Print Ready FINAL 13 March 2018 - Parafield Airport
3The Airport283.1 Airport SiteParafield Airport is located in South Australia, 18 km north of the AdelaideCBD in the City’s strategic northern growth sector. Parafield Airport enjoys thefacilities that come with being one of the busiest general aviation airports inAustralia. The airport is bordered by Kings Road to the north, Main North Roadto the east, Bennett Road Drain to the south and the main northern rail line tothe west (Figure 3.1).Figure 3.1 Location of Parafield Airport
PARAFIELD AIRPORT 2017 MASTER PLAN3.2 Airport History3.2.1 Aviation History of Parafield AirportIn April 1927, the Civil Aviation Branch purchased 320acres of open farmland at Parafield to establish alarge, permanent airport for Adelaide. The first aircraftoperation to Parafield Airport was on 1 October 1927.The Royal Aeroclub of South Australia built aclubhouse at Parafield. The Civil Aviation Branchbuilt a red brick manager’s residence adjacent tothe airfield entrance and began leasing sites tocommercial operators in 1927. Parafield was officiallydeclared open in August 1929 and in 1934, a large airpagent was held at the airport (Figure 3.2).The Depression briefly retarded the growth of aviation,but the 1930s saw a steady proliferation of new airlinecompanies (Qantas and Ansett) and the expansionof others. Two gable-ended hangars were erectedat Parafield during the mid-1930s and leased byAustralian National Airways Pty Ltd (ANA) and HenrySnider. ANA built its own large hangar at Parafieldin 1936, which was the first igloo type of hangar builton the site. Guinea Airways built another igloo hangarFigure 3.2 Air Pagent 193429alongside in 1939. In 1938, the aeroclub built newheadquarters on the northern boundary of the airportaway from the hangars.Adelaide Airways Ltd based at Parafield was oneof the predecessors of ANA. The company wasestablished in July 1935 to operate services betweenAdelaide and Broken Hill, Melbourne, KangarooIsland and Port Lincoln, and it acquired the AdelaidePerth route flown by Western Australian Airwayson 12 June 1936. Adelaide Airways merged withTasmanian-founded Holymans Airways Pty Ltd in1936 to form ANA with interstate routes that servicedPerth, Adelaide, Melbourne, Sydney and Hobart.The company continued to acquire other airlines androutes and become the premier Australian airline.The company introduced the DC2 to Australia andestablished a clear competitive advantage over itssmaller rivals.Guinea Airways was also based at Parafield after itintroduced scheduled services between Adelaide andDarwin on 5 March 1937 with Lockheed Electra 10
3. The airport30aircraft. The company had been registered in Adelaidea decade before, on 4 November 1927, to operateservices between its goldfields in New Guinea. Thecompany operated a service between Adelaide andSydney in 1938 before handing it over to AnsettAirways. The development of Parafield Airport in 1934is shown in Figure 3.3. Thereafter it concentrated ondeveloping regional services in South Australia andacquired the local operations of MacRobertson MillerAirways in April 1939.3.2.2 World War IIDuring the mid-to-late-1930s, a timber-framed controltower was erected south of the ANA Hangar, and theShell and Vacuum Oil Companies constructed fueloutlets/garages. The outbreak of war in 1939 saw arush to upgrade aerodromes and rapid growth of theRAAF in response to the establishment of an EmpireAir Training Scheme designed to provide aircrew tohelp England fight the war in Europe. The trainingstations were erected in standard temporary huts.Ansett Airways did not develop at Parafield butParafield was one of the earliest airports added tothat company’s network. The airline began servicesbetween Melbourne and Parafield on 29 November1937, less than two years after Reginald Myles Ansettestablished the company on 17 February 1936 withits inaugural flight from Hamilton, in western Victoria,to Essendon, in suburban Melbourne. The popularityof the service prompted Ansett to acquire additionalaircraft and extend his operations. The Adelaideservice was suspended during World War 2, butrecommenced afterwards with DC3 aircraft.In early 1940, the Department of Defence took overthe running of Parafield for the duration of the war.The commercial services of ANA, Guinea Airways andothers continued from the airport in a constrainedmanner, while the activities of the aeroclub weresuspended from July 1940. The RAAF commandeeredits premises and aircraft for the use of the No. 1Elementary Flying Training School. From July 1940,all civilians were excluded from the aerodrome exceptthose employed by civil aviation and commercialaviation companies. In August 1941, the school’sestablishment was doubled in strength, with additionalFigure 3.3 Parafield Airport 1934
