Australian Flying — November-December 2017

and Newcastle and once again,
Warnervale doesn’t have a large
training area. ”
Thompson believes there is an
alternative, but it will depend on
the Australian Defence Force.
“The ideal training area as far
as I can see, and a few people agree
with me, would be the area from
Richmond up towards Wisemans
Ferry, the area up along the river
which is currently Richmond ’s
airspace. It’s f lood plain country,
it’s not likely to be built out, it’s
mainly market gardens and things
up there past Pitt Town and up
that way, Glossodia and through
there.
“I had a chat with Mike Higgins
from RAAA [Regional Aviation
Association of Australia] and
we suggested that probably the
solution would be a lane of entry
up towards Westmead hospital.
We could fit below the f light path,
which we do now when we go up
the lane of entry, with a ceiling of
2500 feet.
“That would give us about the
same sized training area that
we have now which is not likely
to be built out. It’s got enough
f lat country around there to be
suitable for a training area. It
would mean of course that the Air
Force would need to give up that
area or make Richmond a joint
military general aviation airport.
“Now the Air Force does,
I understand, have a plan to
gradually phase out of Richmond.
There’s a lot less traffic there
now, a lot less heavy equipment.
Most of that’s been moved up to
Amberley. We’ve had meetings
on this with [Federal Minister for
Infrastructure and Transport]
Darren Chester through the
Federation of Aero Clubs. He’s
looking at it. We brought it up
with [Airservices Australia board
chair] Angus Houston.”
Whatever the solution,
Thompson is adamant that a
positive outcome will only be
achieved by operators and the
industry actively getting involved.
“If you don’t get involved you
won’t find out. You’ve actually got
to keep pushing; they won’t come
round and tell you.”

australianflying.com.au 39

November – December 2017 AUSTRALIAN FLYING

RIGHT: Flight

instructor at

Bankstown Airport.

also operates Camden, is not

banking on dwindling operations,

with its Master Plan forecasting

a resurgence to around 298,000

movements by 2033/34. Chief

Executive Officer Lee de Winton

is firm on the airport’s future, and

its ability to coexist with Western

Sydney Airport.

“Bankstown Airport is one of

Western Sydney’s most valuable

assets, not only in the immediate

future but also as a long-term

general aviation proposition, and

Camden Airport is Australia’s

premier sport and recreation

aviation airport,” de Winton told

Australian Flying. “Both airports

have an important role to play in

the Western Sydney community,

both economically and culturally,

now and in the future, as they

provide an incubator for future

commercial pilots headed for

airline employment.

“Sydney Metro Airports

continues to work with the

Department of Infrastructure and

Regional Development (DIRD)

as the plans for the Western

Sydney Airport are developed,

this includes my participation at

the Forum on Western Sydney

Airport (FOWSA).”

The Department

The Department of Infrastructure

and Regional Development insists

it will consult with industry, and

believes initial operations from

Badgerys Creek will not affect

Bankstown.

“The airspace design for

Western Sydney Airport will

be finalised closer to operations

commencing in 2026, however

the Western Sydney Airport

Environmental Impact Statement

(EIS) found that airspace design

could be implemented safely

What’s at stake

Bankstown Airport’s Master

Plan, approved in 2015, quotes

around 85 separate aviation-

related businesses operating on

the airport, supporting around

2000 jobs. Formerly the thriving

centre of commercial general

aviation operations for the Sydney

Basin, the airport has seen a

steady decline in movements from

its historical high of 484,000 in

1989/90 to 220,000 in 2012/13.

Passenger traffic has also declined,

from 367,170 passengers in

2007/08 to 220,294 in 2012/13.

The Master Plan records 11

f lying schools, f light training

organisations and f lying clubs,

eight air charter operations and

62 sales, maintenance and repair

organisations.

The vast majority of movements

are piston singles (61.5%) and

piston twins (18.8%), dwarfing

helicopter operations (13.9%),

turboprops (4.5%) and jets (1.3%).

Whereas property activities

typically account for 30% to 50%

of an airport’s income, Bankstown

Airport is different, with property

accounting for 83% of revenue and

aeronautical 11%.

But Bankstown airport operator

Sydney Metro Airports, which

SYDNEY METRO AIRPORT BANKSTOWN

BELOW: Bankstown’s

movements have

reduced steadily

over time, but

the master plan

forecasts an

increase.