Kingscote Airport Business Case Appendices - Kangaroo Island ...

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3 Future Development Scenarios3.1 Scenario OutlinesThe Study Brief required that the airport infrastructure requirements for four (4) futuredevelopment scenarios be examined. These scenarios were as outlined below: Scenario 1The level of investment required to maintain Kingscote Airport on an as-is basis assumingcontinued use of Saab 340 aircraft for RPT services, with occasional use by larger aircraftwith individual permits. Scenario 2The level of investment required to accommodate ATR72 & Q400 aircraft operating sectors(at full passenger and cargo payload) as far as Melbourne. Scenario 3The level of investment required to accommodate regional jet services (up to Code 3C)operating sectors as far as Perth. Scenario 43.2 Design AircraftThe level of investment required to accommodate single-aisle mainline jet services (B737 /A320) to sectors as far as Perth.For the purposes of this Study, a “design aircraft” has been selected for each scenario. Thefollowing sub-sections outline the reasons for the selection of the options considered for eachscenario.3.2.1 Scenario 1Kingscote airport was designed for Fokker F27 turbo prop aircraft (approximately 50 seats andgross weight of 20.8 tonnes). However, the only RPT operator now servicing Kingscote hasused only the smaller Saab 340 turbo prop aircraft (34 – 36 passengers and gross weight 13.2tonnes).Selection of a design aircraft for this scenario requires some level of speculation regarding futureoperators. The smaller class of turbo-prop aircraft are no longer being manufactured to historicallevels. The F27 (20.8 tonnes) is essentially obsolete, and production of the newer Fokker F50(58 seats and 20.8 tonnes) ceased in 1996. Production of the Saab 340 has also ceased, in1999. The last Bombardier Dash 8 300 (56 seats and 18.9 tonnes) was manufactured in 2008.It is difficult to determine the type of aircraft that will provide RPT services between Adelaide andKingscote when the present Rex Airlines Saab 340 aircraft reach the end of their service life.Perhaps this duty would be taken up by smaller (18 passengers) twin-engine commuter aircraft.Suffice to say the existing airport infrastructure and facilities would be well placed toaccommodate such aircraft, assuming that maintenance of the asset continues.Given this uncertainty, the conservative selection of the Saab 340 has been made as the “designaircraft” for this scenario.3.2.2 Scenario 2The ATR72 (62 – 74 seats and 23 tonnes) and Bombardier Q400, otherwise known as the Dash8 400 (68 – 78 seats and 29.3 tonnes) are the most common of these larger turbo prop typeaircraft operating in Australia with the range to operate between Kingscote and MelbourneRef No. 20120935DR1A Kingscote Airport Infrastructure Study Report 3
It is reasonable that the latter aircraft (the larger) be adopted to provide an element ofconservatism for pavement and terminal building design for this future development scenario.Federal Government requirements for passenger and baggage screening will be invoked byeither of these aircraft (required for aircraft with maximum weight in excess of 20 tonnes). Referto Section 6.2 herein.3.2.3 Scenario 3Regional jet aircraft (Code 3C) operating in Australia would include the Embraer EMB 170 (70 -78 seats and 36tonnes) and the Fokker F 100/70 (107 seats and 41.7 tonnes). Such aircraft arecapable of non-stop operation between Kingscote and Perth.A check of the Australian aircraft register lists only three (3) EMB 170 aircraft in operation atpresent. Hence, the chances of that aircraft operating out of Kingscote are extremely remote.Alternatively, there are approximately forty-two (42) F100/70 aircraft registered in Australia (toSkywest and Alliance Airlines). Accordingly, this would appear to be the only realistic choice fora regional jet at the present time for this development scenario.3.2.4 Scenario 4Single-isle mainline jet services in Australia are predominantly provided by Boeing 737 800 (162– 175 seats and 79.25 tonnes) and Airbus 320 (148 – 180 seats and 77 tonnes) aircraft. Theseare very similar in terms of total weight and number of passengers able to be accommodated.The former has been adopted for this scenario, its slight additional weight providing someconservatism in design.Ref No. 20120935DR1A Kingscote Airport Infrastructure Study Report 4
Page 6: PRELIMINARY ASSESSMENTKangaroo Isla
Page 10 and 11: PRELIMINARY ASSESSMENTKangaroo Isla
Page 16 and 17: Kangaroo Island Airport Upgrade Bus
Page 18 and 19: Document History and StatusRev Desc
Page 20 and 21: 6 Terminal Building 166.1 Descripti
Page 22 and 23: 1 Introduction1.1 Scope of ReportTh
Page 26: 4 Site Investigations4.1 OutlineA s
Page 30 and 31: Coober PedyKingscoteAccordingly, a
Page 32 and 33: For aircraft landing to the north a
Page 34 and 35: Table 5-1New Pavement ThicknessesPa
Page 36 and 37: In this Study, allowance has been m
Page 38 and 39: An additional 20% of the gross area
Page 40 and 41: 7 Landside Facilities7.1 Car Parkin
Page 42 and 43: This situation will require monitor
Page 44 and 45: 8 Capital Costs Estimates8.1 Introd
Page 46 and 47: Table 8-2Pavement Element Compariso
Page 48 and 49: 8.4.3 Security Screening CostsIn ad
Page 50: Appendix AKingscote Airport - Curre
Page 60 and 61: Appendix CCalculations Terminal Bui
Page 62 and 63: Appendix DCapital Cost Estimates Sc
Page 64 and 65: Kingscote Airfield ReviewKangaroo I
Page 66 and 67: Kangaroo Island Airport Upgrade Bus
Page 68 and 69: CONTENTSContents ..................
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