PARAFIELD AIRPORT 2017 MASTER PLANhuts erected shortly after by building company S.J.Weir. Twenty-four basic module Military P Serieshuts were constructed at Parafield in 1940, to total70 by the end of the war. They were designed toaccommodate 20 men and be adaptable for mostcamp requirements.In June 1941, a separate Department of AircraftProduction was established. In 1942, the Departmentof Aircraft Production built two large airframe repairhangars/workshops at Parafield and for the rest ofthe war, serviced Elementary Flying Training Schooland No. 34 Squadron needs. It was around this timethat the original farmhouse was demolished and KittyHawk Lane was created.Commencing in 1942, the CommonwealthGovernment began acquiring land adjacent the airportto cater for the increasing size of aircraft using theairfield and the growth in military traffic, and beganformalising the road network. The first expansion waswest to the Gawler railway line.In January 1943, No. 34 Squadron was reformed atParafield with 4 officers, 66 Airmen and 3 Dakotaaircraft. Additional huts and another Bellman Hangar(No. 107) were erected to accommodate them.Figure 3.4 Parafield Airport circa 19483.2.3 Post-World War II to 1955With the end of World War II and the departure ofNo. 34 Squadron, Parafield was returned to civiland commercial airline operations and the repairand overhaul of military aircraft for the RAAF andDepartment of Aircraft Production. Between 1944 and1949 much of Parafield’s wartime encampment wassold off and removed from the site. The developmentof the airport in 1948 is shown in Figures 3.4 and 3.5.In August 1945, the Commonwealth Governmentestablished by Act of Parliament the AustralianNational Airlines Commission, a Governmentinstrumentality authorised to operate interstate airservices, and also created Trans-Australia Airlines.By 1946 there were nine airline companies operatingregular services within Australia, with ANA and GuineaAirways the main operators.Trans-Australia Airlines began operations inSeptember 1946 (Figure 3.6) and moved into theformer No 34 Squadron hangar at Parafield. Twocinder runways were formed in 1949.31
3. The airport32Figure 3.5 Hangar Development - Parafield Airport circa 1948Figure 3.6 TAA at Parafield Airport 1950s
PARAFIELD AIRPORT 2017 MASTER PLANIn 1951, the workshops were enlarged and in 1953 aBellman Hangar was relocated from Mallala to supportaircraft servicing and maintenance. The airframerepair workshops, consisted of three hangars andancillary buildings until they were closed in 1972.3.2.4 Post 1955 (after the establishment of WestBeach Airport)As post-war civil and commercial aviation activitiesbloomed, and Parafield became Adelaide’s principalairport, the Commonwealth sought to segregateprivate and aeroclub flying from regular/commercialtransport services and to construct two airports foreach mainland capital city to reduce congestion.Planning for a new major airport at West Beach toreduce Parafield to a minor airport began before theend of the war, with the first parcel of land at WestBeach purchased in late 1946. Construction of theWest Beach airport began in 1947 and the new airportopened in February 1955, after which the majorcommercial airlines moved from Parafield to WestBeach, and all remaining military aviation moved toEdinburgh.The continued growth in general aviation activitysince the mid-1950s has meant that Parafield hasbecome a significant centre for recreational flying andpilot training, which is now its principal function. Therunway was sealed for the first time in 1969.In 1982, the airframe workshop hangars were takenover by the Australian Aviation Company (now calledFlight Training Adelaide) with the aim of training furthercommercial airline and helicopter pilots. The companyadapted the former hangars and constructedadditional accommodation for international students,classrooms and aircraft simulators.Other contemporary buildings have been constructedat Parafield since the 1980s, including a new line ofhangars on the western side of the airport. Otherhangars were re-modelled, and a few relocated.In the years since the opening of Adelaide Airport,Parafield Airport has been regarded as a generalaviation environment and as a training airport forflying and maintenance operations. The pilot trainingcontinues to prepare world-class pilots for flying withAustralian and international airlines.3.3 FacilitiesParafield Airport is a Certified Airport (as defined byCASA) and has facilities to provide for flying training,general aviation, charters and helicopter operations.The principal aviation-related facilities at ParafieldAirport include: a four-runway system comprising the main(illuminated) 03L/21R runway (1350 m), 03R/21Lrunway (1279 m), 26L/08R runway (992 m) and26R/08L runway (958 m) together with associatedaprons and sealed and unsealed taxiway system; on-airport car parking facilities; aircraft maintenance hangars and associatedfacilities; helicopter facilities; air traffic control facilities; public transport access; and aviation fuel facilities.3.4 Relationship to Other AirportsA number of other airports catering for the generalaviation industry are currently operating within closeproximity to Parafield, as described below.Adelaide Airport is the international and domesticair transport gateway to the City of Adelaide andthe State of South Australia. Facilities at AdelaideAirport are well established and cater for the full rangeof commuter services, domestic and internationalservices.RAAF Base Edinburgh is a Defence facility andis home to No 92 Wing’s AP-3C Orion maritimepatrol aircraft that conduct surveillance operationsthroughout Australia’s airspace.Gawler Aircraft Landing Area (ALA) is approximately20 km north of Parafield and is predominantly usedas a flying and training aerodrome for glider and lightsports aircraft operations.Murray Bridge ALA is approximately 100 km eastof Adelaide. The aerodrome has a cross-runwayconfiguration with associated taxiways and apronparking areas. A number of units and small hangarsexist with some maintenance activity. There is a flyingschool situated on the aerodrome.33
