Ballina airspace design - introduction of controlled airspace

The Office of Airspace Regulation (OAR) sought feedback from airspace users about a proposed preliminary airspace design to support the introduction of controlled airspace around Ballina.

The proposed airspace design aims to safely accommodate continued growth of air traffic in the Ballina region.

The consultation period ran between 29 July and 25 August 2024.

About this consultation

The consultation posed questions to determine whether the proposed airspace design is fit for purpose considering the variety of operations that occur within the airspace in the vicinity of Ballina.

All local airspace users including flying schools, aero clubs, commercial operators, recreational and sport aviation as well industry bodies were encouraged to respond.

A total of 55 responses were received from a wide variety of airspace users including airlines, aerial work operators, flight training, air transport licence holders, commercial licence holders, private/recreational pilots and sports aviation pilots.

Ninety percent of the responses received were from fixed wing operators, 7% from rotary wing operators, with the remainder being remotely piloted aircraft or other airspace users.

Of the total responses, 22% nominated Instrument Flight Rules (IFR) as their primary flight rules, 41% indicated Visual Flight Rules (VFR) only and 37% identified both IFR and VFR or elected not to answer.

Air transport pilots, commercial pilots and chief pilots represented 28 (50%) of the total submissions. This included 4 who described their primary role as both air transport and commercial or chief pilot. There were 25 responses (48%) from those who identified as recreational or private pilots, including 4 who also nominated as air transport or commercial pilots.

It was equally common that recreational and commercial drone operators described their primary activity as a combination of commercial and private operations.

Safety managers, air navigation service provider staff and student pilots also provided responses.

Summary of feedback

Responses received generally supported the proposed airspace design as well as the principles applied in developing that design. However, the following matters were raised for consideration:

• safety and operational efficiency
• impact on VFR operations
• access to controlled airspace for recreational and sport aviation users
• effect on training organisations
• recommended changes to the design.

Safety and operational efficiency

Responses received indicated support for the establishment of controlled airspace in general, citing enhanced safety, particularly for air transport operations. Some responses included suggested modifications to step heights for better aircraft descent profiles and assurances regarding the surveillance and radio coverage.

However, there was a general sense throughout the survey that some airspace users were being excluded and might therefore be forced into less than desirable regions outside controlled airspace (OCTA).

Impact on VFR operations

While there was support in general from the VFR flying community for the establishment of controlled airspace, several themes regarding the impact on VFR operations emerged. These include:

• the potential difficulties in navigation OCTA considering the high terrain in the region
• strong preference for VFR lanes
• the establishment of VFR approach points.

Access

A significant number of respondents commented about access to controlled airspace for recreational and sport aviation users. The core theme is that current access to the airspace should be retained to the greatest extent possible, recognising that the introduction of controlled airspace will necessitate some changes.

Training

Some respondents raised the impact on the training organisations that occupy the airspace, particularly the potential adverse effect caused by the establishment of controlled airspace. As an example, lower altitude limits could pose risks due to insufficient recovery altitude when operating below controlled airspace during certain training manoeuvres.

Pushing training activities to the north of Byron Bay to remain OCTA was also specifically voiced which has efficiency implications as well as potentially creating congestion due to constraining the airspace available for all training organisations.

Other recommendations

Some responses contained suggestions to adjust the airspace design including step heights and lower limits.

Recommendations include extending certain steps westwards and eliminating others to simplify airspace design and enhance the safety of descent paths. Comments around the number and complexity of the control area steps were also provided. The airspace in the vicinity of Tyagarah and Lismore attracted special interest regarding the proposed lower levels.

Next steps

We received many responses with suggestions intended to enhance safety, operational efficiency and equitable access.

In addition, we received feedback raising concerns about impacts on VFR operations and flight training, terrain clearance, controlled airspace constraints during training manoeuvres, the receipt of clearances, CTA step design, and assurances that the current access to the airspace is preserved.

Key among those suggestions were the introduction of instrument departure procedures at Lismore, adjustments to the airspace steps in a variety of locations as well as leaving the Class C step altitude above Tyagarah at its current level. These modifications are being included into the preferred design.

Airservices Australia consulted the local community about the proposed changes from 29 July 2024 to 8 September 2024. We are working with Airservices to consider all feedback received from both industry and the community and what additional changes should be incorporated into the preferred design. 

We will consult on the preferred design in November 2024 on the CASA consultation hub. This will coincide with the next stage of community engagement being led by Airservices.