Kingscote Airport Master Plan Apr 2010 - Kangaroo Island Council

KINGSCOTE AIRPORT MASTER PLAN
Surrounding Area Planning
Aircraft flight paths into Kingscote will either follow straight into the northern end of runway
01/19 for aircraft arriving from Adelaide or follow a left hand circuit to the southern end. The
unsealed and shorter cross runways will be used less frequently and generally only by
smaller aircraft less than 5700kg. Aircraft flying crosswind, downwind and base legs will
generally be operating within a 2.5 km radius from the runway end in use, or within a 5km
radius in the case of the larger RPT aircraft.
Protection of Airspace
Height control of objects and structures within the vicinity of the airport is needed to protect
airspace from obstacles that would otherwise make use of the airport unviable for aircraft
operations. A set of plane surfaces, the Obstacle Limitation Surface (OLS) defines the
allowable height of objects and structures within the approach-take off, side transition and
circling areas. The OLS for the various aircraft types and flying condition (i.e. visual,
instrument, day and night) are defined in the CASA Manual of Standards Part 139-
Aerodromes.
The existing OLS is protected for Code 3 aircraft operating non-precision approaches into the
main runway. Code 3 aircraft includes the turbo prop regional airliners ATR 42/75, Saab
340, Q400 etc and regional jets such as the BAe 146 and Embraer 170. Note the EMB 190
which is a stretched version of the E170 is listed as by CASA Code 4 as are the Airbus A320
and Boeing B737 models.
For Code 3 aircraft the approach and take areas extends 15km out from the end of the
runway end (2500m for Code 2) rising at a gradient of 2% from the runway ends. A
horizontal circling area extends on a radius of 4000m from the main runway ends at a height
of 45m above the aerodrome. The limit of the horizontal surface connects to a conical
surface rising at a rate pf 5% for a further 75m of elevation. These plane surfaces form the
basis of the Kingscote Airport OLS.
Subject to adjustment for an increase in the length of the main runway, the existing OLS for
the main runway meets the design parameters for the critical aircraft. It is suggested a
planning OLS be prepared to include the extended runway lengths needed for the critical
aircraft as identified in this Master Plan.
A building height map is incorporated into the Kangaroo Island Development Plan May 2009,
to assist in protecting the airport against possible airspace intrusion. Minor adjustments to
the main runway length are unlikely to effect the Development Plan Maps although this
aspect needs to be confirmed.
The 15/33 and 06/24 runways are protected to Code 2 non-precision approach standard.
While the wind data shows larger Code 3 aircraft do not require additional runway usability,
upgrading runway 15/33 to Code 3 standard for daytime use is simply a matter of widening
the approach and take off inner edge from 80 to 90m. This would legitimise the use of this
runway for Saab 340 and equivalent aircraft and give some increased flexibility to the airport
layout. It would also make sense as the 15/33 runway is recommended for sealing in the
long term, to provide additional taxiway access between the apron and the southern end of
the main runway. The runway, already 30m wide, could easily be transformed into a Code 3
facility.
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