Circuit Training at Moorabbin Airport Circuit Training at Moorabbin ...

The reality is that aircraft performing circuits at Moorabbin Airport, or arriving and
departing, will of necessity fly over residential areas. Over the years Airport Managers
pleaded with local authorities not to allow residential development to encroach but it has in
fact done so. In recent years we have had a limited benefit in the Airport Environs Overlay
(AEO) negotiated with the City of Kingston and we have been successful in ensuring some
planning controls are applied to new developments such as Kingston Heath and Epsom
racecourse, but the airport has not benefited in any meaningful form from proper buffer
controls contained in planning provisions.
The government white paper has made a number of recommendations regarding future
actions by State governments and local councils in ensuring that airports are effectively
buffered for the future and we would call for this process to be expedited. However for
Moorabbin for the most part it is too late.
City of Kingston:
In order to provide long term certainty Council considers that all training activities at the
Moorabbin Airport should cease by a set date in 2025 or 2030 unless the measures set out
below are adopted:
• Revised circuits are adopted which redirect traffic way from residential areas;
• Aircraft training movements are capped by the greater utilisation of flight
• simulators;
• Measures are introduced to prohibit noisy aircraft, and
• Noise sharing arrangements are put in place.
The idea of noise sharing is supported on the basis that the impact of airport noise
should not be concentrated over the Dingley area.
City of Greater Dandenong:
The City of Greater Dandenong made an identical submission to the City of Kingston.
Dingley Village Community Association:
Whilst the DVCA does not want to move the current problem onto another community, it is
very difficult to respond to residents in a rational way when confronted by these statistics
with no explanation other than the historical reasons.
We would welcome an examination of this partial solution and possible sharing options
either by sharing the training traffic or using alternate days for Eastern and Western circuits.
Once we start discussing this option it is difficult to support anything other than a 50/50 split.
MARA:
70‐80% of training is over Dingley. In considering a change in circuit distribution it should be
noted and understood that most circuits over Dingley are executed at 1,000 ft, given that the
first and second legs are achieved over vacant, recreational and industrial developed land.
Prior to reaching Dingley proper, the third leg‐ descending over Dingley‐ is executed on
reduced power and noise, as the aircraft is in descent. The final leg is executed mainly over
open or developed industrial land.
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