Reporter's deidentified concern
The reporter (an experienced pilot representing an established charter organisation operating high-performance aircraft) has raised safety concerns relating to the new Sydney Basin airspace changes, specifically Bankstown (YSBK) arrival routes from the north and west.
The reporter believes the recent Sydney airspace changes are causing greater risks to aviation safety and provided the following examples of concerns raised.
High-performance aircraft operating outside controlled airspace (OCTA)
High-performance aircraft operating outside of controlled airspace up to 45 NM at low level when inbound to YSBK from the north and west via established routes. The reporter has flown the northern approach inbound to YSBK multiple times in the past month in a high-performance business jet with normal speeds of 250 kts below 10,000 ft. There is a constant requirement to be OCTA by YAKKA (waypoint) at 7,000 ft, then a constant descent must be maintained at more than a 3-degree angle to maintain OCTA by the 3,500 ft Class C step.
Aircraft and terrain separation
The inbound route places aircraft overhead Mt. Mangrove Gliding aerodrome at about 4,000 ft above ground level (AGL) and in possible conflict with the gliding traffic and visual flight rules (VFR) traffic southbound from the Cessnock (YCNK)/ Hunter Valley area. As part of the approach, descending to 2,000 ft above mean sea level (AMSL) from OMUVU (waypoint) via route Z88, a previous low level VFR lane used to avoid airspace generally used by low-performance aircraft, is now standard. This route is now in controlled airspace (CTA) but mixes VFR and IFR aircraft in a very confined airspace and in a high-performance jet makes a much greater threat of bird and drone strikes being just above 1,000 ft terrain.
Adverse weather and turbulence
The reporter states, 'During a recent flight there was a strong westerly wind, and we experienced moderate turbulence for the whole low-level segment. We have yet to see the impacts of poor weather such as thunderstorms on traffic in the northern approach route to YSBK, but it is very conceivable that in such a closed airspace, options for last minute diversions seem limited. Aircraft with less sophisticated radar or no radar could find themselves with little options besides causing great disruption to traffic in the surrounding airspace. The approach from the west is not much different. It is normal to have to descend to be OCTA by AKMIR (waypoint), placing aircraft low over the Blue Mountains and susceptible to the moderate to severe low-level turbulence that happens with strong westerly winds. The route from the west also places aircraft OCTA in the uncontrolled airspace around Camden (YSCN) creating IFR/VFR mixing hazards. The airspace requires redesign for high-performance aircraft inbound to YSBK that is not pushing aircraft into low level OCTA'.
Named party's response
Airservices acknowledges the feedback on tracking via Z88 from the north at an altitude of 2,000 ft AMSL.
The constraints of the airspace require vertical separation from the Sydney (YSSY) runway RWY16 sequence which may see YSSY arriving aircraft as low as 3,000 ft AMSL in the areas between Bankstown and Hornsby prior to a base turn and intercept final for RWY 16R, hence a descent to 2,000 ft on Z88 is necessary to ensure safety. Additionally, YSSY departures off RWY 34L require separation assurance in the same area.
The introduction of a large airport west of Bankstown, plus the redesign of R481 northwest of Richmond (YSRI) have removed the previous options into Bankstown via 'Q155 RIC V11 BK (Bankstown)' (previous FPR for BK arrivals from the north).
The transit via Z88 is a transit inside controlled airspace from waypoint OMUVU and does not restrict altitude requests or requests for deviations off track which are assessed and accommodated by the controller depending on surrounding traffic to/from YSBK, YSRI, YSSY, YXWS, YSCN and of course YSWS. We would also like to note IFR aircraft are provided with a controlled airspace service by Bankstown approach as per Class D airspace requirements south of OMUVU.
The transit from the south and its challenges are also acknowledged. Traffic in the Camden area below 4,500 ft are provided with a Class G traffic service by Sydney CTR, in a manner similar to the airspace pre-9 July 2026 when all traffic inbound via the RNP approach would operate entirely OCTA.
Airservices is currently working on additional options for high-performance aircraft into YSBK taking into consideration:
- YSBK and YSCN VFR traffic,
- Defence priorities,
- Separation with YSSY SIDs and STARS,
- YXWS procedures,
- YSWS SIDs, STARS, approaches and missed approaches.
Once testing and safety reviews are complete, we expect to be able to publish additional options via the appropriate channels.
Regulator's response
CASA has reviewed this REPCON and responds:
The Department of Infrastructure, Transport, Regional Development, Communications, and the Arts, and Airservices undertook a program of industry consultation during the design phases and in the lead up to the implementation of the airspace change. Following the implementation of the changes industry have provided feedback about several concerns about the airspace changes in the Sydney Basin including the issues raised in the ATSB REPCONs RA2026-00118 [not yet finalised], RA2026-00129, RA2026-00136 and RA2026-00138. Ahead of Post Implementation Review actions, CASA has requested Airservices to develop and implement an interim flight planning solution for high-performance aircraft, particularly pressurised turbine-powered IFR operations, arriving at Bankstown Airport from the north and to ensure that the interim solution permits such aircraft to remain within controlled airspace for longer during the arrival phase than provided for under the current flight planning requirements.
ATSB comment
The ATSB REPCON confidential reporting scheme has received a number of submissions detailing safety concerns relating to the operation of high-performance turbine powered aircraft conducting IFR arrivals into Bankstown Airport from the north.
These submissions relate to the airspace design changes introduced on 9 July 2026 and generally centre upon the tightened vertical and lateral constraints imposed for separation from controlled airspace and VFR operations.
The concerns convey the common perception that these tightened navigational constraints and requirements create significant additional safety risk, through the increased likelihood of:
- unintended airspace infringements
- separation issues with other aircraft
- separation issues with terrain and obstacles
Ahead of the post-implementation review, the ATSB encourages all parties responsible for the safety of aircraft operations within this airspace to consider the concerns raised within this and all related REPCONs in the context of their areas of control.
REPCON details
| Date reported | 03/09/2026 |
|---|---|
| Published date | 09/10/2026 |
| Affected operation/industry | Airspace |
| Concern subject type | Design |
| Transport mode | Aviation |