cause confusion,
distraction or glare to pilots in the air, to be extinguished or modified. Lighting zones for Gympie
Aerodrome are indicted on Figure L.

8.7 PUBLIC SAFETY
Public safety zones are intended to limit the risks to third-parties as a result of potential aircraft
crashes in the vicinity of airports, rather than to ensure levels of safety to aircraft occupants which
are addressed through the civil aviation regulatory framework. Currently in Australia there is no
clearly-defined national policy with regard to public safety zones at airports. Although the NASAG is
currently considering the issue, the NASF does not currently include guidance on the protection of
public safety zones at runway ends.
In the absence of a finalised national approach to public safety around airports, planning authorities
should consider existing approaches to public safety zones, associated safety principles and how
these might be applied in taking a precautionary approach to the treatment of development and
public risk around airport sites.
Queensland is currently the only state which has adopted a policy which defines Public Safety
Areas (PSAs) which are applicable to certain aerodromes considered to be of state significance.
The Queensland Government has released planning guidelines for land uses at runway ends in its
April 2016 State Planning Policy: State interest – strategic airports and aviation facilities. The
Queensland SPP identifies ‘Public Safety Areas’ (PSAs) within which development should be
restricted in order to protect the safety of both aircraft and passengers, and property and people on
the ground in the event of an aircraft accident during landing or take-off.
The PSA as defined by the Queensland SPP is trapezoidal with a base width of 350m at the
runway end, a length of 1,000m and a final width of 250m. The dimensions of the PSA enclose an
area where the risk per year, to a representative individual, resulting from an aircraft crash is
estimated to be in of the order of 1 in 10,000 (10-4). They also partly enclose an area of individual
risk of the order of 1 in 100,000 (10-5).
Under the Queensland policy, a PSA is required at the end of a runway where:
 Regular Public Transport (RPT) jet aircraft services are provided; or
 Greater than 10,000 aircraft movements occur per year (excluding light aircraft
movements15).
These criteria do not apply to either of the runways at Gympie Aerodrome. However, public safety
areas which would be applicable to Runway 14/32 at Gympie Aerodrome are indicated in Figure
M.
8.8 PLANNING TOOLS

The Department of Infrastructure, Local Government and Planning provides the Queensland
Planning Provisions (QPP) as a state planning instrument under the Sustainable Planning Act 2009
15
Light aircraft are generally defined as those with a maximum take-off weight (MTOW) of less than
5,700kg.

which provides consistency for the components of a planning scheme that are considered
necessary for including. The QPPs provide for each local government to incorporate local content
and variation to reflect the context of the local government’s area. The QPPs provide standardised:
 Land use and administrative definitions;
 Zones;
 Structure for tables of assessment;
 Overlays;
 Infrastructure planning provisions; and
 Assessment of codes and other administrative matters.
Tools available to consider within the Gympie Regional Council Planning Scheme for airport
safeguarding include:
 Zones represent a broad land use category that provides for a range of related uses in one
single zone and can relate to specific land use characteristics;
 Overlays indicate where a particular constraint may affect development providing specific
criteria;
 Precincts include map showing the location for specific areas in the local plan area.

APPENDIX A
MASTER PLAN FIGURES

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3 October, 2017

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ACN Aircraft Classification Number - A number expressing the relative effect of

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2.2 GYMPIE AERODROME PRECINCT

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2.4 CURRENT OPERATIONS AND SERVICES

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 Gympie Aerodrome Businesses;

 Other aerodrome users; and

 Aerodrome community members.

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2.5 EXISTING FACILITIES

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8 Gympie Regional Council Economic Development Strategy 2014-2019

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3.3 THE ECONOMY

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3.4 POLICY CONTEXT

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3.5 REGULATORY CONTEXT

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3.6 ENVIRONMENT AND HERITAGE PROTECTION

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REHBEIN Airport Consulting conducted stakeholder consultation sessions in cooperation and

4.1 CONSULTATION PROCESS

4.2 FEEDBACK SUMMARY

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5.1 SWOT ANALYSIS

 What works well at Gympie Aerodrome?

 What is good about Gympie Aerodrome?

 What is the main challenge at Gympie Aerodrome?

Rehbein Draft Master Plan & Feasibility Study AIRPORT

Rehbein Draft Master Plan & Feasibility Study AIRPORT