3. The airport34Aldinga ALA is approximately 60 km south ofAdelaide. The aerodrome is a cross-runwayconfiguration, with associated taxiways and parking.There is a flying school situated on the aerodromeand some maintenance facilities. Curfews and someoperational restrictions apply. The main activities atthe aerodrome include flying training and joy flights.Goolwa ALA is approximately 130 km south ofAdelaide. The aerodrome consists of a sealed runwaywith a natural-surface short cross strip, sealed taxiwayand apron facility. There is a flying school situatedon the aerodrome. The main activities include flyingtraining and joy flights.3.5 Economic SignificanceThe contribution that Parafield Airport makesto the South Australian economy is determinedby estimating the employment and Gross StateProduct (GSP) associated with the airport’s overallbusiness activities. This has been measured througha combination of a business survey and economicmodelling to estimate the direct and indirect (multiplier)economic benefits attributable to airport activity.This section puts these outcomes into context bycomparing the outcomes with those of previous (2008and 2011) reports and by assessing the airport’soperating environment over the last five years.3.5.1 Changes in Airport Activity and Trend AnalysisThe 2011 report noted that aircraft movements atParafield Airport had declined substantially between2000 and 2004 reaching the lowest number ofmovements by 2003/04 (127,162) since 1987/88, asshown in Figure 3.7. It should be noted, however, thatfrom May 1998, airport tower hours changed from0700 – 2200 to 0800 – 1800 which would have resultedin a substantially reduced number of captured aircraftmovements. The definition of ‘aircraft movement’was also changed to treat ‘touch and goes’ as onemovement instead of two. Comparisons are thereforeonly reliable from 1998/99.As can be seen from Figure 3.7, with the exceptionof 2013/14 there has been a sustained recovery inthe number of aircraft movements after 2003/04peaking at 243,132 in 2008/09. This is still the highestnumber of annual movements since the reviseddata capture times. PAL estimates that there are anumber of aircraft movements per annum outsidethe official capture hours. A recent 12-month studyby Airservices Australia using radar from Adelaideand five noise monitors around the airport providedaccurate movement data for 2015/2016. These dataindicated that annual movements were approximately218,000.The sustained recovery in aircraft movements atParafield Airport from 2004/05 to 2008/09 wasconsistent with strong economic trends over thattime leading up to the 2007/08 Global FinancialCrisis. While the impact of the Global Financial Crisisis not immediately reflected in aircraft movementsat Parafield Airport, growth stagnated in 2009/10followed by a decline in aircraft movements to 2000/01levels by 2013/14 (170,138).This performance is consistent with national andstate-based general aviation trends over the sameperiod to 2012. Bureau of Infrastructure, Transport andRegional Economics (BITRE) General Aviation Activitydata show that total landings declined from 2008 to2012 in the general aviation sector as shown in Figure3.8 (BITRE 2013).The slight recovery in 2013 at the national level is notreflected in Parafield Airport activity, which continuedto decline until 2013/14. This is due to ParafieldAirport’s heavy reliance on aircraft training whichcontinued to decline at the national and regional levelsuntil 2013 as shown in Figure 3.9.The BITRE report summarises these trends as follows: general aviation activity increased by 2.2 per centin 2013, in terms of the number of hours flown. charter and aerial work flying were the two largestactivity categories in the general aviation sector,representing 27.9 per cent and 23.6 per centrespectively of all general aviation flying hoursduring 2013. Training accounted for another 21.8per cent of general aviation flying. Private andbusiness flying together represented 20.8 per centof total general aviation activity. general aviation categories to show an increasein flying activity were: test and ferry (up 14.6 percent), aerial work (up 11.4 per cent), training (up5.0 per cent), and business (up 0.3 per cent).Decreases in flying hours were recorded inagriculture (down 10.4 per cent), charter (down 3.2per cent), and private flying (down 0.6 per cent).
