Master Plan 2009 - Sydney Airport

6.0 Airfield – Master Plan Concept
Sydney Airport airfield consists of parallel runways in a north south
direction, an east west runway, taxiways and aircraft parking aprons
and supporting infrastructure. The parallel runways are capable of
handling the regulated movement cap of 80 aircraft per hour during
busy hours. A combination of the parallel runways and east west
runways are utilised during off peak hours to provide noise sharing
under the Long Term Operating Plan. The Master Plan provides for
further development of taxiways, aprons and support infrastructure to
ensure efficient handling of the forecast aircraft traffic.
6.1 Introduction
The airfield consists of runways, taxiways
and aprons. Other elements supporting airfield
operations are the control tower responsible
for the management of aircraft operating on
the airfield, the terminal control unit (TCU)
responsible for the management of aircraft within
45 nautical miles from the airport, visual and
radio navigation aids, radar surveillance systems
and the Airport Rescue and Fire Fighting (ARFF)
service. Airservices Australia is responsible for
the provision of the above support services with
the exception of visual navigation aids which are
provided by Sydney Airport.
6.2 Movement areas
The existing airfield layout is shown on Figure S1.
6.2.1 Runways
Sydney Airport has three runways. The dimensions
and declared distances of these runways are given
in Table 6.1.
Runways 16R/34L and 16L/34R are parallel on
an approximate north-south alignment separated
by a distance of 1,037m. Runway 16R/34L is
suitable for heavy long haul departures. Runway
07/25 crosses Runway 16R/34L and is on an
approximate east-west alignment. Weather
requires the exclusive use of Runway 07/25
for a limited number of hours per year when
strong winds preclude the use of the north/south
runways.
All runways are provided with Precision Approach
Path Indicator Systems (PAPIS). Sydney Airport
has recently installed transmissonmeter units to
provide accurate visibility assessments to aircraft
crews when operating in low visibility conditions
and to increase capacity in those conditions. An
upgrade to the Airfield Lighting Control system
is currently underway and taxiway lights are
progressively being upgraded to better facilitate
aircraft operations in low visibility conditions.
Runways 16L and 16R are equipped with High
Intensity Approach Lighting (HIAL) Systems.
All runways are equipped with Instrument Landing
Systems (ILS) to permit aircraft to conduct
precision approaches in poor weather to Category
1 (see Appendix A – Glossary for definition)
criteria. In the longer term, it is envisaged that the
GPS Landing System (GLS), currently on trial at
Sydney Airport, will replace or augment current
ILS systems. Operation of the GLS system is
discussed in Section 6.8 (Emerging Technologies).
A Doppler Very-High Frequency Omni Range and
co-located Distance Measuring Equipment (DVOR/
DME) provides the ability to conduct non-precision
approaches in poor weather and also serves as
an inbound and outbound tracking and en-route
navigation aid. It is envisaged that the VOR will
not be required for the duration of the Master Plan
and that on board aircraft technologies such as
Required Navigation Performance (RNP) and Global
Navigation Satellite System (GNSS) tracking will
be progressively introduced (see Section 6.8).
6.2.2 Taxiways
Runways are supported by a comprehensive
taxiway system designed to facilitate the efficient
movement of aircraft between the runways and
terminal areas. Rapid Exit Taxiways (RETs) are
provided on the parallel runways to minimise
runway occupancy time.
6.2.3 Aprons
Aprons are areas provided to facilitate aircraft
parking. The parking position is known as an
aircraft stand (or gate). Existing aprons at Sydney
Airport accommodate operations by the full range
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