PARAFIELD AIRPORT 2017 MASTER PLAN35Source: Airservices Australia – Movements at Australian Airports (www.airservicesaustralia.com ) as supplied by Parafield Airport LimitedFigure 3.7 Parafield Airport Aircraft Movements 1987/88 – 2015/16Source: BITRE, General Aviation Activity, 2013Figure 3.8 General Aviation hours flown, by category of aircraft (2003–2013)
3. The airport36Source: BITRE, General Aviation Activity, 2013Figure 3.9 Hours flown in General Aviation by activity (2009–13) ince 2013/14, aircraft movements at Parafield AirportShave recovered to pre-Global Financial Crisis levelsalbeit with a slight decline in 2015/16 to 218,728.as the Local Government Areas of Salisbury, Playford,Tea Tree Gully and the eastern half of Port AdelaideEnfield.3.5.2 The Economic Impact of the AirportAn analysis of the level of economic activityassociated with the operation of Parafield Airport hasbeen based on a comprehensive survey of airportbusinesses and economic modelling of the surveyand other data. Estimates are made of: the total jobs, wages paid and expenditure ofcompanies whose operations are based aroundthe airport, identified through the survey; and induced (or multiplier) economic impactsassociated with this direct impact.This economic impact assessment is an update ofprevious reports undertaken in 1998, 2004, 2008 and2011. The economic contribution of airport activity ismeasured by the amount of income it supports (itscontribution to Gross State or Regional Product) andits employment outcomes.The analysis provides a quantitative assessment ofthe contribution that Parafield Airport makes to theSouth Australian and Northern Adelaide economiesas at 2016. The Northern Adelaide Region is definedThe estimation of economic impact is based onthe survey of entities operating at the airport, andtheir estimates of direct employment, both on-siteand employment off-site that is dependent on theiractivities at the airport. The revenue/expenditure basethat this employment supports is then estimatedand traced through Input Output Tables for SouthAustralia and the Northern Adelaide Region todetermine estimates of income associated with that
PARAFIELD AIRPORT 2017 MASTER PLANemployment, and the induced or flow-on impact thatis related to these activities.Business SurveyAt the commencement of the project, PAL supplied adatabase containing 73 organisations (including PAL)operating from Parafield Airport (c.f. 84 in 2011). Abusiness survey was designed and approved by AALand PAL management to obtain data for the economicimpact assessment. Following is a summary of theorganisations surveyed: total number of organisations – 73 (comprising 39aviation related business and 34 commercial/retailbusinesses). unable to be contacted – 4 (no answer, away,refused survey, etc.). completed surveys – 46 (67%).Detailed AnalysisThe quantification of the economic contribution ofParafield Airport to the State and regional economiesis based on the responses to the business surveyof entities operating at the airport, and determiningthe direct employment contribution of those entities.Forty-six respondents provided details of employmenton site, and employment off-site that is dependent ontheir activities at the airport.The average employment by respondent in eachindustry sectors has been factored up to provide anestimate of aggregate employment in each sectorbased on the estimated number of businesses withineach industry sector at the airport. Responders thatgave employment details but did not disclose theirname or industry (i.e. confidential) were assumedto be in air transport or air transport services in theBusiness Precinct, and in retail in the CommercialPrecinct.Table 3.1 Summary of Results – Economic Contribution of Parafield Airport - 2016Airport AreonauticalTotalDirect ImpactNumber of Businesses3934294473Total Employment on-site5006004516491100Total Employment off-site6919369193261Total Employment5697925208411361Estimate of Total Revenue ( m)68.6192.568.6192.5261.1Estimate of Direct Wages ( m)50.734.647.437.985.3Estimated Direct Value Added ( m)85.151.080.955.2136.1Gross State Product ( m)111.151.4103.259.3162.5Household Income ( m)844.738.078.244.5122.79887009017871688Gross State Product ( m)171.791.1158.9103.9262.8Household Income ( m)120865.1112.173.8185.9Employment (FTEs)13661079125711872445Economic ContributionNorthern AdelaideEmployment (FTEs)South AustraliaNote: FTE full time equivalent jobsSource: Hudson Howell 2017a37
3. The airport38The ratios of revenue, wages and gross operatingsurplus for the underlying industry sectors for theNorthern Metropolitan Region (air transport, retail,construction, etc.) were used as indicative forParafield Airport businesses. These ratios have beenused to estimate the direct revenue base for thesebusinesses, including wages and gross operatingsurplus (i.e. returns on capital). These estimatestherefore assume that the businesses in the airportarea are similar to industry averages (on a per workerbasis).Table 3.2 Summary of Employment Outcomes byIndustry (Northern Region) - 2016SectorDirectTotal451451Agriculture and Mining07Manufacturing0106Retail and Hospitality611707Construction and Utilities3557Other Transport and Storage147Business and Financial Services0170Education and Personal Services214411001688AeronauticalTotalSource: Hudson Howells 2017aTable 3.3 Summary of Employment Outcomes byIndustry (South Australia) - 2016SectorDirectTotal520521Agriculture and Mining023Manufacturing0152Retail and Hospitality803982Construction and Utilities3577Other Transport and Storage196Business and Financial Services0337Education and Personal Services225713612445AeronauticalTotalSource: Hudson Howells 2017aTable 3.1 provides a summary of the core data basedon the industry base and survey responses. It includesestimates of revenue, direct employment, wagesand value added. As at 2016, Parafield Airport isestimated to support 1361 direct jobs of which 1100are on-site, and in the Northern region, while it isassumed that the off-site employment of 261 jobs arebased elsewhere in the State (mostly in metropolitanAdelaide). The wages generated in the Northern regionare estimated as 56.4 million annually, while wagespaid to households in the State is estimated to be 85.3 million.Table 3.1 provides a summary of the estimatedeconomic impacts by precinct and by aviation/nonaviation activities (mainly retail).Tables 3.2 and 3.3 contain the modelled employmentoutcomes by industry sector in the respective regions.While the direct employment is, as expected, primarilyin the retail and air transport/aeronautical sectors (andto a lesser extent in construction), the flow througheffects demonstrate that the contribution of theairport’s operations permeates the economic fabric ofthe respective communities, with jobs created in retailbeyond that in the precinct, in business services, inroad transport and in education, health and personalservices.Table 3.4 compares these 2016 results with those ofprevious studies undertaken in 2008 and 2011.Table 3.4 Economic Contribution of ParafieldAirport - Comparison Across TimeImpact200820112016%IncreaseDirect EmploymentOn-siteOff-siteTotal Direct750154904823194101711002611361343534Induced Employment809907108419Total Employment17131924244527Total Value Added(Contribution to GSP ( m)184.5184.3262.843Source: Hudson Howells 2017a
PARAFIELD AIRPORT 2017 MASTER PLANThe revenues estimated by category of activity areapplied to the relevant industry sectors, and theimpact of this is traced through the economy toestimate the induced effects, which are then added tothe direct effects to give the total economic impact.In total, therefore, including the induced or multipliereffect, the full economic impacts associated with theoperations of Parafield Airport are estimated to be: in the Northern Adelaide Region, support for1688 jobs, and a contribution to Gross RegionalProduct of 162.5 million; andfor South Australia, support for 2445 jobs, and acontribution to Gross State Product 262.8 million.A detailed summary of the direct economic impactsthat Parafield Airport has as at 2016 is presented inAppendix B.39
general aviation, charters and helicopter operations. The principal aviation-related facilities at Parafield Airport include: a four-runway system comprising the main (illuminated) 03L/21R runway (1350 m), 03R/21L runway (1279 m), 26L/08R runway (992 m) and 26R/08L runway (958 m) together with associated
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